1. - Handicare

ISO 9001 D906/ el - en mod.P5/C1 

NOTES ON ELECTRONIC EXCHANGE 

mod.P5 

DIFFERENCES FROM THE EARLIER VERSION: 

1. The new exchange has 3 relays, instead of one as in the earlier version; 

2. The orange wire connected to the microswitch on the brake shaft (for safety 

when braking) needs an original earth (e.g. the battery earth; never connect it to 

screws or bolts in the coachwork); there is no longer any need for connection to a 

+12V positive (earlier version). 

Brake-shaft microswitch 

Earlier version 

Brake-shaft microswitch 

Mod.P5 version 

3. The working of the motor reducer is anticipated, while the contact of the servo 

clutch is delayed and no longer happens at the same time like in the earlier 

version; this function can be regulated with potentiometer P5; 

4. In the earlier version the sensitivity of the circular potentiometer of the ring was 

regulated by potentiometer P2 and the activation of the motor reducer and clutch 

contact was therefore controlled by the same relay and potentiometer P2. 

These two functions have been separated in the new exchange: 

· the motor reducer is regulated by a relay and by potentiometer P2; 

· the clutch contact is regulated by a relay and by potentiometer P5. 

5. If the accelerator is combined with a servo clutch, use the brown and black wires 

of the grey cable to change the contact on the accelerator pedal. The start of the 

first stroke of the clutch can be anticipated or delayed by potentiometer P5, 

depending on the acceleration desired. 

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D906/ el - en mod.P5 /C1 ISO 9001 

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BEFORE THE FITTING: 

Before mounting it is advisable to connect the device with the loose wires on a bench 

to get a clear idea of its connections and operation. 

PRECAUTIONS DURING MOUNTING: 

1. Disconnect the negative pole of the battery. 

2. For dismantling the steering wheel and the air bag there is no need to turn the 

revolving track that connects the air bag, because it generally only has two turns 

to the right and two to the left. Some air bag tracks lock automatically, with a 

hook system, once the steering wheel is removed. Other tracks do not have such 

a system and you need either to block them in their original position (with insulating 

tape) or make sure that the track can make two turns to both right and left 

during steering-wheel assembly. 

3. The earth of the exchange MUST be connected to the earth of the battery. The 

earth brush, relay and microswitch of the brake shaft must be connected to the 

original earth (e.g. the battery earth) they should never be connected to screws 

or bolts in the coachwork; nearly all problems with the system are caused by 

wrong earth connections. 

4. Pay particular attention to the path of the accelerator sheath, avoiding bends, 

especially very tight ones, because the load of the motor reducer increases with 

each bend. Check the tension of the cord by pulling it with your hand on the motorreducer 

side: if there is some resistance the motor reducer load will increase and 

it will heat up; in this case check the sheath path again to find an alternative one, 

as straight as possible. 

5. When you have finished mounting the electronic accelerator device it is advisable 

to check that it is working properly. 

WARNING: if the console is lighting with the vehicle’s battery connected and the air 

bag not connected, the corresponding pilot light on the indicator panel will immediately 

come on. To return it to zero you have to take the vehicle to the concessionaire. 

To avoid this problem, you can connect the air bag before connecting the battery. 

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Rev.04 of 26/03/2001


SWITCHING ON THE DEVICE: 

When the device is switched on the configuration is as follows: 

Model P5: 

- Green light (GREEN LED) in the electronic box, corresponding to the motor 

relay, off 

- Red light (RED LED) in the electronic box, corresponding to the clutch contact, off 

- Motor reducer NOT powered. 

Model C1: 

- Red light (RED LED) LED1 on (Electronic box powered) 

- Red lights (RED LED) in the electronic box, corresponding to the motor relay, off; 

LED2 

- Red light (RED LED) in the electronic box, corresponding to the clutch contact, 

off; LED3 

- Motor reducer NOT powered. 

The cable of the motor reducer must not be stretched taut, to avoid “full 

stress” before the maximum stroke of Potentiometer P1 has been set in the electronic 

box. 

Make sure that, when the ring is activated, the motor reducer responds with a 

rotation proportional to the ring’s movement. 

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FUNCTION OF THE CONTROL 

POTENTIOMETERS 

1. RED LED - Clutch Relay; 2. GREEN LED - Motor Reducer Relay; 

Setting the final Stroke for the kick-down 

For use only on vehicles fitted with automatic 

gearshift with a MECHANICAL type Kick-Down 

3. CLUTCH RELAY (Contact); 

4. MOTOR REDUCER RELAY; 

5. SAFETY RELAY (Brake). 

Setting the sensitivity of the ring 

potentiometer 

Setting the motor’s maximum stroke 

Setting the activation of the clutch 

contact 

Do not use just already trimmed 

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Rev.04 of 26/03/2001


FUNCTION OF THE POTENTIOMETERS 

P1: Maximum stroke 

P2: Ring sensitivity 

P3: Standby position 

P4: Final Kick-Down Stroke 

(positions 7,8,9 are not 

used) 

P5: Clutch contact sensitivity 

LED1: Electronic box power on 

LED2: Motor relay 

LED3: Clutch contact 

J1: Jumpers regulating 

start-stroke 

N.B. The use of jumpers J1 is described 

on pages 11A and 11B 

Setting the maximum motor reducer stroke 

Regulating the ring potentiometer sensitivity 

Regulating the final stroke for the kick-down 

Only for use in vehicles fitted with automatic gearbox 

and mechanical type Kick-Down 

Regulating the clutch contact drive instead of the 

contact on the accelerator pedal 

Rev.04 of 26/03/2001 11/35


If the installation is combined with a servo clutch, use the 

BROWN 0.75 and BLACK 0.75 cables instead of the tilting 

accelerator. 

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If the installation is combined with a servo clutch, use the BROWN 

0.75 and BLACK 0.75 cables instead of the tilting accelerator. 

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COMPLETE MOUNTING OF DEVICE 906el/en 

The sensitivity (Potentiometer P2) and the standby position (Potentiometer P3) have 

already been regulated by GUIDOSIMPLEX; therefore they need no further adjustment. 

Regulation must be done strictly in the following order: 

1. Maximum stroke (Potentiometer P1) 

2. KICK-DOWN stroke (Potentiometer P4): for cars with automatic gearbox with 

mechanical type KICK-DOWN. 

3. Contact for the servo clutch (Potentiometer P5). 

REPLACING THE ELECTRONIC BOX ONLY 

Regulation must be done strictly in the following order: 

1. Turn potentiometers P1, P2, P3, P4, P5 ANTICLOCKWISE as far as they will 

go. In this condition the LEDs of the exchange are in the following configuration: 

LED 1 lit (the electronic box is powered) 

LED 2 lit (motor relay active) 

LED 3 lit (clutch contact relay active) 

2. Turn potentiometer P3 CLOCKWISE to regulate the standby position of the motor 

3. Turn potentiometer P2 CLOCKWISE far enough to switch off LED 2 

J1 

3 2 1 

N.B.: Position 3 

is not used 

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Rev.04 of 26/03/2001


4. Turn potentiometer P1 to regulate the maximum stroke of the motor 

5. Turn potentiometer P4 to regulate the KICK-DOWN stroke, if the car has 

automatic gearbox with a mechanical type KICK-DOWN. 

6. Turn Potentiometer P5 to regulate the action of the clutch contact for the first 

stroke of the clutch pedal, if the 906el/en device is combined with a GUIDOSIMPLEX 

servo clutch. 

REGULATING THE INITIAL ACCELERATION 

By changing the jumpers on block J1 it is possible to select slow response or fast 

response of initial acceleration; depending on the power of the car, this makes it 

possible to avoid too abrupt a start for manoeuvres at low speed. 

JUMPER IN POSITION 1 AND 2: FAST RESPONSE 

ONLY THE JUMPER IN POSITION 2: MEDIUM RESPONSE 

NO JUMPER INSERTED: 

SLOW RESPONSE 

IMPORTANT: 

WHEN YOU MOVE THE JUMPERS YOU HAVE TO CHECK AGAIN THAT THE 

“INACTIVE POSITION” and “MAXIMUM STROKE” SETTINGS REMAIN UNCHANGED. 

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SETTING THE MAXIMUM STROKE OF THE MOTOR REDUCER WITH 

POTENTIOMETER P1 

1. Work on the ring until you obtain the maximum range of the circular potentiometer; 

2. Regulate potentiometer P1 to alter the course of the motor reducer so as to 

obtain maximum acceleration (the maximum stroke of the motor reducer 

is 5.5 cm); 

3. When the maximum stroke has been set, check the inactive position of the motor 

reducer again, if any variation is found proceed as follows: 

• Turn potentiometer P3 either clockwise or anticlockwise to set the inactive 

position of the motor reducer; 

Setting the inactive position 

Setting the maximum stroke of the motor 

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SETTING THE MAXIMUM STROKE OF THE MOTOR 

REDUCER WITH POTENTIOMETER P1 

1. Work on the ring until you obtain the maximum range of the circular potentiometer; 

2. Regulate potentiometer P1 to alter the stroke of the motor reducer so as to 

obtain maximum acceleration (the maximum stroke of the motor reducer is 5.5 

cm); 

Setting the maximum stroke of the motor 

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PROCEDURA DI REGOLAZIONE DEL POTENZIOMETRO P4 

1) Agire sul potenziometro P1 per variare la corsa del motoriduttore in maniera tale 

da determinare l’apertura della farfalla al limite dell’attivazione del kick-down; 

2) Azionare il pulsante sulla leva freno e verificare se, l’incremento dell’accelerazione 

dovuto ad un successivo spostamento del motoriduttore, sia sufficiente per 

l’azionamento del kick-down; 

3) Nel caso in cui lo spostamento del motoriduttore non riesca ad attivare il kickdown, 

agire sul potenziometro P4 come segue: 

Agire sul cerchiello acceleratore per determinare la massima escursione del 

potenziometro circolare, premere il pulsante sulla leva freno e verificare il nuovo spostamento 

del motoriduttore: in questa configurazione per aumentare o diminuire tale 

spostamento agire sul potenziometro P4. 

Taratura corsa finale per il kick-down 

Da usare solo nelle vetture dotate di cambio 

automatico con Kick-Down di tipo MECCA- 

NICO 

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Rev.04 of 26/03/2001


HOW TO REGULATE POTENTIOMETER P4 

1) Use potentiometer P1 to change the stroke of the motor reducer so as to cause 

the opening of the throttle valve at the limit of the kick-down activation; 

2) Press the button on the brake lever and check that the increase in acceleration 

due to a subsequent movement of the motor reducer is sufficient for kick-down 

activation; 

3) If the movement of the motor reducer does not succeed in activating the kickdown, 

operate Potentiometer P4 as follows: 

Move the accelerator ring to determine the maximum stroke of the circular 

potentiometer, press the button on the brake lever and check the new movement of 

the motor reducer; in this configuration, use potentiometer P4 to increase or reduce 

that movement. 

Setting the final stroke for the kick-down 

N.B.: Positions 7, 8, 9 of Potentiometer 

P4 are not used. 

Maximum KICK-DOWN position 0 

Minimum KICK-DOWN position 6 

Only to be used in vehicles fitted with an 

automatic gearbox and MECHANICAL 

type Kick-Down 

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KICK-DOWN CONNECTION DIAGRAM 

1 ST Case: Electric type Kick-Down 

Connect the cables coming from the integrated button to the brake lever in parallel 

with the other of the original kick-down button. 

DO NOT USE 

DO NOT USE 

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Rev.04 of 26/03/2001



1 st Case: Electrical type KICK-DOWN 

Connect the cables coming from the button integrated with the brake lever in parallel 

with the cables of the original kick-down button. 

DO NOT USE 

DO NOT USE 

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SCHEMA DI COLLEGAMENTO PER IL KICK-DOWN 

2° Caso: Kick-down di tipo meccanico 

Taratura corsa finale per il kick-down 

Agire sul potenziometro P4 alla massima 

escursione e con il pulsante kick-down premuto, 

per ottenere il movimento necessario 

all’azionamento del kick-down originale. 

N.B.: In entrambi i casi di kick-down (elettrico e meccanico), l’escursione massima 

regolata con il potenziometro P1 deve essere fatta in modo da fermarsi poco prima 

dell’azionamento del kick-down originale. Quest’ultimo sarà attivato solo dal pulsante 

previsto sulla leva freno. 

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Rev.04 of 26/03/2001



1 st Case: Electrical type KICK-DOWN 

Connect the cables coming from the button integrated with the brake lever in parallel 

with the cables of the original kick-down button. 

DO NOT USE 

DO NOT USE 

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If a vehicle has an automatic gearbox, 

fitted with the original electronic 

accelerator pedal, when the kick-down is 

included in the pedal potentiometer it 

must be regarded as the mechanical type. 

Connect the two orange wires of the 

control unit directly to the button on the 

brake lever. 

WARNING 

Figure 1: Stroke of the original accelerator pedal 


Operate potentiometer P4 at maximum 

stroke and with the kick-down button 

enabled, to obtain the movement needed 

to activate the original kick-down. 

N.B. In both kick-down cases (electrical and mechanical), the maximum stroke (full 

accelerated) set with potentiometer P1 must be done in such a way that it stops a 

little before the original kick-down is activated. The latter can only be activated by the 

button on the brake lever.(See figure1) 

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Rev.04 of 26/03/2001


If a vehicle has an automatic gearbox, 

fitted with the original electronic accelerator 

pedal, when the kick-down is 

included in the pedal potentiometer it 

must be regarded as the mechanical type. 

Connect the two orange wires of the 

control unit directly to the button on the 

brake lever. 

WARNING 

Figure 1: Stroke of the original accelerator pedal 


Operate potentiometer P4 at maximum 

stroke and with the kick-down button enabled, 

to obtain the movement needed to 

activate the original kick-down. 

N.B. In both kick-down cases (electrical and mechanical), the maximum stroke (full 

accelerated) set with potentiometer P1 must be done in such a way that it stops a 

little before the original kick-down is activated. The latter can only be activated by the 

button on the brake lever.(See figure1) 

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SETTING THE CIRCULAR POTENTIOMETER OF THE RING AND 

THE CIRCULAR POTENTIOMETER OF THE MOTOR REDUCER 

Circular Potentiometer of ring 

D906el - There must be a value of 

between 6.5 and 6.7 kΩ between the RED 

and the BLUE cables when the 

Potentiometer is inactive. (Potentiometer 

10 kΩ). 

Circular Potentiometer of Ring 

D906en - There must be a value of 

between 6.2 and 6.4 kΩ between the RED 

and the BLUE cables when the 

Potentiometer is inactive. (Potentiometer 

5 k + Resistance in series 1.8 kΩ). 

Circular Potentiometer 

of the motor reducer 

when inactive 

There must be a value of 

200 Ω between the 

BROWN and YELLOW- 

GREEN cables, if the motor 

reducer is of the LEFT-HAND 

type, or between the BLUE 

and YELLOW-GREEN cables 

if it is of the right-hand type. 

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WARNING: To check whether the motor is of the right-hand or left-hand type, 

check the arrangement of the power cords and the cables of the circular potentiometer 

at positions 4 and 5 of the motor reducer connector, as shown in figs. 1 and 2. 

Right Motor Fig.1 

Left Motor Fig.2 

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SAFETY MICROSWITCH IN THE CASE OF RAPID BRAKING 

Microswitch A is active In the event of RAPID BRAKING*: if that happens the 

microswitch sends a signal, through the connection with the orange cable, to the 

electronic exchange and the exchange cuts off the power to the motor reducer, 

which returns to the inactive position (accelerator at minimum). 

1 ST PHASE: INSERT SUPPORT B AND REGULATE THE BRAKE SHAFT, LEAVING 

THE CORRECT EXHAUST FOR THE BRAKE PUMP; 

2 ND PHASE: CONNECT THE CABLES OF MICROSWITCH A TO THE SYSTEM, AS 

SHOWN IN THE ATTACHED UNIVERSAL DIAGRAM; (see diagram pages 4 and 5) 

• Check that microswitch A is not stressed halfway through braking. 

• If spring D is too light (wire section Φ 1.8 mm.) replace it with the stiffer one 

(wire section Φ 2 mm). 

REGULATION OF THE THRUST CUP C 

The cup must be pressed to the maximum by the braking action, with spring D 

compressed and the microswitch activated. 

* During GENTLE BRAKING the motor reducer is powered, making control of the 

accelerator easy when starting on an upward slope. 

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WARNING: the earth brush must be connected, even in vehicles equipped 

with an earth in the steering shaft. Guidosimplex accepts NO responsibility 

if these instructions are not complied with. 

1. Bore a hole in A with a φ 5 bit, to check the type of steering shaft fitted. 

2. Make sure that the shaft on the inside is compatible with the installation of the 

earth brush (circular shaft, coloured green in the diagram in the photograph), 

otherwise perform the procedure thus far described at point B. 

3. If the steering shaft is the right type, widen the hole with a Φ 10 bit; clean the 

contact point of the shaft with abrasive paper. 

4. Assemble the earth brush as shown in the photograph. 

5. Fix the brush, with the support already assembled, to the steering column with a 

bail; connect the black cable of the brush to the earth. 

Rev.04 of 26/03/2001 29/35


AIR BAG WITH A DOUBLE CIRCULAR TRACK - The original cables of the horn are 

generally used for passing the positive and the negative to be connected to the 

potentiometer of the ring. Even in that case, YOU MUST FIT the Guidosimplex earth 

brush and MAKE the connection shown below (see photographs on page 19). 

FAULTS AND TROUBLESHOOTING 

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The ring is activated but the motor reducer does not move 

1) Check the 10A fuse near the battery located on the RED 1.5 sq.mm. cable. 

2) Use a multiple-purpose tester to check that the ON/OFF switch is working 

properly. 

POINT A: Make sure that the voltage corresponds to that of the battery (at least 

10V). If 0 voltage is found, check the locked socket or the corresponding 

original fuse. 

POINT B: Make sure that the voltage corresponds to that of the battery (at least 

10V). If 0 voltage is found, change the switch. 

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3) Checking the Relais 

POINT A: Make sure that there are 12V. 

POINT B: Make sure that there are 12V. 

POINT C: Make sure that there are 12V. If 0 voltage is found, check the earth of 

the relay; if that is working change the relay. 

Rev.04 of 26/03/2001 33/35


3) Checking the Relais 

POINT A: Make sure that there are 12V. 

POINT B: Make sure that there are 12V. 

POINT C: Make sure that there are 12V. If 0 voltage is found, check the earth of 

the relay; if that is working change the relay. 

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Rev.04 of 26/03/2001


4) Checking the electrical connection between the motor reducer, the 

exchange and the coil of the motor reducer’s electric motor. 

• Check the state of the contacts on the connector; 

• To check the coil of the electric motor of the motor reducer, proceed as follows: 

- Disconnect the electric connector of the motor reducer from the wiring, measure 

the resistance between the RED cable and the BLACK cable; the 

multiple-purpose tester should show a value of between 1 and 5 Ω. 

- If the multi-purpose tester shows a value of 0 Ω, there is a short-circuit on the coil. 

- If the resistance value shown is very high, either the coil is interrupted or the 

brushes have deteriorated. 

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5) Checking the reducer 

If, when the ring is activated, the shaft starts rotating but the tie rod does not follow 

in the movement, it means the reducer is out of order. 

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Rev.04 of 26/03/2001

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