Differences
This shows you the differences between two versions of the page.
| Both sides previous revisionPrevious revisionNext revision | Previous revision | ||
| techtalk:evo:engctl03 [2024/01/03 05:51] – hippysmack | techtalk:evo:engctl03 [2025/01/06 16:05] (current) – [Low Fuel Sensor] ixl2relax | ||
|---|---|---|---|
| Line 1: | Line 1: | ||
| - | [[: | + | [[: |
| ====== EVO: Engine Control ====== | ====== EVO: Engine Control ====== | ||
| ===== Electronic Fuel Injection System (EFI) ===== | ===== Electronic Fuel Injection System (EFI) ===== | ||
| + | |||
| ==== Sub Documents ==== | ==== Sub Documents ==== | ||
| - | | + | |
| + | | ||
| The Electronic Fuel Injection (EFI) system was introduced on the Sportster models in 2007. It was modified and upgraded in 2014. | The Electronic Fuel Injection (EFI) system was introduced on the Sportster models in 2007. It was modified and upgraded in 2014. | ||
| - | **(2007-2013)** The engine management system is designed around the Engine Control Module (ECM) along with a number of sensors and controls, such as the following: | + | **(2007-2013)** |
| * CKP - Crankshaft Position (CKP) Sensor | * CKP - Crankshaft Position (CKP) Sensor | ||
| * MAP - Manifold Absolute Pressure (MAP) Sensor | * MAP - Manifold Absolute Pressure (MAP) Sensor | ||
| Line 33: | Line 37: | ||
| The TMAP sensor is located on top of the intake manifold. The TMAP sensor monitors the intake manifold pressure (vacuum) and intake air temperature and sends the information to the ECM where the module adjusts the spark timing and fuel curve for optimum performance. | The TMAP sensor is located on top of the intake manifold. The TMAP sensor monitors the intake manifold pressure (vacuum) and intake air temperature and sends the information to the ECM where the module adjusts the spark timing and fuel curve for optimum performance. | ||
| - | The BAS (within the TSM/ | + | The BAS (within the TSM/ |
| - | before the engine can be restarted. | + | |
| The dual-encapsulated coils (for front & rear cylinders) fire each spark plug independently - one cylinder at a time - no wasted spark. | The dual-encapsulated coils (for front & rear cylinders) fire each spark plug independently - one cylinder at a time - no wasted spark. | ||
| Line 42: | Line 45: | ||
| The IAT, ETS, TPS and O2S sensors are used to provide information to the ECM to fine tune spark and fuel delivery. The VSS is used as an input for idle speed control. The oxygen sensors monitor the exhaust gas for oxygen content. The air/fuel mixture is then adjusted to maintain an optimal air/fuel ratio. | The IAT, ETS, TPS and O2S sensors are used to provide information to the ECM to fine tune spark and fuel delivery. The VSS is used as an input for idle speed control. The oxygen sensors monitor the exhaust gas for oxygen content. The air/fuel mixture is then adjusted to maintain an optimal air/fuel ratio. | ||
| + | **(2014-later)** | ||
| + | < | ||
| - | **(2014-later)** | + | \\ ===== Engine Sensors |
| + | </ | ||
| - | \\ | + | This chart shows the sensors & devices used in various years/ |
| - | ===== Engine Sensors (Carb & EFI) ===== | + | ^ |
| + | |1986-2003 Exc S | X | | ||
| + | |1998-2003 S Model | X | | ||
| + | |2004-2006 Carbed | ||
| + | |2007-later | ||
| - | This chart shows the sensors & devices used in various years/ | + | \\ Default values |
| - | so this chart DOES NOT show inter-year compatibility | + | |
| - | ^ | + | ^ 2007 Example of Default Values of Scanned Data |
| - | | 1986-2003 Exc S | + | ^ Checked Item ^^Min Value^Max Value^Hot Idle Value| |
| - | | 1998-2003 S Model | + | | |
| - | | 2004-2006 Carbed | + | | ::: | ::: | 0.0v | 5.1v | 1.5-3.0v |
| - | | 2007-later EFI | | X | TMAP·ETS·TPS·O2S·IAC·FuelInj | + | | ::: | IAT | 3°F \\ (-16°C) |
| - | + | | ::: | ::: | 0.0v | 5.0v | 2.0-3.5v | |
| - | \\ | + | | TP Sensor |
| - | Default values of sensors during Hot Idle - as read using the Digital Technician software. ((Table data from 2007 Sportster Electrical Diagnostic Manual - 99495-07, p.4-8)) | + | | ::: || 0.2v | 4.5v | 0.2-1.0v |
| - | + | | IAC Pintle | |
| - | ^ 2007 Example of Default Values of Scanned Data | + | | RPM || 800 | 5600 | 1000 | |
| - | ^ Checked Item ^^ Min Value ^ Max Value ^ Hot Idle Value | | + | | ET Sensor |
| - | | \\ \\ \\ TMAP\\ Sensor | + | | ::: || 0.0v | 5.0v | 0.5-1.5v |
| - | | ::: | + | | INJ PW Frt/ |
| - | | ::: | + | | O2 Sensor \\ Frt/ |
| - | | ::: | + | |
| - | | TP Sensor | + | |
| - | | ::: || 0.2v | 4.5v | 0.2-1.0v | + | |
| - | | IAC Pintle | + | |
| - | | RPM || 800 | + | |
| - | | ET Sensor | + | |
| - | | ::: || 0.0v | 5.0v | 0.5-1.5v | + | |
| - | | INJ PW Frt/ | + | |
| - | | O2 Sensor\\ Frt/ | + | |
| | Timing Adv F/R || 0° | 50° | 10-15° | | Timing Adv F/R || 0° | 50° | 10-15° | ||
| - | | VSS || 0mph | 120mph | + | | VSS || 0mph | 120mph |
| | Battery Volts || 10v | 15v | 13.4v | | | Battery Volts || 10v | 15v | 13.4v | | ||
| | Engine Run Mode || off | RUN | RUN | | | Engine Run Mode || off | RUN | RUN | | ||
| - | | Idle RPM | + | | Idle RPM || 800 | 1250 | 1000 | |
| - | | Hot Idle = Engine temp 260° at 1000 RPM with stock exhaust ||||| | + | |Hot Idle = Engine temp 260° at 1000 RPM with stock exhaust||||| |
| - | | * Not included in original table - taken from EDM section 4.21 ||||| | + | |* Not included in original table - taken from EDM section 4.21||||| |
| - | + | ||
| - | + | ||
| - | \\ | + | |
| ==== Sensor Power - 5 volts ==== | ==== Sensor Power - 5 volts ==== | ||
| Line 92: | Line 88: | ||
| Starting with the 1998 Sport Model, some of the sensors required a 5-volt power supply. This was accomplished by the Ignition Control Module (or later, the Engine Control Module) converting the normal 12-volt system power to a 5-volt power level that is supplied to some sensors. The table below shows how to track down the 5-volt connections & the potential ground connections that might create issues or cause Diagnostic Codes to be set. If a problem is indicated, you can check the information related to the individual sensors further down the page. ((See discussion here: https:// | Starting with the 1998 Sport Model, some of the sensors required a 5-volt power supply. This was accomplished by the Ignition Control Module (or later, the Engine Control Module) converting the normal 12-volt system power to a 5-volt power level that is supplied to some sensors. The table below shows how to track down the 5-volt connections & the potential ground connections that might create issues or cause Diagnostic Codes to be set. If a problem is indicated, you can check the information related to the individual sensors further down the page. ((See discussion here: https:// | ||
| - | + | ^1998-2003 Sport Model Only| | |
| - | ^1998-2003 Sport Model Only | | + | |Start at the ICM (RED/White wire) on Gray Connector Pin-1 \\ This is +5v Output from the ICM as Sensor Power Supply. \\ \\ Check for +5v at: \\ Cam Position Sensor (RED/White wire) on Connector 14B Pin-A \\ MAP Sensor (RED/White wire) - Connector 80B Pin-C \\ \\ Check ICM Gray Connector Pin-8 for Sensor Ground \\ – Be sure it is equal to Battery Negative \\ Check ICM Black Connector Pin-2& |
| - | | Start at the ICM (RED/White wire) on Gray Connector Pin-1\\ This is +5v Output from the ICM as Sensor Power Supply.\\ \\ Check for +5v at:\\ Cam Position Sensor (RED/White wire) on Connector 14B Pin-A\\ MAP Sensor (RED/White wire) - Connector 80B Pin-C\\ \\ Check ICM Gray Connector Pin-8 for Sensor Ground\\ | + | ^2004-2006 (Serial Data Bus)| |
| - | ^ 2004-2006 (Serial Data Bus) | | + | |Start at the ICM (RED/White wire) on Connector Pin-3 \\ This is +5v Output from the ICM as Sensor Power Supply. \\ \\ Check for +5v at: \\ VSS (BLACK/Red wire) on Connector 65B Pin-1 (might be RED/White wire) \\ MAP Sensor (RED/White wire) - Connector 80B Pin-C \\ \\ Check ICM Connector Pin-4 for Sensor Ground \\ – Be sure it is equal to Battery Negative \\ Check ICM Connector Pin-5 for ICM Ground \\ Check ICM Connector Pin-1 for Switched 12v Power (RUN/STOP SWITCH) \\ Check ICM Connector Pin-2 for 12v Battery Power| |
| - | | Start at the ICM (RED/White wire) on Connector Pin-3\\ This is +5v Output from the ICM as Sensor Power Supply.\\ \\ Check for +5v at:\\ VSS (BLACK/Red wire) on Connector 65B Pin-1 (might be RED/White wire)\\ MAP Sensor (RED/White wire) - Connector 80B Pin-C\\ \\ Check ICM Connector Pin-4 for Sensor Ground\\ | + | ^2007-2013 (Serial Data Bus)| |
| - | ^ 2007-2013 (Serial Data Bus) | | + | |Start at the ECM (RED/White wire) on Connector Pin-14 \\ This is +5v Output from the ECM as Sensor Power Supply to: \\ Engine Harness (R/W wire) on Connector 145A/B Pin-5 \\ \\ Check for +5v at: \\ VSS (R/W wire) on Connector 65B Pin-A \\ TMAP Sensor (R/W wire) - Connector 80B Pin-C \\ TPS Sensor (R/W wire) - Connector 88B Pin-B \\ Jiffy Stand (R/W wire) on Connector 133B Pin-1 \\ – Even if not HDI model, this connector can be an issue \\ \\ Check ECM Connector Pin-26 for Sensor Ground \\ – Be sure it is equal to Battery Negative \\ Check ECM Connector Pin-10 & Pin-28 for ECM Ground \\ Check ECM Connector Pin-13 for Switched 12v Power \\ Check ECM Connector Pin-31 for 12v Battery Power| |
| - | | Start at the ECM (RED/White wire) on Connector Pin-14\\ This is +5v Output from the ECM as Sensor Power Supply to:\\ Engine Harness (R/W wire) on Connector 145A/B Pin-5\\ \\ Check for +5v at:\\ VSS (R/W wire) on Connector 65B Pin-A\\ TMAP Sensor (R/W wire) - Connector 80B Pin-C\\ TPS Sensor (R/W wire) - Connector 88B Pin-B\\ Jiffy Stand (R/W wire) on Connector 133B Pin-1\\ | + | ^2014-later (CANbus)| |
| - | ^ 2014-later (CANbus) | | + | |Start at the ECM (RED/White wire) on ECM Connector-2 Pin-9 \\ This is +5v Output from the ECM as Sensor Power Supply to: \\ Engine Harness (R/W wire) on Connector 145A/B Pin-8 \\ \\ Check for +5v at: \\ VSS (R/W wire) on Connector 65B Pin-A \\ TMAP Sensor (R/W wire) - Connector 80B Pin-3 \\ TPS Sensor (R/W wire) - Connector 88B Pin-B \\ Jiffy Stand (R/W wire) on Connector 133B Pin-1 \\ – Even if not HDI model, this connector can be an issue \\ \\ Check ECM Connector 1&2 Pin-10 as both Sensor Ground & ECM Ground \\ – Be sure it is equal to Battery Negative \\ Check ECM Connector-2 Pin-16 for Switched 12v Power \\ Check ECM Connector-2 Pin-18 for 12v Battery Power| |
| - | | Start at the ECM (RED/White wire) on ECM Connector-2 Pin-9\\ This is +5v Output from the ECM as Sensor Power Supply to:\\ Engine Harness (R/W wire) on Connector 145A/B Pin-8\\ \\ Check for +5v at:\\ VSS (R/W wire) on Connector 65B Pin-A\\ TMAP Sensor (R/W wire) - Connector 80B Pin-3\\ TPS Sensor (R/W wire) - Connector 88B Pin-B\\ Jiffy Stand (R/W wire) on Connector 133B Pin-1\\ | + | |
| - | + | ||
| - | \\ | + | |
| ==== CPS - Cam Position Sensor ==== | ==== CPS - Cam Position Sensor ==== | ||
| - | **1986-1997 All Models & 1998-2003 ' | + | **1986-1997 All Models & 1998-2003 ' |
| - | These models use a Cam Position Sensor (CPS) Plate that is separate from the Ignition Control Module (ICM).\\ | + | |
| The Cam Sensor is a Hall-effect device mounted on the Cam Sensor Plate. It is used in conjunction with a rotor ' | The Cam Sensor is a Hall-effect device mounted on the Cam Sensor Plate. It is used in conjunction with a rotor ' | ||
| Line 113: | Line 105: | ||
| The CPS connects thru the main wire harness to the ICM. It uses a 3-pin connector, known as 14A/B. It is located under the engine (left side near the kick stand). The 14A (plug) comes from the CPS Unit - the 14B (socket) is on the main harness and goes to the ICM. | The CPS connects thru the main wire harness to the ICM. It uses a 3-pin connector, known as 14A/B. It is located under the engine (left side near the kick stand). The 14A (plug) comes from the CPS Unit - the 14B (socket) is on the main harness and goes to the ICM. | ||
| - | The Cam Sensor Plate is used to set the base timing of the engine, from which the ICM will advance or retard the spark according to its determined needs. See the [[techtalk: | + | The Cam Sensor Plate is used to set the base timing of the engine, from which the ICM will advance or retard the spark according to its determined needs. See the [[:techtalk: |
| - | The 1980-1993 models use CPS P/N 32400-80B (current superceding P/N) and the 1994-1997 (and 1200S models, 1998-2003) use CPS P/N 32400-94A (current superceding P/N). (You can test fire the ICM from this connector: [[techtalk: | + | The 1980-1993 models use CPS P/N 32400-80B (current superceding P/N) and the 1994-1997 (and 1200S models, 1998-2003) use CPS P/N 32400-94A (current superceding P/N). (You can test fire the ICM from this connector: [[:techtalk: |
| On Connector 14B (3-pins), the wires function as follows: | On Connector 14B (3-pins), the wires function as follows: | ||
| - | * Pin(A) Red/White - 12v Power from ICM to Cam Sensor - 5v power for 1998-2003 ' | ||
| - | * Pin(B) Green/White - Rotor Signal from Cam Sensor to ICM | ||
| - | * Pin(C) Black/White - Ground from ICM to Cam Sensor | ||
| - | These diagrams show the CPS mating connector on the Main Harness: | + | * Pin(A) Red/ |
| - | {{techtalk: | + | * Pin(B) Green/ |
| - | + | * Pin(C) Black/ | |
| - | (Note: the 1998-2003 Sport model uses the same Cam Sensor | + | |
| + | These diagrams show the CPS mating connector on the Main Harness: \\ {{: | ||
| **Testing the Cam Sensor** | **Testing the Cam Sensor** | ||
| Line 136: | Line 125: | ||
| Being in an enclosed area (nosecone) of the engine, the Cam Sensor is subject to high temperatures. The potting material is subject to melting and may cause erratic timing. (This location for the Ignition Module on the 1998-2003 models also created high heat failure issues for the module.) | Being in an enclosed area (nosecone) of the engine, the Cam Sensor is subject to high temperatures. The potting material is subject to melting and may cause erratic timing. (This location for the Ignition Module on the 1998-2003 models also created high heat failure issues for the module.) | ||
| - | | {{: | + | | {{: |
| - | | {{: | + | | {{: |
| - | \\ | + | **1998-2003 Not-Sport Models** |
| - | + | ||
| - | **1998-2003 Not-Sport Models**\\ | + | |
| All models in 1998-2003, except the Sport Model, had the Ignition Control Module (ICM) incorporated onto the Cam Sensor Plate. The combined function was located in the timing cavity known as the nosecone, just where the Cam Sensor Plate was previously located alone. | All models in 1998-2003, except the Sport Model, had the Ignition Control Module (ICM) incorporated onto the Cam Sensor Plate. The combined function was located in the timing cavity known as the nosecone, just where the Cam Sensor Plate was previously located alone. | ||
| Line 147: | Line 134: | ||
| The new ICM/Cam Sensor Plate still operated the same way - There was a sensor on the back side of the plate - The sensor monitored a rotating cup mounted on the end of the cam - It had windows cut into the cup to create the spark timing for the ICM. | The new ICM/Cam Sensor Plate still operated the same way - There was a sensor on the back side of the plate - The sensor monitored a rotating cup mounted on the end of the cam - It had windows cut into the cup to create the spark timing for the ICM. | ||
| - | This design was problematic due to the high-heat location of the electronics. Due to the high failure rate, the MoCo did not continue the design nor a supply of stock replacement units. The only source for replacing a failed 1998-2003 nosecone ICM has been the aftermarket. ([[techtalk: | + | This design was problematic due to the high-heat location of the electronics. Due to the high failure rate, the MoCo did not continue the design nor a supply of stock replacement units. The only source for replacing a failed 1998-2003 nosecone ICM has been the aftermarket. ([[:techtalk: |
| - | {{: | + | {{: |
| In 2004 and later models, the Cam Position Sensor was replaced by using a Crankshaft Position Sensor (CKP) instead. | In 2004 and later models, the Cam Position Sensor was replaced by using a Crankshaft Position Sensor (CKP) instead. | ||
| - | \\ | + | ==== CKP - Crankshaft Position ==== |
| - | + | {{ : | |
| - | ==== CKP - Crankshaft Position ==== | + | |
| - | {{ : | + | |
| - | The CKP sensor (first used with the 2004 rubbermount models) is located in the front left side of the crankcase. It functions in place of the nosecone cam position cup & sensor plate. | + | |
| The CKP sensor is a variable reluctance device that generates an AC voltage. This signal is sent to the ECM where it is used to reference crankshaft position, phase (front TDC compression stroke) and engine rpm. It functions by taking readings off the 30 teeth on the left side flywheel (32-tooth positions, but two teeth are missing to establish the front TDC reference point). The ECM uses the slowing down of the crankshaft on the compression stroke to determine phasing, therefore, the plugs should be installed when checking for ignition spark (use an extra plug to check spark). | The CKP sensor is a variable reluctance device that generates an AC voltage. This signal is sent to the ECM where it is used to reference crankshaft position, phase (front TDC compression stroke) and engine rpm. It functions by taking readings off the 30 teeth on the left side flywheel (32-tooth positions, but two teeth are missing to establish the front TDC reference point). The ECM uses the slowing down of the crankshaft on the compression stroke to determine phasing, therefore, the plugs should be installed when checking for ignition spark (use an extra plug to check spark). | ||
| Line 165: | Line 149: | ||
| **Take Note**: If the CKP signal is missing or distorted or too weak, the ECM will prevent the ignition & fuel injectors from firing, thus preventing engine operation. | **Take Note**: If the CKP signal is missing or distorted or too weak, the ECM will prevent the ignition & fuel injectors from firing, thus preventing engine operation. | ||
| - | {{ : | + | {{ : |
| - | ** Testing/ | + | |
| - | Disconnect the electrical connector (front left-side of crankcase) for the CKP Sensor. | + | |
| - | **(A)** Check resistance between each lead of the CKP sensor and ground - Each side should be more than 1-megohm of resistance.\\ | + | **(A)** |
| - | **(B)** Set your meter to Volts-AC (<=20v) and connect across both leads of the CKP Sensor - Crank the engine for about 5 seconds - You should read a minimum of 1v-AC on the CKP Sensor leads. Turn off power.\\ | + | |
| - | **(C)** Keep your meter connected to the sensor connector - Set your meter to Ohms - Between the two leads, you should read 600-1200 ohms.\\ | + | |
| - | ** RESULT | + | **NOTE1:** The CKP P/N for 2004-2005 models is currently 32804-04B (long cable). The CKP P/N for 2006-2017+ models is currently 32707-01C (short cable), which is also used on some BT models. |
| - | If any test fails - remove the CKP sensor from engine, clean any debris from sensor, reinstall properly | + | |
| - | {{ :techtalk: | + | **NOTE2:** With the CKP DTCs being a recurring issue, it would be a good idea to open & clean the CKP to main harness connector located beneath the frame. Put dielectric grease in the connector to help keep out grit & grime, then reconnect it. It may be getting excessive contamination due to its location.((thanks sportsterpaul |
| - | See this [[https:// | + | |
| - | **NOTE1:** The CKP P/N for 2004-2005 models is currently 32804-04B | + | **NOTE3** DTC P0373 & P0374 Diagnostic Tips - Engine must crank for at least five seconds |
| - | **NOTE2:** With the CKP DTCs being a recurring issue, it would be a good idea to open & clean the CKP to main harness connector located beneath the frame. Put dielectric grease in the connector to help keep out grit & grime, then reconnect it. It may be getting excessive contamination due to its location.((thanks sportsterpaul - https://www.xlforum.net/forum/forum-functions/ | + | **NOTE4:** You may also need information regarding how the CKP is used for Spark Signal Syncronization and Engine Phase (see this Sportsterpedia page: [[http://sportsterpedia.com/doku.php/techtalk: |
| - | **NOTE3** DTC P0373 & P0374 Diagnostic Tips - Engine must crank for at least five seconds (without CKP signal) in order to set P0374 code. Intermittent TMAP wiring or sensor issues may cause these codes to set prior to setting TMAP codes. Verify TMAP wiring and sensor. | + | ==== MAP - Manifold Absolute Pressure ==== |
| - | **NOTE4:** You may also need information regarding how the CKP is used for Spark Signal Syncronization and Engine Phase (see this Sportsterpedia page: http:// | + | (Used on 1998-2003 Sport models & all 2004-2006 models)(( Information for this section was collected from the 2006 Sportster Electrical Diagnostic Manual)) |
| - | \\ | + | The Manifold Absolute Pressure (MAP) sensor was introduced on the 1998-2003 Sport models and was then used on all 2004-2006 models. These are carburetored models. The MAP sensor for 98-03 Sport models is mounted on a bracket (sticky taped to the right frame tube) under the tank. The MAP sensor on 04-06 models is mounted on the intake manifold which distributes the incoming air/fuel mixture from the carburetor into the two cylinders. It replaced the older VOES function which operated using a vacuum hose from the carburetor [[:techtalk: |
| - | + | ||
| - | ==== MAP - Manifold Absolute Pressure ==== | + | |
| - | (Used on 1998-2003 Sport models & all 2004-2006 models)(( | + | |
| - | Information for this section was collected from the 2006 Sportster Electrical Diagnostic Manual)) | + | |
| - | + | ||
| - | The Manifold Absolute Pressure (MAP) sensor was introduced on the 1998-2003 Sport models and was then used on all 2004-2006 models. These are carburetored models. The MAP sensor for 98-03 Sport models is mounted on a bracket (sticky taped to the right frame tube) under the tank. The MAP sensor on 04-06 models is mounted on the intake manifold which distributes the incoming air/fuel mixture from the carburetor into the two cylinders. It replaced the older VOES function which operated using a vacuum hose from the carburetor [[techtalk: | + | |
| The MAP sensor has three leads. One is supplied with +5v from the Ignition Control Module (ICM), one is the ground and the third is a signal back to the ICM. The MAP sensor provides information to the ICM to alter the timing of the spark based on the current vacuum conditions in the manifold. Under varying barometric pressures & engine load conditions, which alters the vacuum level in the intake manifold, the information from the MAP sensor allows the ICM to alter the timing to create better combustion. The barometric pressure is influenced by weather and altitude. | The MAP sensor has three leads. One is supplied with +5v from the Ignition Control Module (ICM), one is the ground and the third is a signal back to the ICM. The MAP sensor provides information to the ICM to alter the timing of the spark based on the current vacuum conditions in the manifold. Under varying barometric pressures & engine load conditions, which alters the vacuum level in the intake manifold, the information from the MAP sensor allows the ICM to alter the timing to create better combustion. The barometric pressure is influenced by weather and altitude. | ||
| - | {{ : | + | {{ : |
| - | {{ : | + | |
| - | The MAP Sensor, in accordance with the changing engine vacuum and atmospheric barometric pressure, alters the voltage sent back to the ICM - more vacuum equals lower voltage. See the **98-03 1200S MAP sensor location** in the middle ((photo by Hippysmack)) & **04-06 MAP Sensor Location** to the right ---->.((photo by johnk of the XLFORUM https:// | + | The MAP Sensor, in accordance with the changing engine vacuum and atmospheric barometric pressure, alters the voltage sent back to the ICM - more vacuum equals lower voltage. See the **98-03 1200S MAP sensor location** |
| + | With key ON, engine OFF, voltage sent to the MAP sensor | ||
| - | **Measure | + | With key ON, engine OFF, voltage |
| - | With key ON, engine | + | With key ON, engine |
| - | by the ICM should | + | |
| - | With key ON, engine OFF, voltage sent to the ICM\\ | + | ^DTCode^Trouble Condition| |
| - | must be between 4.2 and 4.95 volts. | + | |P0106|will set if the MAP sensor signal fluctuates faster than normal operation| |
| + | |P0107|will set if the MAP sensor has a faulty connection or is disconnected| | ||
| + | |P0108|will set if the MAP sensor signal is shorted high - as to the input voltage| | ||
| - | With key ON, engine running, voltage sent to the ICM\\ | + | To test that P0107 occurs, disconnect the MAP sensor & turn the key on - check the DTCs. \\ To test that P0108 occurs, disconnect the MAP sensor, then short socket Pin# B to socket Pin# C of the harness connector# 80B (be sure not to touch Pin# A) - Then turn the key on - check the DTCs. |
| - | must be between 1.5-3.0 volts at hot idle (1000rpm). | + | |
| - | ^ DTCode ^ Trouble Condition | | + | This XLForum thread lists some test info & alternative part numbers: |
| - | | P0106 | will set if the MAP sensor signal fluctuates faster than normal operation | | + | (HD # 32316-99 changed to 32417-10) \\ |
| - | | P0107 | will set if the MAP sensor has a faulty connection or is disconnected | | + | |
| - | | P0108 | will set if the MAP sensor signal is shorted high - as to the input voltage | | + | |
| - | + | ||
| - | To test that P0107 occurs, disconnect the MAP sensor & turn the key on - check the DTCs.\\ | + | |
| - | To test that P0108 occurs, disconnect the MAP sensor, then short socket Pin# B to socket Pin# C of the harness connector# 80B (be sure not to touch Pin# A) - Then turn the key on - check the DTCs. | + | |
| - | + | ||
| - | This XLForum thread lists some test info & alternative part numbers: https:// | + | |
| - | (HD # 32316-99 changed to 32417-10)\\ | + | |
| (Alternatives: | (Alternatives: | ||
| - | + | See also [[:techtalk: | |
| - | See also [[techtalk: | + | |
| - | \\ | ||
| ==== EFI Manifold & Induction Module ==== | ==== EFI Manifold & Induction Module ==== | ||
| - | \\ | + | {{: |
| - | {{: | + | |
| - | {{: | + | |
| - | \\ | + | {{: |
| ==== Fuel Injectors ==== | ==== Fuel Injectors ==== | ||
| Line 247: | Line 207: | ||
| When the engine is operating, the ECM controls the path to ground for the injectors (solenoids) to trigger the injection of the appropriate amount of fuel (to meet the Air-Fuel-Ratio goals) at the proper time. Power is supplied to the injectors thru the system relay so that they can be turned off with the rest of the ignition components (the fuel pump and ignition coil). | When the engine is operating, the ECM controls the path to ground for the injectors (solenoids) to trigger the injection of the appropriate amount of fuel (to meet the Air-Fuel-Ratio goals) at the proper time. Power is supplied to the injectors thru the system relay so that they can be turned off with the rest of the ignition components (the fuel pump and ignition coil). | ||
| - | ^ DTCode ^ Trouble Condition | | + | ^DTCode^Trouble Condition| |
| - | | P0261 | Front Injector open/low | | + | |P0261|Front Injector open/low| |
| - | | P0262 | Front Injector high | | + | |P0262|Front Injector high| |
| - | | P0263 | Rear Injector open/low | | + | |P0263|Rear Injector open/low| |
| - | | P0264 | Rear Injector high | | + | |P0264|Rear Injector high| |
| Test the injector solenoid by measuring resistance between the two connector pins. It should read 10.0 - 25.0 ohms. | Test the injector solenoid by measuring resistance between the two connector pins. It should read 10.0 - 25.0 ohms. | ||
| To test the injectors for leaking fuel into the manifold: | To test the injectors for leaking fuel into the manifold: | ||
| + | |||
| * Remove the air cleaner | * Remove the air cleaner | ||
| * With the throttle wide open, turn key ON for 2 seconds and then OFF for 2 seconds five consecutive times. | * With the throttle wide open, turn key ON for 2 seconds and then OFF for 2 seconds five consecutive times. | ||
| Line 262: | Line 223: | ||
| To help in verifying the injectors are being triggered, since the pulses are very small, there are diagnostic sets called Noid Testers to help show that a pulse has been received. Tester sets come with various connectors to allow the Noid Tester to be used on fuel injectors, intake air controls and even on coils. | To help in verifying the injectors are being triggered, since the pulses are very small, there are diagnostic sets called Noid Testers to help show that a pulse has been received. Tester sets come with various connectors to allow the Noid Tester to be used on fuel injectors, intake air controls and even on coils. | ||
| - | \\ | + | ==== IAT - Intake Air Temperature ==== |
| - | ==== IAT - Intake Air Temperature ==== | ||
| See TMAP Sensor | See TMAP Sensor | ||
| - | |||
| ==== TMAP - Temperature/ | ==== TMAP - Temperature/ | ||
| - | The TMAP sensor (used on 2007-later models - see pic above)((Information for this section was collected from Fe Head's contribution to an [[https:// | + | The TMAP sensor (used on 2007-later models - see pic above)(( Information for this section was collected from Fe Head's contribution to an [[https:// |
| The TMAP sensor provides information to the ECM upon which the ECM alters the timing of the spark and the injection of fuel based on the current vacuum conditions in the manifold. By altering the spark timing and fuel, better combustion occurs in varied situations. | The TMAP sensor provides information to the ECM upon which the ECM alters the timing of the spark and the injection of fuel based on the current vacuum conditions in the manifold. By altering the spark timing and fuel, better combustion occurs in varied situations. | ||
| **The MAP Sensor** \\ | **The MAP Sensor** \\ | ||
| - | + | The MAP on 1998-2003 Sport models only and 2004-2006 Models Sportsters is a stand alone unit. Function and testing is the same as in 2007 models below. \\ **The MAP Sensor Signal from the TMAP Sensor** | |
| - | The MAP on 1998-2003 Sport models only and 2004-2006 Models Sportsters is a stand alone unit. Function and testing is the same as in 2007 models below. \\ | + | |
| - | + | ||
| - | **The MAP Sensor Signal from the TMAP Sensor** | + | |
| * The MAP sensor monitors the changing vacuum (pressure) in the manifold that occurs as you ride, change speeds and vary the engine load via the throttle position. The MAP signal (in the ECM) is temperature compensated and uses a complex algorithm to help offset the pulsating wobble effect of the HD V twin's assymetrical firing setup. | * The MAP sensor monitors the changing vacuum (pressure) in the manifold that occurs as you ride, change speeds and vary the engine load via the throttle position. The MAP signal (in the ECM) is temperature compensated and uses a complex algorithm to help offset the pulsating wobble effect of the HD V twin's assymetrical firing setup. | ||
| Line 286: | Line 241: | ||
| * There are several codes that it can throw out such as: | * There are several codes that it can throw out such as: | ||
| - | ^ DTCode ^ Trouble Indicated | | + | ^DTCode^Trouble Indicated| |
| - | |1998-2003 S-Models ((1998 HD Sportster FSM pg 7-33))|| | + | |1998-2003 S-Models (( HD Sportster FSM pg 7-33)) |
| - | | Code 12 | MAP Out Of Range or Fluctuates Faster Than Normal | | + | |Code 12|MAP Out Of Range or Fluctuates Faster Than Normal| |
| |2004-Up Models|| | |2004-Up Models|| | ||
| - | | P0106 | MAP Sensor Rate-Of-Change Error| | + | |P0106|MAP Sensor Rate-Of-Change Error| |
| - | | P0107 | Map Sensor Open/Low | | + | |P0107|Map Sensor Open/Low| |
| - | | P0108 | Map Sensor High | | + | |P0108|Map Sensor High| |
| - | * The P0106 will set if the MAP sensor signal fluctuates faster than normal operation. ((2005 Electrical Diagnostics Manual pg 4-35)) | + | * The P0106 will set if the MAP sensor signal fluctuates faster than normal operation. (( Electrical Diagnostics Manual pg 4-35)) |
| * The P0107 indicates that the reading was either absent or fell below the minimum range for some period of time. If not calibrated correctly or working properly the ECM will assign a canned value and use the other inputs to adjust the A/F ratio. It will greatly affect your richness/ | * The P0107 indicates that the reading was either absent or fell below the minimum range for some period of time. If not calibrated correctly or working properly the ECM will assign a canned value and use the other inputs to adjust the A/F ratio. It will greatly affect your richness/ | ||
| - | **TESTING the MAP SENSOR** | + | **TESTING the MAP SENSOR** (( HD Sportster Electrical Diagnostics Manual pg 4-35)) |
| - | The signal varies in accordance with engine vacuum and atmospheric barometric pressure. Changes in barometric pressure are influenced by weather and altitude. | + | The signal varies in accordance with engine vacuum and atmospheric barometric pressure. Changes in barometric pressure are influenced by weather and altitude. |
| - | **Bypassing the MAP for Testing**: ((1998 HD Sportster FSM pg 7-33)) | + | **Bypassing the MAP for Testing**: (( HD Sportster FSM pg 7-33)) |
| * With the MAP sensor disconnected, | * With the MAP sensor disconnected, | ||
| - | *You can gently place a jumper wire across the MAP Sensor connector power and feed terminals. With the jumper in place, the ignition control module should recognize a high voltage. | + | * You can gently place a jumper wire across the MAP Sensor connector power and feed terminals. With the jumper in place, the ignition control module should recognize a high voltage. |
| - | **MAP Output Voltage**: | + | **MAP Output Voltage**: |
| - | * This requires a digital multimeter set to the 0-20 volt DC setting, MAP connected inline (and optional Mityvac or other hand held vacuum pump). \\ See also [[techtalk: | + | * This requires a digital multimeter set to the 0-20 volt DC setting, MAP connected inline (and optional Mityvac or other hand held vacuum pump). \\ |
| - | * Typically most MAP sensors are simply a set of resistive strain guages mounted on a suitable substrate and forming a bridge circuit. ((Fe Head of the XLFORUM https:// | + | |
| * With the ignition switch turned to ON, test the leads as follows: | * With the ignition switch turned to ON, test the leads as follows: | ||
| + | |||
| - (Input Power) Probe the R/W wire lead and verify it has +5 volts. | - (Input Power) Probe the R/W wire lead and verify it has +5 volts. | ||
| - (Signal Out) Remove the hose from intake manifold and if needed add an extension to it so you can easily apply a vacuum with the vacuum pump or your mouth. | - (Signal Out) Remove the hose from intake manifold and if needed add an extension to it so you can easily apply a vacuum with the vacuum pump or your mouth. | ||
| - Draw up some vacuum while probing the V/W wire. The signal voltage should lower as the vacuum is applied (read between 1.5-3.0 volts). \\ **Caution**: | - Draw up some vacuum while probing the V/W wire. The signal voltage should lower as the vacuum is applied (read between 1.5-3.0 volts). \\ **Caution**: | ||
| - Then release the vacuum slowly and see the voltage increase, confirming the output signal functions properly. | - Then release the vacuum slowly and see the voltage increase, confirming the output signal functions properly. | ||
| + | |||
| * This signal is the one that the ECM uses to assess the state of load on the engine relative to the Throttle Position Sensor and the CKP (RPM) signals. | * This signal is the one that the ECM uses to assess the state of load on the engine relative to the Throttle Position Sensor and the CKP (RPM) signals. | ||
| Line 317: | Line 274: | ||
| The Intake Air Temperature (IAT) portion of the TMAP sensor is a thermistor device. It has a power input (+5v), a ground and a signal back to the ECM. At a specific temperature, | The Intake Air Temperature (IAT) portion of the TMAP sensor is a thermistor device. It has a power input (+5v), a ground and a signal back to the ECM. At a specific temperature, | ||
| + | |||
| * At high temperatures, | * At high temperatures, | ||
| * At low temperatures, | * At low temperatures, | ||
| Line 322: | Line 280: | ||
| The ECM monitors this voltage to compensate for various operating conditions. | The ECM monitors this voltage to compensate for various operating conditions. | ||
| - | ^ IAT Table - Relationship of Air Temp to Resistance & Voltage | + | ^ IAT Table - Relationship of Air Temp to Resistance & Voltage |
| - | ^ Temp °F ^ Ohms ^ Volts ^ ^ Temp °F ^ Ohms ^ Volts | | + | ^ Temp °F ^ Ohms ^ Volts ^ |
| - | | -4| 29121| | + | | -4| 29121| |
| - | | 14| 16599| | + | | 14| 16599| |
| - | | 32| 9750| 4.6 | ::: | 140| 746| 2.2 | | + | | 32| 9750| 4.6| ::: | 140| 746| 2.2| |
| - | | 50| 5970| 4.3 | ::: | 158| 526| 1.7 | | + | | 50| 5970| 4.3| ::: | 158| 526| 1.7| |
| - | | 68| 3747| 4.0 | ::: | 176| 377| 1.4 | | + | | 68| 3747| 4.0| ::: | 176| 377| 1.4| |
| - | | 77| 3000| 3.8 | ::: | 194| 275| 1.1 | | + | | 77| 3000| 3.8| ::: | 194| 275| 1.1| |
| - | | 86| 2417| 3.6 | ::: | 212| 204| 0.9 | | + | | 86| 2417| 3.6| ::: | 212| 204| 0.9| |
| - | | Values for ohms & volts are +-20% ||||||| | + | | Values for ohms & volts are +-20%||||||| |
| - | + | ||
| - | \\ | + | |
| ==== TPS - Throttle Position Sensor ==== | ==== TPS - Throttle Position Sensor ==== | ||
| - | The Throttle Position Sensor (TPS) (see pic above) is mounted on the Throttle Body of 2007-later (EFI) models.(( | + | The Throttle Position Sensor (TPS) (see pic above) is mounted on the Throttle Body of 2007-later (EFI) models.(( Information for this section was collected from the 2008 Sportster Electrical Diagnostic Manual)) |
| - | Information for this section was collected from the 2008 Sportster Electrical Diagnostic Manual)) - See example in the 'EFI Manifold & Induction Module' | + | |
| The ECM provides a +5 volt supply and ground to the sensor. The TPS sends a signal back to the ECM. The returned signal varies in voltage according to throttle position. The TPS operates as a variable resistance. | The ECM provides a +5 volt supply and ground to the sensor. The TPS sends a signal back to the ECM. The returned signal varies in voltage according to throttle position. The TPS operates as a variable resistance. | ||
| Line 346: | Line 300: | ||
| * At wide open throttle, the signal is normally 4.0-4.9 volts. | * At wide open throttle, the signal is normally 4.0-4.9 volts. | ||
| - | ^ DTCode ^ Trouble Condition | | + | ^DTCode^Trouble Condition| |
| - | | P0122 | TPS open / voltage low | | + | |P0122|TPS open / voltage low| |
| - | | P0123 | TPS high voltage | | + | |P0123|TPS high voltage| |
| - | **Check the TPS Output Voltage Scaling**\\ | + | **Check the TPS Output Voltage Scaling** \\ |
| With the Key ON, engine not running, observe the TP sensor voltage at the ECM on the TPS input line while opening the throttle. Voltage displayed should vary from <1.0 volts (throttle closed) to greater than 4.0 volts (throttle held wide open). As the throttle is slowly moved, the voltage should change gradually without spikes or low voltages being observed. There was an upgrade to P/N 27629-01A after 2008 (not sure which year) that is compatible for all 2007-later models. | With the Key ON, engine not running, observe the TP sensor voltage at the ECM on the TPS input line while opening the throttle. Voltage displayed should vary from <1.0 volts (throttle closed) to greater than 4.0 volts (throttle held wide open). As the throttle is slowly moved, the voltage should change gradually without spikes or low voltages being observed. There was an upgrade to P/N 27629-01A after 2008 (not sure which year) that is compatible for all 2007-later models. | ||
| Note: If you hold the throttle open before starting the engine, and the TPS signal is equal to or greater than 3.8v, the system goes into a condition called 'clear flood' mode. The engine will not start because the fuel system is shut off, but the starter will operate and you will get spark. This may also occur if there is a mechanical problem, such as stuck throttle cables or seriously damaged TPS. | Note: If you hold the throttle open before starting the engine, and the TPS signal is equal to or greater than 3.8v, the system goes into a condition called 'clear flood' mode. The engine will not start because the fuel system is shut off, but the starter will operate and you will get spark. This may also occur if there is a mechanical problem, such as stuck throttle cables or seriously damaged TPS. | ||
| - | |||
| - | \\ | ||
| - | |||
| ==== IAC - Idle Air Control ==== | ==== IAC - Idle Air Control ==== | ||
| Line 368: | Line 319: | ||
| The IAC has a motor driven pintle (or pin/ | The IAC has a motor driven pintle (or pin/ | ||
| - | When the keyswitch is turned off, the power to the ECM remains (coming from the ECM fuse, later the Battery fuse). **__The ECM performs a 10-second procedure to ' | + | When the keyswitch is turned off, the power to the ECM remains (coming from the ECM fuse, later the Battery fuse). **__The ECM performs a 10-second procedure to ' |
| During the ' | During the ' | ||
| Line 376: | Line 327: | ||
| This parked position of the pintle allows an increased air flow (and therefore idle speed) in preparation for the next startup operation. | This parked position of the pintle allows an increased air flow (and therefore idle speed) in preparation for the next startup operation. | ||
| - | ^ DTCode ^ Trouble Condition | | + | ^DTCode^Trouble Condition| |
| - | | P0505 | Loss of Idle Speed Control | | + | |P0505|Loss of Idle Speed Control| |
| This code may occur under various conditions and along with other DTCs. Resolve the other codes first before addressing the P0505. | This code may occur under various conditions and along with other DTCs. Resolve the other codes first before addressing the P0505. | ||
| Line 394: | Line 345: | ||
| The IAC will give up its control of the engine when it is not in an Idle Condition - meaning that the TPS voltage exceeds 1% (the throttle is open) or the VSS becomes greater than 0 (the bike is moving). It will not have control if the battery voltage drops below 9.0v. If the Battery Voltage connection to the ECM is lost, the engine will start, but the IAC will not be able to perform the reset procedure when the keyswitch is turned off because the ECM will not have power. Eventually, the pintle position tracking will fail causing performance problems. | The IAC will give up its control of the engine when it is not in an Idle Condition - meaning that the TPS voltage exceeds 1% (the throttle is open) or the VSS becomes greater than 0 (the bike is moving). It will not have control if the battery voltage drops below 9.0v. If the Battery Voltage connection to the ECM is lost, the engine will start, but the IAC will not be able to perform the reset procedure when the keyswitch is turned off because the ECM will not have power. Eventually, the pintle position tracking will fail causing performance problems. | ||
| - | A number of riders have reported a High Idle problem that occurs when coming to a stop. Sometimes the P0505 DTC is set, but not always. This XLForum thread discusses that issue: https:// | + | A number of riders have reported a High Idle problem that occurs when coming to a stop. Sometimes the P0505 DTC is set, but not always. This XLForum thread discusses that issue: |
| - | + | ||
| - | \\ | + | |
| ==== ETS - Engine Temperature Sensor ==== | ==== ETS - Engine Temperature Sensor ==== | ||
| Line 408: | Line 356: | ||
| The ECM monitors this voltage to compensate for various operating conditions, including using the ETS input as a reference for changing the IAC pintle position. | The ECM monitors this voltage to compensate for various operating conditions, including using the ETS input as a reference for changing the IAC pintle position. | ||
| - | ^ ETS Table - Relationship of Engine Temp to Resistance & Voltage | + | ^ ETS Table - Relationship of Engine Temp to Resistance & Voltage |
| - | ^ Temp °F ^ Ohms ^ Volts ^ ^ Temp °F ^ Ohms ^ Volts | | + | ^ Temp °F ^ Ohms ^ Volts ^ |
| - | | -4| 98936| | + | | -4| 98936| |
| - | | 14| 56102| | + | | 14| 56102| |
| - | | 32| 32957| | + | | 32| 32957| |
| - | | 50| 20000| | + | | 50| 20000| |
| - | | 68| 12511| | + | | 68| 12511| |
| - | | 77| 10000| | + | | 77| 10000| |
| - | | 86| 8045| 3.4 | ::: | 176| 1246| 4.0 | | + | | 86| 8045| 3.4| ::: | 176| 1246| 4.0| |
| - | | 104| 5304| 2.9 | ::: | 194| 907.7| | + | | 104| 5304| 2.9| ::: | 194| 907.7| |
| - | | 122| 3577| 2.4 | ::: | 212| 671.2| | + | | 122| 3577| 2.4| ::: | 212| 671.2| |
| - | | Values for ohms & volts are +-20% ||||||| | + | | Values for ohms & volts are +-20%||||||| |
| To help with accurate measurements, | To help with accurate measurements, | ||
| - | \\ | + | ==== O2S - Oxygen Sensor ==== |
| + | \\ | ||
| - | ==== O2S - Oxygen Sensor ==== | + | ^DTCode^Trouble Condition| |
| - | \\ | + | |P0131|Front O2 Sensor - low or engine running lean| |
| - | + | |P0132|Front O2 Sensor - engine running rich| | |
| - | ^ DTCode ^ Trouble Condition | | + | |P0134|Front O2 Sensor - high/ |
| - | | P0131 | Front O2 Sensor - low or engine running lean | | + | |P0151|Rear O2 Sensor - low or engine running lean| |
| - | | P0132 | Front O2 Sensor - engine running rich | | + | |P0152|Rear O2 Sensor - engine running rich| |
| - | | P0134 | Front O2 Sensor - high/ | + | |P0153|Rear O2 Sensor - high/ |
| - | | P0151 | Rear O2 Sensor - low or engine running lean | | + | |
| - | | P0152 | Rear O2 Sensor - engine running rich | | + | |
| - | | P0153 | Rear O2 Sensor - high/ | + | |
| A voltage reading of 5v on the O2 Sensor output is typical for a cold engine. Once the O2 sensors are up to operating temperature, | A voltage reading of 5v on the O2 Sensor output is typical for a cold engine. Once the O2 sensors are up to operating temperature, | ||
| Line 441: | Line 387: | ||
| The O2 sensor DTCs WILL NOT set the Check Engine Light. Current DTCs can be retrieved thru the speedometer display and the historic codes thru computer-based diagnostic tools. | The O2 sensor DTCs WILL NOT set the Check Engine Light. Current DTCs can be retrieved thru the speedometer display and the historic codes thru computer-based diagnostic tools. | ||
| - | \\ | + | ==== VSS - Vehicle Speed Sensor ==== |
| - | + | The VSS is a hall-effect device located on the engine, just above the sprocket cover and near the rear of the starter solenoid. \\ | |
| - | ==== VSS - Vehicle Speed Sensor ==== | + | The sensor output is varied by proximity to the teeth on the 5th gear in the transmission. This is the final output gear \\ |
| - | The VSS is a hall-effect device located on the engine, just above the sprocket cover and near the rear of the starter solenoid.\\ | + | |
| - | The sensor output is varied by proximity to the teeth on the 5th gear in the transmission. This is the final output gear\\ | + | |
| in the transmission & rotates the final drive sprocket (belt) at the same rpm. | in the transmission & rotates the final drive sprocket (belt) at the same rpm. | ||
| - | + | {{ :techtalk: | |
| - | {{ techtalk: | + | |
| - | **(1995-2003)** (1995 = P/N 74421-95 - 1996-2003 = P/N 74402-95)\\ | + | |
| The VSS is a 12v-based hall-effect sensor. The 12v power source is supplied by the speedometer on the RED wire, the BLACK wire is ground and the WHITE wire is the pulsing signal sent directly to the speedometer. | The VSS is a 12v-based hall-effect sensor. The 12v power source is supplied by the speedometer on the RED wire, the BLACK wire is ground and the WHITE wire is the pulsing signal sent directly to the speedometer. | ||
| - | Because the external final drive ratio may vary by model (883 vs 1200), the speedometers are different for different models because they must internally account for the difference in final drive ratios. The following chart shows the VSS pulses to produce various speedometer readings. The 1996 change accounts for the High Contact Ratio (HCR) Gears implemented that year. ((1995/1996 Wiring Diagrams and Electrical Troubleshooting Guide - 99948-96)) | + | Because the external final drive ratio may vary by model (883 vs 1200), the speedometers are different for different models because they must internally account for the difference in final drive ratios. The following chart shows the VSS pulses to produce various speedometer readings. The 1996 change accounts for the High Contact Ratio (HCR) Gears implemented that year. (( /1996 Wiring Diagrams and Electrical Troubleshooting Guide - 99948-96)) |
| - | ^ Pulses per Second from VSS - Produces Speed Shown on Speedometer|||||| | + | ^Pulses per Second from VSS - Produces Speed Shown on Speedometer^^^^^| |
| - | | Year - Model | 20mph | 40mph | 60mph | 80mph | Notes | | + | | Year - Model | 20mph| |
| - | | | + | | 1995 - 883| 345| 687| 1026| 1361| | |
| - | | | + | | 1200| 321| 640| 955| 1268| | |
| - | | | + | | 1996 - 883| 439| 874| 1306| 1733| HCR Gears | |
| - | | | + | | 1200| 408| 814| 1216| 1613| HCR Gears | |
| - | + | {{ :techtalk: | |
| - | {{ techtalk: | + | |
| - | **Troubleshooting** - For models from 1998-2003, you should check your speedometer for Diagnostic Codes to see if there is an indication of a faulty sensor reading. If you are experiencing erratic speedometer readings, removing and cleaning the sensor should be done to obtain a clean signal. | + | |
| The sensor output is a square-wave which varies from 'less than 3v' (when at a tooth) to ' | The sensor output is a square-wave which varies from 'less than 3v' (when at a tooth) to ' | ||
| If you are able to observe the above voltages from the sensor, but the speedometer is still erratic or otherwise malfunctioning, | If you are able to observe the above voltages from the sensor, but the speedometer is still erratic or otherwise malfunctioning, | ||
| + | |||
| + | See this Sporsterpedia SubDoc for a discussion about the [[techtalk: | ||
| Check [[https:// | Check [[https:// | ||
| - | **(2004-2013)** (2004 only = P/N 74402-04A - 2005-2013 = P/N 74402-05B)\\ | + | **(2004-2013)** |
| The VSS is a 5v-based hall-effect sensor. The 5v power source for the sensor (BLACK/RED wire of the twisted pair) comes from the ICM/ECM and the pulsing output from the sensor (BLACK/BLUE wire of the twisted pair) goes to the ICM/ECM for processing. The ground connection (BLACK wire) is part of the main harness. | The VSS is a 5v-based hall-effect sensor. The 5v power source for the sensor (BLACK/RED wire of the twisted pair) comes from the ICM/ECM and the pulsing output from the sensor (BLACK/BLUE wire of the twisted pair) goes to the ICM/ECM for processing. The ground connection (BLACK wire) is part of the main harness. | ||
| Internally, the ICM/ECM calculates the appropriate speed information and sends that information to the speedometer and the TSM over the Serial Data Bus. Since the ICM/ECM makes the calculations, | Internally, the ICM/ECM calculates the appropriate speed information and sends that information to the speedometer and the TSM over the Serial Data Bus. Since the ICM/ECM makes the calculations, | ||
| - | **Troubleshooting** - Check your speedometer for Diagnostic Codes to see if there is an indication of a faulty sensor reading. | + | **Troubleshooting** |
| The sensor output is a square-wave which varies within the 0v to 5v range, depending on the proximity to a tooth. The middle pin of the connector is the output and is, typically, the BLACK/BLUE wire. A multimeter on a low DC scale should be able to observe this output variation when manually rotating the engine in 5th gear - power on, but spark plugs removed. | The sensor output is a square-wave which varies within the 0v to 5v range, depending on the proximity to a tooth. The middle pin of the connector is the output and is, typically, the BLACK/BLUE wire. A multimeter on a low DC scale should be able to observe this output variation when manually rotating the engine in 5th gear - power on, but spark plugs removed. | ||
| Line 488: | Line 430: | ||
| (The 74402-04A sensor has a long attached cable while the later 74402-05B has a connector built on the sensor with the wiring being part of the main harness.) | (The 74402-04A sensor has a long attached cable while the later 74402-05B has a connector built on the sensor with the wiring being part of the main harness.) | ||
| - | **(2014-on)** (P/N 74402-05B)\\ | + | **(2014-on)** |
| - | The VSS sensor is the same 5v-based hall-effect sensor as for 2013 models and the ECM (Engine Control Module) handles all the processing of the signals. The speedometer | + | The VSS sensor is the same 5v-based hall-effect sensor as for 2013 models and the ECM (Engine Control Module) handles all the processing of the signals. The ECM now utilizes the new CANbus to send the calculated data to the speedometer. |
| Note this very informative [[https:// | Note this very informative [[https:// | ||
| - | |||
| - | \\ | ||
| - | |||
| ==== BAS - Bank Angle Sensor ==== | ==== BAS - Bank Angle Sensor ==== | ||
| - | {{techtalk: | + | {{:techtalk: |
| - | The Bank Angle Sensor, as an individual, external component, was used on Sportsters from 1998 to 2003. Using an internal v-shaped channel and steel ball, it is intended to kill the ignition if the bike lean angle exceeded 55 degrees, such as in an accident or tip over. It is attached upright, on those models, to the side of the battery box, toward the rear, using a locating pin and one screw. It has a 3-wire connector. | + | The Bank Angle Sensor, as an individual, external component, was used on Sportsters from 1998 to 2003. Using an internal v-shaped channel and steel ball, it is intended to kill the ignition if the bike lean angle exceeded 55 degrees, such as in an accident or tip over. It is attached upright, on those models, to the side of the battery box, toward the rear, using a locating pin and one screw. It must be mounted upright to operate properly. It has a 3-wire connector. |
| To reset the ignition function after the BAS has been triggered, turn off the keyswitch, set the bike upright, turn the keyswitch on. | To reset the ignition function after the BAS has been triggered, turn off the keyswitch, set the bike upright, turn the keyswitch on. | ||
| Line 505: | Line 444: | ||
| The sensor can be tested while the bike is running, by placing a magnet at the top of the sensor. If the ignition stops, the sensor is working. | The sensor can be tested while the bike is running, by placing a magnet at the top of the sensor. If the ignition stops, the sensor is working. | ||
| - | The sensor is sometimes unreliable, either failing to allow the bike to start or by not shutting down on tipover. Some have chosen to bypass the unit in order to eliminate the potential failure. See this section of the Sportsterpedia: | + | The sensor is sometimes unreliable, either failing to allow the bike to start or by not shutting down on tipover. Some have chosen to bypass the unit in order to eliminate the potential failure. See this section of the Sportsterpedia: |
| - | Typical voltage on the BAS signal line when operating normally is 0.6v to 1.1v. When in a tipover condition, the signal line voltage is between 3.0v & 6v.((1998 Sportster Service Manual 99484-98, P2-16 & P7-12/13 and 2002 Buell X1 Lightning Service Manual 99490-02Y)) | + | Typical voltage on the BAS signal line when operating normally is 0.6v to 1.1v. When in a tipover condition, the signal line voltage is between 3.0v & 6v.(( Sportster Service Manual 99484-98, P2-16 & P7-12/13 and 2002 Buell X1 Lightning Service Manual 99490-02Y)) |
| 1998-2003 1200S models can detect an out-of-range error (Code 44) if the sensor line is shorted high or low. | 1998-2003 1200S models can detect an out-of-range error (Code 44) if the sensor line is shorted high or low. | ||
| Line 514: | Line 453: | ||
| For 2014-later, the BAS functions & the TSM/TSSM functions were incorporated into the Body Control Module (BCM). | For 2014-later, the BAS functions & the TSM/TSSM functions were incorporated into the Body Control Module (BCM). | ||
| - | |||
| - | \\ | ||
| - | |||
| ==== Oil Pressure Switch ==== | ==== Oil Pressure Switch ==== | ||
| - | {{ : | + | {{ : |
| If the idle speed should fall below 1000rpms, the light may activate as a warning. | If the idle speed should fall below 1000rpms, the light may activate as a warning. | ||
| - | |||
| - | \\ | ||
| - | |||
| ==== Neutral Indicator Switch ==== | ==== Neutral Indicator Switch ==== | ||
| - | {{ techtalk: | + | {{ :techtalk: |
| - | The Neutral Indicator Switch is located forward of the main drive gear shaft on the right crankcase half, partially behind the final drive tranmission sprocket. A pin on the transmission shifter drum contacts the switch plunger to indicate a neutral position of the transmission. The switch grounds the sensor wire causing the neutral indicator lamp to light (on the indicator bar or in the speedometer). | + | |
| **The sensor cannot be removed for replacement without removing the transmission final drive sprocket.** | **The sensor cannot be removed for replacement without removing the transmission final drive sprocket.** | ||
| On EFI models (2007-later) the Neutral Indicator Switch is also utilized to prevent starting the engine if the bike is not in neutral and the clutch lever is not engaged. | On EFI models (2007-later) the Neutral Indicator Switch is also utilized to prevent starting the engine if the bike is not in neutral and the clutch lever is not engaged. | ||
| - | |||
| - | \\ | ||
| - | |||
| ==== Clutch Switch ==== | ==== Clutch Switch ==== | ||
| Line 546: | Line 475: | ||
| This is to prevent the bike from lurching forward when attempting to start it. | This is to prevent the bike from lurching forward when attempting to start it. | ||
| - | |||
| - | |||
| - | \\ | ||
| - | |||
| ==== Jiffy Stand Switch (HDI only) ==== | ==== Jiffy Stand Switch (HDI only) ==== | ||
| Line 563: | Line 488: | ||
| (Here is an [[https:// | (Here is an [[https:// | ||
| + | ===== Electric Fuel Pump (EFI) ===== | ||
| - | \\ | + | ==== Sub Documents ==== |
| + | * [[: | ||
| - | ===== Electric Fuel Pump (EFI) ===== | ||
| - | ==== Sub Documents ==== | ||
| - | * [[techtalk: | ||
| ==== Fuel Pump Operation ==== | ==== Fuel Pump Operation ==== | ||
| Line 581: | Line 505: | ||
| Improper fuel pressure may contribute to one of the following symptoms: | Improper fuel pressure may contribute to one of the following symptoms: | ||
| + | |||
| * cranks, but won't run | * cranks, but won't run | ||
| * cut out (may feel like ignition problem) | * cut out (may feel like ignition problem) | ||
| Line 587: | Line 512: | ||
| After turning ignition OFF, you must wait 10 seconds before turning the ignition back ON to get the fuel pump to reprime. This time out period is necessary for the fuel pump and IAC to reset. | After turning ignition OFF, you must wait 10 seconds before turning the ignition back ON to get the fuel pump to reprime. This time out period is necessary for the fuel pump and IAC to reset. | ||
| - | + | {{: | |
| - | {{: | + | |
| - | + | ||
| - | \\ | + | |
| ==== Low Fuel Sensor ==== | ==== Low Fuel Sensor ==== | ||
| Line 603: | Line 524: | ||
| For 2008-later, when the fuel is above the Low Level, the resistor assembly presents a 10K resistance above ground, thus keeping the supplied voltage at a high level. When the fuel reaches the Low Level, the switch in the fuel pump assembly closes it's contacts and effectively shorts across the 8K resistor portion of the Fuel Sender Resistor Assy. The 2K resistor remains in the circuit to limit current draw, but the effect is to lower the voltage on the output line to a level which the speedometer interprets as a Low Fuel Level condition. | For 2008-later, when the fuel is above the Low Level, the resistor assembly presents a 10K resistance above ground, thus keeping the supplied voltage at a high level. When the fuel reaches the Low Level, the switch in the fuel pump assembly closes it's contacts and effectively shorts across the 8K resistor portion of the Fuel Sender Resistor Assy. The 2K resistor remains in the circuit to limit current draw, but the effect is to lower the voltage on the output line to a level which the speedometer interprets as a Low Fuel Level condition. | ||
| - | The amount of fuel remaining (2013 models) when the Low Fuel Light activates will vary by model:\\ | + | The amount of fuel remaining (2013 models) when the Low Fuel Light activates will vary by model: \\ **{{: |
| - | **{{: | + | |
| - | {{: | + | |
| - | {{: | + | |
| The following illustration is a functional schematic of this sensor/ | The following illustration is a functional schematic of this sensor/ | ||
| - | {{techtalk: | + | {{:techtalk: |
| - | + | ||
| - | \\ | + | |
| - | + | ||
| - | **NOTE-1** Additional fuel pump info is at this XLForum Thread: https:// | + | |
| - | **NOTE-2** If there is too low voltage (below minimum set point) on the low fuel signal line for more than 15 seconds a DTC B1004 will be | + | **NOTE-1** |
| - | set and the low fuel warning | + | |
| - | **NOTE-3** If there is too high voltage (above maximum | + | **NOTE-2** If there is too low voltage (below minimum |
| - | set and the low fuel warning lamp will illuminate. | + | |
| - | \\ | + | **NOTE-3** |
| - | Upgrade speedometers use an upgraded fuel level sensor. [[techtalk: | + | Upgrade speedometers use an upgraded fuel level sensor. [[:techtalk: |
| + | [[: | ||
| - | \\ | ||
| - | [[: | ||
