02-19-2018, 02:56 PM
Re post 10:
I'm familiar with crank position sensor operation. See post one of this thread: http://xlforum.net/vbportal/forums/showt...371&page=2
A failed CPK will not fire. A failing one will cause misfires. It does not match the symptoms.
As for testing sensors, the EOT and TPS have been unplugged and reported in the threads. Posts 35 and 58 in the tps eval for ii issues thread provided values and Dave reported in-spec values in post 59.
All these steps have been documented.
Swapping ECMs is a suggestion in the FSM if there is not 5 vdc sensor power to MAP (5-20), EOT (5-21) and IAT (5-26). Swapping to check for a program glitch is reasonable, if one is available. If nothing else, it is an opportunity to wipe/cycle the ECM connector contacts.
As for erratic output, see posts 1 and 19 of this thread: [url=http://cb1100forum.com/forum/showthread.php?tid=11893]http://cb1100forum.com/forum/showthread.php?tid=11893
In the case of a DTC 1-1 MAP lo, circuit voltage is < 0.2 vdc
This covers "MAP sensor or its circuit malfunction" and fail-safe is "engine operates normally".
In the case of a DTC 1-2 MAP hi, circuit voltage is > 3.9 vdc.
This covers "loose or poor contact of MAP sensor connector" and "MAP sensor or its circuit malfunction" and fail-safe is "engine operates normally".
Just glancing at pages 5-15 and 5-16 shows how well the CB1100 will continue to perform with many sensor codes.
If the EOT is wonky, the only issue is hard starting cold.
If the IAT is wonky, default is 95 F.
If TPS is wonky, default is 0 degrees position
If an O2 sensor is wonky, "engine operates normally"
However, if a fuel injector faults, it is time to push: Engine does not start, injector power, pump and ignition shut down in the event of "loose or poor contact of the fuel injector connector-fuel injector or its circuit malfunction"...fail-safe is not just complete failure...it is out of spec parameters.
I do not have all the answers. At age 71 I am still learning and it took me a while to come up to speed on this issue, at least in trying to understand what worked in the past, what did not work and to figure out why it may not have worked, if it was a reasonable diagnosis. However, the tests done over the last couple months have been thorough, are in harmony with the FSM and compatible with available data on automotive IACV issues.
The absence of codes or the absence of codes being reported added to the challenge.
I'm familiar with crank position sensor operation. See post one of this thread: http://xlforum.net/vbportal/forums/showt...371&page=2
A failed CPK will not fire. A failing one will cause misfires. It does not match the symptoms.
As for testing sensors, the EOT and TPS have been unplugged and reported in the threads. Posts 35 and 58 in the tps eval for ii issues thread provided values and Dave reported in-spec values in post 59.
All these steps have been documented.
Swapping ECMs is a suggestion in the FSM if there is not 5 vdc sensor power to MAP (5-20), EOT (5-21) and IAT (5-26). Swapping to check for a program glitch is reasonable, if one is available. If nothing else, it is an opportunity to wipe/cycle the ECM connector contacts.
As for erratic output, see posts 1 and 19 of this thread: [url=http://cb1100forum.com/forum/showthread.php?tid=11893]http://cb1100forum.com/forum/showthread.php?tid=11893
In the case of a DTC 1-1 MAP lo, circuit voltage is < 0.2 vdc
This covers "MAP sensor or its circuit malfunction" and fail-safe is "engine operates normally".
In the case of a DTC 1-2 MAP hi, circuit voltage is > 3.9 vdc.
This covers "loose or poor contact of MAP sensor connector" and "MAP sensor or its circuit malfunction" and fail-safe is "engine operates normally".
Just glancing at pages 5-15 and 5-16 shows how well the CB1100 will continue to perform with many sensor codes.
If the EOT is wonky, the only issue is hard starting cold.
If the IAT is wonky, default is 95 F.
If TPS is wonky, default is 0 degrees position
If an O2 sensor is wonky, "engine operates normally"
However, if a fuel injector faults, it is time to push: Engine does not start, injector power, pump and ignition shut down in the event of "loose or poor contact of the fuel injector connector-fuel injector or its circuit malfunction"...fail-safe is not just complete failure...it is out of spec parameters.
I do not have all the answers. At age 71 I am still learning and it took me a while to come up to speed on this issue, at least in trying to understand what worked in the past, what did not work and to figure out why it may not have worked, if it was a reasonable diagnosis. However, the tests done over the last couple months have been thorough, are in harmony with the FSM and compatible with available data on automotive IACV issues.
The absence of codes or the absence of codes being reported added to the challenge.