05-18-2022, 02:33 AM
The clutch switch is connected to the ecu and has a sort of " takeoff assist " function when the clutch is released, it is also hard-wired to the starting curcuit to bypass the neutral switch so the engine can be started with the clutch pulled in and side stand up.
To date i have not seen an ecu which has changed behavior spontaneously like you suggest, sometimes an in-or output channel may be damaged by a fault induced by an operator but in general they are well padded from damage by design in their normal environment.
In the past i have tried to locate the name ( number ) of the patch but without success so i can't help you there.
The fact that the cb1000rr iacv did not have the desired result supports the heat related degradation theory.
The iacv is constantly at work in the engine supported by the software behavior, first when the engine initialises at key-on when the meters sweep the iacv is opened up fully to the end-of -travel ( which is why there is a spring on the piston ) so the ecu now knows it's position and then closes a number of steps depending on the engine temperature to settle on 1500 rpm and gradually slow down to 1050 rpm with a warmed up engine, and also when the throttle is used, when the clutch is pulled in etc, so it works constantly to adjust idle speed.
If you switch the ignition key on and immediately start the engine during the initialization cycle it revs faster ( because it is close to the open-end-of-travel ) and quickly settles at the desired revs at the time.
it receives a small number of pulses from the ecu, i think the length ( duty cycle ) of these pulses is smaller in the 2014 models but initially just big enough to operate the iacv correctly but after the iacv has been heated up and loses magnetism they are no longer able to control the iacv as normal.
The software changes ( increases ) the available pulse width to match the other model's cb1100 and so restores control of the iacv i think.
Having said all that it would be a really nice situation if the patch was available because it would save a lot of work, so best of luck with the endeavor.
To date i have not seen an ecu which has changed behavior spontaneously like you suggest, sometimes an in-or output channel may be damaged by a fault induced by an operator but in general they are well padded from damage by design in their normal environment.
In the past i have tried to locate the name ( number ) of the patch but without success so i can't help you there.
The fact that the cb1000rr iacv did not have the desired result supports the heat related degradation theory.
The iacv is constantly at work in the engine supported by the software behavior, first when the engine initialises at key-on when the meters sweep the iacv is opened up fully to the end-of -travel ( which is why there is a spring on the piston ) so the ecu now knows it's position and then closes a number of steps depending on the engine temperature to settle on 1500 rpm and gradually slow down to 1050 rpm with a warmed up engine, and also when the throttle is used, when the clutch is pulled in etc, so it works constantly to adjust idle speed.
If you switch the ignition key on and immediately start the engine during the initialization cycle it revs faster ( because it is close to the open-end-of-travel ) and quickly settles at the desired revs at the time.
it receives a small number of pulses from the ecu, i think the length ( duty cycle ) of these pulses is smaller in the 2014 models but initially just big enough to operate the iacv correctly but after the iacv has been heated up and loses magnetism they are no longer able to control the iacv as normal.
The software changes ( increases ) the available pulse width to match the other model's cb1100 and so restores control of the iacv i think.
Having said all that it would be a really nice situation if the patch was available because it would save a lot of work, so best of luck with the endeavor.