Fast Idle Problem Solved

[GoldOxide_imp]

This morning I finished installing a new ECU on my 2013 standard and I am very happy to report that not only is the FAST IDLE problem gone, the bike runs like a new bike.
I will post photos that may be helpful later, but it was basically a plug-and-play job once the fuel lines and fuel tank were out of the way.
One very important item of note is that the part number on the original ECU ends with "23" and that part has been replaced with one that looks identical, but has the last two numbers as "24."
For anyone who is interested, I got mine from Partzilla for $478 US and I have seen them advertised for as much as $700+ elsewhere. Shop around, don't buy the first one you see.

Good to hear! So, bottom line, what was it that made you determine ECU as opposed to IACV, which seems to have been the fix for a number of others? If that was already dealt with in another post, ignore me.

Good to hear! So, bottom line, what was it that made you determine ECU as opposed to IACV, which seems to have been the fix for a number of others? If that was already dealt with in another post, ignore me. Thanks for asking, pdedse. I replaced the IACV not long after it started and it seemed to help for about a week. So, in all fairness, I guess I should give this a week to see if it goes bad again. After spending over $700 to have the IACV replaced, only to have the problem quickly return, I was not ready to throw more money at it when Powerdubs said it was the ecu. But, Peterbaron wrote about the ecu reset and, when I tried it, it did help. The fast idle went away for awhile each time I reset the ecu. When it came back, it was not as bad as it had been, so I took that as a sign that it did have something to do with the ecu. I decided that $500 was about the same as a set of tires, so I took the plunge. It runs a lot better now than it has since I got it, so I am praying that the problem is solved. I do not know why others had success with the IACV, but suspect that there were other factors involved.

In my eyes the low-too high idle problem has nothing or not enough to do with the IACV or the ECU. Way too much money to solve the problem. Who changed the parts, the dealer? If so, it would've raised the costs.

Too bad that it isn't allowed to use a new and corrected ignition program, the problem solver, in the USA as it is in Germany/Europe. Honda installed it for free in my CB and the engine was immediately cured from the mysterious idle disease.

In my eyes the low-too high idle problem has nothing or not enough to do with the IACV or the ECU. Way too much money to solve the problem. Who changed the parts, the dealer? If so, it would've raised the costs.

Too bad that it isn't allowed to use a new and corrected ignition program, the problem solver, in the USA as it is in Germany/Europe. Honda installed it for free in my CB and the engine was immediately cured from the mysterious idle disease. Wisedrum, I ordered the part from Partzilla on-line store and installed it myself. I have no interest in going to a third-party "Powersports" dealer and waiting while they sell me every part they can think of until I either run out of money or patience. No matter what the root of this problem is, I am very VERY disappointed in the way Honda motorcycle company has abandoned the US market. There do not seem to be any Honda dealers anymore. The sales, repairs, etc., are handled through third-party companies, like "Ride Now Powersports." They certainly have no interest in protecting the Honda Motorcycle reputation in the US. But they will be happy to take your old Honda on trade for a shiny, new off-road vehicle, boat, lawnmower, generator or even a motorcycle. In fairness, I have not approached the local "Powersports" dealerships about working on my CB1100 to solve this problem, based on the experiences of others around the world who have taken the problem to dealerships and have not had much success. Except for the one in Korea, who replaced the ecu and seems to have solved the problem. For a motorcycle with less than 6,000 miles, a) I should not have had this problem and b) it should have been a re-call to ANY Honda motorcycle mechanic, no matter what the dealership calls itself.

It has been bad in Canada for a long time now, and not just with Honda. Hearing it bad in the U.S. is even more alarming given the massive market size.

[pdedse]

This morning I finished installing a new ECU on my 2013 standard and I am very happy to report that not only is the FAST IDLE problem gone, the bike runs like a new bike.
I will post photos that may be helpful later, but it was basically a plug-and-play job once the fuel lines and fuel tank were out of the way.
One very important item of note is that the part number on the original ECU ends with "23" and that part has been replaced with one that looks identical, but has the last two numbers as "24."
For anyone who is interested, I got mine from Partzilla for $478 US and I have seen them advertised for as much as $700+ elsewhere. Shop around, don't buy the first one you see.

Good to hear! So, bottom line, what was it that made you determine ECU as opposed to IACV, which seems to have been the fix for a number of others? If that was already dealt with in another post, ignore me.

Good to hear! So, bottom line, what was it that made you determine ECU as opposed to IACV, which seems to have been the fix for a number of others? If that was already dealt with in another post, ignore me. Thanks for asking, pdedse. I replaced the IACV not long after it started and it seemed to help for about a week. So, in all fairness, I guess I should give this a week to see if it goes bad again. After spending over $700 to have the IACV replaced, only to have the problem quickly return, I was not ready to throw more money at it when Powerdubs said it was the ecu. But, Peterbaron wrote about the ecu reset and, when I tried it, it did help. The fast idle went away for awhile each time I reset the ecu. When it came back, it was not as bad as it had been, so I took that as a sign that it did have something to do with the ecu. I decided that $500 was about the same as a set of tires, so I took the plunge. It runs a lot better now than it has since I got it, so I am praying that the problem is solved. I do not know why others had success with the IACV, but suspect that there were other factors involved.

In my eyes the low-too high idle problem has nothing or not enough to do with the IACV or the ECU. Way too much money to solve the problem. Who changed the parts, the dealer? If so, it would've raised the costs.

Too bad that it isn't allowed to use a new and corrected ignition program, the problem solver, in the USA as it is in Germany/Europe. Honda installed it for free in my CB and the engine was immediately cured from the mysterious idle disease.

In my eyes the low-too high idle problem has nothing or not enough to do with the IACV or the ECU. Way too much money to solve the problem. Who changed the parts, the dealer? If so, it would've raised the costs.

Too bad that it isn't allowed to use a new and corrected ignition program, the problem solver, in the USA as it is in Germany/Europe. Honda installed it for free in my CB and the engine was immediately cured from the mysterious idle disease. Wisedrum, I ordered the part from Partzilla on-line store and installed it myself. I have no interest in going to a third-party "Powersports" dealer and waiting while they sell me every part they can think of until I either run out of money or patience. No matter what the root of this problem is, I am very VERY disappointed in the way Honda motorcycle company has abandoned the US market. There do not seem to be any Honda dealers anymore. The sales, repairs, etc., are handled through third-party companies, like "Ride Now Powersports." They certainly have no interest in protecting the Honda Motorcycle reputation in the US. But they will be happy to take your old Honda on trade for a shiny, new off-road vehicle, boat, lawnmower, generator or even a motorcycle. In fairness, I have not approached the local "Powersports" dealerships about working on my CB1100 to solve this problem, based on the experiences of others around the world who have taken the problem to dealerships and have not had much success. Except for the one in Korea, who replaced the ecu and seems to have solved the problem. For a motorcycle with less than 6,000 miles, a) I should not have had this problem and b) it should have been a re-call to ANY Honda motorcycle mechanic, no matter what the dealership calls itself.

With all due respect: "nothing or not enough"? Many bikes States-side have been fixed with the IACV replacement. But as you mention below, there could be an easy, zero to low-cost fix that's simply not available to U.S. owners.

This morning I finished installing a new ECU on my 2013 standard and I am very happy to report that not only is the FAST IDLE problem gone, the bike runs like a new bike.
I will post photos that may be helpful later, but it was basically a plug-and-play job once the fuel lines and fuel tank were out of the way.
One very important item of note is that the part number on the original ECU ends with "23" and that part has been replaced with one that looks identical, but has the last two numbers as "24."
For anyone who is interested, I got mine from Partzilla for $478 US and I have seen them advertised for as much as $700+ elsewhere. Shop around, don't buy the first one you see.

Good to hear! So, bottom line, what was it that made you determine ECU as opposed to IACV, which seems to have been the fix for a number of others? If that was already dealt with in another post, ignore me.

Good to hear! So, bottom line, what was it that made you determine ECU as opposed to IACV, which seems to have been the fix for a number of others? If that was already dealt with in another post, ignore me. Thanks for asking, pdedse. I replaced the IACV not long after it started and it seemed to help for about a week. So, in all fairness, I guess I should give this a week to see if it goes bad again. After spending over $700 to have the IACV replaced, only to have the problem quickly return, I was not ready to throw more money at it when Powerdubs said it was the ecu. But, Peterbaron wrote about the ecu reset and, when I tried it, it did help. The fast idle went away for awhile each time I reset the ecu. When it came back, it was not as bad as it had been, so I took that as a sign that it did have something to do with the ecu. I decided that $500 was about the same as a set of tires, so I took the plunge. It runs a lot better now than it has since I got it, so I am praying that the problem is solved. I do not know why others had success with the IACV, but suspect that there were other factors involved.

In my eyes the low-too high idle problem has nothing or not enough to do with the IACV or the ECU. Way too much money to solve the problem. Who changed the parts, the dealer? If so, it would've raised the costs.

Too bad that it isn't allowed to use a new and corrected ignition program, the problem solver, in the USA as it is in Germany/Europe. Honda installed it for free in my CB and the engine was immediately cured from the mysterious idle disease.

In my eyes the low-too high idle problem has nothing or not enough to do with the IACV or the ECU. Way too much money to solve the problem. Who changed the parts, the dealer? If so, it would've raised the costs.

Too bad that it isn't allowed to use a new and corrected ignition program, the problem solver, in the USA as it is in Germany/Europe. Honda installed it for free in my CB and the engine was immediately cured from the mysterious idle disease. Wisedrum, I ordered the part from Partzilla on-line store and installed it myself. I have no interest in going to a third-party "Powersports" dealer and waiting while they sell me every part they can think of until I either run out of money or patience. No matter what the root of this problem is, I am very VERY disappointed in the way Honda motorcycle company has abandoned the US market. There do not seem to be any Honda dealers anymore. The sales, repairs, etc., are handled through third-party companies, like "Ride Now Powersports." They certainly have no interest in protecting the Honda Motorcycle reputation in the US. But they will be happy to take your old Honda on trade for a shiny, new off-road vehicle, boat, lawnmower, generator or even a motorcycle. In fairness, I have not approached the local "Powersports" dealerships about working on my CB1100 to solve this problem, based on the experiences of others around the world who have taken the problem to dealerships and have not had much success. Except for the one in Korea, who replaced the ecu and seems to have solved the problem. For a motorcycle with less than 6,000 miles, a) I should not have had this problem and b) it should have been a re-call to ANY Honda motorcycle mechanic, no matter what the dealership calls itself.

So if IACV solved the issue for several, it would seem the "corrected ignition program" available elsewhere interfaced in some way with it.

When I had the idle issues with my '14 standard, I wrote a letter to Honda CS and eventually got a phone call from them. I raised the issue of what was available to CB1100 owners in Europe and the CS rep said Honda USA had no record of that. I asked the rep what it would take for a recall to happen and the response was "enough affected bikes have to show up at the dealerships". I was encouraged for this reason to take my bike to a Honda dealership. I explained my bike was just a few months out of warranty, and was told that the only way they could work with me was for me to take it in, but no guarentees of extending the warranty.

I talked to the dealership and they said because my idle issue was very intermittent, that I should be prepared to pay for several hours of diagnostic time, particularly if they couldn't get it to "act up" right away. Several hours? "Maybe more" was the added response that made me decide I was done with the bike. It's a difficult thing to decide what to do. Pay the dealership and hope Honda reimburses me? Live with it? (the low idle was simply dangerous) or move on? At the the time someone had the work done at a dealerhsip and the repair bill would have been just over $3,000, but their bike was under warranty. That scared me off.

This morning I finished installing a new ECU on my 2013 standard and I am very happy to report that not only is the FAST IDLE problem gone, the bike runs like a new bike.
I will post photos that may be helpful later, but it was basically a plug-and-play job once the fuel lines and fuel tank were out of the way.
One very important item of note is that the part number on the original ECU ends with "23" and that part has been replaced with one that looks identical, but has the last two numbers as "24."
For anyone who is interested, I got mine from Partzilla for $478 US and I have seen them advertised for as much as $700+ elsewhere. Shop around, don't buy the first one you see.

Good to hear! So, bottom line, what was it that made you determine ECU as opposed to IACV, which seems to have been the fix for a number of others? If that was already dealt with in another post, ignore me.

Good to hear! So, bottom line, what was it that made you determine ECU as opposed to IACV, which seems to have been the fix for a number of others? If that was already dealt with in another post, ignore me. Thanks for asking, pdedse. I replaced the IACV not long after it started and it seemed to help for about a week. So, in all fairness, I guess I should give this a week to see if it goes bad again. After spending over $700 to have the IACV replaced, only to have the problem quickly return, I was not ready to throw more money at it when Powerdubs said it was the ecu. But, Peterbaron wrote about the ecu reset and, when I tried it, it did help. The fast idle went away for awhile each time I reset the ecu. When it came back, it was not as bad as it had been, so I took that as a sign that it did have something to do with the ecu. I decided that $500 was about the same as a set of tires, so I took the plunge. It runs a lot better now than it has since I got it, so I am praying that the problem is solved. I do not know why others had success with the IACV, but suspect that there were other factors involved.

In my eyes the low-too high idle problem has nothing or not enough to do with the IACV or the ECU. Way too much money to solve the problem. Who changed the parts, the dealer? If so, it would've raised the costs.

Too bad that it isn't allowed to use a new and corrected ignition program, the problem solver, in the USA as it is in Germany/Europe. Honda installed it for free in my CB and the engine was immediately cured from the mysterious idle disease.

In my eyes the low-too high idle problem has nothing or not enough to do with the IACV or the ECU. Way too much money to solve the problem. Who changed the parts, the dealer? If so, it would've raised the costs.

Too bad that it isn't allowed to use a new and corrected ignition program, the problem solver, in the USA as it is in Germany/Europe. Honda installed it for free in my CB and the engine was immediately cured from the mysterious idle disease. Wisedrum, I ordered the part from Partzilla on-line store and installed it myself. I have no interest in going to a third-party "Powersports" dealer and waiting while they sell me every part they can think of until I either run out of money or patience. No matter what the root of this problem is, I am very VERY disappointed in the way Honda motorcycle company has abandoned the US market. There do not seem to be any Honda dealers anymore. The sales, repairs, etc., are handled through third-party companies, like "Ride Now Powersports." They certainly have no interest in protecting the Honda Motorcycle reputation in the US. But they will be happy to take your old Honda on trade for a shiny, new off-road vehicle, boat, lawnmower, generator or even a motorcycle. In fairness, I have not approached the local "Powersports" dealerships about working on my CB1100 to solve this problem, based on the experiences of others around the world who have taken the problem to dealerships and have not had much success. Except for the one in Korea, who replaced the ecu and seems to have solved the problem. For a motorcycle with less than 6,000 miles, a) I should not have had this problem and b) it should have been a re-call to ANY Honda motorcycle mechanic, no matter what the dealership calls itself.

Very frustrating indeed, and yes it should have been a recall. But here's hoping that your latest fix is indeed that and that you'll never have to deal with it again.

[dave]

Forum members: We have numerous, extremely talented people on this forum (Max, and Sporssterdoc are just two who come to mind immediately, but there are many more). Nachodaddy offered his old ECU to someone who could possibly take a close look at it and see if they can determine what is wrong with it, or what is different about it compared to an updated version (do the newer models all use the updated version?). Can someone PLEASE accept this challenge? I think it would be incredible if someone could get to the root cause of this problem. I am SO disappointed that Honda continues to deny this problem exists in the U.S.

[max]

Good point Dave and thanks Nachodaddy for your patience and perseverence ( very important ingredients ) and the offer of the ecu.

Unless I'm wrong it is not a case of extracting the software out of the unit, ( who can read and understand it anyway? )normally that is protected/not available from the manufacturer, you typically overwrite the software with a new version.

That leaves two options; swap it with a working ecu with identical part numbers and see what happens or ask a cooperative ( overseas ) dealer to update the software.

That would provide a user willing to spend the money and go through the exercise with a replacement unit etc.

By the way i'm still a bit unclear if the ecu reset had an effect on the bike apart from the new ecu behaving as we all expect from Honda.

[Nachodaddy]

Forum members: We have numerous, extremely talented people on this forum (Max, and Sporssterdoc are just two who come to mind immediately, but there are many more). Nachodaddy offered his old ECU to someone who could possibly take a close look at it and see if they can determine what is wrong with it, or what is different about it compared to an updated version (do the newer models all use the updated version?). Can someone PLEASE accept this challenge? I think it would be incredible if someone could get to the root cause of this problem. I am SO disappointed that Honda continues to deny this problem exists in the U.S.

Dave,
It is on it's way to Forum member Tom in New Jersey for just that purpose. He was the first to show an interest and I hope he can learn something from it and share it with us.

[PowerDubs_imp]

You can’t ‘look’ at a software change- unless you are someone like Don Guhl with access to all the maps, and even then he probably wouldn’t be able to know what was changed.


Sent from my iPhone using Tapatalk

[max]

You can’t ‘look’ at a software change- unless you are someone like Don Guhl with access to all the maps, and even then he probably wouldn’t be able to know what was changed.


Sent from my iPhone using Tapatalk

Wouldn't you know it, DDZUMI has an interesting post ( THANKS FOR YOUR INPUT )
http://cb1100forum.com/forum/showthread....#pid325593

Who has a good relationship with Don?
Maybe he can explain what's required to do this job?
Epa has now strict rules which do not apply to outside the USA,
We could have enough savvy guys around the world to have a crack at this....

[PowerDubs_imp]

All depends on what changed. Technically he can't change anything fuel / ign related- but this shouldn't involve that.

Meaning- even if he copied the entire Japan file- and applied the entire US fuel / ign curve tables- that *probably* would solve the issue.