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Dave re O2
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.
Max, with TPS unplugged, default is 0°... which should be better than a TPS with out of spec output at idle, if I understand correctly.
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Thank you Doc, you know WAY more about these electronic components than I do.
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(11-13-2021, 01:44 PM)Dave_imp Wrote: Thank you Doc, you know WAY more about these electronic components than I do.
Probably not, as most of the info is from the Honda service manual, thanks to Popgun. I just did some summarization.
There are several on this forum (Popgun and Max for example) with much more electronic background than I.
My dad trained me to be an industrial/commercial electrician and an industrial electric motor rewinder, but that was long before the electronic age.
Before I got into automation, I did have experience with stepper motors...helpful understanding the IACV.
My experience operating Cycle Tuning Unlimited (late 70s - early 80s), was mainly ignition points/timing/dwell and carbs...nothing electronic, other than converting my 1976 CB750F from dual points to a Martek 440.
The point in this trip down memory lane, is that access to a FSM can solve most problems. The benefit of this forum is being able to share experiences, as you and several others regarding the IACV have done.
I no longer have the CB, but this remains one of my two favorite forums.
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Maybe already done or considered, but Gordo consider having a remote super session with max, SporsterDoc, Popgun, and who ever else interested using Microsoft Teams, Skype, Zoom, etc.
Record the session. You never know? The Forum might actually be able to help solve the problem LIVE while in your hands. Could be cool.
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Not a bad idea. If the dealership cant figure it out, I believe this would be cool!
Titus 2:13
2013 HONDA CB1100
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Good thought, Gold, but different time zones would make it difficult.
If the TPS connections and outputs are normal, then the issue is still likely with the IACV, such as
some contamination upon re-assembly and/or assembly problem and/or perhaps a wiring/connector issue...maybe even a faulty new IACV?
No CEL for the IACV, since there is no feedback to the ECM, takes us a few steps back from the OBDII age.
Gordo, has the ECM been unplugged and re-connected, just to wipe the contacts? If not, suggest you do so AFTER thoroughly checking the TPS.
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(11-14-2021, 10:17 AM)SportsterDoc_imp Wrote: Good thought, Gold, but different time zones would make it difficult.
If the TPS connections and outputs are normal, then the issue is still likely with the IACV, such as
some contamination upon re-assembly and/or assembly problem and/or perhaps a wiring/connector issue...maybe even a faulty new IACV?
No CEL for the IACV, since there is no feedback to the ECM, takes us a few steps back from the OBDII age.
Gordo, has the ECM been unplugged and re-connected, just to wipe the contacts? If not, suggest you do so AFTER thoroughly checking the TPS. Yes, I considered that. Nevertheless, those who can manage a negotiated date(s) and time(s) might help make it work. You never know? Some people can't sleep at night and could consider something else to stimulate them instead of Netflix binging.
If the meeting invite fails, then it fails. At least it was tried and no harm done.
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(11-14-2021, 10:17 AM)SportsterDoc_imp Wrote: Good thought, Gold, but different time zones would make it difficult.
If the TPS connections and outputs are normal, then the issue is still likely with the IACV, such as
some contamination upon re-assembly and/or assembly problem and/or perhaps a wiring/connector issue...maybe even a faulty new IACV?
No CEL for the IACV, since there is no feedback to the ECM, takes us a few steps back from the OBDII age.
Gordo, has the ECM been unplugged and re-connected, just to wipe the contacts? If not, suggest you do so AFTER thoroughly checking the TPS. Never thought of the disconnect reconnect/ cleaning of the ecm. I'm taking it the dealer tommorow. Thank you all for your help. I'm at somewhat of loss and my mechanical abilities aren't that great. I cant even begin to find the right words of appreciation to all of you trying your darndest to get me through this!!! Hopefully the dealership and their millenial mechanics can figure this out!
Titus 2:13
2013 HONDA CB1100
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Good thoughts, Gold, but appears we are too late, as Gordo is going to the dealer.
Gordo, I wish you success.
If the assigned tech is older, accustomed to diagnosis before the age of CEL codes, it may be beneficial.
Suggest that you ask for TPS voltages to be checked, ECM connections checked; before you are sold any parts, such as the complete throttle body ($2K?)
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Gordo, if you took it to dealer, what were comments, plan of action?
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