![]() Or an output that has continuity to ground that should instead show some resistance.įar too often in the automotive world what techs will do, when a module, anything from an engine ECM to an ABS controller is paralyzed, fails to respond to the scan tool, doesn't do it's job, is go to the dealership (or a junkyard), or borrow a "known good" unit out of another vehicle, and plug it into a problem vehicle. At least look for 12V or ground where it SHOULD NOT BE, for exmaple an ECM inputs that is say, expecting a 0-5V signal (made up example) out of an 02 sensor, potentiometer, rheostat, temperature sensor, etc. You take a multimeter and check every single input and output to the module for reasonableness. )Ĭaveat: An ECM input/output with an INTERMITTENT short is gonna be DARNED HARD to diagnose! (In my automotive career I can count on one hand how many modules of ALL varieties I EVER saw that "simply failed" and didn't have an external cause, like some input shorted to power, or output shorted to ground out of dozens or hundreds of modules I was tasked to diagnose/replace. If you don't take the time and effort to figure out why the FIRST one failed, the SECOND one will likely go the same way, UNLESS it truly was an "old age" heat or vibration related failures, which are rarer then hen's teeth. I'm not slamming HD, Arrowhead HD, or their tech, but I believe a LOT of techs with less electronics experience than myself will indeed "blindly" follow a diagnostic tree that may or may NOT be correct, and stuff in a new module instead of doing what I would do. So I'm going on record here so I can claim a great big "I told you so!" if the replacement ECM fails, and. I believe the replacement module will (likely) fail for the SAME (albeit unknown) REASONS as the original one, probably within days or weeks. Having diagnosed / dealt with failed / paralyzed modules extensively in the automotive world, I was unsatisfied with this diagnosis and repair. A SENIOR technician there, "Matt," following a printed or online diagnostic tree reported seeing some sort of false problem with the 02 sensors (details unknown), and the next step in the tree stated "REPLACE ECM." It had to be towed to Arrowhead HD for repairs, under warranty. (IMHO, of course).īackstory: Warren's 2009 Heritage Softtail recently began running so poorly as to be unrideable. Swapping modules, in a car OR a motorcycle is a better recipe for frying TWO modules than it is for diagnosing or repairing the original module failure. In the vast majority of cases an input or output to the module gets shorted to power or ground and either paralyzes or fries the module. The bike is fully capable of putting a careless/stupid rider in the hospital in a hurry, just as a fast sportyish liter class bike should be.Summary: Electronic modules RARELY fail "all on their own" "due to age" or whatever. ![]() The throttle grip is cabled to the primaries and without ECU controlled fun police nanny secondary butterflies, it is smooth and yet immediate and manic. The FZ1 has an Akra full exhaust and had its secondary butterflies removed with ECU mapping to match. ![]() Giving up a few HP on that bike's top end, but the ADV bike is not really about top end anyway. The Super T has a Yosh can on it and the uncorked 270 degree twin sounds wonderful, but still wears it's CAT, so I am not feeling bad about it's pollution levels. Flashing both bike's ECUs made a massive improvement, making their systems feel like an always perfectly dialed set of analog carbs - creamy, smooth and responsive. My '14 Super Tenere was annoying, my '06 FZ1 was so bad it was actually bordering on dangerous in this regard. My experience is with Yamahas, which suffer from on/off jerky throttle response. The older piggyback tuners did not have the blocked off "EPA" area on their tables. “I want to know what each individual cylinder is doing.” To do this, Pathak installs individual sensors at the header pipes, as far upstream as possible, and especially before the exhaust gasses reach any cross-over pipes. Unless you have a single-cylinder motorcycle, the sensor is located so far downstream that you’re getting an average reading from all the cylinders. While many aftermarket exhausts will have a bung to attach an O2 sensor and read the air/fuel mixture, the reading you’ll get from it is generally useless information. A quick peek at the air/fuel ratio throughout the rev range could also clue us in on spots to improve.Īs the saying goes, the devil is in the details, and it’s here that Pathak clues us in on a fallacy. Dips, flat spots, and irregularities generally point to areas of improvement. Peak power and torque are fun numbers to talk about, but Pathak is more curious about the entire curve. Upon receiving a new bike, the first step Pathak takes is to put it on the dyno to get a baseline run.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |