Cannondale Electrical EFI TROUBLESHOOTING

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Electrical/EFI Service Manual

ATV and Motorcycle

P/N : 5002401

August 14, 2002

8/14/02

INTRODUCTION

IMPORTANT NOTICE

You must possess si gni ficant mechanical knowledge, skills, and tool s to pe rfo rm mos t o f the

procedures found in this document.

This manual is written for Cannondale Motorsports Dealers and qualified service technicians.

This is not a comprehensive shop safety manual and should no t be used by anyone who is not familiar with standard safety practices and service techniques. This manual does include warnings and cautions (see descriptions above) that if ignored, could result in SEVERE PERSO N AL IN JURY to the service technician or significant damage to the vehicle rendering it unsafe to operate. Anyone operating an “unsafe” vehicle can be SERIOUSLY INJURED

OR KILLED.

We have done our best to ide nti fy si tuat ion s w here warnings or cautions a re nee ded and wil l continue to do s o i n f ut ure pu bl i c atio ns . Bu t, YOU must always exercise good judgement, and follow safe shop practices when performing service procedures as described in this manual.

This manual was accurate at the time of publication. Any supplemental information developed or written after printing may be available on our web site as a “manual supplement.” Service bulletins and technical notes are also published as required. These are also posted on the website.

You may find that the te chnical terms and part names in this manual differ from published parts catalogs or microfiche.

ABOUT THE MANUAL

All the procedures in this manual are organized in a numbered (step-by-step) easy to read format with accompanying photographs, line art, torque values and specifications. The numbered steps of a few procedures are likely to be separate pr o c ed ures th em s elv es . Wh en t hi s is th e c as e, t he nu m be re d ste p will include a page reference number.

COMMENTS?

Send your comments to: Cannondale Corporation, Technical Publications, 2 Corporate Drive, Bedford, PA 15522

Or e-mail: technical.publications@cannondale.com

IMPORTANT MANUAL INFORMATION

CAUTION:

NOTE:

FAILURE TO FOLLOW THE WARNINGS CONTAINED IN THIS MANUAL CAN RESULT IN SERIOUS INJURY

OR DEATH.

Information important to your safety is distinguished in this manual by the following notations: \

The safety alert symbol means......

“ATTENTION! BECOME ALERT! YOUR SAFETY IS INVOLVED.”

DANGER

WARNING

Indicates that DEATH or severe injury WILL result

instructions are not followed.

Indicates a pote ntial ha zard tha t coul d result in serio us

injury or death.

A CAUTION indic ates that s pecia l pr eca ution s mu st be

taken to avoid damage to the machine.

A NOTE provides helpful information intended to make

maintenance easier or the instructions presented clearer.

if the

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CONTENTS

INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - 3

Important Notice - - - - - - - - - - - - - - - - - - 3 About the manual - - - - - - - - - - - - - - - - - 3 Comments? - - - - - - - - - - - - - - - - - - - - 3

IMPORTANT MANUAL INFORMATION- - - - - - - - - - - 4 ENGINE MANAGEMENT SYSTEM (EMS) - - - - - - - - - 6

Engine Control Unit (ECU) - - - - - - - - - - - - - 6 ECU Programming - - - - - - - - - - - - - - - - - 7 Servicing connectors and couplers - - - - - - - - - 9 Barometric pressure sensor - - - - - - - - - - - 10 Throttle position sensor (TPS) - - - - - - - - - - 10 Coolant temperature sensor - - - - - - - - - - - 12 Air temperature sensor - - - - - - - - - - - - - - 12 Crankshaft position sensor - - - - - - - - - - - - 13 Idle Air Control Valve (IACV) - - - - - - - - - - - 14 Ignition coil- - - - - - - - - - - - - - - - - - - - 15 EMS Power Relay - - - - - - - - - - - - - - - - 15 Fuel pump and fuel pressure regulator - - - - - - 17 Cooling Fan (ATV - - - - - - - - - - - - - - - - 20

CANNONDALE DIAGNOSTIC AND MAINTENANCE TOOL VERSION 2.0 - - - - - - - - - - - - - - - - - - - - - - - 21

General Information - - - - - - - - - - - - - - - 21 Installation - - - - - - - - - - - - - - - - - - - - 21

In the Windows Explorer, double click the SecurityCode application. Or, you can access this application by clicking on Security code.exe through the program group. - - 22

Common Problems- - - - - - - - - - - - - - - - 23

Interpreting Error Messages - - - - - - - - - - - 24

Other Messages - - - - - - - - - - - - - - - - - 25

Communication cable - - - - - - - - - - - - - - 27

Cannondale Diag nos tic and M ai nte nan ce tool Main Window - - - - - - - - - - - - - - - - - - - - - - - - 28

ECU Operating code - - - - - - - - - - - - - - - 29

Calibrations - - - - - - - - - - - - - - - - - - - 37

ECU Monitor - - - - - - - - - - - - - - - - - - - 39

Reading Fault Codes- - - - - - - - - - - - - - - 40

Engine Stop Switch (ATV) - - - - - - - - - - - - 59 Clutch Lever Switch (ATV) - - - - - - - - - - - - 59 Key Switch - - - - - - - - - - - - - - - - - - - - 59 Starter Solenoid - - - - - - - - - - - - - - - - - 59 Starter Motor - - - - - - - - - - - - - - - - - - - 60 Fuses - - - - - - - - - - - - - - - - - - - - - - 60

FAULT TROUBLESHOOTING - - - - - - - - - - - - - - 42

Sensor Supply Voltage- - - - - - - - - - - - - - 42

System Voltage - - - - - - - - - - - - - - - - - 43

Fuel Pump - - - - - - - - - - - - - - - - - - - - 44

Ignition Coil - - - - - - - - - - - - - - - - - - - 45

Cooling Fan (ATV Only) - - - - - - - - - - - - - 46

Fuel Injectors - - - - - - - - - - - - - - - - - - 47

Throttle Position Sensor (TPS) - - - - - - - - - - 50

Air temperature Sensor- - - - - - - - - - - - - - 51

Coolant Sensor - - - - - - - - - - - - - - - - - 53

Idle Air Control Valve (IACV) - - - - - - - - - - - 55

Crankshaft Position Sensor- - - - - - - - - - - - 56

COMPONENT TESTING (NON-EFI)- - - - - - - - - - - - 57

Battery- - - - - - - - - - - - - - - - - - - - - - 57

Rectifier /Regulator- - - - - - - - - - - - - - - - 57

Flywheel - - - - - - - - - - - - - - - - - - - - - 58

Start Button (ATV & Motorcycle) - - - - - - - - - 58

Engine Stop Button- - - - - - - - - - - - - - - - 58

ENGINE MANAGEMENT SYSTEM

NOTE :

(EMS)

Engine operation is supported by the management

system consisting of three main types of electrical components: the ECU, the sensors, and the actuators.

Motorcycle ECUs are located within the subframe.

• The engine control unit (ECU or ECM) precisely calculates ignition timing and fuel delivery for al l engine speeds and loads (based on the currently installed calibration file and its mapping). The ECU is an extremely reliable component and should be the last component checked in the event there is a problem with the fuel injection system.

• The sensors of the system collect engine operating information and transmit it to the ECU.

• The actuators are devices like the fuel injec tors, fuel pump, fuel pressure regulator, and spark plug coil, and relays.

ENGINE CONTROL UNIT (ECU)

The engine control unit or “ECU” is a kind of computer that calculates ignition timing and fuel delivery for all engine speeds and loads based on its programming. It is s om eti me s r efe r red to as th e “br ai n” of the fuel injection syste m . Thi s brai n ca lc u la tes fuel delivery and ignition timing based on information gathered from ve hi c le sensors (inputs) a nd th e ca l ibration file loaded at the factory.

1. ECU

2. Air pressure sensor hose (from airbox and fuel pressure

regulator)

3. Internal barometric (air) pressure sensor.

A TV ECUs are located on the electronics tray under

the cowl.

The ECU inputs are the air temperature, coolan t, crankshaft position, throttle position, and barometric pressure sensors. Information from these sensors together with the ECU operat ing code ( hex file) an d engine calibration file (map) are used to control the system actuators (e.g. fuel pump, ignition coil, injectors, relays, idle air con trol valve).

In this manual, the engine control unit is referred to as the “ECU.” It is also sometimes called an “ECM” or engine control module. Ei ther reference is OK.

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1. ECU

2. Air pressure sensor hose (from airbox)

3. Accessories connector

4. EMS power relay

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ECU PROGRAMMING

The ECU is “programmed” with three types of information. the operating code (also known as the “hex” file, the engine calibr ation file (also kn own as t he “map”), and the vehicle variables or “calibrations.” Calibrations are stored in the map file but are specific to the throttle body and injectors installed on the vehicle.

of the ATV.

The tool is a combination of a specially developed Windows- based software program and a data cable used to connect your PC or pocket PC computer to your vehicle. With the tool, you can read fault codes, install engine calibration fil es, set v ehicle rpm , and monitor engine operating parameters.

Any programmed information can be changed. using the Cannondale Diagnostic and Maintenance Tool. Refer to "Cannon dale Diagnostic a nd Maintenance Tool Version 2.0" starting on page 21.

ECU diagnostic connectors

ATVs and motorcycles have a diagnos tic connector to connect the software tool PC to the vehicle.

• On 2001 and 2002 Motorcycles, the diagnostic

connector is located near the ignition coil on the top of the cylinder head.

• On 2003 motorcycles, the diagnos tic connector

is located near the main fuse under the seat.

• On 2001 - 2003 ATV the diagnostic connector is

located near the radiator shroud on the left side

1. Diagnostic connector

2. EMS power relay

3. Main fuse

Reporting system faults

The ECU is capable of reporting system hardware malfunctions during operation. It reports current problems and does not store problem “faults” in memory.

System faults are read from the ECU using the Cannondale Diagnostic and Maintenance Tool, a Windows-based PC pro gram enabling c ommunication between a PC and the vehicle ECU. The ECU does not store intermittent fau lts; the fa ults repor ted are occurring at the mom ent when the ECU Fault Report windo w is s elect ed i n th e s oftwa re to ol. A special commu nicati on ca ble is neede d to co nnect the vehicle to a PC. Refer to "Cannondale Diagnostic and Maintenance Tool Version 2.0" starting on page 21.

This manual provides step-by-step fault diagnostic testing based on the ac tual fault repor ted by the software tool. Refer to "Fault Troubleshooting" starting on page 42.

P1 and P2 Connectors

Pin identification (P1 or P2)

MC1000 ECUs have two main harness connector

sockets.

Remove both main harness connectors from the ECU when performing pin point tests described in this manual.

Also, if requir ed, be su re t o d iscon nect any oth er devices; see the specific pin point tests.

• Connector P1 color is bl ack. It connects to the

black ECU socket.

• Connector P2 color is grey. It connects to the

grey ECU socket.

CAUTION:

Allow connector rotating latch to draw the connector into the ECU socket (coupler) . Do not press or force the connector; it should slide into the socket easily.

Check for contamination and pin condition before reconnecting.

Lubricate the connector seals with a highquality dielectric grease before reinstalling.

Use a commercially available pin gauge when performing pin point tests. Ordinary tester probes can spread pins resulting in loose connections.

Use the following illustration for P1 and P2 pin iden-

tification.

This photo shows how to identify individual pins in the ECU harness connectors. Each row is identified by a number 1-4. Each column is identified by a letter A - H.

Disconnecting the ECU

1. Disconnect the battery.

2. Press in the latch lo cking tab and rotate the latch in direction (a) until it stops. Pull the connector from the ECU socket.

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1. Latch

2. Locking tab

Reconnecting the ECU

1. Make sure the battery is disconnected.

2. Make sure the main fuse is removed.

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3. Align the latch groove and tab on the ECU socket. Rotate the latch in direction (b) until the latch is locked by the locking tab. The latch should operate freely with your fingers; do not force it.

Cleaning

1. Wipe the connector or coup ler with a clean, lintfree rag and blow off any moisture using compressed air.

2. Remove corrosion, rust, stains or other foreign material by using contact cleaner on the terminals.

3. Apply a water-displ acement chemi cal on connec tor seals.

1. Latch

2. Tab

SERVICING CONNECTORS AND COUPLERS

Many electrical problems could be caused by faulty electrical connectors or couplers. Check for the following conditions before beginning any diagnostics:

• wet terminals/pins

• dirty or corroded terminals/pins

4. Apply a light coat of dielectric grease onto the terminals/pins, and properly connect the halves.

Disconnecting

• Release any locking device fir st.

• Do not pull the leads.

Connecting

• Inspect for bent terminals/pins, damaged c able

terminal/pin joints, water, dirt, or corrosion, and secure wiring. If a terminal or pin is bent, carefully straighten it with a thin-blade screwdriver.

• Before joining or connecting, check for dirt or

corrosion

• Push male and female ends together squarely

to avoid incorrectly locating or bending the terminal pins.

• broken bent cable pins within multi-plug couplers

• terminal pins backing out of the connector or coupler

Connector - a single male lead that connects into a

single female lead.

Coupler - multi-pins and usually have some sort of locking device (e.g., barb, hook, eye) which must be released before the two halves can be separated.

• Whenever a connector or coupler is disconnected or checked, be sure to clean it and apply some dielectric grease before reconnecting.

• Make sure the two halves connect positi vely.

BAROMETRIC PRESSURE SENSOR

NOTE :

The barometric pressur e sensor is housed within the ECU. Air pressure within the airbox is transferred to the ECU by a narrow hose. Air pressure information is used to adjust the amount of injected fuel to match the prevailing conditions. The sensor is not user serviceable. If no external problems are found with the hose or the hose routing end points, and a barometric pressure sensor fault persists, the ECU will have to be replaced.

When performing tests, start by checking the hose routing from the ECU to the airbox. The routing may be interconnected with other devices. Be sure to check all vacuum/pressure routing hoses for damage.

THROTTLE POSITION SENSOR (TPS)

Dynamic Test - ECU Monitor

1. To test, determine the barometric pressure at

elevation in the operating area.

2. Read the reported sens or data with the Cannon-

dale Diagnostic and Maintenance Tool. This value is reported at the “ Airbox Pressure (k Pa)” field in the ECU Monitor window. Refer to "ECU Monitor" starting on page 39.

3. Compare the known value with the one repor ted

by the software tool. If the comparison of the actual value and the reported value results in a wide dis pa ri t y, and no ot he r fa u lt s ar e present and engine trouble remains, consider replacing the ECU.

When comparing the actual barometric pressure reading and the one reported through the software, be sure to convert to equivalent units (kPa).

1. TPS Sensor

2. Throttle Body

3. Harness connection point

The throttle position sensor (TPS) is a rotary potentiometer attached to the end of the throttle plate shaft on the right side of the throttle body.

Fueling requirements are calculated by the ECU for changing throttle positions.

The fully closed and fully open thr ottle positions (interpreted by the minimum and maximum voltage read through the sensor) are stored as numeric values in the ECU.

OTE :

Anytime the throttle body is servic ed or the sensor is removed or replaced, the min/ma x values must be re-read into the ECU using the Update Calibrations window of the tool.

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Use the Cannondale Diagnostic and Maintenance Tool.

Refer to "“Throttle Body Leakage” (also called Throttle Body Offset) (Input range 0 - 100) The equivalent amount, in percent, of throttle openi ng

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required on a “perfect” throttle body to match the

air flow of the vehicle's throttle body at the closed position. Typical values are from 0.0 to 1.0%" starting on page 37.

The TPS sensor signal informs the ECU of not only the relative position of the throttle plate, but also the speed with which it is being opened or clos ed. The engine load is determined by the TPS and engine speed (rpm). The voltage output from the TP S increases proportionately as the throttle is opened. The sensor contains no user serviceable items.

Dynamic Test - ECU Monitor

1. Use the ECU Monitor windows of the Cannondale

Diagnostic and Maintenance Tool and read the Throttle position (%) fi eld . T his field is the percent the throttle plate is open as translated by the ECU. With the throttle plate completely closed, this value shoul d read between 2% to 3 %. When the throttle is fully opened, a normal reading is 97% to 100%. When the idle adjustment is set, this value should be approximately 3% higher than the completely closed percent to achieve rough idle. Fine tuning of the idle adjustment screw which changes the% percent may be required

If the Throttle Position (%) field values in the ECU monitor window are erratic or inconsistent as described above, the sensor can be tested further by removing it and reading the resi stance values with an Ohmmeter.

Static Test - Resistance

1. TPS sensor (shown removed)

1. To test the sensor resistance, remove the sensor harness connector, remove the mounting bolts, and remove the sensor from the throttle body.

OTE :

Removing the sensor from the throttle pla te shaft to measure the resistance is not required. Removing it and inspecting the housing and shaft socket for damage can be helpful. Remember that is the sensor is removed, you will have to reset the sensor min and max values using the software tool. Refer to "Setting the throttle position sensor minimum and maximum values" starting on page 34.

2. Attach a vacuum pump/pressure pump to the hose end and monitor change. The reading should increase when increased pressure is applied. The reading should decrease when vac uum is applied.

OTE :

Be sure to convert the atmospheric pressure units displayed in the ECU monitor window with units displayed with the tools.

CAUTION:

Use of high pressure or vacuum when testing may damage the sensor diaphragm.

2. Measure resistance across sensor terminals A and B.

The resistance should be 1200 ± 240 Ohms.

3. Measure the resistance across sensor terminals A and C.

- slowly rotate the sensor wheel clockwise and observe variable resistance. Resistance should increase smoothly from 0 to 1200 ± 240 Ohms.

COOLANT TEMPERATURE SENSOR

1. Coolant temperature sensor (ATV shown)

The coolant temperature sensor is brown in color and located on the front of the engine cylinder head. It is an NTC thermistor.

3. Compare the values . If the two va lues do not cor respond closely, the sensor may be damaged. Go to the next step.

4. Be sure to repl ace the radiator cap a nd start the engine and allo w to reach operating temperature (60°C). Observe the Engine Temperature (degC) field in the ECU Monitor window. If the value does not increase as the eng ine warms, go to the next test.

Static Test - Resistance

1. Disconnect the sensor harness connector.

2. Use an Ohmmeter to measure the sensor resistance between terminal s 1 an d 2 . Refe r to " Coo lant Sensor Resistance Range" starting on page 54. If measured resistance is inconsistent at the tested temperature r eplace the sensor. If the sensor is OK, the sensor harness wiring or the ECU itself may be damaged. Take corrective action.

The ECU measures the current flow through this thermistor to groun d and u ses it to det ermin e the engine coolant temperat ure. The ECU calculates fueling to optimize engine performance at all tempe ratures. It also calculates hot and cold start fueling requirements.

The sensor resistance decreases as the temperature increases.

Dynamic Test - ECU Monitor

1. Starting with a completely cool engine, use the

ECU Monitor window of the Cannondale Diagnostic and Maintenance Tool to read the Engine Temperature (degC) field in the ECU Monitor window. Refer to "Using the ECU Monitor" starting on page 39.

2. Open the radiator cap and tes t the coolant tem-

perature with a thermometer.

WARNIN

Never open the coolant system when the engine is hot. Coolant is hot and under high pressure. It can spray out forcefully and burn or scald you severely.

AIR TEMPERATURE SENSOR

The intake air temperature sensor is attached to the

airbox with the tip mounted inside the airbox.

It is a NTC thermistor and green in color. Resistance will drop as temperature rises. The sensor tip is very sens itive to temp erature

change.

CAUTION:

The tip can be damaged easily; use extr a care when installing or working inside the airbox.

The ECU uses the information from this sensor to calculate the fuel necessary for a given air temperature.

Dynamic Test - ECU Monitor

1. Use the ECU Monitor window of the Cannon dale

Diagnostic and Maintenance Tool to read the Engine Temperature (degC) field in the ECU Monitor window. Refer to "Using the ECU Monitor" starting on page 39.

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2. Compare the value with a reading taken manually

in the vicinity of the ai r temperature tip. If the two values do not corre sp ond clos el y, the sensor may be damaged.

Static Test - Resistance

1. Remove the sensor from the ai rbox by pl acing an open-end wrench o n the sen sor body and turni ng it counter-clockwise until it can be removed.

This senso r de te cts mo ve me nt of a toothed whee l that is molded into the flywheel and attached to the right side of the crankshaft. The wheel has a 36-tooth pattern. The flywheel teet h are ev enly s paced wi th the exception of one, tri ple -leng th to oth next to one, triple-length gap. Everytime this tooth/gap passes the sensor, the ECU interprets i t as b ott om de ad c en te r (BDC). The EC U u s es t hi s i nf orm ati o n t o de ter m i ne engine speed and crankshaft p osition i n relation to the point where fuel is injected and ignition of the air/ fuel mixture occurs.

2. Measure the sensor resistance between terminals 1 and 2. Refer to "Air Temperature Sensor Resistance Range" starting on page 52.

If the measured res istance is inconsistent at the tested temperature, replace the senso r.

If the measured resistance closely matches the table values, the sensor is OK, the sensor harness wiring or the ECU it self may be damaged. Take corrective action.

CRANKSHAFT POSITION SENSOR

If the crankshaft position sensor malfunctions, the engine will not start. If the sensor tip is contaminated with metallic debris, oils and dirt, or incorrectly gapped, the engine can run erratically.

If the flywheel is damaged, the sensor may be ok, but may be reading bad information due to the resulting change in the ind e xing betwe en th e c ra nkshaft and flywheel teeth. Refer to "Flywheel" starting on page 58.

OTE :

Metallic debris or other contaminants on the sensor tip will affect the sensor.

Inspection points

1. Ensure sensor connection to harness is secure.

2. Check sensor gap: 0.5mm-1. 0mm .

The flywheel cover has been removed for this photo to show the sensor tip.

1. Crankshaft position sensor

2. Sensor tip

3. Flywheel tooth

4. Gap

SERVICE: Crankshaft position sensor gap

0.02 - 0.03 in (0.5 -1.0 mm)

The crankshaft position sensor is located in the

generator housing.

3. Check for magnetic debris on sensor tip.

4. Check for damaged flywheel teeth.

5. Check flywheel for run-out or play.

6. Check flywheel hub for cracking o r separati on.

Dynamic Test - ECU Monitor

1. Use the ECU monit or window to confirm change

in reported engine rpm. With the engine off, there should be no reading

displayed at engine rpm field. Crank the engine over and a reading should be

displayed. If no change is observed, the sensor or harness circuit is faulty. Take corrective action.

Static Test - Resistance

1. Disconnect the sensor harness connector.

2. Use an Ohmmeter to mea sure the sensor resistance between terminals 1 and 2.

SERVICE: Crankshaft position sensor

resistance range - 532 TO 588 Ohms

In a cold engi ne, th e val ve ope ns (ar m retr acts) allowing more air to bypass the throttle plate. As the engine warms up, th e valv e closes (a rm extend s) until the bypass channel through the housing is completely shut at 60°C.

Here are some symptoms of a faulty IACV

• Hard starting - the valve arm could be stuck

shut. In this case, the extra air needed for cold starting conditions is not available. Enough air may be available to start a warm.

IDLE AIR CONTROL VALVE (IACV)

1. Idle Air Control Valve (IACV)

The Idle Air Control Valve (IACV) is an ECU c on-

trolled valve mounted on the throttle body.

As soon as the ECU is powered up, this valve begins to move to the correct position (increasing or decreasing the available air bypass volume needed for cold start). The ECU co ntrols the valve arm depending on engine temperature. The valve arm moves in “steps” that extend or retract the valve arm inside the bypass housing.

• Engine idles too fast - valve is s tuck open.

• Rough idle - if the valve arm is malfunctio ning

Dynamic Test 1 - ECU Monitor

1. Make sure the engine is completely cool.

2. Use the Cannondale Diagnostic and Maintenance Tool to read current valve stepped position with the cool engine.

Read the valve posi tion at IACV Stepper Positio n field in the ECU Monit or wind ow. Refer to "Usin g the ECU Monitor" starting on page 39.

OTE :

Make sure the monitor is in “continuous” m ode.

3. Start the engine and allow to it idle normally. Observe the IACV Stepper Position and Engine Temperature ( degC ) fie ld s. As the engi ne temperature climbs, the IACV Stepper Position should increase indi cating that the arm is extending and the bypass channel in side the housing reducing. At engine operatin g temperature (60°C) the arm should be fully extended and the bypass closed.

4. If no change is observed, go to Dynamic Test 2.

The arm travels.024mm per step. Total travel = 0 to 255 steps

IACV Stepped positions

Fully Open Fully Closed (at 60°C)

175 205

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Dynamic Test 2 - Confirm arm movement

1. Make sure the vehicle engine is compl etely cool and press the engine stop button to ensure that the ECU is powered down.

2. Remove the bypass housing from the throttle body with the IACV valve attached to it.

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CAUTION:

3. Check the co ndi tio n of the tip in sul ator. Make sure it is not cracked, burned, melted, dried out.

Do not remove the valve from the housing whe n performing this test.

3. Disconnect the engine coolant sensor.

4. Reconnect the idle air control valve to the harness.

5. Press the engine s tart button quickly without tu rn ing over the engine. The valve should extend fully.

6. Reconnect the coolant sensor and observe movement of the valve arm; the valve should retract slightly. If the valve does not mov e, replace it with a new one.

Static Test - Resistance

1. Remove the valve moun ting screws and remove the valve from the bypass housing.

2. Inspect the housing pintel seat and valve pintel end for damage.

4. Make sure the spring is installed with the larger end facing the coil.

Dynamic Test - Spark Occurrence

WARNIN

An energized ignition coil generates a high voltage spark capable o f jumping to a ground point. The following procedure will create a spark that can ignite any available fuels. You can be seriously injured or killed in a resulting fire or explosion. Make sure the work area and vehicle are free of any gasoline or flammable liquids (flooded engine, fuel tank, fuel hoses, solvents).

1. Disconnect the ignition coil from the harness connector.

2. Remove the retaining clip bolt and coil retainer.

3. Lift the ignition coil out of the cylinder head.

3. Measure resistance across sensor terminals (A) to (D). The resistance shoul d be 53

4. Measure resistance across sensor terminals (C) to (B). The resistance should be 53

± 10% Ohms.

IGNITION COIL

The ignition coil is a “pencil-type” coil located on top

of the spa rk plug within the cylinder head.

The ECU controls when the coil is switched on or off. The coil is switched on to allow sufficient time for the coil to charge to a level w here a spark can be produced at the spark plug. The coil switches off at ignition, which is timed for good engine performance.

Inspection Points

1. Check the coil body for damage (e.g., burning,

cracks, discoloration (excessive heat).

2. Check the coil termin al pins. Make sure they are

in good condition.

4. Reconnect the harness.

5. Insert a commercially available spark tester into the end of the coil. Connect the ground lead of the indicator to the cylinder head.

6. Turn the ignition switch o n and press the engine start button. If spark is indicated, the coil is OK.

Static Test - Primary Resistance

1. Measure the res istance between t he coil termin al pins.

EMS POWER RELAY

The EMS power relay supplies the ECU with power when the vehicle start button is pr essed and will remain locked when the engine is runn ing. The relay will hold for up to 2 minutes without the engine running or turning over, then it will drop power to ECU.

On motorcycles, if this relay is damaged, the

"30"

"85"

"87"

"86"

RELAY - P/N 5000411

engine can start but will shut down when the start button is released.

number 85. There should be continuity between terminals 30 and 87. If the re is not, the relay is damaged; replace it.

On ATVs, if this relay is dam ag e d or r e mo ve d, th e engine will run, but damage to a harness diode will result. When the diode fails, the engine will not run.

Dynamic Test

1. Remove the relay from its harness socket.

2. Using an ohmmeter, connect the positive probe

(+) onto terminal number 86 and the negative (-) probe onto terminal number 85. Check the

resistance. The resistance should be 1500

± 10%

Ohms. Reverse the meter le ads. If th e readin g is OL (n o

continuity), go to the next step. If the relay is out of specification, replace the relay

with a new one. If the measured resistance is OK, go to the next step.

5. Use a voltmeter to verify tha t there is vo ltage present at the wiring harness socket corresponding to relay terminal 87. Do not start the engine. If there is no voltage present, check the main fuse. Use the vehicle wiring diagram to check the c ircuit. Take correctiv e action. There are no markings on the socket itself; use the illustration below for identification.

12.5 VDC

3. Using an Ohmmeter, connect the positive probe (+) onto terminal number 30 and the negative (-) probe onto terminal number 87. Check the for continuity. There should be no continuity. If continuity is observed, the relay is damaged; replace it. If no continuity is observed, go to the next step.

4. Connect 12 V (+) battery voltage to the number 86 terminal and ground terminal

SOCKET

OTE :

Wiring diagrams are available on our web site. http://www.cannondale.com/motorsports/tech/ servman.html

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OTE :

When the ignition switch is turned “ON,” the installed relay will make an audible “ clic k.”

FUEL PUMP AND FUEL PRESSURE REGULATOR

The fuel pump and regulator maintain fuel supply and pressure to the injectors. When the engine management system is first “powered-up,” this pump activates for 3 seconds to pressure the fuel system then turns off again until the engine starts. When the engine starts, it resumes pumping, providing pressurized fuel to the injectors. The regulator returns fuel to the fuel tank.

The fuel pressure regulator maintains the correct fuel pressure in the fu el rai l ( ho ses an d i nj ect or s ). It returns fuel to the tank after fuel passes the fuel injectors. The regulator is connected to the airbox via a small hose. On ATVs the fuel pressure regulator is mounted on the main frame on the right side of the vehicle (front).

OTE :

The positive (+) pump terminal is always “hot” even with the ignition switch OFF. Thi s terminal is connected directly to the positive battery voltage through the main fuse. The pump is acti vated by ECU switching the negative circuit to ground. Consult the vehicle wiring diagram for more detail.

1. Fuel pump

2. Fuel inlet (from tank)

3. Fuel outlet (to injectors)

Components have been removed for this photo.

1. Fuel pressure regulator housing

2. Fuel hose (from injectors)

3. Fuel hose (return to tank)

4. Air pressure hose (from airbox)

Dynamic Test - Pump and Regulator

OTE :

If you suspect a problem with the fuel pump, first check to see if it runs at all. Do the following :

Turn the ignition switch “ON” and listen to the pump, it should make a “whirring” sound for a few seconds to pressurize the syste m - then the pump will turn off. Start the engine and allow the vehicl e to idle. You should hear a constant whirring” sound - although it is more difficult to hear.

OTE :

The pump will turn anytime the start button is pressed on motorcycles, however, the pump circuit is different is different on ATVs. If the ECU has not powered down, the pum p will not turn on unless the clutch lever is pulled in and the start button is then pressed momentarily.

1. If the fuel pump does not turn on, check the

following: Pump wiring terminals. Make sure they are clean

and the wiring is in good condition. Make sure the

boots are in place. Check for voltage at the pump when the start

button is pressed. Check for any open or short circuit conditio ns in the fu el pump ci rcuit. Consul t the vehicle wiring diagram. Take corrective action if necessary.

Quick connect fuel fittings - Make sure the O-rings are in good condition. Damaged O-rings can result in pressure loss or the introduction of air into the fuel lines reducing developed fuel pressure. The fittings have an internal and external O-ring. Exte rnal O-rings can be chec ked visually. Fuel flow can be restricted or s top is the internal O-rings are swollen or damaged.

2. Replace the fuel filter to assure adequate fuel flow to the pump.

CAUTION:

Do not perform this test with unfiltered fuel; severe damage can occur to the pump or fuel injectors.

regulator are OK. If the fuel pressure reading is low, quickly discon-

nect and reconnect the fuel ta nk return l ine, if the fuel pressure reading increases when the return line is disconnected, the regulator is faulty replace it.

If the fuel pressure does not increase, replace the pump and regulator.

SERVICE: Fuel pressure

3.0 ±.25 bar

Dynamic Test - Voltage test

1. First, use a multi meter to check for battery voltage to the pump at the (+) fuel pump terminal.

2. Use an Ohmmeter. Connect the p ositive lead to main harness connector CN16 pin B. Connect the negative lead to ground. Have an assistant turn the ignition switch “ON”. Press the engine start button and release it.

If there is continu ity, the pum p harness circuit is OK.

3. Fill fuel tank with the specified fuel as required.

4. Hold a clean rag around the regulator inlet and loosen the hose clamp to reli ev e any res id ual fuel system pressure.

5. Install a T-fitting and fuel pressure gauge between the regulator inlet and hose coming from the injectors. Make sure the return line attached to the regulator outlet is con nected to the fuel tank-

tank.

WARNIN

Gasoline is extremely flammable and is explosive. Handle with extreme care!

When inserting a pressure gauge into the fuel system, make sure all hose connection are secure. Make sure the fuel tank outlet and inlet lines are connected properly to the tank.

If there is no continuity, disconnect the ECU and check for continuity between CN16 pin B and ECU connector pin P1 H1. There shoul d be cont inuity. Take corrective action and repeat step 2.

If no continuity is present between CN16 pin B and P1 H1 after the circuit is corrected, replace the ECU (It is not switching the pump circuit to ground).

6. Start the engine and read the generated fuel pressure.

If the fuel pressure reading is OK, the pump and

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FUEL INJECTORS

TOP

)

CONNECT

Engine shown removed for clarity.

1. Left fuel injector

2. Right fuel injector

3. Fuel inlet (from fuel pump outlet)

4. Fuel outlet (to pressure regulator)

ATVs and motorcycles utilize a pair of fuel injectors

that operate (inject) simultaneously.

Pressurized fuel flows into the injectors from the fuel pump. The fuel is delivered into the intake port when the EC U sends voltage t o the i nj ector internal solenoid. When th e soleno id actu ates, th e pressurized fuel sprays, through the nozzle.

The fuel injectors are positioned as close as possible to the bac k of the intak e valves. Th e spray pattern is fixed. The length of time duration that the injectors stay open is calcul ated b y th e ECU using the calibration file and data received by the various sensors.

Dynamic Test - Function

OTE :

The following procedure is based on the assumption that there is adequate fuel supply and pressure is available in the fuel rail .

1. Check the injector wiring harness connectors.

Make sure they are secure.

2. Check that the batter y is fully charged. The sen-

sor and actuators of the sys tem depend on accu rate voltage readings to meter the fuel.

3. Check the air filter element. If it is dirty or blocked,

this will severely impede air flow and fuel economy.

4. Check the airbox and throttle body assemblies for

possible air leak s that wo uld resul t in a le aning of the fuel mixture.

5. Use an automotive stethoscope to determine if

each injector is working properly. You should hear a steady clicking sound that rises and falls with the engine speed.

NOZZL

FUEL EXIT

1. Fuel injector (left or right)

-RIN

FUEL ENTRY

-RIN

If you hear nothing, use a commercia lly available noid light to test for voltage present at the harness connector.

OTE :

If you do not have a stethoscope, y ou can use a screwdriver against the injecto r and liste n through the handle.

Static Test - Resistance

1. Disconnect the in jector, and test the resistan ce of

each injector across the terminals. If the resistance value is out of specification, replace the injectors as a pair.

SERVICE: Fuel, fuel injector, resistance

11.75 to 12.75 Ohms

2. Install the injector test light (one at a time) into

each injector harness connector. Crank the

NOTE :

engine over. If the light flashes evenly on each connector, voltage is available at the injectors.

3. If the light fails to flash for either injector, check the fuel injector wiring circ uit for continuity. Co nsult the vehicle’s wiring diagram.

COOLING FAN (ATV

The positive (+) cooling fan terminal is always “hot,”

- even with the ignition switch OFF. This terminal is

connected directly to the positive battery voltage through the main fuse.

Dynamic Test - Operate

1. Disconnect the main harne ss connector from the cooling fan coupler.

WARNIN

Spinning fan blades can cause the fan to jump on the workbench possibly resulting in severe injury. If the fan is removed from the vehic le radiator, be sure to secure the cooling fan to the work bench. And, position the fan so that the blades can spin freely when energized. Keep your hand clear of the blades and wear eye protection.

The ECU switches the negative side of the cooling fan circuit to ground when engine temperature reaches the ON point. It breaks the ground contact when the temperature drops to the OFF point. The ON and OFF points are determined by the ECU operating code.

Cooling Fan (ECU switching)

ON OFF

85°C 80°C

Consult the vehicle wiring diagram for circuit

details.

Static Test - Resistance

1. Disconnect the main harness connector from the cooling fan coupler.

2. Measure the resistance between the two fan leads. The resistance should be less than 1 Ohm; if it is go to the next test.

2. Connec t a 12 V (+) battery voltage sour ce to the red fan lead. Connect the 12V (-) lead to the black fan lead. If the fan runs, it is OK. Check to make sure the airflow is correct; there is a flow direction indicator on the fan housing. Airflow should be drawn through the radiator from the front of the vehicle to the back. Go to the next step.

If the fan does not operate normally (e.g., stops and starts, or spins slowly or not at all), replace the fan.

3. Set the multi meter to VDC or Vdc (20 volt range). Connect the positive m eter probe to harness coupler CN22 pin A. Connect the negative mete r probe to ground. Battery voltage should be present.

If battery voltage is not present, check the main fuse or connections to the ba ttery. If the main fuse and battery connections are OK, Check for an open or short circuit in the cooling fan circuit. Cons ult the vehicle wiring diagram. Take corrective action.

If it is more than 1 Ohm, replace the fan.

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If the fan circuit is OK, check the coolant sensor.

If the coolant sensor is OK, replace the ECU.

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CANNONDALE DIAGNOSTIC AND

MAINTENANCE TOOL VERSION 2.0

This section of the manual describes how to use the Cannonda le Diagnostic and Maintena nce software tool.

GENERAL INFORMATION

The Cannondale Diagnostic and Maintenance Tool, Version 2.0 is a Windows-based software application enabling communication with the vehicle ECU.

Use the tool for:

• Changing the ECU operating code or “hex” fil e.

• Installing a new engine calibration file.

Refer to "Sending a cali bration file or “map” to the ECU - “Changing a map”" starting on page 34.

3. Follow the installation screens. When the setup process is complete, the Cannondale Diagnostic and Maintenance pro gram group will be installed and a shortcut to the Cannonda le Diagnostic and Maintenance tool wi ll be placed on the your desk top.

But, before you can use the software, you’ll need to complete the a uthorization process by making a telephone call and typing in an authorization number.

• Receiving the current engine calibration file from the vehicle ECU to the PC.

• Set the vehicle throttle body and injector variables.

• Monitor the (vehicle) ECU operating parameters.

• Read system faults.

A special in te r face c ab le i s ne ed ed to c on ne c t t he PC to the vehic le onc e the soft ware i s instal le d and authorized for use.

INSTALLATION

Installing the software

1. Insert the installation CD into the CD drive of your

computer. Right click on the Windows START button in the

lower left corner of the screen. Use Windows Explorer, click on the CD drive

containing the Cannondale Dealer Cal software CD to view the file contents.

2. Double click on the Setup.exe application.

In the Windows Explorer, double click the SecurityCode application. Or, you can access this application by clicking on Security code.exe through the program group.

When the DealerCal window displays (see next illustration), call: Optimum Power Technology at 1-800-727-9520

(Monday through Friday, (9 am to 5 pm EST) to obtain the security code needed to activate the software.

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Enter the Serial provided by the service r ep i n the

DealerCal window. Click Next.

Verifying COM port setup

’Device Manager’ Button.

5. Click the ’+’ next to ’Ports’ to expand the available ports detail. I f there is a red ’X’ or a yellow ’!’ in front of the Communications Port, a problem exists with your Port Driver. Contact your Computer specialist to resolve the proble m. If there is only a connector icon , note the Communications Port Name (COM1, COM3, etc.) Run your DealerCal software. Under ’File->Change Port’ change your Active Port to the above Communications Port Name. DealerCal will retain this setting.

OTE :

NOTE: If your computer only has a USB connection, you must purchase a “USB-to-Serial adaptor” in order to use the DealerCal software.

COMMON PROBLEMS

Under Windows 95/98/2000/NT/ME:

1. Click ’Start’ button and select ’Settings->Control Panel’.

2. From ’Control Panel’, Double-click ’System’.

3. From ’System Panel’, click ’Device Manager’ or ’Hardware’ tab. If clicking ’Hardware’, click the ’Device Manager’ Button.

4. Click the ’+’ next to ’Ports’ to expand the available ports detail. I f there is a red ’X’ or a yellow ’!’ in front of the Communications Port, a problem exists with your Port Driver. Contact your Computer specialist to resolve the prob lem. If there is only a connector icon, note the Communications Port Name (COM1, COM3, etc.) Run your DealerCal software. Under ’File->Change Port’ change your Active Port to the above Communications Port Name. DealerCal will retain this setting.

Under Windows XP:

1. Click ’Start’ button and select ’Control Panel’.

2. From ’Control Panel’, Double-click ’Performance and Maintenance’.

3. From ’Performance and Maintenance’, doubleclick ’System’.

4. From ’System Panel’, click ’Device Manager’ or ’Hardware’ tab. If clicking ’Hardware’, click the

Weak vehicle battery

Before using the software to communicate with the vehicle, make sure the battery is fully charged. A low battery can allow the ECU power relay may drop power to the ECU which will stop any communication between the PC and ECU.

EMS not powered-up

In order to use the tool, power to the engine management system must be ON. This is required because the software tool “communicates” with the ECU. If the engine management circuits are OFF, the software ca nn ot r e ce i v e or t r an s mi t an y information to the ECU.

Activating or turning on the engine man agement system differs between vehicle types (ATV or Motorcycle). But, in both types, if the veh icle ECU s ens es no activity (no engine start or communications between the PC and ECU) for two minutes, it will drop the signal vol tage to the EMS power r elay shutting down power to i tself. If y ou att emp t to se nd or receive da ta from th e ECU w hile it is “power eddown”, the “Failed to Unlock System 125” message will display.

When this happens, the all power to the engine management system is shut off until the engine start button is pressed again.

The vehicle’s lighting or starting elec tric al s yst ems

NOTE :

are isolated from the EMS power relay supplying the ECU. Lighting can remain on if the ECU is powereddown. Or, if insufficient battery voltage is present to hold the EMS relay on, the starter could turn over the engine, but because the ECU is powered-down, th e engine would not start.

Motorcycles

1. Press the ON/OFF button to O N. This will enabl e the engine management system circuits.

2. Next, quickly press an d release the engine start button without starting the engine. The green LED on the interface cable wil l light when the engine management circuits are powered up.

INTERPRETING ERROR MESSAGES

Failed to Unlock System 125

ATVs

1. Turn the ignition switch to the “ON” posi tion, then switch the Engine RUN/OFF sw itch to the “RUN” position.

2. Quickly press and rel ease the green start butto n without starting the engine. The green LED on the interface cable will light when the engine management circuits are powered up.

On ATVs, after 2 minutes of inactivity (ECU powerdown), the interface cable block green LED will not go out. It will remain lit as long as the ATV ignition is in the “ON” position.

The “Failed to Unlock System 125” message means that the Ca nn ondale Diagnosti c an d Maintenance Tool was not able to communicate wi th the vehicle ECU. There can be several causes:

• Check the interface cable at the vehicle harness

connector. Make sure the vehicle connector pins are not bent or broken inside the connector. Make sure the cable connector and vehicle coupler are locked together.

• Check the interface cable attachment to the PC.

Make sure the interface cable is plugged in to the COM port securely.

• Make sure the right COM port is selected. Refer

to "Verifying COM port setup" starting on page 23 .

• Make sure the vehicle battery is fully ch arge d.

• Make sure the vehicle engine management

system is powered-up. See page 23.

• Click “OK” and start again.

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• If the “Failed to Unlock System” message

displays repeatedly, the vehicle ECU or

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interface cable may be damaged.

I/O Error Message

1. You wil l see th is mes s age if th e la st e ngi ne ca libr at ion fil e op ene d wit h the s oft war e i s no lon ger av ai lab le suc h as: if it was deleted or the CD containing it has been removed from the CD drive.

OTHER MESSAGES

Progress Indicator

Whenever data is bei ng tr an sf er red between the vehicl e ECU and the PC, a progr ess i ndi cato r di sp la ys in the upper right area of the mai n s c reen . Da ta tran sf er s sh oul d take no mo re tha n 1 mi nut e. If the pr og ress i nd icator freezes for a long time, close the Cannondale Diagnostic and Maintenance Tool software and try again, Make sure the cables are connected properly and that the vehicle battery is fully charged.

Retrying Checksum

Data is transferred between the vehicle and PC in small “packets” or chunks. During the transfer process, checks are performed by the diagnostic tool (software) to en sure th at the data is not damaged during the transfer. Each small packet is checked during the transfer. If data errors are detected in the packet, the message “Retrying Checksum...” will display in the progr ess indicator:

Typically, this is due to electrical “nois e” or o ther i nte rfere nc e du ring the pr oc ess. Th e di ag nostic to ol wil l k ee p trying automatically.

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COMMUNICATION CABLE

Connecting the communication cable

Motorcycles and ATVs have a “diagnostic” connector integrated into the main wiring harness. The communication cable connects the PC to the vehicle using the connector.

CAUTION:

Connect the communication cable with the vehicle engine management system OFF.

On 2001 and 2002 Motorcycle models, the diagnostic connector is located near the ignition coil at the top of the cylinder head. Vehicle components must be removed to access the connector.

On 2003 Motorcycles, the diagnostic connector is located near the main fuse under the seat.

On 2001 - 2003 ATV, the diagnostic connector is located near the radiator shroud under the front fender on the left side of the ATV.

1. Serial connector (PC)

2. LED

3. Cable

4. Connector (vehicle)

OTE :

Check the diagnostic connector pins for any bending or damage before connecting to the vehicle.

CANNONDALE DIAGNOSTIC AND MAINTENANCE TOOL MAIN WINDOW

1. Numeric Cal ID

2. Description (saved files only - not stored in ECU)

3. Buttons

4. Throttle position sensor min and max values (from vehicle)

5. Throttle Body Leakage (also Throttle Body Offset) (Factory dyno value)

6. Fuel injector flow rate (Factory dyno value)

7. Injector offset (Factory dyno value)

8. Progress indicator

9. Button to access software version information and Cannondale internet files: http://www.cannondale.com/motorsports/tech/maps

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Engine Calibration File (“Map”)

Identification

All Cannondale factory authorized engine calibration files are identified by a N umeric Cal ID code.

The Numeric Cal ID nu mber defines the yea r, model, and issue sequence of any specific engine calibratio n fil e. Th e engi ne ca libr ati on N umer ic Cal I D number is disp l aye d i n th e to p l ef t co rn er of the Can nondale Diagnostic and Maintenance Tool main

YEAR

Reset every 10 years

(ex. 2002)

window whenever a “map” is opened or received from the vehicle ECU. The co de number al so displays at the Numeric Cal ID field within the main window.

Cannondale vehicles (ATVs and motorcycles) are loaded at the factory with a model specific authorized engine calibration file. This file can also be referred to as the vehicle “map.”

Engine calibration files have the filename extension “.ccf”

MODEL CODE

00 - X440s 01 - X440 02 - C440 03 - E440 30 - Cannibal 31 - Speed 32 - Blaze 440 33 - Moto 440

30202.ccf

SEQUENCE NUMBER

Assigned sequentially. New files are assigned the next available number 00-99 for the model.

Always check the website to verify that a calibration file is authorized for use in a particular model.

Filename extension

All Cannondale authorized engine calibration files will have the filename extension ".ccf."

OTE :

When a calibration file for a model is update d the SEQ number increases. However, due to continual product evolution, the updated calibration file for the model may not be authorized for use in vehicles produced previously. Always consult the Cannondale website for the compatibility of calibration files for a specific vehicle VIN number.

A database of Cannondale a uthori zed eng ine ca li bration calibrations files is maintained on the Cannondale websi te so tha t service technic ians h ave ready access to the correct factory authorized calibration files for a particular vehicle VIN.

Go to

http://www.cannondale.com/motorsports/tech/maps/.

If “Untitled” is displayed in the top left corner of the main window, no calibration file has been opened (from a saved file) or received from the vehicle ECU.

ECU OPERATING CODE

The ECU operating code is installed at the factory

before the engine calibration file is loaded.

The operating code also known as the “HEX” file is like Windows 98 or XP, an “operating system” used in many PCs. An engine calibration file can be thought of as a program like Microsoft Excel or Netscape Navigator, programs which run under Windows.

ATV and Motorcycle operating codes are NOT

interchangeable.

The software tool ca n lo ad operating code ver sion

updates to the ECU.

The software does not read back the installed oper-

ating code currently in the ECU.

To install (update) an operating code

CAUTION:

When an operating code is load ed into an ECU using the software tool, ALL information is erased from the ECU memory including the engine calibration file and vehicle variables (throttle body leakage, fuel injector flow rate, injector offset). The engine calibration file and vehicle variables must be reinstalled into the ECU following the operating code upda te.

2. In the main window click File - Code Download.

Receive the installed engine calibration file FIRST. As long as nothing goes wrong with the PC and the information is retained by the software tool, the information can be sent to the ECU right after the operating code update is finished.

WRITE down the engine calibration file ID number (Numeric Cal ID), the throttle body leakage, fuel injector flow rate, and injector offset before continuing.

1. On A TVs turn the ignition switch ON. On Motorcycles, disconnect the starter solenoid

so that the engine will not turn over when the start button is held down in a later step.

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3. In the ECU Reprogramming Tool window, select the operating code file to send.

Click Download.

Have an assistant p ress and contin ue to hold the start button.

The progress indicator will display while the transfer take place.

When the transfer is complete release the start button. C lick Close.

4. Reinstall the correct engine calibration file. Be sure to update the v ehicle var iables befo re sending the file to the ECU.

5. On Motorcycles, be sure to reconnect the s tarter solenoid.

Opening a SAVED Calibration file

NOTE :

A saved calibration file might be one that you have received via e-mail, downloaded from the our website, or one that is stored on a diskette or CD. This button functions the same way as if you click File - Open in the top right corner of the main window.

Once “opened,” the file is ready for installation into the vehicle ECU.

CAUTION:

Before the saved file is sent to the ECU, be sure to receive the vehicle variable or they will be lost. Refer to "Receiving a calibration file FROM THE ECU “Reading a map and variables”" starting on page 33.

CAUTION:

Check the Numeric Cal ID field in the main window to make sure the filename selected is displayed. If not, go back to step 2 and repeat.

To open a saved calibration file,

In version 2.0 of the software, when the program is launched, the last engine calibration file that was opened is automatically open in the main window. This feature is useful for servicing many unit at once, however, be sure to check the engine calibration file Numeric Cal ID code in the main window to make sure that the right file is being used. If not, complete steps 2 -3.

1. In the main window, click on the “OPEN Calibration File (saved) button.

Use the Windows explorer to locate (brows e for) the saved engine calibration file.

Select the file and click OK.

2. The file is now “loaded” to the main window.

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Receiving a calibration file FROM THE

ECU “Reading a map and variables”

By receiving the engine calibration file or the vehicle variables from the ECU, the technical can determine which specific engine calibration file is in use by the vehicle and what the vehicle specific variable are incl uded in the data file: t hrottle min/ max, Throttle body leakage (also known as offset, fuel injector flow rate, and injector offset).

OTE :

When you “receive” an engine calibration file, a copy of the file stored in the vehicle ECU is loaded in the software tool main window. The vehicle specific variables or “calibration” are also loaded. No information is removed or deleted from the vehicle ECU.

You can select to receive all the calibration file from the vehicle ECU or just the thr ottle body and injector variables or “calibrations.”

complete” message.

5. Click OK. The vehicle calibration file has now been copied to the Cannondale Diagnostic Tool program. 4-SEND Calibration File (to ECU).

In case of PC failure, it is a good idea, whenever a file is received from the vehicle ECU to write down the throttle body and injector variables or “calibrations.”

To receive

1. Connect the interface cable to the PC and vehicle.

2. Open the Cannondale Diagnostic Tool software on your PC.

3. Power-up the ECU.

4. Click the RECEIVE Calibration File (from ECU) button.

After you click the button, the data transfer will start. While the data is copied from the ECU to the PC the progress in dic ato r in the upper right of the menu will display and the LED on the interface cable block may appear to flicker. The time required for the transf er could v ary. It should take place within 1 minute. When the entire data transfer process is comp let e, y ou wi ll se e the “R ec eive

Sending a calibration file or “map” to

NOTE :

the ECU “Changing a map”

“Sending” a calibration file transfers the engine calibration file and vehicle variables currently open in the Cannondale Diagnostic and Maintenance Tool main window to the vehicle ECU.

You’ ll want to pay close attention to what engin e calibration file is actually open before you send the file to the ECU in the following steps.

Click the OPEN Calibration File (saved) button to open the Open Calibration File window to browse for a saved engine calibratio n file on your PC. Select the filename and click OPEN.

-- or -Select File-> Open.

Sending will over-write the ECU current engine calibration file and vehicle variabl es.

Vehicle variables (throttle min/max, throttle body leakage (a.k.a Throttle body leakage), fuel inj ector flow rate, and injector offset) are over-written only if the values have been entered through the Update Calibrations button. If no values are entered, the vehicle variables stored in the ECU are used.

If the interface cable is disconnected acc identally or problems with the PC interrupt the transfer process, the engine calibration file send process should be start over from the beginning. Although, it is possible to quickly reconnect the interface cable during the transfer process, information can be lost or damaged.

Do not experiment with calibration files! Sending unidentified, altered, or third party calibration files can result in severe damage to the vehicle or affect the safe operation of the vehicle. You could be severely injured or killed in a resulting accident.

Always consult the Cannondale website (www.cannondale.com) for calibration files authorized for a specific vehicle identification number (VIN).

You should now have an engine calibration file “open” in the CDMT main window. Confirm that the correct engine calibration file name is displayed in the top l eft corner of the CD MT window and at the Numeric Cal ID field.

3. Next, make sure the vehicle engi ne management system is powered-up . When the vehicle is powered-up, the LED on the interface cable block should be lit.

4. Click the SEND Calibration File (to ECU) button. If the calibration file open in the main window dif-

fers from the one current ly stor ed in the E CU, the “Cal version different. Do you wish to procee d?” prompt will display. Click yes to send the file. Click cancel to exit.

If you click YES, the fi le that is open in the mai n window will be sent to the vehicle ECU. It will over-write the cur rent calibratio n file stored in the ECU. During this process, the vehicle variables currently stored in the ECU will be re tained if the values have not been entered first using the Update Calibrations button. If values had been entered, they will over-write the ECU va lues during the send process. When the send has been completed the vehicle ECU will automatically power itself down. The LED on the interface cable block will turn off indicating the ECU power is now off. The calibration file just sent wi ll rem ain “op en” in the CDMT window until the program is exited or another calibration file is opened or received.

1. To send a cal ibra tion fil e to the v ehicle E CU, star t by connecting the inte rfa ce c ab le to the computer and vehicle.

2. Open the Cannondale Diagnostic and Maintenance Tool software on your P C. The CDM T program will automatically open the last engine calibration file that was open using the program.

Electrical_EFI Service Manual.fm

Setting the throttle position sensor minimum and maximum values

The minimum and ma ximum val ues are ca ptured and recorded into the ECU using the SET Thro ttle Position button.

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The throttle position sensor minimum and

maximum values must be set using the CDMT anytime the throttle body is servi ced (removed, replaced, installed). It also must be set if the ECU operating code is updated. Set the throttle po sition with the engine off. When the values are set using the tool, the minimum and maximum value actually read into the software by the technician are checked against a range. If any read value is out of range, the software will report it.

are the values of the current engine calibration file.

Again, make sure the throttle plate is com pletely closed and click the Read Closed Voltage button. Yo u should se e a change i n the nume ric value to the right of the button. The change is the minimum voltage value read from the vehicle TPS sensor when completely closed. The value can approach zero, but should be within the typical range indicated in the window.

OTE :

The “TPS Sensor Closed (volts)” and the “TPS Sensor open (volts)” are displayed in the CDMT main screen anytime a engine calibration file is open or received from the ECU.

1. To set the throttle position, start by making sure that the idle adjustment screw is backed off completely. The throttle plate should be completely shut before you continue.

Double check the throttle bellcrank after backing the idle adjustment screw off; any slight tension in the throttle cable can hold the plate open. Confirm that it is closed all the way by rota ting the throttle bellcrank with your hand - closing it firmly.

OTE :

When shutting the throttle body plate to set the minimum value, avoid backing the adjustment screw out too far that it falls out of the stop plate.

Next, have an assistant hold the throttle lever fully open. While the lever is held in the “wide open throttle” position, click the Read WOT Voltage button. You should see a change in the n umeric value to the righ t of the button . Tell your assistant to release the throttle lever.

Now, both values have been read from the vehicle TPS sensor. Y ou have two options to consider; go

2. Make sure the in ter fac e c abl e is connected to the computer and vehicle securely.

3. Open the Cannondale Diagnostic and Maintenance Tool software on your PC.

4. Power-up the vehicle engine management system.

5. An engine calibration file must be open in the CDMT main window to continue . Use the OPEN

Calibration File (saved) or use the RECEIVE Calibration File (from ECU) button to receive the

calibration file that is currently s tored in the vehi cle ECU.

6. Click the SET Throttle Position button. The Cali- brate Throttle window will display. When the window displays the closed voltage (minimum) and open voltage (maximum) numeric values shown

to the next step to learn more.

Click this butto

senso

read the TP

r minim

voltage.

hese fiel

isplays the value hat are ready to accept

he fields initiall

how a value of th

urrently open file. he values will chan

mmediately after th

ns at the left are

licke

7. If you click the Accept Values button, the values of the engine calibration file currently stored in the CDMT will change to the new ones and immediately the Send Calibrations to the ECU prompt will display.

If you click Cancel , the new values you just read from the vehicle will b e “forgo tten” and th e val ues will revert back to the values of the currently open engine calibration file; and, the CDMT main wi ndow will disp lay.

8. If you click OK, at the S end Calibrations to ECU prompt, the Select TPS/Inj Calibrations window will display next. Go to the next step.

If you click Cancel at the Send Calibrations to ECU prompt, the new values will be updated in the currently open engine calibration file and remain until the file is c losed , ano ther ne w eng in e calibration file ope ned or the values are c hanged

again using the Set Throttle Position button.

The Send Calibrations to the ECU prompt

9. At the Select TPS/Inj Calibr ations window, select the values to send to th e ECU by clicking in the check boxes. The val ues displayed in the “From File” column are the values of the current engine calibration file open in the CDMT. T he values of the “From ECU” column are the old values.

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Click OK to send the val ues to the ECU. Watch

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the progress indicator. When the send is com-

plete, the Send complet e pr omp t will dis pl ay, click OK. Click Cancel and the “From File” values will not be sent. They will remain in the currently open engine calibration file.

CALIBRATIONS

Updating throttle body and fuel injector calibrations

The Select TPS/Inj Calibrations window

10. Power-up the vehicle ECU and click on the MONITOR ECU Parameters b utto n to dis pla y the ECU Monitor window.

Find the “Throttle (%) Open value.” Make sure the ECU parameters display is in the Continuous mode.

Adjust the idle adju stment screw so that the “Throttle (%) O pen” value increases by 3 . F o r example, if the value was 2.3 with the thr ottle plate fully closed, turn the adjuster until the value reads 5.3. If you do not open the throttle plate the engine may no t have enough air to idle. Opening the thr ottle plate 3% should be enough to achieve idle.

11. Start the engine and allow to idle normally until the vehicle to reach operating temperature (70°C). Fi ne tune the i dle s etting as specified for the vehicle.

The Update Calibrations window enable s you to calibrate or “set” the vehicle specific variables which are included in the engine calibration file data: Throttle body leakage (offset), fuel injector flow rate, and injector offset. These variables enable tuning the installed map to co mpensate fo r slight ma nufacturing variations in each. The numeric values for these variables are determined when the vehicle is dyno-tested the factory and loaded to the calibration file.

When a throttle body or fuel injectors are replaced the calibration information are packaged with the new parts so that service technicians can update the vehicle.

The calibration numeric values are part of the “map” file and displayed in the main window.

OTE :

When a new engine calibration file “map” is sent to the ECU the software will prompt to change the values or use the current values stored in the old map.

•“Throttle Body Leakage” (also called Throttle

Body Offset) (Input range 0 - 100) The equivalent amount, in percent, of throttle

opening required on a “perfect” throttle bo dy to match the air flow of the vehicle's throttle body

at the closed position. Typical values are from 0.0 to 1.0%

•“Injector Flow Rate” (Input range 1500 - 3000)

Typical values are from 2300-2800 The fuel injectors’ flow rate, used by the ECU to convert fuel mass in milli grams to injector pulse width in

milliseconds. The lower the flow rate, the longer the ECU has to hold the injector open to deliver a given fuel mass. For a set of injectors, using a lower flow rate setting will deliver more fuel (richer running), and using a higher flow rate setting will deliver less fuel (leaner running) .

•“Injector Offset” (Input range 0.3 - 1.6)

Typical values are from 0.5 to 1.5 The amount of “dead” time of the fuel injector. The fuel injector is an electro-mechanical device, and there is

a delay from the time the electrical signal to open is delivered until the mechanical parts move and allow fuel to flow. This delay time is added to all pulse widths. In low fuel delivery situations, the injector offset can be the majority of the pulse width, so the proper val ue is im portant to maintain the proper a mount of fuel at l ow throttle openings. Using a higher injector offset will deliver more fuel (richer running), and using a lower injector offset will deliver less fuel (leaner running). To update calibratio ns, s tart by connecti ng the i nterfa ce cable to th e com puter and ve hicl e.

To update calibrations

1. Click the “UPDATE Calibrations” button.

2. Click in the appropriate field in the window and type in the calibration (variable) values.

3. Click “OK” and the typed-in val ues will dis play in the CDM T main window. Now, you have to send these values

to the ECU for them to take effect. Click the “SEND Calibration File (to ECU)” button.

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ECU MONITOR

1. Open the Cannondale Diagnostic Tool software on your PC.

2. Power-up the vehicle ECU.

3. Click the MONITOR ECU Parameters button. The ECU monitor window will be displayed.

Select “Continuous” to view live data. Select “Hold” to take a snap shot and hold the val-

ues displayed. Click CANCEL to exit and close the monitor.

ECU Parameters (defined)

•“RPM” - displays the engine rpm

•“Throttle Position (%)” - displays the

percentage that the throttle plate is open. This value may not be “0” when fu lly close d or 100 % when fully open.

Monitor selected ECU parameters with the v eh icle engine running or with the vehicle engine off and the ECU powered-up. It can be operated in “Continuous” (live) or “Hold” (snap shot) mode. You can start and run the vehicle engine with the ECU monitor active.

While the monitor window is displayed, constant communications between the ECU and PC are occurring - the ECU will not power itself down after 2 minutes. The moment you click CANCEL, the two minute power-dow n t im ing wi ll start if no oth er communication is attempted.

CAUTION:

When setting idle speed with the monitor, the engine must be at operating temperature 70°C.

•“Battery Voltage” - displays battery/ system voltage.

•“Airbox Temperature (degC)” - air temperature reading as measured by the ai rbox air press ure sensor.

•“Airbox Pressure (kPa)” - airbox pressure reading as measured by the ECU sensor.

•“Engine Temperature “(degC)” - engine temperature reading as measured by the coolant temperature sensor.

•“IACV Stepper Position” step position of the Idle Air Control Valve (IACV). The ECU moves or “steps” the valve between 0 - 255 depending on the current engine and air temperature.

Using the ECU Monitor

To use the monitor, start by connecting the interface

cable to the computer and vehicle.

READING FAULT CODES

To read fault codes

When a fault is reported, consult the fault diagnostic tables in this manual. Refer to "Fault Troubleshooting"

starting on page 42.

CAUTION:

Obtain the vehicle’s wiring diagram before attempting any testing.

OTE :

Most faults reported by the system can be corrected by examining the connector attached to the device or by tracing circuit for an open or short circuit cond ition between the E CU conn ector s and the dev ic e con nector.

A MIL Lamp fault code (an accessory code) will di splay on units without ECU interface ac cessories. The MIL fault does not indicate a problem with norma l engine oper atio ns, ju st the ac ce sso ries.

Once a fault has been cl ear ed th ro ugh cor re ct ive ac tion , cl os e an d r eope n the Fault Repor t wi ndo w; The E CU

does not store intermittent or one time faults. The Fault Report window will only display current faults available.

1. To read faults, make sure the communication cable is connected correctly.

2. Click the “RECEIVE Fault(s) (From ECU)” button in the main window. The Fault Report window will display with a list of faults the ECU was encountering when the button was

clicked.

These are “live” faults not stor ed faults. The GP Control MC1000 ECU programmi ng does not store faults in memory, therefore the faults displayed in the window are the faults the ECU re ports when th e F ault Repo rt but-

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ton was pressed. The Fault Re port window does not constantly update fault conditions.

Fault Report window

The Fault Report window sample above was taken while the C annondale Diagnostic Tool was connected to an 2002 X440s motorcycle. This vehicle does not have a c ool in g fan . T he “C oo li ng Fan open fault” will report when the tool is c onnected to a motorcycle, ho wever, it can be disregarded. Also for the sample fault report above, we temporarily disconnected the air temperature sensor - notice the “Air temp sensor high fault” that was reported. Connect the inte rface cable to the co mputer and vehicle.

FAULT TROUBLESHOOTING

Consult the following troubleshooting tables when diagnosing a fault reported by the Cannondale Diagnostic and Maintenance Tool Fault Report window function. Refer to "Reading Fault Codes" starting on page 40.

SENSOR SUPPLY VOLTAGE

Fault Reported Possible Cause Action

ECU damaged

Sensor power supply fault

wiring fault Pinpoint Tests Test Result Action

1. Check wire and terminal

integrity:

- P1 B3

Faulty Correct and go to Test 4.

temperature sensor, and coolant sensor, and go to Te st 2.

Disconnect ECU and go to Test 1.

Disconnect throt tle positi on senso r, air

2. Check for harness short

circuit

- P1 B3 to P1 E4

3. With igni tion ‘ON’ c heck

voltage at:

- P1 B3 at the back of the connector locate wire (70 White) or at CN3 pin B.

4. Reconnect harness, run

engine check for presence of fault.

Circuit Diagram

OK Reconnect ECU and go to Test 3.

Short circuit

4.5 to 5.5v Go to Test 4.

Faulty Replace the ECU, go to Test 4.

OK Done

Fault still present Contact Cannondale Dealer Service.

Locate short in harness and correct and

go to Test 4.

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SYSTEM VOLTAGE

Fault Reported Possible Cause Action

Battery voltage low fault

Wiring/ Stator/ Regulator/

Battery

minimum voltage 12.8v.

Check battery voltage at battery;

Disconnect ECU and go to Test 1.

Battery voltage high fault Regulator

Ensure regulato r outp ut vol tage is withi n

specified range. Pinpoint Tests Test Result Action

1. Check wire and termina l

OK Go to Test 2.

integrity:

- P2 E1

2. With igniti on ‘on,’ check

voltage at:

- P2 E1

3. Run engine check for

presence of fault.

Faulty Correct and go to Test 3. Same as battery voltage Go to Test 3.

Less than battery voltage

Locate and correct wiring fault; go to T est

3. OK Done Fault still present Contact Cannondale Dealer Service.

Circuit Diagram

FUEL PUMP

Reported Fault Possible Cause Action

Damaged fuel pump

Fuel pump short

(internal short circuit), harness short circuit, damaged ECU

"Fuel Pump" starting on page 44.

Component test fue l pump. Refer to

Damaged fuel pump

(internal open circuit) harness

Make sure fuel pump connector and fuel

pump terminals are secure.

open circuit, harness con-

Fuel pump open

nector disconnec ted or ter-

Verify good main fuse.

minals at pump loose or disconnected, open circuit to

Disconnect ECU and go Test 1.

battery 12V(+). Pinpoint Tests Test Result Action

1. Check wire and terminal

integrity:

- P1 H1

2.Check for short circuit

between:

- P1 H1 to ground

Faulty Locate and correct and go to Test 2. Open Go to Test 3.

Shorted

Disconnect the fuel pump and go to Test

Locate and correct wiring fault; go to Test

Continuity Go to Test 4.

3. Check continuity between:

- P1 H1 and CN16 pin B

Open

Locate and correct wi rin g fa ult; go to Test

4. Reconnect ECU, press

engine start button, wait 5 seconds and check for short circuit between:

- CN16 B to ground

5. Verify 12V (+) at CN16 pin A

6. Reconnect the ECU a nd

fuel pump. Verify that pump runs briefly (3 seconds) when engine start button is pressed.

7. Run engine and check for

presence of fault.

Circuit Diagram

Open Go to Test 5.

Shorted Replace ECU, go to Test 7.

OK Go to Test 6.

None

Locate and correct wi rin g fa ul t; go to Test

OK Go to Test 7.

Faulty Replace ECU and go to Test 7.

OK Done Fault still present Contact Cannondale Dealer Service.

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IGNITION COIL

Fault Possible Cause Action

Damaged ignition coil or

Coil short fault

ECU, harness short circuit, coil connector disconnected or damaged

Pinpoint Tests Test Result Action

"Ignition Coil" starting on page 45.

secure.

Component test ignition coil. Refer to

Check ignition coil harness connector is

Disconnect ECU and go to Test 1.

1. Check wire and terminal

integrity:

- P2 H1

2. Check resistance value:

Disconnect diagnostic connector CN10, lighting co nnector CN26 (Motorcycle only), remove EMS power relay. Measure between relay socket terminal 30 and P2 H1.

3. Check wire for short circuit

between:

- P2 H1 to ground

4. Check wire continuity between: EMS power relay so cket terminal 30 and CN8 pin 2.

5. Check wiring for short circuit between: EMS power relay so cket terminal 30 and P2 H1

OK Go to Test 2. Faulty Locate and correct and go to Test?.

0.6 Ohms Disconnect ignition coil and go to Test 3. Open circuit Go to Test 4.

Short circuit Disconnect ignition coil and go to Test 5.

Short circuit

Locate and corr ect wi r ing f au lt an d go to

Test 7. Open circuit Go to Test 7. Continuity Go to Test 6.

Open circuit Correct wiring fault and go to Test 7.

Short circuit

Locate and corr ect wi r ing f au lt an d go to

Test 7. Open circuit Go to Test 6.

6. Check ignition coil primary resistance across coil pins 1 and 2

7. Reconnect ECU, run engine check for presence of fault.

Circuit Diagram

0.6 Ohms primary Go to Test 7. Faulty Replace coil, go to Test OK Done

Fault still present Contact Cannondale Dealer Service.

COOLING FAN (ATV ONLY)

Fault Possible Cause Action

"Cooling Fan (ATV Only)" starting on page 46.

Damaged cooling fan or

Cooling fan short fault,

Cooling fan open fault

ECU, harness short circuit, fan connector disconnected or damaged

Pinpoint Tests Test Result Action

Refer to "Coolant Sensor" starting on page 53.

is secure.

Component test the cooling fan. Refer to

Component test the coolant sensor.

Check that cooling fan harness connector

Verify good main fuse. Disconnect ECU and go to Test 1.

1. Check wire and terminal

integrity:

- P2 G1, P2 G2

2. Check wire for short circuit:

- P2 G1 to ground

- P2 G2 to ground

3. Check wire continuity

between:

- P2 G1 and CN22 pin B

4. Verify 12V(+) at CN22 pin A

5. Reconnect the cooling fan and ECU and verify proper fan operation (on at 85°C, off at 80°C coolant temperature). Verify correct airflow.

7. Run engine and check for presence of fault.

OK Disconnect cooling fan and go to Test 2.

Faulty

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 5.

OK Go to Test 3.

Short circuit

Locate and correct wire fault a nd go to

Test 5. OK Go to Test 4. Open circuit Correct wiring fault, go to Test 5. OK Go to Test 5.

None

Locate and correct wi rin g fa ul t, go to Test

OK Done

Faulty Replace ECU and go to Test 7.

OK Done Fault still present Contact Cannondale Dealer Service.

Circuit Diagram

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FUEL INJECTORS

Fault Possible Cause Action

Damaged injector or ECU,

Injector A short fault (left)

harness short circuit

Injector B short fault (right)

Injector A open fault (left) Injector B open fault (right)

Pinpoint Tests Test Result Action

1. Check wire and terminal

integrity:

- P1 H2

- P1 H3

2. Check resistance value:

Motorcycle

Disconnect diagnostic connector CN10, lighting connector CN26, remove EMS power relay. Measure between relay socket terminal 30 and:

- flooding indicates short

circuit

Damaged injector, injector connector disconnected or damaged, harness open circuit

- misfire indicates open

circuit

OK Go to Test 2.

Faulty

12.25

± 0.50 Ohms at 20 ±

2°C

Open circuit Go to Test 4.

Component test the injector. Refer to

"Fuel Injectors" starting on page 19.

Check that injector harness connector is

secure.

Disconnect ECU and go to Test 1.

Locate and corr ect wi r ing f au lt an d go to

Test 7.

Disconnect relevant injector and go to

Test 3.

- P1 H2 (Left injector)

- P1 H3 (Right injector)

ATV

Disconnect the ignition coil, diagnostic connector CN10, switch engine s top button to OFF position. Measure between P2 E1and:

- P1 H2 (Left injector)

- P1 H3 (Right injector)

Short circuit

Disconnect relevant injector and go to

Test 5.

FUEL INJECTORS

3. Check wire for short circuit

- P1 H2 to ground

- P1 H3 to ground

4. Check wire continuity:

Motorcycle Disconnect diagnostic connector CN10, lighting connector CN26, remove EMS power relay. Measure between relay socket terminal 30 and:

- relevant injector pin 1

- P1 H3 to CN6 pin 2 (Right

injector)

- P1 H2 to CN7 pin 2 (Left

injector)

ATV

Disconnect the ignition coil, diagnostic connector CN10, switch engine st op button to OFF position. Measure between P2 E1and:

OK Go to Test 7.

Short circuit

Locate and correct wire fault a nd go to

Test 7.

Continuity Go to Test 6.

Open circuit

Locate and correct wire fault a nd go to

Test 7.

- relevant injector pin 1

- P1 H3 to CN6 pin 2 (Right

injector)

- P1 H2 to CN7 pin 2 (Left

injector)

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FUEL INJECTORS

5. Check short circuit:

Motorcycle Disconnect diagnostic connector CN10, lighting connector CN26, remove EMS power relay. Measure between relay socket terminal 30 and:

- P1 H3

- P1 H2

ATV

Disconnect the ignition coil, diagnostic connector CN10, switch engine s top button to OFF position. Measure between P2 E1and:

- P1 H3

- P1 H2

6. Check inj ector resistance:

- relevant injector across ter-

minals 1 to 2

OK Go to Test 6.

Short circuit

12.25

± 0.50 Ohms at 20 ±

2°C

Faulty Replace injector go to Test 7.

Locate and correct wiring fault proceed to

Test 7.

Go to Test 7.

7. Run engine and check for

presence of fault.

Circuit Diagram

OK Done Fault still present Contact Cannondale Dealer Service.

THROTTLE POSITION SENSOR (TPS)

Fault Possible Cause Action

Throttle position se nsor high

fault

Throttle position sensor low

fault

Damaged TPS sensor, ECU, harness short or open circuit, TPS se ns or c on nec to r disconnected or damaged

Component test the TPS sensor. Check that sensor harness connector is

secure.

Disconnect ECU and go to Test 1. Pinpoint Tests Test Result Action

1. Check wire and terminal

OK Disconnect TPS sensor and go to Test 2.

integrity:

- P1 B3

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 5.

- P1 E3

Faulty

- P1 B4

2. Check for short circuit

OK Go to Test 3.

between:

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 5.

- P1 E3 to ground

Short circuit

3. Check cable continuity:

- P1 E4 to CN3 pin A

- P1 E3 to CN3 pin C

- P1 B3 to CN3 pin B

4. Check cable for short circuit:

- P1 E3 to P1 B3

- P1 E3 to P1 E4

5. Reconnect harness, run

engine and check for presen ce of fault.

Circuit Diagram

OK Go to Test 4.

Open circuit

Short circuit

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 5.

Replace throttle position sensor, go to

Test 5.

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 5. OK Done Fault still present Contact Cannondale Dealer Service.

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AIR TEMPERATURE SENSOR

Fault Possible Cause Action

Damaged air temperature

Air temp sensor high fault

sensor, ECU, harness short or open circuit , sensor con-

Air temp sensor low fault

nector disconnected or damaged

Pinpoint Tests Test Result Action

sensor.

secure.

Component test the air temperature

Check that sensor harness connector is

Disconnect ECU and go to Test 1.

1. Check wire and terminal

integrity:

- P1 D1

- P1 E4

2. Check resistance value:

- P1 D1 to P1 E4 (verify value at temperature

tested; see table)

3. Check wire continuity:

- P1 D1 to CN5 pin 2

- P1 E4 to CN5 pin 1

4. Check for wire short circuit:

- P1 D1 to P1 E4

OK Disconnect TPS sensor and go to Test 2.

Faulty

Locate and corr ect wi r ing f au lt an d go to

Test 7.

Disconnect temperature sensor and go to

Test 6.

Open circuit Go to Test 3.

Short circuit

Disconnect temperature sensor and go to

Test 4.

OK Go to Test 5.

Open circuit

Locate and corr ect wi r ing f au lt an d go to

Test 7.

OK Go to Test 5.

Short circuit

Locate and corr ect wi r ing f au lt an d go to

Test 7.

5. Check sensor resistance:

- CN5 pin 1 to pin 2 (verify value at temperature

tested; see table)

6. Check wire for short circuit”

- P1 D1 to ground

7. Reconnect harness, run engine and check fo r prese nce of fault.

OK Go to Test 7.

Faulty Replace sensor, go to Test 7.

OK Go to Test 7.

Short circuit

Locate and corr ect wi r ing f au lt an d go to

Test 7.

OK Done Fault still present Contact Cannondale Dealer Service.

AIR TEMPERATURE SENSOR

Circuit Diagram

Air Temperature Sensor Resist ance Range

Resistance (ohms)

15071 -20 -4 1700 30 86 331 80 176 11739 -15 5 1414 35 95 287 85 185

9215 -10 14 1181 40 104 250 90 194 7290 -5 23 992 45 113 219 95 203 5808 0 32 837 50 122 192 100 212 4659 5 41 710 55 131 169 105 221 3763 10 50 604 60 140 149 110 230 3058 15 59 517 65 149 132 115 239 2500 20 68 444 70 158 118 120 248 2056 25 77 382 75 167 N/A N/A N/A

Temp. (deg. C)

Temp. (deg. F)

Resistance (ohms)

Temp. (deg. C)

Temp. (deg. F)

Resistance (ohms)

Temp. (deg. C)

Temp. (deg. F)

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COOLANT SENSOR

Fault Reported Possible Cause Action

Damaged coolan t temper-

Engine temp sensor high fault

ature sensor, ECU, harness short or open circu it, sensor

Engine temp sensor hi fault

connector disconnected or damaged

Pinpoint Tests Test Result Action

sensor. Refer to "Coolant Sensor" starting on page 53.

secure.

Component test the coolant temperature

Check that sensor harness connector is

Disconnect ECU and go to Test 1.

1. Check wire and terminal integrity:

- P1 B2

- P1 E4

2. Check resistance value:

- P1 B2 to P1 E4 (verify value at temperature tested; see table)

3. Check wire continuity:

- P1 B2 to CN4 pin 2

- P1 E4 to CN4 pin 1

4. Check for wire short circuit:

- P1 B2 to P1 E4

5. Check sensor resistance:

- CN4 pin 1 to pin 2 (verify value at temperature tested; see table)

OK Go to Test 2.

Faulty

Locate and corr ect wi r ing f au lt an d go to

Test 7.

Disconnect temperature sensor and go to

Test 6.

Open circuit Go to Test 3.

Short circuit

Disconnect temperature sensor and go to

Test 4.

OK Go to Test 5.

Open circuit

Locate and corr ect wi r ing f au lt an d go to

Test 7.

OK Go to Test 5.

Short circuit

Locate and corr ect wi r ing f au lt an d go to

Test 7.

OK Go to Test 7.

Faulty Replace sensor, go to Test 7.

6. Check wire for short circuit”

- P1 B2 to ground

7. Reconnect harness, run engine and check fo r prese nce of fault.

Circuit Diagram

OK Go to Test 7.

Short circuit

Locate and corr ect wi r ing f au lt an d go to

Test 7.

OK Done Fault still present Contact Cannondale Dealer Service.

Coolant Sensor Resistance Range

Resistance (ohms)

45313 -40 -40 2500 20 68 322 80 176 34281 -35 -31 2057 25 77 280 85 185 26114 -30 -22 1707 30 86 243 90 194 20003 -25 -13 1412 35 95 213 95 203 15462 -20 -4 1175 40 104 187 100 212 12002 -15 5 988 45 113 164 105 221 9397 -10 14 834 50 122 144 110 230 7415 -5 23 703 55 131 127 115 239 5896 0 32 595 60 140 113 120 248 4712 5 41 508 65 149 100 125 257 3792 10 50 436 70 158 89 130 266 3069 15 59 374 75 167 N/A N/A N/A

Temp. (deg. C)

Temp. (deg. F)

Resistance (ohms)

Temp. (deg. C)

Temp. (deg. F)

Resistance (ohms)

Temp. (deg. C)

Temp. (deg. F)

Electrical_EFI Service Manual.fm

8/14/02

IDLE AIR CONTROL VALVE (IACV)

Fault Reported Possible Cause Action

Damaged idle air control

Stepper motor fault

Pinpoint Tests Test Result Action

valve, ECU, harness short or open circuit, IACV connector disconnected or damaged

Air Control Valve (IACV)" starting on page 55.

Component tes t th e IACV. Refer to "Idle

Check that harness connector is secure. Disconnect ECU and go to Test 1.

1. Check wire and terminal integrity:

- P1 E1

- P1 E2

- P1 F1

- P1 F2

2. Check resistance:

- P1 E1 to P1 F1

- P1 E2 to P1 F2

3. Check cable for short circuit:

- P1 E1 to ground

- P1 E2 to ground

- P1 F1 to ground

- P1 F2 to ground

4. Check cable continuity:

- P1 E1 to CN25 pin A

- P1 E2 to CN25 pin B

- P1 F1 to CN25 pin C

- P1 F2 to CN25 pin D

OK Go to Test 2.

Faulty

± 10% Ohms

Open circuit Go to Test 4. Short circuit Disconnect IACV and go to Test 5. OK Go to Test 7.

Short circuit

OK Go to Test 6.

Open circuit

Locate and corr ect wi r ing f au lt an d go to

Test 5.

Disconnect the IAVC and go to Test 3.

Locate and corr ect wi r ing f au lt an d go to

Test 7.

Locate and corr ect wi r ing f au lt an d go to

Test 7.

5. Check cable for short circuit:

- P1 E1 to P1 F1

- P1 E2 to P1 F2

Check IACV resistance:

- IACV pin A to pin D

- IACV pin B to pin C

7. Reconnect harness, run engine and check fo r prese nce of fault.

Circuit Diagram

OK Go to Test 6.

Short circuit

± 10%

Faulty Replace IACV, go to Test 7. OK Done Fault still present Contact Cannondale Dealer Service.

Locate and corr ect wi r ing f au lt an d go to

Test 7.

Go to Test 7.

CRANKSHAFT POSITION SENSOR

Fault Reported Possible Cause Action

Check that harness connector is secure.

Crank tooth sync fault

Damaged or contaminated crankshaft po sition sensor, damaged ECU, harness short or open circuit, IACV connector disconnected or damaged

Check sensor air gap: 0.5 to 1.0 mm Check for damaged flywheel teeth. Check flywheel runout or play.

Disconnect ECU and go to Test 1. Pinpoint Tests Test Result Action

1. Check wire and terminal

OK Disconnect sensor and go to Test 2.

integrity:

- P1 A1

- P1 B1

2. Check cable for short circuit:

- P1 A1 to ground

- P1 B1 to ground

3. Check cable continuity:

- P1 A1 to CN2 pin 2

- P1 B1 to CN2 pin 1

Faulty

OK Go to Test 3.

Short circuit

OK Go to Test 4.

Open circuit

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 8.

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 8.

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 8.

4. Check cable for short circuit:

- P1 E1 to P1 F1

- P1 E2 to P1 F2

5. Check cable continuity:

- Sensor cable screen to (frame) ground

6. Check sensor resistance:

Sensor pin 1 to pin 2

7. Check crank toothed wheel

- Damaged teeth

- Magnetic debris contamination

8. Reconnect harness, run

engine and check for presen ce of fault.

OK Go to Test 6.

Short circuit

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 8.

OK Go to Test 7.

Open circuit

Locate and cor rec t w iri ng fa ul t a nd g o t o

Test 8. 532 to 588 Ohms Go to Test 5. Faulty Replace sensor and go to Test 8. OK Go to Test 8.

Faulty

Clean / replace toothed wheel, go to Test

8. OK Done Fault still present Contact Cannondale Dealer Service.

Electrical_EFI Service Manual.fm

8/14/02

COMPONENT TESTING (NON-EFI)

BATTERY

1. Filling electrolyte properly, Charging (times and rates).

2. Load testing using a comme rcially available load tester.

3. Installation

Test for continuity between both black wires; there should be continuity.

Test for cont inuity between both red wires; there should be continuity.

Test for shor t circuit b etween on e of the r ed wires and the two blacks; there s hould be no contin uity. Repeat the test for the other red wire. There should be no continuity.

4. Test for continuity between both black output wires and the rectifier/regulator housing. There should be no continuity.

Washers? Loctite Torque

RECTIFIER /REGULATOR

OTE :

If vehicle is equipped with single phase rectifier/ regulator, complete the steps described, but omit the references made to the third wire (three phase rectifier/regulator).

Dynamic Test

1. Set multi-meter to DC V or Vdc (DC volts ); switch the range to 20 or 50V. Connect the multi meter leads to the battery terminals. Start and rev the engine up to 3000 r/min. Check the battery voltage.

If the voltage is higher tha n 13.5V, rev the engine to 5000 r/min. Check the reading on the meter, if it is lower than 14.8V, the charging system is OK.

If the voltage at 3000 r/min. is lower than 13 .5V, go to the static test.

Static Test

5. Connect the positive mu lti meter probe to the red output wire of the recti fier/regulator. Connect the black multi meter to the yell ow input wire. Rep eat this procedure for each wire.

If an OL (no continuity) is indicated in all three yellow wires, go to the next step.

If you have conti nuity on any of the three yellow wires, replace the rectifier/regulator with a new one.

6. Connect the negative multi meter probe to the red output wire of the recti fier/regulator. Connect the positive probe to a yellow input wire. Check the reading. Repeat the test for each wire.

If a reading around 1 to 1.5 Ohms is obtain ed on all wires, go to the next step.

If an OL (no continu ity) is obtained on any wire, replace the rectifier/regul ato r with a new one.

7. Connect the negative multi meter probe to the negative output wire of the rectifier/regulator. Connect the positive multi meter probe to one yellow wire. Check the r ead ing . Repeat for all y ellow wires.

If an OL (no continuity) is on all three wires is obtained, go to the next step.

If you have continuity on any wire, replace the rectifier/regulator with a new one.

1. Disconnect the rec tifier/regul ator from the v ehicle wiring harness.

2. Switch the multi meter to Ohms (lowest ra nge).

3. If the rectifier regul ator has two red output wires and two black output wires:

8. Connect the positive multi meter probe to the negative output wire of the rectifier/regulator. Connect the negative multi met er probe to one ye llow wire and check the reading. R epeat for the other two yellow wires.

If a reading around 1 to 1.5 Ohms is obtain ed on all three tests, the rectifier/regulator is OK.

If an OL (no continuity) is obtained on any one of

NOTE :

the three tests, replace the rectifier/regulator.

exist in the rectifier/regulator. Test the rectifier/ regulator.

Stator

If vehicle is equipped with a single phase stator, complete the steps described, but omit the references made to the third wire (three phase stator).

Static Test

1. Disconnect the stator connector.

2. Set multi meter to the lowest Ohms setting. Measure the resistance between all three wires coming from the stator. Start with one wire and read resistance between it and the other two. Repeat for remaining two wires.

If all readings are within 0.5 to 2.0 Ohms, go to the next step.

If one of the readings is lower than 0.5 Ohms or higher than 2.0 Ohms, replace the stator.

Connect one of the multi met er lead s up to one of the three yellow wires. Connect the other multi meter lead up to the crank case or to a gro unding point on stator core if it has been removed. Check the reading on th e meter. Make sure the co nnection of the lead to the crankcase or stator core is a good one.

No reading or “OL” displayed, go to the next step.

FLYWHEEL

Inspection Points

1. Check for contact between the installed flywheel and crankshaft position sensor. Make sure the specified sensor air gap is maintaine d throughou t flywheel rotation.

SERVICE:

1. Inspect the flywheel for cracking, damaged magnetic material, key groove, and woodruff (crankshaft) key.

2. Check flywheel key location. Make sure the hub has not spun in th e alu mi num bo dy. The key “cut” in the hub shoul d be aligned with the “C” in the molded “Cannondale” text.

START BUTTON (ATV & MOTORCYCLE)

1. Disconnect the engine start button from the m ain harness.

2. Test fo r continuity between the two leads. There should be no continuity.

3. Press and hold the button and test for continuity. There should be continuity when the button is pressed.

If you have any readin g between 100 Ohms an d zero Ohms, replace the stator.

Dynamic Test - AC Output

1. Switch the multi meter to the AC voltage (range at least 100 VAC). Make sure you do not sw itch to DCV or Vdc by mistake. Conne ct the multi meter leads between two of the yell ow wires emerging from the stator. Start the engine and bring to 5000 r/min. Check the reading on the meter. Switch one of the multi meter leads to another yellow wire and check the reading again.

If three equal readings are obtained, all higher than 50 VAC, the stator is ok. A problem may

Electrical_EFI Service Manual.fm

ENGINE STOP BUTTON

1. Disconnect the engine sto p button from the main harness.

2. Test fo r continuity between the two leads. There should be continuity.

3. Press and hold the button and test for continuity. There should be no co ntinuity when the butto n is pressed.

8/14/02

ENGINE STOP SWITCH (ATV)

OFF

RUN

RUN W/LTS

GREEN VI OLET YELLOW

STARTER SOLENOID

1. Disconnect the engine stop s witch from the main harness.

2. Slide the switch to the RUN position. There should be continuity between the two switch leads.

3. Slide the switch to the OFF position. There should be no continuity.

CLUTCH LEVER SWITCH (ATV)

1. Disconnect the cl utch switch connector from the switch body.

2. Test for continuity between the switch terminals. There should be no continuity.

3. Pull in the clutch lever and test for continuity between the switch terminals. There should be continuity.

Dynamic Test - Solenoid Function

1. Press the engine start button. On ATVs, the additional step of turning the ignition key ON and pulling in the clutch lever is required before pressing the start button.

The solenoid is no rm al if the so len oi d clic k s wh en the start button is pressed.

If you do not hear a “CLICK”, go to the next test.

Static Test - Harness Voltage

1. Disconnect the solenoid from the main wiring harness.

2. On ATVs, turn the ignition key ON and pull in the clutch lever.

Set multi meter to DCV 20V range and connect the positive meter lead to connector pin A; connect the negative me ter lead to connector pin B. Press the engine s tar t bu tton . T he rea d in g should be same as battery voltage (12.5 to 13.0Vdc).

KEY SWITCH

1. Disconnect the key switch connectors from the main harness.

2. Rotate the key to the OFF position. Set the multi meter to Ohms. Test for continuity

between any of the switch leads. There should be no continuity between any of the leads.

3. Rotate the key to the ON po sition. There should be continuity between the green and violet leads . There should be no c on tin uity between the yellow lead and the green or violet.

Rotate the switch to th e “ON w/ Lights” position. There should be contin uity between all leads.

If no voltage is detected, check the main fuse. If the main fuse is OK, check the starti ng circuit

for an open or short circuit. Take corrective action. Consult the vehicle wiring diagram.

3. Set multi meter to Ohms. Connect the positive meter lead to solenoid connector harness pin B and the negative meter lead to ground. There should be continuity.

If an open circuit is detec ted, consult the vehicle wiring diagram.

Static Test - Resistance

1. Disconnect the solenoid from the main wiring harness.

2. Measure the resistanc e of the solenoid c oil at the harness connector.

SERVICE: Solenoid coil resistance

5.0 Ohm

Operati on Test

1. Disconnect the solenoid from the main wiring harness.

2. Connect the positive l ead of a 12V ba ttery power source to the sol enoid coil posi tive lead or terminal (pin A) and the ne gative lead of the 12V battery power source to the solenoid coil negative lead or terminal (pin B).

There should be con tinuity be tween the la rge terminals while the battery source is conne cted, an d no continuity when the bat tery source is disconnected.

STARTER MOTOR

harness starting circ uits f or shor t or op en ci rcuits . Consult the vehicle wiring diagram.

If the starter motor d oes n ot turn, c onfir m tha t the engine can be turned o ve r m anu all y. If the engine does not turn over manually, there is a internal engine problem. Take corrective action.

If the engine turns over manually, the starter is damaged; replace it.

FUSES

When a fuse blows repeatedly, it usually indicates a short circuit or current overload in the electrical system. The problem could be intermittent or constant.

Press the engine start button. On ATVs, the additional step of turning the ig niti on key O N and pulling in the clutch lever is required before pressing the start button.

The starter motor is normal if the engine turns over when the start button is pressed.

If the engine does not turn over:

- Check for loose battery cables or open circuit in battery cables.

- Check for loose solenoid terminals or connectors

- Test the solenoid opera tio n

3. Disconnect the positive cable from the positive

starter terminal. Press th e en gin e s tart button. On ATVs, the additional step of turning the ignition key ON and pull ing in the clutc h lever is req uired before pressing the start butt on. Test for 12V (+) voltage between the starter cable and ground. There should be 12V (+) when the button is pressed.

If no voltage is found and the solenoid is OK, check the vehicle wi ring harness starting circu its for short or open circu its. Consult the ve hicle wiring diagram.

If voltage is present, go to next step.

1. To inspect the fuse, remove the fuse from the holder and inspect it.

(1)

REPLACE

WARNIN

Use only specified fuse rating. An electrical fire or vehicle damaged can result if a fuse rating other than specified is used. Using other materials in place of the fuse will cause damage to system.

4. Connect the starter motor positive terminal directly to the vehicle battery positive terminal with a heavy lead similar in size to starter motor harness cable.

If the starter motor turns, check th e vehicl e wirin g

Electrical_EFI Service Manual.fm

Printed : 8/14/02

INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - 3

Important Notice - - - - - - - - - - - - - - - - - - 3 About the manual - - - - - - - - - - - - - - - - - 3 Comments? - - - - - - - - - - - - - - - - - - - - 3

IMPORTANT MANUAL INFORMATION- - - - - - - - - - - 4 ENGINE MANAGEMENT SYSTEM (EMS) - - - - - - - - - 6

CANNONDALE DIAGNOSTIC AND MAINTENANCE TOOL VERSION 2.0 - - - - - - - - - - - - - - - - - - - - - - - 21

General Information - - - - - - - - - - - - - - - 21 Installation - - - - - - - - - - - - - - - - - - - - 21

In the Windows Explorer, double click the SecurityCode application. Or, you can access this application by clicking on Security code.exe through the program group. - - 22

Common Problems- - - - - - - - - - - - - - - - 23

Interpreting Error Messages - - - - - - - - - - - 24

Other Messages - - - - - - - - - - - - - - - - - 25

Communication cable - - - - - - - - - - - - - - 27

Cannondale Diag nos tic and M ai nte nan ce tool Main Window - - - - - - - - - - - - - - - - - - - - - - - - 28

ECU Operating code - - - - - - - - - - - - - - - 29

Calibrations - - - - - - - - - - - - - - - - - - - 37

ECU Monitor - - - - - - - - - - - - - - - - - - - 39

Reading Fault Codes- - - - - - - - - - - - - - - 40

Starter Solenoid - - - - - - - - - - - - - - - - - 59 Starter Motor - - - - - - - - - - - - - - - - - - - 60 Fuses - - - - - - - - - - - - - - - - - - - - - - 60

FAULT TROUBLESHOOTING - - - - - - - - - - - - - - 42

Sensor Supply Voltage- - - - - - - - - - - - - - 42

System Voltage - - - - - - - - - - - - - - - - - 43

Fuel Pump - - - - - - - - - - - - - - - - - - - - 44

Ignition Coil - - - - - - - - - - - - - - - - - - - 45

Cooling Fan (ATV Only) - - - - - - - - - - - - - 46

Fuel Injectors - - - - - - - - - - - - - - - - - - 47

Throttle Position Sensor (TPS) - - - - - - - - - - 50

Air temperature Sensor- - - - - - - - - - - - - - 51

Coolant Sensor - - - - - - - - - - - - - - - - - 53

Idle Air Control Valve (IACV) - - - - - - - - - - - 55

Crankshaft Position Sensor- - - - - - - - - - - - 56

COMPONENT TESTING (NON-EFI)- - - - - - - - - - - - 57

Battery- - - - - - - - - - - - - - - - - - - - - - 57

Rectifier /Regulator- - - - - - - - - - - - - - - - 57

Flywheel - - - - - - - - - - - - - - - - - - - - - 58

Start Button (ATV & Motorcycle) - - - - - - - - - 58

Engine Stop Button- - - - - - - - - - - - - - - - 58

Engine Stop Switch (ATV) - - - - - - - - - - - - 59

Clutch Lever Switch (ATV) - - - - - - - - - - - - 59

Key Switch- - - - - - - - - - - - - - - - - - - - 59

5002066

Cannondale Electrical EFI TROUBLESHOOTING

Specifications and Main Features

Frequently Asked Questions

User Manual

INTRODUCTION

IMPORTANT NOTICE

ABOUT THE MANUAL

COMMENTS?

IMPORTANT MANUAL INFORMATION

ENGINE CONTROL UNIT (ECU)

ECU PROGRAMMING

ECU diagnostic connectors

Reporting system faults

P1 and P2 Connectors

Pin identification (P1 or P2)

Disconnecting the ECU

Reconnecting the ECU

Cleaning

SERVICING CONNECTORS AND COUPLERS

Disconnecting

Connecting

BAROMETRIC PRESSURE SENSOR

THROTTLE POSITION SENSOR (TPS)

COOLANT TEMPERATURE SENSOR

AIR TEMPERATURE SENSOR

CRANKSHAFT POSITION SENSOR

IDLE AIR CONTROL VALVE (IACV)

IACV Stepped positions

IGNITION COIL

EMS POWER RELAY

FUEL PUMP AND FUEL PRESSURE REGULATOR

COOLING FAN (ATV

GENERAL INFORMATION

INSTALLATION

Installing the software

Verifying COM port setup

COMMON PROBLEMS

Weak vehicle battery

EMS not powered-up

INTERPRETING ERROR MESSAGES

Failed to Unlock System 125

I/O Error Message

OTHER MESSAGES

Progress Indicator

Retrying Checksum

COMMUNICATION CABLE

CANNONDALE DIAGNOSTIC AND MAINTENANCE TOOL MAIN WINDOW

ECU OPERATING CODE

To install (update) an operating code

Opening a SAVED Calibration file

To open a saved calibration file,

To receive

Setting the throttle position sensor minimum and maximum values

CALIBRATIONS

Updating throttle body and fuel injector calibrations

To update calibrations

ECU MONITOR

ECU Parameters (defined)

Using the ECU Monitor

READING FAULT CODES

To read fault codes

FAULT TROUBLESHOOTING

SENSOR SUPPLY VOLTAGE

SYSTEM VOLTAGE

FUEL PUMP

IGNITION COIL

COOLING FAN (ATV ONLY)

FUEL INJECTORS

THROTTLE POSITION SENSOR (TPS)

AIR TEMPERATURE SENSOR

Air Temperature Sensor Resist ance Range

COOLANT SENSOR

Coolant Sensor Resistance Range

IDLE AIR CONTROL VALVE (IACV)

CRANKSHAFT POSITION SENSOR

COMPONENT TESTING (NON-EFI)

BATTERY

RECTIFIER /REGULATOR

Stator

FLYWHEEL