Cannondale Electrical EFI TROUBLESHOOTING

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

Electrical_EFI Service Manual.fm

8/14/02

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

Electrical_EFI Service Manual.fm

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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

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