Suzuki SV1000 2003-2005 Service Manual 4 FI System

Fl SYSTEM

CONTENTS

Fl SYSTEM

4-1

PRECAUTIONS IN SERVICING~~

Fl SYSTEM TECHNICAL FEATURES

FI SYSTEM PARTS LOCATION FI SYSTEM WIRING DIAGRAM SELF-DIAGNOSIS FUNCTION

FAIL-SAFE FUNCTION

Fl SYSTEM TROUBLESHOOTING

CONNECTOR/COUPLER

FUSE

. . . .

. . . . . . . . ..... . . . . . . . . . ..... . . . . . . . . . . .

. . . . .

. .~. . . . . .

.....

. . . . .

ECM/VARIOUS SENSORS ELECTRICAL CIRCUIT INSPECTION PROCEDURE

USING TESTERS

INJECTION TIME (INJECTION VOLUME)

COMPENSATION OF INJECTION TIME (VOLUME)

INJECTION STOP CONTROL

FUEL DELIVERY SYSTEM FUEL PUMP

FUEL PRESSURE REGULATOR FUEL INJECTOR FUEL PUMP CONTROL SYSTEM

ECM (FI CONTROL UNIT) INJECTION TIMING SENSORS

USER MODE DEALER MODE

TPS ADJUSTMENT ----

CUSTOMER COMPLAINT ANALYSIS SELF-DIAGNOSTIC PROCEDURES SELF-DIAGNOSIS RESET PROCEDURE MALFUNCTION CODE AND DEFECTIVE CONDITION

"C11"CMP SENSOR CIRCUIT MALFUNCTION "C12" CKP SENSOR CIRCUIT MALFUNCTION

"C13" IAP SENSOR CIRCUIT MALFUNCTION "C14" TP SENSOR CIRCUIT MALFUNCTION "C15" ECT SENSOR CIRCUIT MALFUNCTION

"C21 "C22" AP SENSOR CIRCUIT MALFUNCTION "C23" TO SENSOR CIRCUIT MALFUNCTION "C24" or "C25" IGINTION SYSTEM MALFUNCTION "C28" STV ACTUATOR CIRCUIT MALFUNCTION

"C29" STP SENSOR CIRCUIT MALFUNCTION "C31 " "C32" or "C33" FUEL INJECTOR CIRCUIT MALFUNCTION

"C41 "C42" IG SWITCH CIRCUIT MALFUNCTION "C44" H02 SENSOR (HO2S) CIRCUIT MALFUNCTION

(FOR E-02,19)

"C49" PAIR CONTROL SOLENOID VALVE

IA T SENSOR CIRCUIT MALFUNCTION

GEAR POSITION (GP) SWITCH CIRCUIT MALFUNCTION

" FP RELAY CIRCUIT MALFUNCTION

. . .

. . . ..... . . . .

~.. . . . . . . . . .

. . . . . . .

4- 3 4- 3

. . . . . . . . . . .

. . . . .

~ ~ ~

. . . . . . . .

. . . . ....~

. . .....4- 4

4- 4 4- 6

4- 9 4-10 4-10

4-11 4-11 4-12 4-13

4-14 4-14 4-15 4-16

4-16 4-17 4-21

4-23 4-24 4-24

4-25

4-26

4-27 4-28

4-28 4-30 4-30

4-31 4-33 4-35 4-37

4-40 4-42

4-44 4-46

4-49 4-51 4-51

4-53 4-57 4-58 4-60

4-60

. .

.4-61

4-63

4-2Fl SYSEM

Fl SYSTEM

CONTENTS

FUEL SYSTEM

FUEL TANK LIFT-UP FUEL TANK REMOVAL FUEL TANK INSTALLATION

FUEL PRESSURE INSPECTION FUEL PUMP INSPECTION FUEL PUMP RELAY INSPECTION

FUEL PUMP AND FUEL FILTER REMOVAL FUEL MESH FILTER INSPECTION AND CLEANING FUEL PUMP CASE BUSHING INSPECTION FUEL PUMP AND FUEL MESH FILTER INSTALLATION

THROTTLE BODY AND STV ACTUATOR

CONSTRUCTION

AIR CLEANER AND THROTTLE BODY REMOVAL

THROTTLE BODY DISASSEMBLY THROTTLE BODY CLEANING THROTTLE BODY INSPECTION

THROTTLE BODY REASSEMBLY THROTTLE BODY INSTALLATION

STP SENSOR ADJUSTMENT

FUEL INJECTOR INSPECTION FUEL INJECTOR REMOVAL FUEL INJECTOR INSTALLATION

FAST IDLE INSPECTION

FAST IDLE ADJUSTMENT THROTTLE VALVE SYNCHRONIZATION THROTTLE CABLE ADJUSTMENT

SENSOR

~ lAP SENSOR INSPECTION IAP SENSOR REMOVAL/INSTALLATION

TP SENSOR INSPECTION

STP SENSOR INSPECTION STP SENSOR REMOVAL/INSTA LLA TION

CKP SENSOR INSPECTION CKP SENSOR REMO VAUINSTALLA TION CMP SENSOR INSPECTION

CMP SENSOR REMOVAL/INSTALLATION IAT SENSOR INSPECTION IAT SENSOR REMOVAL/INSTALLATION

ECT SENSOR INSPECTION ECT SENSOR REMOVAL/INSTALLATION AP SENSOR INSPECTION

AP SENSOR REMOVAL/INSTALLATION

TO SENSOR INSPECTION

TO SENSOR REMOVAL/INSTALLATION

HO2 SENSOR INSPECTION (FOR E-02,19)

H02 SENSOR REMOVAL/INSTALLATION (FOR E-02,19)

SENSOR ADJUSTMENT~4-85

TP SENSOR REMOVAL/INSTALLATION~4-91

4-92

4-65 4-65 4-65

4-66 4-67 4-68

4-69 4-69

4-71 4-71

4-71 4-74 4-74 4-75

4-77 4-80

4-80 4-81 4-84 4-85

4-86 4-86

4-86 4-87 4-87 4-88

4-90 4-91 4-91

4-91 4-91

4-92 4-92 4-92

4-92 4-92

4-93 4-93 4-93

4-93 4-93 4-93 4-93

4-94

PRECAUTIONS IN SERVICING

When handling the FI component parts or servicing the FI system, observe the following points for the safety of the system

CONNECTOR/COUPLER

•

When connecting a connector, be sure to push it in until a click is felt

•

With a lock type coupler, be sure to release the lock when disconnecting, and push it in fully till the lock works when connecting it

•

When disconnecting the coupler, be sure to hold the coupler body and do not pull the lead wires

•

Inspect each terminal on the connector/coupler for looseness or bending

•

Inspect each terminal for corrosion and contamination The terminals must be clean and free of any foreign material which could impede proper terminal contact

FI SYSTEM 4-

•

Inspect each lead wire circuit for poor connection by shaking it

by hand lightly . If any abnormal condition is found, repair or

replace

•

When taking measurements at electrical connectors using a tester probe, be sure to insert the probe from the wire harness

side (backside) of the connector/coupler

-4 Fl SYSTEM

•

When connecting meter probe from the terminal side of the coupler (connection from harness side not being possible),

use extra care not to force and cause the male terminal to bend or the female terminal to open

Connect the probe as shown to avoid opening of female ter-

minal

Never push in the probe where male terminal is supposed to

fit

Check the male connector for bend and female connector for

•

excessive opening ness), corrosion, dust, etc

. Also check the coupler for locking (loose-

FUSE

When a fuse blows, always investigate the cause, correct it

•

and then replace the fuse

Do not use a fuse of a different capacity

•

Do not use wire or any other substitute for the fuse

ECM/VARIOUS SENSORS

Since each component is a high-precision part, great care

•

should be taken not to apply any sharp impacts during

removal and installation

Be careful not to touch the electrical terminals of the ECM

•

The static electricity from your body may damage this part

FI SYSTEM4-5

•

When disconnecting and connecting the ECM couplers, make

sure to turn OFF the ignition switch, or electronic parts may get damaged

Battery connection in reverse polarity is strictly prohibited

•

Such a wrong connection will damage the components of the FI system instantly when reverse power is applied

•

Removing any battery terminal of a running engine is strictly prohibited

The moment such removal is made, damaging counter electromotive force will be applied to the ECM which may result in

serious damage

Before measuring voltage at each terminal, check to make

•

sure that battery voltage is 11 V or higher check at low battery voltage will lead to erroneous diagnosis

. Terminal voltage

Never connect any tester (voltmeter, ohmmeter, or whatever)

•

to the ECM when its coupler is disconnected damage to the ECM may result

Never connect an ohmmeter to the ECM with its coupler con-

•

nected result

•

Be sure to use a specified voltmeter/ohmmeter accurate measurements may not be obtained and personal

injury may result

. If attempted, damage to the ECM or sensors may

. Otherwise,

-6 FI SYSTEM

ELECTRICAL CIRCUIT INSPECTION PROCEDURE

While there are various methods for electrical circuit inspection, described here is a general method to check for open and short circuit using an ohmmeter and a voltmeter

OPEN CIRCUIT CHECK Possible causes for the open circuit are as follows

can exist in the connector/coupler or terminal, they need to be checked carefully

•

Loose connection of connector/coupler

•

Poor contact of terminal (due to dirt, corrosion or rust, poor contact tension, entry of foreign object etc

•

Wire harness being open

•

Poor terminal-to-wire connection

. As the cause

•

Disconnect the negative cable from the battery

•

Check each connector/coupler at both ends of the circuit being checked for loose connection of the coupler lock if equipped

Using a test male terminal, check the female terminals of the

•

circuit being checked for contact tension

Check each terminal visually for poor contact (possibly caused by dirt, corrosion, rust, entry of foreign object, etc the same time, check to make sure that each terminal is fully

inserted in the coupler and locked

If contact tension is not enough, rectify the contact to increase tension or replace

The terminals must be clean and free of any foreign material which could impede proper terminal contact

Using continuity inspect or voltage check procedure as

•

described below, inspect the wire harness terminals for open circuit and poor connection

. Locate abnormality, if any

. Also check for condition

. At

Check contact

tension by inserting

and removing

441

Check each terminal for bend and proper

alignment

FI SYSTEM 4-7

Continuity check

•

Measure resistance across coupler © (between

the figure)

If no continuity is indicated (infinity or over limit), the circuit is open between terminalsWOand ©

Disconnect the coupler © and measure resistance between

• couplersWOand © If no continuity is indicated, the circuit is open between couplersWOand ©

cuit between couplers ©' and © or an abnormality in coupler

©' or coupler ©

. If continuity is indicated, there is an open cir-

and © in

,,ill/

VOLTAGE CHECK

If voltage is supplied to the circuit being checked, voltage check

can be used as circuit check

•

With all connectors/couplers connected and voltage applied

to the circuit being checked, measure voltage between each

terminal and body ground

If measurements were taken as shown in the figure at the right

and results are as listed below, it means that the circuit is open

between terminals

Voltage Between

•

and body ground

•

and body ground and body ground

•

Also, if measured values are as listed below, a resistance (abnormality) exists which causes the voltage drop in the circuit between terminalsWOand ©

Voltage Between

and body ground

•

and body ground and body ground

•

and ©

: Approx : Approx :

: Approx : Approx

. 5 V . 5 V

0 V

. 5 V . 5 V

3 V

2 V voltage drop

4-8 FI

SHORT CIRCUIT CHECK (WIRE HARNESS TO GROUND)

NOTE If the circuit to be checked branches to other parts as shown, disconnect all connectors/couplers of those parts diagnosis will be misled

SYSTEM

•

Disconnect the negative cable from the battery

•

Disconnect the connectors/couplers at both ends of the circuit

to be checked

•

Measure resistance between terminal at one end of circuit terminal in figure) and body ground there is a short circuit to ground between terminals

. If continuity is indicated,

. Otherwise,

and ©

•

Disconnect the connector/coupler included in circuit (coupler ©) and measure resistance between terminalOOand body

ground If continuity is indicated, the circuit is shorted to the ground

between terminalsOand ©

Fl SYSTEM 4-9

USING TESTERS

•

Use the Suzuki multi-circuit tester (09900-25008)

•

Use well-charged batteries in the tester

•

Be sure to set the tester to the correct testing range

Using the tester

•

Incorrectly connecting the (+ andOprobes may cause the inside of the tester to burnout

•

If the voltage and current are not known, make measurements using the highest range

•

When measuring the resistance with the multi-circuit tester, will be shown as 10

•

Check that no voltage is applied before making the measurement

. If voltage is applied, the tester may be damaged

•

After using the tester, turn the power off

.00 MS2 and "1" flashes in the display

Irs

09900-25008 09900-25009

NOTE

•

When connecting the multi-circuit tester, use a needle pointed

probe set to the back side of the lead wire coupler and connect

the probes of tester to them

* Use a needle pointed probe set to prevent the rubber of the

waterproof coupler from damage

: Multi-circuit tester : Needle pointed probe set

4-10 FI SYSTEM

FI SYSTEM TECHNICAL FEATURES

INJECTION TIME (INJECTION VOLUME)

The factors to determine the injection time include the basic fuel injection time which is calculated on the basis of the intake air pressure, engine speed and throttle opening angle, and various compensations

These compensations are determined according to the signals from various sensors that detect the engine and driving conditions

Intake Air Pressure Sensor (IAP Sensor)

Crankshaft Position Sensor (CKP Sensor)

Throttle Position

Sensor (TP Sensor)

Various Sensors

Injectors

Intake air pressure signal

Engine speed signal

Throttle opening signal

Various signals

Injection signal

ECM

Basic

fuel

injection

time

Compensation

Ultimate

fuel

injection

time

- -

-t

FI SYSTEM 4

.11

COMPENSATION OF INJECTION TIME (VOLUME)

The following different signals are output from the respective sensors for compensation of the fuel injection

time (volume)

SIGNAL

ATMOSPHERIC PRESSURE SENSOR SIGNAL

ENGINE COOLANT TEMPERATURE SEW SOR SIGNAL

INTAKE AIR TEMPERATURE SENSOR SIGNAL HEATED OXYGEN SENSOR SIGNAL

(FOR E-02,19)

BATTERY VOLTAGE SIGNAL

ENGINE RPM SIGNAL STARTING SIGNAL

ACCELERATION SIGNAL/

DECELERATION SIGNAL

DESCRIPTION

When atmospheric pressure is low, the sensor sends the signal to the ECM and reduce the injection time (volume)

When engine coolant temperature is low, injection time (volume) is increased

When intake air temperature is low, injection time (volume) is increased

Air/fuel ratio is compensated to the theoretical ratio from density of oxygen in exhaust gasses occurs in such a way that more fuel is supplied if detected air/fuel ratio is lean and less fuel is supplied if it is rich

ECM operates on the battery voltage and at the same time, it monitors the voltage signal for compensation of the fuel injection time (volume) adjust injection volume in the case of low voltage

At high speed, the injection time (volume) is increased When starting engine, additional fuel is injected during

cranking engine During acceleration, the fuel injection time (volume) is

increased, in accordance with the throttle opening speed and engine rpm (volume) is decreased

. The compensation

. A longer injection time is needed to

. During deceleration, the fuel injection time

INJECTION STOP CONTROL

SIGNAL

TIP OVER SENSOR SIGNAL

(FUEL SHUT-OFF)

OVER-REV

. LIMITER SIGNAL

DESCRIPTION

When the motorcycle tips over, the tip over sensor sends a signal to the ECM plied to the fuel pump, fuel injectors and ignition coils

The fuel injectors stop operation when engine rpm reaches

. limit rpm

rev

. Then, this signal cuts OFF current sup-

-12 Fl SYSTEM

FUEL DELIVERY SYSTEM

The fuel delivery system consists of the fuel tank, fuel pump, fuel filters, fuel feed hose, fuel delivery pipe (including fuel injectors) and fuel pressure regulator . There is no fuel return hose

pumped up by the fuel pump and pressurized fuel flows into the injector installed in the fuel delivery pipe Fuel pressure is regulated by the fuel pressure regulator

. As the fuel pressure applied to the fuel injector (the

fuel pressure in the fuel delivery pipe) is always kept at absolute fuel pressure of 300 kPa (3 43 psi), the fuel is injected into the throttle body in conic dispersion when the injector opens according to the

injection signal from the ECM

The fuel relieved by the fuel pressure regulator flows back to the fuel tank

. The fuel in the fuel tank is

.0 kgf/cm2,

Fuel pressure regulator

Fuel injector

BEFORE-PRESSURIZED FUEL

PRESSURIZED FUEL

__~RELIEVED FUEL

Fl SYSTEM 4

.13

FUEL PUMP

The electric fuel pump is mounted at the bottom of the fuel tank, which consists of the armature, magnet, impeller, brush, check valve and relief valve the FUEL PUMP CONTROL SYSTEM When electrical energy is supplied to the fuel pump, the motor in the pump runs and together with the impeller

. This causes a pressure difference to occur on both sides of the impeller as there are many grooves

around it through the outlet port when the fuel pump is stopped

. Then the fuel is drawn through the inlet port, and with its pressure increased, it is discharged

. The fuel pump has a check valve to keep some pressure in the fuel feed hose even

. Also, the relief valve is equipped in the fuel pump, which releases pressurized fuel to the fuel tank when the outlet of the fuel pressure has increased up to 450 kgf/cm2,

- 85 psi)

Relief valve

'∎

Brush

. The ECM controls its ON/OFF operation as controlled under

600 kPa (4.5-6.0

Magnet

Impeller

-71-

W1101

Check valve

When the impeller is driven by the motor, pressure differential occurs between the front part and the rear part of the blade groove as viewed in angular direction due to fluid friction place causing fuel pressure to be built up

discharged through the motor section and the check valve

. The pressurized fuel is then let out from the pump chamber and

Blade groove

Outlet

Armature

Inlet

Inlet port

. This process continuously takes

4-14 FI SYSTEM

FUEL PRESSURE REGULATOR

The fuel pressure regulator consists of the spring and valve (3

.0 kgf/cm2, 43 psi) to be applied to the injector at all times When the fuel pressure rises more than 300 kPa (3 lator open and excess fuel returns to the fuel tank

.0 kgf/cm2,

. It keeps absolute fuel pressure of 300 kPa

43 psi), the fuel pushes the valve in the regu-

FUEL INJECTOR

The fuel injector consists of the solenoid coil, plunger, needle valve and filter It is an electromagnetic type injection nozzle which injects fuel in the throttle body according to the signal

from the ECM

When the solenoid coil of the injector is energized by the ECM, it becomes an electromagnet and attracts the plunger

is under the fuel pressure injects fuel in conic dispersion

. At the same time, the needle valve incorporated with the plunger opens and the injector which

. As the lift stroke of the needle valve of the injector

is set constant, the volume of the fuel injected at one time is determined by the length of time during which the solenoid coil is energized (injection time)

10,

Needle valve

Plunger

1111110-

Filter

Solenoid coil

Fl SYSTEM4-15

FUEL PUMP CONTROL SYSTEM

When the ignition switch is turned on, current from the battery flows to the fuel pump motor through the sidestand relay and the fuel pump relay causing the motor to turn

Since the ECM has a timer function, the fuel pump motor stops turning in three seconds after the switch has been turned on

. Thereafter, when the crankshaft is turned by the starter motor or the engine has been started, the engine revolving signal is input to the ECM

. Then, current flows to the fuel pump motor from the battery through the

side-stand relay and the fuel pump relay so that the pump continues to function

A tip over sensor is provided in the fuel pump control circuit . By this provision, anytime the motorcycle tips over, the tip over sensor sends a signal to the ECM to turn off power to the fuel pump relay, causing the fuel

pump motor to stop

which then stops the engine

. At the same time, current to the fuel injectors as well as the ignition coil is interrupted,

SIDE-STAND RELAY

O O

BATTERY

30A

TIP OVER SENSOR

15A

IG SWITCH

FUEL PUMP RELAY

4-16 FI SYSTEM

ECM (FI CONTROL UNIT)

The ECM is located under the seat The ECM consists of CPU (Central Processing Unit), memory (ROM) and I/O (Input/Output) sections signal from each sensor is sent to the input section and then sent to CPU

received, CPU calculates the volume of fuel necessary for injection using maps programmed for varying engine conditions injector The eight kinds of independent program maps are programmed in the ROM These eight kinds of maps are designed to compensate for differences of the intake/exhaust systems and cooling performance LIGHT LOAD:When the engine is running in a light load, the fuel injected volume (time) is determined the

HEAVY LOAD

. Then, the operation signal of the fuel injection is sent from the output section to the fuel

on basis of the intake air pressure and engine speed

: When the engine is running in a heavy load, the fuel injected volume (time) is determined

on the basis of the throttle valve opening and engine speed

. The

. On the basis of signal information

INJECTION TIMING

The system employs a sequential, front and rear cylinder independent injection type, using the crankshaft position sensor (signal generator) to determine the piston position (injection timing and ignition timing) and

the camshaft position sensor to identify the cylinder during operation, and these information are sent to the

ECM

. This makes it possible to inject the optimum volume of fuel in the best timing for the engine operating

conditions

SENSORS

INTAKE AIR PRESSURE SENSOR (IAP SENSOR) The intake air pressure sensor is located at the rear side of the

air cleaner box and its vacuum hose is connected to the throttle body

. The sensor detects the intake air pressure, which is then converted into voltage signal and sent to the ECM

The basic fuel injection time (volume) is determined according to the voltage signal (output voltage)

The voltage signal increases when the intake air pressure is high

FI SYSTEM 4-17

THROTTLE POSITION SENSOR (TP SENSOR) The throttle position sensor is installed on the No

body

. The throttle position sensor is a kind of variable resistor which detects the throttle opening angle The supplied voltage in the sensor is changed to the throttle position voltage which is then sent to the ECM The basic fuel injection time (volume) is determined according to the voltage signal (output voltage) The voltage signal increases as the throttle is opened wider

. 2 throttle

4-18

FI SYSTEM

CRANKSHAFT POSITION SENSOR (CKP SENSOR)

The signal rotor is mounted on the generator rotor, and the crankshaft position sensor is installed in the generator cover

The sensor generates the pick-up signal to be supplied to the ECM

The ECM calculates and decides both the fuel injection timing and ignition timing

The injection volume increases when the engine rpm is high

CAMSHAFT POSITION SENSOR (CMP SENSOR)

The signal rotor is installed on the No the camshaft position sensor is installed on the No head cover

. 2 intake camshaft, and

. 2 cylinder

The sensor generates the rectangle signal to be supplied to the

ECM

The ECM calculates and decides the cylinder identity and sequential injection timing

CMP sensor

INTAKE AIR TEMPERATURE SENSOR (IAT SENSOR) The intake air temperature sensor is installed at the rear side of

the air cleaner box

The sensor detects the intake air temperature in thermistor

resistance value

signal, the signal is sent to the ECM

increases as intake air temperature decreases

. With this resistance value converted to voltage

. The injection volume

. The thermistor resistance value increases when the intake air temperature is low, and decreases when the intake air tempera-

ture is high

Signal rotor

Thermistor

FI SYSTEM 4-19

ENGINE COOLANT TEMPERATURE SENSOR (ECT SENSOR)

The engine coolant temperature sensor is installed at the ther-

mostat case

The sensor detects the engine coolant temperature in thermistor

resistance value, which is then converted to voltage signal and

sent to the ECM

perature decreases

. The injection volume increases as coolant tem-

The thermistor resistance value increases when the engine coolant temperature is low, and decreases when the engine coolant temperature is high

Thermistor

ATMOSPHERIC PRESSURE SENSOR (AP SENSOR)

The atmospheric pressure sensor is located under the seat The sensor detects the atmospheric pressure

. The detected

pressure is converted into voltage signal and sent to the ECM

The injection time (volume) is controlled according to the voltage

signal (output voltage)

The voltage signal increases as the atmospheric pressure rises

4-20 Fl

TIP OVER SENSOR (TO SENSOR) The tip over sensor is located in front of the battery holder

The sensor detects the leaning of the motorcycle

more than 65° and a signal is sent to the ECM . At the same

time, this signal cuts OFF current supply to the fuel pump, fuel

injectors and ignition coils

SYSTEM

. When it leans

NNW

SECONDARY THROTTLE POSITION SENSOR (STP SENSOR) The secondary throttle position sensor is installed on the No

throttle body The secondary throttle position sensor is a kind of variable resistor which detects the secondary throttle opening angle

The STP sensor detects the STV actuator movement by the voltage signal which is then sent to the ECM The ECM determines the ST valve angle based on the operation

map

. The voltage signal increases as the secondary throttle is opened wider

. 2

FI SYSTEM 4-

FI SYSTEM PARTS LOCATION

Speedometer

Secondary throttle position sensor (STPS)®Speed sensor Throttle position sensor (TPS)

Secondary throttle valve actuator (STVA)©Ignition coil (IG COIL)

Atmospheric pressure sensor (APS)

Crankshaft position sensor (CKPS)

Fuel pump (FP)

Intake air temperature sensor (IATS)

4-22

FI SYSTEM

Ignition coil (IG COIL)

•

Tip over sensor (TOS)

Intake air pressure sensor (ZAPS)

•

Camshaft position sensor (CMPS)

•

Engine coolant temperature sensor (ECTS)

® Gear position switch ® Heated oxygen sensor (HO2S) [For E-02, 19]

® PAIR solenoid valve

Fuel injector (FI)

SIDE-STAND ENGINE STOP

_RELAY

SWITCH

ECM

H02 (OXH)

H02 (OX)

BATT

TOS

'f$ +B

CLT

THW

SOL

5 FI #1 CFI#2

MO+

94 THA

VCC

v TPS

STPS

G+

N+ N-

T S

1e` PM

,It PA

TACO

4© NT

C C13

-Gr/W

- Gr/B

Y/G

B/R

R/B

-R

-P/W

-B/Br

-Y

W/B

- W/G

Y/W

MODE SELECTION SWITCH

IG1

10A

TIP OVER SENSOR

ATMOSPHERIC

PRESSURE

SENSOR

NEUTRAL LAMP

FUEL PUMP RELAY

STARTER

Y BUTTON

FUEL PUMP

CMPS

TPS

STPS

ECTS

SPEEDOMETER

INTAKE AIR

INTAKE PRESSURE

SENSOR

PAIR SOLENOID CONTROL VALVE

GEAR

SIDE-

POSITION LEVER

STAND SWITCH SWITCH

CLUTCH

POSITION SWITCH

H02SENSOR

(Except for USA)

FI~FUEL INJECTOR STPS SECONDARY THROTTLE POSITION SENSOR ECTS ENGINE COOLANT TEMP TPS

THROTTLE POSITION SENSOR

IATS

INTAKE AIR TEMP SENSOR CMPS CAMSHAFT POSITION SENSOR CKPS CRANKSHAFT POSITION SENSOR STVA

SECONDARY THROTTLE VALVE ACTUATOR

. SENSOR

4-24 FI SYSTEM

SELF-DIAGNOSIS FUNCTION

The self-diagnosis function is incorporated in the ECM "Dealer mode"

. The user can only be notified by the LCD (DISPLAY) panel and FI light tion of the individual FI system devices, the dealer mode is prepared sary to read the code of the malfunction items

USER MODE

. The function has two modes, "User mode" and

. In this check, the special tool is neces-

. To check the func-

MALFUNCTION

"NO"

"YES"

LCD (DISPLAY) INDICATION

Engine coolant

temp

Engine coolant

temp

. and "Fl"

letters

Engine can start

Engine can not start."Fl" letters*2"Fl" letter turns

When one of the signals is not received by the ECM, the fail-safe circuit works and injection is not stopped

In this case, "Fl" and engine coolant temp

. are indicated in the LCD panel and motorcycle can run

LCD (DISPLAY)

INDICATION ©

"Fl" letter turns ON

ON and blinks

FI LIGHT

INDICATION

FI light turns ON

and blinks

INDICATION

;

MODE

Each 2 sec

Engine coolant

temp

. or "Fl" is

indicated

"Fl" is indicated

continuously

*2 The injection signal is stopped, when the camshaft position sensor signal, crankshaft position sensor signal, tip over sensor signal, both #1/#2 ignition signals, both #1/#2 injection signals, fuel pump relay signal or ignition switch signal is not sent to the ECM

run "CHEC"

: The LCD panel indicates "CHEC" when no communication signal from the ECM is received for

5 seconds

For Example

: The ignition switch is turned ON, and the engine stop switch is turned OFF ometer does not receive any signal from the ECM, and the panel indicates "CHEC"

If "CHEC" is indicated, the LCD does not indicate the trouble code ing harness between ECM and speedometer couplers The possible cause of this indication is as follows stand/ignition inter-lock system is not working

. In this case, "Fl" is indicated in the LCD panel

. Motorcycle does not

. In this case, the speed-

. It is necessary to check the wir-

; Engine stop switch is in OFF position

. Ignition fuse is burnt

. Side-

DEALER MODE

The defective function is memorized in the computer

mode coupler means that the ECM does not receive signal from the devices

code form

•

09930-82720

. The memorized malfunction code is displayed on the LCD (DISPLAY) panel

: Mode select switch

. Use the special tool's coupler to connect to the dealer

. These affected devices are indicated in the

FI SYSTEM4-25

. Malfunction

CAUTION

Before checking the malfunction code, do not disconnect the ECM lead wire couplers If the couplers from the ECM are disconnected, the malfunction code memory is erased and the malfunction code can not be checked

MALFUNCTION

"NO"

"YES"

LCD (DISPLAY) INDICATION

C** code is indicated from small numeral to

large one

C00

LCD (DISPLAY) INDICATION

FI letter turns OFF.For each 2 sec

INDICATION MODE

Code is indicated

4-26 FI SYSTEM

CODE

COO C11

C12 C13

C14 C15 C21 C22 C23 C24

C25 C28 C29 C31

C32 C33

C41 C42 C44

C49

MALFUNCTION PART

None

No defective part Camshaft position sensor (CMPS) Crankshaft position sensor (CKPS)

Pick-up coil signal, signal generator Intake air pressure sensor (ZAPS)

Throttle position sensor (TPS) Engine coolant temp

Intake air temp

. sensor (ECTS)

. sensor (IATS) Atmospheric pressure sensor (APS) Tip over sensor (TOS)

Ignition signal #1 (IG coil #1) Ignition signal #2 (IG coil #2)

For #1 cylinder For #2 cylinder

Secondary throttle valve actuator (STVA) Secondary throttle valve position sensor Gear position signal (GP switch)

Injector signal #1 (FI #1)

Injector signal #2 (F1 #2) Fuel pump control system (FP control system) Ignition switch signal (IG switch signal) Heated oxygen sensor (HO2S)

For #1 cylinder For #2 cylinder

Fuel pump, fuel pump relay

Anti-theft

For E-02, 19

PAIR control solenoid valve (PAIR valve)

REMARKS

In the LCD (DISPLAY) panel, the malfunction code is indicated from small numeral to large numeral

TPS ADJUSTMENT

. Warm up the engine and adjust the engine idle speed to 1 200

± 100 rpm

. Stop the engine

. Connect the special tool (Mode select switch) and select the

dealer mode

. If the throttle position sensor adjustment is necessary, loosen

the screws and turn the throttle position sensor and bring the line to middle

. Then, tighten the screws to fix the throttle position sensor

09930-11950

C L/

r_ %i(J

U %

: Torx wrench

Incorrect

Correct position

~- Incorrect

FI SYSTEM 4-

2 7

FAIL-SAFE FUNCTION

FI system is provided with fail-safe function to allow the engine to start and the motorcycle to run in a mini-

mum performance necessary even under malfunction condition

ITEM

Camshaft position sensor

Intake air pressure sensor

Throttle position sensor

Engine coolant temp

Intake air temperature sensor

Atmospheric pressure sensor

Ignition signal #1 (IG coil #1)

Ignition signal #2 (IG coil #2)

Injection signal #1

Injection signal #2

H02 sensor (For E-02, 19) Feedback compensation is inhibited

Secondary throttle valve actuator

Secondary throttle position sensor

Gear position signal

PAIR control solenoid valve

. sensor

When camshaft position signal has failed during running, the ECM determines cylinder as # before occurrence of such a failure

Intake air pressure is fixed to

760 mmHg TPS opening value is fixed to full

open position

Engine coolant temperature value is

fixed to 80°C

Intake air temperature value is fixed

to 40°C Atmospheric pressure is fixed to

760 mmHg #1 Ignition-off and #1 Fuel-cut

#2 Ignition-off and #2 Fuel-cut

#1 Fuel-cut

#2 Fuel-cut

(Air/fuel ratio is fixed to normal Secondary throttle valve is fixed in

any position Secondary throttle valve is fixed in

full close position

Gear position signal is fixed to 6th gear

02 feedback control is stopped and

PAIR valve is fixed to open position

FAIL-SAFE MODE

Motorcycle can run,

STARTING

ABILITY

"NO"

stops, engine

"YES" "YES"

"YES"

"YES" "YES"

#2 cylinder

"YES" "YES"

#1 cylinder

"YES" "YES"

#2 cylinder

"YES" "YES"

#1 cylinder

"YES" "YES"

"YES"

"YES" "YES"

RUNNING

ABILITY

"YES"

but once engine

can not start

"YES"

can run

"YES"

The engine can start and can run even if the above signal is not received from each sensor running condition is not complete, providing only emergency help (by fail-safe circuit) essary to bring the motorcycle to the workshop for complete repair

. But, the engine

. In this case, it is nec-

2 8

FI SYSTEM

FI SYSTEM TROUBLESHOOTING

CUSTOMER COMPLAINT ANALYSIS

Record details of the problem (failure, complaint) and how it occurred as described by the customer purpose, use of such an inspection form will facilitate collecting information to the point analysis and diagnosis

required for proper

For this

EXAMPLE

User name Date of issue

Malfunction indicator lamp condition (LED)

Malfunction display/code (LCD)

Difficult Starting

∎

0 No cranking

∎ No initial combustion

] No combustion

Poor starting at

]

(I] cold

I] Other

Poor Idling

] ∎ Poor fast idle

∎ Abnormal idling speed

(∎ High

Unstable

] ∎ Hunting

Other

]

OTHERS

]

: CUSTOMER PROBLEM INSPECTION FORM

∎ warm ∎ always)

Low)

(

r/min to~r/min)

Model

Date Reg

•

User mode Dealer mode

r/min)

Always ON ∎ Sometimes ON

No display ∎ Malfunction display

: El

: ∎ No code]Malfunction code

PROBLEM SYMPTOMS

VIN

Date of problem

Poor Drive ability

]

∎ Hesitation on acceleration

Back fire/∎ After fire

∎ Lack of power ∎ Surging

Abnormal knocking

]

∎ Engine rpm jumps briefly ∎ Other

Engine Stall when

]

∎ Immediately after start ∎ Throttle valve is opened

] Throttle valve is closed

∎ Load is applied

Other

]

∎ Always OFF ∎ Good condition

Mileage

(

)

Fl SYSTEM4-29

MOTORCYCLE/ENVIRONMENTAL CONDITION WHEN PROBLEM OCCURS

Environmental condition

Weather Temperature Frequency

Road

Engine conditionElCold

Motorcycle condition

∎ Fair 0 Cloudy 0 Rain El Snow ∎ Always ∎ Other 0 Hot

∎ Always ∎ Under certain condition

El El

∎ Immediately after startElRacing without load ∎ Engine speed(r/min)

During driving

∎ Right hand cornerElLeft hand corner ∎ At stop

El Warm El

Urban

Tarmacadam

Other

Warming up phase ∎ Warmed up ∎ Always

El Motorcycle speed when problem occurs (~km/h,

Cool ∎ Cold

Sometimes(

Suburb

: ∎ Constant speed ∎ Accelerating

El Highway El Mountainous (LI Uphill El

Gravel ∎ Other

Motorcycle condition

times/

(

°F/~°C)

day, month) ∎ Only once

Always

Decelerating

Downhill)

Other at starting

mile/h)

NOTE

: The above form is a standard sample market

. It should be modified according to conditions characteristic of each

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