What Color of Wire Do You Read Off of to Set the Tps Snsor on a 2007 Harley Softail
In 2008 Harley-Davidson introduced a new throttle system called Electronic Throttle Command (ETC), which eliminates the throttle cables connecting the throttle and the throttle trunk and replaces them with an electronic connexion. ETC is standard on all 2008 and 2009 touring models, including CVO touring models.
Four years ago a grouping of engineers prepare out to make clean upwards the appearance of the big bikes' handlebars. One detail that really caught their center was the throttle and render cable. Modifying or replacing them would go a long way toward making the bars less cluttered. The engineers also wanted to increment reliability and preciseness in the new system. The path they chose was congenital on relationships they have with both Delphi Corporation and Magneti Marelli.
When the project began, Magneti Marelli already had over one million electronic throttles on the road, mostly in over-the-route trucks operating in Europe. Delphi's contribution would come in the form of engineering and electronics used to heighten the system.
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The ETC arrangement consists of two primary components; the throttle-grip sensor, and the throttle-control actuator. The throttle-grip sensor is fabricated by Delphi, and the throttle-control actuator is manufactured in South Carolina past Magneti Marelli. The throttle-grip sensor is a cylindrical component housed inside the right finish of the handlebar. The unit is spring loaded to return to idle, and includes two sets of magnetic sensors that send signals to the electronic control module. The throttle-grip sensor is keyed to the handlebar with a serial of notches cut into the bar that mate with bosses on the throttle-grip sensor. The throttle-control actuator includes a geared, permanent-magnet DC motor, and two sealed automotive-fashion throttle-position sensors mounted to the side of the throttle body. The electronic control module, which controls the motorcycle's electronic functions, allows the throttle-grip sensor to communicate with the throttle-control actuator.
Motorbike enthusiasts are no unlike from the rest of the population when it comes to change; some embrace it, while others resist it. ETC immediately raised concerns amidst the latter group. What if the throttle sticks open up? What if it sticks closed? Can I alter out the handlebar? How much more will this toll me in the long run? For the answers to these questions, and to acquire more nigh how ETC works, I contacted Portfolio Builder Lance Onan and Senior Project Engineer Scott Koerner at Harley-Davidson.
Ane of the first and most important items addressed by Lance was the redundancy built into the organisation. He explained that in that location are 2 separate sets of magnetic sensors housed in the throttle-grip sensor, two throttle-position sensors at the throttle trunk, and two dissever circuits built into the electronic control module. "Every bit the throttle is opened by the rider, the sensors sense the presence of a magnetic field. This is known equally the Hall consequence—there are no contacts, brushes, or wipers to malfunction. At the throttle body, 2 split up throttle-position sensors compare the position of the throttle plate and verify that it is in the position called for by the magnetic sensors in the throttle-grip sensor. There is a control loop congenital in to the electronic control module that provides abiding feedback as it monitors the system some 200 times a second. The system looks at both the bottom (throttle-control actuator), and at the top (throttle-grip sensor), so there's redundancy at either end. The system is constantly comparing those conditions and looking for a failure mode."
If for any reason a failure is sensed, the system will get into ane of iii failure modes, Scott explained. "If y'all lose ane signal from the Hall result sensors the system goes into a failure way called express-performance style. In that mode the throttle response will be somewhat slower; it'south going to limit how far the throttle plate will open, you're not going to get full performance, and cruise command will not work since the sensor itself no longer has redundancy. It too uses the brake input every bit a redundant—if you are on the brake it volition bulldoze the throttle plate to nearly idle. If yous then lose the other Hall result sensor signal and the electronic command module is unable to determine what the passenger wants to do, it goes into a forced-idle mode. In this condition it controls the motorbike's idle speed and volition allow it to requite just a little more aligning than the pure idle control. Information technology will give some spark advance based on engine speed and then that when using the clutch you are all the same able to get the vehicle home, merely it will be at an extremely slow speed—we don't allow the throttle plate to open upwardly and give you any unexpected power at all. This mode volition allow a rider plenty power nether idle to get information technology up a few gears and get the cycle moving. Providing even more safeguards is the limp-domicile way that kicks in if you lose the DC motor or either of the throttle-position sensors. In this mode the engine will provide idle just." If y'all detect yourself experiencing any of these situations, a trip to the dealer is imperative.
I asked if it were possible for the system to open up or shut the throttle plate without the input from the passenger. "The only mode that could happen would be if the grip were actually rotated and held in a particular position," Scott told me. "If you await at the possibility of short circuits causing something like that where it looks like it's as open every bit it can exist, the ECM ignores that. If the voltage gets over a certain threshold information technology (the electronic control module) doesn't believe that input whatsoever more because it knows that can't happen through normal actuation of the sensor; that tin can only happen through an electric error."
ETC has various advantages over traditional systems. It requires no maintenance, there are no cables to adjust, lubricate, or replace, and the system has an indefinite life span. Throttle positioning is far more accurate than it is with a cable organization. This is beneficial for EPA testing as one of the tests involves riding the motorcycle on a dyno to simulate real-earth conditions. In this situation it's possible to hold the bike at a detail rpm more hands and accurately than before, leading to cleaner tailpipe emissions.
ETC interfaces with cruise control differently from the previous throttle cable set-upwards. Prior to 2008 at that place was a carve up cruise-control module that operated the throttle plate by ways of a long cable. The new organisation eliminates the module and operates the throttle plate via the electronic control module. The cruise control on ETC models works far amend than on previous units; gone is the surging and variation in speed as the organisation is engaged or encountering hills. It operates very smoothly, and changes in engine rpm are barely perceptible.
Built into the arrangement is a reset function. If the ignition is turned off with the throttle in a position other than 0 percent throttle, the arrangement wants to use a higher rpm as the new idle speed the next time the engine is started. If y'all shut the bicycle off at one,800 rpm, the next fourth dimension you start the engine information technology will utilise approximately one,400 as the new idle speed. To proceed this from occurring you can reset the idle by turning on the ignition switch until the fuel pump cycles on and off, then turning off the ignition. Echo this three times and the idle speed will be reset to normal, one,000 rpm.
The ETC system only works with handlebars that take the notches that mate with the throttle-grip sensor; it will not work on traditional handlebars. Harley offers various handlebar bends for the new system. For sure applications they also offering a throttle-grip sensor with longer wires (43-1/4 inches long, Part No. 32308-08, $89.95), which connects direct to the stock wiring harness without an extension harness. Swapping grips on bikes equipped with ETC requires the purchase of grips designed specifically for ETC applications.
In the real world the ETC feels much the aforementioned every bit a traditional throttle. There are some subtle differences, however; the perception of these differences seems to vary from person to person. Most of these perceptions have to do with throttle response at lower rpm. What I find near notable is the quick drib-off in rpm when I back off the throttle at slower speeds and when shifting gears. When rolling off the throttle, the engine slows more than quickly than I'm used to, which has a tendency to pitch my weight forrad a bit. This tin also be felt when hitting bumps that cause my hand to curlicue the throttle on or off, causing the bike to wiggle a bit. These are not major issues, merely something to be cognizant of when operating the motorcycle. Another mechanical difference is the fact that the throttle grip is returned to its nothing position with a built-in spring instead of springs mounted on the throttle body. Since the new spring does non accept to overcome friction and wear of the cables, it snaps dorsum with more authorization and has a different feel than the previous system.
While none of these weather are particularly earth shattering, they will take a little time to get used to. Some riders will be barely able to perceive the differences between ETC and a traditional cablevision setup, while others will observe a deviation as soon equally they roll on the throttle for the first time. No matter what your take is on this, you will accept to go with it if you desire to ride a new touring motorcar. Because Harley has a tendency to innovate new features on a limited basis before introducing them to the unabridged line, I would await to see ETC (as was the example with EFI) to be standard fare on all of Harley's bikes in the not too distant future. So roll with it and enjoy all the benefits that come with this new engineering.
Source: https://ridermagazine.com/2009/02/12/2008-h-d-electronic-throttle-control/
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