Map sensor
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Stage II
Joined: Apr 2019
Posts: 2
Likes: 1
From: Gretna
Map sensor
I have a 2011 iron 883 and it has a p0107 map sensor code I was wondering if any could tell me where the ground for the map sensor and the speedometer is?
the speedometer works on and off is why I’m assuming it is a loose ground and both symptoms started at the same time
the speedometer works on and off is why I’m assuming it is a loose ground and both symptoms started at the same time
Stellar HDF Member
Joined: Sep 2013
Posts: 3,492
Likes: 610
From: USA
All your wiring diagrams are here
https://serviceinfo.harley-davidson....b66cf6121!!1!2
TMAP grounds thru ECM pin #26 (5V Sensor Ground) BK/W wire
https://serviceinfo.harley-davidson....b66cf6121!!1!2
TMAP grounds thru ECM pin #26 (5V Sensor Ground) BK/W wire
Road Warrior
Joined: Jul 2013
Posts: 1,649
Likes: 443
From: Indianapolis
The TMAP, JSS, TPS and VSS are connected to the same 5V reference line.
A faulty sensor can negatively affect the signal voltage of the other sensors sharing the same 5V reference.
Intermittent TPS malfunctions may cause the TMAP to set a code prior to the TPS codes setting.
Verify smooth and consistent TPS operation before replacing the ECM.
A faulty sensor can negatively affect the signal voltage of the other sensors sharing the same 5V reference.
Intermittent TPS malfunctions may cause the TMAP to set a code prior to the TPS codes setting.
Verify smooth and consistent TPS operation before replacing the ECM.
Road Warrior
Joined: Jul 2013
Posts: 1,649
Likes: 443
From: Indianapolis
A stored or historical code does not always mean a sensor is bad.
Many codes will be the result of a poor connection: Inspect ECM harness connectors for all the sensors on the 5 volt reference line
(especially any that you may have done any recent work around example Air Cleaner, JSS - Jiffy Stand Switch is on your bike)
for backed out terminals, improper mating, inoperative locks, improperly formed or damaged terminals, poor terminal-
to-wire connection and damaged harness.
The ECM supplies a 5V signal on terminal 14 to terminal B of
the TPS. The TPS sends a signal back to the ECM on terminal
24. The returned signal varies in voltage according to throttle
position.
• At idle (closed throttle), the signal is typically in the range of ~ 0.2 - 0.8V.
• At wide open throttle, the signal is normally ~ 4.0-4.9V.
The multimeter reads throttle position in Volts. Voltage should
increase at a steady rate as the throttle is moved from idle to
wide open.
TPS scaling: Observe the TPS voltage display while
opening the throttle with engine stopped and ignition switch
ON. Display should vary from closed throttle TPS voltage
(when throttle is closed) to greater than 4.0V (when throttle
is held wide open). As the throttle is slowly moved, the
voltage should change gradually without spikes or low
voltages being observed.
Many codes will be the result of a poor connection: Inspect ECM harness connectors for all the sensors on the 5 volt reference line
(especially any that you may have done any recent work around example Air Cleaner, JSS - Jiffy Stand Switch is on your bike)
for backed out terminals, improper mating, inoperative locks, improperly formed or damaged terminals, poor terminal-
to-wire connection and damaged harness.
The ECM supplies a 5V signal on terminal 14 to terminal B of
the TPS. The TPS sends a signal back to the ECM on terminal
24. The returned signal varies in voltage according to throttle
position.
• At idle (closed throttle), the signal is typically in the range of ~ 0.2 - 0.8V.
• At wide open throttle, the signal is normally ~ 4.0-4.9V.
The multimeter reads throttle position in Volts. Voltage should
increase at a steady rate as the throttle is moved from idle to
wide open.
TPS scaling: Observe the TPS voltage display while
opening the throttle with engine stopped and ignition switch
ON. Display should vary from closed throttle TPS voltage
(when throttle is closed) to greater than 4.0V (when throttle
is held wide open). As the throttle is slowly moved, the
voltage should change gradually without spikes or low
voltages being observed.
Seasoned HDF Member
Joined: Dec 2005
Posts: 19,925
Likes: 8,027
From: poway
A stored or historical code does not always mean a sensor is bad.
Many codes will be the result of a poor connection: Inspect ECM harness connectors for all the sensors on the 5 volt reference line
(especially any that you may have done any recent work around example Air Cleaner, JSS - Jiffy Stand Switch is on your bike)
for backed out terminals, improper mating, inoperative locks, improperly formed or damaged terminals, poor terminal-
to-wire connection and damaged harness.
The ECM supplies a 5V signal on terminal 14 to terminal B of
the TPS. The TPS sends a signal back to the ECM on terminal
24. The returned signal varies in voltage according to throttle
position.
• At idle (closed throttle), the signal is typically in the range of ~ 0.2 - 0.8V.
• At wide open throttle, the signal is normally ~ 4.0-4.9V.
The multimeter reads throttle position in Volts. Voltage should
increase at a steady rate as the throttle is moved from idle to
wide open.
TPS scaling: Observe the TPS voltage display while
opening the throttle with engine stopped and ignition switch
ON. Display should vary from closed throttle TPS voltage
(when throttle is closed) to greater than 4.0V (when throttle
is held wide open). As the throttle is slowly moved, the
voltage should change gradually without spikes or low
voltages being observed.
Many codes will be the result of a poor connection: Inspect ECM harness connectors for all the sensors on the 5 volt reference line
(especially any that you may have done any recent work around example Air Cleaner, JSS - Jiffy Stand Switch is on your bike)
for backed out terminals, improper mating, inoperative locks, improperly formed or damaged terminals, poor terminal-
to-wire connection and damaged harness.
The ECM supplies a 5V signal on terminal 14 to terminal B of
the TPS. The TPS sends a signal back to the ECM on terminal
24. The returned signal varies in voltage according to throttle
position.
• At idle (closed throttle), the signal is typically in the range of ~ 0.2 - 0.8V.
• At wide open throttle, the signal is normally ~ 4.0-4.9V.
The multimeter reads throttle position in Volts. Voltage should
increase at a steady rate as the throttle is moved from idle to
wide open.
TPS scaling: Observe the TPS voltage display while
opening the throttle with engine stopped and ignition switch
ON. Display should vary from closed throttle TPS voltage
(when throttle is closed) to greater than 4.0V (when throttle
is held wide open). As the throttle is slowly moved, the
voltage should change gradually without spikes or low
voltages being observed.
Advanced
Joined: Nov 2011
Posts: 59
Likes: 5
From: Poland
A stored or historical code does not always mean a sensor is bad.
Many codes will be the result of a poor connection: Inspect ECM harness connectors for all the sensors on the 5 volt reference line
(especially any that you may have done any recent work around example Air Cleaner, JSS - Jiffy Stand Switch is on your bike)
for backed out terminals, improper mating, inoperative locks, improperly formed or damaged terminals, poor terminal-
to-wire connection and damaged harness.
The ECM supplies a 5V signal on terminal 14 to terminal B of
the TPS. The TPS sends a signal back to the ECM on terminal
24. The returned signal varies in voltage according to throttle
position.
• At idle (closed throttle), the signal is typically in the range of ~ 0.2 - 0.8V.
• At wide open throttle, the signal is normally ~ 4.0-4.9V.
The multimeter reads throttle position in Volts. Voltage should
increase at a steady rate as the throttle is moved from idle to
wide open.
TPS scaling: Observe the TPS voltage display while
opening the throttle with engine stopped and ignition switch
ON. Display should vary from closed throttle TPS voltage
(when throttle is closed) to greater than 4.0V (when throttle
is held wide open). As the throttle is slowly moved, the
voltage should change gradually without spikes or low
voltages being observed.
Many codes will be the result of a poor connection: Inspect ECM harness connectors for all the sensors on the 5 volt reference line
(especially any that you may have done any recent work around example Air Cleaner, JSS - Jiffy Stand Switch is on your bike)
for backed out terminals, improper mating, inoperative locks, improperly formed or damaged terminals, poor terminal-
to-wire connection and damaged harness.
The ECM supplies a 5V signal on terminal 14 to terminal B of
the TPS. The TPS sends a signal back to the ECM on terminal
24. The returned signal varies in voltage according to throttle
position.
• At idle (closed throttle), the signal is typically in the range of ~ 0.2 - 0.8V.
• At wide open throttle, the signal is normally ~ 4.0-4.9V.
The multimeter reads throttle position in Volts. Voltage should
increase at a steady rate as the throttle is moved from idle to
wide open.
TPS scaling: Observe the TPS voltage display while
opening the throttle with engine stopped and ignition switch
ON. Display should vary from closed throttle TPS voltage
(when throttle is closed) to greater than 4.0V (when throttle
is held wide open). As the throttle is slowly moved, the
voltage should change gradually without spikes or low
voltages being observed.
is it enough to check voltage on ecm and throttle sensor when electric is on, or I need running bike?
thanks
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Seasoned HDF Member
Joined: Aug 2008
Posts: 5,071
Likes: 1,006
the fly by wire tps is as mr.max says, but not so for a map sensor.
the twin sensors for the tps is for safety in case one fails, same on auto. as one goes up, one goes down and the ecu looks at both and if not in a window, will go to safe mode.
you must test the map with a vacuum source, on engine testing is futile since it sees no load unless you are doing it dynamically on the road, have your passenger observe or video via cell phone.
the twin sensors for the tps is for safety in case one fails, same on auto. as one goes up, one goes down and the ecu looks at both and if not in a window, will go to safe mode.
you must test the map with a vacuum source, on engine testing is futile since it sees no load unless you are doing it dynamically on the road, have your passenger observe or video via cell phone.
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Unplug the speed sensor connection and see if the MAP sensor code resolves. The speed sensor is tied to the 5V Reference line, and failing speed sensors can create other codes and issues. If the MAP problem goes away with the speed sensor disconnected, I would replace the speed sensor.
With the speed sensor unhooked, don't worry about turn signals not cancelling properly or if you suddenly develop an idle issue - speed sensor is part of telling bike it's not moving and affects IAC.
TPS sensors that sum are on Electronic Throttle Control bikes - one sensor it at twist grip, one is at the intake. One goes from 0-5 and the other from 5-0. If they do not sum, codes and derate happen.
TPS sensors on cable throttle bodies just go from 0-5 with throttle blade movement open.
With the speed sensor unhooked, don't worry about turn signals not cancelling properly or if you suddenly develop an idle issue - speed sensor is part of telling bike it's not moving and affects IAC.
TPS sensors that sum are on Electronic Throttle Control bikes - one sensor it at twist grip, one is at the intake. One goes from 0-5 and the other from 5-0. If they do not sum, codes and derate happen.
TPS sensors on cable throttle bodies just go from 0-5 with throttle blade movement open.
Last edited by Ed Ramberger; Aug 2, 2021 at 07:41 PM.
Seasoned HDF Member
Joined: Aug 2008
Posts: 5,071
Likes: 1,006
just to add to mr. ed's comment
depending upon system, there is a redundant built in so if one fails the other takes over, but depending upon failure type determines limp mode. the twist sensor has two hall effect sensors for example.
depending upon system, there is a redundant built in so if one fails the other takes over, but depending upon failure type determines limp mode. the twist sensor has two hall effect sensors for example.