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EVO: Engine Control

Electronic Fuel Injection System (EFI)

Sub Documents

Cleaning Fuel Injectors

The Electronic Fuel Injection (EFI) system was introduced on the Sportster models in 2007. It was modified and upgraded in 2014.

(2007-2013) The engine management system is designed around the Engine Control Module (ECM) along with a number of sensors and
controls, such as the following:

CKP - Crankshaft Position (CKP) Sensor

MAP - Manifold Absolute Pressure (MAP) Sensor
TMAP - Combined Intake Air Temperature (IAT) & Manifold Absolute Pressure (MAP) Sensor
TPS - Throttle Position Sensor
IAC - Idle Air Control
ETS - Engine Temperature Sensor
O2S - Oxygen Sensors
VSS - Vehicle Speed Sensor
TSM/TSSM - Turn Signal (Security) Module w/internal Bank Angle Sensor (BAS)
JSS - Jiffy Stand Sensor (on international models)
Dual-encapsulated Ignition Coils

A Serial Data Bus (SDB) is implemented to communicate between the ECM, the TSM/TSSM and the Speedo/Tach devices.

The ECM computes the spark advance for proper ignition timing based on sensor inputs from CKP, TMAP and TPS sensors, and regulates
the low-voltage circuits between battery and ignition coil.

The ECM contains all of the solid state components used in the ignition system. The dwell time for the ignition coil is also calculated in the
microprocessor and is dependent upon battery voltage. The programmed dwell gives adequate spark at all speeds.

The ECM has protection against transient voltages, continuous reverse voltage protection, and damage due to jump starts. It is fully enclosed
to protect it from vibration, dust, water or oil.

The CKP sensor generates an AC signal which is sent to the ECM where it is used to reference engine position (TDC) and speed. It functions
by taking readings off the 32minu2 teeth on the left side flywheel (two teeth are missing to establish a reference point).

The TMAP sensor is located on top of the intake manifold. The TMAP sensor monitors the intake manifold pressure (vacuum) and intake air
temperature and sends the information to the ECM where the module adjusts the spark timing and fuel curve for optimum performance.

The BAS (within the TSM/TSSM/HFSM) monitors the bike for tip overs. If detected, the engine will be shut off. Once the sensor is tripped, the
motorcycle must be uprighted, turned off and then on again before the engine can be restarted.

The dual-encapsulated coils (for front & rear cylinders) fire each spark plug independently - one cylinder at a time - no wasted spark.

The ignition system gives a spark near top dead center for starting. At RPM and loads above this, the system gives a spark advance that
varies between 0 and 50.

The IAT, ETS, TPS and O2S sensors are used to provide information to the ECM to fine tune spark and fuel delivery. The VSS is used as an
input for idle speed control. The oxygen sensors monitor the exhaust gas for oxygen content. The air/fuel mixture is then adjusted to maintain
an optimal air/fuel ratio.

(2014-later)

Engine Sensors (Carb & EFI)

This chart shows the sensors & devices used in various years/models. The devices themselves varied over the years
so this chart DOES NOT show inter-year compatibility of parts.

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CamPos CKP Other Devices VSS BAS Notes

1986-2003 Exc S X VOES-Only 1995+ 1998+ 12v VSS direct to Speedo

& BAS on Battery Case
1998-2003 S Model X MAP-Only X X

2004-2006 Carbed X MAP-Only X X 5v VSS to ICM/ECM

& BAS in TSM/TSSM
2007-later EFI X TMAP·ETS·TPS·O2S·IAC·FuelInj X X

Default values of sensors during Hot Idle - as read using the Digital Technician software. 1)

2007 Example of Default Values of Scanned Data

Checked Item Min Value Max Value Hot Idle Value

MAP 10kPa 104kPa 10.3-13.3 in. Hg

34-45kPa

0.0v 5.1v 1.5-3.0v

TMAP
Sensor IAT 3°F 248°F 104-140°F
(-16°C) (120°C) (40-60°C)

0.0v 5.0v 2.0-3.5v

TP Sensor 0% 100% 0%

0.2v 4.5v 0.2-1.0v

IAC Pintle 0 155 20-50 steps

RPM 800 5600 1000

ET Sensor 3°F 464°F 230-300°F

(-16°C) (240°C) (110-150°C)

0.0v 5.0v 0.5-1.5v

INJ PW Frt/Rr 0ms 50ms 2-4ms

O2 Sensor 0.0v 5.0v Quickly Fluct.

Frt/Rr 0.0-1.0v*

Timing Adv F/R 0° 50° 10-15°

VSS 0mph 120mph 0mph

Battery Volts 10v 15v 13.4v

Engine Run Mode off RUN RUN

Idle RPM 800 1250 1000

Hot Idle = Engine temp 260° at 1000 RPM with stock exhaust

* Not included in original table - taken from EDM section 4.21

Sensor Power - 5 volts

Starting with the 1998 Sport Model, some of the sensors required a 5-volt power supply. This was accomplished by the Ignition Control
Module (or later, the Engine Control Module) converting the normal 12-volt system power to a 5-volt power level that is supplied to some
sensors. The table below shows how to track down the 5-volt connections & the potential ground connections that might create issues or
cause Diagnostic Codes to be set. If a problem is indicated, you can check the information related to the individual sensors further down the
page. 2)

1998-2003 Sport Model Only

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Start at the ICM (RED/White wire) on Gray Connector Pin-1

This is +5v Output from the ICM as Sensor Power Supply.

Check for +5v at:

Cam Position Sensor (RED/White wire) on Connector 14B Pin-A
MAP Sensor (RED/White wire) - Connector 80B Pin-C

Check ICM Gray Connector Pin-8 for Sensor Ground

– Be sure it is equal to Battery Negative
Check ICM Black Connector Pin-2&11 for ICM Ground
Check ICM Black Connector Pin-1 for Switched 12v Power (RUN/STOP SWITCH)

2004-2006 (Serial Data Bus)

Start at the ICM (RED/White wire) on Connector Pin-3

This is +5v Output from the ICM as Sensor Power Supply.

Check for +5v at:

VSS (BLACK/Red wire) on Connector 65B Pin-1 (might be RED/White wire)
MAP Sensor (RED/White wire) - Connector 80B Pin-C

Check ICM Connector Pin-4 for Sensor Ground

– Be sure it is equal to Battery Negative
Check ICM Connector Pin-5 for ICM Ground
Check ICM Connector Pin-1 for Switched 12v Power (RUN/STOP SWITCH)
Check ICM Connector Pin-2 for 12v Battery Power

2007-2013 (Serial Data Bus)

Start at the ECM (RED/White wire) on Connector Pin-14

This is +5v Output from the ECM as Sensor Power Supply to:
Engine Harness (R/W wire) on Connector 145A/B Pin-5

Check for +5v at:

VSS (R/W wire) on Connector 65B Pin-A
TMAP Sensor (R/W wire) - Connector 80B Pin-C
TPS Sensor (R/W wire) - Connector 88B Pin-B
Jiffy Stand (R/W wire) on Connector 133B Pin-1
– Even if not HDI model, this connector can be an issue

Check ECM Connector Pin-26 for Sensor Ground

– Be sure it is equal to Battery Negative
Check ECM Connector Pin-10 & Pin-28 for ECM Ground
Check ECM Connector Pin-13 for Switched 12v Power
Check ECM Connector Pin-31 for 12v Battery Power

2014-later (CANbus)

Start at the ECM (RED/White wire) on ECM Connector-2 Pin-9

This is +5v Output from the ECM as Sensor Power Supply to:
Engine Harness (R/W wire) on Connector 145A/B Pin-8

Check for +5v at:

VSS (R/W wire) on Connector 65B Pin-A
TMAP Sensor (R/W wire) - Connector 80B Pin-3
TPS Sensor (R/W wire) - Connector 88B Pin-B
Jiffy Stand (R/W wire) on Connector 133B Pin-1
– Even if not HDI model, this connector can be an issue

Check ECM Connector 1&2 Pin-10 as both Sensor Ground & ECM Ground
– Be sure it is equal to Battery Negative

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Check ECM Connector-2 Pin-16 for Switched 12v Power
Check ECM Connector-2 Pin-18 for 12v Battery Power

CPS - Cam Position Sensor

1986-1997 All Models & 1998-2003 'S' Models

These models use a Cam Position Sensor (CPS) Plate that is separate from the Ignition Control Module (ICM).

The Cam Sensor is a Hall-effect device mounted on the Cam Sensor Plate. It is used in conjunction with a rotor 'cup' mounted to the end of
the camshaft. As the cup rotates, it passes through the Cam Sensor. Slots in the cup walls are 'timed' to the engine, allowing the cam sensor
to indicate to the ICM the position of the cam shaft, and therefore, the position of the crankshaft. This information is used to time the firing of
the spark plugs.

The CPS connects thru the main wire harness to the ICM. It uses a 3-pin connector, known as 14A/B. It is located under the engine (left side
near the kick stand). The 14A (plug) comes from the CPS Unit - the 14B (socket) is on the main harness and goes to the ICM.

The Cam Sensor Plate is used to set the base timing of the engine, from which the ICM will advance or retard the spark according to its
determined needs. See the Ignition Timing information in the Sportsterpedia.

The 1980-1993 models use CPS P/N 32400-80B (current superceding P/N) and the 1994-1997 (and 1200S models, 1998-2003) use CPS
P/N 32400-94A (current superceding P/N). (You can test fire the ICM from this connector: See Here.)

On Connector 14B (3-pins), the wires function as follows:

Pin(A) Red/White - 12v Power from ICM to Cam Sensor - 5v power for 1998-2003 'S' Models 3)
Pin(B) Green/White - Rotor Signal from Cam Sensor to ICM
Pin(C) Black/White - Ground from ICM to Cam Sensor

These diagrams show the CPS mating connector on the Main Harness:

4) 5)

(Note: the 1998-2003 Sport model uses the same Cam Sensor & Connector as the 1994-1997 models. The slotted rotor cup is different on
the Sport models, having additional slots to allow for the single-fire ignition. Note also, with the new ICM module and the addition of a MAP
Sensor, the power to the CMP Sensor is 5v (also to the MAP Sensor) for the 1998-2003 'S' models.)

Testing the Cam Sensor

You can test the Cam Sensor by inserting a stick pin or needle in the backside of Pin(B) on connector 14A while it is still connected together
with 14B (to obtain power). Then connect your multimeter RED probe onto the pin/needle placed in Pin(B) and your BLACK meter probe on a
solid ground point. Pull the spark plugs (so the engine turns easily but won't start) and turn the keyswitch on. Then use the starter button to
bump (rotate) the engine.

When the engine is rotated, the slotted cup rotor (in the 'nosecone') on the end of the camshaft will pass thru the cam sensor creating an
alternating output on Pin(B). Since the sensor has a 12v power source, the measured voltage is predicted to be from below 2v to above 10v,
alternating.

Being in an enclosed area (nosecone) of the engine, the Cam Sensor is subject to high temperatures. The potting material is subject to
melting and may cause erratic timing. (This location for the Ignition Module on the 1998-2003 models also created high heat failure issues for
the module.)

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6)

1986-1993 All Models - 32400-80B Sensor Plate

1994-1997 All Models - 32400-94A Sensor Plate
1997 Cam Position Sensor Melted

7)

32402-83 Rotor Cup

Used in 1986-1997 All Models 1998-2003 1200S - 32422-98 Rotor Cup
Also 1998-2003 Models except 1200S

1998-2003 Not-Sport Models

All models in 1998-2003, except the Sport Model, had the Ignition Control Module (ICM) incorporated onto the Cam Sensor Plate. The
combined function was located in the timing cavity known as the nosecone, just where the Cam Sensor Plate was previously located alone.

The new ICM/Cam Sensor Plate still operated the same way - There was a sensor on the back side of the plate - The sensor monitored a
rotating cup mounted on the end of the cam - It had windows cut into the cup to create the spark timing for the ICM.

This design was problematic due to the high-heat location of the electronics. Due to the high failure rate, the MoCo did not continue the
design nor a supply of stock replacement units. The only source for replacing a failed 1998-2003 nosecone ICM has been the aftermarket.
(See the REF section regarding the Ultima Ignition Module.)

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In 2004 and later models, the Cam Position Sensor was replaced by using a Crankshaft Position Sensor (CKP) instead.

CKP - Crankshaft Position

The CKP sensor (first used with the 2004 rubbermount models) is located in the front left side of the
crankcase. It functions in place of the nosecone cam position cup & sensor plate.

The CKP sensor is a variable reluctance device that generates an AC voltage. This signal is sent to
the ECM where it is used to reference crankshaft position, phase (front TDC compression stroke) and
engine rpm. It functions by taking readings off the 30 teeth on the left side flywheel (32-tooth positions,
but two teeth are missing to establish the front TDC reference point). The ECM uses the slowing down
of the crankshaft on the compression stroke to determine phasing, therefore, the plugs should be
installed when checking for ignition spark (use an extra plug to check spark).

Take Note: If the CKP signal is missing or distorted or too weak, the ECM will prevent the ignition &
fuel injectors from firing, thus preventing engine operation.

Testing/Troubleshooting 8)
Disconnect the electrical connector (front left-side of crankcase) for the CKP Sensor.

(A) Check resistance between each lead of the CKP sensor and ground - Each side should be more
than 1-megohm of resistance.
(B) Set your meter to Volts-AC (⇐20v) and connect across both leads of the CKP Sensor - Crank the
engine for about 5 seconds - You should read a minimum of 1v-AC on the CKP Sensor leads. Turn off
power.
(C) Keep your meter connected to the sensor connector - Set your meter to Ohms - Between the two
leads, you should read 600-1200 ohms.

RESULT
If any test fails - remove the CKP sensor from engine, clean any debris from sensor, reinstall properly -
Recheck your results - If the unit still fails (especially if no voltage), replace the CKP.

See this __XLForum Thread__ [https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-

motorcycle-electrical/sportster-motorcycle-electrical-and-ignition/179520-ckp-testing-with-dso?t=1928519].

NOTE1: The CKP P/N for 2004-2005 models is currently 32804-04B (long cable). The CKP P/N for
2006-2017+ models is currently 32707-01C (short cable), which is also used on some BT models.

NOTE2: With the CKP DTCs being a recurring issue, it would be a good idea to open & clean the CKP
to main harness connector located beneath the frame. Put dielectric grease in the connector to help
keep out grit & grime, then reconnect it. It may be getting excessive contamination due to its location.9)

NOTE3 DTC P0373 & P0374 Diagnostic Tips - Engine must crank for at least five seconds (without CKP signal) in order to set P0374 code.
Intermittent TMAP wiring or sensor issues may cause these codes to set prior to setting TMAP codes. Verify TMAP wiring and sensor.

NOTE4: You may also need information regarding how the CKP is used for Spark Signal Syncronization and Engine Phase (see this
Sportsterpedia page: http://sportsterpedia.com/doku.php/techtalk:evo:engctl01#single-fire_spark_synchronization_2004-later
[http://sportsterpedia.com/doku.php/techtalk:evo:engctl01#single-fire_spark_synchronization_2004-later]).

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MAP - Manifold Absolute Pressure

(Used on 1998-2003 Sport models & all 2004-2006 models)10)

The Manifold Absolute Pressure (MAP) sensor was introduced on the 1998-2003 Sport models and was then used on all 2004-2006 models.
These are carburetored models. The MAP sensor for 98-03 Sport models is mounted on a bracket (sticky taped to the right frame tube) under
the tank. The MAP sensor on 04-06 models is mounted on the intake manifold which distributes the incoming air/fuel mixture from the
carburetor into the two cylinders. It replaced the older VOES function which operated using a vacuum hose from the carburetor (described
here). The 2007-later models used a combined TMAP sensor that included both an IAT Sensor & a MAP Sensor - see the TMAP section.

The MAP sensor has three leads. One is supplied with +5v from the Ignition Control Module (ICM), one is the ground and the third is a signal
back to the ICM. The MAP sensor provides information to the ICM to alter the timing of the spark based on the current vacuum conditions in
the manifold. Under varying barometric pressures & engine load conditions, which alters the vacuum level in the intake manifold, the
information from the MAP sensor allows the ICM to alter the timing to create better combustion. The barometric pressure is influenced by
weather and altitude.

The MAP Sensor, in

accordance with the
changing engine vacuum
and atmospheric barometric
pressure, alters the voltage
sent back to the ICM - more
vacuum equals lower
voltage. See the 98-03
1200S MAP sensor
location in the middle 11) &
04-06 MAP Sensor
Location to the right —
→.12)

Measure voltage related to

the MAP sensor 13)

With key ON, engine OFF, voltage sent to the MAP sensor
by the ICM should be 5.0 volts.

With key ON, engine OFF, voltage sent to the ICM

must be between 4.2 and 4.95 volts.

With key ON, engine running, voltage sent to the ICM

must be between 1.5-3.0 volts at hot idle (1000rpm).

DTCode Trouble Condition

P0106 will set if the MAP sensor signal fluctuates faster than normal operation

P0107 will set if the MAP sensor has a faulty connection or is disconnected

P0108 will set if the MAP sensor signal is shorted high - as to the input voltage

To test that P0107 occurs, disconnect the MAP sensor & turn the key on - check the DTCs.
To test that P0108 occurs, disconnect the MAP sensor, then short socket Pin# B to socket Pin# C of the harness connector# 80B (be sure not
to touch Pin# A) - Then turn the key on - check the DTCs.

This XLForum thread lists some test info & alternative part numbers: https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-
motorcycle-general-discussion-and-problems/121908-map-sensor-warning-id10t-type-of-question?threadid=1195745
[https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-general-discussion-and-problems/121908-map-sensor-warning-id10t-type-of-
question?threadid=1195745]
(HD # 32316-99 changed to 32417-10)
(Alternatives: Delphi# PS10002 / Echlin# 216451 / Delco# 213-331 / GM# 12614970 / GM# 16212460)

See also Testing the Map Sensor Operation under the TMAP section below.

EFI Manifold & Induction Module

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Reference Picture showing Sensor Locations.

14)15)

Fuel Injectors

The fuel injectors (see pic above) are electrical solenoids (switch valves for liquid) that allow the flow of pressurized fuel from the electric fuel
pump. The injectors spray fuel (like a hose nozzle) into the intake manifold air tract.

The injection time (therefore, fuel amount) is a matter of how long (in milliseconds) the injector solenoid is active. This is a very small time
period controlled by the ECM. The injectors are timed by the ECM to inject fuel a the proper time during the engine cycle. The injectors are
triggered individually for the front & rear cylinder intake.

When the engine is operating, the ECM controls the path to ground for the injectors (solenoids) to trigger the injection of the appropriate
amount of fuel (to meet the Air-Fuel-Ratio goals) at the proper time. Power is supplied to the injectors thru the system relay so that they can
be turned off with the rest of the ignition components (the fuel pump and ignition coil).

DTCode Trouble Condition

P0261 Front Injector open/low

P0262 Front Injector high

P0263 Rear Injector open/low

P0264 Rear Injector high

Test the injector solenoid by measuring resistance between the two connector pins. It should read 10.0 - 25.0 ohms.
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To test the injectors for leaking fuel into the manifold:

Remove the air cleaner

With the throttle wide open, turn key ON for 2 seconds and then OFF for 2 seconds five consecutive times.
Replace the fuel injector if there is any evidence of raw fuel in the bores.

To help in verifying the injectors are being triggered, since the pulses are very small, there are diagnostic sets called Noid Testers to help
show that a pulse has been received. Tester sets come with various connectors to allow the Noid Tester to be used on fuel injectors, intake
air controls and even on coils.

IAT - Intake Air Temperature

See TMAP Sensor

TMAP - Temperature/Manifold Absolute Pressure

The TMAP sensor (used on 2007-later models - see pic above)16) combines an IAT (Intake Air Temperature) and a MAP (Manifold Absolute
Pressure) sensor into a single component. It is mounted on the intake air manifold which distributes incoming air from the throttle body into
the two cylinders.

The TMAP sensor provides information to the ECM upon which the ECM alters the timing of the spark and the injection of fuel based on the
current vacuum conditions in the manifold. By altering the spark timing and fuel, better combustion occurs in varied situations.

The MAP Sensor

The MAP on 1998-2003 Sport models only and 2004-2006 Models Sportsters is a stand alone unit. Function and testing is the same as in
2007 models below.

The MAP Sensor Signal from the TMAP Sensor

The MAP sensor monitors the changing vacuum (pressure) in the manifold that occurs as you ride, change speeds and vary the
engine load via the throttle position. The MAP signal (in the ECM) is temperature compensated and uses a complex algorithm to help
offset the pulsating wobble effect of the HD V twin's assymetrical firing setup.

It is a very major component of the final speed density calculation that ulimately determines the injector's pulse width required to
sustain the best A/F ratio at any given time.

There are several codes that it can throw out such as:

DTCode Trouble Indicated

1998-2003 S-Models 17)

Code 12 MAP Out Of Range or Fluctuates Faster Than Normal

2004-Up Models

P0106 MAP Sensor Rate-Of-Change Error

P0107 Map Sensor Open/Low

P0108 Map Sensor High

The P0106 will set if the MAP sensor signal fluctuates faster than normal operation. 18)
The P0107 indicates that the reading was either absent or fell below the minimum range for some period of time. If not calibrated
correctly or working properly the ECM will assign a canned value and use the other inputs to adjust the A/F ratio. It will greatly affect
your richness/leaness if it is skewed or not registering accurate readings.

TESTING the MAP SENSOR 19)

The signal varies in accordance with engine vacuum and atmospheric barometric pressure. Changes in barometric pressure are influenced
by weather and altitude.

Bypassing the MAP for Testing: 20)

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With the MAP sensor disconnected, the ignition control module should recognize a low voltage. If low voltage is observed, the ignition
control module and harness are not at fault.
You can gently place a jumper wire across the MAP Sensor connector power and feed terminals. With the jumper in place, the ignition
control module should recognize a high voltage.

MAP Output Voltage:

This requires a digital multimeter set to the 0-20 volt DC setting, MAP connected inline (and optional Mityvac or other hand held
vacuum pump).
See also MityVac Vacuum Pump Function and Usage in the Sportsterpedia.
Typically most MAP sensors are simply a set of resistive strain guages mounted on a suitable substrate and forming a bridge circuit.
21)
With the ignition switch turned to ON, test the leads as follows:

1. (Input Power) Probe the R/W wire lead and verify it has +5 volts.
2. (Signal Out) Remove the hose from intake manifold and if needed add an extension to it so you can easily apply a vacuum with the
vacuum pump or your mouth.
3. Draw up some vacuum while probing the V/W wire. The signal voltage should lower as the vacuum is applied (read between 1.5-3.0
volts).
Caution: Do not over-pump (or otherwise create too much vacuum) while checking the MAP sensor output as sensor damage may
result.
4. Then release the vacuum slowly and see the voltage increase, confirming the output signal functions properly.

This signal is the one that the ECM uses to assess the state of load on the engine relative to the Throttle Position Sensor and the CKP
(RPM) signals.

The IAT Sensor in the TMAP Sensor

The Intake Air Temperature (IAT) portion of the TMAP sensor is a thermistor device. It has a power input (+5v), a ground and a signal back to
the ECM. At a specific temperature, the IAT will have a specific resistance across its terminals. As this resistance varies, so does the voltage
sent back to the ECM.

At high temperatures, the resistance of the IAT sensor is very low, which effectively lowers the signal voltage.
At low temperatures, the resistance is very high, allowing the voltage to rise close to 5 volts.

The ECM monitors this voltage to compensate for various operating conditions.

IAT Table - Relationship of Air Temp to Resistance & Voltage

Temp °F Ohms Volts Temp °F Ohms Volts

-4 29121 4.9 104 1598 3.1

14 16599 4.8 122 1080 2.6

32 9750 4.6 140 746 2.2

50 5970 4.3 158 526 1.7

68 3747 4.0 176 377 1.4

77 3000 3.8 194 275 1.1

86 2417 3.6 212 204 0.9

Values for ohms & volts are +-20%

TPS - Throttle Position Sensor

The Throttle Position Sensor (TPS) (see pic above) is mounted on the Throttle Body of 2007-later (EFI) models.22) - See example in the 'EFI
Manifold & Induction Module' picture.

The ECM provides a +5 volt supply and ground to the sensor. The TPS sends a signal back to the ECM. The returned signal varies in voltage
according to throttle position. The TPS operates as a variable resistance.

At idle (closed throttle), the signal is typically in the range of 0.20 - 0.80 volts.
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At wide open throttle, the signal is normally 4.0-4.9 volts.

DTCode Trouble Condition

P0122 TPS open / voltage low

P0123 TPS high voltage

Check the TPS Output Voltage Scaling

With the Key ON, engine not running, observe the TP sensor voltage at the ECM on the TPS input line while opening the throttle. Voltage
displayed should vary from <1.0 volts (throttle closed) to greater than 4.0 volts (throttle held wide open). As the throttle is slowly moved, the
voltage should change gradually without spikes or low voltages being observed. There was an upgrade to P/N 27629-01A after 2008 (not
sure which year) that is compatible for all 2007-later models.

Note: If you hold the throttle open before starting the engine, and the TPS signal is equal to or greater than 3.8v, the system goes into a
condition called 'clear flood' mode. The engine will not start because the fuel system is shut off, but the starter will operate and you will get
spark. This may also occur if there is a mechanical problem, such as stuck throttle cables or seriously damaged TPS.

IAC - Idle Air Control

The EFI Sportsters (2007-later) include an Idle Air Control (IAC - P/N 27628-01A) (see pic above) to set the idle speed of the engine. The IAC
is mounted on the throttle body.

In normal riding operation, the air flow into the engine, thru the intake manifold, is controlled by the opening and closing of the throttle plate in
the throttle body, via the throttle cables. But, during idle conditions, the EFI system uses the ECM to control the IAC, which opens & closes an
air pathway around the throttle plate to supply air into the manifold.

The Idle Condition, under which the IAC operates, is when the VSS is '0' (no vehicle motion) and the TPS value is less than 1% (throttle fully
closed).

The IAC has a motor driven pintle (or pin/shaft/plug) that allows more air (when retracted) or less air (when extended) to bypass the throttle
plate. The IAC motor is controlled by electrical pulses to either extend or retract the pintle, each pulse (step) moving the pintle a given
distance. However, since the IAC has no feed back to the ECM to indicate its current position, changes in position are based on the ECM
keeping track of where it last put the pintle.

When the keyswitch is turned off, the power to the ECM remains (coming from the ECM fuse, later the Battery fuse). The ECM performs a
10-second procedure to 'reset' the IAC. This 'reset' procedure should not be interrupted by turning the keyswitch back on. It will
often be audible in the 10 second period after the key is turned off.

During the 'reset' procedure, the ECM will send enough pulses (defined in the ECM programming) to fully extend the pintle and completley
close the air bypass. This is considered the '0' count position for tracking the pintle position. The '0' count position is only used for
synchronization and is not a normal position at any time other than during the reset procedure.

To complete the 'reset' procedure, the IAC is given a number of predefined pulses (steps) to open it (retract) to a 'parked' position. The ECM
assumes that the pintle is in this position during the next start procedure. At a restart, the ECM begins tracking the pintle position thru the
pulse count tracking.

This parked position of the pintle allows an increased air flow (and therefore idle speed) in preparation for the next startup operation.

DTCode Trouble Condition

P0505 Loss of Idle Speed Control

This code may occur under various conditions and along with other DTCs. Resolve the other codes first before addressing the P0505.

A P0505 DTC is set if, during an Idle Condition, the idle RPM is 200 above the programmed idle speed and the IAC motor is at a '0' position
count (fully closed) for greater than 5 seconds or if the idle RPM is 200 below the programmed idle speed and the IAC motor is at its
maximum position count (fully open) for greater than 5 seconds. Some failures that might create this condition are:

if an intake manifold air leak is large enough to cause the IAC to reset to '0' position while the ECM is attempting to control the idle
speed.
if the fuel injectors are leaking extra fuel into the manifold bypassing the EFI control and raising the engine RPM.
if there is a defective TPS reporting an incorrect throttle plate position.
if there is a defective ETS reporting an incorrect engine temperature.

Other conditions that might set a P0505 code are related to engine misfires, a vacuum leak, contaminated fuel or wet sumping.

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The IAC Pintle moves from fully closed to fully open with a maximum of 155 pulses. The typical pulse count (open) during Hot Idle is between
20 & 50.

The IAC will give up its control of the engine when it is not in an Idle Condition - meaning that the TPS voltage exceeds 1% (the throttle is
open) or the VSS becomes greater than 0 (the bike is moving). It will not have control if the battery voltage drops below 9.0v. If the Battery
Voltage connection to the ECM is lost, the engine will start, but the IAC will not be able to perform the reset procedure when the keyswitch is
turned off because the ECM will not have power. Eventually, the pintle position tracking will fail causing performance problems.

A number of riders have reported a High Idle problem that occurs when coming to a stop. Sometimes the P0505 DTC is set, but not always.
This XLForum thread discusses that issue: https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-
model-specific/efi-sportster-motorcycle-talk-2007-and-up/90800-throttle-idle-problem-newbie?t=737008 [https://www.xlforum.net/forum/sportster-
motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/efi-sportster-motorcycle-talk-2007-and-up/90800-throttle-idle-problem-newbie?
t=737008])

ETS - Engine Temperature Sensor

The Engine Temperature Sensor (ETS) is a thermistor device used on 2007-later (EFI) models. The ECM provides a voltage on its signal line
and monitors how that voltage is affected by the varying resistance of the ETS. At a specific temperature, the ETS will have a specific
resistance across its terminals. As this resistance varies, so does the voltage seen by the ECM.

At high temperatures, the resistance of the IAT sensor is very low, which effectively lowers the signal voltage.
At low temperatures, the resistance is very high, allowing the voltage to rise close to 5 volts.

The ECM monitors this voltage to compensate for various operating conditions, including using the ETS input as a reference for changing the
IAC pintle position.

ETS Table - Relationship of Engine Temp to Resistance & Voltage

Temp °F Ohms Volts Temp °F Ohms Volts

-4 98936 4.9 140 2470 1.9

14 56102 4.8 158 1739 1.5

32 32957 4.5 176 1246 1.2

50 20000 4.3 194 907.7 0.9

68 12511 3.9 When The Engine Is Hot, The ECM

77 10000 3.6 Changes The Voltage Scale (Below)

86 8045 3.4 176 1246 4.0

104 5304 2.9 194 907.7 3.7

122 3577 2.4 212 671.2 3.4

Values for ohms & volts are +-20%

To help with accurate measurements, the ECM changes the voltage supplied to the ETS once the engine becomes hot. Therefore, the same
resistance in the ETS is seen as a higher voltage as shown in the table.

O2S - Oxygen Sensor

DTCode Trouble Condition

P0131 Front O2 Sensor - low or engine running lean

P0132 Front O2 Sensor - engine running rich

P0134 Front O2 Sensor - high/open/not responding

P0151 Rear O2 Sensor - low or engine running lean

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DTCode Trouble Condition

P0152 Rear O2 Sensor - engine running rich

P0153 Rear O2 Sensor - high/open/not responding

A voltage reading of 5v on the O2 Sensor output is typical for a cold engine. Once the O2 sensors are up to operating temperature, typical
voltage is 0.45 volt (approximately 14.6 AFR).

The O2 sensor DTCs WILL NOT set the Check Engine Light. Current DTCs can be retrieved thru the speedometer display and the historic
codes thru computer-based diagnostic tools.

VSS - Vehicle Speed Sensor

The VSS is a hall-effect device located on the engine, just above the sprocket cover and near the rear of the starter solenoid.
The sensor output is varied by proximity to the teeth on the 5th gear in the transmission. This is the final output gear
in the transmission & rotates the final drive sprocket (belt) at the same rpm.

(1995-2003) (1995 = P/N 74421-95 - 1996-2003 = P/N 74402-95)

The VSS is a 12v-based hall-effect sensor. The 12v power source is supplied by the
speedometer on the RED wire, the BLACK wire is ground and the WHITE wire is the
pulsing signal sent directly to the speedometer.

Because the external final drive ratio may vary by model (883 vs 1200), the
speedometers are different for different models because they must internally account
for the difference in final drive ratios. The following chart shows the VSS pulses to
produce various speedometer readings. The 1996 change accounts for the High
Contact Ratio (HCR) Gears implemented that year. 23)

Pulses per Second from VSS - Produces Speed Shown on Speedometer

Year - Model 20mph 40mph 60mph 80mph Notes

1995 - 883 345 687 1026 1361

1200 321 640 955 1268

1996 - 883 439 874 1306 1733 HCR Gears

1200 408 814 1216 1613 HCR Gears

Troubleshooting - For models from 1998-2003, you should check your speedometer for
Diagnostic Codes to see if there is an indication of a faulty sensor reading. If you are
experiencing erratic speedometer readings, removing and cleaning the sensor should be
done to obtain a clean signal.

The sensor output is a square-wave which varies from 'less than 3v' (when at a tooth) to
'greater than 6v' (at a gap). A multimeter on a low DC scale should be able to observe this
output on the WHITE wire of the sensor when manually rotating the engine in 5th gear -
power on, but spark plugs removed.

If you are able to observe the above voltages from the sensor, but the speedometer is still
erratic or otherwise malfunctioning, be sure to test all the wiring between the sensor and the
speedometer. As a last resort, replacement of the speedometer may be in order.

Check this XLForum thread [https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/frame-mount-

evo-sportster-talk-1986-2003-models/95720-speedometer-problem-can-t-find-in-search?t=800778] for a 'FIX' to erratic speedo operation for 1995-2003
models.

(2004-2013) (2004 only = P/N 74402-04A - 2005-2013 = P/N 74402-05B)

The VSS is a 5v-based hall-effect sensor. The 5v power source for the sensor (BLACK/RED wire of the twisted pair) comes from the
ICM/ECM and the pulsing output from the sensor (BLACK/BLUE wire of the twisted pair) goes to the ICM/ECM for processing. The ground
connection (BLACK wire) is part of the main harness.

Internally, the ICM/ECM calculates the appropriate speed information and sends that information to the speedometer and the TSM over the
Serial Data Bus. Since the ICM/ECM makes the calculations, the speedometer and TSM do not have to account for any variations.

Troubleshooting - Check your speedometer for Diagnostic Codes to see if there is an indication of a faulty sensor reading.

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The sensor output is a square-wave which varies within the 0v to 5v range, depending on the proximity to a tooth. The middle pin of the
connector is the output and is, typically, the BLACK/BLUE wire. A multimeter on a low DC scale should be able to observe this output
variation when manually rotating the engine in 5th gear - power on, but spark plugs removed.

If you are experiencing erratic speedometer readings, removing and cleaning the sensor should be done to obtain a clean signal.

If you are able to observe the above voltage variations from the sensor, but the speedometer is still erratic or otherwise malfunctioning, be
sure to test all the wiring between the sensor and the ICM/ECM as well as the Serial Data Bus connection. As a last resort, replacement of
the VSS or the speedometer may be in order.

(The 74402-04A sensor has a long attached cable while the later 74402-05B has a connector built on the sensor with the wiring being part of
the main harness.)

(2014-on) (P/N 74402-05B)

The VSS sensor is the same 5v-based hall-effect sensor as for 2013 models and the ECM (Engine Control Module) handles all the
processing of the signals. The ECM now utilizes the new CANbus to send the calculated data to the speedometer.

Note this very informative __XLForum Thread__ [https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-electrical/sportster-

motorcycle-lighting/175521-self-cancelling-indicator-wiring?t=1883180] regarding the VSS.

BAS - Bank Angle Sensor

24) 25)

The Bank Angle Sensor, as an individual, external component, was used on Sportsters from 1998 to 2003. Using an internal v-shaped
channel and steel ball, it is intended to kill the ignition if the bike lean angle exceeded 55 degrees, such as in an accident or tip over. It is
attached upright, on those models, to the side of the battery box, toward the rear, using a locating pin and one screw. It must be mounted
upright to operate properly. It has a 3-wire connector.

To reset the ignition function after the BAS has been triggered, turn off the keyswitch, set the bike upright, turn the keyswitch on.

The sensor can be tested while the bike is running, by placing a magnet at the top of the sensor. If the ignition stops, the sensor is working.

The sensor is sometimes unreliable, either failing to allow the bike to start or by not shutting down on tipover. Some have chosen to bypass
the unit in order to eliminate the potential failure. See this section of the Sportsterpedia: bas_bypass_mod

Typical voltage on the BAS signal line when operating normally is 0.6v to 1.1v. When in a tipover condition, the signal line voltage is between
3.0v & 6v.26)

1998-2003 1200S models can detect an out-of-range error (Code 44) if the sensor line is shorted high or low.

For 2004-2013, the bank angle function is included inside the Turn Signal Module (TSM/TSSM).

For 2014-later, the BAS functions & the TSM/TSSM functions were incorporated into the Body Control Module (BCM).

Oil Pressure Switch

The Oil Pressure Switch is located at the Oil Filter mount. It is a pressure-actuated diaphragm-type
switch that indicates a lack of oil pressure. The switch grounds the sensor wire when there is
insufficient oil pressure to open the switch and causes the oil light to illuminate on the indicator bar or
the speedometer.

If the idle speed should fall below 1000rpms, the light may activate as a warning.

Neutral Indicator Switch

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The Neutral Indicator Switch is located forward of the
main drive gear shaft on the right crankcase half,
partially behind the final drive tranmission sprocket. A
pin on the transmission shifter drum contacts the
switch plunger to indicate a neutral position of the
transmission. The switch grounds the sensor wire
causing the neutral indicator lamp to light (on the
indicator bar or in the speedometer).

The sensor cannot be removed for replacement

without removing the transmission final drive sprocket.

On EFI models (2007-later) the Neutral Indicator Switch is also utilized to prevent
starting the engine if the bike is not in neutral and the clutch lever is not engaged.

Clutch Switch

Starting in 2007, the Clutch Lever had a switch implemented to allow it to be monitored.

The Clutch Switch and the Neutral Indicator Switch are monitored to assess whether to allow the starter relay to function. If the clutch lever is
released & the transmission is not in neutral, the TSM/TSSM/HFSM (2007-2013) or the BCM (2014-later) will not provide the necessary
ground for the relay coil to activate (even though the power is being supplied by the starter button/switch).

This is to prevent the bike from lurching forward when attempting to start it.

Jiffy Stand Switch (HDI only)

Starting in 2008, the International models have a Jiffy Stand Sensor (JSS) which utilizes a 3-wire Hall effect sensor to monitor the position (up
or down). The ECM provides a +5v supply to the JSS and a return line to the ECM provides the status of the stand. The sensor is grounded
to the Powertrain Ground Point. The domestic models have the same wiring, but no sensor is implemented.

When the jiffy stand is fully retracted the sensor picks up the presence of the metal tab mounted to the jiffy stand (providing less than 2v on
the signal line). The metal tab is moved away from the sensor as the jiffy stand is extended (providing 4v or more on the signal line).

When the jiffy stand is extended, the engine will start and run only if the TSM/TSSM senses the transmission is in neutral. Otherwise, the
engine will start and then simply stall.

The jiffy stand sensor also has a 'Fail Enable' mode. This mode allows the engine to start and run if the system recognizes a problem with the
jiffy stand sensor circuit. If a problem exists or if the transmission is put in gear with the jiffy stand extended the odometer will display “SIdE
Stand”.

(Here is an XLForum THREAD [https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-electrical/sportster-motorcycle-electrical-

and-ignition/175198-side-stand-issues-on-can-bus-sportsters?t=1879945] that discusses an intermittent issue which causes the bike to stop running
and may not produce any DTC.)

Electric Fuel Pump (EFI)

Sub Documents

Replacing EFI Fuel Filter on 2013 883N

Fuel Pump Operation

Starting in 2007 (EFI), the Sportsters use an electric fuel pump. The fuel pump delivers fuel, under pressure, to the injectors. The pressure
regulator, internally mounted on the fuel filter, controls the amount of pressure in the system. Excess fuel flow is bypassed from the pump
assembly back into the fuel tank through the pressure regulator.

The fuel pump delivers fuel through the fuel line, to a cavity in the induction module, known as the Fuel Rail. The Fuel Rail directs the fuel to
the fuel injectors.

When the keyswitch is turned ON (with RUN/Stop in RUN), the ECM causes the fuel pump to run for 2-3 seconds to prime the pressure in the
system. Then, the ECM turns off the System Relay and waits for further action by the rider. The System Relay will be activated for ignition

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power (to the fuel pump, coil & injectors) when the ECM sees CKP pulses (as when the starter is running). Whenever the engine is not
running or being cranked (no CKP pulses), the ECM will de-energize the system relay within a few seconds.

On 2014-later models, the BCM performs the same functions as the ECM described above. It does not use an external System Relay, but
rather uses its own internal power control to allow or prevent power to the fuel pump.

Improper fuel pressure may contribute to one of the following symptoms:

cranks, but won't run

cut out (may feel like ignition problem)
hesitation, loss of power, or poor fuel economy

After turning ignition OFF, you must wait 10 seconds before turning the ignition back ON to get the fuel pump to reprime. This time out period
is necessary for the fuel pump and IAC to reset.

27)

Low Fuel Sensor

The EFI model Sportsters (2007-later) included an electric fuel pump with a Low Fuel Sensor. The sensor uses a float with a magnet to
trigger the sensor when the fuel is low. Some owners found the low fuel indicator to be erratic and the consensus was that the float (white)
that triggers the sensor was getting stuck. Eventually, HD released a corrected replacement Low Fuel Sensor used on all later models
(75302-07B uses black float).

In the speedometer, there is a Low Fuel Indicator that responds to the Low Fuel Sensor. This is accomplished using a Fuel Sender Resistor
Assembly, consisting of two resistors to allow altering the voltage on the connection to the speedometer. The 2007 models came with a
resistor pack (72545-07) that used two 240 ohm resistors, while in the later version (72545-08 used on all later models) there was one 8K
ohm resistor and one 2K ohm resistor.

The speedometer sends power to the Fuel Sender Resistor Assy (thru a pull up resistor) while monitoring the same line for a change in
voltage level.

For 2008-later, when the fuel is above the Low Level, the resistor assembly presents a 10K resistance above ground, thus keeping the
supplied voltage at a high level. When the fuel reaches the Low Level, the switch in the fuel pump assembly closes it's contacts and
effectively shorts across the 8K resistor portion of the Fuel Sender Resistor Assy. The 2K resistor remains in the circuit to limit current draw,
but the effect is to lower the voltage on the output line to a level which the speedometer interprets as a Low Fuel Level condition.

The amount of fuel remaining (2013 models) when the Low Fuel Light activates will vary by model:
.65 gallons remaining for XL1200X & XL1200V (w/ 2.1 gal tank)
.80 gallons remaining for XL883R & XL883N (w/ 3.3 gal tank)
1.0 gallons remaining for XL883L & XL1200C/CP/CA/CB (w/ 4.5 gal tank)

The following illustration is a functional schematic of this sensor/indicator operation.

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28)

NOTE-1 Additional fuel pump info is at this XLForum Thread: https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-

era-specific-and-model-specific/efi-sportster-motorcycle-talk-2007-and-up/107825-low-fuel-warning-light?t=984808
[https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/efi-sportster-motorcycle-talk-2007-and-
up/107825-low-fuel-warning-light?t=984808]

NOTE-2 If there is too low voltage (below minimum set point) on the low fuel signal line for more than 15 seconds a DTC B1004 will be set
and the low fuel warning lamp will illuminate.

NOTE-3 If there is too high voltage (above maximum set point) on the low fuel signal line for more than 15 seconds a DTC B1005 will be set
and the low fuel warning lamp will illuminate.

Upgrade speedometers use an upgraded fuel level sensor. See the REF section for more information.

1)
Table data from 2007 Sportster Electrical Diagnostic Manual - 99495-07, p.4-8
2)
See discussion here: https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-general-discussion-and-
problems/191500-2009-xlc-dying-when-letting-clutch-out-can-kill-bike-with-throttle/page2#post4139765 [https://www.xlforum.net/forum/sportster-
motorcycle-forum/sportster-motorcycle-general-discussion-and-problems/191500-2009-xlc-dying-when-letting-clutch-out-can-kill-bike-with-
throttle/page2#post4139765]
3)
IXL2Relax at XLForum.net
4) , 5) , 28)
Illustration created by IXL2Relax at the XLForum

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6)
Pic from BowOnly at https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/frame-
mount-evo-sportster-talk-1986-2003-models/199450-v-o-e-s-issue?t=2076330 [https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-
motorcycle-era-specific-and-model-specific/frame-mount-evo-sportster-talk-1986-2003-models/199450-v-o-e-s-issue?t=2076330]
7)
Pic - Steelworker https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-electrical/sportster-motorcycle-electrical-
and-ignition/130785-sportster-sport-1200s-98-03-ignition-replacement?t=1382357 [https://www.xlforum.net/forum/sportster-motorcycle-
forum/sportster-motorcycle-electrical/sportster-motorcycle-electrical-and-ignition/130785-sportster-sport-1200s-98-03-ignition-replacement?t=1382357]
8)
per 2006/2008/2009/2013 Sportster Electrical Diagnostic Manual
9)
thanks sportsterpaul - https://www.xlforum.net/forum/forum-functions/sportsterpedia-com-admin/181086-sportsterpedia-progress/page9?
postcount=128#post4135380 [https://www.xlforum.net/forum/forum-functions/sportsterpedia-com-admin/181086-sportsterpedia-progress/page9?
postcount=128#post4135380]
10)
Information for this section was collected from the 2006 Sportster Electrical Diagnostic Manual
11)
photo by Hippysmack
12)
photo by johnk of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-motor-engine/sportster-
motorcycle-motor-top-end/132786-fixing-a-leaky-top-end-with-pics?threadid=1422877 [https://www.xlforum.net/forum/sportster-motorcycle-
forum/sportster-motorcycle-motor-engine/sportster-motorcycle-motor-top-end/132786-fixing-a-leaky-top-end-with-pics?threadid=1422877]
13)
2005 Sportster Electrical Diagnostic Manual 99495-05
14)
photo by xkreedx of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-motor-engine/sportster-
motorcycle-engine-conversions/192378-1200-to-1275-hammer-conversion?threadid=2059564 [https://www.xlforum.net/forum/sportster-
motorcycle-forum/sportster-motorcycle-motor-engine/sportster-motorcycle-engine-conversions/192378-1200-to-1275-hammer-conversion?
threadid=2059564]
15)
Annotated by IXL2Relax at the XLForum
16)
Information for this section was collected from Fe Head's contribution to an XLForum Thread [https://www.xlforum.net/forum/sportster-motorcycle-
forum/sportster-motorcycle-intake-and-exhaust/sportster-motorcycle-air-intake-carburetor-efi-fuel-and-exhaust/55778-function-of-the-map-sensor?t=278587]
and from the 2008 Sportster Electrical Diagnostic Manual
17), 20)
1998 HD Sportster FSM pg 7-33
18)
2005 Electrical Diagnostics Manual pg 4-35
19)
2005 HD Sportster Electrical Diagnostics Manual pg 4-35
21)
Fe Head of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-intake-and-exhaust/sportster-
motorcycle-air-intake-carburetor-efi-fuel-and-exhaust/55778-function-of-the-map-sensor/page3?t=278587&page=3
[https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-intake-and-exhaust/sportster-motorcycle-air-intake-carburetor-efi-fuel-and-
exhaust/55778-function-of-the-map-sensor/page3?t=278587&page=3]
22)
Information for this section was collected from the 2008 Sportster Electrical Diagnostic Manual
23)
1995/1996 Wiring Diagrams and Electrical Troubleshooting Guide - 99948-96
24)
Image from Shu XLForum threadid=619957
25)
pic from Diogenes415 of the XLForum https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-general-discussion-
and-problems/202146-question-about-bas-system?t=2079288 [https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-
general-discussion-and-problems/202146-question-about-bas-system?t=2079288]
26)
1998 Sportster Service Manual 99484-98, P2-16 & P7-12/13 and 2002 Buell X1 Lightning Service Manual 99490-02Y
27)
photo by Davo_137 of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-general-discussion-
and-problems/195845-do-you-think-is-normal-this-fuel-pump-noise?t=2072270 [https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-
motorcycle-general-discussion-and-problems/195845-do-you-think-is-normal-this-fuel-pump-noise?t=2072270]

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