The Yamaha Road Star Warrior Forum

Thanks Alan.  I will do so right now.

Does anyone have John's phone number or Email addy?  I PM'd him earlier in the week and still no response.  I was going to call Yamaha next.  Like other's in this thread I swapped the ECU, disconnected the PCIII, etc and the problem still exists and riding up and down I-95 that last thing I need is a bike that quits running at 80mph, right when you need it most. I am getting somewhat...... anxious. Thanks for the help, all.

so it has to be in fith?

That it does, ever heard of this?  I ordered the Lean angle cut off switch today so We'll see.

I have been watching this thread and definatley want to know what the problem is. Lean angle cut off ... huh?  I have been getting the same problem since getting my cps recall. Its pretty sporadic and may not happen for months.  Right at 3200 rpm going steady in 5th she'll bog down and I have to let off and get back on for it to go away. Yet it never happens if I'm pinned on the throttle.  Whatever it is I am sick of it!

 John? ...hello?

I'll keep you posted. Should have an answer by next weekend.  It seems to make sense, what else is designed to cut of the fuel?  I don't know where else to turn. I hate this.

So, when this happens the fuel is being completely cut off, even if momentarily?  From the many topics in these last months (not including this one) I had the impression the fuel was likely still flowing, just maybe the flow rate was being 'capped' by the ECU momentarily.  Obviously that was either incorrect, or at least its not correct to Terminaatr's situation.

Who'd a thunk it?

 I am also watching this post! My 04 is dropping at approx 3200 also, but in 4th and 5th. I ordered the pick up and am waiting for it to arrive. I will continue to watch thoug, to see who or what finally fix's the prob!

I replaced a perfectly good Pick up Sensor assembly, courteous of Yamaha. I sould have the Cut off Switch replaced by Friday, I hope.  I will post the minute I get back from the test ride.

ohiostar11:

I replaced a perfectly good Pick up Sensor assembly, courteous of Yamaha. I sould have the Cut off Switch replaced by Friday, I hope.  I will post the minute I get back from the test ride.

At some point i was led to believe that there was a problem with the internally wired bars and possibly the Kill Switch contacts (KS) so we wired a small incadescent automotive bulb across the KS terminals (available in headlamp housing) and mounted the device on the handle bars in full view of the rider in lieu of just jumpering it out. It wasn't the switch after all as the lamp never flickered!

As i sated earlier, we checked all the connectors and wiring under the seat. I used a Fluke meter to ring out and check the various sensors and wires that were inspected. Prior to my visit, John thoroughly inspected all the connections and cables inside the headlight housing visually for proper terminations.

Keep in mind that there was a reoccurring diagnostic fault code when going thru the history and that this code gave no clue whatsoever to the root cause of the problem!

It's really too bad that John isn't responding to this post    ..... i noticed he sold his PCIII recently to a member.

Hope all is well with him!

ohiostar11 ..... if you haven't done your Due Diligence as above then it's possible you're just removing and replacing (R&R) a good part based on my reply to this thread .... now keep in mind the Dealer replaced his recalled TPS and also wired up a new Ignition switch (not replaced) while trying to resolve the problem. They also had the luxury of running the bike on their Dyno for the high speed cut-out.

Now read CruiseMissile's Reply and my saga for a misdiagnosed TPS before the recall days: http://rswarrior.com/forums/p/23814/283706.aspx#283706

Have any of you guys double checked the connection at the starter? Lose ground will cause this.

Always at the same rpm/speed?  

JPWARRIOR:

Have any of you guys double checked the connection at the starter? Lose ground will cause this.

There might be a hint here because the ECU treats incoming data differently in lower speeds, ignoring some sensors.  Maybe someone can check the circuits with those sensors the ECU only reads in 4th and 5th speeds?  There was an old post on some of this but I can't find it right now. From my DOH! memory I think the TPS is one of those sensors.

the_grider:

 I am also watching this post! My 04 is dropping at approx 3200 also, but in 4th and 5th. I ordered the pick up and am waiting for it to arrive. I will continue to watch thoug, to see who or what finally fix's the prob!

Ok if all the grounds are good the next step would be a dyno, inductive timing light or spark tester, fuel pressure guage and an o scope and read the pulse width going to the injectors and see what the hell its losing - dont think the decompresion soleniod is clicking in at that speed.

does the lean angle sensor close a circuit, connect a curcuit, I would try bypassing before replacing and verifing the condutors in its part of the harness.

Arizona Warrior:

Maybe someone can check the circuits with those sensors the ECU only reads in 4th and 5th speeds?

Just my .02 & opinion here: Trouble shooting a modern F.I. bike is much more challenging than an old carburated bike w/o a Black Box (Ignitor). A good analogy for automated industrial equipment would be comparing control relays and limit switches to PLC controls and prox sensors.

Often times the alarm/fault screen logic on a MMI (man machine interface) is more dificult to author than the actual program to automate the equipment.

The Warrior MMI is the Tachometer and our only way to communicate with the ECU software. The fault codes provided in the diagnostic mode can often times be misleading because the author hadn't covered unexpected failures such as: broken or poor branched common wires, etc.

Good example here is in the headlight. The ground buss could be a future problem with anything connected to it. Only 1-ground runs back in the main harness i suspect from this point. Other common wires for the engine sensors are branched with a mechanical crimp and taped w/o soldering.

Example: The rear fender harness is fabricated with branched mechanical connections and taped for the rear lights.

To trouble shoot some intermittent electrical problems might require unwrapping the main harness and validating a failed branch connection. THE ULTIMATE CHALLENGE!

Branch connections are common in automotive to limit harness diameters where as in industrial controls common I/O wires are generally run back to a main or remote I/O panel for trouble shooting for each device.