Electrical connectors
Before beginning any diagnosis, the following connector related information should be noted:
Note:
- A major cause of hidden electrical faults can be traced to faulty electrical connectors. For example:
- Dirty/corroded terminals
- Damp terminals
For example, the engine electronic control module (engine ECM) relies on the supply of accurate information to enable it to plan the correct fuelling and ignition timing. One dirty terminal will cause an excessive voltage drop resulting in an incorrect signal to the engine ECM.
If, when carrying out fault diagnosis, a fault appears to clear by simply disconnecting and reconnecting an electrical plug, examine each disconnected plug for the following.
When disconnecting a connector:
- Check for a security device that must be released before the connector can be separated, e.g. barb, hook and eye etc.
When inspecting a connector:
- Check that the individual pins have not been bent
- Check for dampness/dirt/corrosion
- Check cables for security
- Check cable pin joints for damage.
When connecting a connector:
- Ensure there is no dirt around the connector/seal
- Push together squarely to ensure terminals are not bent or incorrectly located
- Push the two halves together positively.
Disconnection of the engine ECM connectors
Caution! When disconnecting a connector, never pull directly on the wires as this may result in cable and connector damage.
Caution! Never disconnect an ECM when the ignition switch is in the ON position as this may cause multiple fault codes to be logged in the ECM memory. Always disconnect an ECM after disconnecting the battery negative (black) lead first.
1. Turn the ignition to the OFF position and wait at least 1 minute for the engine ECM to complete its power down sequence.
2. Detach the engine ECM and its bracket and the airbox (see Engine electrical control module (ECM) - removal).
Note: Two different sized connectors are used in the engine ECM, which ensures correct connection is always made. The connectors are coloured black and correspond with identical connectors on the main harness.
1. Press down on the locking device and gently pull back on the connector to release it from the engine ECM.
1. Locking device; 2. Locking lever
Reconnection of the engine ECM connectors
Caution! Damage to the connector pins may result if an attempt to fit the connectors incorrectly is made.
1. Fit the connector into its socket. When the locking lever starts to move, stop pushing the connector and use the locking lever to fully insert the connector home and lock it.
1. Connector B (large); 2. Connector A (small)
1. Refit the engine ECM and its bracket to the frame under the seat (see Engine electronic control module (ECM) - installation).
System diagnostics
The engine management system has an on-board diagnostics feature which allows service technicians to retrieve stored data from the ECM using Triumph diagnostic software. Full details of the Triumph diagnostic software operation and how to interpret the results are given in the Triumph Diagnostic Tool User Guide.
The software is connected, via an interface cable, to the motorcycle using a dedicated diagnostic plug situated beneath the seat. By using a dedicated plug, no electrical connectors associated with the system are disturbed, reducing potential connector damage.
The software allows the user to retrieve data associated with the system sensors and actuators, test various component functions, read build data and make minor adjustments to the set-up of the system. The data and tests available are described on the following pages.
On-board fault detection system
The on-board diagnostic system has two stages to fault detection. When a fault is detected, the DSM (Diagnostic Status Manager) raises a flag to indicate that a fault is present and increments a counter. The counter checks the number of instances that the fault is noted. For example, if there is a fault in the crankshaft position sensor, the counter will increment its count each time the crankshaft turns through 360°, provided the fault is still present.
When the count begins, the fault is detected but not confirmed. If the fault continues to be detected and the count reaches a predetermined threshold, the fault becomes confirmed. If the fault is an emissions related fault or a serious malfunction affecting engine performance, a DTC (Diagnostic Trouble Code) and freeze-frame data will be logged in the ECM's memory and the MIL (Malfunction Indicator Lamp) on the motorcycle instrument panel is illuminated. Once a fault is confirmed, the number of warm-up cycles made by the engine is counted. If the fault clears, the warm-up cycle counter will extinguish the MIL (Malfunction Indicator Lamp) at a predetermined count, and erase the DTC and freeze-frame data from the ECM memory at another (higher) count.
A single warm-up cycle is deemed to have taken place when the following criteria have been met:
- The coolant temperature must be raised to 72°C or more.
- The coolant temperature must have risen by 23°C or more from its start temperature, when 72°C is reached.
- A controlled power down sequence must take place.
Note: When a fault has been rectified, the MIL will remain illuminated until sufficient non-fault warm-up cycles have taken place to turn it off. The MIL will be immediately extinguished if, after first rectifying the fault, the DTC (diagnostic trouble code) that caused the MIL illumination is erased from the ECM memory using the Triumph diagnostic software.
Note: In some cases, when a fault is detected, the engine management system will revert to a limp-home mode. In this mode, the engine will still function though the performance and fuel economy may be marginally affected. In some cases, the rider may not notice any appreciable difference from normal operation.
Service symbol/general warning symbol
The service symbol will illuminate for five seconds after the motorcycle start up sequence as a reminder that a service is due in approximately 60 miles (100 km). The service symbol will illuminate permanently when the mileage is reached, it will remain permanently illuminated until the service interval is reset using the Triumph Diagnostic tool.
The general warning symbol will flash if an ABS or engine management fault has occurred and the ABS and/or MIL warning lights are illuminated. Rectify the fault and clear the diagnostic trouble codes using the Triumph Diagnostic tool.
ECM connector pin numbering
The above illustration shows the pin numbering system used in the engine management circuit diagram.
The smaller connector's pins are prefixed A and the larger connector pins B. As viewed on the mating face with the ECM (as per the illustration), pins are numbered from right to left with number one in the top right corner.
Tool connection diagnostic tool connection
1. To connect the Triumph diagnostic interface to the motorcycle, remove the seat (see Seat - removal) and release the diagnostic connector from its location on the airbox.
1. Diagnostic connector
2. Plug the Triumph diagnostic interface directly into the diagnostic connector.
T3880057 - Triumph Diagnostic Interface
3. When the diagnostic session is completed, disconnect the Triumph diagnostic interface.
4. Refit the diagnostic connector to its location and refit the seat (see Seat - installation).
Triumph diagnostic software
Described on the following pages is the range of information which can be retrieved from the ECM's memory and the adjustments which can be performed using the Triumph diagnostic software.
The tables indicate which tests are performed by the on-board system and what information can be retrieved by the Triumph diagnostic software.
Note: Full details of how to operate the software can be found in the Triumph Diagnostic Tool User Guide, which can be downloaded by authorised Triumph dealers.
Build data
The Build Data screen will display the following information:
- Motorcycle model;
- Vehicle Identification Number (VIN);
- ECM type;
- ECM ID;
- ECM serial number;
- Tune number;
- Date of last tune download;
- Total tune downloads since manufacture;
- The lock status of the ECM (ECM Locked, Unlocked or Not Applicable).
Current Data
The data available under Current Data is:
| Function Examined | Result Reported (Scale) |
| Fuel system status | open or closed loop operation |
| Calculated load value | % |
| Engine coolant temperature | °C |
| Short term fuel trim | % |
| Intake manifold absolute pressure | mmHg |
| Engine speed | rpm |
| Vehicle speed | km/h |
| Ignition timing advance | degrees |
| Intake air temperature | °C |
| Absolute throttle position | % |
| Oxygen sensor | Volts |
Sensor data
When using this function it is possible to check the status of various sensors and actuators.
The data sets are divided into seven groups - Sensor Voltages; Sensor Readings; Injector Data; Ignition Data; Idle Speed, Throttle Data and Inputs and Adaption Status. Each of these screens is described on the following pages.
Sensor voltages
The data available under Sensor Voltages is:
| Item Checked | Result Unit |
| Battery voltage | Volts |
| Voltage from ignition switch to ECU | Volts |
| Air temperature sensor voltage | Volts |
| Coolant temperature sensor voltage | Volts |
| Atmospheric pressure sensor voltage | Volts |
| Manifold absolute pressure sensor voltage | Volts |
| Throttle position sensor voltage | Volts |
| Twist grip sensor voltage | Volts |
| Fuel level sensor voltage | Volts |
| Oxygen sensor output voltage | Volts |
Sensor readings
The data available under Sensor Readings is:
| Item Checked | Result Unit |
| Air temperature | °C |
| Coolant temperature | °C |
| Atmospheric (barometric) pressure | mmHg |
| Manifold absolute pressure (one reading per cylinder) | mmHg |
| Low fuel light | on/off |
| Oxygen sensor heater status | on/off |
Injector data
The data available under Injector Data is:
| Item Checked | Result Unit |
| Injector 1 pulse time | milliseconds |
| Injector 2 pulse time | milliseconds |
| Injector 3 pulse time | milliseconds |
Ignition data
The data available under Ignition Data is:
| Item Checked | Result Unit |
| Ignition timing cyl 1 | degrees BTDC |
| Ignition timing cyl 2 | degrees BTDC |
| Ignition timing cyl 3 | degrees BTDC |
| Coil 1 dwell time | milliseconds |
| Coil 2 dwell time | milliseconds |
| Coil 3 dwell time | milliseconds |
Idle speed and throttle data
The data available under Idle Speed and Throttle Data is:
| Item Checked | Result Unit |
| Engine speed | rpm |
| Idle reference speed | rpm |
| Idle speed control current steps | numeric |
| Idle speed control target steps | numeric |
| Throttle position | % open |
| Secondary air injection status | SAI on/off |
Inputs
The data available under Inputs is:
| Function Examined | Result Unit |
| EMS main relay status | relay on/off |
| Fuel pump relay status | on/off |
| Starter relay status | starter on/off |
| Starter switch status | switch on/off |
| Side stand status | up/down |
| Fall detection status | normal/over |
| Clutch switch status | release/grip |
| Neutral switch | gear/neutral |
| Vehicle speed | km/h |
| Malfunction indicator light status | MIL on/off |
| Cooling fan status | fan on/off |
| Calculated load | % |
| Purge valve duty cycle | % |
Outputs
The data available under Outputs is:
| Function Examined | Result Unit |
| EMS Main relay status | relay on/off |
| Fuel pump relay status | on/off |
| Starter relay status | starter on/off |
| Malfunction indicator light status | MIL on/off |
| Cooling fan status | fan on/off |
| Calculated load | % |
| Purge valve duty cycle | % |
Adaption status
Because the fuel system is adaptive, the engine management system is able to automatically adjust to new working conditions, such as changes in fuel quality, component wear, air leaks etc. This screen displays information on the adaption status of the vehicle which will show if it has adapted or not.
| Function Examined | Report Method |
| Closed throttle position adapted | adapted/not adapted |
| Idle speed control adaption status | % |
| Oxygen sensor adaption range (off idle) | % |
| Oxygen sensor adaption range (idle) | % |
| Oxygen sensor adaption status (off idle) | % |
| Oxygen sensor adaption status (idle) | % |
Function tests
The system allows the diagnostic software to perform a series of function tests on various actuators in the engine management system. In some cases it is necessary to make a visual observation of a component and in others, if faults are present, DTCs will be logged.
The Function Tests available are:
| Function Examined | Report Method |
| Instrument panel | Observe instrument panel, refer to service manual |
| Idle air control stepper motor | Observe throttle position/Stored fault code* |
| Purge valve | Listen for valve operation/Stored fault code* |
| Fuel pump - priming | Listen for fuel pump operation/Stored fault code* |
| Fuel pump - continuous operation | Fuel pressure test/Listen for fuel pump operation/Stored fault code* |
| Cooling fan control | Observe the cooling fan/Stored fault code* |
| Secondary air injection | Listen for valve operation/Stored fault code* |
* If a fault is detected.
Adjust tune
To reset the adaptions, see Engine adaption.
Freeze frame data
Freeze frame data is stored at the time a DTC is recorded (confirmed) by the ECM. If multiple DTCs are recorded, the freeze frame data which is stored will relate to the first recorded DTC only.
By calling up freeze frame data associated with the first recorded DTC, the technician can check the engine condition at the time the fault occurred. The data available is:
| Function Examined | Report Method |
| DTC | Diagnostic Trouble Code (DTC) number |
| Fuel system status | open or closed loop operation |
| Calculated load | % |
| Coolant temperature | °C |
| Short term fuel trim | % |
| Intake manifold absolute pressure | mmHg |
| Engine speed | rpm |
| Vehicle speed | km/h |
| Ignition advance | degrees |
| Intake air temperature | °C |
| Throttle position | % |
| Oxygen sensor output voltage | Volts |
| Oxygen sensor short term fuel trim | % |