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  #11  
Old 13th January 2015
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http://www.allaboutcircuits.com/vol_4/chpt_3/10.html


hope this link works, will save a bunch of typing.
forgot to add this is for a digital system and not analog as there is a diff and the hd is digital. also the sensors can be setup diff, I am assuming the setup is on/off since it is digital, in analog the hall output signal varies according to strength to magnetic field, the digital is either supply out or supply off. that being said, while cranking the output should 5 volts. the ecm relies on thresh hole for the trigger so it will generate trigger before the 5 volts.
does the sporty have a reluctor ring or magnet embed triggers on the flywheel??

Last edited by bustert; 13th January 2015 at 21:41.. Reason: forgot info
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  #12  
Old 13th January 2015
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Quote:
Originally Posted by bustert View Post
are we talking inductive or hall??? the hall is not ac but a pulsing dc which is a big diff. the peak voltage is totally in-material to the ecm. I am going out on a limb because I do not know the hd setup so I will post later possible values.
Hall effect is 3 wire, as used on (some) Dynas (DC square wave, 0-5 VDC)

For a Hall effect sensor:
While cranking: ~0.5 VDC
At idle: ~0.3 VDC
Static (key on, bumping starter until a close signal is received): 5 VDC

The signal is 0-5 VDC square wave, thus the average voltage read is rather low.

Sportsters use 2 wire (AC sine wave)


While cranking: ~ 0.3 VAC (note this is a sine wave and requires the AC scale)
At idle: ~ 1 VAC
Static: N/A

For more details, see post #1
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  #13  
Old 14th January 2015
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here is how you can test. put bike on stand, plugs out and in high gear. then have someone to rotate the wheel while you observe the voltage in the signal wire. if you have a noid, plug that into the injector connector and/or timing light on plug wire(make sure you have a ground path for the high tension or damage is a possibility). if you can go slowly enough, you MIGHT be able to capture the trip point but I think it to be unlikely. my son has a twin cam (poor soul) and possibly I can get him over and I could put my scope on it and do a screen capture. also, disable the headlight so it won't drain the system.

the inductive crank voltage should be 1 volt according to the book but once again, the meter type used plays an important role in the capture, a regular meter averages the signal, not good for electronic work.
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  #14  
Old 15th January 2015
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I just recently replaced the ABS sensors on the wife's SUV. Only after replacing each one of the four one at a time and driving it to see if the ABS light went out, I found a YouTube video describing how to test these.
Simply, check resistance. A good sensor will maintain its resistance, say 480ohms. A bad one will vary wildly. I confirmed this via the known bad sensor vs a new one and the OEM one off another wheel that was good.
Now it is my understanding that the ABS sensor is the same design as our CPS so the test should be the same.
Anyone keep there old dead one as to confirm?
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  #15  
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Quote:
Originally Posted by DaytonaSportster View Post
Now it is my understanding that the ABS sensor is the same design as our CPS so the test should be the same.
Anyone keep there old dead one as to confirm?
Not the same, as this compares a pressure transducer to hall effect sensor / proximity sensor, etc.

The company that provides my income has designed and built several automotive pressure transducer assembly and test lines for ABS sensors.
The resistive values are checked/calibrated at ambient, -20 C (or -40) and
typically 85 C. Pressure must calibrate to 0.01%, +/- 4 mV with power +/- 5 mV of nominal. All empirical data relatively easy to check.

Crank position sensors need to be checked by output, as outlined in post one of this thread.

Last edited by sportsterdoc; 15th January 2015 at 14:57..
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  #16  
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the abs sensor reads wheel speed and not a pressure transducer like an air pressure sensor for the tires.
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  #17  
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Great info to know!!
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  #18  
Old 16th January 2015
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Quote:
Originally Posted by bustert View Post
the abs sensor reads wheel speed...
Regarding the 4 sensors which count wheel revolutions, this is correct.
I was thinking of the pressure differential transducers on the Bendix 10 system which monitor hydraulic pressure.

Most ABS "counters" have a measurable resistance value
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  #19  
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OK, back to post one: Has anyone used an AC volt meter to measure the crank position sensor output, while cranking or at idle, or at specific RPMs?

For 2004-2006 Sportsters, the red lead is connected to ICM position 8 and the black lead to ICM position 9.

For 2007-2013 Sportsters, the red lead is connected to ECM position 30 and the black lead to ECM position 12.
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For updated info, see post 13 of this thread
http://xlforum.net/forums/showthread.php?t=1999312

(A) Check resistance between each side of the CKP sensor and ground - Each side should be more than 1-megohm of resistance (not shorted to ground)
(B) Set your meter to Volts-AC (20v) and connect across both leads of the CKP Sensor - Briefly crank the engine - You should read a minimum of 1v-AC on the CKP Sensor leads.
(C) Turn off power - Keep your meter connected to the sensor connector - Set your meter to Ohms - Between the two leads, you should read 600-1200 ohms.

Thanks to IXL2Relax at this Sportsterpedia section:
http://sportsterpedia.com/doku.php/t...shaft_position

Note: Resistance within spec is not enough to verify CKP operation. If the gap is incorrect, proper voltage will not be generated.

Last edited by sportsterdoc; 8th November 2020 at 22:39.. Reason: Second link updated
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