Mod-els with this early self diagnostic system require the use of a pin-out box, digital multi-meter, and the Honda Service Manual for diagnostic troubleshooting.īut a more sophisticated tool for retrieving fail codes and diagnosing PGM-FI systems was needed, so the Honda Diagnostic System (HDS) was developed. The MIL flashes in certain patterns to indicate the problem component(s). Early PGM-FI models (1998-2002) were only equipped with the Malfunction Indicator Light (MIL) to signal the rider and technician of problems with the fuel/ignition system.
With these modern engine management systems, you can't tell what's going on without electronic assistance.INTRODUCTIONNearly all Honda PGM-FI equipped powersports models have varying levels of self-diagnostic abilities. I printed out the results and handed it to the tech who took a look and said, "Yup, fuel pump." He replaced it under warranty and the bike has been flawless since. You could see the fuel pressure dropping off until the bike stalled and what was really interesting was that the injector time increased as the system tried to compensate for the falling fuel pressure. I loaded the file in a spreadsheet program which produced a chart of all the parameters and graphs of fuel pressure and injector times.
We haven't seen that problem." I was able to capture a log of the system parameters while the bike was showing symptoms. I told them it was a fuel pump problem and they said, "Oh, no, it can't be that. Several dealers looked at it and shrugged. I had a stalling problem with my F800ST in hot weather. A couple of guys from South Africa have reverse engineered the system BMW uses and sell an interface device which works with their software.
I'd be very interested in that pocket tester, as well. Since motorcycles don't need to meet those specific requirements, they all have proprietary systems. The OBDII requirements are for emissions equipment testing.
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