Snowmobile Ski Doo REV SERIES (2006 year). Instruction - part 63

Section 06 ENGINE MANAGEMENT (SDI)
Subsection 02 (DIAGNOSTIC PROCEDURES)

TPS “OUT OF RANGE” Fault

It is caused by the sensor reading going out of its allowable range. This fault can occur during the whole
range of movement of the throttle.

To diagnose this fully, it is recommended to operate the throttle through its full range. It is also recom-
mended to release the throttle quickly as this may also reveal a fault that is intermittent.

POSSIBLE CAUSES

ACTION

Check if connector is disconnected from TPS

Reconnect.

Check if sensor is loose

Tighten sensor and reset Closed Throttle.

Inspect sensor for damage or corrosion

Replace sensor and reset Closed Throttle.

Inspect wiring (voltage test)

Repair.

Inspect wiring and sensor (resistance test)

If bad wiring, repair.

If bad TPS, replace and reset Closed Throttle.

Test sensor operation (wear test)

Replace sensor and reset Closed Throttle.

TPS “ADAPTATION FAILURE” Fault

It is caused by the idle position moving out of an acceptable range.

Following problems can be caused by a TPS “Adaption Failure“:

– Idle speed is out of range.
– Engine stops, when throttle is released quickly.
– Engine runs inconsistent in low partload or low RPM.

POSSIBLE CAUSES

ACTION

Sensor has been replaced and TPS closed

position not reset

Reset Closed Throttle.

Throttle body has been replaced and TPS

closed position not reset

Reset Closed Throttle.

ECM has been replaced and TPS closed

position not reset

Reset Closed Throttle.

Throttle cable too tight

Adjust cable and reset Closed Throttle.

Sensor is loose

Tighten sensor and reset Closed Throttle.

Throttle bracket is loose

Fix and reset Closed Throttle.

Adjustment screw worn or loose

Adjust idle speed screw using B.U.D.S.

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Section 06 ENGINE MANAGEMENT (SDI)

Subsection 03 (COMPONENT INSPECTION, REPLACEMENT AND ADJUSTMENT)

COMPONENT INSPECTION,
REPLACEMENT AND ADJUSTMENT

SERVICE TOOLS

Description

Part Number

Page

SERVICE PRODUCTS

Description

Part Number

Page

GENERAL

Engine problems are not necessarily related to the
engine management system.

It is important to ensure that the mechanical in-
tegrity of the engine and drive system are present:

– good transmission system operation
– good engine compression and properly operat-

ing mechanical components, no leaks etc.

– fuel pump connection and fuel lines without

leaks.

Check the chart in TROUBLESHOOTING section
to have an overview of problems and suggested
solutions.

When replacing a component, always check its
operation after installation.

FUEL SYSTEM

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WARNING

The fuel system of a fuel injection system
holds much more pressure than that of a car-
bureted snowmobile. Prior to disconnecting
a hose or to removing a component from
the fuel system, follow the recommenda-
tion described here. Pay attention that some
hoses may have more than one clamp at their
ends. Ensure to reinstall the same quantity
of clamps at assembly.

– Use the VCK (Vehicle Communication Kit)

(P/N 529 035 981) to release the fuel pressure
in the system. Look in the Activation section
of the software B.U.D.S. (ensure to use the
latest version available on BOSSWeb).

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Section 06 ENGINE MANAGEMENT (SDI)
Subsection 03 (COMPONENT INSPECTION, REPLACEMENT AND ADJUSTMENT)

529 035 981



WARNING

Fuel lines remain under pressure at all times.
Always proceed with care and use appro-
priate safety equipment when working on
pressurized fuel system. Wear safety glasses
and work in a well ventilated area. Proceed
with care when removing/installing high
pressure test equipment or disconnecting
fuel line connections. Use the VCK to release
fuel pressure prior to removing a hose. Cov-
er the fuel line connection with an absorbent
shop rag. Slowly disconnect the fuel hose
to minimize spilling. Do not allow fuel to
spill on hot engine parts and/or on electrical
connectors. Wipe off any fuel spillage in the
engine compartment. Fuel is flammable and
explosive under certain conditions. Always
disconnect battery or remove 30 A fuse prior
to working on the fuel system. After per-
forming a pressure test, release the pressure.

– Always disconnect battery properly or remove

30 A fuse prior to working on the fuel system.
Refer to BATTERY section.

When the job is done, ensure that hoses from fu-
el rail going to fuel pump are properly secured in
their supports. Then, pressurize the fuel system.
Perform the fuel pressure test as explained in this
section.

Properly reconnect the battery or reinstall 30 A
fuse.

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WARNING

Ensure to verify fuel line connections for
damage and that NO fuel line is disconnect-
ed prior to installing the tether cord cap on
the DESS post. Always perform the high
pressure test if any component has been
removed. The fuel pump is started and pres-
sure quickly builds-up each time the tether
cord cap is installed and the START/RER but-
ton is depressed (or rewind starter is pulled).

To check fuel rail for leaks, first pressurize the sys-
tem then spray soapy water on all hose connec-
tions, regulators and injectors. Air bubbles will
show the leaking area. Check also for leaking fuel
or fuel odor.

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WARNING

Never use a hose pincher on injection system
high pressure hoses.

ELECTRICAL SYSTEM

It is important to check that the electrical system
is functioning properly:

– battery
– capacitor (manual start models)
– fuses
– relays
– DESS
– ignition (spark)
– ground connections
– wiring connectors.

It is possible that a component seems to operate
in static condition but in fact, it is defective. In
this case, the best way to solve this problem is
to remove the original part and replace it with one
which is in good condition.

Never use a battery charger to substitute tem-
porarily the battery, as it may cause the ECM
(engine control module) to work erratically or not
to work at all. Check related-circuit fuse solidity
and condition with an ohmmeter. Visual inspec-
tion could lead to false results.

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Section 06 ENGINE MANAGEMENT (SDI)

Subsection 03 (COMPONENT INSPECTION, REPLACEMENT AND ADJUSTMENT)



WARNING

All electrical actuators (injectors, fuel pump,
ignition coils and starter solenoid) are con-
tinuously supplied by the battery when the
start button is depressed or if engine is rotat-
ed (with the rewind starter). Always discon-
nect the tether cord cap and the battery pri-
or to disconnecting any electric or electronic
parts.

To perform verifications, a good quality multimeter
such as Fluke 111 (P/N 529 035 868) should be
used.

Pay particular attention to ensure that pins are
not out of their connectors or out of shape. The
troubleshooting procedures cover problems not
resulting from one of these causes.

CAUTION: Ensure all terminals are properly
crimped on wires and connector housings are
properly fastened.

Before replacing an ECM, always check electrical
connections. Make sure that they are very tight
and they make good contact and that they are
corrosion-free. Check if wiring harness shows any
signs of scoring. Particularly check ECM ground
connections. Ensure that contacts are good and
clean. A “defective module” could possibly be
repaired simply by unplugging and replugging the
ECM. The voltage and current might be too weak
to go through dirty wire pins. Check carefully if
pins show signs of moisture, corrosion or if they
look dull. Clean pins properly and then coat them
prior to assembling as follows:

NOTE: Do not apply dielectric grease or other lu-
bricant on the ECM connectors.

If the newly replaced ECM works, try the old one
and recheck if it works.

Ensure that all electronic components are genuine
– any modification on the wiring harness may lead
to generate fault codes or bad operation.

NOTE: For diagnostics purposes, use Vehicle
Communication Kit (VCK). See DIAGNOSTIC
PROCEDURES for proper connectors/adaptors.

After a problem has been solved, ensure to clear
the fault(s) in the ECM using the VCK. Refer to
DIAGNOSTIC PROCEDURES subsection.

RESISTANCE MEASUREMENT

When measuring the resistance with an ohmme-
ter, all values are given for a temperature of 20°C
(68°F). The resistance value of a resistance varies
with the temperature. The resistance value for
usual resistor or windings (such as injectors) in-
creases as the temperature increases. However,
some of our temperature sensors are NTC types
(Negative Temperature Coefficient) and work the
opposite which means that the resistance value
decreases as the temperature increases. Take it
into account when measuring at temperatures dif-
ferent from 20°C (68°F). Use this table for resis-
tance variation relative to temperature for temper-
ature sensors.

TEMPERATURE SENSOR TABLE

TEMPERATURE

RESISTANCE (OHMS)

CTS FOR

°C

°F

ATS

EGTS

GAUGE

ECM

- 40

169.7

72412

- 35

- 31

52637

- 30

- 22

28000

38681

- 25

- 13

28718

- 20

- 4

14500

185.1

733.8

21529

- 15

587.7

16288

- 10

474

12431

- 5

384.8

9565

5500

200.5

314.3

7418

258.4

5807

213.7

4582

177.7

3644

2500

148.7

2919

219.6

125

2355

105.6

1912

98.69

1562

104

1200

76.5

1284

113

65.54

1062

122

238.5

56.38

882.6

131

48.72

738.9

140

600

42.28

622

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