[shadowburn]

Trying to track down a problem. Thought I'd ask before I go and start touching things with the ohm meter I shouldn't. Is it okay to check wire continuity between the CSI and TTS plugs? Leaving TTS connected, and testing W from CSI plug to ground (since W from the TTS is supposed to connect to the CSI directly). Only problem is to determine which connection is W on the CSI plug.

Also, tested cold (room temp about 68F) TTS is showing:

between G and ground 32.4
between W and ground 00.2
between G and W 32.4

CTS cold is showing 1.260

Since W is supposed to show if the switch is open or not, is this indicting the TTS may be bad?

Haven't had a chance to test with a warm engine yet.

 

[ghnl]

The admonishments about being careful when using an ohm meter to test L-jetronic wire harness connections is because an ohm meter sends out a (small) electrical signal to measure how much resistance there is in a circuit. This electrical signal could be detrimental to the L-jet computers if it were applied where it should not be.

The Cold Start System (CSI & TTS) are independant of the computers so I think the risk is minimal.

Before probing with the ohm meter, I suggest careful inspection of the electrical connections inside the Bocsh connectors. The small female contacts can be dislodged and thus fail to make connection even when the plastic harness connector is firmly in place.

 

[shadowburn]

I thought one wire from the CSI goes to the TTS and the other goes to the ECU, and if that was the case, I figured it would be safe to test the one that goes to the TTS. I also thought it would be a way to see what W on the TTS tests at without disconnecting that plug again (contacts in the plugs on both ends are good, but I just cracked the TTS end and don't want to pull it again until I get a new one).