Airflow has nothing to do with a throttle position sensor. A TPS can work in a vacuum as all it does is know where the position of the throttle is.
My problem is, no shop manual, parts pages show so much, and the physical bike is... I am not riding the bike to 'duplicate customer complaint.' So if the parts only work one way, I do not use the battery cable to clear codes. I have a few ECU's hanging around and if you know something called 'flipflop' in the processing kind of nomenclature, a flip can magnetically hold itself via the capacitors used on the motherboard. So via piano-key to empty the capacitors thru the meter for a ground or flop it so it empties, that's all the RAM (volatile) left saved. The bike starts at zero = 0000 in binary speak or ROM. That was that computer trick is remove those variables out of the black box. That's like wiping the hard drive and/or you opened a package to a new ECU an plugged it in brand new like.
How is that page we are landing on? Computer bike 101 I can't make it any easier. The black box only works one way.
IAP = The intake of air is sucking on a drum skin call it, an eardrum call it. That wafer of a drum cover has a wire attached to it. The harder that wafer is being pulled one way, it can send a signal up that wire. When that cylinder's intake valve closes, the suck at the IAP stops and returns to its base position as if the bike was turned off. So it pulls vacuum from a baseline of 14.7 psi. If negative [idle] pull is 8-9 psi, look at the analog range from 9 to 14. So air suck on a wafer can ripple a linear number. Are we on this page? Because now, this code pops up. A method takes over [if]the sensor fails. This area is handled by the digital takeover of the mid to WOT or heavy load range. No IAP needed to run. If the air line is off the sensor, the same method kicks in as if the wire was out of the connector, or the sensor ate itself internally, 3 variables landed on the same method, 4 if you count a connector not connected.
Wire out of connector.
Connector not connected.
Short to ground [itself].
Hose caused it to read in digital [the one number input triggering code).
TPS = The throttle position sensor is like a wall switch rheostat that turns the light bright, or off the light it goes. This too has a method used. This backup, or safe, or fail-safe, or what honda uses as the same nomenclature, those same 3 variable faults to a wire, sensor, or connector not connected. So the TPS does not use vacuum for input purposes. The linear flow of that light you see is a watt change after watt change in the linear. So it sends analog input in a linear fashion at that fly by wire at the grip, or the TPS off the throttle body that is reading the throttle shaft, or that main shaft.
There is no air pressure per say used at that throttle body's TPS. So air pressure at the shaft? You could say that kind of demand pressure is going into the TPS via the shaft in a rheostat? Sure, but no air nipple at the TPS for air assist like the IAP. This should be the wall socket page for this jobber.
IAT = The intake air temp sensor is placed in the airbox stream. There is a rush of air, be it the 4 seasons of temp, this induces a different pressure at the eardrum too. Where cold air would be condensed, the air molecules being closer, there is a faster, more robust demand pull of that condensed air at the wafer. It's cold, so that means more fuel to air ratio. If hot out, the air expands, it takes more vac to pull to equal the cold set, but the vac pulled less, matched or balanced the demand of less fuel, because there is less air on a hot day in the expansion dept. So didn't the air pressure at the sensor match the heat in a way? How about that temp sensor? We seeing a page being developed one needs to be on?
How about if the IAP fails. This method uses a formula. The formula's number is in an octal number, not a decimal number. The abstract still means the same number. So when the IAP fails, 760mmHg is used as a pressure number. Are we on this page?
If the IAT fails, not a pressured number, but a celsius number is used. 30°C is the base to the abstract is the base of 760mmHg to the abstract. So each sensor falls into a digital preset for math calc, the analog no longer is being sent in, Huston we have a problem, but problem solved thru method(s).
So, I'm pretty sure I have a 99% handle on the parts, their abstract in their full working analog setting or in a safe, limp, digital setting. The bike only works one way.
Does air flow have anything to do with the TPS? No. Crank speed does. TPS has no vac sensor to determine load. It sets the rpm demand. Does the crank need the TPS? No. Digital takes over in method. Are we on this page of the abstract?
Of course the bike is clear of codes. Of course the pings back and forth to the sensors will show no codes if none of the 3 wires are breached. That's key on, no run. Now, what was the IAP looking for if the key is on only? 14.7 or base number = No codes. WOT happens next we start the bike and 14.7 remains as a digit no hose attached? Are we on this page?
What happens if no codes, AC still happens, for there is for every DC action occurring with key on, AC still pings back and forth, no getting around MAG. This part of the pages says no codes, baseline is fine @ 14.7. When the bike fires up, guess who is going to code first? VAC!
How's this page working out? The bike only works one way, I'm 99% sure of it. If I turn the key on and start it = 100% says it's the shop man you will pay not being 100% sure messing wit day big boys.. not me, the manuals are generic, hello, is this mic on?
NOLTTSM (no one listens to the shop manual)