2008 M8 wont rev over 6,000 RPM

yes they can randomly go out..??..and I purchase one of each AT MY LIESURE on swap meets just to have spare, (as well as a stator and Diamond drive and primary)...that way you can buy them for 350ish rather then get hosed buying one in a crunch..
and then you can always sell it if you sell your sled..

did you check your reeds and your smart valves in the tank..

any moisture will stay in the tank and PREVENT the smart valve membrane from operating and passing fuel as intended with still
possibly indicating proper psi..

did you wire the power valves open as suggested..

Have you disconnected-checked the Throttle safety switch?

Have you looked to see if the reeds are not broke?

yotaman...looking at that vid I would swear it has either restricted air intake or restricted exhaust....

any squirrels or mice nest..haha...you didn't leave a rag anywhere..??

hey...have you checked your barometric tube for a kink or blockage or filled with moisture...




Timing (ECT) System
The APV models are equipped with the Exhaust Controlled
Timing (ECT) system which utilizes an exhaust
pipe temperature sensor. This system automatically
adjusts the ignition timing to provide maximum performance
through a variety of operating conditions.
The ECU receives input on engine RPM (demand) and
exhaust temperature (engine condition) and adjusts the
ignition timing accordingly. This system is not adjustable
and is maintenance free.
If a system fault is suspected, use an ohmmeter to
check continuity of the exhaust pipe temperature sensor
located in the expansion chamber. A reading of
either 0 ohm or infinity indicates a failed sensor.
0737-314
��NOTE: A disabled ECT system WILL NOT cause
engine damage; however, a failed ECT system will
have slower throttle response and may produce
slightly less top-end performance

INTAKE AIR TEMPERATURE
SENSOR
AO135D
The intake air temperature sensor is mounted on the
front of the air-intake silencer. Its purpose is to sense
air temperature entering the air-intake silencer and
engine. The ECU sends current to this sensor, and
(depending on the temperature) the sensor will pass a
certain amount of current through the sensor to
ground. The ECU measures how much current passes
through the sensor to ground. From this measurement,
the ECU determines the air temperature and calculates
the fuel/air mixture ratio. This sensor is very sensitive
to temperature change. Resistance will drop as the
temperature rises.
COOLANT TEMPERATURE SENSOR
AO069
The coolant temperature sensor is located on the lower
crankcase. This sensor is very sensitive to temperature
change. The ECU measures the current flow through
the sensor to ground. From this measurement, the ECU
can determine the engine coolant temperature and calculate
the correct fuel/air mixture ratio.
NOTE: If the coolant temperature rises above
80° C (176° F), the temperature sensor starts to
richen the fuel mixture. At this time, the check
engine light will flash constantly. Once the engine
coolant temperature reaches the specified temperature
93° C (200° F), the temperature sensor will
signal the ECU to go into the rich mode to protect
the engine from overheating. At this time, the
check engine light will be constantly on.

INTAKE AIR TEMPERATURE
SENSOR
Testing Resistance
��NOTE: It is very important to know the component
temperature before conducting this test.
Allow the engine to reach room temperature.
1. Disconnect the wiring harness from the intake air
temperature sensor.
AO135D
2. Set the meter selector in the OHMS position and
test the two leads located in the sensor connector.
Compare with the EFI Component Voltage/Resistance
Chart - Air Temperature in this sub-section.
��NOTE: The intake air temperature sensor
employs a thermistor, which is very sensitive to
temperature changes. Resistance will change as
temperature varies.

TEMP/C TEMP/F VOLTAGE OHMS
100 212 0.113 555
98 208 0.121 595
96 205 0.128 635
94 201 0.136 675
92 198 0.143 715
90 194 0.151 755
88 190 0.162 819
86 187 0.173 883
84 183 0.184 947
82 180 0.195 1011
80 176 0.206 1075
78 172 0.222 1160
76 169 0.238 1245
74 165 0.253 1330
72 162 0.269 1415
70 158 0.285 1500
68 154 0.308 1640
66 151 0.331 1780
64 147 0.353 1920
62 144 0.376 2060
60 140 0.399 2200
58 136 0.432 2410
56 133 0.465 2620
54 129 0.498 2830
52 126 0.531 3040
50 122 0.564 3250
48 118 0.612 3595
46 115 0.659 3940
44 111 0.707 4285
42 108 0.754 4630
40 104 0.802 4975
38 100 0.869 5490
36 97 0.937 6005
34 93 1.004 6520
32 90 1.072 7035
30 86 1.139 7550
TEMP/C TEMP/F VOLTAGE OHMS
28 82 1.230 8540
26 79 1.322 9530
24 75 1.413 10520
22 72 1.505 11510
20 68 1.596 12500
18 64 1.716 14020
16 61 1.836 15540
14 57 1.955 17060
12 54 2.075 18580
10 50 2.195 20100
8 46 2.323 23060
6 43 2.452 26020
4 39 2.580 28980
2 36 2.709 31940
0 32 2.837 34900
-2 28 2.969 39940
-4 25 3.101 44980
-6 21 3.233 50020
-8 18 3.365 55060
-10 14 3.497 60100
-12 10 3.610 76080
-14 7 3.722 92060
-16 3 3.835 108040
-18 -0.4 3.947 124020
-20 -4 4.060 140000
-22 -8 4.142 156000
-24 -11 4.224 172000
-26 -15 4.306 188000
-28 -18 4.388 204000
-30 -22 4.470 220000
-32 -26 4.522 261000
-34 -29 4.574 302000
-36 -32 4.625 343000
-38 -36 4.677 384000
-40 -40 4.729 425000

EFI Component Voltage/Resistance Chart -
Water Temperature
TEMP/C TEMP/F VOLTAGE OHMS
110 230 0.115 129
108 226 0.129 137
106 223 0.143 145
104 219 0.157 153
102 216 0.171 161
100 212 0.185 169
98 208 0.192 180
96 205 0.199 191
94 201 0.206 202
92 198 0.213 213
90 194 0.220 224
88 190 0.235 240
86 187 0.250 256
84 183 0.265 273
82 180 0.280 289
80 176 0.295 305
78 172 0.317 327
76 169 0.339 349
74 165 0.361 371
72 162 0.383 393
70 158 0.405 415
68 154 0.438 445
66 151 0.471 475
64 147 0.504 505
62 144 0.537 535
60 140 0.570 565
58 136 0.598 609
56 133 0.626 653
54 129 0.654 697
52 126 0.682 741
50 122 0.710 785
48 118 0.759 849
46 115 0.808 913
44 111 0.857 977
42 108 0.906 1041
40 104 0.955 1105
38 100 1.023 1214
36 97 1.091 1323
34 93 1.159 1432
32 90 1.227 1541
30 86 1.295 1650
TEMP/C TEMP/F VOLTAGE OHMS
28 82 1.377 1800
26 79 1.459 1950
24 75 1.541 2100
22 72 1.623 2250
20 68 1.705 2400
18 64 1.806 2670
16 61 1.907 2940
14 57 2.008 3210
12 54 2.109 3480
10 50 2.210 3750
8 46 2.327 4170
6 43 2.444 4590
4 39 2.561 5010
2 36 2.678 5430
0 32 2.795 5850
-2 28 2.901 6510
-4 25 3.007 7170
-6 21 3.113 7830
-8 18 3.219 8490
-10 14 3.325 9150
-12 10 3.421 9422
-14 7 3.517 9694
-16 3 3.613 9966
-18 -0.4 3.709 10238
-20 -4 3.805 10510
-22 -8 3.885 13688
-24 -11 3.965 16866
-26 -15 4.045 20044
-28 -18 4.125 23222
-30 -22 4.205 26400
-32 -26 4.267 30520
-34 -29 4.329 34640
-36 -32 4.391 38760
-38 -36 4.453 42880
-40 -40 4.515 47000
-42 -44 4.553 55100
-44 -47 4.591 63200
-46 -51 4.629 71300
-48 -54 4.667 79400
-50 -58 4.705 87500

tank venting blockage..??..or fuel line supply pinched..??

Problem: Too Rich
Condition Remedy
1. Diagnostic trouble code activated 1. Replace problem sensor
2. Fuel pressure too high 2. Replace regulator
3. Fuel return hose obstructed 3. Service — replace hose — remove obstruction
4. Injectors leaking 4. Replace injectors
Problem: Too Lean
Condition Remedy
1. Diagnostic trouble code activated 1. Replace problem sensor
2. Fuel pressure too low 2. Replace regulator/fuel pump
3. Vent hose obstructed 3. Remove obstruction
4. Fuel filter(s) obstructed 4. Replace fuel filter(s)

look midway and you will see coolant specs for resistance...

the air temp you can tell by having meter on and warming up and cooling..




Specifications
(800/1000 cc Models)
NOTE: The ignition system is a Normally Open Ignition (NOI).
* Main harness plugged in
Peak Voltage Tests were made at room temperature with the MaxiClips (p/n 0744-041),








Fluke Model 73 Multimeter
(p/n 0644-191) set to the DC Volt scale, and the Peak Voltage Reading Adapter (p/n 0644-307). Also, the main
harness connectors must be unplugged (except on primary coil/CCU tests), the spark plugs removed and grounded,
and by pulling the recoil starter rope briskly.
NOTE: Lighting coil output is unregulated voltage.
Description Resistance Test
Test Value + Test Connections -
Ignition Coil
Primary
Secondary
0.24-0.36 ohm
5040-7560 ohms
black/white
high tension wire
white/blue
high tension wire
Charge Coil (1) 7.20-10.8 ohms black/red green/red
Charge Coil (2) 7.20-10.8 ohms brown/white green/red
Lighting Coil 0.08-0.12 ohms yellow yellow
Ignition Timing Sensor (1) 148-222 ohms blue/white brown/green
Ignition Timing Sensor (2) 142-222 ohms green/white brown/green
Injection Coil 15.2-22.8 ohms blue/white blue/white
Fuel Pump Coil 1.52-2.28 ohms orange orange
Spark-Plug Cap 4000-6000 ohms cap end cap end
Description Test Value + Test Connections -
Chassis Control Unit* 10-15 DC Volts red/blue (low power)
red/black (high power)
brown (low power)
black (high power)
Servomotor 12 DC Volts red/black (counterclockwise)
black/red (clockwise)
black/red (counterclockwise)
red/black (clockwise)
Low Oil-Light Sending Unit Less than 1 ohm (float end down) terminal terminal
Coolant Temperature Sensor Open
(coolant temperature lower than 190°F)
terminal ground
Up to 20 ohms
(coolant temperature higher than 230°F)
terminal ground
Coolant Temperature Warning Light Less than 10 ohms terminal terminal
Ignition Switch Less than 1 ohm (key in OFF position) terminal terminal
Description Peak Voltage Test + Test Connections -
MAG Primary Coil (Harness Side)* 125-137V orange/red orange/black
PTO Primary Coil (Harness Side)* 126-139V white/red white/black
Charge Coil (1) 13.6-14.8 black/red green/red
Charge Coil (2) 13.5-14.6 brown/white green/red
Lighting Coil 5.4-5.8V yellow yellow
Ignition Timing Sensor (1) 4.3V blue/white brown/green
Ignition Timing Sensor (2) 4.4V green/white brown/green
Injection Coil 12V blue/white blue/white
Fuel Pump Coil 12.3V orange orange
Lighting Coil 14.8-22.2V (@ 2000 RPM)

I have been facing the same issue with my 07 M8 all last year and I'm just getting out to the shop today to look into it more. I have heard some guys experience different ohms readings on there stator after they heat them up. As if the stator stops generating full power when it gets hot. From what I have read over the years this electrical problem seems to be a common problem with the 07 and 08's. As I understand it they wen to a different setup on the 09's. If I discover anything on mine today I will let you know. I'm going to focus on the checking the stator when its hot.

Jred said:

I'm going to focus on the checking the stator when its hot.

Click to expand...

on the old fords we used to put a trouble light beside the ecu to simulate a heat failure..

you could do the same with the stator and or a heat gun

I rode it today and did some tests on the lighting coil (yellow/yellow).
Cold would show .01 ohms and after riding it I would get .3 to .5 ohms depending on how hot it was.
At idle my low power wire coming off the ccu which is the red/blue shows 8 volts and while when revved up it shows 12 volts.
This stator on my sled I replaced two seasons ago with a RM Stator and now I'm getting these results with the RM Stator.

Sounds like your stator is consistent. Good luck figuring it out.