18. IGNITION SYSTEM 18-1 SYSTEM DIAGRAM 18-2 IGNITION SYSTEM INSPECTION 18-5 SERVICE INFORMATION 18-3 IGNITION COIL 18-8 TROUBLESHOOTING 18-4

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1 18. IGNITION SYSTEM SYSTEM DIAGRAM 18-2 SERVICE INFORMATION 18-3 TROUBLESHOOTING 18-4 IGNITION SYSTEM INSPECTION 18-5 IGNITION COIL 18-8 IGNITION TIMING

2 IGNITION SYSTEM SYSTEM DIAGRAM IGNITION ENGINE STOP CLUTCH FRONT IGNITION COIL TP SENSOR REAR IGNITION COIL FUSE BOX BATTERY SPARK PLUG CMP SENSOR CKP SENSOR NEUTRAL SIDESTAND ECM ENGINE STOP IGNITION FUSE 10A MAIN FUSE 30A CLUTCH DIODE 10P CLUTCH FUSE 10A BATTERY NEUTRAL UP BANK ANGLE SENSOR ENGINE STOP RELAY DOWN SIDESTAND CKP SENSOR Black Yellow Blue Green Red White Light green Gray IGNITION COIL #2 #1 FRONT REAR ECM CMP SENSOR 18-2

3 SERVICE INFORMATION GENERAL IGNITION SYSTEM The ECM may be damaged if dropped. Also if the connector is disconnected when current is flowing, the excessive voltage may damage the ECM. Always turn OFF the ignition switch before servicing. Use spark plugs of the correct heat range. Using spark plugs with an incorrect heat range can damage the engine. Some electrical components may be damaged if terminals or connectors are connected or disconnected while the ignition switch is turned ON and current is present. When servicing the ignition system, always follow the steps in the troubleshooting table (page 18-4). The transistorized ignition system uses an electrically controlled ignition timing system. No adjustments can be made to the ignition timing. The ECM varies ignition timing according to the engine speed. The TP sensor signals the ECM to compensate the ignition timing according to the throttle opening. A faulty ignition system is often related to poor connections. Check those connections before proceeding. Make sure the battery is adequately charged. Using the starter motor with a weak battery results in a slower engine cranking speed as well as no spark at the spark plugs. For spark plug inspection (page 3-8). For CKP sensor service (page 10-12). Following components information. Ignition switch (page 20-20) Engine stop switch (page 20-21) Neutral switch (page 20-24) Sidestand switch (page 20-25) Clutch switch (page 20-24) Diode (page 19-16) SPECIFICATIONS ITEM SPECIFICATIONS Spark plug NGK CPR8EA-9 DENSO U24EPR9 Spark plug gap mm ( in) Ignition coil primary peak voltage 100 V minimum CKP sensor peak voltage 0.7 V minimum Ignition timing ("F"mark) 10 BTDC at idle TORQUE VALUE Timing hole cap 10 N m (1.0 kgf m, 7 lbf ft) Apply engine oil to the threads. TOOLS Imrie diagnostic tester (model 625) or Peak voltage adaptor 07HGJ Test probe 07ZAJ-RDJA110 with commercially available digital multimeter (impedance 10 MΩ/DCV minimum) 18-3

4 TROUBLESHOOTING Inspect the following before diagnosing the system. Faulty spark plug Loose spark plug cap or spark plug wire connection Water in the spark plug cap (Leaking the ignition coil secondary voltage) If there is no spark at either cylinder, temporarily exchange the ignition coil with a known-good one and perform the spark test. If there is spark, the original ignition coil is faulty. Initial voltage of the ignition primary coil is the battery voltage with the ignition switch turned ON and the engine stop switch at " " (The engine is not cranked by the starter motor). No spark at spark plugs Ignition coil primary voltage CKP sensor UNUSUAL CONDITION No initial voltage with the ignition switch turned ON and the engine stop switch at " " (Other electrical components are normal). Initial voltage is normal, but it drops by 2 4 V while cranking the engine. Initial voltage is normal but there is no peak voltage while cranking the engine. Initial voltage is normal but peak voltage is lower than the standard value. Initial and peak voltages are normal but no spark jumps. Peak voltage is lower than the standard value. No peak voltage. PROBABLE CAUSE (Check in numerical order) 1. Faulty engine stop switch. 2. An open circuit in Black/white wire between the ignition coil and engine stop relay. 3. Loose or poor connection of the primary terminal, or an open circuit in the primary coil. 4. Faulty ECM (in case when the initial voltage is normal with the ECM connector disconnected). 1. Incorrect peak voltage adaptor connections (System is normal if measured voltage is over the specifications with reverse connections). 2. Battery is undercharged (Voltage drops largely when the engine is started). 3. No voltage at the Black/white wire of the ECM connector, or loose or poorly connected ECM connector. 4. Loose or poor connection or an open circuit in Green wire of the ECM. 5. Loose or poor connection or an open circuit in Blue/ yellow or Yellow/blue wire between the ignition coils and ECM. 6. Faulty sidestand switch, clutch switch or neutral switch. 7. Loose or poor connection or an open circuit in No. 6 related wires. Sidestand switch line: Green/white wire Neutral switch line: Light green and Green/red wires 8. Faulty CKP sensor (Measure peak voltage). 9. Faulty ECM (in case when above No. 1 through 8 are normal). 1. Incorrect peak voltage adaptor connections. (System is normal if measured voltage is over the specifications with reverse connections.) 2. Faulty peak voltage adaptor. 3. Faulty CKP sensor (Measure peak voltage). 4. Faulty ECM (in case when above No. 1 through 3 are normal). 1. The multimeter impedance is too low; below 10 MΩ/DCV. 2. Cranking speed is too slow (Battery is undercharged). 3. The sampling timing of the tester and measured pulse were not synchronized (System is normal if measured voltage is over the standard voltage at least once). 4. Faulty ECM (in case when above No. 1 through 3 are normal). 1. Faulty spark plug or leaking ignition coil secondary current ampere. 2. Faulty ignition coil(s). 1. The multimeter impedance is too low; below 10 MΩ/DCV. 2. Cranking speed is too slow (Battery is undercharged). 3. The sampling timing of the tester and measured pulse were not synchronized (System is normal if measured voltage is over the standard voltage at least once). 4. Faulty CKP sensor (in case when above No. 1 through 3 are normal). 1. Faulty peak voltage adaptor. 2. Faulty CKP sensor. 18-4

5 INSPECTION IGNITION SYSTEM If no spark jumps at the plug, check all connections for loose or poor contact before measuring the peak voltage. Use a commercially available digital multimeter with an impedance of 10 MΩ/DCV minimum. The display value differs depending upon the internal impedance of the multimeter. Connect the peak voltage adaptor to the digital multimeter or use the peak voltage tester. DIGITAL MULTIMETER TOOL: Imrie diagnostic tester (model 625) or Peak voltage adaptor 07HGJ with commercially available digital multimeter (impedance 10 MΩ/DCV minimum) IGNITION COIL PRIMARY PEAK VOLTAGE PEAK VOLTAGE ADAPTOR Check all system connections before performing this inspection. Loose connectors can cause incorrect readings. Check that the cylinder compression is normal for each cylinder and the spark plugs are installed correctly in each cylinder head. Remove the right side cover (page 2-4). Disconnect the fuel pump 3P (Natural) connector. 3P (NATURAL) CONNECTOR Front side: Remove the right air guide (page 2-10). Disconnect all spark plug caps from the spark plugs. Connect known-good spark plugs to all spark plug caps and ground them to the cylinder heads as done in a spark test. KNOWN-GOOD SPARK PLUG 18-5

6 Rear side: Lift and support the fuel tank (page 3-5). With the ignition coil primary wires connected, connect the peak voltage tester or adaptor probes to the ignition coil primary terminal and ground. TOOL: Imrie diagnostic tester (model 625) or Peak voltage adaptor 07HGJ with commercially available digital multimeter (impedance 10 MΩ/DCV minimum) Front: Connection: FRONT: Blue/yellow (+) ground ( ) REAR: Yellow/blue (+) ground ( ) Turn the ignition switch ON with the engine stop switch at " ". Check the initial voltage at this time. The battery voltage should be measured. If the initial voltage cannot be measured, follow the checks in the troubleshooting table (page 18-4). Shift the transmission into neutral. Crank the engine with the starter motor and measure the ignition coil primary peak voltage. PEAK VOLTAGE: 100 V minimum Rear: Although measured values are different for each ignition coil, they are normal as long as voltage is higher than the specified value. If the peak voltage is lower than the standard value, follow the checks in the troubleshooting table (page 18-4). Install the removed parts in the reverse order of removal. 18-6

7 CKP SENSOR PEAK VOLTAGE IGNITION SYSTEM Check that the cylinder compression is normal for each cylinder and the spark plug is installed correctly in the cylinder head. Remove the left side cover (page 2-4). Disconnect the ECM 33P connectors (page 5-77). Connect the peak voltage tester or adaptor probes to the wire harness side ECM 33P connector terminals. TOOLS: Imrie diagnostic tester (model 625) or Peak voltage adaptor 07HGJ with commercially available digital multimeter (impedance 10 MΩ/DCV minimum) Test probe 07ZAJ-RDJA110 Connection: White/yellow (+) Yellow ( ) A32 B22 ECM 33P (BLACK) CONNECTOR (Wire side/female terminal) Turn the ignition switch ON with the engine stop switch at " ". Shift the transmission into neutral. Crank the engine with the starter motor and measure the CKP sensor peak voltage. PEAK VOLTAGE: 0.7 V minimum If the voltage measured at the ECM connector is abnormal, measure the peak voltage at the CKP sensor connector. Y W/Y ECM 33P (GRAY) CONNECTOR (Wire side/female terminal) PEAK VOLTAGE ADAPTOR Remove the under cowl (page 2-13). Turn the ignition switch OFF. Disconnect the CKP sensor 2P (Red) connector and connect the peak voltage tester or adaptor probes to the connector terminals of the CKP sensor side. Connection: White/yellow (+) Yellow ( ) In the same manner as at the ECM 33P connector, measure the peak voltage and compare it to the voltage measured at the ECM 33P connector. If the peak voltage measured at the ECM is abnormal and the one measured at the CKP sensor is normal, the wire harness has an open or short circuit, or loose connection. If the peak voltage of the CKP sensor side is lower than standard value, follow the checks in the troubleshooting table (page 18-4). Install the removed parts in the reverse order of removal. PEAK VOLTAGE ADAPTOR 2P (RED) CONNECTOR (Sensor side/female terminal) Y W/Y 18-7

8 IGNITION COIL REMOVAL/INSTALLATION Turn the ignition switch OFF. FRONT IGNITION COIL Remove the right air guard (page 2-10). Disconnect the spark plug cap (page 3-8). Disconnect the ignition coil primary wire connectors. Remove the bolts, collars, washers and front ignition coil from the frame. CONNECTORS FRONT IGNITION COIL Route the spark plug wire properly (page 1-21). Install the front ignition coil in the reverse order of removal. BOLTS/COLLARS/WASHERS REAR IGNITION COIL Remove the heat guard plate (page 2-23). Disconnect the spark plug cap (page 3-8). Disconnect the ignition coil primary wire connectors. Remove the bolts, collars, washers and rear ignition coil from the frame. CONNECTORS REAR IGNITION COIL Route the spark plug wires properly (page 1-21). Install the rear ignition coil in the reverse order of removal. COLLARS WASHERS IGNITION TIMING Start the engine and warm it up to normal operating temperature. Stop the engine and remove the timing hole cap. TIMING HOLE CAP BOLTS 18-8

9 Read the manufacturer s instructions for timing light operation. Connect the timing light to the front spark plug wire. Start the engine, let it idle and check the ignition timing. IDLE SPEED: 1,200 ± 100 min -1 (rpm) TIMING LIGHT INDEX NOTCH The timing is correct if the F mark on the flywheel aligns with the index notch on the left crankcase cover. F MARK Coat a new O-ring with engine oil and install it into the timing hole cap groove. Apply engine oil to the timing hole cap threads. Install and tighten the timing hole cap to the specified torque. O-RING TORQUE: 10 N m (1.0 kgf m, 7 lbf ft) TIMING HOLE CAP 18-9