Monthly Archives: Март 2014

IGNITION CONTROL MODULE (ICM)

IGNITION CONTROL MODULE (ICM)

ICM CONNECTORS

REMOVAL/INSTALLATION

Remove the left side cover (page 3-3).

Disconnect the ICM connectors.

Remove the ICM from the rear fender.

Installation is in the reverse order of removal.

IGNITION COIL

INSPECTION

IGNITION CONTROL MODULE (ICM)

PRIMARY TERMINAL

PLUG CAP

Remove the fuel tank (page 3-8).

Remove the spark plug cap.

Disconnect the ignition coil primary wire.

Measure the ignition coil resistance between the primary terminal and body ground.

STANDARD: 0.1 — 0.3 П (20cC/68 F)

IGNITION CONTROL MODULE (ICM)

If the resistance is out of specification, replace the ignition coil.

Measure the ignition secondary coil resistance between the primary terminal and plug cap.

IGNITION CONTROL MODULE (ICM)

PRIMARY TERMINAL

SPARK PLUG WIRE

STANDARD: 9 — 16 kii (20 C/68 F)

If resistance is out of range, remove the spark plug cap and measure the ignition secondary coil resis­tance between the primary terminal and spark plug wire.

STANDARD: 4 — 8 k£i (20°C/68 F)

If the resistance is out of specification, replace the ignition coil.

BOLT/WASHER

PRIMARY WIRE

BOLT/NUT

REMOVAL/INSTALLATION (’05 — ’07)

Remove the following:

— Fuel tank (page 3-8)

— Left radiator grill (page 7-8)

— Spark plug cap (page 4-12)

Remove the left radiator lower mounting bolt, washer and slide the left radiator forward. Disconnect the ignition coil primary wire.

Remove the bolts, nut, hose clamp and ignition coil.

Installation is in the reverse order of removal.

IGNITION CONTROL MODULE (ICM)IGNITION CONTROL MODULE (ICM)

BOLT/CLAMP

IGNITION COIL

LEFT RADIATOR

REMOVAL/INSTALLATION (After ’07)

Remove the following:

— Fuel tank (page 3-8)

— Left radiator grill (page 7-8)

— Spark plug cap (page 4-12)

IGNITION CONTROL MODULE (ICM)

BOLT

Remove the left radiator lower mounting bolt and slide the left radiator forward.

Release the siphon hose from the ignition coil stay clamp.

Disconnect the ignition coil primary wire connector. Remove the bolt and ground wire.

Remove the ignition coil/stay by unhooking the igni­tion coil stay boss from the left radiator lower mount.

IGNITION TIMING

IGNITION CONTROL MODULE (ICM)

з TIMING HOLE CAP

NOTE:

• The ignition timing is factory preset and only needs to be checked when an electrical system component is replaced.

Warm up the engine to normal operating tempera­ture.

Stop the engine and remove the timing hole cap. Connect the timing light to the spark plug wire.

IGNITION CONTROL MODULE (ICM)IGNITION CONTROL MODULE (ICM)Attach a tachometer according to its manufacture’s instructions.

INDEX NOTCH

TIMING LIGHT

Read the instruction for timing light operation.

Start the engine and hold it at 1,800 ±100 rpm while pointing the timing light towards the index notch.

The ignition timing is correct if the "F" mark on the flywheel aligns with the index notch in the left crankcase cover.

F" MARK

TIMING HOLE CAP

Check that the O-ring is in good condition, replace it if necessary.

Apply oil to the O-ring and install it onto the timing hole cap.

Apply grease to the timing hole cap threads.

Install the timing hole cap and tighten it to the spec­ified torque.

TORQUE: 10 N m (1.0 kgf-m, 7 Ibf ft)

O-RING

THROTTLE POSITION SENSOR INSPECTION

3P (BLACK) CONNECTOR

IGNITION CONTROL MODULE (ICM)

Remove the fuel tank (page 3-8).

Disconnect the throttle position sensor 3P (Black) connector.

Measure the resistance between the Blue and Black wire terminals of the sensor side connector.

STANDARD: 4 — 6 k£2 (20 C/68; F)

BLUE

BLACK

YELLOW

BLUE —

YELLOW

BLACK —1

IGNITION CONTROL MODULE (ICM)

Check that the resistance between the Yellow and Black wire terminals varies with the throttle position while operating the throttle grip.

Fully closed-Fully open position:

Resistance increases Fully open-Fully closed position:

Resistance decreases

If both measurements are abnormal, replace the throttle position sensor (page 6-26).

ELECTRIC STARTER

COMPONENT LOCATION

’05 — ’07 shown:

STARTER SWITCH

IGNITION CONTROL MODULE (ICM)

STARTER MOTOR

SYSTEM DIAGRAM

IGNITION CONTROL MODULE (ICM)

STARTER

MOTOR

IGNITION CONTROL MODULE (ICM)

SERVICE INFORMATION

GENERAL

NOTICE

If the current is kept flowing through the starter motor to turn it while the engine is not cranking over, the starter motor may be damaged.

• The starter motor can be serviced with the engine in the frame.

• When checking the electric starter system, always follow the steps in the troubleshooting (page 19-4).

• Always disconnect the negative cable at the battery before servicing the starter motor. The motor could suddenly start, causing serious injury.

• A weak battery may be unable to turn the starter motor quickly enough, or supply adequate ignition current.

Refer to the following components information.

— Engine stop button (page 20-7)

— Starter switch (page 20-9)

— Clutch switch (page 20-8)

— Starter clutch (page 11-19)

SPECIFICATION

ITEM

STANDARD

SERVICE LIMIT

Starter motor brush length

10.25 (0.404)

6.75 (0.266)

TORQUE VALUE

Starter motor case bolt 3.4 N m (0.3 kgf-m, 2.5 lbf-ft)

TROUBLESHOOTING

Starter motor does not turn

1. Fuse Inspection

Check for blown fuse (15 A).

Is the fuse blown?

YES — Replace the fuse.

NO — GO TO STEP 2.

2. Battery Inspection

Make sure the battery is fully charged and in good condition.

Is the battery in good condition?

YES — GO TO STEP 3.

NO — Charge or replace the battery (page 17-6).

3. Starter Relay Switch Operation

Check the starter relay switch operation.

You should hear the relay "CLICK" when the starter switch is depressed and pull the clutch lever.

Is there a "CLICK"?

YES — GO TO STEP 4.

NO — GO TO STEP 5.

4. Starter Motor Inspection

Apply battery voltage directly to the starter motor and check the operation.

Does the starter motor turn?

YES — • Poorly connected starter motor cable

• Faulty starter relay switch

NO — Faulty starter motor.

5. Relay Coil Ground Line Inspection

Disconnect the starter relay switch connector, then check for continuity between the green wire ter­minal of the wire harness side and body ground.

Is there continuity?

NO — • Open circuit in wire harness

• Loose or poor contact connector

YES — GO TO STEP 6.

6. Starter Relay Switch Input Line Inspection

Connect the starter relay switch connector.

Pull the clutch lever and engine starter switch is pushed, measure the voltage at the starter relay switch connector (between Yellow/red (+) and body ground (-)).

Is the input line normal?

YES — GO TO STEP 7.

NO — • Faulty clutch switch (page 20-8)

• Faulty engine starter switch (page 20-9)

• Loose or poor contact of the related connector terminal

• Open circuit in the wire harness

7. Starter Relay Switch Continuity Inspection

Connect the starter relay switch connector.

Pull the clutch lever and engine starter switch is pushed, check for continuity at the starter relay switch.

Is there continuity7

YES — Loose or poor contact of the starter relay switch connector.

NO — Faulty starter relay switch.

Starter motor turns engine slowly

• Low battery voltage

• Poorly connected battery cable

• Poorly connected starter motor cable

• Faulty starter motor

• Poorly connected ground cable terminal

Starter motor turns, but engine does not turn

• Starter motor is running backwards — Case assembled improperly

• Faulty starter clutch

• Damaged starter gear train

Starter relay switch clicks, but engine does not turn over

• Crankshaft does not turn due to engine problems

IGNITION SYSTEM INSPECTION

DIGITAL MULTIMETER (impedance 10 Mi^/DCV minimum)

PEAK VOLTAGE ADAPTOR

IGNITION SYSTEM INSPECTION

• If there is no spark at the plug, check all connec­tions for loose or poor contact before measuring each peak voltage.

• Use the recommended digital multimeter or a commercially available digital multimeter with an impedance of 10 Mti/DCV minimum.

• The display value differs depending upon the internal impedance of the multimeter.

Connect the peak voltage tester (IgnitionMate,

U. S.A. only) or peak voltage adapter to the digital

multimeter.

TOOLS:

IgnitionMate peak voltage tester MTP07-0286

(U. S.A. only) or

Peak voltage adaptor 07HGJ-0020100

(not available in U. S.A.)

with commercially available digital multimeter

(impedance 10 Mi2/DCV minimum)

IGNITION COIL PRIMARY PEAK VOLTAGE

KNOWN-GOOD SPARK PLUG

Check all system connections before inspection.

If the system is disconnected, incorrect peak voltage might be measured.

Check cylinder compression and check that the spark plug is installed correctly.

Remove the fuel tank (page 3-8).

Shift the transmission into neutral.

Connect a known-good spark plug to the spark plug cap and ground the spark plug to the cylinder as done in a spark test.

PRIMARY WIRE

With the ignition coil primary wire connected, con­nect the peak voltage adaptor to the ignition coil.

TOOLS:

IgnitionMate peak voltage tester MTP07-0286

(U. S.A. only) or

I

Peak voltage adaptor 07HGJ-0020100

(not available in

U. S.A.)

with commercially available digital multimeter (impedance 10 MO/DCV minimum)

CONNECTION: Body ground (+) — Black/yellow (-)

Shift the transmission into neutral.

Crank the engine and read the ignition coil primary peak voltage.

STANDARD: 100 V minimum

If there is no voltage, check the continuity in Black/ yellow and Green/Ыаск wires between the ignition coil and ICM.

If the wires are good, follow the checks described in the troubleshooting chart on page 18-4.

EXCITER COIL RESISTANCE

IGNITION SYSTEM INSPECTION

4P (BLACK) CONNECTOR

Remove the radiator shroud (page 3-4).

Disconnect the alternator 4P (Black) connector.

Measure the exciter coil resistance between the connector terminals.

CONNECTION: Black/red — Blue

STANDARD: 9 — 28 П (20°C/68°F)

If resistance is out of specification, replace the alter­nator.

IGNITION PULSE GENERATOR PEAK VOLTAGE

ICM 6P (NATURAL) CONNECTOR

IGNITION SYSTEM INSPECTION

Remove the left side cover (page 3-3).

Disconnect the ICM 6P (Natural) connector.

Connect the peak voltage adaptor probes to the con­nector terminals of the wire harness side.

TOOLS:

IgnitionMate peak voltage tester MTP07-0286

(U. S.A. only) or

Peak voltage adaptor 07HGJ-0020100

(not available in U. S.A.)

with commercially available digital multimeter (impedance 10 МП/DCV minimum)

CONNECTION: Blue/yellow (+) — Green/white (-)

Crank the engine and read the peak voltage.

IGNITION SYSTEM INSPECTION

2P (BLACK) CONNECTOR

PEAK VOLTAGE: 0.7 V minimum

If the peak voltage measured is abnormal, recheck the following:

Remove the left side radiator shroud (page 3-4). Disconnect the ignition pulse generator 2P (Black) connector.

Connect the peak voltage adapter to the connector terminals of the ignition pulse generator side and recheck the peak voltage.

If the peak voltage at the ICM connector is abnormal and peak voltage at the ignition pulse generator connector is normal, check for poorly connected connectors or a broken wire harness.

If the peak voltage is abnormal at both connectors, follow the checks described in the troubleshooting chart on (page 18-4).

IGNITION SYSTEM

COMPONENT LOCATION

05 — ’07 shown:

IGNITION SYSTEM

THROTTLE POSITION SENSOR

IGNITION CONTROL MODULE (ICM)

IGNITION PULSE GENERATOR

ENGINE STOP BUTTON

ALTERNATOR

IGNITION COIL

SPARK PLUG

SYSTEM DIAGRAM

IGNITION SYSTEM

G/BIBI/Y

I I- &VG Y/Bu GW

SENSOR

IGNITION SYSTEM

G/W Bu/Y

IGNITION

PULSE GENERATOR

ВІЛЛ/

IGNITION SYSTEM

Ви ВІЯ

EXCITER

COIL

Bi : Black Y : Yellow W : White G : Green Bu : Blue R : Red

І

IGNITION SYSTEM

ENGINE STOP BUTTON

SERVICE INFORMATION

GENERAL

NOTICE

• The ICM may be damaged if dropped. Also, if the connector is disconnected when current is flowing, the excessive volt­age may damage the module.

• Use a spark plug of the correct heat range. Using a spark plug with an incorrect heat range can damage the engine.

• When servicing the ignition system, always follow the steps in the troubleshooting sequence on page 18-4.

Ч..У

• The ignition timing cannot be adjusted since the Ignition Control Module (ICM) is factory preset.

• A faulty ignition system is often related to poor connections. Check connections before proceeding.

IGNITION SYSTEM

TORQUE VALUE

Timing hole cap

SPECIFICATIONS

ITEM

SPECIFICATION

Spark plug

Standard

(NGK)

IFR8H11

(DENSO)

VK24PRZ11

Optional

(NGK)

IFR9H11

(DENSO)

VK27PRZ11

Spark plug gap

1.0 — 1.1 mm (0.039 — 0.043 in)

Ignition coil resistance (at 20°C/68°F)

Primary

0.1 -0.3 а

Secondary with plug cap

9-16Ш

Secondary without plug cap

4-8 Ш

Ignition coil peak voltage

100 V minimum

Ignition pulse generator resistance (at 20°C/68°F)

180-280 £2

Ignition pulse generator peak voltage

0.7 V minimum

Alternator exciter coil resistance (at 20CC/68CF)

9 — 28 £2

Ignition timing ("F" mark)

8° ±2° BTDC/1,800 rpm

Throttle position sensor (Blue — Black) resistance (at 20°C/68°F)

4-6 Ш

10 N m (1.0 kgf-m, 7 lbf-ft) Apply grease to the threads

Peak voltage adaptor 07HGJ-0020100

IgnitionMate peak voltage tester MTP07-0286 (U. S.A. only)

IGNITION SYSTEM

with commercially available digital multimeter (impedance 10 Mfi/DCV minimum)

TOOLS

TROUBLESHOOTING

• Inspect the following before diagnosing the system.

— Faulty spark plug

— Loose spark plug cap or spark plug wire connection

— Water got into the spark plug cap (affecting the ignition coil secondary voltage)

• If there is no spark at 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.

No spark at plug

Unusual condition

Probable cause (check in numerical order)

Ignition coil

primary

voltage

Low peak voltage.

1. Incorrect peak voltage adaptor connections (System is normal if measured voltage is over the specifications with reverse connection).

2. The multimeter impedance is too low; below 10 MQJ DCV.

3. Cranking speed too slow.

— Kickstarter is weak

— Battery is undercharged

4. The sample timing of the tester and measured pulse were not synchronized (System is normal if measured voltage is over the standard voltage at least once).

5. Poorly connected connectors or an open circuit in the ignition system.

6. Faulty exciter coil (measure the resistance).

7. Faulty ignition coil (measure the resistance).

8. Faulty ICM (When above No. 1-7 are normal).

No peak voltage.

1. Incorrect peak voltage adaptor connections (System is normal if measured voltage is over the specifications with reverse connection).

2. Short circuit in engine stop button wire.

3. Faulty engine stop button.

4. Loose or poorly connected ICM connectors.

5. An open circuit or loose ignition coil wire.

6. Faulty exciter coil (measure the resistance).

7. Faulty ignition pulse generator (measure the peak volt­age).

8. Faulty ICM (When above No. 1-7 are normal).

Peak voltage is normal, but no spark jumps at the plug.

1. Faulty spark plug or leaking ignition coil secondary cur­rent ampere.

2. Faulty ignition coil.

Ignition pulse generator

Low peak voltage.

1. The multimeter impedance is too low; below 10 M£2/ DCV.

2. Cranking speed is too low.

— Kickstarter is weak

— 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 ICM (when above No. 1-3 are normal).

No peak voltage.

1. Faulty peak voltage adaptor.

2. Faulty ignition pulse generator.

CHARGING SYSTEM INSPECTION

CURRENT LEAKAGE INSPECTION

(+) PROBE

CHARGING SYSTEM INSPECTION

Remove the seat (page 3-3).

Disconnect the negative (-) cable from the battery. Connect the ammeter (+) probe to the negative (-) cable and ammeter (-) probe to the battery (-) termi­nal.

Check for current leakage.

NOTE:

When measuring current using a tester, set it to a high range, and then bring the range down to an appropriate level. Current flow higher than the range selected may blow the fuse in the tester.

SPECIFIED CURRENT LEAKAGE: 0.1 mA max.

If current leakage exceeds the specified value, a shorted circuit is likely.

Locate the short by disconnecting connections one by one and measuring the current.

CHARGING SYSTEM INSPECTION

CHARGING VOLTAGE INSPECTION

Be sure the battery is in good condition before per­forming this test.

Warm up the engine to normal operating tempera­ture.

Connect the multimeter between the battery posi­tive (+) and negative (-) terminals.

NOTE:

To prevent a short, make absolutely certain which are the positive (+) and negative (-) terminals or cables.

Measure the voltage on the multimeter when the engine runs at 5,000 rpm.

Standard:

Measured BV < Measured CV < 15.5 V

• BV = Battery Voltage

• CV = Charging Voltage

REGULATOR/RECTIFIER

4PCONNECTOR

CHARGING SYSTEM INSPECTION

SYSTEM INSPECTION

Remove the left side cover (page 3-3).

Disconnect the regulator/rectifier 4P (Natural) con­nector.

If the charging voltage reading (page 17-7) is out of the specification, check the following at the wire harness side connector:

Item

Terminal

Specification

Battery charging line

Red/white (+) and ground (-)

Battery voltage should register

Charging coil line

Yellow and ground

Continuity should exist

White and ground

Continuity should exist

Ground line

Green and ground

Continuity should exist

If all lines are normal and there are no loose connec­tions at the regulator/rectifier connector, replace the regulator/rectifier unit.

REMOVAL/INSTALLATION

REGULATOR/RECTIFIER

WIRE BAND

4P CONNECTOR

CHARGING SYSTEM INSPECTION

Remove the left side cover (page 3-3).

Remove the wire band.

Disconnect the regulator/rectifier 4P (Natural) con­nector.

Remove the nut and regulator/rectifier.

Align the regulator/ Installation is in the reverse order of removal.

rectifier locating pin with the hole on the bracket.

ALTERNATOR CHARGING COIL

INSPECTION

4PCONNECTOR

CHARGING SYSTEM INSPECTION

Remove the left radiator shroud (page 3-4).

Disconnect the alternator 4P (Black) connector. Check for continuity between the terminal of the alternator side connector and ground.

CONNECTION: Yellow terminal — Body ground White terminal — Body ground

If any wire has no continuity to ground, replace the alternator stator.

For stator removal (page 12-5).