Ignition System

SYSTEM DIAGRAM 17-0 IGNITION SYSTEM INSPECTION 17-4

SERVICE INFORMATION 17-1 IGNITION PULSE GENERATOR 17-6

TROUBLESHOOTING 17-3 IGNITION TIMING 17-8

SERVICE INFORMATION

GENERAL

• Some electrical components may be damaged if terminals or connectors are connected or disconnected while the ignition switch is turned to "ON" and current is present.

• When servicing the ignition system, always follow the steps in the troubleshooting sequence on page 17-3.

• This motorcycle's Ignition Control Module (ICM) is built into the Engine Control Module (ECM).

• The ignition timing does not normally need to be adjusted since the ECM is factory preset.

• The ECM may be damaged if dropped. Also if the connector is disconnected when current is flowing, the excessive voltage may damage the module. Always turn off the ignition switch before servicing.

• 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 plug.

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

• The dircct ignition coil that the ignition coil and spark plug cap are integrated, is adopted in this motorcycle.

• Refer to section 5 for Throttle Position (TP) sensor, cam pulse generator and ECM inspection.

SPECIFICATIONS

ITEM

SPECIFICATIONS

Spark plug (Iridium) NGK

IMR9A-9H

I DENSO

IUH27D

Spark plug gap

0.80 - 0.90 mm (0.031 - 0.035 in)

Ignition coil peak voltage

100 V minimum

Ignition pulse generator peak voltage

0.7 V minimum

Ignition timing ("F" mark)

13" BTDC at idle

TORQUE VALUES

Timing hole cap 18 N-m (1.8 kgf-m, 13 IbWl) Apply grease to the threads.

Ignition pulse generator rotor special bolt 59 N-m (6.0 kgf-m, ¿3 Ibf-ft)

TOOLS

Peak voltage tester (U.S.A. only) or

Peak voltage adaptor 07HGJ-0020100 (Not available in U.S.A.) with commercially available digital multimeter (impedance 10 MQ/DCV minimum)

TROUBLESHOOTING

• Inspect the following before diagnosing the system.

- Faulty spark plug

Loose spark plug cap or spark plug wire connection

- Water got into the direct ignition coil (leaking the ignition coil secondary voltage)

• If there is no spark at either cylinder, temporarily exchange the direct ignition coil with the a known-good one and perform the spark test. If there is spark, the exchanged direct ignition coil is faulty.

• "Initial voltage" of the ignition primary coil is the hattery voltage with the ignition switch turned to "ON" and the engine stop switch turned on (the engine is not cranked by the starter motor).

No spark at all plugs

Unusual condition

Probable cause (Check in numerical order)

Ignition coil primary voltage

No initial voltage with ignition and engine stop switches turned on (other electrical components are normal).

1. Faulty engine stop switch.

2. Ari open circuit in Black/White wire between the direct ignition coil and engine stop switch.

3. Loose or poor connect of the direct ignition coil primary wire terminal, or an open circuit in primary coil (check at the ECM connector).

4. Faulty ECM (in case when the initial voltage is normal while disconnecting ECM connector)

Initial voltage is normal, but it drops down to 2 - 4 V while cranking the engine.

1. Incorrect peak voltage adaptor connections.

2. Undercharged battery.

3. No voltage between the BlackAA/hite (+) and body ground <-) at the ECM multi-connector or loosen ECM connection.

4. An open circuit or loose connection in Green wire.

5. An open circuit or loose connection in Blue/Black, Yellow/White, Red/Blue and Red/Yellow wires between the direct ignition coils and ECM.

6. Short circuit in ignition primary coil.

7. Faulty side stand switch or neutral switch.

8. An open circuit or loose connection in No.7 related circuit wires.

• Side stand switch line: Green/White wire

• Neutral switch line: Light Green wire

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

10. Faulty ECM (in case when above No. 1 - 9 are normal).

Initial voltage is normal, but no peak voltage while cranking the engine.

1. Faulty peak voltage adaptor connections. 7. Taulty peak voltage adaptor.

3. Faulty ECM (in case when above No.1, 2 are normal).

Initial voltage is normal, but peak voltage is lower than standard value.

1. The multimeter impedance is too low; below 10 MO/DCV.

2. Cranking speed is too low (battery undercharged).

3. The sampling timing of the tester and measured pulse were not synchronised (system is normal if measured voltage is over the standard voltage at least once).

4. Faulty ECM (in case when above No. 1 - 3 are normal).

Initial and peak voltage are normal, but does not spark.

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

2. Faulty ignition coil (s).

Ignition pulse generator

Peak voltage is lower than standard value.

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

2. Cranking speed is too low (battery undercharged).

3. The sampling timing of the tester and measured pulse were not synchronised (system is normal if measured voltage is over the standard voltage at least once).

4. Faulty ECM (in case when above Nu. 1-3 are normal).

No peak voltage.

1. Faulty peak voltage adaptor.

2. Faulty ignition pulse generator.

IGNITION SYSTEM INSPECTION

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

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

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

• If the peak voltage tester (U.S.A. only) is used, follow the manufacturer's instruction.

Connect the peak voltage tester or peak voltage adaptor to the digital multimeter.

TOOLS:

Peak voltage tester (U.S.A. only) or

Peak voltage adaptor 07HGJ-0020100

with commercially available digital multimeter

(impedance 10 MQ/DCV minimum)

DIGITAL MULTIMETER

DIGITAL MULTIMETER

PEAK VOLTAGE ADAPTOR

IGNITION COIL PRIMARY PEAK VOLTAGE

• 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 plugs are installed corrcctly.

Disconnect the direct ignition coils from the spark plugs (page 3-6).

Connect the direct ignition coil 2P connectors to the direct ignition coil.

Shift the transmission into neutral.

Connect known-good spark plugs to the direct igni tion coils and ground the spark plugs to the cylinder head as done in the spark test.

KNOWN-GOOD SPARK PLUG

Avoid touching the spark- plugs and tester probes 10 prevent eiectric shock

With the ignition coil sub-harness 9P (Black) connector conncctcd, conncct the peak voltage adaptor or peak voltage tester to the 9P (Black) connector primary wire terminal and ground.

CONNECTION: No.1 coil:

Blue/Black terminal (+) - Body ground (-) No.2 coil:

No.3 coil:

Turn the ignition switch to "ON" and the engine stop switch on.

Check for initial voltage at this time.

The battery voltage should be measured.

If the initial voltage cannot be measured, check the power supply circuit (refer to the troubleshooting, page 17-3).

Crank the engine with the starter motor and read the ignition coil primary peak voltage.

PEAK VOLTAGE: 100 V minimum

9P (BLACK) CONNECTOR

9P (BLACK) CONNECTOR

PEAK VOLTAGE ADAPTOR

It the peak voltage is abnormal, chcck for an open circuit or poor connection in the Blue/Black, Yellow/White, Red/Blue and Red,/Yellow wires. If no defects are found in the harness, refer to the troubleshooting chart on page 17-3.

IGNITION PULSE GENERATOR PEAK VOLTAGE

• 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 plugs are installed correctly

Remove the following:

Disconnect the 22P (Light gray) connector from the ECM

600 F4i Ecu Harness

Connect the peak voltage tester or peak voltage adaptor probes to the connector terminal of the wire harness side and ground.

TOOLS:

Peak voltage tester (U.S.A. only) or Peak voltage adaptor 07HGJ-0020100

(not available in U.S.A.) with commercially available digital multimeter (impedance 10 MQ/DCV minimum)

Avoid touching the 5park plugs and tester probes to prevent electric shock.

Crank the engine with the starter motor and read the peak voltage.

PEAK VOLTAGE: 0.7 V minimum

If the peak voltage measured at ECM multi-connector is abnormal, measure the peak voltage at the ignition pulse generator connector.

Disconnect the ignition pulse generator 2P (Red) connector and conncct the tester probes to the terminal (Yellow and White/Yellow).

In the same manner as at the ECM connector, measure the peak voltage and compare it to the voltage measured at the ECM connector.

• If the peak voltage measured at the ECM is abnormal and the one measured at the ignition pulse generator is normal, the wire harness has an open circuit or loose connection.

• If both peak voltages are abnormal, check each item in the troubleshooting chart. If all items are normal, the ignition pulse generator is faulty. See following steps for ignition pulse generator replacement.

Cbr 600 Cam Pulse Generator

VOLTAGE ADAPTOR

22P (LIGHT GRAY) CONNECTOR

2P (RED) CONNECTOR

2P (RED) CONNECTOR

Cbr 600 Cam Pulse Generator

IGNITION PULSE GENERATOR

REMOVAL

Remove the lower cowl (page 2-4).

Disconnect the ignition pulse generator 2P (Red) con nector.

2P (RED) CONNECTOR

2P (RED) CONNECTOR

Remove the right crankcase cover (page 9-3).

Remove the wire grommet from the cover. Remove the bolts and ignition pulse generator.

if the engine is Shift the transmission into Gth gear and apply the rear oar o t the frame, b ra ke.

¡emuve ihe alter- Remove the ignition pulse generator rotor bolt.

nator cover (page 10-2) ana hold the flywheel with the ftywhco! holder (P/N:

07725-0040000), then remove the bolt

INSTALLATION

Install the ignition pulse generator rotor by aligning the wide groove with the wide teeth of the crankshaft.

Apply oil to the ignition pulse generator rotor bolt threads, then install the washer and rotor bolt.

it the engine is out of frame, remove tne alternator cover (page 10-?) and hold the flywheel with the flywheel holder (P/N:

07725-0040000), then tighten the boft

Shift the transmission into 6th gear and apply the rear brake.

Tighten the ignition pulse generator rotor bolt to the specified torque.

GROMMET"

BOLTS

IGNITION PULSE GENERATOR

GROMMET"

BOLTS

IGNITION PULSE GENERATOR

Yamaha Xvz 1300 Pulse Rotor

NITION PULSE GE

TOR ROTOR

WASHER

ALIGN

IGNITION PULSE GENERATOR ROTOR

Install the ignition pulse generator into the cover. Apply sealant to the wire grommet, then install it into the groove of the cover.

Install and tighten the ignition pulse generator bolts.

Install the right crankcasc cover (page 9-17).

Route the ignition pulse generator wire properly, connect the 2P (Red) connector.

Install the removed parts in the reverse order of removal.

2P (RED) CONNECTOR

2P (RED) CONNECTOR

IGNITION TIMING

Warm up the engine.

Stop the engine and remove the timing hole cap.

Reaa th&instruc- Connect the timing light to the No.1 spark plug wire.

tons tor timing light operation.

^ifiHM GROMMET

BOLTS >

F4i Timing Marks

^ifiHM GROMMET

BOLTS >

F4i Timing Marks

TIMING HOLE CAP

TIMING LIGHT

Start the engine and let it idle. IDLE SPEED: 1,300 ± 100 rpm

The ignition timing is corrcct if the index mark on the right crankcase cover aligns between the "F" mark and the three punch marks on the ignition pulse generator rotor as shown.

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

Apply grease to the timing hole cap threads and install the O-ring and timing hole cap.

Tighten the timing hole cap to the specified torque. TORQUE: 18 N-m (1.8 kgf«m, 13 lbf-ft)

X15 Pocket Bike Pulse Generator

SYSTEM DIAGRAM

CLUTCH

STARTER MOTOR \I 1/

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Responses

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