dummytext

5. IGNITION SYSTEM

SERVICE INFORMATION························ 5-2 IGNITION SYSTEM INSPECTION ············· 5-5

TROUBLESHOOTING ···························· 5-3 IGNITION TIMING ·································· 5-7

SYSTEM LOCATION ······························ 5-4 IGNITION COIL ····································· 5-8

SYSTEM DIAGRAM ······························· 5-4

5-1
 dummyhead

IGNITION SYSTEM
SERVICE INFORMATION
IGNITION SYSTEM

GENERAL

• 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.
• Use 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 table (page 5-3).
• Some electrical components may be damaged if terminals or connectors are connected or disconnected while the ignition switch
is turned to ON position and current is present.
• A faulty ignition system is often related to poorly connected or corroded 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.
• For CKP sensor service (page 12-5).
• For ECM service (page 4-31).
• Refer to following components informations:
– ignition switch (page 21-14)
– engine stop switch (page 21-14)
– bank angle sensor (page 4-36)
– sidestand switch(page 21-17)
– neutral switch (page 21-16)

TOOLS
IgnitionMate peak voltage tester Peak voltage adaptor Test probe, 2 pack
MTP07-0286 (U.S.A. only) 07HGJ-0020100 07ZAJ-RDJA110

(not available in U.S.A.) with

commercially available digital
multimeter (impedance 10 MΩ?/DCV
minimum)

5-2
dummyhead

IGNITION SYSTEM
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 (Leaking the ignition coil secondary current)
• 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.
• "Initial voltage" of the ignition primary coil is the battery voltage with the ignition switch turned ON and engine stop switch turned
" " (The engine is not cranked by the starter motor).
No spark at spark plug
Unusual condition Probable cause (Check in numerical order)
Ignition coil No initial voltage with the ignition 1. An open circuit in the Black/white wire between the main
primary voltage switch turned ON and engine stop relay and ignition coil.
switch turned " " (Other electrical 2. Faulty main relay or its related circuits.
components are normal). 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).
Initial voltage is normal, but it drops by 1. Incorrect peak voltage adaptor connections (System is
2 – 4 V while cranking the engine. 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 between the Black/white (+) wire and body
ground (–) at the ECM connector or loosen ECM
connection.
4. An open circuit or loose connection in the Green or Green/
black wire of the ECM.
5. An open circuit or loose connection in the Blue/yellow or
Yellow/blue wire between the ignition coil and ECM.
6. Faulty sidestand switch or neutral switch.
7. Loose or poor connection or an open circuit in No. 6 related
wires.
– Sidestand switch line: Green/white and Green
– Neutral switch line: Green/red and Black
8. Faulty CKP sensor (Measure peak voltage).
9. Faulty ECM (in case when above No. 1 through 8 are
normal).
Initial voltage is normal but there is no 1. Incorrect peak voltage adaptor connections.
peak voltage while cranking the 2. Faulty peak voltage adaptor.
engine. 3. Faulty CKP sensor.
4. Faulty ECM (in case when above No. 1 through 3 are
normal).
Initial voltage is normal but peak 1. The multimeter impedance is too low; below 10 MΩ/DCV.
voltage is lower than the standard 2. Cranking speed is too slow (Battery is undercharged).
value. 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).
Initial and peak voltages are normal 1. Faulty spark plug or leaking ignition coil secondary current.
but no spark jumps. 2. Faulty ignition coil.
CKP sensor Peak voltage is lower than standard 1. The multimeter impedance is too low; below 10 MΩ/DCV.
value. 2. Cranking speed is too low (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).
No peak voltage 1. Faulty peak voltage adaptor.
2. Faulty CKP sensor.

5-3
 dummyhead

IGNITION SYSTEM
SYSTEM LOCATION
IGNITION SWITCH BANK ANGLE
SENSOR
No. 1
IGNITION COIL ENGINE STOP
SWITCH
BATTERY

No. 2
FUSE BOX
MAIN FUSE IGNITION COIL
– ENG STOP FUSE (7.5 A)
(30 A)
– FI FUSE (15 A)
– NEUTRAL DIODE

MAIN RELAY

ECM
SPARK PLUGS

NEUTRAL SIDESTAND CKP SENSOR

SWITCH SWITCH

SYSTEM DIAGRAM
R/Bu Bl/Bu
FI FUSE (15 A)
ECM
R/Bu R
MAIN IGNITION
Bl R
FUSE SWITCH Bl/Bu Bu/Y Y/Bu G/W G/R Y W/Y
(30 A)
R/Bl
BATTERY
Bl/W
Bl/Y W/Y
ENGINE STOP ENG STOP FUSE
SWITCH (7.5 A) BANK ANGLE
SENSOR
Bl/Y
G/Bl CKP
Bl/W SENSOR
NEUTRAL
MAIN RELAY DIODE
Bl
Bl/W Bl/W
NEUTRAL
Bu/Y Y/Bu
Bl: Black G/W SWITCH
Bu: Blue G SIDESTAND
G: Green IGNITION SWITCH
No. 1 No. 2
R: Red COILS
W: White
Y: Yellow SPARK
PLUGS

5-4
dummyhead

IGNITION SYSTEM
IGNITION SYSTEM INSPECTION
• If there is no spark 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.
• If the peak voltage tester (U.S.A. only) is used,
follow the manufacturer’s instructions.
Connect the peak voltage adaptor [1] to the digital
[2]
multimeter [2], or use the Imrie diagnostic tester.

TOOL:
IgnitionMate peak voltage tester MTP07-0286
(U.S.A. only) or
Peak voltage adaptor 07HGJ-0020100
with commercially available (not available in
digital multimeter (impedance U.S.A.)
10 MΩ/DCV minimum)

[1]

IGNITION COIL PRIMARY PEAK

VOLTAGE

• Check all system connections before performing this

Blue/yellow
inspection. Loose connectors can cause incorrect
readings. No. 1
• Check the cylinder compression and check that the (Left)
spark plugs are installed correctly in the cylinder
head.
Remove the tank under tray (page 2-9).
Temporarily install the following components to the wire
harness by connecting each connector:
– ECM 33P connectors
– ignition coils
No. 2
– ignition switch 2P connector
– EOP switch 2P (Black) connector (Right)
Black/white Yellow/blue
– bank angle sensor 2P (Black) connector
– VS sensor 3P (Black) connector
– O2 sensor 4P (Black) connector

5-5
 dummyhead

IGNITION SYSTEM
Connect a known good spark plug [1] to the spark plug
cap and ground it to the cylinder head as done in a [1]
spark test.
With the connectors connected, connect the peak
voltage adaptor [2] or Imrie tester probes to the ignition
coil primary terminal [3] and ground.
CONNECTION:
No. 1 (left) ignition coil:
Blue/yellow (+) – Ground (–)
No. 2 (Right) ignition coil:
Yellow/blue (+) – Ground (–)
Turn the ignition switch ON with the engine stop switch
" ".
Check the initial voltage at this time. [2]
The battery voltage should be measured.
If the initial voltage cannot be measured, follow the [3]
checks described in the troubleshooting table (page 5-
3). (+)

Shift the transmission into neutral.

Avoid touching the Crank the engine with the starter motor and read
(–)
spark plug and ignition coil primary peak voltage.
tester probes to
prevent electric
PEAK VOLTAGE: 100 V minimum
shock.
• 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 described in the troubleshooting table
(page 5-3).
Install the removed parts in the reverse order of
removal.

CKP SENSOR PEAK VOLTAGE

• Check the cylinder compression and check that the

[2] White/yellow [3] Yellow
spark plugs are installed correctly in the cylinder
head.
Disconnect the ECM 33P connectors (page 4-31).
Connect the peak voltage adaptor [1] or Imrie tester
probes to the ECM 33P (Black) connector [2] terminal
and ECM 33P (Gray) connector [3] terminal of the wire
harness side, using the test probes (page 4-7).
TOOL:
Test probe, 2 pack 07ZAJ-RDJA110
[1]
CONNECTION: Yellow (+) – White/yellow (–)
(Terminal side of the wire harness)
Shift the transmission into neutral.
Turn the ignition switch ON with the engine stop switch
" ".
Crank the engine with the starter motor and measure
the CKP sensor peak voltage.
PEAK VOLTAGE: 0.7 V minimum
If the peak voltage measured at the ECM connectors is
abnormal, measure the peak voltage at the CKP sensor
connector.

5-6
dummyhead

IGNITION SYSTEM
Remove the right side cover (page 2-4).
Turn the ignition switch OFF.
Disconnect the CKP sensor 2P (Red) connector [1]. [1]
Connect the peak voltage adaptor or Imrie tester
probes to the 2P (Red) connector terminals of the CKP
sensor side.
CONNECTION: Yellow (+) – White/yellow (–)
In the same manner as at the ECM 33P connectors,
measure the peak voltage and compare it to the voltage
measured at the ECM 33P connectors.

• 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 described in
the troubleshooting table (page 5-3).
For CKP sensor replacement (page 12-5).
Install the removed parts in the reverse order of
removal.

IGNITION TIMING
• The ignition timing cannot be adjusted since the
ECM is factory preset.
Start the engine, warm it up to normal operating
temperature and stop it.
Stop the engine and remove the crankshaft hole cap.
[1]
Read the Lift and support the fuel tank (page 3-4) and connect
instructions for the timing light [1] to the spark plug wire.
timing light
Start the engine and let it idle.
operation.
IDLE SPEED: 1,200 ± 100 rpm
The ignition timing is correct if the "F" mark [2] on the
primary drive gear aligns with the index notch [3] in the
right crankcase cover.
Coat a new O-ring with engine oil and install it into the
groove in the crankshaft hole cap. [3]

Apply grease to the threads of the crankshaft hole cap

and install it.
Tighten the crankshaft hole cap to the specified torque.
TORQUE: 18 N·m (1.8 kgf·m, 13 lbf·ft)
Remove the timing light in the reverse order of
connection.

[2]

5-7
 dummyhead

IGNITION SYSTEM
IGNITION COIL
REMOVAL/INSTALLATION
Remove the fuel tank under tray (page 2-8).
[1]
Release the wire band boss [1] from the fuel tank under
tray.
Remove the nuts [2] and bolts [3]. [5]
Remove the No. 1 (left) ignition coil [4] and then the No.
2 (right) ignition coil [5].
Installation is in the reverse order of removal.

• Do not interchange the ignition coils.

– No. 1 (left) ignition coil; Without wire band
– No. 2 (right) ignition coil; With wire band
[4] [2]/[3]

5-8