19.

IGNITION SYSTEM

SYSTEM DIAGRAM·································· 19-2 IGNITION SYSTEM INSPECTION············ 19-5

SERVICE INFORMATION ························· 19-3 CKP SENSOR ············································ 19-7

TROUBLESHOOTING ······························· 19-4 IGNITION TIMING ···································· 19-8

19

19-1
IGNITION SYSTEM
SYSTEM DIAGRAM
IGNITION SYSTEM

IGNITION SWITCH ENGINE STOP SWITCH

CLUTCH SWITCH
RELAY BOX
(ENGINE STOP RELAY)
BATTERY
ECM

IGNITION COILS

SPARK PLUGS

CKP SENSOR

SIDE STAND SWITCH NEUTRAL SWITCH

R/W

ENGINE STOP
RELAY

SIDE STAND SWITCH ENGINE STOP SWITCH

G/W Bl W/Bl PGM-FI

G FUSE
Bl/W FUSE (20 A)
IGNITION SWITCH
To Bank angle (10 A)
sensor
CLUTCH SWITCH R/Bl
R/Y
G/R G/W G/W R
MAIN FUSE (30 A)

Bl/W
DIODE

BATTERY

Bl/W Bl/W
Lg Y/Bu Bu/Y

G Bu/Y Y/Bu G/R G/W Bl/W Y W/Y

IGNITION
COILS Bl .... BLACK
CKP SENSOR
NEUTRAL Bu .... BLUE
SWITCH R .... RED
SPARK G .... GREEN
PLUGS Y .... YELLOW
W .... WHITE
Lg .... LIGHT GREEN

19-2
 IGNITION SYSTEM
SERVICE INFORMATION
GENERAL

• The ECM may be damaged if dropped. Also if the connector is disconnected when current is flowing, the excessive volt-
age may damage the module. Always turn off the ignition switch before servicing.
• Use spark plug of the correct heat range. Using spark plug 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 igni-
tion switch is ON and current is present.
• When servicing the ignition system, always follow the steps in the troubleshooting sequence (page 19-4).
• 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.
• 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.
• Refer to the ECM inspection (page 6-82).

SPECIFICATIONS
ITEM SPECIFICATIONS
Spark plug (Iridium) NGK CR8EH-9
DENSO U24FER9
Spark plug gap 0.80 – 0.90 mm (0.031 – 0.035 in)
Ignition coil peak voltage 100 V minimum
CKP (crankshaft position) sensor peak voltage 0.7 V minimum
Ignition timing ("F"mark) 5° BTDC at idle

TORQUE VALUE
Timing hole cap 18 N·m (1.8 kgf·m, 13 lbf·ft) Apply grease to the threads

TOOLS
Imrie diagnostic tester (model 625) Test probe
or 07ZAJ-RDJA110
Peak voltage adaptor
07HGJ-0020100

with commercially available digital

multimeter (impedance 10 MΩ/DCV
minimum)

19-3
IGNITION SYSTEM
TROUBLESHOOTING
• Inspect the following before diagnosing the system.
– Faulty spark plug
– Loose spark plug cap connection
– Loose ignition coil connectors
– Water got into the spark plug cap (shorting the ignition coil secondary voltage)
• If there is no spark at any cylinder, temporarily exchange the ignition coil with the other good one and perform the
spark test. If there is spark, the exchanged 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 " " (When the engine is not cranked by the starter motor).
No spark at all plugs
Unusual condition Probable cause (Check in numerical order)
Ignition coil No initial voltage with the ignition 1. Faulty engine stop relay.
primary volt- ON and engine stop switch turned 2. An open circuit in Black/white wire between the ignition
age " " (other electrical components coil and engine stop relay.
are normal). 3. Loose or poor connect of the ignition coil connectors, or
an open circuit in primary coil (Check at the ECM con-
nector).
4. Faulty ECM (in case when the initial voltage is normal
while disconnecting ECM connectors).
Initial voltage is normal, but it 1. Incorrect peak voltage adaptor connections.
drops down to 2 – 4 V while crank- 2. Undercharged battery.
ing the engine. 3. No voltage between the Black/white (+) and body
ground (–) at the ECM connector or loosen ECM connec-
tion.
4. An open circuit or loose connection in Green wire.
5. An open circuit or loose connection in Yellow/blue or
Blue/yellow wire between the ignition coils and ECM.
6. Faulty side stand switch or neutral switch.
7. An open circuit or loose connection:
– Side stand switch line: Green/white wire
– Neutral switch line: Light green or Green/red wire
8. Faulty CKP sensor (Measure the peak voltage).
9. Faulty ECM (in case when above No. 1 – 8 are normal).
Initial voltage is normal, but no 1. Faulty peak voltage adaptor connections.
peak voltage while cranking the 2. Faulty peak voltage adaptor.
engine. 3. Faulty CKP sensor (Measure the peak voltage).
4. Faulty ECM (in case when above No. 1 – 3 are normal).
Initial voltage is normal, but peak 1. The multimeter impedance is too low; below 10 MΩ/
voltage is lower than standard DCV.
value. 2. Faulty CKP sensor (Measure the peak voltage).
3. Cranking speed is too low (Battery is undercharged).
4. The sampling timing of the tester and measured pulse
were not synchronized (System is normal if measured
voltage is over the specification at least once).
5. Faulty ECM (in case when above No. 1 – 4 are normal).
Initial and peak voltage are normal, 1. Faulty spark plug or leaking ignition coil secondary cur-
but does not spark. rent ampere.
2. Faulty ignition coil(s).
CKP sensor Peak voltage is lower than standard 1. The multimeter impedance is too low; below 10 MΩ/
value. DCV.
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 specification at least once).
4. Faulty CKP sensor (in case when above No. 1 – 3 are
normal).
No peak voltage. 1. Faulty peak voltage adaptor.
2. Faulty CKP sensor.

19-4
 IGNITION SYSTEM
IGNITION SYSTEM INSPECTION
• If there is no spark at any plug, check all connec-
tions for loose or poor contact before measuring
each peak voltage.
• Use recommended digital multimeter or com-
mercially 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 Imrie diagnostic tester (model 625) is used,
follow the manufacturer's instruction.
Connect the peak voltage tester or peak voltage
DIGITAL MULTIMETER
adaptor to the digital multimeter.

TOOLS:
Imrie diagnostic tester (model 625) or
Peak voltage adaptor 07HGJ-0020100
with commercially available digital multimeter
(impedance 10 MΩ/DCV minimum)

PEAK VOLTAGE ADAPTOR

IGNITION COIL PRIMARY PEAK

VOLTAGE
• Check all system connections before inspection.
If the system is disconnected, incorrect peak volt-
age might be measured.
• Check cylinder compression and check that the
spark plugs are installed correctly.
Remove the spark plug caps from the spark plugs
KNOWN-GOOD SPARK PLUG
(page 4-8).
Reinstall the ignition coils onto the frame and left
front cowl stay.
Connect known-good spark plugs to the spark plug
cap and ground the spark plug to the cylinder head
as done in a spark test.

19-5
IGNITION SYSTEM
With the ignition coil primary terminal connected,
connect the peak voltage adaptor or Imrie tester #1/#4 IGNITION COIL:
Y/Bu TERMINAL
proves to the ignition coil primary wire terminal and
ground.
For #2/3 ignition coil Connect the peak voltage adaptor or Imrie diagnos-
inspection, remove tic tester probes to the test harness terminals.
the upper mounting
bolt, nut and
CONNECTIONS:
spacer. #1/#4 ignition coil:
Yellow/blue (+) – body ground (–)
#2/#3 ignition coil:
Blue/yellow (+) – body ground (–)

Avoid touching the Turn the ignition switch ON and engine stop switch
spark plugs and " ".
tester probes to Check for initial voltage at this time. Battery voltage #2/#3 IGNITION COIL:
prevent electric should be present. Bu/Y TERMINAL
shock. If the initial voltage cannot be measured, check the
power supply circuit. Refer to the troubleshooting
chart (page 19-4).
Shift the transmission into neutral.
Crank the engine with the starter motor with the
throttle grip fully opened and read the ignition coil
primary peak voltage.
PEAK VOLTAGE: 100 V minimum
If the peak voltage is abnormal, refer to the trouble-
shooting chart (page 19-4).

CKP SENSOR PEAK VOLTAGE

• Check all system connections before inspection.
If the system is disconnected, incorrect peak volt-
age might be measured.
• Check cylinder compression and check that the
spark plugs are installed correctly.
Remove the right rear cowl (page 3-8).
ECM
Disconnect the ECM 33P (Light gray) connector
from the ECM.

33P (LIGHT GRAY) CONNECTOR

19-6
 IGNITION SYSTEM
Connect the peak voltage adaptor or Imrie diagnos-
tic tester probes to the connector terminal of the PEAK VOLTAGE ADAPTOR
wire harness side and body ground.

TOOLS:
Imrie diagnostic tester (model 625) or
Peak voltage adaptor 07HGJ-0020100
with commercially available digital multimeter
(impedance 10 MΩ/DCV minimum) Yellow
Test probe 07ZAJ-RDJA110

CONNECTION:
Yellow terminal (+) – Body ground (–)
33P (Light gray) CONNECTOR
Crank the engine with the starter motor and read (Wire side of female terminals)
the peak voltage.
PEAK VOLTAGE: 0.7 V minimum
If the peak voltage measured at ECM connector is
abnormal, measure the peak voltage at the CKP sen-
sor connector.
Disconnect the CKP sensor 2P (Red) connector and
connect the tester probes to the terminal (Yellow 2P (Red) CONNECTOR
and White/yellow).
In the same manner as at the ECM connector, mea-
sure 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 CKP sen-
sor is normal, check the 2P (Red) connector for
loose connection and the wire harness for an
open circuit or loose connection.
• If both peak voltage measured are abnormal,
check each item in the troubleshooting chart
(page 19-4). If all items are normal, the CKP sen-
sor is faulty. See following steps for CKP sensor
replacement.

CKP SENSOR
REPLACEMENT
Remove the right crankcase cover (page 10-15).
SETTING BOLT/WASHER
Remove the wire grommet from the cover and
remove the sensor wire setting bolt/washer. GROMMET
Remove the bolts and CKP sensor.
Install the new CKP sensor and tighten the mount-
ing bolts securely.
Route the CKP sensor wire into the groove of the
right crankcase cover.
Install the setting bolt/washer, then tighten it
securely.
Apply sealant to the grommet seating surface and
install the grommet into the cover groove properly.
Install the right crankcase cover (page 10-33). CKP SENSOR BOLTS

19-7
IGNITION SYSTEM
IGNITION TIMING
Warm up the engine.
TIMING HOLE CAP
Stop the engine and remove the timing hole cap.

Lift and support the fuel tank (page 4-5).

TIMING LIGHT
Rear the Connect the timing light to the No.1 spark plug wire.
instructions for Start the engine, let it idle and check the ignition
timing light timing.
operation.
IDLE SPEED: 1,200 ± 100 min-1 (rpm)

The ignition timing is correct if the "F" mark on the

CKP sensor rotor (starter clutch outer) aligns with INDEX NOTCH
the index notch on the right crankcase cover at idle.

"F" MARK

Check the O-ring is Apply oil to the O-ring.

in good condition,
Apply grease to the timing hole cap threads and O-RING
replace it if
install the timing hole cap.
necessary.
Tighten the timing hole cap to the specified torque.
TORQUE: 18 N·m (1.8 kgf·m, 13 lbf·ft)

TIMING HOLE CAP

19-8