2000-2001 cr250 ignition service manual

IGNITION SYSTEM/ALTERNATOR

2000

ENGINE STOP BUTION

ALTERNATOR

IGNITION PULSE GENERATOR

After 2000

ENGINE STOP BUTION

ALTERNATOR

54 N-m (5.5 kgf-m, 40 lbf-ft)

2 N-m (0.2 kgf-m, 1.4 lbf-ft)

14-0

14. IGNITION SYSTEM/ALTERNATOR SERVICE INFORMATION

TROUBLESHOOTING

IGNITION SYSTEM INSPECTION

14-1

14-2

14-4

ICM (IGNITION CONTROL MODULE) 14-6

IGNITION COIL 14-7

SERVICE INFORMATION

GENERAL

EXCITER COIL


ALTERNATOR

IGNITION TIMING

ENGINE STOP SWITCH

14-8

14-8

14-8

14-10

.14-11

If the engine must be running to do some work, make sure the area is well ventilated. Never run the engine in an enclosed area. The exhaust contains poisonous carbon monoxide gas that may cause lose of consciousness and may lead to death.

CAUTION

Some electrical components may be damaged if terminals or connectors are connected or disconnected.

• When servicing the ignition system, always follow the steps in the troubleshooting sequence on page 14-3. • The ignition timing does not normally need to be adjusted since the ignition Control Module (ICM) is factory preset. • The ICM may be damaged if dropped. Also if the connector is disconnected when current is flowing, the excessive

voltage may damage the module. • A faulty ignition system is often related to poor connections. Check those connections before proceeding. • Use spark plug of the correct heat range. Using spark plug with an incorrect heat range can damage the engine.

14-1


SPECIFICATIONS

ITEM

Spark plug Standard (NGK)

Standard (DENSO)

Optional (NGK)

Optional (DENSO)

Spark plug gap

Ignition coil Primary

resistance Secondary with plug cap (at 20°C/68°F)

Secondary without plug cap

Ignition coil peak voltage

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

Ignition pulse generator peak voltage

Alternator exciter coil resistance (at 20°C/68°F)

Alternator exciter coil peak voltage

Ignition timing ("F" mark)

TORQUE VALUES

Flywheel nut Alternator cover screw

TOOLS

Imrie diagnostic tester (model 625) or Peak voltage adaptor

54 N•m (5.5 kgf•m, 40 lbf•ft) 2 N•m (0.2 kgf•m, 1.4 lbf•ft)

07HGJ- 0020100 with

SPECIFICATIONS

BR8EG

W24ESR-V

BR8EV

W24ESR-G

0.5- 0.6 mm (0.020- 0.024 in)

0.1-0.3 Q

9- 16 kQ

4 -8 kQ

100 V minimum

180-280 n 0.7 V m inimum

9-25 Q

100 V minimum

18 ± 2° BTDC at 3,000 rpm

Flywheel puller Universal holder

Commercially available digital multi meter (impedance 10M 0 /DCV minimum) 07733- 0010000 or 07933- 0010000 07725- 0030000

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 (affecting the ignition coil secondary voltage)

14-2


No spark at plug

Unusual condition Probable cause (Check in numerical order)

Ignition coil Low peak voltage 1. Incorrect peak vo ltage adaptor connections (System is primary volt- normal if measured voltage is over the specifications age with reverse connection).

2. The mult i meter impedance is too low; below 10M 0 /DCV. 3. Cranking speed too slow.

o Kickstarter is weak 4. The sam ple t im ing of the tester and measured pulse

were not synchronized (System is normal if measu red voltage is over the standard voltage at least once).

5. Poorly connected connectors or an open circuit in igni-t ion system.

6. Faulty exciter coil (measure the peak voltage). 7. Faulty ignition coil. 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 specificat ions with reverse connect ion).

2. Short circuit in engine stop switch wire 3. Fau lty engine stop switch w ire. 4. Loose or poorly con nected ICM connectors. 5. An open circuit or loose connection in Green w ire. 6. Faulty exciter coil (measure the peak voltage). 7. Faulty ignit ion pulse generator (measure the peak voltage). 8. Faulty ICM (when above No. 1 - 7 are no rmal).

Peak voltage is normal, but no speak 1. Faulty spark plug or leaking ignition coil secondary jumps at plug current ampere.

2. Faulty ignition coi l.

Exciter coil Low peak voltage 1. The multi meter impedance is too low; below 10M 0 /DCV. 2. Cranking speed is too low.

o Kickstarter is weak 3. The sampling t iming of the tester and measured pu lse

were not synchronised (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 exciter coi l.

Ignition pu lse Low peak voltage 1. The mult i meter im pedance is too low; below 10M 0 /DCV. generator 2. Cranking speed is too low.

o Kickstarter is weak 3. The sampling timing of the tester and measured pu lse

were not synchronised (system is normal if measured voltage is over the standard voltage at least once).

4. Fau lty ICM (when above No. 1 - 3 are normal).

No peak voltage

I 1. Faulty peak voltage adaptor. 2. Faulty ignition pulse generator.

14-3


IGNITION SYSTEM INSPECTION

14-4

NOTE

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

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

• The display va lue differs depending upon the \ internal impedance of the multimeter.

• If using Imrie diagnostic tester (model 625), follow the manufacture's instructions. PEAK VOLTAGE ADAPTER

Connect the peak voltage adaptor to the digital multi meter, or use the Imrie diagnostic tester.

TOOLS: Peak voltage tester or Peak voltage adaptor 07HGJ- 0020100 with Commercially available digital multimeter (impedance 10 MQ/DCV minimum)

IGNITION COIL PRIMARY PEAK VOLTAGE

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

NOTE

• Check all system connections before inspection. If the system is d isconnected, incorrect peak voltage might be measured.

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

Shift the transmission into neutral and disconnect the spark plug cap from the spark plug. Connect a good known spark plugs to the spark plug cap and ground the spark plug to the cylinder as done in a spark test.

DIGITAL MUL TITESTER

IGNITION SYSTEM/AlTERNATOR

With the ignition coil primary wire connected, connect BLACK/YELLOW WIRE the peak voltage adaptor or Imrie tester to the

IGNITION COIL

ignition coil.

CONNECTION: Black/Yellow(+)- Body ground(-)

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

PEAK VOLTAGE: 100V minimum

If the peak voltage is abnormal, check for an open circuit or poor connection in Black/Yellow wires. If not defects are found in the harness, refer to the troubleshooting chart on page 14-3.

EXCITER COil PEAK VOLTAGE

NOTE

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

Remove the number plate (page 2-3).

Disconnect the ICM connector. Connect the peak voltage adaptor or Imrie tester probes to the connector terminals of the wire harness side.

TOOLS: Peak voltage tester or Peak voltage adaptor 07HGJ- 0020100 with Commercially available digital multimeter (impedance 10 MQ/DCV minimum)

CONNECTION: Blue (+) -White (-)

Crank the engine with the kickstarter and read the peak voltage.

PEAK VOLTAGE: 100 V minimum

If the peak voltage measured is abnormal, check the wire harness for open circuit or loose connection.

If the wire harness is normal, check each item in the troubleshooting chart. If all items are normal, the exciter coil is faulty. See page 14-9 for exciter coil replacement.

NUMBER PLATE

14-5


IGNITION PULSE GENERATOR PEAK VOLTAGE

NOTE

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


Disconnect the ICM connector. Connect the peak voltage adaptor or Imrie tester probes to the connector terminals of the wire harness side.

TOOLS: Peak voltage tester or Peak voltage adaptor 07HGJ- 0020100 with Commercially available digital multimeter (impedance 10 Mf.!/DCV minimum}

CONNECTION: Blue/Yellow(+}- Green/White (-}

Crank the engine with the kickstarter and read the peak voltage.

PEAK VOLTAGE: 0.7 V minimum

If the peak voltage measured is abnormal, check the wire harness for open circuit or loose connection.

If the wire harness is normal, check each item in the troubleshooting chart. If all items are normal, the exciter coil is faulty. See page 14-9 for exciter coil replacement.

ICM (IGNITION CONTROL MODULE}

14-6

Remove the number plate (page 2-3}.

Disconnect the ICM connector. Remove the ICM from the rubber case.

Installation is in the reverse order of removal.

NUMBER PLATE

-

ICM CONNECTOR

IGNITION COIL

INSPECTION

Remove the spark plug cap. Disconnect the ignition coil primary wire. Measure the ignition primary coil resistance between the primary terminal and body ground.

STANDARD: 0.1 - o.3 n (20 °C/68 °FJ

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

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

STANDARD: 9-16 kil (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 n (20 °C/68 °FJ

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

REMOVAL/INSTALLATION

Remove the spark plug cap. Disconnect the ignition coil primary wire. Remove the bolts and ignition coil.

Installation is in the reverse order of removal.


GROUND WIRE

14-7


EXCITER COIL

INSPECTION


Disconnect the ICM connector. Measure the resistance between the Blue and White terminals.

STANDARD: 9- 25 n 120 °C/68 °f)

If the resistance is out of range, replace the stator (page 14-10).


INSPECTION


Disconnect the ICM connector. Measure the resistance between the Blue/Yellow and Green/White terminals.

STANDARD: 180-280 n 120 °C/68 °fJ

If resistance is out of range, replace the stator (page 14-10).

ALTERNATOR

14-8

REMOVAL

Remove the fuel tank (page 2-5).

Disconnect the alternator connector and ignition pulse generator connector. Remove the wire bands.

Remove the screws, alternator cover and rubber gasket.

Hold the flywheel with the universal holder and remove the nut and washer.

TOOL: Universal holder 07725 - 0030000

CONNECTOR

CONNECTOR

Remove the flywheel using the flywheel puller.

TOOL: Flywheel puller 07733- 0010000

Not available in U.S.A. or 07933-0010000

Remove the grommet, woodruff key, bolts and stator.

INSTAllATION

Install the woodruff key to the groove on the crankshaft. Install the stator and tighten the bolts securely. Install the grommet to the groove on the left crankcase.

Install the f lywheel to the crankshaft by aligning the groove on the flywheel and woodruff key.

Install the washer and nut. Hold the f lywheel with the special tool and tighten the nut to the specified torque.

TOOL: Universal holder 07725 - 0030000

TORQUE: 54 N•m (5.5 kgf•m, 40 lbf.ft)

NOTE

When replacing the flywheel, stator or ICM, check and adjust the ignition timing (see below).

Check the rubber gasket in good condition. Install the rubber gasket to the alternator cover. Install the alternator cover and tighten the screws to the specified torque.

TORQUE: 2 N•m (0.2 kgf•m, 1.4 lbf•ft)

Install the wire bands. Connect the alternator connector and ignition pulse generator connector.

Remove the fuel tank (page 2-5).


~

~ FLYWHEEL PULLER

14-9


IGNITION TIMING

14-10

If the engine must be running to do some work, make sure the area is well ventilated. Never run the engine in an enclosed area. The exhaust contains poisonous carbon monoxide gas that may cause loss of consciousness and may lead to death.

NOTE

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

Warm up the engine to normal operating temperature. Stop the engine.

Remove the alternator cover (page 14-10).

Check that the stator index mark is aligned with the index mark on the crankcase.

Attach the timing light and tachometer. Start the engine and hold it at 3,000 rpm while pointing the timing light towards the index mark.

If the stator's original index mark aligns between the "F" marks, the engine is timed correctly. Remove the testing equipment and reassemble the motorcycle.

If the stator's original index mark does not al ign between the "F" marks, scribe a temporary index mark on the stator setting p late that will align between the "F" marks at 3,000 rpm. Stop the engine and do the following:

NOTE

• This procedure is to be done after replacing the ICM, ingition pulse generator/stator assembly or flywheel.

• If you have checked the ignition timing as a troubleshooting method and the marks did not align, inspect the ICM, ignition pulse generator and stator, before performing this procedure.

Remove the stator mounting bolts, setting plate screw and setting plate. Elongate the setting plate mounting bolt hole, then reinstall it with its temporary index mark aligned with the index mark on the crankcase.

"F" MARK

CRANKCASE INDEX MARK

TEMPORARY INDEX MARK

ELONGATE

~ SCREW

Install and tighten the stator mounting bolts and setting plate screw.

Recheck the ignition timing. The stator setting plate index mark should now align between the "F" marks on the flywheel.

Repeat the steps if the ignition timing is not correct.

Grind off the old index mark.

'-- ENGINE STOP SWITCH

INSPECTION

Disconnect the engine stop switch connectors. Check the engine stop switch for continuity with the switch button pressed. There should be no continuity when the button is not pushed.


OLD INDEX MARK

14-11

IGNITION CONTROL MODULE

Bl: BLACK Br: BROWN y YELLOW 0 ORANGE

Bu : BLUE Lb: LIGHT BLUE

G GREEN Lg: LIGHT GREEN

R RED p PINK

w: WHITE Gr : GRAY

r

15. WIRING DIAGRAM

ENGINE STOP SWITCH

Eff<G

H ii'i " ii'i

81---- --___.J I 91/W------_J 91/Y ------------------+--91/Y--~ G------------------------------~ 9u----------------, w- - ------- - -----. 9u/Y-------- -, G/W ----------------,

ENGINE STOP SWITCH

IG E

FREE - -PUSH o-kr Q_ COLOR 91/W 91

-

1 SPAe< PCUG

15-1

2000-2001 cr250 ignition service manual

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