MOTO GUZZI Griso Technical data

PRESENTATION
Moto Guzzi GRISO 8V
1
TECHNICAL DATA
Engine
Transmission
Chassis
Electrical system
Dimensions
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TECHNICAL DATA
ENGINE
Type
two-cylinder V of 90°, 4 strokes
Cooling
with air and oil and independent cooling pump
Engine capacity
1,151 cc
Bore and stroke
95 x 81.2 mm
Compression ratio
11:1
Distribution diagram
(with 1 mm control clearance)
intake valve opening 36° BTDC
intake valve closing 62° ABDC
exhaust valve opening 58° BBDC
exhaust valve closing 30° ATDC
measured with control clearance rocker arm/valve of 1.5 mm
Maximum power
over 80.8 kW (110CV) at 7,500 rpm
Maximum torque
above 108 Nm at 6,400 rpm
Fuel supply / Ignition
multipoint electronic ignition, sequential, Magneti Marelli IAW5A
timing, alfa-n system; 2 throttled bodies of Ø 50 mm, injectors Weber
IWP 189, lambda probe.
Start-up
electric
Spark plugs
NGK PMR8B (Long Life)
Exhaust system
stainless steel, type 2 in 1 three-ways catalysed with lambda probe
Type approval
Euro 3
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TECHNICAL DATA
TRANSMISSION
Gearbox
6 shift gears
Gear ratio values
1st 17/38 = 1 : 2.235
2nd 20/34 = 1 : 1.700
3rd 23/31 = 1 : 1.348
4th 26/29 = 1 : 1.115
5th 31/30 = 1 : 0.968
6th 29/25 = 1 : 0.862
Lubrication
splash lubrication
Primary transmission
helical teeth, ratio 26/35 = 1 : 1.346
Final transmission
Compact reactive cardan joint CA.R.C.; double joint and floating bevel
gear pair, ratio 12/44 = 1 : 3,666
Clutch
single-disc with integrated spring drive
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TECHNICAL DATA
CHASSIS
Chassis
tubular with double steel cradle with high yield point limit
Wheelbase
1,554 mm
Trail
108 mm
Headstock tube slant
26° 30’
Steering angle
34°
Front suspension
Inverted rods fork Ø 43 mm completely adjustable (spring and hydraulic
preload in extension and compression) with radial connection pad for
brake calliper
Front wheel excursion
120 mm
Rear suspension
Single-arm with progressive leverage, single-absorber with separate gas
holder completely adjustable (spring and hydraulic preload in extension
and compression).
Rear wheel excursion
110 mm
Front brake
Stainless steel floating double-disc, wave type, Ø 320 mm, radial callipers
with 4 opposite pistons.
Rear brake
Stainless steel fixed disc Ø 282 mm, floating calliper with two parallel
pistons.
Wheels
Three hollow spokes of chill-casted aluminum alloy.
Front rim
3.50” x 17”
Rear rim
5.50” x 17”
Front tyre
120/70 ZR17”
Rear tyre
180/55 ZR17”
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TECHNICAL DATA
ELECTRICAL SYSTEM
System voltage
12 V
Battery
12 V – 18 Ah
Alternator
12 V – 550 W
DIMENSIONS
Length
2,260 mm
Width
830 mm
Height
1,070 mm
Saddle height
800 mm
Minimum height from ground
185 mm
Dry weight
222 kg
Fuel tank capacity
16.4 litres
Reserve
3.3 litres
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SUGGESTED PRODUCTS
SUGGESTED PRODUCTS
Engine oil Æ AGIP RACING 4T 10W-60
Transmission oil Æ AGIP GEAR SAE 80 W 90
Gearbox oil Æ AGIP GEAR MG/S 85 W 90
Fork oil Æ AGIP FORK 7.5W
Brake fluid Æ AGIP BRAKE 4 / BRAKE 5.1
Clutch fluid Æ AGIP BRAKE 4 / BRAKE 5.1
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SPARK PLUGS
Compared to 2-valves engines there is only one plug per cylinder. This
plug is the NGK PMR8B (long life), the same inside plug to be found on 2valves engines
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INSTRUMENT PANEL
9 The instrument panel and its function are identical to the Griso 850/1100
9 Instrument panel code12425 (as Griso 850/1100)
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GRISO 8 Valves
GRISO 8V
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CONTENTS
1
Special tools
2
Basic structure
3
Timing system
4
Thermal unit
5
Timing
6
Oil system
7
Clutch
8
Temperature sensor and oil pressure sensor
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Chapter 1
1
Special tools
2
Basic structure
3
Timing system
4
Thermal unit
5
Timing
6
Oil system
7
Clutch
8
Temperature sensor and oil pressure sensor
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SPECIAL TOOLS
Tool description
Code
Front cover insertion cone
GU05911730
Gearbox opening tool
GU05912530
Timing system cover oil seal punch
GU05927230
Sump and filter cover
GU01929100
Flange on crankshaft
GU12912000
Flywheel side flange seal
GU14927100
Flywheel/starting crown gear locking
GU12911801
Support for gearbox
GU05902530
Ignition timing disc
GU19929600
Ignition timing arrow
GU17947560
Flywheel side flange fitting/removal
GU12913600
Flywheel flange sealing ring
GU19927100
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SPECIAL TOOLS
Tool description
Code
Valve fitting/removal support
AP8140179
Crankcase separation
AP8106698
Connecting rod locking
020716Y
Tool for pin ring
020470Y
Punch for fitting valve sealing rings
020306Y
Extractor for valve oil seal
020431Y
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Chapter 2
1
Special tools
2
Basic structure
3
Timing system
4
Thermal unit
5
Timing
6
Oil system
9 ENGINE CRANKCASE
9 ENGINE SUPPORT FLANGE
9 CONNECTING RODS
9 SPARE PARTS
7
Clutch
8
Temperature sensor and oil pressure sensor
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ENGINE CRANKCASE
TIMING SYSTEM SIDE
TRANSMISSION SIDE
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ENGINE CRANKCASE
CRANKSHAFT SUPPORT
BEARING
No longer fitted on a flange but
directly on the crankcase
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ENGINE CRANKCASE
CRANKSHAFT BEARING CIRCLIP
Support flange on timing system side crankshaft has been removed
Now there is only a bushing pivoted on the crankcase
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ENGINE CRANKCASE
Once the crankshaft has been fitted, fasten it RIGHT AWAY
with the pinion, so that the bearing check bushing does
not come off its seat
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ENGINE CRANKCASE
Support flange on timing system side camshaft has been removed
The service shaft is fitted on the ball
bearing checked in position by a lock
washer and screw
Screw with washer with Loctite 243
Torque 10 Nm
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ENGINE CRANKCASE
WORK DOWELS
Tapered, with Loctite
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ENGINE CRANKCASE
COOLING JETS
Right Æ shorter
LeftÆ longer
Right jet: two
countersinks for locking
washers
Left jet: a countersink
for a locking washer
Screws and
washers with
Loctite 243
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CRANKCASE Æ ENGINE SUPPORT
FLANGE
Fitted with a seal with centring pins
Fixed to the base with 8 screws, there is an oil
passage bushing with O-ring
8 screws with washer
Torque: Æ26 Nm
In addition to the 2-valve engines, there is an
OIL SCAVENGE DISC, fixed to the flange
with 3 screws
3 screws with Loctite 243
Torque: Æ5 – 6 Nm
For removal from the base, use the
special tool (flywheel side flange
fitting/removal, code GU12913600)
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CRANKCASE Æ CONNECTING RODS
9 Similar to the old engine
9 Connecting rods identical one to
each other (provided they are new)
Æ Should they be removed, mark
them to be refitted in the same
position
9 Centring dowels must be facing the
base internal side
9 The lubrication holes are CLOSED
Torque:Æ pre-torque: 40 Nm; afterwards, 80 Nm
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CRANKCASE Æ CONNECTING RODS
From now on be careful with crankshaft rotation as the
connecting rods may hit and damage the cooling jets
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CRANKCASE Æ SPARE PARTS
9 The crankcase spare part has a sole code (single category)
9 The crankshaft bearing lock bushing has NO spare part available Æ
The entire crankcase should be replaced in case the bushing gets
damaged
9 The work dowels have NO spare part available
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Chapter 3
1
Special tools
2
Basic structure
3
Timing system
4
9 TIMING CHAINS
9 SERVICE SHAFT
9 CHAIN SLIDERS
Thermal unit
5
Timing
6
Oil system
9 CHAIN TENSIONERS
9 CAMSHAFT GEAR
9 CAMSHAFT
9 CAM CAP
9 GEARS
7
Clutch
8
Temperature sensor and oil pressure sensor
9 SPARE PARTS
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TIMING SYSTEM Æ GENERAL DIAGRAM
The timing system comprises mainly the following elements:
9 SERVICE SHAFT
9 DOUBLE TIMING CHAIN
9 DOUBLE OVERHEAD CAMSHAFT
9 RODS
9 ROCKING LEVERS
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TIMING SYSTEM Æ TIMING CHAINS
TIMING CHAINS
Once removed, mark them to be refitted in
the same position
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TIMING SYSTEM Æ SERVICE SHAFT
THE SERVICE SHAFT
(which
replaces the camshaft) is, in fact,
the element which causes the
timing chains to move. Fitting the
shaft to the base is carried out from
the side opposite to the 2-valve
engine (transmission side). This
operation should be done at the
same time the chains are fitted;
these chains will operate on two
pinions on the shaft.
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TIMING SYSTEM Æ SERVICE SHAFT
The service shaft has:
9 a spacer for the tone wheel
9 seat for the woodruff key
9 a reference notch (important
for timing)
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TIMING SYSTEM Æ SERVICE SHAFTÆ
CLOSING CAP
closing CAP for transmission side service shaft
Cap with roller bearing and O-ring
Each single part (cap, bearing and
O-ring) has spare parts available
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TIMING SYSTEM Æ SERVICE SHAFTÆ
CLOSING CAP
Be very careful upon fitting: Make sure that the cap is in
abutment against the crankcase, and avoid cutting the O-ring
(use two flanged screws longer than the original screws, if
required)
2 screws with
Loctite 542
Torque: Æ 10 Nm
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TIMING SYSTEM Æ CHAIN SLIDERS Æ
MOVABLE
Screw with Loctite 243
Torque: Æ 25 Nm
Cap with O-ring
Cap torque: Æ 25 Nm
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TIMING SYSTEM Æ CHAIN TENSIONER
Distribution chains are kept
under tension by means of a
CHAIN TENSIONER which works
on the mobile shoe. The left
tensioner is inside the cylinder,
while the right one is outside of it
LEFT
Plug + washer
Torque Æ 30 Nm
The right and left chain tensioners
have, as spare parts, two different
codes
RIGHT
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TIMING SYSTEM Æ CAMSHAFT GEAR
Once also the fixed pad has been positioned, fit
the CAMSHAFT GEAR as shown in the figure
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TIMING SYSTEM Æ CAMSHAFT GEAR
The camshaft gear shows a letter L and a letter R.
These letters will be used as reference for the next
timing.
In a first series of engines, in place of L one may
find two 2 WHITE DOTS and in place of R 1 WHITE
DOT
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DISTRIBUTION Æ CAMSHAFT
The camshaft has to rest on the small
frame with the pin toward the longer
side of the cam cap
The recess is made to close with a lid
fastened by means of 4 screws
Torque Æ 25 Nm
Right and left camshafts are the same. Make a mark at the time they
are removed and place them back as they were originally
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TIMING SYSTEM Æ CAM CAP
The CAPS are equal, and so they can be
interchanged both between the two cam caps
and intake and exhaust if they are removed mark
them so they may be replaced in the same
position Æ
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TIMING SYSTEM Æ CAM CAP
The
rockers
are
interchangeable between a
cylinder and the other Æ
mark them so as to fit them
back in the same position
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TIMING SYSTEM Æ CAM CAP
The cam cap is fastened to the head by means of 4 nuts, one with a tab to
prevent shocks
Tightening Æ pre-torque 15 Nm,
then 90° + 90°
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TIMING SYSTEM Æ GEARS Æ TONE
WHEEL
After the clutch unit has been assembled, make
sure that the crankshaft is positioned in
correspondence with TDC of the left piston (use
the mark on the pinion) and lock it using the
special tool (lock of flywheel/ ignition crown, cod.
GU12911801)
TONE WHEEL: after spacer and key have
been fitted in their seats, on the service
shaft, the assembly of the tone wheel is
forced. The flared face has to be turned
toward the crankcase.
Then rotate the service shaft so that the
notch faces toward the bottom
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TIMING SYSTEM Æ GEARS Æ TIMING
GEAR
The TIMING GEAR is also assembled in a forced position, given the seat for the
key
Make a reference notch on the gear for the next timing
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TIMING Æ GEARS
Tightening the timing gear
Nut + corrugated washer
Torque Æ 150 Nm
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Chapter 4
1
Special tools
2
Basic structure
3
Timing system
4
Thermal unit
5
Timing
9 PISTONS
9 CYLINDERS
9 DIRECTION
6
Oil system
7
Clutch
8
Temperature and oil pressure sensors
9 SPARE PARTS
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THERMAL UNIT Æ PISTONS
As for the 2-valve model, the piston
has 2 piston rings and one oil
scraper
The letter N has to face upward
Displace the piston rings by 90° with
respect to each other
When fitting the piston make sure that
the triangle marked on it is turned
toward the exhaust/ timing system
As spare parts there is only
one category available
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THERMAL UNIT Æ CYLINDERS
The left cylinder has a hole (closed with a screw) to be used for the next
timing so as to release the chain tensioner
Screw + washer +
loctite 243
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THERMAL UNIT Æ HEAD
The head gasket comes in 3 different
thicknesses. In order to find which is the
lining to use, one has to figure out at the
time it is needed and using the special
tool, the difference between the bottom
of the cylinder and the height of the
piston at TDC
Difference [mm]
Gasket thickness [mm]
Code
0.37 – 0.56
0.65 ± 0.05
874621
0.19 – 0.37
0.85 ± 0.05
874622
0 – 0.19
1.05 ± 0.05
976311
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THERMAL UNIT Æ HEAD
It is fastened with 2 springs with
washer (the screw of the left head
closer to the timing system has two
washers)
2 screws with washer
Torque Æ 10 Nm
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THERMAL UNIT Æ HEAD COVER
Valve covers, made of two pieces, are
fastened with 4 screws and a rubber
gasket to be replaced at the time of
assembly
4 screws with damping buffers
Torque Æ 10 Nm
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Chapter 5
1
Special tools
2
Basic structure
3
Timing system
4
Thermal unit
5
Timing
9 REFERENCE
9 LEFT HEAD
9 RIGHT HEAD
6
Oil system
7
Clutch
8
Temperature and oil pressure sensors
9 VALVE ADJUSTMENT
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TIMING Æ REFERENCE
By LEFT head we mean the head on the left
when we are seated on the motorcycle (i.e.
looking at the crankcase gearbox)
The LEFT piston is also the
main piston (when the notches
on the timing gears are lined up,
at this point the left piston is at
TDC)
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TIMING ÆLEFT HEAD
Move the left piston (main piston) to
TDC
3 GEAR NOTCHES, TIMING SIDE –
SERVICE SHAFT ALIGNED!!!
Remove the screw in the cylinder, as
already seen, so that the chain
tensioner may be released
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TIMING ÆLEFT HEAD
The pin of the camshaft has to fit in the hole of the camshaft
gear showing the letter L
This hole must face toward the
base of the cylinder
In a previous series of engines one may find 2 white spots in place
of the letter L
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TIMING Æ RIGHT HEAD
The right piston is positioned by rotating the crankshaft by 270° in the
direction of rotation of the engine, (clockwise LOOKING AT THE TIMING
SYSTEM). To do this, it is possible to use the following special tools:
Ignition timing phase disc
(cod. GU19929600)
Ignition timing phase arrow
(cod. GU17947560)
Use a dial gauge to check the position of the piston
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TIMING Æ RIGHT HEAD
The pin of the camshaft has to fit in the hole of the
camshaft gear showing the letter L
This hole must face toward
the base of the cylinder
In a previous series of engines one may find 1 white
point in place of the letter L
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TIMING Æ THIN METAL PLATE AS AN OIL
GUARD AND PLUG
The camshaft gear is then covered with a thin
metal plate to protect the oil and, later, with a
plug
Screw with loctite 243
Plug with OR
Torque Æ 30 Nm
Torque Æ 6 - 8 Nm
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TIMING Æ VALVE ADJUSTMENT
The play of the valves is adjusted with the valves closed (power stroke)
INTAKE VALVES CLEARANCE Æ 0.10 mm
EXHAUST VALVES CLEARANCE Æ 0.15 mm
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Chapter 6
1
Special tools
2
Basic structure
3
Timing system
4
Thermal unit
5
Timing
9 OIL PUMP
6
Oil system
9 SUCTION FILTERS
7
Clutch
9 OIL CIRCUIT
8
Temperature and oil pressure sensors
9 OIL FILTER
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OIL SYSTEM Æ OVERALL VIEW
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OIL SYSTEM Æ OIL PUMP
The oil pump is made of a double pressure pumping
element working on two different delivery lines
One pumping element
lubricating the engine
works
for
The second works to cool the oil,
sending the oil to the radiator and, then,
to the heads
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OIL SYSTEM Æ OIL PUMP
The engine block is fastened with 3
screws
3 screws with loctite 243
Torque Æ 10 Nm
The pump is actuated by a gear which is
made to rotate by a motoring over gear
mounted on the crankshaft. The oil pump
gear is fitted on a small shaft out the output
of the pump and is made to rotate by a roller
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OIL SYSTEM Æ OIL PUMP
The oil pump gear is fastened by means of a washer, a corrugated washer and a
thin nut assembled in sequence
Torque Æ 8 Nm
During assembly be careful not to loose the roller and
remember to fit it during assembly
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OIL SYSTEM Æ OIL PUMP
The pump is connected to the radiator by means of a connecting tube
and a nipple screwed on the engine block
2 OR for the seat of the nipple
Gasket
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OIL SYSTEM Æ INTAKE FILTERS
Under the sumo, unlike the 2-valve engine, there are two intake filters:
one for the oil to be used for lubrication, the other oil for the radiator
Lubrication oil
filter (filtering
strainer)
Cooling oil filter
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OIL SYSTEM Æ OIL FILTER
As a qualitative improvement, the seat of the oil filter gasket has been modified, to
improve its support
Torque Æ 15 Nm
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OIL SYSTEM Æ OIL CIRCUIT Æ INSIDE
PUMPING ELEMENT
The inside pumping element is the one dedicated to the lubrication
of the engine. The oil circuit may be simplified as follows:
9 oil intake from the filter as seen before (filtering strainer)
9 delivery to the oil filter
9 recycle to the engine crankcase
9 crankshaft lubrication
9 from the lubrication holes timing system side:
ƒ pistons cooling jets
ƒ crankshaft support timing system side
ƒ through the holes on the cylinders it goes to lubricate the
heads
9 through the connecting pipe, to be seen in the picture, the oil
lubricates the big end bearing clutch side
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OIL SYSTEM Æ OIL CIRCUIT Æ OUTSIDE
PUMPING ELEMENT
The outside pumping element is dedicated to cooling the oil. The
oil circuit may be simplified as follows:
9 intake from the filter as seen before
9 delivery to the radiator
9 through the two outside pipes for the passage of oil in the
two heads for cooling
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OIL SYSTEM Æ OIL CIRCUIT Æ OUTSIDE
PUMPING ELEMENT
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Chapter 7
1
Special tools
2
Basic structure
3
Timing system
4
Thermal unit
5
Timing
9 COMPONENTS
6
Oil system
9 ASSEMBLY
7
Clutch
8
Temperature and oil pressure sensors
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CLUTCH
9 In comparison with the old 2-valve engine, the clutch is SINGLEDISC The spring drives are placed on the friction disc
9 Should the clutch be replaced, do remember that the control rod is
available in 4 classes. In order to figure out which is the right rod to be
fitted, one has to measure the distance between the top of the rod and the
base of the bumper (to be seen in the picture, during), and choose the rod
according to the table below
Measurement X
Length of the rod
to be fitted
Code
From 9.8 mm to
11.2 mm
183 mm
976593
From 8.3 mm to
9.7 mm
184.5 mm
976594
From 6.8 mm to
8.2 mm
186 mm
976595
From 5.3 mm to
6.7 mm
187.5 mm
976596
x
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CLUTCH Æ COMPONENTS
The clutch unit is made of the following elements
9
Clutch disc
9
Clutch thrust plate
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CLUTCH Æ COMPONENTS
9
Piston ring
9
Friction disc
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CLUTCH Æ COMPONENTS
9
Clutch bell
9
Crown
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CLUTCH Æ FITTING
Assemble in sequence:
9 Clutch disc
6 screws with elastic gaskets
Torque 42 Nm
With crankshaft in line with the TDC of the left
piston, the clutch has to be assembled with the
yellow sign facing the left ribs on the engine
crankcase. The right rib corresponds to the TDC
of the right piston
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CLUTCH Æ FITTING
9 Thrust plate and piston ring
Make sure that the ends of the
ring fit in the grooves of the
thrust plate
It is very important for the thrust plate to be properly centred, to avoid
anomalous wear Æ a special tool is being prepared
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CLUTCH Æ FITTING
9 Friction disc and clutch bell
Line-up the yellow marks
6 screws with loctite 243
Torque Æ 20 Nm
9 Crown
Line-up the yellow marks
6 screws with loctite 243
Torque Æ 10 Nm
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Chapter 8
1
Special tools
2
Basic structure
3
Timing system
4
Thermal unit
5
Timing
6
Oil system
7
Clutch
8
Temperature and oil pressure sensors
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TEMPERATURE AND OIL PRESSURE
SENSOR
The TEMPERATURE GAUGE is positioned on the right cylinder and
mounted on the support as can be seen in the picture
Screw with loctite 243
Torque Æ 10 – 12 Nm
The OIL PRESSURE GAUGE, instead, is positioned on the engine block, closer
to the gearbox with respect to the position in the old 2-valves engine
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THANK YOU FOR YOUR KIND
ATTENTION
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CONTENTS
1
Electronic injection
2
Components
3
Safety system
4
Axone
5
Throttle alignment
6
Diagrams
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Chapter 1
1
Electronic injection
2
Components
3
Safety system
4
Axone
9 FUEL CIRCUIT
9 INTAKE AIR
5
Throttle alignment
6
Diagrams
9 5AM 2 ECU
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ELECTRONIC INJECTION 5AM 2
The ECU is a digital electronic unit with microprocessor. For a perfect operation of
the engine, through a series of sensors, it provides a continuous monitoring of the
operating conditions of the engine
The main sensors are:
9 Engine rpm sensor Æ it measures the engine rpm and the position of each cylinder
with respect to TDC
9 Throttle position sensor Æ it measures the opening angle of the throttle
The secondary, or correction sensors are:
9 Pressure sensor (in the instrument panel) Æ it measures the barometric pressure
9 Air temperature sensor Æ it measures the temperature of intake air
9 Engine temperature sensor Æ it measures the thermal condition of the engine
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ELECTRONIC INJECTION 5AM 2
The way the information received is managed determines the control of the actuators:
9 Quantity of fuel fed sequentially, not in parallel, to each cylinder, checking the
instant closure of the injectors and, hence, the timing of the injection as referred to
the instant when the intake of each cylinder is completed
9 Ignition advance (coils)
Keeping the minimum rpm is obtained by means of a stepper motor which lets the air
enter the combustion chambers by-passing the throttles
Its position is modified to hold the minimum rpm fixed by the power unit based on the
ambient conditions (engine temperature, air temperature, ...)
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ELECTRONIC INJECTION Æ FUEL CIRCUIT
INJECTORS
The control action sent by the
power unit is by pulsation.
It establishes the displacement of
the moving core of the solenoid,
uncovering the opening of the
nozzles of the injector.
In the presence of a constant
pressure for the petrol, provided
by the regulator in the pump of 3
± 0.2
bars,
the injected quantity
Power
input 12V
will Resistive
depend
exclusively on the
value 14 Ω ± 2 at 20°C
time the injectors stay open.
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ELECTRONIC INJECTION Æ INTAKE AIR
NTC air temperature sensor present in the filter housing
°C
-40
0
+10
+20
+30
+40
+90
kOhm
100,950
9,750
5,970
3,750
2,420
1,600
0.280
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ELECTRONIC INJECTION Æ INTAKE AIR
THROTTLE VALVE POTENTIOMETER
This sensor informs the power unit of the
position of the throttle. The mechanical
degrees are changed into electrical signals in
the form of voltage
Based on this signal, the ECU will adjust the
times of injection and thus optimise the
stoichiometric ratio
Three-wire connector:
9 Power input 5V
9 The mass from the power unit
9 Signals the position of the throttle
valve, scale from about 0.55 V (for a
beat) to about 4.4 V
(max. opening)
Positive and negative, with respect to the 2 valves, are inverted
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ELECTRONIC INJECTION Æ POWER UNIT 5AM
2
The ECU is housed in the front and under the tank and has two connectors
Connector A - from 1 to 38
pins
BROWN connector Æ engine
Connector B - from 1 to 38
pins
BLUE connector Æ vehicle
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ELECTRONIC INJECTION Æ POWER UNIT 5AM
2
PIN CONFIGURATION ENGINE ECU
A Connector Brown
*Not connected
1*
2*
3 throttle position signal
4*
5 engine temperature signal
6*
7*
8*
9 stepper motor +
10 RH cylinder coil control.
11*
12*
13*
14 air temperature signal
15*
16*
17 stepper motor +
18 stepper motor +
19 stepper motor +
20 power supply 5V (NTC sensors)
21*
22*
23 neutral sensor signal
24*
25 engine rpm sensor signal
26*
27*
28 LH cylinder injector control.
29 throttle sensor input
30*
31*
32 throttle negative sensor
33*
34 rpm sensor anti-jamming cable
35 engine rpm sensor signal
36*
37 RH cylinder injector control
38 RH cylinder coil control.
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ELECTRONIC INJECTION Æ POWER UNIT 5AM
2
PIN CONFIGURATION ENGINE ECU
B Connector Blue
* Not connected
1 pin 85 start-up relays control
2*
3*
Power supply 4V
5*
6 secondary relay pin 86 control
7 line K (Reprog. instrument panel)
8*
9*
10*
11 lambda probe negative control
12*
13*
14*
15*
16 line K (diagnosis)
17 Input from main relay
18*
19*
20 line CAN – H (ECU/instrument panel)
21*
22 lambda probe signal
23*
24 vehicle speed signal input
25*
26*
27 “run/stop” input switch
28 start-up signal input
29 line CAN – H (ECU/instrument panel)
30*
31*
32 lambda probe supply
33 clutch sensor signal
34*
35 fall sensor signal
36*
37*
38 side stand sensor signal.
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Chapter 2
1
Electronic injection
2
Components
3
Safety system
4
Axone
9 IGNITION
9 ELECTRICAL
5
Throttle alignment
6
Diagrams
9 ELECTROMECHANICAL
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IGNITION Æ COMPONENTS
The system used is of the inductive discharge type
The ECU elaborates the following parameters:
9 engine load
9 engine temperature
Primary:
to
betime: locates the ignition advance control point
9 injection
measured between pin
1 and 15
Control valves:
from 0.9 to 1.1 Ω
Secondary:
to
be
measured between the
high voltage outputs
Control valves:
from 6.5 to 7.2 KΩ
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ELECTRICAL Æ COMPONENTS
SPEED SENSOR
Housed on the Cardan joint, it is a Hall effect
sensor
3 pin connector:
1 Æ Voltage of about 12V (present both if
the connector is connected or not)
2 Æ Signal (voltage of about 12 V
held by ECU) when the sensor feels a
metallic object it drops the voltage down
to about 0 (square wave)
1
2
3 Æ Ground
3
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ELECTRICAL Æ COMPONENTS
ENGINE TEMPERATURE SENSOR
This sensor fed with 5V, has NTC characteristics, and feeds to the ECU a
signal that varies as a function of temperature for handling the stoichiometric
ratio during the engine rpm setting.
°C
-40
-30
-20
-10
0
+10
+20
+30
+40
kOhm
100.95
0
53.100
29.120
16.600
9.700
5.970
3.750
2.420
1.600
°C
+50
+60
+70
+80
+90
+100
+110
+125
kOhm
1.080
0.750
0.530
0.380
0.280
0.204
0.153
0.102
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ELECTRICAL Æ COMPONENTS
CRANKSHAFT POSITION SENSOR
Engine rpm and stroke Æ it measures the engine
rpm and the position of each cylinder with respect
to TDC
Inductive sensor with three-way connector:
9 positive voltage pin
9 negative voltage pin (resistive value: from
650 to 720 Ω approx.)
9 shielding pin
Air gap Æ measure the length of the
sensor with a depth gauge
OK from 0.6 mm to 0.7 mm
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ELECTRICAL Æ COMPONENTS
IDLE ACTUATOR
In order to increase the passage of air and, consequently of the engine idle, the ECU
uses a stepper motor.
It operates by the shift of the inside shutter which, through its axial modulated movement, lets
the intake air by-pass the accelerator throttle.
The variation parameters of the motor modulated steps, from their respective
sensors, are:
9 engine revs
9 coolant temperature
If it is running idle, the operation is in CLOSED LOOP to keep the rpm as set by the ECU
Impulse control
Resistance values:
Between 1 and 4 = 50 Ω
Between 2 and 3 = 50 Ω
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ELECTRICAL Æ COMPONENTS
EXHAUST EMISSION CONTROL
For an optimum mixture, the quantity of intake air for the combustion in the engine must be
equal to the quantity theoretically necessary for the complete combustion of the gasoline
injected in the combustion chamber.
Hence the factor λ is the ratio between the intake and the theoretical air. And so,
the theoretical value is equal to 1.
a. rich mixture (lack of air)
b. lean mixture (too much air)
9 λ > 1 Æ lean mixture
9 λ = 1 Æ optimum
9 λ < 1 Æ rich mixture
Everything being handled by the lambda probe, which is the same component already known
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ELECTROMECHANICALÆ COMPONENTS
The RELAYS located under the saddle are as follows:
9
9
9
9
Secondary injection relays
Lights relays
Start-up relays
Main injection relays
In addition, with respect to 2-valves engines there is the START-UP HOLDING
RELAY. This relay is located under the tail and its function is to allow ignition even
when the battery voltage is below 12 V
BATTERY (under the saddle)
18 Ah YTX 20 CH-BS maintenance free
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ELECTROMECHANICALÆ COMPONENTS
ENGINE OIL PRESSURE SENSOR
This sensor is normally grounded. With the engine
on, the pressure in the lubrication system will break
this contact, transmitted by pin 17 of the grey
connector of the dashboard
Shortly, an oil waterproof pressure sensor will be
installed, that operates identically
NEUTRAL INDICATION SENSOR
Also this sensor is normally grounded. With the
engine running the contact remains open and is
signalled to the engine ECU through pin 23 of the
brown connector (A)
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ELECTROMECHANICALÆ COMPONENTS
STARTER MOTOR
This actuator is activated by means of a solenoid
time-controlled by the engine ECU:
9 Key ON
9 Line of safety switches in continuity
9 Start button contact
This control remains present in the ECU for 5-10;
only when 400 rpm are exceeded the signal will be
deactivated automatically.
Specifications:
12V
If the ECU has all safeties ok, but the battery is not
sufficiently charged to start the engine, with the
start button kept pressed the ECU direct control is
bypassed taking maximum advantage of the
remaining energy of the battery
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ELECTROMECHANICALÆ COMPONENTS
ALTERNATOR
Specifications:
Æ Rated 12V
Æ Max charge 40A (550W)
Æ Charge start > 1000 rpm
Æ Regulator from 14.2 to 14.8V
Æ 5000 rpm 40A -25°C
Æ Temperature range from -30°C to 90°C
Belt replacement every 50,000 km
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Chapter 3
1
Electronic injection
2
Components
3
Safety system
4
Axone
5
Throttle alignment
6
Diagrams
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SAFETY SYSTEM
The safety system has the following components:
9
9
9
9
FALL SENSOR
CLUTCH SENSOR
IDLE SENSOR
STAND SENSOR
All these sensors are directly connected to the injection ECU which, based on the signals from
these components, will allow or not allow the engine to run and the engine start-up
FALL SENSOR
This sensor in the right position with the engine running is in open contact. Should the vehicle
fall the sensor will close the ground contact through pin 35 of connector B. The ECU, sensing
this condition of danger, will stop the engine.
If the sensor is repositioned correctly, the consent to start-up is achieved turning the key to
OFF and waiting 10 seconds during which the ECU carries out the power latch.
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SAFETY SYSTEM
SIDE STAND LOGIC/GRISO 8V CLUTCH
GEARBOX
STAND
UP
NEUTRAL
DOWN
UP
RUN
DOWN
CLUTCH
IGNITION
START/UP
ACTUATED
NOT ACTUATED
POSSIBLE
ACTUATED
FUNCTIONS
NOT ACTUATED
ACTUATED
NOT ACTUATED
NOT POSSIBLE
ACTUATED
DOES NOT FUNCTION
NOT ACTUATED
STAND WARNING
LIGHT
OFF
ON
OFF
ON
GEARBOX: NEUTRAL means closed contact, RUN means open contact
STAND: UP means contact open, DOWN means contact closed
CLUTCH: ACTIVATED means contact closed, DEACTIVATED means contact open
UP
DOWN
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Chapter 4
1
Electronic injection
2
Components
3
Safety system
4
Axone
9 AXONE
9 ACTIVE DISPLAYS
5
Throttle alignment
6
Diagrams
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AXONE
SOFTWARE AXONE
The software for connection to the ECU is available starting from the 5.1.6
of the Axone.
Selecting SELF-DIAGNOSIS, GRISO, GRISO 1,200 8V, and always
confirming the successive selections and following the instructions for
connecting to the diagnosis socket and to the vehicle battery one
communicates with the ECU of the vehicle
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AXONE
Learning on the part of the ECU of the THROTTLE ZERO position is carried out in the
following cases
9
9
9
9
throttle position sensor replacement
ECU replacement or cylinders balancing
replacement of the complete throttle body
ECU re-mapping
Such an operation is carried out entering the display of ADJUSTABLE
PARAMETERS, selecting the POSITION SENSOR PARAMETER OF THE ACTUATOR
Checking the correct application of the procedure is carried out entering the
ENGINE PARAMETERS READING display, where the throttle parameter must be
equal to 4.6±0.1 °
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AXONE
RECOVERY FUNCTION
If the signal of the following sensors is interrupted, the ECU sets some values so
that the engine may function
Air temperature Æ 25°C
Engine temperature Æ 30°C, with linear growth of the air temperature
Barometric pressure Æ 1,010 hPa
Throttle potentiometer Æ minimum 2.9°, otherwise variable
Idle motor Æ fixed value depending on vehicle
The instrument panel and the Axone, however signal the malfunction
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AXONE
LAMBDA PROBE
To verify if the ECU is using the lambda probe, it is also possible to observe, in
the DEVICES STATUS, the LAMBDA STATUS parameter. This parameter must
indicate CLOSED
This condition occurs in idle conditions only if all the following conditions have
been met:
9 Air temperature > 20°C
9 Engine temperature > 30°C
9 Engine running for approx. 2 – 3 minutes
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AXONE Æ ACTIVE DISPLAYS
ISO Display
9
MAPPING displays the mapping present in the ECU
Display of ENGINE PARAMETERS READING
Æ
It displays the classical engine parameters
Stepper motor parameter:
9
STEPPER C.L. Æ indicates the steps set by the ECU for the starter
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AXONE Æ ACTIVE DISPLAYS
Display of DEVICES STATE
It is possible to view the condition of the safety devices and of other systems
such as the lambda probe and the rpm signal
9
FALL SENSOR Æ for an overturned vehicle TIP OVER
9
RUN/STOP SWITCH Æ contrary to other injection systems, it is possible to
understand the condition of the safety switch button
9
IGNITION Æ indicates whether the ECU, based on the condition of the safety
components and of the immobilizer, lets the engine start
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AXONE Æ ACTIVE DISPLAYS
DEVICES ACTIVATION display
9
9
This display makes it possible to activate a series of devices
ERRORS CLEARING performs the operation only for the errors of the injection
ECU
ERRORS DISPLAY
9
In most cases when an error occurs, once the error has been selected, by
pressing the ENTER button, a detailed description of the error is displayed.
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Chapter 5
1
Electronic injection
2
Components
3
Safety system
4
Axone
5
Throttle alignment
6
Diagrams
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THROTTLE ALIGNMENT
CONTROL AND SETTING PROCEDURE OF THE THROTTLE BODY
Properly connect Axone to the diagnosis socket of the vehicle and with its battery,
select the model and follow the indications provided by Axone
Î Connect the vacuum gauge to the two intake collectors
Î Interface with Axone
Î Turn the key to ON
Î Make sure no errors are present in the ECU (if they are present
intervene, solve and repeat the procedure)
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THROTTLE ALIGNMENT
Î
Make sure the throttle is perfectly closed
An end of travel pin is present for both throttle bodies Æ they must not
be moved to avoid having to replace the body
Left
Right
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THROTTLE ALIGNMENT
Select the parameter SELF-LEARNING
ADJUSTABLE PARAMETERS display
THROTTLE
POSITION
from
the
Î Turn the key on OFF for 30s
Î Turn back to key to ON to restore the communication with Axone
Î Check that the value read “Throttle” is 4.7 ± 0.2°. If this value is incorrect proceed to
the replacement of the ECU, and repeat the procedure from the start.
Î Completely close the bypass screws
Î Start the engine and regulate it to 60°
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THROTTLE ALIGNMENT
Î Bring the engine to 2,000/3,000 rpm and using the vacuum gauge check that the
difference between the two pressures is at the most 1 cm Hg (1.33 kPa)
Î If this condition occurs go to point 1
If the difference is higher go to point 2
1.
Bring the engine back to idle and check the low pressure values so that the two
cylinders are aligned.
If this is not case, intervene with the bypass screws opening only the screw with a higher
depression to achieve the correct balancing.
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THROTTLE ALIGNMENT
2.
Intervene on the register of the rod
connecting the throttle bodies to reduce the
pressure difference in the two conduits, only in
case of extreme necessity
Î Carry out again the THROTTLE SELF-LEARNING POSITION procedure as
already explained
Î Bring the engine back to idle and check the values of depression so that the
two cylinders are aligned. If they are not, intervene with the bypass screws,
opening only the screw with higher depression so as to obtain the correct balance
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Chapter 6
1
Electronic injection
2
Components
3
Safety system
4
Axone
9 WIRING DIAGRAM
9 SAFETY/START-UP LOGIC
5
Throttle alignment
6
Diagrams
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DIAGRAMSÆ ELECTRIC DIAGRAM
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DIAGRAMS Æ SAFETY/START-UP LOGIC
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DIAGRAMS Æ SAFETY/START-UP LOGIC
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DIAGRAMS Æ SAFETY START-UP LOGIC
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DIAGRAMS Æ SAFETY START-UP LOGIC
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DIAGRAMS Æ SAFETY/START-UP LOGIC
The difference between ‘PROLONGED’ and ‘IMPULSE’ cannot be felt by
the driver. By pressing the START button, the installation follows the
classic procedure and, in case a low battery voltage is recorded, the route
is automatically deviated by-passing the start-up relay, as per the scheme
already considered. All of this happens during the duration of a normal
ignition
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