advertisement
CHAPTER
4
ENGINE ELECTRICAL
"
Ignition and Alternator Data
1985 ...............
..
.
.
.........................................
.
...
.
. . 4.1
1986 .................................
.
.
..
...
..
.
.
.
.
..
.
.....
.
.
.
......
.
.. . 4.2
1987 ...........
..
..
.
.................................................
. . 4.3
1988 ............................................
.
.........
.
........... . 4.4
1989 ...................
.
....
.
..
.
...................................... . 4.5
1990 ...........................
.
...
..
..
.
.
...
..
.
.
.
...
.
.
.
......
.
........ . 4.6
1991 ...
.
........................
.
..
.
.........
.
.............
..
...
.
.
.
.
.. . 4.7
"
1992 ..............
.
...
.
...
.
.
.
......................................... . 4.8
1993 ...
.
....................................
.
...
.
...
.
...
.
...
..
.
...
.... . 4.9
1994 .....................................
.
................
.
.
.
.
..
..
.
... 4.10
1995 .............................
.
.......
.
..............
.
.
.
.
.
....
.
..
.
. 4.11
Ignition Systems
Typical 1985 - Current Timing Advance Curves ............
.
.........
.
.
.
.... 4.12
Conversion Chart - Degrees to Piston Position B.T.D.C.
Timing
Single Cylinder COl Ignition - Exploded View - Timing .......
..
..
..
......
..
.
.
. 4.1 ~
Twin Cylinder Fan COl Ignition (Fixed) - Exploded View Timing .........
.
.... 4.15
Twin Cylinder Fan COl Ignition (Adjustable) Exploded View - Timing ......
... 4.16
Twin Cylinder Liquid COl Ignition (Pulse, Pulseless) - Exploded View Timing .. 4.17
Three Cylinder COl Ignition (Pulse, Trigger) - Exploded View - Timing ......... 4.18
Three Cylinder COl Ignition (Storm and XLT) - Exploded View Ti ming .......
. 4.19
Operating RPM Timing Check - All Models ...............................
.
. 4.20
,~
\
.....
. . a sm4
8 / 94
Ignition System Troubleshooting
Ignition System Testing .................................................. 4.21
Ignition/Charging System Testing ....
....
......................
....... 4.22-4.25
Alternator
Ignition System Troubleshooting .
..
.....................
.............
...
.
. 4.26
Alternator Output Test - Open Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4.27
Typical Exciter, Pulser or Lighting Coil Replacement .........
....
.....
.
..... 4.28
Battery Service ..
...
.
....
.
......
......
.....................
............ 4.29-4.30
Electric Starter System
Elec'tric Starter System Testing .
.....
....
..
.
..............
...
...........
.
. 4.31
Electric Starter System Testing ( Static) ...........................
..
....... 4.32
Electric Starter Reassembly and Reinstallation ............................. 4.33
Electronic Fuel Injection
EF I Introduction and Operation ......
.
..
..................
.
.......
.
.
..
.
..
. 4.35
EFI Data .............................................................. 4.36
Battery Maintenance and Testing .....
.
.....
..
.
.
......
.....
......
........
. 4.37
Power Up Testing .........................................
.
......
.
. 4.38-4.41
Alternator Controlled Switch "ACS" .......
.
..
.
.
.......
........
.....
.
.
..... 4.4
2
Basic Operation System II ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4.43
Fuel Handling System
Tank, Hose and Filters ...................
....
.
............
.
............. 4.44
Fue l Pump .
......
..
..
.
.........
.
..
...
..
.
..
.
.............
...
...
....
.... 4.44
Fuel Rail .............................................................. 4.45
Return Hose .....
.
.....
.
.....
.
..
....
...........
.
..
...................
.. 4.45
Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4.45
Inj ector (M~chanical) .
..
.......................
..
........................ 4.46
EFI Fuel System Maintenance and Testing ......
.
..
...
.
....
....
............ 4.47
Throttle Body ...
.
................
..
.....................
.
.............. 4.48 o b i [!J
Electronic Control System
System III - Electronics Operation ...............
.
..............
.....
. 4.49-4.50
System 111- Electronics Testing .........
....
.
......................... 4.51-4.56
Se lect Monitor/RPM Sensor ..........
..................
.............
.
... 4.54
Throttle Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4.55
Int ake Air Temperatur e Senso r ........................................... 4.56
Crankcase Temperature Sensor .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4.56
Barometr ic Pressure Senso r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4.57
MR Adjustments ...........
..
........
.
.
................................ 4.58
Type II Sys tem 1991 to Current EFI's ..........
.
...
...................
... 4 .
59
Fuel Injectors .
.
.
....
..
...............................
.
.
.
............... 4 .
60
Dropping Resistor ......
..
.........
.
...
.
.
...
....
....
.....
............... 4.60
E CU Diagnostics ...
...........
.......
................
.
...............
.. 4.61
Se l ect Monitor Readings ................................................ 4 .6
1
Mode Description Chart ............
.....
................................ 4.61
Memory Fail Code Description ...........
..
.
.
....
.
..
..
.
..
................ 4.61
EFI Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. 4.62
1994-1995 Wiring D i agram, RXL .......................
.
....
...
.......... 4.63
1994-1995 Wiring Diagram, 500 EFI ........
....
.
..
...
.
....
......
..
... 4.64
4 .65 c Si94
-
.
~
1985 Mode l s
Star
SS
Indy Trail
Indy 400
Indy 600
Long Track
Machine
Mode l
ENGINE ELECTRICAL
Ignition
Data
Engine
Model
EC25PS-06
EC44 2PM-3100
EC44 2PM-2100
EC40P L -02
EC60PL-02
EC44-2PM-5000
Ignition Typ e
Alternato r Output
CDI 1 00 Watt
CDI-120 Watt
CDI-120 Watt
CDI -120 Watt
CDI 120 Watt
CDI-120 Watt
NGK
BR8ES
BR9ES
BR9ES
BR9ES
BR9ES
BR9ES
Spark Plug
Champion
RN-3C
RN 2C
RN -2 C
RN 2C
RN -2C
RN-2C
Plug Gap
Inches
.020
.0
20
.020
.
020
.020
.
020
Engine
Model
EC25PS -0 6
EC44-2PM-3100
EC44-2PM-2100
EC40PL-02
EC60PL -0 2
EC44-2PM-5000
MM
BTDC
4.19
3.93
3.93
5.19
4 .
10
3.93
In ches
BTDC
.16
5
.1
55
.155
.
204
.
162
.155
Running Ignition Timing at 3000 RPM
De¥rees
B DC
Acceptable Variances
27.5
26.5
26.5
30.5
27.0
26.
5
MM
3.35-5.12
3.39-4.56
3.39-4.56
4.55
5.85
3.81-4.40
3 .
36-4 .
56
Inches
.
132 .202
.133-.179
.133-.179
.179-.230
.150-.173
.1
33.179
Degrees
24.5
30.5
24.5
28 .
5
24 .
5-28.5
28.5-32.5
26 28
24.5
28.5
A
All above engines r eq uir e a minimum of 88 ( R+M )/ 2 octane fuel. If fuels of a lesser octane number are used or eng in es are subjec t ed to frequent overheated s itu a ti ons , the timing must be adjusted to the low side of the accepted variance.
R.F.I. spark plug cap resi stance: 3,700 to 6,300 ohms.
4.1 8/94
ENGINE ELECTRICAL
Ignition
Data
1986 Models
Star
Sprint ( ES )
SS
Indy Trail
Indy 400
Indy 600 (LE)
Long Track
Machine
Model
Engine
Model
EC25PS-06
EC34-2 PM-O 1 102
EC44-2PM-3100
EC50PM-01
EC40PL -02
EC60PL-02
EC44-2PM-5100
Ignition Type
Alternator Output
CDI-100 Watt
CDI 1 20 Watt
CDI-120 Watt
CDI-120 Watt
CDI-120 Watt
CDI-120 Watt
CDI 120 Watt
Spark Plug
NGK
SR8ES
SR9ES
SR9ES
SR9ES
SR9ES
SR9ES
SR9ES
Champion
RN-3C
RN -2C
RN-2C
RN-2C
RN-2C
RN-2C
RN-2C
Plug Gap
Inches
.020
.0
20
.020
.020
.020
.
020
.020
J
Engine
Model
EC25PS-06
EC34 2PM-01/02
EC 44-2PM -3100
EC50PM -01
EC40PL-02
EC60PL-02
EC 44 -2PM 5100
MM
BTDC
4.19
3.41
3.93
3.26
5.19
4 .
10
3.40
Inches
BTDC
.
165
.134
.155
.128
.204
.162
.134
Running Ignition Timing at 3000 RPM
De¥rees
B DC
Acceptable Variances
MM Inches
27 .
5±3
25.5±2
26.5±2
24.0±2
30 .5±2
27 .0±1
24.5±2
3.35-5.12
2.90-3.94
3.39-4.56
2.75-3.53
4.55-5.85
3.81-4.40
2.87-3.93
.
.
.1
32 -.20
2
114-.160
.133-.179
108-.150
.179-.230
.150-.173
.113-.155
Degrees
20.5°@6000
15.5°@7000
14.5°@6500
16°@ 6500
15 °@ 7500
20 ° @7500
12.5°@6500
A
All above engines require a minimum of 88 (R+M)/2 octane fuel. If fuels of a lesser octane numb er are used or engines are subjected to frequent overheated situations, the timing must be adjusted to the low side of the accepted variance.
R.F.1. spark plug cap resistance: 3,700 to 6,300 ohms.
8/94 4.2
1987 Models
Machine
Model
Star , Star Trak
Sprint (ES)
Indy Sport
Indy Tra i l (All)
Indy 400
In dy 600
Long Track (RLR)
ENGINE ELECTRICAL
I
gni
tion Dat
a
Engine
Model
EC25PS-06
EC34 2PM-Ol /0 2
EC34-2PM-03
EC50PM-Ol/02
EC40PL-02
EC60PL-02
EC44 -2 PM-5100
Ignition Type
Al tern a tor Output
COI l00 Watt
COI 120 Watt
CO I 1 20 Watt
CO I-120 Watt
COI-120 Watt
COI-120 Watt
CO I 1 20 Watt
NGK
BR8ES
BR9ES
BR9ES
BR9ES
BR9ES
BR9ES
BR9ES
Spark Plug
Champ ion
RN -3C
RN-2C
RN-2C
RN-2C
RN-2C
RN-2C
RN-2C
Plug Gap
Inche s
.02
5
.02
5
.02
5
.0
25
.0
25
.
025
.0
25
Engine
Model
EC25PS-06
EC34 2PM-Ol / 02
EC34-2PM-03
EC50PM-Ol/02
EC40PL -02
EC60PL-02
EC44 2PM-5100
MM
BTDC
4 .
19
3.41
3.41
3.26
5 .1
9
4.10
3.40
Inch es
BTDC
.
165
.1
34
.
1 34
.128
.
204
.1
62
.134
Running Ignition Timi ng at 3000 RPM
De¥rees
B DC
Acceptable Variances
MM In ches
27 .
5±3
25 .5± 2
25.5±2
24 .0±2
30.5±2
27 .0±1
24.5±2
3 .
35-5 .
12
2 .9
0-3 .
94
2 .
90-3.94
2 .
753.53
4.55-5.85
3 .81
-4 .40
2.
87-3.93
.1
32 -.202
.1
14-.160
.114
-.
160
.
108-.150
.
17 9.
230
.150-.173
.113.1
55
Degrees
20 .
5 ° @6000
15.5° @7000
15.5°@7000
16°@6500
15 ° @ 75 00
200@7500
1 2 .
5 ° @6500
A
All above engines require a minimum of 88 (R+M)/2 octane fuel. If fuels of a l esse r octane number are used or engines are sub j ected to frequent overheated s itu ations, th e timing mu s t b e adjusted to th e low si d e ' of the accepted variance.
R.F.I. spark plug cap resistance: 3,700 to 6,300 ohms.
4.3 8/94
ENGINE ELECTRICAL
Ignition Data
1988 Models
Machine
M odel
S tar , Sta r Tr ak
Sp rint ( ES )
I ndy Sport
Indy Trail ( A ll)
Indy 4 00 (All)
Indy 650
Long Tr ak (R LR )
Engine
Model
EC25PS-06
EC34-2PM-Q2
EC34 2PM-Q3
EC50PM-Q1/02
EC 40PL-Q2/03
EC65PL-01
EC44-2PM-4100
I gnition Type
Alternator Output
CDI-100 Watt
CDI-120 Watt
CDI-120 Watt
CDI-120Watt
CDI-120 Watt
CDI 120 Watt
CDI-120Watt
NGK
Spark Plug
Champion
BR8ES
BR9ES
BR9ES
BR9ES
BR9ES
BR9ES
BR9 E S
RN 3C
RN-2C
RN-2C
RN-2C
RN-2C
RN-2C
RN-2C
Plug Gap
Inches
.
025
.
025
.025
.025
.025
.025
.025
COl Box
Identification
Number
CU6204
CU6409
CU6409
CU6410
CU6408
CU1559
CU6405
Engine
Model
EC25PS-06
EC34-2PM-Q2
EC34-2PM-Q3
EC50PM-0 1/ 02
EC40PL-Q2I03
EC65PL-Q 1
EC44-2PM-4100
MM
BTDC
4.19
3.41
3.41
3.26
5.19
4.10
3.76
In c hes
BTDC
.
165
.134
.
134
.
128
.
204
.
162
.148
Running Ignition Timing at 3000 RPM
De¥rees
B DC
Acceptable Variances
MM Inches
27.5±3
25.5±2
25.5±2
24 .
0±2
30.5±2
27 .
0±1
26 .
5±2
3.35-5.12
2 .
90-3 .
94
2 .
90-3.94
2 .
75-3.53
4 .
55-5 .
85
3.81-4.40
3.23-4.29
.
132.
202
.
114-.160
.114-.160
.
108.
150
.17
9-.230
.150-.173
.1
27-.169
Degrees
20.5°@6000
15 .
5°@7000
15S@7000
16° @ 6500
15 ° @ 7500
20 0 @ 7500
14.5°@6500
A
All above engines r equ ir e a minimum of 88 (R+M)/2 octane fuel. If fuels of a lesser octane number are used or engines are subjected to frequent overheated situations, the timing must be adjusted to the low side of th e accepted variance.
R.F.I. spark plug cap resistance: 3,700 to 6,300 ohms.
8/94
4.4
ENGINE ELECTRICAL
Ignition Data
1989 Models
Machine
Model
Star, Star Trak
Sprint (ES)
Indy Sport
Indy Trail (All)
Indy 400 (All)
Indy 500 (All)
Indy 650
Long Trak (RLR)
Engine
Model
EC25PS-06
EC34-2PM-02
EC34-2PM-03
EC50PM-01/02J03
EC40PL-02
ECSOPL-01/02
EC65PL-01
EC44-2PM-4100
Ignition Ty pe
Alternator Outpu t
CDI 100Watt
CDI 120 Watt
CDI-120Watt
CDI 1 20 Watt
CDI-120 Watt
CDI-120 Watt
CDI-120 Watt
CDI-120 Watt
NGK
Spark Plug
Champion
BR8ES
BR9ES
BR9ES
BR9ES
BR9ES
BR9ES
BR9ES
BR9ES
RN 3C
RN-2C
RN-2C
RN-2C
RN 2C
RN-2C
RN 2C
RN-2C
Plug Gap
Inches
.025
.025
.02
5
.02
5
.025
.025
.025
.025
COl Box
Identification
Number
CU6204
CU6409
CU6409
CU6410
CU6408
CU6408
CU1559
CU6405
Engine
Model
EC25PS-06
EC34-2PM 02
EC34-2PM-03
EC50PM-01/02
EC50PM-03
EC40PL-02
EC50PL-01/02
EC65PL-01
EC44-2PM-4100
MM
BTDC
4.19
3.41
3.41
3.26
5.03
5.19
5 .19
4.10
3 .7
6
Inches
BTDC
.165
.134
.134
.128
.
198
.204
.
204
.162
.
148
Running Ignition Timing at 3000 RPM
De~rees
B DC
Acceptable Variances
MM Inches
27.5±3
25.5±2
25.5±2
24 .
0±2
30.0±2
30.5±2
30.5±2
27 .
0±1
26.5±2
3.35-5.12
2.90-3.94
2.90-3 .
94
2 .
75-3.53
4.40-5.69
4.55-5.85
4.55
5.85
3 .
81-4.40
3.23-4.29 .
.
132.
202
.114.160
.11
4 -.1
60
.108-.150
.1
73-.224
.179-.230
.179-.230
.150.1
73
127-.169
Degrees
20.5°@6000
15.5
° @7000
15.5°@7000
16°@6500
22°@6500
15°@ 7500
15°@7500
200@7500
14.5°@6500
A
All above engines require a minimum of 88 (R+M)/2 octane fuel. If fuels of a lesser octane number are used or engines are subjected to frequent overheated situations, the timing must be adjusted to the low side of the accepted variance.
R.F.1. spark plug cap resistance: 3,700 to 6,300 ohms.
4.5 8/94
ENGINE ELECTRICAL
Ignition Data
1990 Mod e ls
Machine
Model
S tar, Sta r Trak
Sprint (ES)
In dy Sport
I ndy Trail (All)
Indy 400
Indy 500 (All)
I nc !. WideTr a k
Indy 650
RXL
Engine
Mode l
EC25PS-06
EC34-2P M-02
EC34-2PM-03
EC50PM-01/0 2 / 03
EC 40 P L -02
EC50PL-01/02/03
E C65PL-0 1
03
Igni tion Type
Alternator Output
CD I150 Watt
CDI-150 Watt
CD I-1 50 Watt
CD I200 Watt
CDI
CDI
-2
CDI-200 Watt
1
00 Watt
20 Watt
-180 Watt
NGK
Spark P l ug
Champion
BR8ES
BR9ES
BR9ES
BR9ES
BR8ES
BR8ES
BR9ES
RN 3C
RN-2C
RN-2C
RN-2C
RN 3C
RN-3C
RN-2C
P l ug Gap
Inches
.
025
.
025
.025
.025
.0
25
.025
.
025
CDI Box
I dentification
Number
CU2167
CU6409
CU6409
CU6413
CU64 1 2
CU64 1 2
CU1559
CU2178
Engin e
Model
EC25PS-06
EC3 4 2PM-02
E C342 PM-03
EC50PM-01/02
EC50P M-03
EC40PL-02
EC50PL 01/02
EC 50PL -03
E C65P L-01
EC65PL-03
MM
BTD C
4.19
3.4
1
3.4
1
3 .
26
4.71
5.36
5 .
36
5 .
36
4.10
5 .
02
Inches
BTDC
.165
.
134
.
134
.128
.
185
.2
10
.210
.
210
.1
62
.
198
Running Ignition Timing at 3000 RPM
De¥rees
B DC
Acceptable Variances
MM Inches
27 .
5±3
25 .
5 ± 2
25 .
5±2
24 .
0±2
29 .
0±2
31.0±2
31 .
0±2
31 .
0±2
27.0±1
30.0±1
3 .
35 -5.
12
2 .
90-3 .94
2 .
90-3.94
2 .
75-3.53
4.105 .
35
4.7
1 -6 .
04
4.71-6.04
4 .
71-6.04
3.81-4.40
1.6
5-2 .
06 .
.
1 32 -.202
.
114-.160
.114
-
.10
8 -.
150
.162
.
210
.
185-.238
.1
85.
238
.
18 5.2
38
.
1 50.
173
065.
.1
60
081
Degrees
20 .
5 ° @6000
15 .
5 ° @7000
15.5°@7000
16 0 @ 6500
21 ° @ 6500
15°@ 7500
15°@ 7500
15 .
5 ° @7000
20 0 @7500
18 ° @7500
8/94 f'
4.6
ENGINE ELECTRICAL
Ignition Data
c
1991 Mode
l
s
Machine
Model
StarLite
Indy Lite
Indy SportlGT
Indy Trail (All)
Indy 400
Indy 500 (A ll)
Incl. WideTrak
In dy 650/RXL
Engine
Mode l
EC25PS-07
EC34-2PM-03
EC44-3PM-Ol
EC50PM-Ol/02l03
EC40PL-02
EC40PL-04
E C50PL-O l/02l03
EC65PL 02/03
Ignition T ype
Alternator Output
CDI-150 Watt
CDI-150 Watt
CDI-200 Watt
CDI 200 Watt
CDI-200 Watt
CDI-200 Watt
CDI-180 Watt
NGK
Spark Plug
Champion
BR8ES
BR8ES
BR8ES
BR8ES
BR8ES
BR8ES
BR9ES
RN-3C
RN-2C
RN-2C
RN-2C
RN 3C
RN-3C
RN-2C
PIUr. Gap
MM I nches
0.7/028
0.7/028
0 .
7/028
0 .
7/028
0.7/028
0 .7/ 028
0.7/028
CDI Box
Identification
Number
CU6204
CU6409
CU6416
CU6413
CU6412
CU6415
CU6412
CU6415
CU21 78
Engine
Model
EC25PS-07
EC34-2PM-03
EC44-3PM-Ol
EC50PM-Ol/02
EC50PM-03
EC40PL-02
_-04
EC50PL -Ol/02
-04 / 05
EC50PL-06
EC65PL-02l03
MM
BTDC
4 .1
9
3.41
3.26
3.26
4.71
5 .
36
3 .
93
5 .
36
3 .
96
3.96
3.26
Inches
BTDC
.1
65
.1
34
.
128
.128
.185
.210
.
155
.
210
.
155
.
155
.128
Running Ignition Timing at 3000 RPM
De~rees
B DC
Acceptable Vari ances
MM Inches
27.5±3
25.5±2
24.0±2
24 .
0±2
29 .
0±2
31.0
± 2
26.5±2
31.0±2
26.5±2
26.5±2
24.0±1
3.35-5 .
12
2.90-3.94
2 .
75-3 .
811
2 .
75-3 .
811
4.10-5.35
4 .
71-6 .
04
3.40-4 .
55
4.71-6.04
3.40-4 .
55
3.40-4.55
3.00-3.53
.1
32-.202
.
1 14 -.155
.
108.1
50
.
108-.150
.162-.2
10
.185-.238
.
133 -.
179
.
185.
238
.
133-.179
.133
-.17
9
.118
.139
Degrees
20.5
° @6000
16 ° @7000
16°@ 6500
16 ° @ 6500
21 ° @6500
1 6 ° @ 7500
16°@7500
16
18
°
°
@ 7 500
@7500 c
4.7 8/94
ENGINE ELECTRICAL
Ignition Data
1992 Models
Machine
Model
Engine
Model
"8tarLite
Indy Lite/GT/DLX
Indy Sport'GT
Indy Trail (All)
EC25PS-07
EC34-2PM-02/03/04
EC44-3PM-Ol
EC50PM-O 1 /02/03
Indy 440
IndyXCR
I ndy 500, Classic
WideTrak,500SP
Indy 650 , RXL
EC45PL-02
EC45PL-Ol
EC50PL -04/05/
06/07
* Original Equipment
EC65PL -02/03
Ignition Type
Alternator Output
CDI 150 Watt
CDI-150 Watt
CDI-200 Watt
CDI 200Watt
CDI-200 Watt
CDI-200Watt
CDI 180 Watt
BR8ES'
BR8ES'
BR8ES'
BR8ES'
BR8ES
BR9ES
BR8ES
BR9ES
NGK
Spark Plug
Champion
RN-3C
RN-3C
RN-3C
RN -3 C
RN-3C'
RN-2C'
RN-3C'
RN-2C'
Plug Gap
MMllnches
0.7/028
0.7/028
0 .
7/028
0.7/028
0.7/028
0.7/028
0 .
7/028
COl Box
Identifi ca tion
Number
CU6204
CU6409
CU6416
CU6413
CU6415
CU6415
CU2178
Engine
Model
EC25PS-07
EC34-2PM 02/03/04
EC44-3PM Ol
EC50PM-Ol/02
EC50PM-03
EC 4 5PL-02/01
EC50PL-04/05/06
EC50PL 07
EC65PL-02
03
MM
BTDC
4 .
05
3.28
3.81
3.81
4 .
71
4.40
4.40
4 .
71
3 .
26
3 .
53
Inches
BTDC
.159
.129
.
150
.150
.185
.
173
.
173
.
185
.128
.139
Running Ignition Timing at 3000 RPM
De¥rees
B DC
Acceptable Vari ances
MM Inches
27±3
25±1.5
26±1.5
26±1.5
29±1.5
28±1 .
5
28±1 .
5
29±1.5
24±1.5
25±1.5
3.22
4.96
2.90-3.67
3.39-4.25
3 .
39-4.25
4.25-5.20
3.91
4.87
3.91-4.87
4.25
5.20
2.87-3.67
3 .
13-4 .
01
.127
.195
.
114.
144
.133
-.
167
.
133.
167
.
167 .204
.
156-.191
.156-
.167-.
.
191
204
.113-.144
.123-.156
Degrees
20.5°@6000
16°@7000
16° @6500
16° @6500
19° @6500
16°@7500
16°@7500
17°@7500
18° ~
19° 7500
8/94 h
4_8
ENGINE ELECTRICAL
Ignition Data
1993 Models
Spark Plug
Machine
Mod e l
StarLite/GT
IndyLitelG T /DLX
Indy SporVGT
Indy Tr a il (All)
Indy 440
Indy XCR
C lassic
WideTrak
SOO EFI
XLT(AII)
Indy RXL
EC2 5 PS 07
EC34 2PM-D2I04
EC44 3PM-Ol
EC50PM-Dl
EC45PL 02
EC45PL-Dl
EC50PL-D4
OS/06/07
EC58PL-Dl
EC65PL OS
Indy Storm
*
Original Equipment
EC75PL-Dl
Engine
Model
EC25 P S-07
EC34-2PM-02I04
EC44-3PM-Ol
EC50PM-Dl
EC45PL Ol/02
ECSOPL-D4/0S/06
ECSOPL-07
ECS8PL-Dl
EC6SPL-D5
EC75PL Ol
Engine
Model
Ignition Type
Alternator Output
CDI 150 Watt
CDI-150 Watt
CDI-200 Watt
CDI 200 Watt
CDI 200 Watt
CDI 200 Watt
CDI 11 70 Watt
CDI-180 Watt
CDI-170 Watt
NGK
BR8ES·
BR8ES·
BR8ES·
BR8ES·
BR8ES
BR9 E S
BR8ES
BR9ES
BR9ES
BR9ES·
Champion
RN-3C
RN-3C
RN~3C
RN-3C
RN 3C·
RN 2C ·
RN 3C·
RN-2C·
RN 2C·
RN-2C
PIUPr Gap CDI
MMI nches Boxldentification
Number
CU6204 0 .71
.028
0.7/.028
0.71.028
0.7/.028
0.7/.028
CU6409
CU6416
CU6413
CU6415
0.71.028
0.71.028
0 .
7/.028
0.71
.
028
Running Ignition Timing at 3000 RPM
MM
BTDC
Inches
BTDC
De¥rees
B DC
4.40
4.71
4.40
3.S3
4 .
74
4.0S
3.28
3.81
3.81
4.40
.173
.185
.173
.1
39
.187
.159
.129
.
1SO
.1SO
.17
3
27±3
25±1.5
26±1.5
26±1.5
28±1.5
28±1.5
29±1.5
28±1 .5
25±1.5
28±1.5
Acceptable Variances
MM Inches
3.22-4.96
2.90-3.67
.127-.195
.114-.144
3.39-4.25
3 .
39-4.25
3.91-4.87
3 .
91-4.87
4 .
25-5.20
3 .
91-4.87
3.13
4.01
4.30
5 .
28
.133-.167
.133-.1
67
.156-.191
.lS
6-.191
.167
-.204
.156.
191
.1
23.1
S6
.168.206
CU6415
CU2194
CU2178
CU2196
Operating
Timing and
RPM
20.5
° @6000
16 ° @7000
16 ° @6500
16 ° @6500
16 ° @7500
16 ° @7500
17"@7500
20 ° @7500
19 ° @7500
12 ° @8000
4.9
8/94
ENGINE ELECTRICAL
Ignition Data
1994
Mod
e ls
Ma ch ine
M o del
Eng ine
Mo d e l
I g ni tion Ty pe
A l te rn ator Outp ut
StarLiteJGT
IndyLite/GT/DLX
Indy Sport/Super Sport
Indy Trail (All)
WideTrak GT
Indy 440
Indy XCR
Classic
WideTrak
500 EFI
XLT(AII)
Indy RXL
Indy Storm
EC25PS-07
EC34-2PM-02I04
EC44-3PM-Ol
EC50PM-Ol/02l03
EC45PL
EC45PL-Ol
EC50PL-
05/06/07/08
EC58PL
-
-
02
Ol
EC65PL-05/06
EC80PL-Ol
CDI
CDI
-
-
150Watt
150Watt
CDI-200Watt
CDI 200Watt
CDI-200Watt
CDI 200 Watt 05/06
CDI 250 Watt 07/08
CDI 170 Watt
CDI-180 Watt
CDI-170 Watt
Spark P l ug
NGK Champ i on
PI
U p,
Gap
M M I nc h es
COl Box Fly -
I den ti fication whee l
Number 1 0#
BR 8ES·
B R8ES·
BR8ES·
BR8 E S·
RN-3C
RN 3C
RN-3C
RN 3C
0.7/.028
0.7/.028
0 .
7/.028
0.7/.028
CU6 2 04
CU6409
CU6416
CU6413
FP 5 355
FP5439
FP 5446
FP5441
B R8ES
BR 9ES
B R8ES
BR8ES
B R9 E S
BR 9ES
RN 3C·
RN 2C·
RN-3C·
RN 3C·
RN-2C·
RN 2C·
0.7/.028
0.7/ .
028
0.7/.028
0.7/.028
0.7/ .
028
CU6415
CU6415
CU2194
CU 2 178
CU 2 1 9 6
FP544 5
F P 5445
FP8312
FP 6 392
FP 6 369
* Original Equipment
E ngine
Model
EC25PS-07
EC34-2PM-02/04
EC44-3PM-Ol
E C50 PM Ol/02l03
EC45PL-Ol/02
EC50PL 05/06
EC50PL 07/08
EC58PL Ol
EC65PL-05/06
EC80PL-Ol -
Runnin g I g niti o n T imin g at 3000 RP M
MM
B T OC
Inch es
B TO C oe¥rees
B DC
4.05
3.28
3 .81
3 .
81
4.40
4.40
4.71
4.40
3.53
2.96
.1
5 9
.129
.1
5 0
.150
.
173
.173
.185
.17
3
.139
.116
2 7±3
25 ±1.
5
26±1.5
2 6 ±1 .5
28±1 .
5
28 ± 1 .
5
29±1.5
28±1.
5
25 ± 1.5
2 2 ± 1.5
A cce p tab l e V a ri a n ces
MM
3 .
22-4 .
96
2 .
90-3.67
3.3
9 -4 .
25
3 .39
4.
2 5
3.91-4.87
3.91
4 .
87
4.25-5.20
3 .
91-4 .
87
3.13-4.01
2.
5 8-3.10
In c h es
.
127 -.1
95
.
114 -.
144
.133-.167
.133-.167
.156-.191
.156-.191
.
167-.204
.156-.191
.123-.1
56
.102-.133
Ope r at ing
T i m i ng a nd
RP M
20S @6000
16 ° @7000
16° @6500
16 ° @ 650 0
16 ° @ 7500
16° @ 7 5 00 lr@7500
20 ° @7 5 00
19 ° @7500
11 ° @8000
,)
8/94 4.10
1995 Models
Machine
Model
Engine
Model
StarLite
IndyLite Mode l s
Indy Sport Mode ls
• Indy Trai~Models
WideTrakGT
In dy 440 LC/SKS
In dy XCR
I ndy 500/Classic
Wide T rak LX
500 EFI
XLT/XLT SP /XLT SKS
Indy XCR 600
XLT Touring
Indy RXL/Touring
Indy Storm
EC25PS07
EC34-2PM02lE02
EC44-3PM01/02
EC50PM04/E04
EC50PM03
EC45PL02
EC45PL03
EC50PL04/E04
EC50PL06
EC50PL07
EC58PL03
EC5802
EC58PLE04
EC65PL05/E05
EC80PL01
Alternator
Wattage
150
150
200
200
200
200
200
170
170
180
180
200
200
250
170
Engine
Model
EC25PS07
EC342PM02lE02
EC443PMO 1/02
EC50PM04/E04
EC50PM03
EC45PL02l03
EC50PL04/E04/06
EC50PL07
EC58PL02l03 / E04
EC65PL 0 5 / E05
EC80PL01
ENGINE ELECTRICAL
Ignition
Data
Spark Plug
NGK Champion
BR8ES
BR8ES
BR8ES
BR8ES
BR8ES
BR8ES
BR9ES
BR8 E S
BR8ES
BR8 E S
BR8ES
BR9ES
BR8ES
BR9 E S
BR8ES
RN 3C
RN-3C
RN-3C
RN-3C
RN-3C
RN -3C
RN-2C
RN-3C
RN -3C
RN-3C
RN-3C
RN-2C
RN-3C
RN-2C
RN 3C
Plue Gap
MMI nches
COl Box Fly-
Identification wheel
Number 10#
0.71.028
0.71.028
0.7/.028
0.71.028
0.7/.028
0.7/ .
028
0.7/ .
028
0.7/.028
0 .
7/ .
028
0 .
7/ .
028
0 .
7/.028
0.7/ .
028
0.7/ .
028
0 .
7/.028
0.7/ .
028
CU6204
CU6409
CU6416
CU6413
CU6413
CU6415
CU6415
CU 64 15
CU6415
CU6415
CU2194
CU2194
CU2194
CU2178
CU2508
FP5355
FP5439
FP5446
FP5441
FP5441
FP54 45
FP5445
F P5445
FP5445
FP5508
FP8312
FP8312
FP8312
FP6392
FP6398
Running Ignition Timing at 3000 RPM
MM
BTOC
Inches
BTOC oe¥rees
B OC
4.05
3.6
7
3.81
, 3 .
81
4.71
4.40
4.40
4 .
71
4.40
3.53
2.96
~
.1
59 r _
.
.
14 5
.
150
.
150
.
185
.173
.173
.1
85
.173
.
139
.11
6
27±3
26.5±1.5
26±1.5
26±1 .
5
29±1.5
28 ±1.
5
28±1 , 5
' . 29±1.5
28±1.5
25±1 .
5
,
22±1 .
5
Acceptable Variances
MM
3.22-4.96
3 .
28-4 .
08
3.39-4.25
3.39-4.25
4.25-5 .
20
3 .
91-4.87
3 .
91-4.87
4.25-5 .
20
3.91-4 .
87
3.13
-4.01
2 .
58-3.
1 0
In ches
.
127 -.
19 5
.129-.161
.133.
167
.133-.167
.1
67 -.204
.15
6.191
.156-.191
.1
67.204
.156-.
1 91
.
123-.
1 56
.
102.1
33 operatin¥>
Timing ° BT C
RPM
20.5
° @6000
1 5 .5
° @ 7000
16 ° @6500
1 6 ° @ 6500
1 9 ° @ 7500
16 ° @750 0
16 ° @ 75 00
1]o @7500
20 0 @7500 -
1 9 ° @ 7500
W @8000
4.1
1
8/94
ENGINE ELECTRICAL
Typical 1985 - Current Timing Advance Curves
Ignition Timing
MAXIMUM ADVANCE
.
I '
OPERATING
RPM
(DEPENDING
ON ENGINE)
SEE DATA
1000 2000 3000 4000
RPM
5000 6000 7000 8000
NOTE: Always verify timing of engine at room temperature only (68 0 F/20° C).
The ignition maximum advance is at or near 3000 RPM on all current sty l e ignition systems. Verify the ignition position at maximum advance when checking the timing.
If engine damage has occurred due to a suspected ignition related problem, check the ignition timing at the specified operating RPM.
Due to differences between engines, it is necessary to dial indicate the timing marks on all engines before attempting to adjust the ignition timing. To indicate the marks:
1. Remove the mag cy~nder spark plug and install the dial indicator.
2. Rotate the cranRsbaft by hand while observing the dial indicator. As the piston touches the indicator plunger, the dial will begi~tO'rotate.
Find the pOint where the pointer stops rotating and reverses direction . This will be
TDC (Top Dead Ceri'mJ").
3. While holding the crankshaft with the pi~ton at TDC, zero the indicator by rotating the bezel until the 0 on the dial and the pointer align.
4. Rotate the crankshaft opposite the direction of rotation about .250 BTDC (2 1/2 pOinter revolution s ).
5. Determine the correct ignition timing position from the ignition data charts and rotate the crankshaft in the normal d ir ection of rotation to that position.
(Example: 1993 EC50PM-01 engine timing is
.150 BTDC. The crankshaft must be rotated in the normal direction of rotation so that the dial indicator pointer does one complete revolution and stops on
50. This shou ld be 1 1/2 pointer revolutions before top center , or .150 BTDC.
6. While holding the crankshaft at the correct timing position, determine which of the rotating and stationary timing lines align. Mark these lines with chalk or a marker to make them easier to identify when you are doing the running timing.
8/94 4.12
ENGINE ELECTRICAL
Conversion Chart
- Degrees to Piston Position - B.T.D.C.
( o
23
2 4
25
26
1 7
18
19
2 0
2 1
22
8
9
10
11
12
13
14
15
16
1
2
3
4
5
6
7
34
3 5
36
3 7
27
2 8
29
3 0
3 1
3 2
33
3 8
39
40
If the ignition timing s pecification is listed in degrees only, convert to either inches or mm BlOC and use a dial indicator to v e rify timing marks . NOTE: Due to differing rod lengths and engine strokes, consult the engine model list for corr e ct engine.
Engine EC40PL
Model EC44-2PM
E C443 PM
EC4 5 PL
E C50PL E C60PL
EC58PL EC65PL
EC35PL EC75PL
EC80PL
EC34-2PM EC25PF
EC25PS
EC44PT
EC44PQ
EC44 PM
D E G.
BTD C
11 2 MM ROD
60MM STROKE
INCHES MM
0.0058
0 .
0232
0.0521
0 .
0926
0 .
1447
0 .
2 083
0.
2 833
0 .3
698
0.4677
0.5770
0.6976
0.8294
0.9724
1 .
1265
1 .
2917
1.4678
1.
6 548
1.8526
2 .
0611
2 .2802
2 .5098
2.7497
6.
3 924
6.7552
7 .1
2 63
7.
5 0 5 7
7.8931
8 .
288 3
8.6912
3.0000
3.
2 603
3.5307
3.8
110
4 .
1010
4.4007
4 .7098
5.02
8 2
5.3559
5.69
2 6
6.0
38 1
130
70 MM
MM
MM ROD
0.0002
0.0009
0.0021
0.0036
0.0057
0.0082
0.0112
0 .
0146
0 .
0184
0.0227
0 .
027 5
0.03
2 7
0.0383
0.0444
0.0509
0.0578
0.06
0.0729
0.0811
0
0 .
.
5 2
0898
0988
0.1083
0.1181
0 .
1 2 84
0.1390
0.1
5 00
0.1615
0 .
1733
0 .
1854
0.1980
0 .
2109
0 .
2241
0.23
77
0.
25 17
0.
2 6 6 0
0 .
2 8 0 6
0 .
2 955
0 .
3108
4.7895
5.1395
5
5 .
.5005
8724
6.2550
6.6482
7.0517
7.4654
7.
88 91
8.3225
8.
9.
7
2
655
179
0.32
6 3 9.6795
0 .
3422 10.1499
1.9327
2.1637
2.4072
2.6631
2.9312
3.2114
3.5036
3.8077
4.12
3 5
4 .
4 5 08
0.5463
0.6739
0.8147
0 .
9687
1.1357
1.3157
1.5086
1.7143
0 .
0068
0.0271
0 .
0609
0.1082
0.1690
0.2432
0.3309
0.4319
STROKE
INCHES
0.1379
0.1499
0.1623
0.1752
0.1886
0.2023
0.2166
0.231
2
0 .
2463
0 .
2617
0 .
2776
0.2939
0.3106
0.3
2 77
0.
3 4 5 1
0 .
3629
0 .
3811
0.3996
0.0003
0 .
0011
0.0024
0.0043
0.0067
0 .
0096
0.0130
0.0170
0.0215
0.0265
0.0321
0.0381
0.0447
0 .
0518
0 .
0 5 94
0.067
5
0.0761
0.0852
0.0948
0.1048
0.1154
0.1264
103 MM ROD
55.6 MM STROKE
MM
0.0054
0.0215
0.0484
0.0860
0.1343
0.1933
0.2630
0.3432
0.4341
0.5355
0 .
6474
0.7698
0.9025
1.0456
1.1989
1.3624
1 .
5359
1.7195
1.9130
2.1163
2.3294
2.5521
2.7843
3.0260
3.2769
3.5370
3 .
8062
4 .
0843
4.3712
4.6667
4.9708
5.2832
5 .
6039
5 .
9326
6.2693
6.6138
6.9658
7.3253
7 .6
920
8.0659
INCHES
0.2336
0.2468
0.2604
0.2742
0.2884
0 .
3028
0.3176
0.0917
0 .
1005
0.1096
0 .
1191
0.1290
0.1393
0.1498
0.1608
0.1721
0 .
1837
0.1957
0.2080
0 .
2206
0.0135
0.0171
0.0211
0.0255
0.0303
0.0355
0.0412
0.0472
0.0536
0.0605
0.0677
0.0753
0.0833
0.0002
0.0008
0.0019
0.0034
0.0053
0.0076
0.0104
125MM ROD
65 MM STROKE
INCHES
0.0157
0.0198
0.0245
0.0296
0.0352
0.0412
0.0478
0.0548
0 .0
622
0.0701
0.0785
0.0874
0.0967
0.0002
0.0010
0.0022
0.0039
0 .
0061
0 .
0088
0.0120
0.2132
0.2271
0.2414
0 .2
560
0 .
2710
0.2864
0.3022
0.
3 183
0.1064
0.1166
0.1272
0.1382
0.1497
0.1616
0 .17
39
0.1866
0.1997
0.3347
0.3515
0.3686
MM
0.7510
0.8930
1.0470
1.2129
1.3908
1.5804
1 .
7818
1.9948
2.2193
2.4552
2.7024
2.9608
3.2303
3 .
5107
3.8019
0.0062
0.0249
0.0561
0 .
0997
0.1558
0.2242
0.3050
0 .
3981
0.5036
0.6212
4.1038
4.4161
4.7389
5.0719
5.4149
5 .7679
6 .
1306
6.5028
6 .
8845
7.
2 754
7.6753
8 .
0 8 40
8 .
5015
8 .
9274
9 .
3616
120 MM ROD
60MM STROKE
MM
0.3646
0.4612
0.5689
0.6878
0.8178
0 .
9588
1.1108
1.2737
1.4474
1.6318
1.8269
2.0326
2.2487
2.4752
2.7119
2.9587
3.2156
0.0057
0 .
0228
0.0514
0.0913
0.1426
0.2053
0.2793
3.4824
3.7590
4.0452
4.3410
4.6461
4.9604
5.2839
5.6163
5 .
9575
6.3073
6 .
6656
7.0322
7.4069
7 .
7896
8 .
1801
8 .
5782
INCHES
0.0002
0.0009
0.0020
0.0036
0.0056
0.0081
0.0110
0.0144
0.0182
0.0224
0.0271
0 .
0322
0.0377
0.0437
0.0501
0.0570
0.0642
0.0719
0.0800
0.0885
0.0974
0.1068
0.1165
0.1266
0.1371
0 .
1480
0.1593
0.1709
0.1829
0.1953
0 .
2080
0.2211
0.2345
0.2483
0.2624
0.2769
0.2916
0.3067
0 .
3221
0.3377
4.13 8/94
', .
ENGINE ELECTRICAL
Single Cylinder COl Ignition - Exploded View - Timing
Timing Procedure - Single Cylinder Models
Single Cylinder Capacitor Ignition System
STATOR PLATE
RFI SPARK
PLUG CAP
LIGHTING CO IL
FLYWHEEL
VIBRATION
OAMPNER o
EXCITER COIL
UNIT~STATOR
PLUGS
QUICK COUPLERS
CO l CONTROL
1
1 · /
~@.
~ -
.
~~
TORQUE TO 8 TO 10 IN. LBS.
)
NOTE: Always verify timing of engine at room temperature only (68 0 F/20 ° C ) .
7. Verify and mark which flywheel timing line corresponds with the li sted ignition timing from the chart at the beginning of this unit. Refer to the method of using a d i al indicator for verifying the timing marks, shown on page 4.12.
8. Connect an accu ra te tach and a good quality timing light to the engine.
9. With the engine runnin g at 3000 RPM, point the timing light at the timing hole.
NOTE: Y our s i ght line dur in g the timing mark verification (dial indicator check) and the actual running timing light check, must be the same.
FLYWHEEL
ROTAT I ON
!
FLYWHEEL LINES
PX<
__
STATIONARY
~ .
POINTER
10. Position your head so there i s a straight line between your eye, the static timing pointers, and the crankshaft center line. Note the relative position between the flywheel mark and the stationary pOinter. If the flywheel mark is within the acceptable +/- variance, the timing is correct. If the mark is outside the variance, then the stat or will have to be rotated either with crankshaft rotation to retard timing, or aga i nst rotation to advance it.
NOTE: Th e recoil and recoil cup must be r emoved to loosen stator bolts and change the timing.
11. Make s ur e a ll nuts and bo lt s are properly tightened a ft er making adjustments.
8/94 4.14
10 ,
ENGINE ELECTR
ICAL
Twin Cylinder Fan COl Ignition (Fixed) - Exploded View
-
Timing
Timing Procedure
NON ADJUSTABLE SYSTEM
LI GHTING COIL
STAT I O N ARY
CO I LS
CO l PLUG -
I c
NOTE: Always verify timing of engine at room temperature only (68 0 F /20° C).
12. Verify and mark which flywheel timing line corresponds with the listed ignition t i ming from the chart at the beginning of this unit. Refer to the method of using a dial indicator for v erifyi ng timing marks described on page 4.12.
13. Connect an accurate tach and a good quality timing li ght to the eng in e.
Blower Housing
Stationary
Lines
NOTE: Acceptable variance i s usually one line on e ither side of the dial indicated blower housing stationary lin e. o
14. With the engine running at 3000 RPM, point the timing light at the blower housing stationary lines. If the flywheel mark a li gns with the correct stationary line or anywhere in the acceptable +/- variance, th e timing i s correct. If the timing is not correct, follow steps 4 through 7, re-checking the timing after each step .
15. Disconnect the ignition kill cirQu it by disconnecting the black wire at the COl module.
16. Check the exciter coil resistance and replace i f necessary.
17. Replace the CO l m odule.
18. Replace the flywheel.
8/94 4.15
ENGINE ELECTRICA
L
Twin Cylinder Fan COl Ignition (Adjustable) - Exploded View - Timing
Timing Procedure
00
~
RFICAP
FAN
120 Watt Pulse Type 150 and 200 Watt Pulseless
NOTE: Always verify timing of engine at room temperature only (68 0 F/20° C).
19 . V erify and mark which blower housing timing line corresponds with the listed ignition timing from the charts at the beginning of this unit. Refer to the method of using a dial indicator for verifying timing marks described on page 4.
1 2.
20 . Connect an accurate tach and a good quality timing light to the engine .
Blower Housing
Stationary
Lines
NOTE: Acceptable variance is usually one line on either side of the dial ind i cated blower housing stationary line.
21. With the engine running a t 3000 RPM , point the timing light at the blower hous i ng stationary lines. If the flyw h ee l mark aligns with the correct stationary line or anywhere in the acceptable + / variance, the timing is cor r ect.
22 . If t h e mark i s outside the acceptable variance, the stator must be either rotated with crankshaft rotation to r e t ard the ti ming , or against rotat i on to adva n ce it. NOTE: The recoi l and recoil cup must be removed to l oosen t h e sta t or bolts and change the t i ming.
23. Make sure all nut s and bolts ar e properly tightened after mak i ng adjustments.
8/94 4.16
c
ENGINE ELECTRICAL
Twin Cylinder Liquid COl Ignition (Pulse, Pulseless) - Exploded View - Timing
Timing
Procedure
STATOR PLATE
EXCITER COIL
PULSER COIL
LIGHTING COIL c o~
~
RFICAP
c
120 Watt Pulse
Type COl
200 Watt
Pulseless COl
NOTE: Always verify timing of engine at room temperature only (68 0 F/20° C).
24. Verify and mark which flywheel timing line corresponds with the listed ignition timing from the chart at the beginning of this unit. Refer to the method of using a dial indicator for verifying timing marks described on page 4.12.
25. Connect an accurate tach and a good quality timing li ght to the engine.
26. With the engine running at 3000 RPM point the timing light at the timing hole.
27. Position your head so there is a straight line between your eye, the stationary timing pointer, and the crankshaft center line. Note the relative position between the flywheel mark and the stationary pointer. If the flywheel mark is within the acceptable +/- variance, the timing is correct.
If the mark is outside the variance, the stator will have to be rotated either with crankshaft rotation to retard timing, or against rotation to advance it.
NOTE: The recoil and recoil cup must be removed to loosen stator bolts and change the timing.
Acceptable Variance
Flywheel
Rotation
!
NOTE : Acceptable timing mark.
Flywheel Lines variance
Stationary
Pointers is usually one line on either side of the dial indicated
28. Make sure all nuts and bolts are properly tightened after making adjustmen ts .
4.17 8/94
ENGINE ELECTRICAL
Three Cylinder COl Ignition (Pulse, Trigger) Timing - Exploded View
Stator
Plate
Exciter Coil
Lighting Coil
Flywheel
Lighting
Coil
Charging Coil (RXL)
Lighting Coil (650, Storm)
)
1985 1990
3 Cylinders (Except RXL)
All RXL's, 1991 and Later 650's ,
1993 to Current Storms 180 Watt
Timing Procedure: Three Cylinder Models
NOTE: Always verify timing of engine at room temperature only (20°C/68°F).
1 . Verify and mark which flywheel timing lin e corresponds with the listed ignition timing from the chart at the beginning of this sect ion . Refer to the method of dial indicator use for verifying timing marks described on page 4.12.
2. Connect an accurate tach and a good quality timing light to the engine.
3. With the engine running at 3000 RPM , point the timing light at the timing hole.
4. With your head positioned so there is a straight line between your eye, the stationary pointer and th e crankshaft center line, note the relative position between the marked flywheel line and the stationary pOinter. If the stationary pOinter is within the acceptable ± variance , the timing is correct. If the pOinter is outside the variance, the stator will have to be rotated either with crankshaft rotation to retard the timing, or against rotation to advance it. NOTE: The recoil and recoil cup must be removed to loo sen the stator bolts and change the timing. '
Acceptable Variance
Flywheel
Rotation
!
Flywheel Lines
Stationary
Pointers
NOTE: Acceptable variance is usually one line on either side of the dial indicated timing mark.
5. Make sure all nuts and bolts are properly tightened after making adjustments.
8/94 4.18
ENGINE ELECTR ICAL
Three Cylinder CDl l gnition (Storm/XLT) Timing - Exploded View
Pulser Coi l l::I--~--
Stator Plate
~---
*Lighting/Exciter
Flywheel
COl Control Box
\-------r-,."----
RFI Spark Plug Cap
Secondary
Cable
Secondary
Coils
170 Watt
1993 to current XLT
* The Exciter Co il can be identified by wire color, and smaller windings.
Timing Procedure: Three Cylinder Models
NOTE: Always verify timing of engine at room temperature only ( 20 ° C/68 °F).
1. Verify and mark which flywheel timing line corresponds with the listed ignition t imin g from the chart at the beginning of this section. Refer to the method of dial indicator use for verifying timing marks described on page 4.12.
2. Connect an accurate tach and a good quality timing light to the engine.
3. With the eng in e running at 3000 RPM, point the timing light at the timing hole.
4. With your head positioned so there i s a straight line between your eye, the s tation ary pointer and the crankshaft center line, note the relative position between the marked flywheel lin e and the stationary pointer. If the stationary pOinter is within the acceptab le ± variance, the timing i s correct. If the pOinter is outside the variance, the stator will have to be rotated either with crankshaft rotation to retard the timing, or against rotation to advance it. NOTE: The recoil and recoil cup must be removed to loosen the stator bolts and change the timing.
Acceptable
Flywhee l
Rotation
!
NOTE: Acceptable one lin timing mark
Variance
.
Flywheel Lines
Stationary
Pointers variance is usually e on either side of
5. Make su re all nuts and bolts are properly tightened after making adjustments. the dial indicated
4.19 8/94
ENGINE ELECTRICAL
Operating RPM Timing Check - All Models
Due to the high RPM necessary and the possible danger involved, special care must be observed whenever performing an operating RPM timing check to avoid serious personal injury.
This check need not be performed unless symptoms leading to poor performance and possible engine damage are present.
• Never operate the engine with the clutch guard open or removed.
• Do not stand over or around the clutch while performing this test.
• Perform the test as quickly as possible. Avoid prolonged periods of engine free-rev.
Operating RPM Timing Test Procedure
29. Using the charts at the beginning of this unit, determine the ignition advance BTDC at the operating RPM.
30. Remove the mag side spark plug and install a dial indicator in that cylinder.
31. Zero th e dia l indicator as explained on page 4.12.
32. Turn the crankshaft in the opposite direction of rotation to a pOint approximately .100" (2.5 mm) before the operating ignition timing point.
33. Turn the crankshaft in the proper direction of rotation until the dial indicator shows the proper piston position
BTDC for operating RPM ignition timing. NOTE: The charts only indicate degrees BTDC. This figure must be converted using the tables on page 4.13. Example: The operating timing and RPM for a 1993 EC45PL-02 engine is 16° at 7500 RPM. Using the chart, 16° on this engine is .058 BTDC at 7500 RPM. Using a properly installed and zeroed dial indicator, back the engine up to approximately .150 BTDC. Then rotate the crank in the proper direction of rotation to .058 BTDC.
34. While holding the crankshaft at the operating RPM ignition timing point, make some timing marks on the flywheel or blower housing using a piece of chalk or marker.
35. Remove th e dial indicator and reinstall spark plug.
3 6. Start the engine . Advance and hold the throttle at the operating RPM specified on the charts . View the timing mark with the timing light. The marks should be between the allowable +/- variance indicated on the operating
RPM timing specification.
37. If the operating RPM timing greatly varies from the specification, but the 3000 RPM ignition is correct , refer to th e ignition troubleshooting section in this unit for corrective action.
)
)
8 / 94 4.20
ENGINE ELECTRICAL
Ignition System Testing
Ignition system components can be individually tested by measuring their internal resistance and insulation to ground. These checks must be done with a digital volt/ohm meter. Compare the readings obtained to the values listed on the chart. Actual values may vary up to ± 10% between like components. Any readings outside the span should be considered questionable.
NOTE: The stator coils can be checked without removing t hem from the engine. Simply disconnect the connector plug in the stator-to COI wire and check the resistance values between the wire co l ors listed below. Consult the stator schematics shown on the next pages.
* Indicates a system that incorporates a white COI-to-stator ground wire. These systems will i ndicate continu ity between the exciter/pulser wires and ground.
SINGLE CYLINDER MODELS
1985-Current Star/Star LT
.
Star Lite
TWIN CYLINDER MODELS
All EC34-2PM (Pulseless)
All EC4O-PUSOPL thru 1989
All EC44 2PM
.
All EC40PUSOPL 1990 to current
EC4SPL (Pulseless)
All ECSOPM 1990 to current
All EC44-3PM (Pulseless)
All ECSOPM thru 1989
/
I
EXCITER COIL
Check Wires Value
BrownlWhite to Black/Red
123 Ohms
BrownlWhite to Black/Red
BrownlWhite to White
BrownlWhite to Black/Red
164 Ohms
164 Ohms
164 Ohms
PULSER COIL
Check Wires
I
Value
Not Applicable
Not Applicable
BrownlWhite to Black/Red
1 4S0hms
Not Applicab le
BrownlWh i te to White
164 Ohms BrownlWhite to Black/Red
T
Ohms
* Indicates a system that incorporates a white COI-to-stator ground wire. These systems will indicate cont in uity between the exciter/pulser wires and ground.
THREE
CYLINDER
MODELS
All ECS8PL-01
Check
Wires
EXCITER COIL
Value
Black/Red to Red
4 .
6
Ohms
All EC60PL and
EC6SPL-01
Black to White
All Black/Red to
EC6SPL-02/03/0S Green
261
Ohms
248
Ohms
All EC7SPL-01 and Black/Red
EC80PL-01 to Green
248
Ohms
Check
Wires
PULSER COIL
Value
CONTROL COIL
Check
Wires
Value
White to
White/Red
Red to White
100
Ohms
20 Ohms Green to 29.4
Blue Ohms
Red to Green 20 Ohms
Red to Green 20
Ohms
Check
Wires
TRIGGER COI L
Value
White to
White / Red
White to
White/Red
96 Ohms
96 Ohms c c
Three Cylinder Models:
Secondary Ignition Coil
Primary Resistance
Tab to Tab
Secondary Resistance
Tab to Plug Wire End
(Cap Removed)
Spark Plug Cap
EC58PL-01
.4 Ohms
± 1S%
4 KOhm
± 20%
3 .
7 to 6 .
3
KOhm
EC60PL
EC65PL-01
.106 Ohms
± 1S%
2KOhm
± 20%
3 .
7 to 6 .
3
KOhm
EC65PL
02103/05
.
4 Ohms
± 1S%
7.S K Ohm
± 20%
EC75PL-01
EC80PL-01
.4 Ohms
± 1 S%
7 .
S KOhm
± 20%
3 .7 to 6 .
3
KOhm
3.7 to 6 .
3
KOhm
Secondary coils can also be dynamically tested with a coil power tester such as the Graham Lee Model 31 .
Consult the tester operation manual for specific operating instructions.
4.21 8 / 94
j
ENG INE ELECTRICAL
Ignition
I
Charging System Te st ing
Stator Schematics
STATOR
YEL
Single C~linders EC 25-PS
Exciter Coil:
Wire Color
BrnIW to BlklR
Twin C~linders
Exc it er Coi l :
Wire Color
BrnIW to B lklR
Value
Lighting Coil:
Wire Color Value
1 23 ohms Vel to W or Brn .3 to .6 ohms
Lighting Coil:
~ Wire Color ~
164 ohms Ve l to W or Brn .3 to .6 ohms
BRN/W BLKJR
BRN w w
BR N/W
BRN
YEL
Twin C~linder
Pu l se Type
EC40/50 PL through 1989 120 Watt
EC44-2PM 120 Watt
Exci t
Wire er
Co
BrnIW
Coil: lor to W
Li g hting Coil:
Pu l ser Coil:
Value Wire Color Value
164 ohms BrnIW to BlklR 45 ohms
Wi re Co lor
Ve l to B rn or W
~
.
3 to.6 ohms
Exciter Coil:
Wire Colo r
BrnIW · to W
EC50PM through 1 989 1 20 Watt
Pulser Coil:
Value Wire Color Value
1 64 ohms BrnIW to BlklR 17 ohms
Li ght ing Coil:
Wire Color
V e l to Brn or W
Value
.
3 to.6 ohms
S TATOR
VEl/R
Twin C~ lin der
Exciter Co il:
Wire Co l o r
BrnIW to B lklR
EC44-3PM 200 Watt
EC50-PM 200 Watt
EC40/45/40 PL 200 Watt
Lighting Coil:
Value W i re Co l or
1 64 ohms Vel to Vel/R
Value
.2 to.5 ohms
)
0
0
BR N/W
BRN
8/94 4 .22
ENGINE ELECTRICA
L
I gn i tion
I
Charging System Testing
Stator Schematics
Lighting Y to Brn
199211993
2 Cylind e r EC50PL 07 All 500 EFI Pulseles s 200 Watt
Exciter Coil:
Wire Color
Brn/W to B lkl R
Battery Charge Coi l :
~ Wire Color ~
164 ohms Gry to Gry/W .2 to .4 ohms
Lighting Coil:
Wire Color
Y to Brn
Value
.2 to .4 ohms
/
Battery
/
/
Charge
Gry to Gry/W
Exciter
Brn/W to B lklR
Gry-+-_
Brn/W
Gry/W -+----jI-lJ--+--+-~----+-_"I"
Brn/W BlklR W Y
1994 to Current
2 Cy linder EC50PL 07/08 500 EFI Pulseless 250 Watt
Exciter Coil:
Wire Color
Brn/W to BlklR
Battery Cha rge Coil:
Value
164 ohms
Wire Color Value
Gry to Gry/W .4 to .8 ohms
Brn/W to Gry/W .2 to .4 ohms
Open to Ground
Lighting Coil:
Wire Color
Y to Brn
~
.2 to .
4 ohms
Exciter
BlklR to R
1993 to Current
3 Cylinder EC58PL 170 Watt
Exciter Coil:
Wire Color
BlklR to R
Battery Charge Coil:
~ Wire Color
4 .
6 ohms W to W/R
~
100 ohms
Lighting Coil:
Wire Color
Y to Y/R
Value
.2 to .4 ohms
4 .
23 8/94
ENGINE ELECTRICAL
Ignition
I
Charging System Testing
Stator Schematics
Stator
Control
Grn------~~~~~~
Blu - - G o L - - - - - - - - J
~-4-Y
1983-1992
3 Cylinder EC60PL and EC65PL-01/02
Exciter Coil:
Wire Color
Blk to W
Value
261 ohms
Pulser Coil:
W i re Color
RtoW
~
20 ohms
Lighting Coil:
Wire Color
Y to Brn or Ground
Value
Control Coil:
Wire Color
.3 to .5 ohms Grn to Blu
NOTE: All Values are ± 10%
Value
29.4 ohms
Exciter
Stator
1990-1991
3 Cylinder EC65PL-03 RXL 180 Watt
.-'<:>---
G ry
Battery
Charge
'-f> GryIW
Exciter Coil:
Wire Color
BlklR to Grn
Value
248 ohms
Pulser Coil:
Wire Color
R to Grn
Lighting Coil:
Wire Color Value
Y to Brn
Open to Ground
.2 to .4 ohms
Trigger Coil:
Wire Color
Wto W/R
Battery Charge Coil:
Wire Color ~
Gry to GryIW .3 to .5 ohms
Open to Ground
Value
20 ohms
Value
96 ohms
8 / 9 4
Exciter
Y Lighting
--~r--Brn
Grn R
8
Bk
Brn
1992 to Current
3 Cylinder EC65PL 180 Watt
,.--->o-Gry
?<=---I-
BrnIW
'----fJ-
G ry IW
Battery
Charge
Exciter Coil:
Wire Color
BlklR to Grn
Lighting Coil:
Wire Color
Y to Brn
Value
248 ohms
Value
Trigger Coil:
Wire Color
.2 to .4 ohms W to W/R
Battery Charge Coil:
Wire Color ~
Gry to GryIW .: .4 to .8 ohms
BrnIW to GryIW .3 to .5 ohms
Open to Ground
Pulser Coil:
Wire Color
R to Grn
Value
20 ohms
Value
96 ohms
4.24
ENGINE ELECTRICAL
Ignition
I
Charging System Testing
Stator Schematics
Blk
Brn y
B
1993 to Current
3 Cylinder
EC75PL-01 Storm 180 Watt
EC80PL-01 Storm
Exciter Coil :
Wire CQIQr ~
BlklR to Grn 248 ohms
Pulser
Wire
Grn
CQIQr to
Coil:
Blk
~
20 ohms
Lighting Coil:
Wire ColQr
Y to Brn
Trigger Coil:
~ Wire CQlor
.2 to .4 ohms Wto W/R
Value
96 ohms
4.25 8 / 94
ENGINE ELECTRICAL
Ignition System Troubleshooting
Condition: No Spark
Disconnect the single black (black/white) wire from the COl Module to Check the ignition switch, wire harness, throttle safety s witche s the ignition kill circuit. Does it have a spark? and kill switch for proper adjustment or short to ground. Rep a ir
Yes-+ or replace as necessary.
Not
Disconnect the stator to COl module wires. Test the resistance values All except 3 cylinders: If the parts of the ignition system under of the flywheel coils as per the charts on page 4.21
. Are the resisthe flywheel check OK, the only remaining component is the tance values within specs?
Yes-+ coiVCDI module assembly. Replace the module with another with the same CU number. (See ignition data)
All 3 cylinders: Disconnect and check the secondary ignition coil resistances. Refer to the resistance values listed on IVa-1 O. If the coil re s istance values are within specs, replace the COl
Not module.
Isolate which component's resistance is not within specs. Remove the flywheel and stator. Recheck the resistances; look for pinched or bare harness wires; or replace the coil. Refer to page 4 .
28 for coil replacement procedures.
Condition: Incorrect Advance/Retard
Follow the engine timing procedure for checking running timing at
3000 RPM. Is the timing within limits?
No-+
Yes t
Adjust the ignition timing by rotating the stator plate to correct the timing. After adjusting the 3000 RPM timing, continue with operating RPM timing if poor performance exi s ts. (Continue on with left column .) See ignition timing page 4.20.
Follow the engine timing procedure for checking operating RPM timing If the 3000 and operating RPM timing are within limits, no other from page 4.20. Is the timing within limits? testing is necessary.
Yes-+
Not
Remove the ignition kill circuit by disconnecting the single black wire Check the ignition switch, throttle safety switches, kill switch and between the COl module and the machine harness. Is the timing now harness for damage which can cause intermittent shorting correct? problems. Correct the problem.
Yes-+
Not
Verify the correct COl module by comparing the CU code on the box Replace the module with the correct part and readjust the ignition to the information l isted in the ignition data charts at the beginning of timing. this section . Is it the right module?
No-+
Vest
Check the resistance of the coils under the flywheel. Compare these Check the wiring connecting the coils and/or replace the coils as values t o the charts on page 4.21. Are they within limits? necessary .
No -+
Vest
If the 3000 RPM timing is within limits but the operating RPM timing is not acceptable, replace the COl module .
NOTE: 3 cylinder engines fire three times per revolution. At 7500 RPM the ignition is firing 21,500 tim e s per minute. Use of a timing light not capab l e of handling these RPMs may provide an incorrect operating RPM timing reading. Use timing light PN 2870630 or equivalent.
8/94 4.26
ENGINE ELECTRICAL
Alternator Output Test - Open Circu
it
CAUTION: Perform this test with a digital volt/ohm meter such as the Fluke 73 (PN 2870659), or equivalent. Set meter to AC volts (V..-v) when performing the test.
1 . Disconnect alternator connector from engine.
2. Insert red test lead into yellow wire coming from engine alternator.
3. Black tester lead must be grounded to either the engine, a brown wire at the connector, or the yellow/red wire at the plug. See plug wire identification for proper hook-up.
4. Start engine and observe AC voltage reading on multitester. Slow l y in crease RPM to 3000 and note voltage.
The reading should be approximately 20 volts. Readings of 15 to 45 VAC are considered normal. If readings are low, remove flywheel and look for damaged magnets, shorted or damaged l ead wires or dam aged lighting coils. Repair or replace problem component and recheck.
5. On EFI models AC amps can be checked between Gray and GrayIWhite . At 5 , 000 RPM reading should be 7 amps.
Lighting System Identification Test between labeled wires.
Used On:
100 Watt Singles
120 Watt Twins
150 Watt Singles and Twins
200 Watt Twins
120 Watt 3 Cylinder
180 Watt 3 Cyl. ( Carb.
)
170 Watt 3 Cyl. (C arb.)
1990, 1991 RXL
1992, 1993 500 EFI
180 Watt
1992 to Current 650 EF I
250 Watt Twin - 500 EFI
GrayIWhite
Check Lighting Coil Between
Yellow and Brown.
Check Battery Charging
Between Gray and GrayIWhite.
Gra y/
White
Gray
BrownlWhite
Check Lighting Coil Between
Yellow and Brown.
Check Battery Charg i ng
Between Gray and BrownlWhite and GrayIWhite and BrownlWhite.
Yellow
Brown
NOTE: Gray, GrayIWhite, BrownIWhite are Bullet Type Connectors
4.27 8/94
ENGINE ELECTRICAL
Typical Exciter, Pulser or Lighting Coil Replacement
1. Remove coil retaining screws and spacers.
2. Using a pliers, remove epoxy from solder jOints (A) on the coil to be replaced.
3. Unsolder connection from coil.
4. Clean solder terminals (8) on the replacement coil and re-solder to their proper wires. NOTE: Always position with numbers towards the outside.
5. Reinstall retaining screws and spacers.
6. Using a moisture-proof sealant, seal solder joints as shown. NOTE: All soldering must be done using rosin core solder.
7. Test resistance of each coil prior to stator plate installation.
NOTE: Lighting and pulseless coils are replaced in a similar manner.
IMPORTANT: After the stator plate is reinstalled on the engine, check placement of all coil leads to prevent possible contact with the flywheel.
8/94 4.28
( c
ENGINE ELECTRICAL
Battery Service
Preparing a New Battery for Service
To assure maximum service life and performance from a battery, it must have proper i n i tial servicing . To service a new battery, the following steps must be taken. NOTE: Do not service the battery unless it will be put into r egular service w i thin 30 days.
1 . Remove vent plug from vent fitting.
2. Fill battery with electro l yte to the upper level marks on the case.
3. Set battery aside and allow it to cool and stabilize for 30 minutes.
4. Add electrolyte to bring the level back to the upper level mark on the case. NOTE: This is the last t i me that electrolyte should be added. If the level becomes low after this point, add only distilled water .
5 . Charge battery at 1/10 of its amp/hour rating.
Example: 1 /1 0 of 9 amp battery = .9 amps, 1/10 of 14 amp battery = 1 .4 amps, 1/ 1 0 of 18 amp battery = 1 .
8 amps (recommended charging rates).
6. Check specific gravity of each cell with a hydrometer to assure each has a reading of 1 .270 or hi gher . c
Battery Testing
There are three easy tests which can determine battery condition. Whenever the complaint is related to either the starting or charging systems, the battery should be checked first.
Lead-acid batteries should be kept at or as near full charge as possible. If the battery is stored or used in a partially charged condition, hard crystal sulfation will form on the plates, reducing their efficiency and possibly ruining the battery .
Open Circuit Voltage Test (OCV)
Battery voltage should be checked with a dig i tal multitester. Readings of 12 .
6 or less require further battery testing and charging.
Specific Gravity Test
A tool such as the battery hydrometer (PN 2870836) can be used to measure electrolyte strength or specific gravity. As the battery goes through the charge/d i scharge cycle, the electrolyte goes from a heavy, more acidic state at full charge to a light, more water state when discharged. The hydrometer can measure state of charge and differences between cells in a multi cell battery. Readings of 1.270 or greater should be observed in a fully charged battery.
Differences of more than .025 between the lowest and highest cell readings indicate a need to replace the battery .
.
State Of
Charge
100% Charged
75% Charged
50% Charged
25% Charged
0% Charged
Conventional
Lead-acid
12 .
60V
,
12.40V
12.
1 0V
11.90V
Less Than
11.80V
Yumacron
Type
12 .
70V
1 2.50V
1 2.20V
1 2.0V
Less Than
11 .9
V
State Of
Charge*
1 00% Charged
75% Charged
50% Charged
25% Charged
0% Charged
Conventional
Lead-acid
1.265
1 .210
1 .160
1 .120
Less Th an
1 .1
00
*at 80° F
Yumacron
Type
1.275
1 .
225
1.17
5
1 .
135
Less T han
1.
1 15
NOTE: Subtract .0
1 from the specific grav i ty f o r electrolyte at 40 ° F and compare t hese values to t h e chart.
4.29 8 / 9 4
ENGINE ELECTRICAL
Battery Service
Load Test
NOTE: This test can only be performed on machines equipped with electric start. This test cannot be performed if the engine or starting system is not working proper l y.
A battery may indicate a fully charge condition on the OCV test and the specific gravity t est, but still not have the storage capacit y necessary to properly function in the electrical system. For this reason, a battery capacity or lo ad test should be conducted whenever poor battery performance is encountered.
To perform the test, hook a multitester to the battery in the same manner as in the OCV test. The reading should be 12.6 volts or greater. Engage the electric starter and view the registered battery voltage while crank ing the engine. Continue the test for 15 seconds. During this cranking period, the observed voltage should not drop below
9.5 volts. If the beginning voltage is 12.6 or higher and the cranking voltage drops below 9.5 volts during the test , replace the battery.
Refilling a Low Battery
The normal charge/discharge cycle of a battery causes .
the cells to give off gases. These gases, hydrogen and oxygen, are the components of water. Because of the loss of these gases and the lowering of the electrolyte level, it will be necessary to add pure, clean distilled water to bring the fluid to the proper level. After filling, charge the battery to raise the specif ic gravity to the fully charged position (1 .270 or greater).
Off Season Storage
To prevent battery damage during extended periods of non-use, the following basic maintenance items must be performed.
1. Remove battery from machine and wash the case and battery tray with a mild so lution of baking soda and water. Rinse with lots of fresh water after cleaning. CAUTION: Do not allow any of the baking soda solution to enter the battery or the acid will be neutralized.
2. Using a wire brush or knife, remove any corrosion from th e cables and terminals.
3. Make sure the electrolyte is at the proper lev el. Add distilled water if necessary.
4. Charge at a rat e no greater than 1/10 of the battery's amp/hr capacity until the electrolyte's specific gravity reaches 1 .270 or greater.
5. The battery may be stored eithe r in the machine with the cables disconnected, or on a piece of wood i n a cool place. NOTE: Stored batteries lose their charge at the rate of 1 % per day. They should be fully recharged every 30 to 60 days during a non-use period. If stored during winter
Specific Gravity of Electrolyte
1.265
1.225
1.200
1.150
Freezing Point
-75
0
F
-35
0
F
-1JO F
+50 F months, the electrolyte will freeze at higher temperatures as the battery discharges. The chart indicates freezing points by specific gravity.
1.100
1 .050
+180 F
+270 F
Charging Procedure
Charge battery with a charger no l arger than 1/10 of the battery's amp/hr rating for as many hours as needed to raise the specific gravity to 1.2
70 or greater.
WARNING: The gases given off by a battery are explosive. Any spark or open flam e near a battery can cause an explosion which will sp ray battery acid on anyone close to it. If battery acid gets on anyone, wash the affected area with large quant i ties of cool water and seek im mediate medical attention.
Battery electrolyte i s poisonous. It contains acid!
Serious burns can result from contact with the skin, eyes, or clothing .
ANTIDOTE:
EXTERNAL: Flush with water.
INTERNAL: Drink large quantities of water or milk.
Follow with milk of magnesia, beaten egg, or vegetable oil. Call physician immediately .
EYES: Flush with water for 15 minutes and get prompt medical attention.
Batteries produce explosive gases. Keep sparks, flame, cigarettes, etc . away. Ventilate when charging or using in closed space. Always shield eyes when working near batteries.
KEEP OUT OF REACH OF CHILDREN.
8/94
4.30
) o
c
ENGINE ELECTRICAL
Dyn
a
mic Te
s
ting of Electric Starter System
Condition: Starter fails to turn motor or motor turns slowly.
NOTE:
Assure that engine crankshaft is free to turn before proceeding. For this test a digital multitester must be used.
With tester on VDC, place tester black l ead on batRemove battery, test and/or service. Install a full y tery negative (-) terminal and tester red lead on batcharged shop battery to continue th e test. tery positive (+) terminal. Reading should be 12.6V or greater. Is it ?
No -+
Yes~
(A) Page 4.32
(Continue with left column)
Disconnect red engagement coil wire from start soleWith black tester l ead on ground, check for voltage noid. Connect black tester wire to an appropriate at large relay in terminal" c i rcuit breaker in and ou t ground and red lead to red harness wire at solenoid. terminals, and across both s i des (red and red/white)
Rotate ignition key to the start position. Meter of the ignition switch with switch on start. Repair or replace any defective parts. should read battery voltage. Does it?
No -+
Yes~
Reconn e ct solenoid, connect tester black lead to Clean battery to soleno i d cable ends or replace battery positive terminal and red tester lead to solecable . noid end of battery to soleno i d cable . Turn key to start position. The reading must be less than .1 V
DC. Is it?
No -+
Yes ~
(8) Page 4.32
Connect black tester lead to solenoid end of battery Replace starter solenoid. to solenoid cable and red tester lead to solenoid end of solenoid to starter cable . Turn key to start position. The reading must be less than .1 V DC. Is it?
No -+
Yes ~
( C) Page 4.32
Connect black tester lead to soleno i d end of solenoid C l ean solenoid to starter cab l e ends or replace to starter cable and red tester lead to starter end of cable . same cable . Turn key to start position. The reading must be less than .1 V DC. Is it?
No -+
Yes ~
(D) Page 4.32
Conne ct black t ester lead to start e r frame . Connect Clean ends of engine to battery negative cable o r red te s ter lead to battery negative (-) terminal. Turn replace cable. key to start position. The r e ading should be less than .
1 Is it?
No -+
Yes~
(E) Page 4.32
If all these tests in dicate a good condition, yet the starter st i ll fails to turn, or turns slowly, the starter must be remove for static testing and inspection.
4.31 8/94
ENG
IN
E E
L
E
CT
R
I
CAL
Electric Starter System Testing (Static)
Starter Motor S t atic Testing
IG N IT I ON
SW ITC H
I GN IT JON S W
SYS TE M
BR N-G R OUN D
8/94
IGNIT I ON WIRE COLORS
G TERMINAL BRO W G R OUND
B TERMINAL RED BA T TERY
M T ERMINAL - BLACK I GNIT IO N
S TERMINAL RE D/ WHITE STAR T ER
ALTERNA TO R
OUTPUT ~:
RECT I F IER
R ' - R ' W - -.
R
( C )
R
OFF RUN START
:: ~ :
B
R/W
I GNIT I ON SW ITCH
S
COLOR CODE
R
0
R ED
BRN
0
BROWN
BLK
0
B L ACK
Y
0
YELLO W
R/W
0
RE D W ITH WHITE T RACER
C I R CU IT BREAKE R
( 8 AM P )
",,"
,
/
/ -
-:::::
-----( 8 )
/ START ER R EL A Y
CH A SS I S GNO 1
I
I
~
I : -=-
B A TTER Y
1 -
Q
_____ __
_P :!~~ E _ G ~
J
I
I
I
,------( E ) _ _ ____ __ _
1 _
EN G I NE GND
-=
-
A-E See page 4.3
1
6. Remove starter motor and disassemble. Mark end cove r s and housing for proper reassembly.
7. Remove pin i on reta i ning snap ring, spring and pi nion gear.
8 . Remove brush end bus h ing du s t cover.
9. Remove housing throug h bolt s.
10. Slide brush end frame off end of starter . NOTE: The electrica l input post must stay with the field co il housing .
1 1. S li de positive brush springs to th e s id e, pull brushes o ut of their guides and remove brush plate.
12. Clean and in sp ect starter components. NOTE: Some cleaning solvents may damage the in s ul ation in the starter. Care should be exercised whe n selecting an appropriate solvent. The brushes must sl i de freely in their holders. If the commutator n eeds c l ean in g , use only an electrica l contact c l eaner and/or a non-metallic gr i t sandpaper. Replace brush assembly when worn to 5/16 " (.8 cm) or less.
Starter H ous ing and Field Coil Inspection
1 . Using a digital multitester, me asure res ist ance between starter input terminal and i nsulated brushes. The read i ng should be .3 ohms or l ess .
2. Measure resistance between i nsulated brushes and fi eld coil housing. The reading should be infinite.
3. I nspect insulated brush wire and fi e ld coil in sulatio n for damage. Repair or replace components as required.
Armature Testing
1. Using a digital multitester, m easure re sis t ance between each of the segments of the commutator . The reading should indicate .3 ohms or l ess.
2. Measure res i stance b e tween commutator and armature shaft . Reading sho ul d be infinity .
3. Place armature i n a growler. With the growler on , pos i tion a hacksaw blade lengthwise 1/8" (.03 cm) above armature coil laminate s. Rotate a rm ature 360 °. If hacksaw blade is drawn to the armature on any pole , the armature i s shorted and must be replaced.
4 .32
ENGINE ELECTRICAL
Electric Starter Reassembly and Reinstallation
(
Starter Reassembly c c
)
25
1 Field Coil Housing
2 Armature Assembly
3 Washer Kit
4 Field Coil
5 Pole Core Set Screw
6 Brush (+)
7 Brush Holder
8 Brush
H
9 Brush Spring
10 Brush End Frame
11 Brush End Bushing
12 Pinion Assembly
13 Pinion Stopper Set
14 Through Bolt
15 Dust Cover
16 Drive End Frame
17 Drive End Bushing
18 Screw
19 Spring Washer
20 Engine Mounting Bracket
21 Stud
22 Nut
23 - Spring Washer
24 - Washer
25 Ring Gear
26 Solenoid
27 Nut
28 Spring Washer
29 - Washer
30 Bolt
31 Engine Mounting Bracket
32 Bolt
33 Nut
34 Spring Washer
35 Washer
/ '
.
.( ~~
V
27
2. i ~ ~ \\
\ \
27 28 27
28 29
1. Slide armature into field coil housing.
2. Lightly gre ' ase drive end bushing and install drive end frame on armature.
3. Mount starter vertically in a vice with brush end up.
4. While holding negative brushes out against their springs, sl i de brush pl ate down onto the commutator.
5. While holding positive brush springs to the side, s lid e pos iti ve brushes into their holders and correctly position the springs on top of the brushes.
6. Using a non-petroleum grease, lu bricate brush end bushing and s lid e it onto end of armature.
7. A li gn threaded holes in brush plate and install dust cover and screws.
8. Reinstall through bolts and properly tighten all screws.
9. Lightly grease pinion shaft and install pinion, spr i ng stopper and snap ring.
Starter Solenoid Bench Test
It is difficult to test the high amp side of the solenoid accurately on the bench. The only test which can be done on the bench is the pull in coi l resistance, which shou ld read 3.4 ohms.
Starter Reinstallation
1 . Pos i tion starter motor so there i s no less than .1 00" clearance between the ring gear and the starter motor pinion gear.
2. Torque 8mm drive end mount bolts to 15 ft. Ibs. (2.07 kg/m).
3. Torque 6mm brush end mount bracket to eng in e bolts to 5 ft.lbs.
(.69 kg/m).
4. T orque through bolt mount bracket nuts to 30-42 in. Ibs .
4.33
\
Starter Pinion
Gear
8 /94
o o
Electrical Fuel Injection
Section 4
4.34
ENGINE ELECTRICAL
EFI Introduction
and
Operation
ROM
Identification
I
Charge Coil Test Specifications
Model System
Type
I
ROM 10 ROMPN Battery Charge Coil Tes t
Position/Resistance
G to G/W .3 to .5 ohms 1990 RXL
1991 RXL
1991 500
1992 RXL
1992500
1993 RXL
1993500
1994-1995 RXL
1994500
1995500
1993-1995 RXL
II
I
I
II
I
II
I
II
II
II
1 990 V2
FSM 582
FSM 752
FSM 582
FSM 752
FSM 583
FSM 762
FSM 581
FSM 782
1995500 V1
1995650 V1
Contact Service
Dept.
404 0032
4040033
4040032
4040033
4040036
4040037
4040044
4040043
4040051
4040057
G to G/W .3 to .5 ohms
G to G/W .3 to .
5 ohms
G to 8/W .2 to .4 ohms
8/W to G/W .
2 to .4 ohms
G to G/W .
3 to .5 ohms
G to 8/W .
2 to .4 ohms
8/W to G/W .2 to .4 ohms
G to G/W .2 to.4 ohms
G to 8/W .2 to .4 ohms
81W to GIW .2 to .4 ohms
G to 81W .2 to .4 ohms
81W to GIW .2 to .4 ohms
G to 81W .2 to .4 ohms
81W to GIW .2 to .4 ohms
G to 81W .2 to .4 ohms
81W t o GIW .2 to .4 ohms
Optional ROMs for specia l app lic ations
ROMID
1992500 V2
Part Number
4040038
1994650 HE1 4040042
Application
1991-1992500
1993-1994 RXL
Description
For repeated l ean failures and lean starts.
For high e l eva ti on lean drive away . Ca li b r ated for ethano l.
NOTE: FSM 581 and 1994650 HE1 can be used for 1991-1992 RXLs, but may experience rich mid-range and reduced fuel economy.
The machines equ ipped with Po l aris Electronic Fuel Injection (EFI) have many advantages over the normal carburetor equipped models. The most noticeabl e improvements wi ll be ease of throttle operation, better cold weather starting and improved cold engine drive away. The EFI system also compensates for temperature and altitude, and with minor adjustments will perform well over a wide range of temperatures and altitudes.
To assist technicians in troubl eshoo ting and understanding the EFI, we have divided it into three separate systems. The following is a short description of these three systems:
System I is battery, battery charging, and how the EF I is powered up or ene rgized.
System" i s fuel handling, fuel filtering, and fuel pressure regulations.
System'" is electronics contro l, which includes the Electron i c Control Unit (ECU), ECU inputs from various sensors , and control of fuel to the cylinders by injector operation.
The following information i s a more detailed explanation of the three systems. It's very important during diagnosis that each of these systems be checked. Failure to do so may result in a re occurrence of that particular problem.
Basic Operation - System
I
Battery, Battery Charging and Powering
Up
The battery is the heart of the EFI system, its condition is critical to all EF I function s. Long off-season storage periods, the high vibrations and extreme temperature variations which are encountered in snowmob il e applications make periodiC battery inspection and service essential.
Some Polaris EFI systems have an alternator or charging system which will produce just enough output to maintain the EFI system (1990-1991 RXL). If the battery is partially shorted, or if connections offer any high resistance, the result might be a lean fuel condition.
4.35 8/94
ENGINE ELECTRICAL
Electronic Fuel Injection Data
EFI models have two separate alternators or charging systems. One is used for li ghting and accessories, the other for battery charging and EFI operation. The battery size and alternator size have been designed to provide adequate output for the EFI system. If your sled is equipped with electric start, a larger battery will be required to provide adequate cold cranking amperage.
CAUTION: At no time should any accessories be added to the battery or battery side of the charging system. To do so may overload the system, discharge the battery and cause substandard EFI operation.
To power up or turn on the EFI system, we have utilized different methods. To exp l ain properly, we have to talk about the two basic EFI types:
TYPE 1- The Type I system is used on all RXLs. To power up requires both key and auxiliary switches to be in the
"Run" position. At that time, a circuit is completed between the battery positive terminal and the brown relay which passes through the switches and the circuit breaker. The brown relay then connects the battery directly to the
ECU via the fuse link, causing the ECU to begin to function. The ECU connects itself to the battery via the self shut-off relay, which serves to maintain power to the ECU for approximately ten minutes after power is cut off by the key or auxiliary switches . The ECU is kept on for a short time in order to help prevent flooding of the engine during a restart a short time after the engine has been shut off.
When the ECU is first powered up, the fuel pump will run for approximately five seconds in order to build up fuel pressure in the rail. If the engine is stopped by the switches and then restarted within the ten minute period, the fuel pump will not repeat the five second run, since the E CU was kept powered up by the self shut-off relay.
If the engine is stopped or dies with the switches in the "Run" position, the ECU will remain powered up until the battery i s drained.
TYPE 11The Type II system is used on a ll 500 EFI models. The 1991 and 1992 models power up differently than
. the 1993 and later models. The Type II system is similar to the Type I system in the way that it maintains power to the ECU after the engine stops , but is different in the way that it powers down . The Type I system depends on the operator to turn off at least one of the switches before the ECU will power down. The Type II system will power down regardless of the position of the switches in the event that the engine stops unexpectedly. This preserves battery power.
1991 And 1992 Model Type II Systems
These systems use a "READY" light on the dash panel to indicate that the ECU is powered up and "ready" to go.
Power to the system does not pass through the auxiliary switch as it does on the Type I system . This switch only grounds the ignition system lik e those on carbureted engines. Power to the system i s supplied primarily through the self shut-off relay and the key switch.
The key switch has three positions: OFF, RUN, and SYSTEM RESET/START. In the OFF position, the ignition is grounded. In the run position, the switch does nothing. It is not connected to any wire in this position . The
SYSTEM RESET/START position is spring loaded, so the switch returns to the RUN position when the operator relea ses it. In the SYSTEM RESET/START position battery power is connected to the ECU via the fuse link, allowing the ECU to initialize and connect it self to the battery using the self shut off relay. When the key switch is allowed to return to the RUN position, the ECU is powered only by the self shut-off relay.
If the engine is stopped the ECU will remain powered by the self shut-off relay for a period which varies with engine temperature. If the engine is warm the ECU will power down a l most immediately. If the engine is cold it may stay powered up for as long as five minutes. The key on ly needs to be turned to the SYSTEM RESET/START position if the "READY" light is not on.
1993 And Later Type II Systems
These systems are similar to the earlier Type II systems in func tion, but do not have a "READY" light or a SYSTEM
RESET/START position on the key sw itch. The key switch on these models only grounds the ignition in order to stop the engine. There is no battery power connected to the switch in these models, unless electric start is used.
This system uses and Alternator Controlled Switch (ACS) to power up the system . It is mounted on the battery box and also houses the voltage regulator/rectifier. This device senses the rotation of the crankshaft by recognizing output from the engine's alternator. It then connects pow er to the ECU just as the earlier Type II system does when the operator turns the key switch to the SYSTEM RESET/START position. This system eliminates the need for a
"READY" light and a complicated key switch. The operator simply pulls on the rope and the system powers up automatically.
8/94 4.36
-
J t
ENGINE ELECTRICAL
Battery Maintenance and Testing
Battery Maintenance And Testing
Battery maintenance is of the utmost importance to ensure satisfactory EFI operation. Partially shorted batteries can cause an additional load on the charging system and in turn l eave the EFI system with too little to supply the relays, ECU, fuel pump, injectors, etc.
When this type of machine enters your service area, be sure to thoroughly clean, inspect and test the battery . c c
CAUTION: It is extremely important that the battery condition and state-of-charge be maintained at the high est level possible or serious performance and driveability problems will arise. Battery testing procedures are covered below.
Off season storage for snowmobiles, especially EFI equipped machines, requires the battery to be removed. In the summer months we find higher temperatures and higher levels of humidity. These conditions, along with a small drain applied from the EFI system will in a very short time discharge the battery. Once the battery is discharged, the plates will become sulfated (turn white), and the battery will no longer accept a charge. Batteries which are not disconnected, removed and kept charged will need to be replaced at the beginning of each season.
Never substitute any battery of lesser quality when replacement is required. Batteries may be maintained by using the Polaris Battery Tender PN 2871076.
Battery Service
Conventiona l battery service techniques apply to this battery. Maintain the specific gravity of the electrolyte to between 1.270 and 1.300
. The open circuit voltage must be maintained to between 12.7 and 12.9 volts DC (at room temperature), at lower temperatures lower values may be OK. Voltage readings should always be taken with a fluke meter. The select monitor wi ll place aload onthe battery and on Type I units the monitor will incorrectly read the low volts (less than 10).
Battery Charging System Testing
1. Adjust digital meter to DC volts and check battery voltage . Remove the battery. Service and test as outlined earlier
Must be 12.4 volts or more (no load). If the select monitor is in the engine electrical section. Before continuing, the bein9 used, the battery has been placed in a load and battery must be in good serviceable condition and fully readings will be approximately .
2 volts lower. Also, the select charged. IMPORTANT: Rep l ace battery if que s tionable . monitor on some models will not read accurate voltage below
12.0 and therefore shou ld not be used. Does DC voltage read correctly?
Yes - See Block 2
No-+
Yes ~
2. Start engine and increase to at least 4000 RPM . Battery Check battery charging coil. Disconnect coil leads. voltage should increase to 13.6 to 14.6 volts. NOTE: If battery is low on charge, the reading wi ll be low. A fully
Reference specifications for ohms values and connections. NOTE: These coils are open to ground, charged battery will reach the higher number more quickly. Is between any wire and ground should show open circuit. voltage reading correct? AC amperage testing will show approximately 7 amps at
No-+
Yes~
4000 to 6000 RPM . Are tests OK?
Yes See B l ock 3
No~
3 . Charging system is testing OK . Check for any possible loose connections between rectifier, regulator and battery.
Are there any loose connect ion s?
No~
Replace lighting coi l and/or flywheel. Re-test system.
See Block 1.
4. Replace regulator rectifier and re-test system.
4.37 8/94
ENGINE ELECTRICAL
Power Up Testing - Type
I
RXLs
Reference correct wir in g diagram in chapter 3.
1 . Check battery voltage. Must be 12.2 or higher. fluk e m ete r . Does it read correc tly?
No -+
Yes!
Use d igi tal Charge, serv ice, test and / or replace battery.
2. Check EF I brown r e lay. Y/BK w ir e shou ld read 1 2 .
2 volts Check circu it br eaker, key s witch, kill sw itch, connect i ons or mor e with sw itch es turned on . Does it read correctly? and wires. Check relay ground black wire.
No-+
Yes!
Replace relay and r epe at tests. 3. Check brown re l ay. Relay s hould connect RIY from fuse link to R/BK ( EC U) and R/BLU (select monitor). Does it ?
No-+
Yes !
4 . Check self shut-off relay and wires from r e l ays to ECU .
Are test s OK?
No-+
Yes!
5. Replace ECU.
Replace wires and/or relays.
8 /94 4.38
ENGINE ELECTRICAL
Power Up Testing - Early Type II, 1991-1992 500's
c o
1. Check battery voltage. Must be 12 .
2 or higher. digital fluk e meter. Is voltage OK?
No-+
Yes!
Use a Charge, serv ice and test battery; or replace battery .
2 . Check voltage between ECU Orange wire and Check fuse link, key switch RlGR to RfIN, and all wires and ground, and between Y/Blk and ground. With key switch connections between battery to fuse link; fuse link to key in the spring loaded position, voltage shou ld read 12.2 or switch, key switch to ECU. Are connections and components higher. Is voltage OK? OK?
No-+
Yes!
Yes - See Block 3
No!
3. Test self shut-off relay and circuits to relay. Are circuits and relay OK?
No-+
Yes!
Repair and /or replace components or wires as needed and retest.
4. Replace ECU and retest system. o
". c
4.39
..
8/94
ENGINE ELECTRICAL
Power Up Testing - Late Type II, 1993 to Current 500's
1. Check battery voltage using digital fluke meter. Must read Charge, service, and test battery; or replace battery .
12 .
2 Qr higher. It voltage OK? Continue testing if needed. See battery service.
No-+
Vest
2. Check voltage to ECU R1GN Pin #106. Should be 12 .
2 or Check circuit from battery through circuit bre a ker and to higher. Is voltage OK? ECU . Repair and/or replace faulty wiring or
No-+ components. Continue to step 3.
Vest
3. Check voltaQe to ECU O/BK wire Pin #11 . Should be 12.2 Check for signal from battery charge coil to ACS G GW volts while engine is being turned over. Is voltage OK? wires. Is signal OK? Repair circuit if necessary .
No-+
Vest See Also Block 5 No - See B
Vest l ock 4
4. Check battery charge coil and connecting wires. coil and/or repair wires. Continue tests.
Replace Check for volta~e from batterx to ACS.
Is circuit OK? epair circuit I f needed.
Vest
Replace ACS. I s system now OK?
Not
Replace ECU and retest.
Repair relay circuit. 5. Check self-shut off relay and circuit, OK?
No-+
Vest
6 . Replace ECU and retest.
8/94
4.40
Fuse
Link
The fuse link i s the circu it protection device in Ty pe I and 1991-1992 Type II e l ectr i ca l system. Should a system over l oad such as a dead short occur, the fuse wire will open the circuit preventing further damage. If this link should open, find and correct the problem and then replace the fuse link. Never attempt to replace the fuse link with a conventional fuse . Use only an
OEM fuse link. c c
Service of the fuse li nk is limited to verification of whether or not the wire is continuous. Remove fuse link from machine and use an ohmmeter to determine resistance value of wire between p lu gs . Resistance values of l ess than .5 ohms in dicate a good wire.
Values greater than that will necessitate link replacement. Current models will use a self setting circuit breaker.
Relay Coils
The system relay coils are mounted on the front side of the right footrest assemb ly on Type I and
1991 -1992 Type II systems. The relays for later model Type II systems are mounted on the ECU.
Their function is to control a major current carrying c ir cu it with a sma ller, low current carrying control circuit. When the ECU or ignition switch closes the low current poil circuit within the relay, the magnetism in the coil cI ~ ses the contact pOints, allowing current to pass through the relay and power up to the ECU, fuel pump, etc. Both system types incorporate two blue r elays, one
I ontrolling the fuel pump and the other the self shut-off time delay relay. The Type I system also uses a bro n relay to control the main power input to th e ECU. n 1993 and later model Type II systems, the relays a e black .
Service to relays is limited to measuring pull-in coil resistance and measuring volt drop across contacts.
The coil resistance should be between 65 and 70 ohms measured between the two pins marked coil on relay base. When relay is energized, volt drop across relay contacts should be less than .1 vDC, measured in parallel with relay. On the bench, the relay can be checked by hooking the marked relay coil terminals to a 12v battery and checking resistance of relay contacts. The resistance must be less than .2 ohms. o
1993 and later Type II style EFI relays are tested by placing 12 volts to contact left side as shown in the diagram to the right. Measuring volt drop across contacts .1 vDC. Measure resistance of right side contact. Th is should be 100 ohms ± 10%.
4.41
Left
ENGINE ELECTRICAL
Power Up Component Testing
BLUE BROWN
Bottom
Right
100 ohms
±10%
8/94
ENGINE ELECTRICAL
Alternator Controlled Switch "ACS"
Shown i s the (ACS) for the 1993 to current 500 EFI systems. The ACS controls voltage from the alternator by rectifying from AC to DC voltage current to charge the battery. It also supplies the ECU with a
12vDC battery voltage signal to indicate that the engine's crankshaft is turning. The ACS eliminat e s the need for the "Ready" light system reset as used on previous 500 EFI models. NOTE: Even if the key switch and kill swi tch are in the "off' position, the ACS will power up the system if the crankshaft is turned.
(See also page 4.40
, Power up testing.)
Test Procedure
With ignition in the on or run position, crank engine over slowly . You will hear the fuel pump run for approximately five seconds. This tells you the ACS is working . If the fuel pump doesn't work when cranking, disconnect ECU wire harness and reconnect to reset ECU. Crank engine again. If fuel pump won't start working, unplug the harness at the ECU and check Orange/Black wire PIN #11 on the ECU harness. Battery voltage should be present when cranking engine. NOTE: You can also use the select monitor to determine if the ECU is getting power. If the select monitor display lights up, then the ECU is getting power, check the ACS wire at the ECU plug.
CAUTION: Take care not to distort the pin with your tester lead. If no voltage is present, reset ECU and check
Orange/Black l ead at ACS unit. If no voltage is present, check for alternator output or loose connections. If alternator output is OK, replace ACS.
NOTE: 1994 to current sao's will use a five wire ACS LR36 . The extra wire is for a center tap alternator.
\
Cold Starting
Whenever the engine is being cold started, the ECU will select a specia l "start-up" mode. This will occur any time the engine is being cold started; for example, any Type I system which has been "key off' long enough for the self shut-off timer to power down the system, or a Type II system which has had the engine stopped long enough for the ready light to go off. After turning on the ignition key to reset the system , the fuel pump will run from three to five seconds to pressurize the system. When the ECU sees the first ignition pulse it provides a longer than normal
"prime" pulse to the injectors to inject enough fuel into the engine for starting. On 1993 and later Type II systems, ther e is no ready light or ignition key reset. The pump mayor may not run for the 3 5 second period depending on how long the engine has been off. In all systems, the "prime" pulse only occurs if the pump runs for the 3-5 second period.
Once the engine is running the ECU provides a rich cold engine mixture while the eng ine i s warming up. It uses the engine temperature sensors as an indicator of when the engine is warm enough to start decreasing the fuel to air ratio. If the key i s turned off, the ECU provides power to the se lf shut-off relay for from ten seconds to ten minutes, depending upon the system type, and will not repeat the fuel system pressurizing and prime pulse during that time.
Once the self shut-off sequence has expired, the engine will have had sufficient time to cool and the ECU will again repeat the cold start sequence.
In Type I systems only, during times of severely hard running or in very warm weather if the engine crankcase shou ld approach a temp erature which might result in engine damage the ECU will provide additional fuel to the e ngin e for coo ling . When the crankcase temperature sensor indicates a temperature of approximately 100°C, the
ECU will lengthen the pulse time and cause an over-rich condition which will cool the engine. As soon as the eng ine temperature returns to normal, the ECU will return to the original map.
If the engine should become flooded during starting, it can be c leaned out by holding the throttle wide open while turning the engine over. If the engine is not running , and the throttle is open more than 60°, no fuel will be injected.
The engine will start and will begin receiving fuel from injection when the engine exceeds 800 RPM, or when the throttle position goes under 60 ° . The engi ne should then clean out and run normally.
In Type II systems , the engine i s protected against overheating by the engine coolant sensor. If the engine coolant reaches a threshold (85°C 1993 and later, e l se 1 OO ° G) the 'temp" light on the dash will begin to flash. If the engine coolant temperature continues to increase, the light will begin to blink fa ster. When the light blinks fast, the ECU adds fuel to enrich the mixture and to help prevent engine damage. The fuel will continue to be added until the light stops blinking.
8/94 4.42
ENGINE ELECTRICAL
Basic Operation
-
System
II c
The fuel system consists of all the parts responsible for storing, cleaning, delivering, pressurizing and injecting fuel into the engine. They are: fuel tank, fuel pick-up, fuel hose, primary filter, fuel pump, secondary filter, fuel rail, injectors, throttle bodies, pressure regulator and fuel return hose. Tracing the path of fuel through the system, fuel is picked up from the bottom of the fuel tank by the fuel pick-up hose and filter. It then travels through a hose to the primary 75 micron filter, located under the carb air box. Once leaving the primary filter, it travels to the electric fuel pump, located under the mag end throttle body. The electric fuel pump is responsible for the movement of t h e fuel in the entire system. The fuel pump is connected to the battery by a relay. The pump runs continuously whenever the engine is started. Also located at the outlet end of the pump is a check valve. This valve holds · pressure in th e system when the pump has stopped. c
Injector Side View Cross Section
Injectors,
Screen on inlet
Pressure
Regulator
/ Return Line
Fuel Rail c
Throttle Bodies
Weighted Pickup and Screen
Screen on
Inlet End
Check
Valve
Outlet End
After leaving the pump, the fuel goes through the secondary 10 micron filter for further purification. The secondary filter is located under the mag end thrott l e body. As you can see, cleanliness is essential to the operation of the system, and its importance cannot be overstressed. The fuel is then stored under pressure in the fuel rail, ready for discharge into the throttle bores. It is necessary to provide consistent pressure and to maintain a specific pressure in the rail. This is accomplished by the pressure regulator. The pressure regulator is pre-set to maintain rail pressure at a desired or specific pressure. Any pressure greater than the set pressure is relieved or returned to the tank by a return line.
4.43 8/94
ENGINE ELECTRICAL
EFI Fuel System Maintenance and Testing
Tank, Hose And Filters
The fuel tank i s the reservoir for the fuel. It contains a flexible ho se with a weighted pickup and a course screen which drops to the lowest part of the tank regardless of machine attitude. Fuel trav~ls through the urethane fuel hose to the primary 75 micron filter located under the airbox and then to the fuel pump.
From the pump the fuel hose changes to a reinforced rubber hose which carr i es fuel to the secondary 10 micron filter located under the throttle bodies, and then to the fuel rail.
STANDARD FUEL HO SE
REINFORCED
PRIMARY FILTER
The fu e l tank, hoses and filters require little, if any, serv i ce. Periodically inspect tank and ho se condition. Assure that the pickup is clean and properly position ed and vent tube is properly routed and not kinked or pinched.
Replace any hose showing signs of deterioration. Replace primary a nd secondary filters at 5000 mile (8000 km) intervals, every two years, or more often if contamination of any kind i s present in the system . Use OEM parts only.
If for any reason, at any engine RPM, the fuel system shou ld fail to deliver a suff icient quantity of fuel to meet engine requirements and have some fuel returning to the tank, the fuel ho ses must be checked for obstructions and/or the fuel filters replaced . If the problem does not rectify it se lf, proce ed to fuel pump testing.
CAUTION: Whenever inspection reveals worn, damaged or defective parts, replacement is nec essary in order to avoid serious damage to the machine or injury to the operator.
Fuel Pump
The electric fuel pump is located on the bulkhead underneath the mag end throttle bore. The 12v pump receives fuel from the fuel tank, then sends it through the small strainer in the pump inlet nozzle, through the roller vane type pump, through the outlet check valve and on to the injector rail. The pump is completely filled with fuel during operation. This provides cooling, corrosion protection and lubrication.
CAUTION: Never run the pump without a sufficient supply of fuel or pump damage will result. The pump is cooled and lubricated by fuel.
Outlet t
Armature
Pump
Stra in er
The pump outlet pressure can reach as much as 70 psi. It is r egu lated however to 35 to 37 psi by the fu el rail pressure regulator. Located near the outlet end of the pump is a check valve. The pressure regulator a l so acts as a check valve. There will be high pressure fuel between these two valves.
The fuel pump is a sealed unit. No internal repair of the pump components can be performed. Pump condition can be verified by an amp draw test, an output volume test and an output pressure test.
Amp Draw Test: Install a DC ammeter in series with the purple pump power f eed wire. The draw should be 2.5 amps. A draw at or s lightly less than that value indicates the pump is electrically sound. No draw indicates either no power present or an open circuit in either th e pump or its ground. A draw greater th an that value indicates either a stuck or defective pump. A pump which i s stuck due to long periods of non-use can occasionally be freed by striking with a so ft face hammer. If this does not free the pump, it must be replaced.
Output Volume Test: The output volume of the fuel pump and delivery system can be verified with an output volume test. To perform test, start machine and make sure delivery side of system is filled and pressurized to the pressure regulator. With machine turned off, disconnect fuel return hose and place it into a 200 milliliter graduated container. Activate ECU to cycle pump for approximately five seconds. The measured output during this time period should not be l ess than 90 to 100 milliliters. NOTE: Battery voltage le ss than 12 .6vDC or restrictions in the fu e l lines or filters will cause output to be less than recommended amount.
8/94 4.44
J
, *.
c
Output Pressure Test: In s tall EFI fu e l System pressure tester ( PN 2870982) in fu e l lin e on PTa end of rail. NOTE: Use caution when remov in g hose. The rail may contain pressurized gas if eng ine h as been recently run. Activate dealer mode using select monitor service harness plug, by connecting gray and black test loads together or by jumping gray and black wire terminals at diagnostic plug, then turning on ignition sw itch . With pump running, system pressure should be between 35 and 37 psi. A pressure reading of higher than normal indicate s a faulty pressure regulator or an obstructed fuel return hose. A pressure reading lower than normal indicates a faulty pressure regulator, a bad pump, or a restriction in fuel hoses or filters between tank and rail. If pressure starts out normal and then gradually lowers, suspect the fuel tank vent and/or any of the fuel filters or ho ses which may restrict fuel delivery to the pump.
Fuel pressure can also be checked with the gauge in place and with the engine running. P r essure should be checked at both idle and at operating RPM. A plugged filter may show good pressure at i dle but restrict flow at operating RPM.
Fuel Rail
The fuel rail is the fuel distribution manifold for the in jectors. The injectors slip into fittings on the underside of the ra il which are sea l ed with a-Rings around t he injectors. The rail stores fuel under pressure so that simp l y opening the injectors will allow fuel to pass from the fuel rail through th e injectors and in to the throttle body. Pressure in the fuel rail i s controlled by the pressure regulator.
The fuel rail r equires littl e if any service. Periodically in spect seal between rail and inje ctors and rail and regulator. If any l eakage exists, replace a-Rings and recheck for leaks.
Return Hose
The return hose runs between the bottom of the pressure regulator and the top of the fuel tank. It provides a path for excess fuel from the fuel rail to return to the fuel tank. If this hose shou ld become obstructed in any way, the excessive fuel pressure in the rail will cause a rich operating condition.
Pressure Regulator
The fuel pressure regulator i s mounted o n the opposite end of the fuel rail from where the fuel enters.
Its function is to maintain a consistent fuel pressure within the rail by allowing pressure above the desired level to bleed off the rail , through the regulator, and back to the tank by way of the return hose. When the fuel pressure on the bottom o f the regulator diaphragm reaches between 35 and 37 psi, it overcomes the spring on the other side of the diaphragm and pushes it up. This opens the valv e to the return ho se , a ll ow ing fuel to escape and maintaining a specific pressure.
4.45
ENGINE ELECTR ICAL
Fuel System Maintenance and Testing
8/94
ENGINE ELECTR
IC
AL
EFI Fuel System Maintenance and Testing
The regulator can also vary pressure consistent with engine load, atmospheric pressure, etc. A manifold pressure tube runs between the mag end throttle body and the top of the diaphragm. As the throttle is opened, the pressure in the throttle bore rises. This additional pressure enters the cavity above the diaphragm, assisting the regulator spring and raising the pressure in the rail, allowing more fuel through the inj ectors while they are open due to the higher pressure. The opposite i s true during deceleration.
High engine vacuum while the butterflies are closed is applied to the top of the diaphragm, allowing the fuel to compress the spring and open the regulator valve at a low er pressure. These pressure changes are very small and tend only to maintain a specific pressure differential between the throttle bores and the fuel rail, and not to vary mixture ratios while driving .
In add ition to checks made under fuel pump service, the pressure regulator span can also be checked.
With a fuel pressure gauge on the fuel line and a
Mity-Vac™ pump (PN 2870975) installed on the regulator, activate the system the same as was done for the fuel pump check . The fuel pressure at atmospheric pressure should read between 35 and 37 psi; with five inches of vacuum it should be between
33 and 35 psi; with ten inches of vacuum it should read between 30 and 32 psi; and with five pounds of pressure it should be between 42 and 44 psi.
Consistent readings outside the span indicate a bad regulator, bad hoses or fi lt er, bad fuel pump, or an in accurate test gauge. Verify the problem and correct it before any additional work is done to the system.
Injector
The injector i s an extremely close tolerance solenoid type valve which opens and closes electrically. It allows fuel to pass from the fuel rail through the injector body and into the throttle body. The quantity of fuel is controlled by the l ength of time each injector is open, and constant fuel rail pressure.
Fuel
Filter
8/94 4.46
ENGINE ELECTRICAL
EFI Fuel System Maintenance
a
nd Testing
c
1 . Check battery voltage. Must be 12.2 or higher and be capable of handling pump load. If not, the fuel rail pressure test will below.
No -+
Yes~
Charge, serv i ce, test and/or replace battery. See battery service section .
Connect fuel pressure gauge and test as earlier outlined . Must read 35 to 37 psi.
Pressure reading high -+
Pressure reading low ~
Check for pinched or kinked pressure regulator return line . Is l ine
OK?
No-+
Yes ~
Replace pressure regulator . Inspect pump pickup lines, filters and volume test pump. Is volume OK?
No -+
Yes~
Replace pump.
\
•
C l ean or replace r e turn lin e.
NOTE: It is very important to inspect fuel tank pick up screen and tank for f l oat i ng p l ast i c partic l es. It's possible to have particles collect around screen as pump is running and float away after pump has stopped runni n g. o c
4.47 8/ 9 4
ENGINE ELECTRICAL
EFI Fuel System Testing
Injectors cannot be disassembled for service or cleaning. If a cylinder is not functioning properly and fuel supply is suspected as the cause, determine if an injector problem exists and whether it is mechanical or electrical. Switch the harness l eads from the inje ctor in question with an adjacent injector. If the problem moves to the adjacent injector, then it is electrical (see inj ector electrical service). If the problem stays with the same injector, then the problem i s m echanica l and injector replacement i s necessary. If one of the cylinders fills with fuel after shutdown and the rail empties, remove airbox, open throttles, install a 1" (2.5 cm) wide strip of cardboard above butterfly and close throttles. Turn on ignition to pressurize rail. Wait two minutes and remove cardboard. Some wetting is OK , but a soaked cardboard indi cates a defective inj ector. Some of the mechanical problems which will ne cessitate injector replacement are internal and external leakage, partial or total fuel blockage, open injector coil, and physical damage to the pintle and pintle case.
Throttle Body
The throttl e body assembly replaces carburetors in a fuel injected type engine. It consists of one throttle bore unit for eac h cylinder which has the air flow controlled by a butterfly type throttle shutter. On top of each unit one injector is held in place by the fuel rail.
The throttle position sensor is mounted on the mag end of the throttle body assembly. Engine idle RPM is controlled by th e throttle stop screw mounted between the mag and center throttle bore units.
Synchronization of the throttle assembly is accomplished by synchronizing adjuster between each pair of throttle bore units.
THROTTLE STOP REGULATOR
Since each cylinder and throttle bore operates independently and the only common factor is that they all get the same quantity of fuel, it may be necessary to periodically synchronize the throttle butterflies to coordinate the fuel/air quantities. This is best accomplished by removing the throttle body and visually synchronizing the butterflies on the bench.
Procedure
Loosen synchronizer jam nut between mag and center cylinder. Turn adjuster until center and PTa butterflies are farther open than mag s ide. While shining a flashlight into bore on engine side , view through air box side of mag throttle bore. Back out throttle stop screw until butterfly just closes at top of bore (no li ght shining through). Moving flashlight to center bore, adjust synchronizer until center butterfly just closes at top of bore. NOTE: Make sure the
PTa butterfly does not hold the center open while adjusting .
Once center and mag butterflies are set to a just c lo sed position, synchronize PTa butterfly the same way by adjusting synchronizer between center and PTa throttle bores until PTa butterfly is just closed. Open and close throttle three or four times by pulling up on cable attaching point on throttle shaft. Recheck all three butterflie s to verify synchronization and readjust if necessary. Make sure that all synchronizer jam nuts are tight. Reinstall throttle body assembly on engine. The method for adjusting the throttle position sensor will be discussed under
TPS. .
NOTE: The same procedure can be used on twin cylinder engines .
8/94 4.48
ENGINE ELECTRICAL
System III Electronics Operation
c
The Electronic Contro l System is the mixture control part of the sys tem . It uses sensor inputs to control the fuel/air ratio . Th e illu s tration shows the components of the basic E lec tr onic Control System.
Senso r s (Input s )
(Three Cylinder System Shown)
Twins have 2 injectors
Injectors (Outputs)
ECU
Drop Resistor
(Type II Systems Only)
In From
Battery
L......,,.....-----I
Output
D
0 0
DO
Select
Monitor c
Th e elect ronic contro l unit de liv ers a low voltage signal to eac h sensor. Depending on variations in air temperature, throttle position, etc., each sensor will vary the a mount of that signal passing through it to ground depending on its position and temperature . T h e ECU reads the inform a tion and from that determines what the actua l air temperature, throttle pOSition, etc. i s. This inform a tion is then plotted on a map which i s pre-programmed on the PROM (Programmable Read Only Memor y) or "chip" . Based on the two primary inputs;
RPM (x) and thrott l e position (y), the ECU can select a spec i fic inj ecto r open time (z). This value is the distance between the base plane and the map at the point where x and y cross. Th e valu e is converted to milliseconds and referred to as pulse width. c
S imu l ated prom map
Pulse Width
(in milliseconds)
(z) o
RP
M
(x)
Throttle Position
(y)
4.49 8/94
ENGINE ELECTRICAL
System III
-
Electronics Operation
Input from the other sensors either adds to or subtracts a percentage from the pulse width to tailor the fuel/air ratio for the specific altitude, air temperature and engine temperature. See illustration.
)
Leaner for warm air temps, high altitude etc.
]
Richer for low altitude, cold engine, cold inlet air, etc.
[J .
....... Pulse Width Z
. /
. /
"
. / ........
"
........
Throttle Position Y
)
The illustration below depicts pulse widths in milliseconds output by the ECU. Figure A shows a situation where the air temperature is low, the machine i s at low altitude with a cold engine, wide open throttle and high RPM.
The ECU determines the engine's fuel requirements and selects a relatively long pulse width which allows more injector open time for fuel to enter the engine.
Figure A
ON r - - - - - ,
I
OFF
Long Pulse Width (i.e. High RPM, Cold Temps .
, Low Altitude, etc .
)
Figure B ON
OFF n n
' - - - - - - - '
Short Pulse Width (i .e. Idling, Warm Temps., High Altitude, etc.)
)
If the same engine were at high altitude on a warm day at low RPM and throttle settings, the ECU would select a pulse width closer to Figure B, indicating a shorter injector open time and l ess fuel entering the engine. In this way the system can ultimately vary the mixture for all temp eratures , loads and altitudes by varying the amount of time the injectors are open per revolution.
8/94 4.50
ENGINE ELECTRICAL
System III - Electronics Testing
c
Select Monitor
The select monitor (PN 2870969) is designed to provide easy, accurate diagnostic and service information to the technician. When installed on the machine it will provide both dynamic and static displays of the function of critical fuel system control components. It also has the ability to display the contents of the ECU memory. With this tool, electrical service of the EFI system should be quick and easy.
Remove protective plug from diagnostic plug in machine harness next to ECU. Connect select monitor to in str ument harness, to service harness, and to diagnostic plug in. Install program cartridge into select monitor. Turn on ignition switch and place handlebar kill switch into run position. Turn on select monitor switch . On most models the monitor display will now li ght up.
NOTE: On 1993 500 models, it is necessary to connect the Red/Yellow and Yellow/Green wire in the
5 pin electric start coupler with a jumper wire to maintain power to the ECU and se lect monitor. Type I models will stay powered up with switches on. On
Type II sys tem s, the time will be limited unless the engine is running. On 1994 and later models, the ECU will remain powered for approximately one minute at room temperature and above.
There are two ways to search for information with the monitor. You can scroll through the different modes in order until the correct information is found, or you can select the specific mode letter and number and advance to the specific information that you want.
Electronic Control Unit
The Electronic Control Unit (ECU) is the brain of the
EFI sys t em. It is a digital computer which holds the memory chip for the read out of basic injector opening duration on a three dimensional map. There are two
ECU systems used, Type 1 for the RXL and Type 2 for the 500 EFI s nowmobile s. Each system receiv es the same typ e of information from the sensors. The ECU incorpor ates a number of specia l features. Some of these f eatures are: adjustab le low speed mixture control, au tom atic cold engine start up enrichment, engine over temperature protection, flooded engine cleanout mode, fail safe feature and LED self diagnostic syste m. In the event that any sensor should give in accura te or no inform a tion, th e ECU will then flash a coded light sequence to identify the affected sensor. NOTE: It i s important to note that the
ECU will not id ent ify mechanical problems. Only sensor inputs are monitored. For example, low fuel pressure or l ack o f fu e l will not be diagnosed.
The ECU can only tell if a senso r reading is within a specific range. For examp le, a failure code will not be indicated if throttle position shows 3.9
0 when the throttle is actually wide open. Use display of throttle pOSition to ensure the readings reflect actua l conditions. This same concept applies to the temperatur e sensors and the barometric sensor.
4.51
SERVICE HARNESS '
ECU Part Numbers
Type I w/o chip
Type I w/o chip E l ect. Start
Type II w/o Chip
2410028
2410029
2410030
"
8 /9 4
.
.~
.
....
ENGINE ELECTRICAL
System III - Electronics Testing
ROM Chip Removal and Installation
The chip can be removed and replaced with the appropriate chip puller and installation tool. You will need to supply ROM Removal Tool (Digi-K ey PN
K158 ND; Call 1-800-344-4539); and Nyogel ( Polar is
PN 2871 044). Note the location of the indicator notch when replacing the chip (see photo). The system will
. not function with the chip in backwards or with the chip pins not properly in their sockets. See the specification section in this chapter for ch ip information.
CAUTION: The computer chip and the ECU are extremely sensitive to static electricity. The handling of either component in a static electricity environment will cause irreversible damage . Work on a metal bench or other static dissipating surface. It is very important that you ground yourself by touching the crystal inside the ECU before any internal serv ic e work begins on the ECU assembly. See the
Illustrations 1 and 2. Ifthe ECU has not been removed from the machine, be sure to unplug it before proceeding.
NOTCH
FSM5631
Connector
1. Disconnect main harness · connector from EC U .
Remove phillips head cover screws and cover.
2. Touch the crystal located inside the ECU box to ground yourself before proceeding. See
Illustrations 1 and 2. CAUTION: The chip and the
ECU are very sensitive to static electricity.
Working inside the ECU without grounding yourself may cause irreversible damage to either or both components.
3. In the event you are removing an old chip for replacement, place ROM removal tool (Dig i-Key
PN K158-ND) over ROM chip. Pull up on triggers to securely grasp chip and pull chip out.
4. Check charts on page 4.35 to be sure you are installing the correct ROM.
5. Coat the pins of the ROM with a light coating of
Nyogel (Polaris PN 2871044).
6 . Carefully insert the ROM, making sure the notch on the end of the ROM matches th e notch indication mark drawn in white on the circuit board . See illustrations 1 and 2. CAUTION: If the chip is installed with the notch incorrectly positioned the chip will be ruined and the machin e will fail to run.
III. 1
@
White lin e on board self
7. Align cover gasket, position i ng cover rubber bumper above chip. Re i nstall cover screws and reconnect wire harness . Install select monitor and check functions.
8/94 4.52
111.2 e sure notch on ROM is positioned here
Crystal - touch before performing service to ground yourself
[X/
RXL ECU Box
Crystal ___
IX touch before performing service to ground your-
Be sure notch on ROM chip i s positioned here
Connector
White line on board
500 EC U Box
@
@
(
ENGINE ELECTRICAL
System III - Electronics Testing
C
Troubleshooting EFI System
When key switch is turned to the on position, voltage is supplied to ECU and the select monitor. NOTE: Some models will require the engine to be turned over.
As explained on page 4.36, after the ECU is powered up, it will run the fuel pump for five seconds, read the sensors and do a self diagnosis of the complete system. The ECU does not check the Air Temperature Sensor (ATS) until the engine RPM is above 1000.
With a good understanding of how each component functions, the test procedures given in this manual, and the use of the select monitor, you will be able to service and diagnose the Polaris fuel injection system. All information and specifications are on the latest product information ava il able .
C
Select Monitor Scrolling
With the ignition on and the monitor hooked up and turned on as described earlier , the display should show the year and the mode (FOO). By pressing the. key, the display will proceed to (F01) wh i ch is the model. Press the. again and the (F02) will appear, which is battery Voltage. By pressing the. or T keys , you can either scroll forward or backwards through the modes.
If you know the mode you want, service time can be saved by pressing uP' followed by the two digit number, and enter. The monitor will display the mode number and the registered information.
The following chart shows the modes, what the readings are for, and what an approximate reading shou l d be.
F22
FAO
FA1
FA2
F08
F09
F14*
F21
FBO
FB1
F01
F02
F03
F04
F05
F06
FO?
Mode Description
FOO Model Year
Engine Code
Battery Voltage
Engine RPM
Throttle Valve Angle (Whole Range)
Intake Air Temp in C o
Intake Air Temp in F O
Crankcase Temp in C o
Crankcase Temp in F O
FCO
Barometric Sensor
Throttle Valve Angle (Low End)
MR (Idle Mixture) Position
Water Temp Sensor in C o
Ignition Key Diagnostic
Dealer Mode
Relay Check
Existing Trouble Codes
Memory Trouble Codes
Memory Clear
"Not used on 1990 Type I systems
Normal Reading
Year of machine (not always correct)
Polaris code number 30 for Triples ; 20 for Twins
12.2 or above at room temperature
Idle: 2000 to 2200 3 Cylinder; 1600 Twins
0 ° to ?JO large steps
Room temperature (engine cold)
Room temperature (engine cold)
Room temperature (engine cold)
Room temperature (engine cold)
Barometric pressure i n millimeters of mercury
0 ° to 35.9
° small steps
2.5 or more than 4 .
0 for Alt. See page 4.58.
Same as ATS or CTS Cold or 30 ° to 90 ° running
KY + No.3 LED (with key on)
OM + No.5 LED (with OM activated)
FP,SD,SS + No.1 ,2, and 3 LED when operating
Faults presently existing
-
Faults that are intermittent
4.53 8 / 94
ENGINE ELECTRICAL
System III - Electronics Testing
The ECU determines the amount of fuel to be injected by accurately calculating the engine's needs for fuel delivery. In order to do this, the ECU is loaded with a memory chip for the read out of the three dimensional map which reads the throttle sensor and engine speed. Various sensors such as air temperature sensor, coolant temperature sensor, barometric pressure sensor, battery voltage and the MR setting in the ECU are also inputs to control fuel delivery.
Select Monitor Readings
Mode
F100
F01
Description
Model Year
Eng i ne Code
Normal Reading
Year of machine
Polaris code number 30 for Triples
Polaris code number 20 for Twins
12.2 or above F02 Battery Voltage
NOTE: Type I system will indicate a f1 iQh battery voltage on the select monitor if the actual voltage is below approximately 10vDC. If you suspect a low battery, use a Fluke meter to directly measure the battery voltage.
Type II systems do not have this problem. The select monitor accurately reads battery voltage.
RPM
Sensor
The Electronic Control Unit receives an engine RPM signal from the COl box. This signal is one of the main inputs and is \( ~ry critical to proper operation. If the
ECU does not see this ' signal, the injectors will not open and the fuel pump will only cy~le for the initial five seconds when the ECU is powered up. (See page
4.36
) .
T h e ignition switch an q, aux11iary kill switch are connected in series wi h t he E0U COl signal. If these sw i tches are leaking partial voltages to ground, the
ECU will not function properly. Whenever COlor intermittent running problems are occurring, the switches should be suspect for potential problems.
These switches will also fail more often when humidity is high. To troubleshoot the switches, disconnect or i solate them from the circuit.
' '"'RPM OUTPUT
Select Monitor Readings
Mode
F03
Description
Engine RPM
Normal Reading
Cranking 300-500
8 / 94 4.54
ENGINE ELECTRICAL
System III - Electronics Testing
Throttle Position Sensor (TPS)
Throttle position is one of the two main inputs used to calculate fuel/air ratio. The throttle position sensor is a rheostat type variable re s istor which i s mounted on the end of the throttle shaft. The resistance value of the sensor is relatively low at idl e. As the throttle is opened, the resistance goes up proportionately to the butterfly angle. The ECU passes a specific current through the sensor and experiences more current flow at idle. This flow lessens as the throttle is opened. From this information, the ECU can determine butterfly angle and control fuel delivery according ly. c
The throttle position sensor can be checked on the bench with an ohmmeter. With the butterflie s closed, the resistance between the black and white wire, measured at the plug, should be between 400 and 700 ohms. With the throttle wide open, the resistance should be approximately 4.5 k ohms . Some minor variations in resistance values will be experienced due to throttle position sensor loc ation; but radical differences or failure to see a consistent progressive increase or decrease in the resistance as the throttle is opened and closed indicate a defective position sensor . The sensor can a l so be checked with the select monitor using mode F04. It should read between 3 0
-
4 0 when the throttle i s closed and consistently, progressively increa se with throttle opening to more than 74 0 at WOT. The throttle position sensor can be replaced by removing the two mounting screws and gently prying it off the end of the throttle shaft .
During periodic inspection, or when replacing the TPS, it must be synchronized to the throttle butterflies. The sensor must be positioned to the positive side of 0 0 with the butterflies totally closed. To adjust the sensor, disconnect the throttle cable from the throttle flipper and back out the throttle stop screw until the butterflies are closed. Connect the select monitor to the system diagnostic plug . Turn on the ignition sw itch and the monitor on/off switch . Scroll the monitor to mode F04 or F14 and verify the senso r positioning. NOTE: F14 is a low end sca le for sensor adjustment. This is the desirable scale, but because of programming may not work on all models. Loo sen the sensor mounting screws and rotate the sensor until the reading on the monitor is .1
0 on F14, or the point where the reading "breaks over" between 0 0 and a positive number on F04 . Tighten the mounting sc r ews , open and close the throttle a few times and recheck the reading. Readjust if necessary.
• r.
Select Monitor Readings
Mode
F04
F14
Description
Throttle Valve Angle-Range
Throttle V alve Angle Low End
Not Used on All Systems
Normal Reading
0 0 to
7r
Large Steps
See TPS Adjustment
0 0 to 35° Small Steps
Depending on Position
4 .55 8/94
ENGINE ELECTRICAL
System 111- Electronics Testing
Intake Air Temperature Sensor (ATS)
The air temperature sensor is mounted in the air box.
Its function is similar to the crankcase temperature sensor in that its temperature will vary the resistance across the sensor. It has a reduced thermal capacity for quicker response.
Cold air will cause high resistance and warmer a ir will lower the resistance. The ECU sends current to the sensor and, depending on its temp erature , a certain amount will pass through to ground. By measuring how much passes through, the ECU can calculate air inlet temperature and vary fuel/air ratio accordingly.
The intake air temperature sensor can be tested in a manner similar to the crankcase temperature sensor.
Determine the approximate temperature of the sensor, measure the resistance between the two lead ends at the plug and compare the reading to the graph shown on the bottom of page 4.59
. An easier and more accurate method is to use the select monitor to indicate what air temperature reading the E CU receives from the sensor. If the air box and underhood area have not been warmed due to recent running of the engine, the air temperature sensor should read room temperature on the select monitor . Radical differences between room temperature and the indicated reading indicate a problem with the sensor, wiring, battery, or ECU. Verify and repair any problem before attempting to operate the machine.
Select Monitor Readings
Mode
F05
F06
Description
Intake Air Temp °C
Int ake Air Temp OF
Normal Reading
Room Temp "Engine Cold"
Room Temp " E ngine Cold"
Crankcase Temperature Sensor (CTS)
The crankcase temperature sensor is screwed into the upper crankcase half below the mag throttle bore.
This thermistor type semi conductor varies in resistance depending on its temperature. The ECU delivers an electrical current to the sensor. When the sensor is cold, its resistance is high and not much current passes through the sensor to the engine ground. As the sensor heats up its resistance lowers, allowing more current to pass through. The ECU measures the current flow through the sensor and knows the temperature of the engine crankcase and can vary fuel ratio according to case temperature.
The CTS is used on all Type I systems and on 1991 and 1992 model Type II systems. 1993 and later Type
" systems do not use crankcase temperature sensor.
Select Monitor Readings
Mode
FO?
FOB .
Description
Crankcase Temp °C
Crankcase Temp O F
Normal Reading
Room Temp "Engine Cold"
Room Temp "E ngin e Cold"
8/94 4.56
-
' ;
ENGINE ELECTRICAL
System
III
- Electron ic s
c
Barometric Pressure Sensor (BPS)
The barometric pressure sensor is located inside the
ECU. Its functio n i s to read atmospheric pressure.
This information is then used by the ECU to determine fuel/air ratio, depending on pressure changes during a given day, or for any altitude change. The barometric pressure sensor i s an integral part of the ECU and cannot be replaced separately.
No service can be performed on the barometric pressure sensor. However, the barometric sensor reading can be checked with th e select monitor. The monitor reads in millimeters of mercury. To get air pressure in inches of mercury, divide thi s number by
25.4. Compare the reading to an accurate barometer.
NOTE: Readings reported by the radio or television are corrected to sea level. The select monitor is an actual reading. Any changes to the stock machine which affect the air pressure around the ECU will cause the barometric sensor reading to be inaccurate.
Select Monitor Readings
Mode
FOg
Description
Baromet ri c Sensor
CHIP
PRESSURE
SENSOR
Normal Reading
Barometric Pressure in Millim ete r s of
Mercury
4.57 8/94
ENGINE ELECTRICAL
System 111- Electronics
MR
Adjustments
Fuel/air ratio at engine RPMs below 3500 can be adjusted Slightly richer or leaner from the standard program mixture by adjusting the MR control. This adjustment is to compensate for individual engine differences on Type I and 1991 and 1992 Type II systems. This adjustment affects the same area as an air screw on a carbo
To adjust the MR control, remove the rubber plug. Install the select monitor, power up the system and press buttons F 21 . A correct reading on the monitor is between 2 and 3, with 2.5 being the most desirable. NOT E : At high altitudes, a higher number will result in earlie r drive-away after startup. Turning the MR screw clockwise will increase the observed number and richen the mixture. Turning the screw counterc lo ckwise will low er the number and lean the mixture. The leanest setting will be 0 and the richest will approach 5.
Type II System - 1993 To Current
The production setting i s 2.5. Adjusting the MR control screw on 1993 to current model 500s will only affect cold starts and cold drive -awa y. (It is designed to assist the driver when using poor or summer grade fuels.) If a lean condition is suspected, change the number to a higher value. If a rich condition is suspected, change to a lower number. Approximately two minutes after starting, this adjustment has little effect; after 10 minutes it has no effect.
Select Monitor Readings
Mode
F21
Description
Mixture Enrichment
Normal Reading
2.5
MR
Adjustments For Altitude And Temperature
The following tables list MR screw settings for various temperatures and a ltitud es. Whenever performing MR adjustments, take the operator's riding location and weather conditions into account before making an adjustment. Numbers anywhere within the ranges li sted should provide acceptable operation.
Type I Systems 1990 Through Current Rxls
Production Settings 2.5
+20 ° to +50°F (_6° to 10°C) Ambient Temperature Below +20 °F (-6°C)
0-3000 Ft. or
0-900 m
2 .
5 3 .
0-3.5
3000-6000 Ft. or
900-1800 m
6000-9000 Ft. or
1800-2700 m
3.0
3.5
.
3.5-4.5
3.5
4.0
4.0-4.5
9000-12000 Ft. or
2700-3700 m
3.5-4 .
5 4.0-4 .
5
Above +50 ° F (10°C)
3.5-4.5
3.5-4.5
4.5
4.5
Type II Systems - 1991-1992 500 EFls
Production Settings 2.5
Ambient Temperature Below +20°F (-6°C)
0 -3000 Ft. or
0-900 m
2.5
3000-6000 Ft. or
900 1800 m
2 .
5
2.5-3.5 6000-9000 Ft. or
1800-2700 m
9000-12000 Ft. or
2700 3700 m
2.5-3 .
5
+20 ° to +50°F (_6° to 10°C)
2.5-3.5
3.0-4 .
0
3.0-4 .
0
3.0
4.0
Above +50 ° F (10°C)
3.0-4 .
0
3.5-4.5
3 .
5-4 .
5
3.5-4.5
8/94 4.58
ENGINE ELECTRICAL
EFI Electronics
Type II System
-
1991 To Current EFls
Type II EFI systems incorporate an engine coolant temperature sensor. This sensor is positioned in the engine water jacket where it is able to receive and relay reliable engine top end temperature to the ECU. This sensor also controls the temperature light and a fail safe mode. The "TEMP" dash light will come on and begin to blink slowly when the coolant reaches an unsafe temperature. If the temperature continues to increase, the light will begin to blink faster; at this time the EFI system will increase the fuel being supplied to the engine.
This increase in fuel will be noticed by a decrease in engine performance which is designed to pro t ect the engine i n an overheat condition. The increased fuel will continue until the engine coolant reaches a safe temperature and the light goes out. Correcting this problem may be as simple as driving the machine slower and / or driving in a snow condition which allows for more snow to be thrown onto the heat exchangers. If th i s condition con t inues , check the cooling system , coolant level, water pump belt tension, etc.
To check sensor function, connect a select monitor and advance to mode F22. With engine co l d , observe reading.
It should be near the readings of the ATS and CTS in degrees centigrade. Start eng i ne and observe temperature incre ase as engine warms up. If readings vary greatly or fluctuate from other sensor read i ngs, check harness and connectors for condition and repa i r as necessary. If no other problems can be found, and incor r ect readings continue, replace sensor.
Select Monitor Readings
Mode
F22
Description
Water Temp C o
Normal Reading
Cold En gi ne Room Temp
Bench testing of a temperature sensor can be accomplished by measuring resistance between sensor w i re terminal and sensor shell ; then comparing reading to graph shown. An easier and more accurate method i s t o use the select monitor to indicate what temperature reading the ECU receives from the sensor . If the engine has not recently run, the sensor shou l d read at or near room temperature. A radically different read i ng from room temperature could indicate a problem with sensor, wire to sensor , any of sensor connect i ons, battery, or ECU .
Verify and repair any problem before attempt i ng to operate machine.
The sensor's resistance curve is shown at right. Resistance of the sensor is high when it is cold , and lowers as its temperature increases.
This creates low current flow through the sensor at low temperatures and high current flow as the temperature incr eases. NOTE: The formula for converting O F to ° C is ( 0 F = ° C x 1.8
+ 32) ;."
80
40
20
10
6
4
2
1
0.6
0.4
0.2
Resistance (kQ)
2.5kQ /20 ° C
-20 o 20 40 60 80 1 00 1 20
4.59 8/9 4
ENGINE ELECTR
I
CAL
EFI Electronics
Fuel Injectors
Variation in the amount of fuel delivered per stroke to suit varying load and speed conditions can be obtained by controlling the discharge duration of the injector .
The injector is a solenoid-actuated constant stroke plunger consisting of a solenoid, plunger, needle valve and housing. The ECU will determine the duration time the injector is energized to deliver fuel.
The resistance between the two pins on the injector
(isolated) should be 2 to 2 .
5 ohms. There should be no continuity to ground. CAUTION: Since the operating voltage is approximately 5 volts DC on the injectors, never attempt to test them with any higher voltage or the injector will be destroyed.
Select Monitor Readings
Mode
FBO-21
FBO 22
FBO-23
Description
Type One System RXL
Type Two System 500 EFI
Type One System
Type Two System
Type One System
Normal Reading
Mag Side Injector
Center of PTO Injector on Twin Cylinders
PTO Injector
Dropping Resistor
The dropping resistor is mounted on the engine side of the battery box. The three cylinder system consists of four individual resistors (only three are used) wired in parallel with a common voltage feed. The twin cylinder has two resistors wired parallel, also with a common voltage feed. They are used to drop or reduce the voltage going to the injectors to approximately 5 volts. Voltage from the battery travels through one of the resistors, through an injector and into the ECU. A failure of any injector or resistor will cause one cylinder to quit operating. The
ECU will then flash the trouble code for that injector.
NOTE: The ECU can only determine electrical failure.
If an injector failure code is flashing, the problem could be anywhere in the electrical circuit for that injector.
The ECU will not find a plugged or leaky injector.
The dropping resistor may be tested with an ohmmeter between the white terminal and each of the black terminals at the resistor plug. The resistance is 6 ohms ± 10%. Replace the resistor if any of the readings are outside of the spec. Clean the terminals if they become corroded. NOTE: The injector's operating power comes through these resistors. Any suspected injector electrical problem must first be traced through the dropping resistor.
8/94 4.60
!£Wit o
ENGINE ELECTRICAL
EFI El e ctronics
ECU
Diagnostics
If any of the main senso rs should m a lfunction whil e the m ac hine is being driven, the ECU will sense a problem and proceed to an over-rich "f a il -sa fe" mode . An open or shorte d circuit in any of th e sensor circuits will show the ECU a reading outside of what it norm a lly sees and the ECU will determin e that a problem exists. Without this feature, certain kinds of failures could cause th e mixture to be lean e r than the required ratio and cause engine damage.
This feature i s i mporta nt for engine protection. Once the se n so r problem is determined and corrected, the ECU will return t o the orig inal map .
If any of the inj ectors or sensors s hould malfunction during operation, the ECU will record this information and start flashing a Light Emitt ing Diode (LED) code informin g the mechanic/owner which component failed. The LED is on the right of the ECU, in front of th e m ai n p lu g. See ECU photo . If the probl e m st ill ex i sts and is ongoing, the LED will continuously flash the code. If the problem occurred but t h e m ac hine is now operating properly (intermittent), it will be stored in the memory and can be drawn out of the EC U by connecting the gray and black wires together at the d i agnostic p lug . The LED will th en begin blinking l ong followed by s hort light pulses; then a pause and the long and short pulses aga in . The long pul ses are the first digit in the code and the short pulses are the second digit.
Compare the code to the following trouble code chart to deter mine the problem . Remember that the problem can exist in the sensor, t h e power f eed to th e senso r, the senso r ground, connectors, or the part of the inj ector or sensor c ir cuit in s id e the ECU.
Select Monitor Readings
Mode FBa i s for ex i s ting problem diagnosis. Pre ss buttons F, B, a and enter. If th ere i s a n ex i st ing problem, a code number an d th e abbreviatio n of th e problem component will appear. See the chart for a n explanat i on of the code numbers. The LED will a l so d i splay this code. Example: Code 12th e light will display o n e l ong and two short pulses .
Mode FB 1 i s for retrieving trouble codes from the ECU memory. If a problem happened somet im e during th e machine's opera tion , but e v eryt hing i s operating properly at th e present time, th e EC U memory will verify which componen t was a t f au lt. This is good for finding in termittent problems suc h as a wiring open or short. Press the F, B, 1 and enter buttons. If the display shows one of the abo v e codes, check th at component and it s circ uit. If nothin g appears , th e r e is nothing in memory. NOTE: If th e EC U pow er i s disconnected at any time, this m e m ory will be e ra sed.
Mode FCa is u sed for e ra s in g pro b l em codes which are stored in the EC U' s memory . To erase th e problem codes, certain steps must be followed in order . F ir st select the mode f or th e component which i nd i cated a fai lu re . Next, press F , C, a and enter on the monitor. T h e display will ask "Memory clear? a-y es and 1 -no". By pressing a and en t er th e memory will be erased . Indic atio n of the memory being cleared will be a disp l ay of "Please key off'.
Monitor and LED
Code
11
1
1
14
14
15
2
2
3
1
22
23
31
System
Type Type Abb. Component
One Two
X
X
X
X
X
X
X
X THV Throttle Position
Se n sor
X T Crankcase
Case Temperature Sensor
X T Air Intake Air
Temperature Sensor
ALT Barometric Pressure
Sensor
X TW Water Temperature
Sensor
X ALT Barometric Pressure
Sensor
X Inj 1 Mag Side Injector
X Inj 2 Center Inj ector or
PTa on Twins
Inj 3 PTa Injector
X VB Low Battery Voltage
32
33
X VB Low Charging
System Output
X CO l COl Output
Mode Description
FBD Existing Trouble
Codes
FB 1 Memory Tro ubl e
Codes
FCD Memory Clear
Normal Reading
Faults Presently Ex istin g
Faults Whic h Are
Intermittent
Used to Rem ove S tored
Inform a tion
4.6
1 8/94
ENGINE ELECTRICAL
EFI Electronics
The FA modes are for testing the input and output fun ctions from the ignition switch and the relays.
Type I System
With the select monitor on mode FAD, the display should show KY. Whenever the ignition switch and the handlebar kill switch are in the run position, the number 3 LED should also light. Cycle the switches a few times and observe that the LED goes off when the switches are turned off and re-lights when the switches are returned to the run position.
Advance the monitor to mode FA 1 and connect the gray and black dealer mode wires together on the monitor's service harness. The monitor display should read OM (Dealer Mode), and the number 5 LED should be lit. During dealer m ode operation, the fuel pump will cycle on and off in one second intervals and any stored problem code will flash on the ECU ' s LED.
Advance the monitor to mode FA2 and the letters FP (fuel pump), SO (self diagnostics) and SS (self shut-off) will appear on the display. Whenever the EFI system is in the normal run mode the number 1 LED will be lit when the fu el pump is required to run. This will be for five seconds when the key i s initially turned on , and whenever the ECU senses engine ignition pulses. The number 3 LED will be lit when the key is turned on and will go out ten minutes after the switch i s turned off. When the dealer mode wires are connected together at the service harness, the ignition key is cycled off and back on, and the select monitor returned to mode FA2 , the number 3 LED will not be lit.
The number 2 LED will flash any problem codes wh i ch are in memory in the ECU and the number 1 LED will flash off and on in one second in tervals.
Type II System
With the select monitor on mode FAD, the monitor should show an ST and OM on the left, and a KY on the right of the display. The number 1 and 5 LEOs will light when the key is rotated to the start/reset position. The number 6
L ED will light when the gray and black dealer mode wires are connected together on the service harness. The fuel pump relay will only cycle on and off for three one second runs each time the system is reset while in dealer mode.
Due to the different operational method u sed in the Type Two system, there is not an FA 1 or FA2.
8/94 4.62
( )
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HAND W ARMER RES I S T ANCES
BLU / R-BRN
BL U BR N
9.
B OHMS
1 9.
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ST A TOR RES I STANCES
BLK/R-GRN
R-GRN
1~~8_?~~S
W-W/R
Y-BRN
GRY-GRY/W
BRN/ WGRY I W
96 OHMS
.2-.4 OHMS
.4-.
.3-.
8
S
OHMS
OH MS
REGULATOR
HASSIS GN
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SWITCH
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