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Discussion Starter · #1 · (Edited)
Hello, me again!
I'm currently still trying to get my bike running. I have hit another snag or two, I dunno. Running a Motogadget M.unit with a virtually custom wiring harness.
1) I read somewhere that the pickup coil is supposed to output 5v when turning over, can anyone confirm that? Mine is in spec at 454 Ohms, but only outputs 2-3mV.
2) Does anyone have a list of what the voltages of each input/output on the CDI should be whilst turning over and with just the ignition switched on?
TIA Tom.
 

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I just did a google search. did you try that. (might have more luck digging deeper) but all I could find was the readings you require are in the manual. I have not seen that info in my old Clymer manual so assume it's in the full factory workshop manual. seeing as I have no idea what you are doing or what the issue is I guess none of the normal stock answers will be applicable.
 

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Factory service manual states it can be tested doing resistance tests only. But there are 67 different pin combos that need to be tested. No info on voltage.
 

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yeah sounds about right. I can't remember the exact words in the manual but it goes something like this "the CDI is a delicate electronic device and although it should last the life of the bike if it becomes faulty it will have to be replaced as it is not repairable"
 

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Discussion Starter · #5 ·
I just did a google search. did you try that. (might have more luck digging deeper) but all I could find was the readings you require are in the manual. I have not seen that info in my old Clymer manual so assume it's in the full factory workshop manual. seeing as I have no idea what you are doing or what the issue is I guess none of the normal stock answers will be applicable.
Yeah, found much the same, but there's no indications to what they should read in the Haynes manual I have, which is why I asked here. I also found a thread from a few years ago stating what some of the readings should be, but some are missing. I was just wondering if someone would be able to list them so I could compare and confirm if the ones listed are correct and could fill in the ones that are missing from the list.
 

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Discussion Starter · #6 ·
Factory service manual states it can be tested doing resistance tests only. But there are 67 different pin combos that need to be tested. No info on voltage.
Yeah sounds about right... Frustrating because all components that I know how to test SEEM okay, resistance wise, but alas, I have no spark.
 

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What year bike do you have?
 

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Is it the Gen 1 ignition switch, or replacements switch, on a Gen 2 bike again?
Something about adding a resistor?
 

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Discussion Starter · #10 ·
What year bike do you have?
1997, D5 Gen 2.

Is it the Gen 1 ignition switch, or replacements switch, on a Gen 2 bike again?
Something about adding a resistor?
Bike doesn't have a keyed ignition switch as such currently, any idea about the resistor spec and which part of the switch it's applied to?

yeah or that big red button?
It doesn't have a kill switch or side stand switch, but I have tried applying power and not to where the kill circuit goes in to the ignitor/CDI. No change.
 

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"Bike doesn't have a keyed ignition switch as such currently, any idea about the resistor spec and which part of the switch it's applied to?"

Here are the instructions for using the gen 1 switch on a gen 2:

"this has a anti tamper system to prevent hot wiring. and a stolen bike. the device used to achieve this is
a 100ohms 1/4w resistor built into the switch at the base the grey wire is made into a sensing wire from
the switch to the CDI if resistance is not detected it cuts power to the coils to prevent the bike starting."

So, maybe you inadvertently eliminated the anti-tamper aspect of the ignition switch, so no spark?
 

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Discussion Starter · #12 ·
"Bike doesn't have a keyed ignition switch as such currently, any idea about the resistor spec and which part of the switch it's applied to?"

Here are the instructions for using the gen 1 switch on a gen 2:

"this has a anti tamper system to prevent hot wiring. and a stolen bike. the device used to achieve this is
a 100ohms 1/4w resistor built into the switch at the base the grey wire is made into a sensing wire from
the switch to the CDI if resistance is not detected it cuts power to the coils to prevent the bike starting."

So, maybe you inadvertently eliminated the anti-tamper aspect of the ignition switch, so no spark?
Okay, that sounds like a very logical reason. I will give that a go on my next days off, thank you very much!
 

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hi. may be on to something here. depends how radical the modifications are you could have inadvertently enabled the anti tamper or lock out systems or diverted power away from some critical circuit.
how did you wire it up without the keyed switch where do the wires go how did you cut out the kill switch and side stand switch these could be critical errors stopping it from running. more info please. but you may have an answer now.
 

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Discussion Starter · #14 · (Edited)
hi. may be on to something here. depends how radical the modifications are you could have inadvertently enabled the anti tamper or lock out systems or diverted power away from some critical circuit.
how did you wire it up without the keyed switch where do the wires go how did you cut out the kill switch and side stand switch these could be critical errors stopping it from running. more info please. but you may have an answer now.
It's an entirely custom wiring harness, using my wiring diagram as a guide, I used most of the factory connectors and am using the m.unit as a means to control everything, so the keyed ignition switch wiring and the kill/side stand switches just no longer exists within the harness. But as I mentioned previously, I have tried with no power and power to the kill wire on the CDI, so I do not believe that is my problem, could be wrong of course! I will try the resistor on Wednesday and see if that cures it. If anyone has any other ideas, I'm open to them!
 

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You're engine turns over, you just don't have spark. Is this correct?
 

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I think that should eliminate the safety switches as the culprit. I'm inclined to get on board with the ignition switch resister missing. I may put those igniter ohm readings up later, but I doubt the problem is there.
 

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Discussion Starter · #18 ·
I think that should eliminate the safety switches as the culprit. I'm inclined to get on board with the ignition switch resister missing. I may put those igniter ohm readings up later, but I doubt the problem is there.
Yeah, I'm thinking the same thing. That would be great! I don't think it is either, but it would be nice to eliminate it as a potential problem, as it's quite an expensive thing to replace for it to turn out to be something else hehe.
 

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Igniter ohm readings

2655554 (1)_LI.jpg

Pin location drawing not to scale

IN=Infinity

Negative ohm meter lead***Positive ohm meter lead***Ohm reading x 1k
1*******************************2******************************IN
1*******************************3******************************IN
1*******************************4******************************IN
2*******************************1******************************IN
2*******************************3******************************0~0.8
2*******************************4******************************28~100
3*******************************1******************************IN
3*******************************2******************************0~0.8
3*******************************4******************************28~100
4*******************************1******************************IN
4*******************************2******************************26~100
4*******************************3******************************26~100
5*******************************6******************************IN
5*******************************7******************************IN
5*******************************8******************************IN
5*******************************9******************************IN
5*******************************10*****************************IN
5*******************************11*****************************IN
5*******************************12*****************************IN
6*******************************5******************************30~150
6*******************************7******************************24~90
6*******************************8******************************19~80
6*******************************9******************************30~150
6*******************************10*****************************45~300
6*******************************11*****************************IN
6*******************************12*****************************15~60
7*******************************5******************************6.5~26
7*******************************6*******************************7~28
7*******************************8*******************************2~4.6
7*******************************9*******************************6.5~26
7*******************************10******************************5.5~22
7*******************************11******************************IN
7*******************************12******************************3.8~15
8*******************************5*******************************3.8~16
8*******************************6*******************************4.4~18
8*******************************7*******************************1.8~7.5
8*******************************9*******************************3.8~16
8*******************************10******************************2.8~11
8*******************************11******************************IN
8*******************************12******************************1.8~7.5
9*******************************5*******************************IN
9*******************************6*******************************IN
9*******************************7*******************************IN
9*******************************8*******************************IN
9*******************************10******************************IN
9*******************************11******************************IN
9*******************************12******************************IN
10******************************5*******************************IN
10******************************6*******************************IN
10******************************7*******************************IN
10******************************8*******************************IN
10******************************9*******************************IN
10******************************11******************************IN
10******************************12******************************IN
11******************************5********************************IN
11******************************6********************************IN
11******************************7********************************IN
11******************************8********************************IN
11******************************9********************************IN
11******************************10*******************************IN
11******************************12*******************************IN
12******************************5********************************1.4~5.5
12******************************6********************************1.6~6.5
12******************************7********************************2~8
12******************************8********************************1.6~6
12******************************9********************************1.4~5.5
12******************************10*******************************5~20
12******************************11*******************************IN


Special note:
According to Kawi using a meter other than the official Kawi tester may yield different results. Official Kawi meter part #57001-1394
$500.00

Caution:
Using an ohm meter (multi-meter) with a large capacity battery could damage the igniter
 
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