Honda Common Service Manual 2017

HOW TO USE THIS MANUAL
A FEW WORDS ABOUT SAFETY

SERVICE INFORMATION
The information in this Common Service Manual (CSM) is intended to provide the basic knowledge to prepare the user to perform
the service and repair procedures it contains. As such, the information should be carefully studied and. understood before
attempting any of the procedures. Attempting service or repairs without the proper knowledge, tools, and equipment could cause
injury to you or others. It could also damage the vehicle or create an unsafe condition.
This manual describes the generic methods and procedures for performing service, maintenance, and repairs. Some procedures
require the use of specially designed tools and dedicated equipment. Any person who intends to use a replacement part, service
procedure or a tool that is not recommended by Honda, must determine the risks to their personal safety and the safe operation of
the vehicle. For specific procedures see the model specific Service Manual for the model on which you are working.
If you need to replace a part, use Honda Genuine parts with the correct part number or an equivalent part. We strongly recommend
that you do not use replacement parts of inferior quality.
FOR THE VEHICLE OPERATOR'S SAFETY

Proper service and maintenance are essential to the vehicle operator's safety and the reliability of the vehicle. Any error or
oversight while servicing a vehicle can result in faulty operation, damage to the vehicle, or injury to others.
Improper service or repairs can create an unsafe condition that can cause the vehicle operator to be seriously hurt or killed.
Follow the procedures and precautions in this manual and other service materials carefully.
FOR YOUR SAFETY

Because this manual is intended for those with a mechanical aptitude and understanding of basic shop safety practices, the manual
does not provide warnings about many basic shop safety practices (e.g., Hot parts-wear gloves). It is important to note all the
safety information and warnings provided in this section of the CSM and take appropriate precautions. Of particular importance are
the IMPORTANT SAFETY PRECAUTIONS listed below. If you have not received shop safety training or do not feel confident about
your knowledge of safe servicing practice, we recommended that you do not attempt to perform the procedures described in this
manual.
Always read the instructions before you begin each procedure, and make sure that you have the tools, parts. and skill required. We
cannot warn you of every conceivable hazard that can arise In performing service or repair procedures. Only you can decide
whether or not you should perform a given task.
AWARNING
Failure to properly follow instructions and precautions can cause you to be seriously hurt or killed.
Follow the procedures and precautions in this manual and other service materials carefully.
- - - - - - -- - - - - - - -- - - -- - - --~
IMPORTANT SAFETY PRECAUTIONS
Make sure you have a clear understanding of all basic shop safety practices and that you are wearing appropriate clothing and
using safety equipment. When performing any service task. be especially careful of the following:
• Read all of the instructions before you begin, and make sure you have the tools, the replacement or repair parts, and the skills
required to perform the tasks safely and completely.
• Protect your eyes by using proper safety glasses, goggles or face shields any time you hammer, drill, grind, pry, or work around
pressurized air or liquids, and springs or other stored-energy components. If there is any doubt, put on eye protection.
• Use other protective wear when necessary, for example gloves or safety shoes. Handling hot or sharp parts can cause severe
burns or cuts. Before you grab something that looks like it can hurt you, stop and put on gloves.
• Protect yourself and others whenever you have the vehicle raised off the ground. Any time you lift the vehicle, either with a hoist
or a jack, make sure that it is always securely supported. Use Jack stands.
Make sure the engine is off before you begin any servicing procedures, unless the instruction tells you to do otherwise. This will
help eliminate several potential hazards, including:
• Carbon monoxide poisoning from engine exhaust. Be sure there is adequate ventilation whenever you run the engine.
• Burns from hot parts or coolant. Let the engine and exhaust system cool before working In those areas.
• Injury from moving parts. If the instruction tells you to run the engine. be sure your hands, fingers and clothing are out of the way.
Gasoline vapors and hydrogen gases from batteries are explosive. To reduce the possibility of a fire or explosion, be careful when
working around gasoline or batteries.
• Use only a nonflammable solvent, not gasoline, to clean parts.
• Never drain or store gasoline in an open container.
• Keep all cigarettes, sparks, and flames away from the battery and all fuel-related parts.
GENERAL SAFETY
GASOLINE
Work in ~ well ventilated area. Smoking or allowing flames or sparks in the work area or where gasoline is stored can cause a fire
or explosion.
AWARNING
Gasoline is highly flammable and explosive. You can be burned or seriously injured when handling fuel.
• Stop the engine and keep heat, sparks, and flames away.
• Handle fuel only outdoors.
• Wipe up spills immediately.
BATTERY HYDROGEN GAS AND ELECTROLYTE
AWARNING
• The battery gives off explosive gases; keep sparks, flames, and cigarettes away. Provide adequate ventilation when charg-
ing.
• The battery contains sulfuric acid (electrolyte). Contact with skin or eyes may cause severe burns. Wear protective clothing
and a face shield.
- If electrolyte gets on your skin, flush with water.
- If electrolyte gets in your eyes, flush with water for at least 15 minutes and call a physician immediately.
• Electrolyte is poisonous.
- If swallowed , drink large quantities of water or milk and call your local Poison Control Center or a physician immediately.
COOLANT
• Removing the radiator cap while the engine is hot can allow the coolant to spray out, seriously scalding you .
Always let the engine and radiator cool down before removing the radiator cap.
• Using coolant with silicate corrosion inhibitors may cause premature wear of water pump seals or blockage of radiator
passages. Using tap water may cause engine damage.
• Add coolant at the reserve tank. Do not remove the radiator cap except to refill or drain the system.
• All cooling system services can be done with the engine in the frame.
• Avoid spilling coolant on painted surfaces. Wipe up spilled coolant immediately and rinse the area with plenty of water.
• After servicing the system , check for leaks with a cooling system tester.
• If any coolant gets in your eyes, rinse them with water and consult a doctor immediately.
• If any coolant gets on your skin or clothes, rinse thoroughly with plenty of water.
BRAKE FLUID
Spilling brake fluid on painted , plastic, or rubber parts will damage them. Place a clean shop towel over these parts whenever the
system is serviced. Wipe up spilled brake fluid immediately and rinse the area with plenty of water.
BRAKE DUST
Never use an air hose or dry brush to clean brake assemblies. Use an OSHA-approved vacuum cleaner or alternate method
approved by OSHA, designed to minimize the hazard caused by airborne fibers .
Older motorcycle brakes may have asbestos. Inhaled asbestos fibers have been found to cause respiratory disease and cancer .
..II
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# NITROGEN PRESSURE
Nitrogen is a colorless, odorless, tasteless, and mostly inert gas used to pressurize shock absorbers.
J For shock absorbers with a gas-filled reservoir:
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• Use only nitrogen to pressurize the shock absorber. The use of an unstable gas can cause a fire or explosion resulting in serious
injury.
• The shock absorber contains nitrogen under high pressure. Allowing fire or heat near the shock absorber could lead to an
explosion that could result in serious injury.
• Failure to release the pressure from a shock absorber before disposing of it may lead to a possible explosion and serious injury
if it is heated or pierced.
To prevent the possibility of an explosion, release the nitrogen by pressing the valve core. Then remove the valve stem from the
shock absorber reservoir. Some shock absorbers do not have a valve. To release the nitrogen from this type of shock, follow the
procedure listed in the model-specific Service Manual.
USED ENGINE/TRANSMISSION OIL
r AWARNING
• Used engine oil may cause skin cancer if repeatedly left in contact with the skin for prolonged periods. Although this is un-
f likely unless you handle used oil on a daily basis, it is still advisable to thoroughly wash your hands with soap and water as
soon as possible after handling used oil.
I NOTICE I
Improper disposal of drained fluids is harmful to the environment.
RECYCLE WASTES
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Put oil and other toxic wastes in approved containers and take them to a recycling center. Call your local or state office of public
works or environmental services to find a recycling center in your area, and to get instructions on how to dispose of non-recyclable
wastes. Do not place used engine oil in the trash , pour it down a drain or on the ground. Used oil, gasoline, coolant, and cleaning
solvents contain poisons that can hurt refuse workers and contaminate drinking water, lakes, rivers, and oceans.
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TECHNICAL TRAINING
HONDA TECHNICAL TRAINING
For Honda dealership personnel who wish to expand their technical knowledge and understanding, Honda provides training
modules on the Interactive Network (iN) Online University. Honda Pro hands-on technical training is also available at Honda's
training facilities in Torrance, California; Irving, Texas; Alpharetta, Georgia; Mount Laurel, New Jersey; and Troy, Ohio. See your
supervisor at your dealership or your dealership's Honda District Service Manager for more information.
GENERIC TECHNICAL TRAINING

For those not currently employed by a Honda powersports dealership who have an interest in training to become a professional
powersports technician , there are many trade schools around the country that offer industry recognized programs. Some of these
schools also offer the Hon Tech Honda-specific elective for further understanding and knowledge of Honda powersports vehicles.
COMMON HAND TOOLS

Below is a list of most of the common metric hand tools required to complete the basic servicing procedures described in this
manual, and which is a good starter set for the novice mechanic. When purchasing tools, price usually relates to quality. Depending
upon the expected usage and affordability, it is wise to buy the best tools you can afford. All special tools listed in this manual are
either available for order through Honda powersports dealerships or otherwise commercially available.
- Combination wrenches, 6-27 mm - 1/4", 3/8", 1/2" drive torque wrenches - Wire stripper/crimper tool
- Offset box wrenches, 8, 9, and 10 mm - Phillips & straight-head screwdriver set - Electric drill and bits set
- Adjustable wenches, medium and small - Impact driver with bits - Funnels, oil and coolant drain pans
- T-handle wrenches, 8-17 mm - Bearing/seal drivers - Metric tape measure & machinist ruler
-Allen L wrenches, 3-12 mm - Conventional pliers set - Vernier calipers
- Ignition wrench set - Snap-ring pliers set - Metric feeler gauge set
-1/4" drive sockets, 8-12 mm (std & deep) - Locking pliers, medium - Digital multimeter
- 3/8" drive sockets, 6-19 mm (std & deep) - Ball peen hammers, two sizes - Telescoping magnet
- 1/2" drive sockets, 22-36 mm - Dead blow hammers, two sizes - Inspection mirror
- Spark plug sockets, 5/8", 18 mm, 13/16" - Soft face hammers, two sizes - Stethoscope
- Allen sockets, 3-12 mm - Punch , drift, and chisel set - Flashlight
- Ratchets & extensions for drive sockets - Levers and crowbars - Utility knife I
- 1/2" drive breaker bar for 1/2" sockets - Pick/scribe with 90 degree pick - Hacksaw
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MANUALS J
All the publications mentioned below are available for purchase through Honda powersports dealerships. You can find your closest
Honda dealer by accessing the Honda Powersports website at the URL given below and using the Find a Dealer tool.
Honda Powersports Website: http://powersports.honda.com
You may also order the publications through Honda's fulfillment vendor, Helm Inc., using the contact information provided below.
Website: http://www.helminc.com/helm/welcome_retail_ahc.asp
Telephone: (800) 782-4356
MODEL SPECIFIC SERVICE MANUALS

Due to the generic nature of the Common Service Manual it does not include model specific details. Therefore, for individual model
details and to fully and correctly service an individual model, the model specific Service Manual is required . Honda has printed
model specific Service Manuals for all modern and most vintage models starting from the 1959 model year. The manuals are the
most accurate available and a must for professional technicians and serious home mechanics.
OWNER'S MANUALS
Every first purchaser of a Honda powersports vehicle receives an Owner's Manual for the vehicle. The manual includes lots of
important safety, vehicle operation, and basic maintenance information. Honda has printed Owner's Manuals for all modern and
most vintage models starting from the 1959 model year. Every Honda vehicle owner should have an Owner's Manual.
.
IV
INTRODUCTION
This Common Service Manual (CSM) is designed to be part instructional manual, part reference manual, and part service manual.
Whereas the model specific Service Manuals are intended for use by qualified, professional technicians, the CSM provides
fundamental information, theory, and basic servicing procedures to help the reader gain the knowledge required to work on
powersports vehicles, and therefore to use the model specific manuals. That being said , it is important to note that this manual
cannot replace the structured training offered by professional trade schools or that provided by systemized on-the-job training. For
more information about training See page 1-iv.
Together with knowledge, hand tools are required to complete the servicing procedures included in this manual. A list of special
tools required for specific procedures is included in each section and in the model specific Service Manual. For a list of common
hand tools that are a good basic starter set iSee page 1-iv.
The CSM explains the theory of operation of the various systems common to Honda motorcycles, scooters, ATV (All Terrain
Vehicles), side-by-side vehicles, and PWC (Personal Watercraft). It also provides basic generic information on troubleshooting,
inspection, and repair of components and systems found on these vehicles. The content includes information on older technologies
and components not used on current models. The reason for the inclusion of such information is two fold. For one, older Hondas
are still in existence and owners ride them. This manual, therefore provides information that allows for an understanding of how
older components work and how to service them . Secondly, the inclusion of the various older technologies and components that led
up to those used currently provides a historical perspective and insight into powersports vehicle development and how and why
current technology came into being.
Note that although this is a Honda publication and the focus is on Honda powersports vehicles, the information included in this
manual can be applicable to other brands. Powersports vehicles of each brand share more commonalities than differences,
therefore, the information in the CSM can be valuable no matter what brand of vehicle is being serviced.
LAYOUT AND NAVIGATION

MANUAL LAYOUT
The CSM is laid out with the following sections and pages:
• How to Use This Manual section
Provides important safety information and advice on how to utilize the manual to the fullest
• Manual Table of Contents
Lists the sections of the manual
• Sections 1 and 2
Provide general information on the whole vehicle and Warnings and Cautions related to performing maintenance and repairs
• Sections 3 through 16
Cover all aspects of the engine and drive train
• Sections 17 through 21
Include all of the component groups that make up the chassis
r • Sections 22 through 26
Apply to the various electrical components and systems found on Honda powersports vehicles
• Section 27
Provides information about PWC specific components
• Section 28
Provides information about service and diagnostic tools
• Section 29
Provides generic whole-vehicle troubleshooting procedures
• Index
An extensive alphabetized Index provides rapid access to information on specific components or systems
SECTION LAYOUT
Where applicable, each section of the CSM follows the same structure and information flow:
• Section Table of Contents
Lists the contents of the section
• System Descriptions
Provides information about the construction and operation of the system(s)
• Service Information
- General: Gives general information and warnings about servicing the system(s)
- Tools: Lists the special tools that may be required to service the system(s)
- Troubleshooting: Provides specific diagnostic troubleshooting checks and inspections to determine the cause of a problem
- Procedures: Gives disassembly, inspection , repair, and assembly instructions
V
Your safety, and the safety of others , is very important. To help you make informed decisions we have provided safety
messages and other information throughout this manual. Of course , it is not practical or possible to warn you about all the
hazards associated with servicing vehicles.
You must use your own good judgement.
You will find important safety information in a variety of forms including:
• Safety Labels - on vehicles
• Safety Messages- preceded by a safety alert symbol I!\ and one of three signal words, DANGER, WARNING , or CAUTION.
These signal words mean:
E•f;H(rl@;• You WILL be KILLED or SERIOUSLY HURT if you don 't follow instructions.
fNw;i;@IWj You CAN be KILLED or SERIOUSLY HURT if you don 't follow instructions.
t 1!41iiMa You CAN be HURT if you don 't follow instructions.
1
• Instructions - how to service this vehicle correctly and safely.
As you read this manual , you will find information that is preceded by a CJlO'fiCEJ symbol. The purpose of this message is to help
prevent damage to your vehicle , other property, or the environment.
ALL INFORMATION , ILLUSTRATIONS, DIRECTIONS AND SPECIFICATIONS INCLUDED IN THIS PUBLICATION ARE
BASED ON THE LATEST PRODUCT INFORMATION AVAILABLE AT THE TIME OF APPROVAL FOR PRINTING. Honda
Motor Co. , Ltd. RESERVES THE RIGHT TO MAKE CHANGES AT ANY TIME WITHOUT NOTICE AND WITHOUT
INCURRING ANY OBLIGATION WHATSOEVER. NO PART OF THIS PUBLICATION MAY BE REPRODUCED WITHOUT
WRITTEN PERMISSION . THIS MANUAL IS WRITTEN FOR PERSONS WHO HAVE ACQUIRED BASIC KNOWLEDGE OF
MAINTENANCE ON Honda MOTORCYCLES, SCOOTERS, ATVS , SIDE-BY-SIDE VEHICLES , OR PWCS.
© American Honda Motor Co., Inc.

Date of Issue: November, 20 12
vi
CONTENTS
HOW TO USE THIS
MANUAL GENERAL INFORMATION
For helpful information MAINTENANCE
about how to use this
manual, see page v.
ENGINE TESTING
LUBRICATION SYSTEMS
COOLING SYSTEMS
EXHAUST SYSTEMS
z EMISSION CONTROL SYSTEMS
<(
a::
I- FUEL SYSTEMS PRINCIPLES/CARBURETOR
w
>
i:i:: FUEL INJECTION SYSTEMS (CFI AND PGM-FI)
C
C
z CYLINDER HEADNALVES
<(
w CYLINDER/PISTON
z
az CLUTCH
w
.
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~ V-MATIC BELT DRIVE SYSTEM
TRANSMISSION/GEARSHIFT LINKAGE
CRANKCASE/CRANKSHAFT
FINAL DRIVE/OUTPUT SHAFT
WHEELS/TIRES
BRAKING SYSTEMS
~
en
r
en FRONT SUSPENSION/STEERING
<(
:::c
(.)
REAR SUSPENSION
FRAME/BODY PANELS
ELECTRICAL FUNDAMENTALS
..I
<( BATTERY/CHARGING/LIGHTING SYSTEM
(.)
i:i:: IGNITION SYSTEMS
I-
(.)
w
..I
w ELECTRIC STARTER/STARTER CLUTCH
LIGHTS/METERS/SWITCHES
PWC SPECIFIC SYSTEMS/COMPONENTS
SERVICE AND DIAGNOSTIC TOOLS
TROUBLESHOOTING
INDEX
-
MEMO
1. GENERAL INFORMATION
ABBREVIATIONS ················ ......................... 1-2 SERVICE RULEg .......................................... 1-6
MARKS··························································1-4 FASTENERS ............................................... 1-10
SYMBOLS ..................................................... 1.5 BEARING REPLACEMENT ........................ 1-22
1-1
GENERAL INFORMATION
ABBREVIATIONS
Throughout this Common Service Manual and the model specific Service Manuals, the following general abbreviations are used to
identify the respective terms.
Abbreviated term Full term

ABDC After Bottom Dead Center
AC Alternating Current
Assy Assembly
ATDC After Top Dead Center
BBDC Before Bottom Dead Center
BTDC Before Top Dead Center
C2 Countershaft 2nd gear (number indicates the gear)
DC Direct Current
DR Deep Recess bolt
EX Exhaust side/Exterior side
ID Inside Diameter
IN Intake side/Inside
L Left {left side viewed from the rear)
L(100L) Number of links (100 links)
M5 Mainshaft 5th gear (number indicates the gear)
OD Outside Diameter
OP Optional
OS Oversized
R Right (right side viewed from the rear)
RPM Revolutions Per Minute
SH Small Headed flange bolt
STD Standard
UBS Uniform Bearing Stress bolt
4P Number of connector pins
The following abbreviations are used to identify the respective parts, systems, and materials, etc.

ABS Anti-lock Braking System
ACG Alternating Current Generator {alternator)
AT Automatic Transmission
ATV All Terrain Vehicle
BARO sensor Barometric Pressure sensor
C-ABS Combined Anti-lock Braking System
CBS Combined Braking System
COi Capacitor Discharge Ignition
CKP sensor Crankshaft Position sensor
Clutch PC solenoid Clutch Pressure Control solenoid
CMP sensor Camshaft Position sensor
CPU Central Processing Unit
OCT Dual Clutch Transmission
DLC Data Link Connector
DOHC Double Overhead Camshaft
DOHV Double Overhead Valve
OTC Diagnostic Trouble Code
ECM Engine Control Module
ECT sensor Engine Coolant Temperature sensor
ECU Engine Control Unit
ECV Exhaust Control Valve
ECV POT Exhaust Control Valve Potentiometer
EEPROM Electrically Erasable Programmable Read Only Memory
EFI Electronic Fuel Injection
1-2
GENERAL INFORMATION
EGBV Exhaust Gas Bypass Valve
EGCA Exhaust Gas Control Actuator
EGCV Exhaust Gas Control Valve
ELC Emergency Locking Retractor
EOP sensor Engine Oil Pressure sensor
EOT sensor Engine Oil Temperature sensor
ESP Electric Shift Program
EVAP Evaporative Emission
Fl Fuel Injection
FP Fuel Pump
GP sensor Gear Position sensor
I HOS Honda Diagnostic System
r HESD Honda Electronic Steering Damper
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H FT/Hondamatic Hydraulic Fluid Transmission
[ HIM
HISS
Honda Interface Module
Honda Ignition Security System
t IACV Idle Air Control Valve
IAT sensor Intake Air Temperature sensor
f ICM Ignition Control Module
ICS Ignition Control System
IDC solenoid valve Intake Duct Control solenoid valve
LBS Linked Braking System (now referred to as CBS)
MAP sensor Manifold Absolute Pressure sensor
MCS Motorcycle Communication System
MFI Multi-port Fuel Injection
MIL Malfunction Indicator Lamp
Moly Molybdenum
MST switch Manifold Surface Temperature switch
' MUV Multi-Utility Vehicle
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N/D select switch Neutral/Drive select switch
N/D solenoid valve Neutral/Drive solenoid valve
0 2sensor Oxygen sensor
r OHC Overhead Camshaft
r OHV Overhead Valve
r OPS Occupant Protective Structure
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OTS Off-Throttle Steering
r PAIR
PCM
Pulse Secondary Air Injection
Power Control Module/Powertrain Control Module
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• PCS Purge Control Solenoid
PCV Positive Crankcase Ventilation
PGM-FI Programmed Fuel Injection
PSF Pneumatic Spring Fork
PWC Personal Watercraft
SE valve Starter Enrichment valve
Side-by-side Four-wheeled off-road vehicle with two side-by-side seats
SOHC Single Overhead Camshaft
SOHV Single Overhead Valve
SCS connector Service Check Short connector
TBW Throttle by Wire
TCM Transmission Control Module
TCP sensor Throttle Control Position sensor/Turbo Charged Pressure sensor
TP sensor Throttle Position sensor
TR sensor Transmission Range sensor
VS sensor Vehicle Speed sensor
WMT Water Muffler Temperature sensor
2WD Two Wheel Drive
4WD Four Wheel Drive
1-3
GENERAL INFORMATION
MARKS
The following letters or symbols marked on parts indicate the installation direction. Pay attention to the mark when assembling.

IN Install with "IN" facing the inside/intake side
TOP Install with "TOP" toward up. (Do not install with the word upside
down)
UP Install with the "UP" toward up. (Do not install with the word upside
down)
UP ~ Install with the triangular mark facing/pointing up. (Some parts might
be stamped with an arrow)
F--+- Install with the arrow facing the front. (Some parts might be stamped
with a triangular mark)
R (RH) Install on the right side, viewed from rear. If an arrow or triangular
mark is stamped, install with the mark facing right
L (LH) Install on the left side, viewed from rear. If an arrow or triangular
mark is stamped, install with the mark facing left
F (FR) Indicates the front of the vehicle
OUT (OUTSIDE) Install with the word facing out
.
LOWER
UPPER (FULL)
• (Punch Mark)
Indicates lower level
Indicates upper level
Indicates the rotating direction, if marked on a rotating part
Indicates the installation direction or an alignment point
1-4
GENERAL INFORMATION
SYMBOLS
The symbols used throughout this manual and the model specific Service Manuals indicate specific service procedures. If
supplementary information related to the symbols is required, it will be explained in the text without the use of the symbols.
•*' Replace the part(s) with new one(s) before assembly.
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Use the recommend engine oil , unless otherwise specified .
71 Use molybdenum oil solution (mixture of the engine oil and molybdenum grease in a ratio of 1: 1).
-~~
Use multi-purpose grease (lithium based multi-purpose grease NLGI #2 or equivalent).
Use molybdenum disulfide grease (containing more than 3% molybdenum disulfide, NOGI #2 or
equivalent).
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Example:
Molykote® BR-2 plus manufactured by Dow Corning U.S.A.
Multi-purpose M-2 manufactured by Mitsubishi Oil, Japan
Use molybdenum disulfide paste (containing more than 40% molybdenum disulfide, NOGI #2 or
equivalent).
Example:
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. Molykote® G-n Paste manufactured by Dow Corning U.S.A.
. Honda Moly 60 (U .S.A. only)
.
. Rocol ASP manufactured by Rocol Limited , U.K.
Rocol Paste manufactured by Sumico Lubricant, Japan
Use silicone grease.

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Use water resistant grease #0 (Urea based multi-purpose grease NLGI #0 or equivalent).
~ Example:
. EXCELITE EPO manufactured by KYODO YUSHI , Japan
Use water resistant grease #2 (Urea based multi-purpose grease NLGI #2 or equivalent).
~ .
Example:
EXCELITE EP2 manufactured by KYODO YUSHI , Japan
Use water resistant molybdenum disulfide grease (containing more than 3% molybdenum disulfide,
NLGI #2 or equivalent).
~ Example:
. UNILITE M No.2 manufactured by KYODO YUSHI , Japan
Apply a locking agent. Use a medium strength locking agent unless otherwise specified.
C,w,
Apply sealant.
-''~
I Use DOT 4 brake fluid . Use the recommended brake fluid unless otherwise specified .
I Use fork or suspension fluid .
1-5
GENERAL INFORMATION
SERVICE RULES
Use only metric tools when servicing a Honda motorcycle, scooter, ATV,
side-by-side vehicle, or PWC. Metric bolts, nuts, and screws are not
interchangeable with standard fasteners. The use of incorrect tools and
fasteners may damage the vehicle.
Special tools are designed to remove or replace a specific part or
assembly without damage. The use of other procedures, without using the
specified special tools, may damage parts. Required special tools are listed
in model specific Service Manuals.
Clean the outside of a part or assembly before removing it from the
vehicle or opening its cover for service. Dirt that has accumulated on the
outside could fall into the engine, chassis, brake system, or other assembly
and cause damage later.
Clean the parts after disassembly but before measuring them for wear.
Parts should be washed in high flash-point solvent and dried with
compressed air. Be careful when using compressed air where loose parts
could be dislodged and lost. Beware of parts containing 0-rings or oil seals
since these are adversely affected by most cleaning solvents.
Control cables must not be bent, distorted, or corroded. Such damage or

wear will lead to stiff operation and premature cable failure. WRONG WRONG WRONG
Rubber parts can deteriorate with age and are highly-susceptible to
damage from solvents and oils. Check these parts before reassembly and
replace as necessary.
Loosening a part with multiple fastener sizes, such as a cylinder head,
should be done from the outside-to-inside in a crisscross pattern, loosening
the small fasteners first. When given, follow the correct loosening and
tightening sequence in the model specific Service Manual. Loosening the
large fasteners first will place an excessive force on the smaller fasteners.
Complex assemblies, such as transmission parts, should be stored in the

proper assembly order and held securely with wire or kept together in
another other organized manner. This will simplify reassembly later. Also,
taking a digital photograph of the assembled components before
dissassembly will be useful for reference when reassembling the parts.
Reassembly position of critical parts should be noted before the parts
are disassembled. This will allow those dimensions (depth, distance, or
position) to be correctly duplicated upon reassembly. Note that many gears,
spacers, and shims are directional and so should be stored to indicate the
correct assembly direction.
1-6
t GENERAL INFORMATION
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,
Non-reusable parts should always be replaced whenever something is
disassembled. These include the gaskets, metal sealing washers, 0-rings,
oil seals, snap rings, and cotter pins. The "NEW" symbol will be used on
illustrations and photographs to indicate when a part should be replaced .
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Ball bearings should be removed using tools that apply force against the
r appropriate race. If a bearing is installed/removed from a hole, force should WRONG WRONG
r be applied to the outer race. If a bearing is installed/removed from a shaft,
r force should be applied to the inner race. If these procedures are not
followed the bearing will be damaged and will need to be replaced .
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r Bearing in hole forced Bearing on shaft forced
r out from inner race out from outer race
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i Ball bearings should be cleaned in high flash-point solvent then dried with
r compressed air. Dry the bearing while holding both races to prevent it from
r, spinning. If the bearing is allowed to spin, the high speed generated by the
air jet can overspeed the bearing and cause permanent damage.
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,r Ball bearings should be checked (after cleaning) by slowly rotating the
inner race while holding the outer race stationary. If any radial play or
roughness is felt, it must be replaced. The bearing should have no axial
play; if it has noticeable axial play, it must be replaced .
1-7
GENERAL INFORMATION
Ball bearings should always be installed with the manufacturer's name
and size code facing out. (Facing out means the name and sizing code SINGLE-SEALED DOUBLE-SEALED
TYPE TYPE
should be visible from the side the bearing is installed from.) This is true for
open, single-sealed, and double-sealed bearings. Apply the proper grease
to open and single-sealed bearings before reassembly.
OPEN
TYPE
MANUFACTURER'S
NAME, BEARING No.
Snap rings should always be installed with the chamfered (rolled) edge
facing away from the thrust of the mating part. This is so pressure against
the snap ring presses the flat area of the ring against the flat surface of the
snap ring groove, creating a secure fit. If installed incorrectly, pressure
against the rolled or chamfered edge could compress or expand the snap
ring, which could possibly dislodge it. Never reuse snap rings since they are
often used to control end play and become worn, and therefore lose their
shape and tension with normal use. Wear is especially critical on snap rings
that retain spinning parts such as gears. After installing a snap ring, always
rotate it in its groove to be sure it is fully seated.
Grease or oil sliding or turning parts with the recommended lubricant

before reassembly.
Genuine Honda Replacemtent parts and fluids are recommended. The
use of non-Honda parts and non-recommended fluids can have an adverse
effect on performance and durability.
Reassembly operation should be tested, whenever possible, before the
part is installed onto the motorcycle.
Bolt or screw lengths can vary for an assembly, cover, or case. These
different lengths must be installed into the correct locations. If you become
confused , place the bolts into their holes and compare the exposed lengths;
each should be exposed by the same amount.
To prevent warping components and to ensure proper gasket sealing,
multiple sized fasteners should be torqued as follows: hand tighten, then
torque big fasteners before little fasteners. Torque pattern should be
crisscross from inner-to-outer. To minimize distortion, critical fasteners
should be torqued in two or three increments. Unless specified otherwise,
bolts and fasteners are installed clean and dry; do not use oil on the
threads. See the model specific Service Manual for correct tightening
information. Also, some bolts, such as on some main bearings and
connecting rods, must not be reused. Refer to the model specific Service
Manual for such information.
1-8
GENERAL INFORMATION
r Oil seals should always be installed with grease packed into the seal cavity
and the manufacturer's name facing the outside (dry side). When installing
r seals, always check that the shaft over which the seal fits is smooth and
r free of burrs that could damage the seal. To also prevent seal damage, if MANUFACTURER'S NAME
r the shaft has shoulders, 0-ring grooves, or splines, etc., temporarily cover
r them with tape or shrink tubing prior to seal installation. Always use the
r correct seal driver and any required special tools when installing oil seals.
r
r
r
r
r
r
r
r Old gasket material or sealant must be removed before reassembly. If the
r gasket surface is damaged slightly, it may be possible to smooth that area
r with an oil stone. An oil stone can also be used to remove stubborn
r remnents of gasket material.
r
r
r
Rubber hoses (fuel, vacuum, coolant, etc.) should be installed so the end
is bottomed onto its fitting. This allows adequate area for the hose clip or
clamp to grip the hose beneath the flared end of the fitting. Check the model
specific Service Manual for any hose clip or clamp directional placement CAVI~
requirements.
CLIP - +~
FITIING ~
~
Rubber or plastic dust/dirt boots should be replaced securely in the exact

positions for which they were designed.
BOOTS
Route all cables, hoses, and wires as shown in the Cable and Harness
Routing of the model specific Honda Service Manual.
1-9
GENERAL INFORMATION
FASTENERS
A variety of fasteners are used on Honda motorcycles, scooters, ATVs,
side-by-side vehicles, and PWC. Unlike permanent connection methods like
welding , riveting, and gluing, threaded fasteners are essential as a means
of connecting parts that can be disconnected whenever necessary. Some
fasteners require specific installation and tightening procedures. Always
follow the procedures listed in the model specific Service Manual. Roughly
estimated , a fastner thread diameter is the O.D. of the male thread . The
pitch is the thread-to-thread distance that a male/female bolt moves in one
complete turn .
TYPES OF THREADS
Metric threads, as specified by the International Standards Organization
(ISO), are used on Honda vehicles. The typical ISO threads found on FEMALE
Honda products are the following threads and pitches.
n::
w
1-
w
~
<(
0
+---PITCH
Diameter Pitch Diameter Pitch

(mm) (mm) (mm) (mm)
3 0.5 12 1.25
4 0.7 14 1.5
5 0.8 16 1.5
6 1.0 18 1.5
8 1.25 20 1.5
10 1.25
The few parts that do not have conventional (ISO) metric threads are listed
below. The threads are not interchangeable with conventional (ISO) metric
threads .
Description *Symbols (typical examples) Example of application

Parallel threads for tubes PF 1/8 Oil pressure switch
Tapered threads for tubes PT 1/8 Thermostatic units
Thread type used on wheels BC 3.2 Spokes and nipples
Spark plug threads M 12S Spark plugs
Automobile tire valve stem TV8 Tire valve stem
* The figures given above represent screw sizes. An example is given for each type of screw or thread type.
1-10
•t
GENERAL INFORMATION
THREAD SIZES
r Thread sizes are represented by male thread diameters. Widths across flats
represent applicable tool sizes. Note that these widths are not related to
thread sizes. WIDTH ACROSS
r On Honda motorcycles, scooters, ATVs, side-by-side vehicles, and PWC, FLATS
-
(TOOL SIZE)
the size of the bolt, nut, or screw is considered to be the thread diameter.
,
MALE THREAD DIAMETER
(THREAD SIZE)
I
J =::z__.J...1
0 ..--d::::::=
r;
r
r WIDTH ACROSS FLATS
f The width across fastener head flats is the portion where tools such as a
r wrench or a socket are applied. Applicable tool sizes are represented by
these widths. The denomination of a "10 mm wrench," for example,
represents a wrench to be used on hex-heads with widths across flats of 10
mm.
Below is a table to show representative widths across flats and thread sizes
often used for Honda vehicles. Not all widths across the flats are shown.
Width
f Hexagon
across
Thread diameter
r. portion X pitch
flats
8 5 X 0.8
r i~ j i I
8
10
12
6 X 1.0
6 X 1.0
8 X 1.25
ffl-
t
I
I ffl 14
17
10 X 1.25
12 X 1.25
I
r 19 14x1.5
5 6 X 1.0
-t ~ I I! 6
8
10
8 X 1.25
10 X 1.25
12 X 1.25
Some other common widths across the flats are 22, 24, 27, 30, 32 mm, etc.
Spark plugs have particular width across flats; they should be removed with
special spark plug wrenches (16, 18, and 20.6 mm).
HEX-HEAD BOLT STRENGTH MARKINGS

Strength marks, indicating material type, are visible on the head of some
hex-headed bolts. Bolts are classified into standard bolts and high-tension
bolts by material types. During assembly, take care not to install any high-
tension bolts in the wrong place. Note that while standard bolts are
tightened to a standard torque, unless otherwise specified, high-tension
bolts always have their own specified torque values. 6 mm SH bolts without
strength marks (Small Head flange bolts with a width across flats of 8 mm
and a thread size of 6 mm) are all considered standard bolts.
Mark No mark e or e 10 12
Strength
5.8 8.8 10.9 12.9 STRENGTH
Class
MARK
Tension 50 - 70 80 - 100 100 - 120 120 - 140
Strength kg/mm 2 kg/mm2 kg/mm2 kg/mm 2
Class. Standard bolts High tension
1-11
GENERAL INFORMATION
Deep Resess (DR) bolts are flange bolts with hex-heads and with weight
reducing cavities. They do not have strength markings and are classified by
their outer flange diameters. High tension versions have larger diameter
flanges than the standard bolts. Ensure the correct usage and torque DEEP RECESS
settings of the two types of DR bolts.
STANDARD HIGH-
I
DR BOLT
BOLT TENSION
BOLT
Uniform Bearing Stress (UBS) bolts are designed to resist loosening. A

small angle of 5-60' (minutes of degree) is rolled or forged on the underside
of the bolt head. This causes the flange to flex as the bolt is tightened and
provides additional friction to hold the bolt tight. They can be indentified by ~
an undercut radius under the bolt head. UBS bolts may or may not be
marked with strengh marks. • .• .._____
UBS BOLT
UNDERCUT
TORX BOLT
The TORX bolt was developed by Camcar/Textron Inc., Rockford, Illinois,
U.S.A. The bolt head tightening surface is in a hex-globe shape. The inside T-TYPE
(female) TORX is classified as T-type, and the outside (male) TORX is as
E-type.
Drive size represent the sizes of the T or E portion and also applicable tool
sizes.
Below is a table to show representative drive sizes and thread sizes often
used for Honda vehicles.
Thread
Diameter (mm) T-type
Drive size
E-type
-$ E-TYPE
4 T20 E8 (nut) -
4.5 T20 - -
5 T25 or T27 E6 (bolt) E10 (nut)
6 T30 E8 (bolt) E12 (nut)
8 T40 or T45 E10 (bolt) E16 (nut)
10 T50 E12 (bolt) E18(nut)
A variation of the T-type TORX bolt has a projection at the bottom of its
hollow. This type of TORX bolt is used to secure parts that are not
disassembled (example: throttle sensor installation).
To remove and install this type of bolt a special TORX wrench with a hole
corresponding with the projection is required.
Always reference the model specific Service Manual when encountering
this variation of the T-type TORX bolt as it may either indicate the bolt
should not be removed or an adjustment is required upon reinstallation.
t
PROJECTION
1-12
GENERAL INFORMATION
CENTER TAP (CT) COMBINATION BOLT
A CT bolt creates female threads when it is screwed into an unthreaded
pilot hole.
AFTER PLASTIC
The lower half of the CT bolt features a combination of standard and low DEFORMATION
threads.
When a CT bolt is screwed into the unthreaded pilot hole, the bolt creates
female threads in the pilot hole by deforming the wall of the hole. Few chips
and shavings are produced, unlike threading by a machine.
The threads remain in the part after the CT bolt is removed. 'N-r~f~L--INTRODUCTION PART
LOWER HALF OF BOLT
When a CT bolt is reused, tighten the bolt with care so as to not damage the (combination of standard threads
female threads that were made when the bolt was initially tightened. and low threads)
A standard bolt can be used in the female threads that were made by the UPPER HALF OF BOLT
CT bolt. Service replacement parts already have threads. (standard threads)
When CT bolt replacement is required, use a new CT bolt or Honda genuine
standard bolt. Do not use a non-specified standard bolt.
CT BOLT
INTRODUCTION
PART
STANDARD
BOLT
TORQUE VALUES (Tightening Force)

Correct tightening force of a fastener, as measured by a torque value, is
important to ensure the appropriate connectivity between parts. Too little
force may allow parts to loosen and too much force may cause parts and
the fastner to distort and possibly break.
Stresses on Threaded Fasteners
Certain terms are used to describe the stresses acting on a fastener when it
is tighened and when in use. TORSION (a) CLAMPING FORCE (c)
SHEAR (b) AXIAL TENSION (d)
Axial tension (d) is the stretching force applied to a bolt when it is tightened
into a case or a nut is tightened onto the bolt.
Torsion (a) is a twisting force applied to the head of a bolt when it is
tightened.
Shear (b) is a force exerted at 90° to the center line of a bolt.
Clamping force (c) is the force applied by a bolt holding two parts together.
J
(c) (d)
(b)
1-13
GENERAL INFORMATION
Tightening Regions
When a fastener is tightened , an axial tension is applied to it. This stress
stretches the fastener and reduces its diameter slightly. As the fastener is STRESS (FORCE) (a)
tightened more, it reaches the yield point. Continuing to tighten the fastener ELASTIC RANGE (PROOF LOAD) (b)
moves it into the plastic range where the fastener is permanently stretched. PLASTIC RANGE (c)
If the fastener is tightened further, it will reach its ultimate tensile strength. YIELD POINT (d)
Beyond that point the fastener is in the tensile point range and will ultimately
fail and break. STRAIN (ELONGATION) (e)
ULIMATE TENSILE STRENGTH (f)
Preload
FAILURE (TENSILE POINT) (g)
For any fastener to work properly, it must be stretched sufficiently to
produce a static preload (clamping force) that is greater than the expected (b)i~(c)_.
external loads. This is what the torque applied to the fastener does. Bolts ~ (f)
and screws stretch like a spring and as long as they are only tightened into
the elastic range they will return to their original length. It is critical that the
fastener be tightened the right amount. Too little and it will loosen, too much ~(d)
'
and it may break or damage threads . Fasteners tightened into the plastic
range will be permanently stretched and should be replaced. Therefore it is (g)
important to prepare the fasteners correctly and tighten them to the Service
Manual specified torque. Preparing the fasteners includes cleaning ,
inspecting and blowing them dry. (a)
There are some variables that can effect tightening torque. Tightening
torque can decrease over time, from external forces, or vibration. Therefore
"----------------
it is also important to follow the maintenance schedule for fastener
tightening
A decrease in tightening force (initial tightening force) due to the passage of
time, external forces, or vibration applied during use is called "fastener
loosening ." Even when the initial tightening force was correct, loosening
may cause it to decrease in later use, finally damaging some parts. As a
countermeasure against fastener loosening, retightening is carried out after
a certain period of time. Periodically tightening wheel spokes is an example
of this operation .
Proper tightening forces are specified according to fastener strength,
strength of fastened parts, and intensity of external forces. Tightening must OIL CLEARANCE
be carried out to the Service Manual specification, especially at critical
fasteners. For instance, if a connecting rod bearing cap is tightened with a
higher torque than specified, it will reduce the oil clearance for the bearing \
to less than specified, which may lead to premature bearing seizure. A low
torque, on the other hand, may allow the nuts or bearing caps to loosen and
fall off during engine operation, leading to serious engine damage.
BEARING CAP
Tightening and Torque

As mentioned earlier, the most important point in fastener tightening is the
tightening force. The problem is that this tightening force (axial tension) is
difficult to measure. Using a predetermined tightening torque is, therefore,
the most common method of controlling fastener tension.
The axial tension is proportional to the torque applied in certain conditions
as indicated in the illustration on the right. The most common condition
being clean, dry threads .
Friction at the threads uses up 40% of the applied torque. The friction
z
0
between the bolt head and mating surface uses 50% of the torque. That u5
leaves 10% to tighten the bolt. Dry surfaces have the highest friction. When z
w
a lubricant is applied to fasteners, the friction is decreased . The<µ> symbol 1-
....J
indicates the coefficient of friction. The lower this number, the less friction. <( ....... TIGHTENING TORQUE
Dry threads have the highest friction , oiled threads have the lowest.
~
If the threads are lubricated, more of the torque is applied to the axial
tension . This means the parts are held together with a greater force and the
fastener is stressed more.
1-14
GENERAL INFORMATION
The graph and illustration on the right give examples of how much the
friction is reduced when kerosene or oil are applied to the threads . With the
same tightening torque the axial tension increases greatly.
Some Honda fasteners specify that oil be applied to the threads and the
underside of the head . It is important that these parts be oiled before
tightening . If they are assembled and tightened dry, the correct preload
(clamping force) will not be applied, which could cause the bolt to loosen.
Don 't over oil, excessive oil could cause a hydraulic lock and damage a (a) (b) C
part. Dry threads Kerosene applied Oil applied
(µ = 0.35- 0.54) (µ = 0.22- 0.34) (µ = 0.09-0 .14)
All other threaded fasteners must be assembled and tightened dry.
Lubrication of these bolts may cause them to break.
(c)
z Effect of Friction
0 Coefficient <µ>
in
z
UJ
1-
__J
<C (a)
~
TIGHTENING TORQUE
Torque
Torque values are determined according to fastener size and strength , and
the strength of the parts that are fastened together. In earlier Service
Manuals torque values are specified within a certain range . In current
~ /1~Jl_m_)_·_ = 1 kg ·m
Service Manuals, a single value is given for the torque. This is equivalent to (100 kg-cm)
the middle of the range in earlier manuals. Service Manuals specify torque
in Newton meters (N·m), Kilograms of force per meter (kgf·m) and pounds
of force per foot (lbf-ft).
Torque is simply a force applied to a lever of a specific length. One kilogram
attached to the end of a one meter arm gives one kilogram meter (kg ·m) of = 1 kg·m
torque. A weight of 5 kg applied to an arm 1/5 of a meter gives the same (100 kg-cm)
torque .
Torque = Force x Length
Plastic Region Angle Method

A torque angle gauge is used to tighten highly stressed fasteners into the
plastic region in order to give a more stable connection . This ensures the DIAL TYPE TORQUE ANGLE GAUGE
I bolt stays tight, even under high loads. These bolts must be replaced after
removal. An example of a torque angle gauge is shown on the right, digital
torque wrenches with angle gauge measurement are also availble.
Angle tightening is used in conjunction with measured torque . An initial
tightening torque is first required, then a further tightening to the specified
angle , which is giving in degrees of rotation.
I
\
1-15
GENERAL INFORMATION
The graph on the right illustrates the tightening torque curve from when the
fastener first makes contact with the surface to which it will be tightened (a) , ••
then tightened to a low initial torque (a-b), and lastly, turned by a degree of : (c)
rotation (b-c ). •
w
:)
aa:::
0
t-
C)
z
z
w
t-
I
C)
i==
BOLT TURNING ANGLE
Torquing with Extentions and Adaptors

Care must be taken when using extensions and adaptors when tightening
bolts to the specified torque as they can effect the actual force applied.
Extensions or adaptors connected to the wrench perpendicular (90°) to the
rotational direction of force do not effect torque, so the specified torque
amount can be used. However, as longer extensions may torsionally flex
1~--·· ~
·'
-
when great force is applied, avoid using them . i ·. 900
Any extension or adaptor that increases the effective length of the wrench
increases the applied torque, as greater leverage acts against the fastener
being tightened. Where the model specific Service Manual tightening
procedure requires the use of an adapter that increases the length of the
wrench, it will include the actual and indicated torque. The torque wrench
should be set to the indicated torque setting .
EXTENDED LEVER LENGTH
Certain areas of a vehicle are subject to repeated and severe external

forces. Special bolts with a high percentage of elastic deformation capability SPECIAL BOLTS
are used in these areas.
Installing standard bolts in these areas may lead to loosening or shearing of
the fastener. Therefore it is important to identify these specially designed
bolts and the positions where they are required . Follow any special bolt
instructions given in the model specific Service Manual.
0 D
1-16
GENERAL INFORMATION
Always clean fasteners thoroughly if there is any dirt present anywhere on
the fastener.
Installing fasteners with dirt or other foreign matter on their threads or on the
bolt or nut bearing surfaces will result in improper axial tension, despite the
use of the proper torque specification.
As the dirt or foreign matter breaks down due to vibration and the attached ~
parts working against each other, the fastener can work its way loose. Y
There are several methods of preventing the various types of fasteners from
loosening. Some representative examples are presented on the next page,
together with the necessary instructions for proper use. FOREIGN MATTER
Whatever the type and size of fastener used, it is important to follow the
tighening instructions given in the model specific Service Manual's Torque
Values information in the General Information section, and in the
procedures throughout the manual.
FASTENERS
Type Of Fasteners
'
I TYPES OF FASTENERS APPLICATIONS CAUTIONS
~ Lock washer
(Conventioal split-ring type)
• Various points on frame
(Bolts-incorporating washers
• Do not use lock washers that have lost their
elasticity or are deformed or eccentric.
r are also available.) • Excessive torque will open or deform the
r washer and render it useless.
• Use an appropriate size for thread diameter
r
>
or hex point.
• When using with a plain washer, always put
LOCK WASHER the lock washer between the nut and plain
washer.
NUT
When the washer is compressed by
the fastner, the elasticity of the LOCK WASHER
spring and the edges of the ring
PLAIN WASHER
ends prevent loosening.
Self-locking nut • Important points on the • Avoid using spring plate nuts with deformed
r SPRING PLATE frame or damaged spring plates.
- Suspension linkage pivot • The bolt head must be held during nut instal-
point nuts lation and removal due to the resistance of
- Axle nuts the nut spring plate against the bolt.
• If the bolt length is too short, the spring plate
portion of the lock nut will not engage with the
thread fully.
The nut includes a spring plate on

top that presses against th_ e thread,
making it difficult for the nut to loos-
en. After removal, this type of nut
can be used again.
Double nut • Chain adjusters • Hold the adjusting nut securely and tighten
LOCK NUT • Cable adjusters the lock nut.
(Also used for removing or • Any attempt to loosen both nuts (adjusting
/
installing stud bolts) and lock nuts) simultaneously will damage
the bolt threads.
, ADJUSTING NUT
The lock nut, applied to the adjust-
ing nut from outside, presses
against the adjusting nut and there-
by prevents loosening.
1-17
GENERAL INFORMATION
TYPES OF FASTENERS APPLICATIONS CAUTIONS
Cone spring lock washer • Important points inside the • Installing in the opposite direction prevents
engine effective locking. Always install cone wash-
CONE-TYPE - Clutch lock nut ers with their "OUTSIDE" mark facing out. If
LOCK WASHER
- Primary gear lock nut unmarked, install cone spring washers as
• Drive sprocket center bolt shown in the image at left.
• Do not use if damaged or deformed.
• When using a lock nut that is chamfered on
one side, install the nut with chamfered side
facing the lock washer as shown below.
• When using with a plain washer, always put
the lock washer between the nut and plain
Nut tightening pressure causes the washer.
cone spring lock washer's spring re-
action to press against the nut to
prevent it from loosening.
CHAMFERED EDGE
Tongued lock plate • Important points inside the • Ensure that a tongue (claw) has locked the
engine nut properly.
- Clutch lock nut Since repeated bending/straightening dam-
ages the tongue, replace the lock plate with a
• Important safety points on
new one whenever the lock plate is removed.
the frame
• Align the tongue to the nut in such a manner
- Steering head bearing
that the nut aligns properly when proper nut
top nut
torque is reached, or so that the nut must be
- Driven sprocket nuts
tightened further to align the tongue.
• Do not align the nut in a position where the
locking tongue aligns, but the nut torque is
less than specified.
The tongues (claws) are bent

against the flat face of a conven-
tional nut or bolt, or into the groove
of the nut having one, to lock the nut
or bolt head. RIGHT WRONG
Castle-headed nut • Important safety points on • Since repeated bending/straightening dam-
the frame ages cotter pins, always use new cotter pins
- Axle nut during assembly.
- Brake torque rod • Tighten the nut to the specified torque. Then
align the next possible pin hole while tighten-
ing the nut just beyond the specified torque.
• Do not align the holes in a position where the
nut torque is less than the specified torque.
Inserting a cotter pin through a nut

and bolt prevents loosening.
RIGHT WRONG
• Bend the cotter pin as shown below.
*~
RIGHT WRONG
'
1-18
GENERAL INFORMATION
Slip pin/cotter pin • Frame important safety • Since repeated bending/straightening dam-
points ages cotter pins, always use new cotter pins
COTTER - Brake rod during assembly. Although slip pins can be
A ~ SL~
~ -PIN used again, replace slip pins with new ones if
they are deformed or fatigued .
• When using a cotter pin or slip pin on suspen-
sion and wheel components, install the pin
with the head facing forward. If installed in
the opposite direction, these pins may be
Inserting a slip pin or cotter pin bent and eventually broken and knocked out
through a bolt prevents the nut from due to hitting stationary objects or from
loosening. thrown stones on off-road bikes. Be sure to
bend cotter pins properly as shown below.
• Set the pin head in any position within the

r range A shown above.
r Stake-type lock nut
• • Important points inside the • During disassembly, bend out the staking
STAKE POINT engine point from the groove to loosen the nut. En-
- Clutch center lock nut sure the stake point does not interfere with
• Wheel bearing retainer the threads to prevent damaging them.
• Shift drum stopper plate • Replace the nut if the old staked area of the
nut aligns with the groove of the shaft after
tightening the nut to the specified torque.
'' • After tightening the nut to the specified
torque, stake the nut collar by striking it with
a drift punch in such a way that the staking
point protrudes into the shaft groove. Ensure
Stake (or indent) the collar of the nut that the staking point has entered into the
to make it protrude into the groove in groove at least 2/3 of the groove depth.
the shaft.
Thread locking agent • Bolts on or near rotating • Application of a locking agent increases the
parts inside the engine, bolts torque necessary to loosen the bolt. Take
that if loosened, may contact care not to damage the bolt during removal.
rotating parts. • Before applying a locking agent clean off all
- Stator coil bolt oil and/or residual locking agent remaining on
- Bearing retainer bolts the threads and dry them completely.
- Shift drum stopper plate • Application of an excessive amount of adhe-
bolt sive may, during loosening, damage the
• Frame thread or cause the bolt to be broken. Apply-
- Fork socket bolts ing a small amount of locking agent to the
- Brake disc bolts end of the bolt threads distributes the agent
throughout when the bolt is threaded in.
Apply a thread locking agent to the
threads to prevent loosening. APPLY LOCKING AGENT
,-,......
l\\\\\m\\\\\\\m
• A locking agent may cause plastic parts to
crack. Don't let the locking agent touch plas-
tic parts.
• Different strengths of locking agent are avail-
able, use only the strength specified in the
model specific Service Manual.
'
1-19
GENERAL INFORMATION
UBS bolt • Used on critical areas of the • The tightening surface where the bolt flange
engine/frame where a nut seats should be clean, level, and smooth.
cannot be used to tighten. • Some applications of UBS bolts require that
- Engine: they be replaced after removal. Check the
cylinder model specific Service Manual.
cylinder head
- Frame:
foot peg
bracket
The threads are pressed by the re-
action on the inclined bolt flange.
Quick Screw • Used on body panels and • Turn clockwise to tighten. Do not use exces-
fairing parts. These are sive force to tighten .
quick-release fasteners for • To remove, turn counterclockwise.
inspection or service access.
LOCK
Trim Clip • Used on body panels and • To install and lock, depress the center pin
fairing parts. Trim clips are with thumb or screwdriver until it is level with
EASE
' ...... made of plastic and act like
rivets to hold two items with
aligned holes together.
the sleeve.
• To release, depress the center pin further in-
side the sleeve.
• Before reinstalling , reset the center pin by
pushing it out.
LOC~ ' ~ RESET
Split Trim Clip • Used on body panels and • To install and lock, depress the center pin
fairing parts. Split trim clips with thumb or screwdriver until it is level with
RELEASE RESET .
are made of plastic and act the sleeve.
~&-~
like rivets to hold two items • To release, depress the center pin further in-
with aligned holes together. side the sleeve.
• Before reinstalling , reset the center pin by
pushing it out.
Center Pin Split Trim Clip • Used on body panels and • To install and lock, depress the center pin
fairing parts. Center pin split with thumb or screwdriver till it is level with
RESET LOCK trim clips are made of plastic the sleeve.
• To release, pull the pin up with a screwdriver
~ ~
and act like rivets to hold two
items with aligned holes to- or special tool.
gether. • A special tool is available to aid in the remov-
t al of these clips.
- Honda tool number: 07AAC-SJAA100
~ LEASE
Threaded Trim Clip • Used on body panels and • Turn clockwise to tighten. Do not use exces-
fairing parts. Threaded clips sive force to tighten.
are made of plastic and act • To remove, turn counterclockwise.
like rivets to hold two items
with aligned holes together.
1-20
GENERAL INFORMATION
Well Nuts • Used on body panels, fairing • Turn clockwise to tighten . Do not use exces-
parts, and windscreens. sive force to tighten.
These are rubber fasteners • To remove, turn counterclockwise.
with a brass threaded sleeve
and a metal screw.
Snap Fitting Clips • Used on body panels and • Install by pushing in, remove by pulling out.
fairing parts. These are plas- • Hold the body panels close to the clip when
tic fasteners attached at the installing and removing to help prevent flex
feet to tabs and secure into and possible damage to the body panels.
rectangular holes on the op-
posing part.
Dual Lock Fastener Used on body panels and Install by pressing together two aligned
fairing parts. These are ad- strips, remove by pulling apart.
hesive backed strips cov-
ered in numerous small
mushroom shaped protru-
sions that lock together.
'
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1-21
GENERAL INFORMATION
BEARING REPLACEMENT
REMOVING BEARINGS
This section refers to ball and roller bearings. Other
types of bearings, such as needle, may not be replaced
or have different removal/installation procedures.
Always follow the instructions given in the model
specific Service Manual. All images in this section show
ball bearings. '. J
Bearings are removed using special tools that apply

force against one or both (inner and outer) races. If the
force is applied against only one race (either inner or OUTER INNER
outer), the bearing will be damaged during removal and RACE RACE
must be replaced. If the force is applied against both
races (equally), the bearing can be reused unless worn PILOT
or damaged. See the image to the right.
Reference the model specific Service Manual for ,
required special tool information and usage. J
Note: The special tool numbers listed in the following
j
pages are Honda specific. 1
J
TOOLS:
Driver
J
J
Attachment
Pilot I
J
If the bearing is in a blind hole in the crankcase and
cannot be removed by hammering on the opposite side,
remove it with a bearing remover.
J
REMOVER J
WEIGHT
TOOL:
Bearing remover
I NOTICE I 2n \ ,. . . ._ _
HANDLE SHAFT 'I
''
~
1
Operate the bearing remover with the shaft threads

properly engaged. A poor fit may lead to damage to the Q ;
threads.
Replace the remover if it is worn or damaged.
J
Do not reuse bearings that have been removed in this
manner.
If the use of a bearing remover is not possible, remove
the bearing by thermally expanding the case; slowly
and uniformly heating the case with a heat gun HEAT GUN
(industrial dryer), oven, or a hot plate.
To avoid burns, wear insulated gloves when handling
the heated case.
'
'
1-22
f GENERAL INFORMATION
r
r Remove a bearing from a shaft using a bearing puller.
Do not reuse a bearing that has been removed with a BEARING PULLER
bearing puller if it only pulled upon the outer race of the
bearing.
TOOL:
, Universal bearing puller 07631-0010000 or its

equivalent
, Remove wheel bearings using a bearing remover shaft

and remover head.
' REMOVER
,
Do not reuse the removed bearing.
SHAFT
TOOLS:
Remover shaft
Remover head
r
,.
REMOVER
( HEAD
f
f
••
f INSTALLING BEARINGS
i Clean the bearing recess before the bearing is installed
r to ensure that it is free from dust or debris and that the
bearing seats fully in its recess.
MANUFACTURER'S
1 NAME/BEARING No.
Care should be taken to ensure the bearing is installed
J in the correct direction. Bearings are always installed
r with the manufacturer's name and size code facing out.
r• This is true for open , single sealed, and double sealed
bearings .
,I Prior to installation, freezing the bearing, to slighly
contract it, will help with bearing installation . This may OIL GUIDE
I be done in conjunction with expanding the case by PLATE
t heating. Carefully follow any freezing or heating
; instructions in the model specific Service Manual.
• BEARING RECESS
I Apply the proper grease to the bearing before
reassembly. The outer race should be installed with a
r driver, attachment and pilot.
r The bearing must be installed squarely in the recess.

TOOLS:
r Driver
Attachment
,r'
f
"' I NOTICE
Dust in the bearing recess or improper fit may result in
bearing failure .
,
t
r If a new bearing fails to fit tightly in the bearing recess,
replace the case .
If there is an oil guide plate, a pilot must not be used.
r
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f
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r 1-23
•
GENERAL INFORMATION
I NOTICE I
If the pilot contacts the oil guide plate when installing
the bearing, the oil guide plate may be damaged.
Before removing the bearing, establish whether or not a
pilot can be used for installation.
When a bearing is installed onto a shaft, the inner race
should be set by using an inner driver handle and inner
driver.
Clean the shaft surface onto which the bearing will be
installed thoroughly before installing the new bearing. INNER
DRIVER
The bearing must be installed squarely on the shaft.
I NOTICE I
Dust on the shaft surface onto which the bearing will be
installed may cause improper fit may result in bearing
failure. .,
If a new bearing fails to fit tightly onto the shaft, replace ATTACHMENT I'
INNER RACE
the shaft.
I NOTICE
An improper fit between the bearing and shaft may
cause bearing damage when in use.
TOOLS:
Inner driver
Attachment
•I
t
1-24
GENERAL INFORMATION
SPECIAL TOOLS COMPATIBILITY CHART FOR
STANDARD BEARINGS
BEARING SIZE
Select the bearing tool according to the size stamped on the bearing race. A
"U" or "Z" indicates a bearing with a metal shield or rubber seal respectively. SINGLE- DOUBLE-
These letters have no connection with bearing size and can be ignored. SEALED SEALED
TYPE TYPE
U: Single metal sealed type
Z: Single rubber sealed type
UU: Double metal sealed type
ZZ: Double rubber sealed type
OPEN
TYPE
BEARING REMOVER COMPATIBILITY FOR WHEEL BEARING

Use the remover heads listed below in combination with shaft
(Honda tool number: 07746-0050100 or 07GGD-0010100).
BEARING ID BEARING REMOVER HEAD

NUMBER (mm) TOOL NUMBER
r 6000
6200 10 077 46-0050200
'
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r>
6300
6001
6201
6301
6002
12 077 46-0050300
6202 15 077 46-0050400

6302
6003
6203 17 07746-0050500
6303
6004
6204 20 077 46-0050600
6304
6905 25 077 46-0050800
,
f
1-25
GENERAL INFORMATION
BEARING REMOVER COMPATIBILITY TABLE
TOOL NUMBER
BEARING ID OD
NUMBER (mm) (mm) BEARING
SHAFT HANDLE WEIGHT REMOVER SET*
REMOVER
6000 26 07936-GEOAOOO
Included
6200 10 30 07936-GE00200 07936-GE00100 07936-371020A (Does not include
with shaft
6300 35 handle or weight)
6001 28 07936-16601 QA
6201 12 32 07936-166110 07936-1660120 07936-3710100 07936-371020A (Does not include
6002 32 07936-KC10500
Included
6202 15 35 07936-KC 10200 *07936-KC 10100 07936-371020A (Does not include
with shaft ,;
6302 42 weight)
6003 35 07936-3710300 J
Included with Included with
6203 17 40 07936-3710100 07936-371020A (Does not include J
remover remover
6303 47 handle or weight) l
6004 42 07936-3710600
6204 20 47 07936-3710100 07936-371020A (Does not include
remover remover
6005 47 07936-ZV1A100
remover remover
6006 55 07936-8890300
Included with Included with J
remover remover
6306 72 weight) I
6007 62 07936-3710400
remover remover
* In U.S.A. use the listed Remover Set plus the required additional tool components (handle and/or weight) .
'
1-26
GENERAL INFORMATION
I TOOL COMPATIBILITY CHART
FITIING POINT
TOOL NAME
ATIACHMENT
OUTER RACE
PILOT
~
w
>
ii'
ATIACH-
MENT
..
INNER RACE
ww
Z>
~ii
m
ATIACH-
MENT
..
u
Ww
~ii0
0 0
TOOL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NUMBER 0
r--
0 0 0 0 0 0 0
0
0 0 0
g "'
0
l2
0
a,
0 0 0 0 0
0
"' "' g
N
"' :; 0"' 0 0 0
0 N
" N
<X)
0 0r-- 0 N
0 "'
0 "0
0 "'0 "'
0 0 0 0 0 ;? 0 0 0 0 0 0 0
0 <X) 0 0 0 0 0 "
0
(/)
g "
0 "0 g "0 0 g g g g 0
N
0
N
0
N
0
N
0 "'
0 "'0 "'0 "'0
BEARING :% ~ :% :% :% :% :% :% 0
I
:% :% :% :% :% :% :% :% :% :% :% :% :% :% :% :% :% :% :%
OD (mm)
'B(" "r--r--
0
"a,r--
0
"r--r--
0
"r--r--
0
"r--r--
0
;'c
r--
0
:::"
0
"r--r--
0
<!
l')
r--
"r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r-- "r--r--
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0
ID(mm) . \ ~~
24 X 26 28 X 30 32 X 35 37 X 40 42 X 47 52 X 55 62 X 68 72 X 75 78 X 90 10 12 15 17 20 22 25 30 35 40 - 15 17 20 (22) 25 30 35 (40)
INUMBE~
6000 10 26
• • •
6001 12 28
• • •
6002 15 32
• • • • •
6003 17 35
• • • • •
6004 20 42 • • • • •
6005 25 47
• • • • •
6006 30 55 • • • • •
6007 35 62
• • • • •
6008 40 68
• • • •
6009 45 75
• •
6200 10 30
• • •
6201 12 32
• • •
6202 15 35
• • • • •
6203 17 40
• • • • •
6204 20 47
• • • • •
6205 25 52
• • • • •
6206 30 62 • • • • •
6207 35 72
• • • ••
6208 40 80
• • •
6210 50 90
• •
6300 10 35
• • •
6301 12 37
• • •
6302 15 42
• • •• •
6303 17 47
• • • • •
6304 20 52
• •• • •
6305 25 62
• • • • •
6306 30 72 • • • • •
6307 35 80 • • ••
6308 40 90 • • •
62/22 22 50 • • •
63/22 22 56
• • • •
16002 15 32
• • • • •
16003 17 35
• • • • •
16004 20 42
• • • • •
16005 25 47
• • • • •
16006 30 55
• • • • •
16007 35 62
• • • ••
16008 40 68
• • • •
1-27
MEMO
,. 2. MAINTENANCE
r
r
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t
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r
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r
r
IMPORTANCE OF MAINTENANCE ·············2-3 EXHAUST VALVE DECARBONIZING ....... 2-22
SERVICE INFORMATION ............................. 2-3 EGCA CABLE ............................................. 2-23
FUEL LINE ..................................................... 2-5 CARBURETOR SYNCHRONIZATION ....... 2-25
FUEL STRAINER SCREEN .......................... 2-5 STARTER VALVE SYNCHRONIZATION ···2-26
FUEL INJECTION FUEL FILTER/SCREEN··2-5 E.NGINE IDLE SPEED ................................. 2-27
THROTTLE .................................................... 2-7 COOLANT ................................................... 2-27
OIL PUMP AND OIL LINE ............................. 2-8 COOLING SYSTEM .................................... 2-28
CARBURETOR CHOKE/FUEL INJECTOR SECONDARY AIR SUPPLY SYSTEM ........ 2-29

ENRICHMENT ............................................... 2-9
EVAPORATIVE EMISSION CONTROL
AIR CLEANER·················· ........................... 2-10 SYSTEM ...................................................... 2-29
AIR CLEANER HOUSING DRAIN TUBE .. ··2-11 TRANSMISSION OIL ................................. 2-29
CRANKCASE BREATHER ········· .. ··············2-12 DRIVE CHAIN······ ........................................ 2-30
SPARK PLUG······································ ........ 2-12 DRIVE CHAIN SLIDER, CHAIN GUIDE,

GUIDE SLIDER, AND ROLLERS ............... 2-36
VALVE CLEARANCE .................................. 2-14
DRIVE BELT ................................................ 2-37
ENGINE OIL ................................................ 2-17
BELT CASE AIR CLEANER ....................... 2-37
ENGINE OIL FILTER······ ............................. 2-20
FINAL DRIVE OIL LEVEL ........................... 2-38
ENGINE OIL FILTER SCREEN ................... 2-21
BATTERY .................................................... 2-38
DECARBONIZING ....................................... 2-21
2-1
MAINTENANCE
BRAKE FLUID ............................................ 2-40 SUSPENSION ·············································2-52
BRAKE SHOE ............................................ 2-41 SPARK ARRESTER .................................... 2-54
BRAKE PAD ............................................... 2-41 FASTENERS ............................................... 2-55
BRAKE SYSTEM INSPECTION ................. 2-41 WHEELS/TIRES .......................................... 2-56
PARKING BRAKE ...................................... 2-45 STEERING HEAD BEARINGS ................... 2-58
BRAKE LIGHT SWITCHES ........................ 2-49 TIE-ROD AND JOINT BOOTS .................... 2-58
HEADLIGHT AIM ........................................ 2-49 STEERING SHAFT HOLDER BEARING .... 2-59
CLUTCH SYSTEM ...................................... 2-50 STEERING SYSTEM ................................... 2-59
SIDESTAND ................................................ 2-52
2-2
MAINTENANCE
r IMPORTANCE OF MAINTENANCE
Keeping a powersports vehicle well-maintained is absolutely essential to the rider's and passenger's safety, to protect the vehicle,
obtain maximum performance, avoid breakdowns, and to reduce air polution. Having a vehicle properly maintained is the owner's
responsibility, whether they do the work themselves-if having the appropriate skill, knowledge, and tools-or have someone else
complete the work. Rider's should inspect the vehicle before each ride and perform the periodic check specified in the maintenance
schedule.
AWARNING
Improperly maintaining a vehicle or failing to correct a problem before the vehicle is ridden can cause a crash in which the rider
could be seriously hurt or killed .
Always follow the inspection and maintenance recommendations and schedules provided in the model specific Owner's and
Service Manuals.
SERVICE INFORMATION
GENERAL
• Place the vehicle on level ground before starting any work.
• Gasoline is extremely flammable and is explosive under certain conditions. Work in a well ventilated area. Smoking or allowing
flames or sparks in the work area or where the gasoline is stored can cause a fire or explosion.
• The exhaust contains poisonous carbon monoxide gas that may cause loss of consciousness and may lead to death. Run the
engine in an open area or with an exhaust evacuation system in an enclosed area.
• Perform the Pre-ride inspection in the model specific Owner's Manual at each scheduled maintenance period.
This section covers common maintenance items for modern and older vehicles. The vehicle on which you are working may not
have some of the components mentioned. Check the vehicle's model specific Service Manual for maintenance requirements. For
more information about the systems mentioned in this section , see the system specific section in this manual.
MAINTENANCE SCHEDULE
Every model specific Honda Owner's Manual and Service Manual includes a Maintenance Schedule. Each of the service items
listed in the schedule should be completed at the interval noted. Intervals are based on average riding conditions, some items will
need more frequent servicing if the vehicle is ridden in unusually wet or dusty areas or at full throttle. Every Maintenance Schedule
chart include notes, which are numbered and reference information next to the chart. Asterisks (*) refer to notes recommending the
service be completed by a dealer. The schedule chart also includes the following codes:
• I: Inspect and clean, adjust, lubricate or replace if necessary
• C: Clean
• R: Replace
• A: Adjust
• L: Lubricate
At higher odometer/hour readings than those listed on the Maintenance Schedule, repeat items at the frequency intervals
established after the initial (first from new) service. Generic information on the most common maintenance checks and services are
given in this section. See the model specific Service Manual for particular checking and servicing procedure details.
2-3
MAINTENANCE
TOOLS
Some maintenance procedures can be performed with common hand tools, however others require special tools or equipment
including those listed below and pictured on the following page. Reference the model specific Service Manual for special tool
requirements. For a list of common hand tools, see page iv.
• Spark plug wrench
• Vacuum gauge
• Hydrometer
• Toe-gauge (ATV, side-by-side vehicle}
• Fluid evacuator (PWC)
Adjuster, valve Wrench, offset tappet lock-nut Oil filter wrench
, ~-
11'(//
~ />
-- "
'·~.- ...---
Spoke wrench Drive chain cutter Tensioner stopper
2-4
r
r MAINTENANCE
'
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t
r
FUEL LINE
Check the fuel line and fittings for:
-
-
-
Gasoline leakage from line and fittings
Loose or improperly positioned line clips
Loose or damaged fittings
r
~
- Deterioration or damaged
I
- Kinks or incorrect routing
r
Replace any damaged or deteriorated parts.
NOTE:
• Be careful not to pinch the air vent and overflow
hoses when accessing the fuel line for inspection ,
especially if the fuel tank was removed.
• Be careful not to damage or incorrectly route formed
fuel lines.
FUEL STRAINER SCREEN

Turn the fuel valve to the OFF position .
Remove the strainer cup below the fuel valve and drain fl
the gasoline into a suitable container. 0-RING
Remove the 0-ring and strainer screen.
Clean the cup and strainer screen with non-flammable
or high flash-point solvent.
Replace the 0-ring with a new one.
Reinstall the strainer screen, 0-ring and cup, then
tighten the cup to the specified torque.
I NOTICE I
STRA~
SCREEN e....==:
Overtightening the cup may break or deform the STRAINER CUP
0-ring, causing a fuel leak.
Turn the fuel valve to ON and check that there are no
leaks.
FUEL INJECTION FUEL FILTERI

SCREEN
Modern fuel injected Honda vehicles have a fuel filter or
screen in the fuel pump unit. Off-road vehicles tend to
have replaceable filters, on-road vehicles usually have
cleanable screens. The fuel pump unit in most
motorcycles is mounted inside the fuel tank and outside
the fuel tank of most ATVs .
Fuel filter/screen inspection is not included in the
r
Maintenance Schedule. However, if containments, dirt,
r poor quality or stale fuel has entered the fuel tank, the
r filter or screen should be serviced.
r
r
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r
'
2-5
MAINTENANCE
INSIDE FUEL TANK TYPE FUEL LEVEL SENSOR CONNECTOR
Relieve the fuel pressure and disconnect the quick
connect fitting. - - - - : QUICK CONNECT
Disconnect the 2P fuel pump unit connector and the ~ .,"FITTING
fuel level sensor connector. I .
Remove the fuel pump unit mounting nuts, and any
clamps and stays.
Remove the fuel pump unit and packing .
,~
~~
2P CONNECTOR
Visually inspect the fuel pump filter or screen for dirt,

debris, or any clogging .
If dirty or clogged :
• Replace the fuel filter.
• Clean the fuel screen with non-flammable or high
flash point solvent.
Follow the model specific Service Manual for assembly
and installation instructions.
FUEL SCREEN FUEL PUMP UNIT
OUTSIDE OF FUEL TANK TYPE

Relieve the fuel pressure and disconnect the quick
QUICK CONNECT
connect fitting .
FITTING
Disconnect the 2P fuel pump unit connector.
Turn the fuel supply valve to OFF or pinch the fuel hose
and disconnect it.
Disconnect the fuel vapor return hose.
Remove the bolts attaching the fuel pump case to the
motorcycle and remove the case.
NOTE:
• To prevent dirt and debris from entering the fuel
pump, always clean it before disassembly.
2P CONNECTOR CASE
Remove the bolts and remove the fuel pump unit from
the case.
Visually inspect the fuel pump filter for dirt, debris, or
any clogging , and replace if necessary.
Follow the model specific Service Manual for assembly
and installation instructions.
2-6
MAINTENANCE
r
THROTTLE
Check for smooth throttle operation and automatic,
complete closing from any throttle position and in all
steering positions.
Check the throttle cables and replace them if they are
deteriorated, kinked , or damaged.
Lubricate the throttle cables if throttle operation is not
smooth.
With the engine idling, turn the handlebar all the way to
the right and left to ensure that the idle speed does not
change. If idle speed increases, check the throttle grip
freeplay and the throttle cable connection .
Reusing a damaged or abnormally bent or kinked
throttle cable can prevent proper throttle slide operation
and may lead to a loss of throttle control while riding .
Refer to the model Throttle freeplay should be checked and adjusted as

THROTTLE THROTTLE
specific Service follows: GRIP TYPE LEVER TYPE
Manual for the
• Throttle grip freeplay is measured at the outer
specified throttle
circumference of the throttle grip flange.
freeplay FREEPLAY
• Throttle lever freeplay is measured at the tip of the
throttle lever.
FREEPLAY
Minor freeplay adjustments can be made with the

adjuster on the throttle grip side.
Loosen the lock nut and turn the adjuster to obtain the
desired amount of freeplay.
Tighten the lock nut after the adjustment has been
made.
If the adjuster has a boot, reposition it properly after
adjustment is made.
LOCK NUT ADJUSTER
With a forced opening/closing-type throttle, which has

two throttle cables, the major adjustment of freeplay is
made by loosening the lock nut on the pull side of the
cable and turning the adjuster.
made.
LOCK NUT
2-7
MAINTENANCE
If the throttle cable has an adjuster anywhere within its
length besides the ends, major adjustment is made
there.
Adjust the freeplay by loosening the lock nut and
turning the adjuster.
made. If the adjuster has a boot, reposition it properly
after adjustment is made.
After adjustment, verify correct throttle freeplay in all
steering positions.
LOC NUT
OIL PUMP AND OIL LINE

TWO-STROKE VEHICLES WITH
SEPARATE OIL SUPPLY
The oil supply on some two-stroke engined motorcycles
is controlled by a throttle cable that is coupled to an oil
pump.
Oil flow is regulated , in a direct relation to throttle
movement and position, by a combined oil control/
throttle cable that simultaneously moves the throttle
slide in the carburetor and a control arm on the oil
pump.
When the inner cable of the oil control cable stretches,
the amount of the oil flow changes and is not suitable
for the size of throttle opening. Therefore, it is
necessary to inspect and readjust it periodically.
There is a matching mark on the oil pump that must be
aligned with the matching mark on the control arm,
pump body, etc. Refer to the model specific Service
Manual before making any adjustments.
OIL LINE
Check the oil line for leaks, deterioration or damage.
Replace parts if necessary.
OIL STRAINER
Loosen the hose clip located on the bottom of the oil
tank and drain the oil into a suitable container. OILST~ n OIL HOSE
Remove the oil strainer joint from the bottom of the tank
and remove the strainer screen.
HOSE C-:_IP ~
JOINT
AA
OIL STRAINER ~
JOINT ~ I~-~
2-8
MAINTENANCE
Clean the strainer screen by blowing it out with
compressed air. OIL STRAINER
To replace the screen, reverse the removal procedure.
Fill the oil tank to the upper level mark with 2-stroke
engine oil. Remove any air from the oil line and oil
pump (page 4-19).
Check each part for oil leakage after completing the oil
strainer cleaning , oil tube, and pump air bleed
procedures.
CARBURETOR CHOKE/FUEL
INJECTOR ENRICHMENT
MANUAL CHOKE/ENRICHMENT
The choke on a carburetor and enrichment system of
fuel injection effectively do the same thing, they CHOKE LEVER
enrichen the fuel/air ratio .
Chokes on carburetors and manually operated
enrichment systems on fuel injected models have a
controlling lever or knob.
Check for smooth opening and closing of the lever or
knob .
Lubricate the cable if the lever or knob operation is not
smooth .
Check the cable and replace if deteriorated , kinked, or > - - - - - - - - - - - - - - - - - ----<
damaged .
Check for correct cable movement by pushing the cable

with your finger to see if there is a maximum of 1-2 mm CHOKE CABLE
of freeplay when the lever or knob is in its completely off
position .
1.f the amount of freeplay is not sufficient, do the
following depending upon the adjustment type:
• Loosen the cable clamp screw and adjust the play of
the cable by moving the cable sheath . Tighten the
cable clamp securely when the adjustment is
complete .
• Adjust the freeplay by loosening the lock nut and
turning the adjuster as shown for throttle adjustment.
made (See page 2-7).
2-9
MAINTENANCE J
STARTING ENRICHMENT VALVE

The choke action on motorcycles equipped with a
starting enrichment valve can be checked by the way
the engine starts and runs .
Symptoms:
• Difficulty in starting before it is warmed up (easy
once it is warmed up): Starting enrichment valve is
not completely opened (off).
• Idle speed is erratic even after warm-up (imperfect
combustion): Starting enrichment valve is not
completely closed (on).
When the above-mentioned symptoms occur, inspect
and overhaul the starting enrichment system according
to the procedures in the model specific Service Manual.
If you find nothing wrong with it, proceed with the
overhaul of the other items on the breakdown diagnosis
list.
AIR CLEANER
When the element becomes dirty, the air/fuel mixture
will become too rich . AIR CLEANER COVER
AIR CLEANER
Periodic cleaning or replacement is necessary. HOUSING .
Vehicles used in dusty areas re.quire more frequent
inspections.
When replacing the air cleaner element, be careful to
note the following points:
NOTE:
• If the element joint has a rubber seal, grease the
joint upon installation to ensure an airtight seal.
• Check to see that both the air cleaner and the holder
are clean and properly secured .
OILED URETHANE FOAM ELEMENT

Remove the air cleaner from the holder and wash it in
clean nonflammable or high flash-point cleaning
solvent. Then wash the air cleaner element again in a
solution of hot water and dish washing liquid soap.
Allow the air cleaner element to dry thoroughly. Squeeze out
Wash in non-flammable solvent
2-10
MAINTENANCE
t
r• Apply Pro Honda Air Filter Oil or equivalent from the
inside of the element.
Place the element into a plastic bag and spread the oil
evenly by hand.
r NOTE:
f • The model specific Service Manual may state a
r specific amount of foam filter oil to be used, If it does
r not, use a sufficient amount of oil to entirely cover
the filter and squeeze out the excess.
r Apply a thin coat of Pro Honda White Lithium Grease or
I equivalent to the sealing surface.
j
PLASTIC BAG
f DRY PAPER ELEMENT
r•
Clean the air cleaner element using compressed air
'r from the carburetor/throttle body side.
1 Replace the filter if it is excessively dirty and cannot be
( completely cleaned using the method described above.
J
r VISCOUS PAPER ELEMENT
f
f This particular type of paper element cannot be cleaned
rr as the element contains a dust adhesive. These must
,...
I
be changed periodically.
r
AIR CLEANER HOUSING DRAIN TUBE

OFF-ROAD MOTORCYCLES AND
ATVS
Loosen the drain tube clip and remove the drain tube to
empty any accumulation of fluids or dirt from the air
cleaner housing into a suitable container.
Check the drain tube for damage and replace if
necessary. Reinstall the drain tube and set the clip in
place.
DRAIN TUBE
Honda motorcycle engines are equipped with a closed

crankcase system to prevent discharging crankcase
emissions into the atmosphere. Blow-by gas is returned
to the combustion chamber through the air cleaner and
carburetor/throttle body.
,.
2-11
MAINTENANCE
CRANKCASE BREATHER
To prevent moisture vapor from entering the engine
SEPARATOR AIR CLEANER
through the air cleaner and allow vapor to escape from
the crankcase , the crankcase breather system includes
a separator.
The separator separates moisture from the air in the air
cleaner and crankcase and which collects in the sealed
crankcase breather drain tube.
Periodically the tube plug should be removed to drain
moisture and any other deposits into a suitable
container.
Reinstall the tube plug after draining.
A portion of the crankcase breather drain tube is clear
to allow a visual inspection of the amount of
accumulated deposits. ~ - - - - -- -- - - - - - - - - - ~
NOTE:
• Service more frequently when the vehicle is ridden in
rain, at full throttle, or after the motorcycle is washed
or overturned .
SPARK PLUG
Disconnect the spark plug caps and remove the spark
plugs using a spark plug wrench.
NOTE:
• Clean around the spark plug base with compressed
air before removing ; make sure no debris enters the
combustion chamber when the plug is removed.
New iridium center electrode spark plugs offer improved
fuel combustion and performance. A fine wire center
electrode concentrates the spark, giving reliable ignition
under all conditions , and a U-groove ground electrode
allows more room for the flame front to develop and
produce better combustion. These are extremely long
lasting plugs generally never need adjusting.
INSPECTION
Inspect or replace as described in the maintenance
schedule. SIDE
ELECTRODE
Check the following and replace if necessary.
• insulator for damage
• electrodes for wear
• burning condition, coloration ;
- dark to light brown shows good condition .
- excessive lightness shows faulty ignition
timing or a lean mixture.
- wet or black sooty deposits indicate an over-rich
mixture.
For motorcycles If contaminated with accumulated objects or dirt:
equipped with
• Replace iridium center electrode plugs.
iridium center
electrode spark • Clean the spark plug electrodes of non-iridium plugs
plugs, replace the with a wire brush or special plug cleaner.
plug if the electrode
is contaminated.
2-12
MAINTENANCE
To check gap, use a round wire-type feeler gauge, as
WIRE TYPE
shown in the illustration.
FEELER GAUGE
Do not adjust the If the gap is not within specification:
spark plug gap of
• Replace iridium center electrode plugs.
iridium center
electrode plugs. • Adjust the gap by bending the side electrode of non-
iridium plugs.
Do not adjust the spark plug gap of iridium center
electrode plugs.
GOOD BAD
Replace Iridium spark plugs if the center electrode is

IRIDIUM PLUGS:
rounded , as shown in the illustration.
ROUNDED ELECTRODE
Always use the For proper spark plug application, see the model
specified spark specific Service Manual.
plugs on each
Make sure there is no dirt or debris on the seat of the
motorcycle.
spark plug hole before inserting the spark plug.
Position the spark plug in the cylinder head and hand
tighten. Torque to the proper specification.
REPLACING A SPARK PLUG

For new spark plugs:
• Set the gap on non-iridium plugs to the specification
in the model specific Service Manual with a wire-
type feeler gauge and tool.
• Iridium spark plugs should not be adjusted.
Install and hand tighten the spark plug, then tighten to
the torque specification given the model specific
Service Manual. Do not over-tighten the spark plug.
2-13
I
MAINTENANCE
VALVE CLEARANCE
INSPECTION
Adjustment is unnecessary on motorcycles equipped
with hydraulic lash adjusters {hydraulic tappet). ADJUSTING SCREW
However, the appropriate clearance is needed between
both the intake and exhaust valves and the valve LOCK NUT
opening/closing mechanisms in all other 4-stroke
engines. This clearance allows for a change in the size
of the valve caused by thermal expansion as the heat of
the combustion chamber is transmitted to the valve.
If there is too much clearance, it may result in engine
noise (tappet noise). If there is too little clearance, the
valve is unable to remain on the valve seat long enough
to dissipate heat, eventually burning the valves, causing
bad idling and a loss of compression.
Adjust the valves using the appropriate model specific
Service Manual procedures.
Inspect and adjust the valve clearance when the engine
is cool (under 35°C/95°F).
Inspection and adjustment of valve clearance should be
performed with the piston at Top Dead Center (TDC) of
the compression stroke. This position can be obtained
by confirming that there is slack in the rocker arms,
when the stamped 'T' mark on thl;) flywheel rotor and
the index mark on the crankcase cover are aligned. If
there is no slack in the rocker arm, even when the T-
mark and index mark are aligned , it is because the
piston is moving through the exhaust stroke to TDC.
Turn the crankshaft one full rotation and match up the
T-mark again . The piston will then be at the top of the
compression stroke TDC.
For direct-push type engines where the cam shaft lobe CRANKSHAFT
INDEX
acts directly on a valve lifter (bucket) the indication of MARK
TDC is when each lobe is facing away from the lifter
and not putting tension on the valve spring .
In-line On in-line 4-cylinder engines with the firing order 1-2-
4-cylinder engines 4-3, which are common for Honda, the inspection of
are numbered valve clearance is conducted by rotating the crankshaft
1-2-3-4 starting in two steps through two complete rotations of the
from the left
cylinder.
crankshaft. Check the intake (IN) and exhaust (EX)
valve clearances as indicated in the chart below when
the #1 and #4 pistons are at TDC on the compression
- '@"T"MARK
stroke.
'T' MARK
Piston at top of Cylinder number
INDEX MARK
compression
stroke #1 #2 #3 #4
#1 IN ,EX EX IN -
#4 - IN EX IN .EX
On V-twin and V-4 engines, inspection and adjustment

are performed by placing each cylinder in the
compression , top dead center position.
NOTE:
For information on how to determine engine cylinder
numbers on all engine configurations see page 11 -2.
2-14
MAINTENANCE
The valve clearance adjustment is correct when the
specified feeler gauge fits snugly, but the next size
larger feeler gauge will not fit in.
On motorcycles that have a decompression mechanism
which lifts the valve when starting the engine, the
adjustment for decompression must be carried out first
in order to provide an accurate valve clearance
inspection.
Valve clearance inspection on engines with rocker arms
with screw-type adjusters is measured by inserting a
feeler gauge directly between the end of valve stem and
the adjusting screw.
VALVE STEM
On one-sided ball-joint type rocker arms, the clearance

is measured by inserting the feeler gauge between the FEELER GAUGE
rocker arm and the cam.
For valve lifters (buckets) in direct-push type engines,

the clearance is measured between the cam and shim,
for shim-over-bucket type, or between cam and lifter, if
shim-under-bucket type.
ADJUSTING SHIM
(SHIM-UNDER-BUCKET)
Unicam engine have both direct-push type, cam-to-

follower valve actuation, and a U-shaped roller rocker DIRECT-PUSH
arm, both with shim adjustment. CAM LOBES
Valve clearance for the direct-push type is measured as
indicated above, the roller rocker arm with shim can
either be measured between the cam and follower or
between rocker arm and shim. Note the specifications
for these two measurement locations are different.
r Check the model specific Service Manual for inspection
procedures.
Li-SHAPED
ROLLER
ROCKER
ARM
2-15
MAINTENANCE
ADJUSTMENT
Screw Type Adjustment
On engines with screw-type adjusters, if adjustment is
needed loosen the lock nut and the adjusting screw and ADJUSTING SCREW
insert the proper dimension feeler gauge. Proper intake LOCK NUT
and exhaust valve clearance specifications are given in ADJUSTER
the model specific Service Manual.
Turn the adjusting screw and adjust the clearance until
the inserted feeler gauge can only be pulled out with a
little force.
Leaving the feeler gauge inserted, and being careful not
to turn the adjusting screw, tighten the lock nut to the WRENCH
designated torque.
An improperly tightened lock nut may either loosen and
cause engine damage or damage the screw thrreads.
Be sure to use any special tools specified for valve
adjustment.
When the lock nut is tightened, the clearance may
change. So be sure to recheck the clearance after
tightening the lock nut.
Adjustment is properly carried out only when the feeler
gauge can be pulled out with a little force. If tension on
feeler gauge is too great or too little, readjust.
Shim Adjustment
For valve lifters in direct-push type engines or in
DIRECT-PUSH-TYPE:
Unicam or other engines where a rocker arm utilizes a
shim, change the shim to adjust the valve clearance.
On direct-push type engines the shim may be located
above or below the valve lifter (bucket). On engines
using shims with rocker arms, the shim is located
between the rocker arm tip and valve stem.
Removal of the camshaft(s) is usually necessary to gain
access tO shims, however some cylinder head designs
with rocker arms allow the shims to be removed without
removing the camshaft(s).
Remove the shims.
• Shim may stick to the inside of the valve lifter. Do
not allow the shims to fall into the crankcase.
• Mark all valve lifters and shims to ensure correct
reassembly in their original locations.
• The valve lifter can be easily removed with a valve
lapping tool or magnet.
• The shims can be easily removed with a tweezers or
magnet.
Sixty-five different Measure the shim thickness with a micrometer and
thickness shims are record it. SHIM
\
available from the
Calculate the new shim thickness using the equation
thinnest 1.200 mm
below.
thickness shim to
the thickest 2.800 A= (B - C) + D
mm thickness shim A: New shim thickness
in increments of
0.025 mm. B: Recorded valve clearance
C: Specified valve clearance
D: Old shim thickness
• Make sure of the correct shim thickness of the new
shim by measuring it with a micrometer.
• Reface the valve seat if carbon deposits result in a
calculated dimension of over 2.800 mm.
2-16
MAINTENANCE
ENGINE OIL
As the oil is gradually consumed it is necessary to
periodically check the oil level and replenish the oil
volume to its proper level.
If the oil level is too high, overall engine performance
and the actuation of the clutch may be affected. Too
little oil may cause engine overheating as well as
premature wear to various parts.
Honda powersports vehicles utilize four types of
lubrication systems.
• Wet sump engines contain all oil within the
crankcase. An oil pump sends oil for lubrication and
gravity flows oil back to the sump.
• Dry sump engines incorporate an external oil tank.
A dual function oil pump draws oil from the tank for
lubrication and pumps oil back to the tank.
• Semi-dry sump engines incorporate a separate oil
sump within the crankcases. A dual function oil
pump draws oil from the tank for lubrication and
pumps oil back to the tank.
• Twin sump engines have separate lubrication
systems for the clutch/transmission and engine. The
oil levels for both must be measured separately.
NOTE:
• Before starting the engine, ensure there is sufficient
oil in the engine by checking the dipstick or
inspection window.
• Check the oil level only after starting the engine and
allowing the oil to circulate through the engine
thoroughly. It is especially important to run the
engine before checking the oil level on a dry sump
engine, due to the comparatively large volume of oil.
• Do not check the oil level with the engine running.
• Do not screw in the oil cap/dipstick when checking
oil level.
• The oil level cannot be correctly measured if the
motorcycle is not supported perfectly upright on a
level surface.
• If a different brand or grade of oil or low quality oil is
mixed when adding oil, the lubricating function
deteriorates.
4-STROKE, WET SUMP ENGINES:

Start the engine and let it idle for 3-5 minutes.
Stop the engine wait 2-3 minutes and hold the vehicle in
an upright position.
Dipstick Type
Remove the filler cap/dipstick and wipe it clean.
Do not
Insert the filler cap/dipstick without screwing it in, screw in.
remove it and check the oil level.
If the oil level is below or near the lower level line on the UPPER
dipstick, remove the filler cap and add the LINE
recommended engine oil to the upper level line through
the oil filler hole. LOWER
LINE
-==--
- -- -
2-17
MAINTENANCE
Inspection Window Type
Check the oil level through the inspection window. UPPER LEVEL LINE
If the level is below or near the lower level line, remove
the oil filler cap and add the recommended oil to the
upper level line.
\
Refer to the model specific Service Manual for the
recommended oil.
FOUR-STROKE, DRY AND SEMI-DRY

SUMP ENGINES:
Air in the oil system will block or restrict oil flow and may
result in severe engine damage. Bleed air from the oil
lines whenever the oil lines or pump have been
removed or there is air in the lines. Bleed air from the oil
inlet line first, then bleed air from the oil outlet line.
NOTE :
• For dry sump oil systems it is very important to follow
the checking procedure exactly, so the oil flow is
stabilized . Otherwise, it might seem like there is too
much , or not enough oil.
• Start the engine and allow the engine oil to warm up
thoroughly.
• Do not snap the throttle or the oil level reading will
be inaccurate.
Allow the engine to idle for about five minutes and stop
the engine. OIL TANK
Remove the filler cap/dipstick and wipe it clean .

Insert the filler cap/dipstick without screwing it in ,
remove it and check the oil level.
If the oil level is below or near the lower level line on the
dipstick, remove the oil filler cap and add the
recommended engine oil to the upper level line through
the oil filler hole.
recommended oil.
LEAK INSPECTION:
Inspect the engine, oil pipes, oil hoses, oil filter, drain
plug , etc. , for leaking oil.
j
If any oil leaks are detected, perform the proper
maintenance to correct the problem.
2-18
•t
,
•I
•I OIL CHANGE:
MAINTENANCE
• Over time and because of use, the oil in engines begins

r to break down and ceases to be as effective in
t lubricating and cooling an engine. Also, contaminants
r such as minute metal and clutch disc particles, and fuel
r that gets past the piston rings can build up causing
accelerated wear and possibly sludge to form. To
alleviate this contamination problem, change the oil
periodically.
Furthermore, because many newly machined surfaces
are moving against one another for the first time in new
motorcycle engines, a noticeable amount of metal
f particles circulates with the oil during this early stage of
f use. Therefore, it is extremely important to change the
r engine oil and to replace the oil filter or clean the oil
• strainer screen at the first maintenance interval in order
to prolong engine life.
r
I See the Model Specific manual for oil change intervals.
Draining the engine oil while it is still warm is the most
rapid and efficient method.
Remove the filler cap or filler cap/dipstick to allow rapid
draining.
Remove the oil drain bolt at the bottom of the crankcase
and drain the oil.
NOTE:
• For PWC the oil is removed by sucking it out through
the oil filler cap hole and drain pipe cap hole using a
f commercially available fluid evacuator.
r After the oil is completely drained, clean and install the
drain bolt and a new sealing washer and tighten to the
designated torque.
recommended oil type and viscosity.
Pour the recommended engine oil into the engine
through the oil filler hole. FILLER CAP/
DIPSTICK
While pouring the oil, periodically check the level using
the dipstick or inspection window until the upper line is
reached.
Install and tighten the filler cap or filler cap/dipstick after
replenishing .
2-19
MAINTENANCE
ENGINE OIL FILTER
Small dust particles and metal dust which do not filter
through the net-type oil strainer screen are trapped by
the paper oil filter. When the filter is clogged, the oil flow
is reduced and contaminants may reach various parts
of engine by way of the relief passage, causing
premature wear and possible damage.
TOOL:
Oil filter wrench
OIL FILTER WRENCH
CARTRIDGE-TYPE PAPER FILTER

Cartridge-type oil filters are removed using an oil filter
wrench.
NOTE:
• Using the wrong oil filter may result in leaks or
premature engine wear.
• Make sure to entirely remove old 0-ring from the
sealing surface.
Clean the filter area of the engine with a clean cloth .
Spread engine oil thinly over the 0-ring of the new filter.
and attach the filter to the engine.
~ 0-RING
Install the filter and hand tighten .

Tighten the oil filter with the proper oil filter wrench .
TOOL:
Oil filter wrench
TORQUE:
Refer to model specific Service Manual for torque
specifications.
Run the engine for about a minute, then stop it and

inspect for leaks. Verify the oil level is correct.
2-20
MAINTENANCE
ELEMENT-TYPE PAPER FILTER
NOTE:
• Some element-type paper oil filters are directional
and only allow oil to flow in one direction. Such filters
include an OUTSIDE marking on one side. Follow
the model specific Service Manual to ensure this
type of filter is installed correctly. An incorrectly
installed directional filter could lead to engine and/or
transmission problems and damage.
Make sure to use • Different element-type filters can look identical and
the correct oil filter, have the same physical dimentions, but they flow oil
as identified by it's in different position.
part number..
Remove the oil filter cover and replace the filter
element. Reinstall the cover with a new 0-ring. RUBBER
SEAL
Install the element with the rubber seal, and if present
the OUTSIDE marking side facing out, making sure that
the spring is installed in the correct position, it can be OIL FILTER
position between the element and crankcase, as shown COVER
in the illustration or between the element and cover.
Replace the 0-ring on the filter cover with a new one.
Replenish the engine oil with the proper type and
viscosity, and to the proper level. Always run the engine FILTER
and check for oil leaks and verify the oil level after an oil ELEMENT
or oil and filter change.
ENGINE OIL FILTER SCREEN

Check the oil filter screen for an dirt or debris that could
hinder oil flow. Remove and clean the screen in solvent
if any deposits are found . Refer to the model specific
Service Manual for oil filter screen removal, cleaning
and installation procedures.
OIL FILTER SCREEN
DECARBONIZING
TWO-STROKE ENGINE
Carbon accumulation occurs more rapidly in 2-stroke
engines than 4-stroke engines because 2-stroke
engines burn engine oil. If the build-up of carbon is not
removed periodically, the carbon accumulation
increases to an excessive amount, causing hot spots on
the cylinder head and piston crown . This may cause
knocking due to preignition and may cause poor engine
performance. Accumulated carbon in the exhaust port
hinders the flow of the exhaust, causing a drop in power
output. Therefore, removal of accumulated carbon
should be performed according to the maintenance
schedule in the model specific Service Manual.
2-21
MAINTENANCE
I NOTICE
When removing carbon, be careful not to damage the
combustion chamber, piston and cylinder.
Take off the cylinder head and remove the carbon from
the piston crown when the piston is in the top dead PISTON HEAD
center position .
Remove carbon from the combustion chamber area of

the cylinder head.
COMBUSTION
Take off the cylinder and remove accumulated carbon CHAMBER
from the walls of the exhaust port.
Remove any remaining carbon within the cylinder.
In liquid-cooled engines, be sure to remove carbon
particles that may have fallen into the coolant jackets
around the cylinder by blowing them out with
compressed air.
Refer to the Model Specific manual for the proper
procedures for cylinder and cylinder head removal and
installation. EXHAUST PORT
EXHAUST VALVE DECARBONIZING

TWO-STROKE ENGINE
See the model The exhaust valves, shafts, and related components of
REPRESENTATIVE IMAGE:
specific Service the ATAC, HPP, CRV, and RC exhaust valve systems
Manual for found on two-stroke motorcross engines must be
decarbonizing periodically decarbonized.
intervals.
FoUow the model specific Service Manual instructions
to remove and dissassemble the exhaust valve
components.
Remove carbon deposits from the valve, shaft, and
rr
related components.
Inspect all components for wear or damage.
FLAP VALVES
2-22
MAINTENANCE
EGCACABLE
r
i OPERATING INSPECTION
r
~
Follow the model specific Service Manual instructions
to clear any DTCs.
Start the engine.
I Stop the engine and check the ECV is closed fully.

•I If the ECV is closed fully, it is normal.
f If the ECV is not closed fully, adjust the EGCA cable.
r
r
,
r
f
r
~
I
t
,i
r
Follow the model specific Service Manual instructions
to gain access to the DLC.
Remove the red dummy connector and short the DLC
RED DUMMY
CONNECTOR
~
terminals using the special tool.
TOOL:
t SCS service connector
r•
I
•!
•I
r
r
r
f
r SCS SERVICE CONNECTOR
t
I
r
t
',
tr
;
r,
r
t
Turn the ignition switch ON and engine stop switch "O". REPRESENTATIVE IMAGE:
t If the ECV opens fully, it is normal. ECV
,'
~
I
~
I
r..
I
t
,
I
r
2-23
MAINTENANCE
CABLE INSPECTION
Follow the model specific Service Manual instructions to
gain access to the EGCA pulley.
Turn the EGCA pulley clockwise and disconnect the
EGCA cable from the EGCA pulley.
Check the EGCA cable length with the ECV closed
position .
See the model • Check the length of the EGCA cable with the ECV
specific Service closed position while pulling the EGCA cable.
Manual for EGCA
If the cable length is out of the specification, adjust the
cable length
cable length by following the instructions in the model Measure here
specification.
specific Service Manual.
After adjustment is complete, connect the EGCA cable
to the EGCA pulley. '
After installing the cable, turn the EGCA pulley

counterclockwise to the specified angle as shown. PULLEY ANGLE :
Failure to do so can cuase the pulley to rotate in the
opposite direction and cause an error code.
60°
60°
2-24
I
,• MAINTENANCE
CARBURETOR SYNCHRONIZATION
NOTE:
• On Honda vehicles there are no service adjustments
for synchronization on the throttle bodies of fuel
injected engines.
.•
!
I
• Only when necessary the
injection throttle bodies
synchronized (page 2-26).
starter valve of fuel
may need to be
r Carburetor synchronization adjustment is required to

j
adjust the throttle valve opening, and to synchronize the
I vacuum in each cylinder's intake port, whenever two or
j more carburetors are reassembled.
r Synchronize the carburetors with the engine at normal
f operating temperature, the transmission in neutral and
.r
I
the motorcycle on its centerstand .
Carburetor numbers match the cylinder number.
Remove the plugs from each cylinder head port and
install the vacuum gauge adapters. PLUG
,
t
f
f
r
r
ADAPTER
If the motorcycle is equipped with an automatic fuel

valve, disconnect the vacuum hose from the intake VACUUM HOSE
manifold of the carburetor, draw vacuum and pinch the
hose with a clip as shown.
Connect the vacuum gauge.
2-25
MAINTENANCE
1. Adjust the idle rpm to the specified idle speed.
(Refer to the Model Specific manual for the SYNCHRONIZATION
specification.) ADJUSTING SCREWS
2. Turn the synchronization adjusting screw so that the
difference between the vacuum in the base
carburetor's (the base carburetor has no adjusting
screw) intake port and the vacuum in the other
carburetor's intake port is below the specification.
3. Be sure that the synchronization is stable by
snapping the throttle several times.
4. Repeat steps 1 through 3 for each carburetor.
5. Snap the throttle lightly several times and recheck
the idle speed and the differences in vacuum
between each carburetor. Do not open the throttle
excessively when snapping it.
'
STARTER VALVE SYNCHRONIZATION J
I NOTICE I
Fuel injection throttle bodies are factory set and should
'
not be disassembled in a way other than shown in the
model specific Service Manual. ;'
The white painted bolts and screws on throttle bodies
must not be loosened or tightened. Doing so may cause
throttle and idle valve synchronization failure .
• Synchronize the starter valve with the engine at the
normal operating temperature and with the
transmission in neutral.
• Use a tachometer with graduations of 50 rpm or
smaller that will accurately indicate a 50 rpm
change.
• Throttle bodies are numbered to match the cylinder
number.
Gain access to the throttle bodies.
,.-----
VACUUM GAUGE
Disconnect each cylinder vacuum hose from the joint.

Start the engine and hold the engine speed above
2,000 rpm for five seconds or more, so that the MAP
sensor failure code is input into the ECM.
Connect the hoses to the vacuum gauge.
Disconnect each PAIR suction hose from the reed valve
cover and plug the cover.
Start the engine and using the fast idle knob adjust the
idle speed to that specified for the vehicle you are
working on.
The No. 1 starter Adjust each intake vacuum pressure to match the No. 1
valve cannot be cylinder.
adjusted, it is the Remove the plugs and connect the PAIR suction hoses
base starter valve. to the reed valve covers.
Adjust the idle speed if the idle speed differs from the
specified speed.
Remove the vacuum gauge from the vacuum hoses.
Connect each cylinder vacuum hose to the joint.
Reset the ECM failure code.
Install the parts removed to gain access to the throttle
bodies.
2-26
MAINTENANCE
r
ENGINE IDLE SPEED
For correct engine operation the engine idle speed
should be as specified. Where applicable, engine idle THROTTLE STOP
speed should be inspected at every scheduled SCREW
maintenance interval.
• Inspect and adjust the idle speed after all other
engine maintenance items have been performed
and are within specifications.
• Check the model specific Service Manual for the
'j correct engine idle speed specification.
• Place the vehicle on the centerstand or support
f upright on level ground when checking and adjusting
r the idle speed. On carbureted engines, if the vehicle
; is tilted, there will be fluctuations in fuel flow from the
t carburetor that will prevent an accurate
•I determination of the idle speed .
! smaller that will accurately indicate a 50 rpm
change.
~
I • Where applicable, inspect the following items before

f
~
checking the idle speed:
- OTC or MIL blinking
r• - Spark plug condition
- Air cleaner condition
I Start the engine and allow it to warm to normal
; operating temperature.
.•
t
I
Stop the engine and connect a tachometer according to
the tachometer manufacturer's operating instructions.
r Start the engine and let it idle.
1 For models with adjustability:
I
• • Turn the throttle stop screw or fast idle knob to
'f obtain the specified idle speed.
r For models without adjustability, check the following :
I • Throttle operation and throttle grip freeplay.
t • Intake air leak or for an engine top-end problem.
f • IACV operation.
r
f
r COOLANT
,f See a typical liquid cooling system diagram at right,
I RADIATOR THERMOSTAT
showing system components.
r CAP
r I NOTICE I
Coolant evaporates naturally, so check it regularly.
Use a 1:1 mixture of distilled water and antifreeze.
Use distilled water. Tap water may cause the engine to
rust or corrode.
RECOMMENDED COOLANT:
Pro Honda HP Coolant or an equivalent high qual-
ity ethylene glycol antifreeze containing silicate
free corrosion inhibitors
LEVEL CHECK
• The effectiveness of coolant decreases with the
accumulation of rust or if there is a change in the
mixing proportion during usage. Therefore, for best
performance, change the coolant regularly (page 5-
9).
Check the coolant level with the motorcycle in a
vertical position on a flat, level surface.
2-27
MAINTENANCE
• Check the coolant level at the reserve tank, not the
radiator.
• Check the coolant level with the engine running at
the normal operating temperature.
The level should be between the UPPER and LOWER
level lines.
If necessary, add the recommended coolant.
Remove the reserve tank filler cap and fill to the UPPER
level line with 1:1 mixture of distilled water and
antifreeze.
Reinstall the filler cap
If the level is somewhere between the UPPER and
LOWER lines or below the LOWER line, add a 50/50
mixture of antifreeze and distilled water to the UPPER
line. (See Coolant Mixture Preparation page 5-9).
Check to see if there are any coolant leaks when the RESERVE TANK
liquid level decreases very rapidly.
If the reserve tank becomes completely empty, there is
a possibility of the air getting into the cooling system.
So, be sure to remove all air from the cooling system as
described on page 5-10.
COOLING SYSTEM
Check the radiator air passages for clogging or
damage.
Straighten bent fins with a small, flat blade screwdriver
and remove insects, mud, or other obstructions with
compressed air or low water pressure.
Replace the radiator if the air flow is restricted over
more than 20% of the radiating surface.
Inspect he coolant hoses for cracks, deterioration, and

replace them if necessary. Squeezing the hose may HOSE BAND
reveal damage otherwise not visible.
Inspect the coolant hoses, hose joints, and water pump
for leaks and make any appropriate repairs or
replacements.
Check the torque of the hose clamp screws.
See Section 5 for more cooling system information.
WATER HOSE
2-28
MAINTENANCE
SECONDARY AIR SUPPLY SYSTEM
Where equipped, a pulse secondary air supply system
(PAIR} reduces exhaust emissions by introducing
filtered air into the exhaust gases in the exhaust port.
Gain access to the PAIR control valve (on carbureted
engines) or PAIR control solenoid valve (on fuel
injected models) by following the instructions in the
Check the PAIR hoses between the PAIR control valve
and cylinder head cover and air cleaner housing, and
vacuum hose on carbureted models, for deterioration,
damage, or loose connections. Also make sure they are
not kinked or pinched.

SYSTEM
SO-STATE VEHICLES, MEETS
CALIFORNIA REQUIREMENTS
Fuel vapor from the fuel tank is directed into the
evaporative emission canister while the engine is
stopped. When the engine is running, the evaporative
emission purge control valve opens and fuel vapor in
the evaporative emission (EVAP) canister is drawn into
the engine through the carburetor or throttle body. The
hoses deteriorate naturally due to wear and time. Check
the condition of the hoses at the intervals specified in
Check the hoses between the fuel tank, EVAP canister,
EVAP purge control solenoid valve, EVAP carburetor
air vent control valve, carburetors or throttle body for
deterioration, damage, or loose connection.
Check the EVAP canister for cracks or other damage.
Refer to the vacuum routing diagram label on the
vehicle or the model specific Service Manual for hose
connections.
TRANSMISSION OIL
TWIN-SUMP OIL SYSTEM
In twin-sump lubrication systems the oil supply for the
crankshaft, piston, and valve train is separated from the
oil supply for the clutch and transmission . This ensures
a cool supply of oil to the clutch, eliminates clutch and
transmission material contaminating the engine oil,
reduces the amount of circulating oil, and reduces the
size of the oil pump. Because there are separate oil
supplies the crankcase oil level and transmission oil
level are checked independently.
The twin-sump oil system allows the use of engine oil
containing molybdenum, but only on the engine side
and where specified, not the transmission. Molybdenum
has a very low friction coefficient which greatly
increases an oil's lubricity, but it is not compatible with
clutches as it can cause them to slip.
• Oil level checks should be on level ground with the
vehicle on the centerstand or in an upright position.
2-29
MAINTENANCE
Remove the level hole bolt from the gear case and
check whether the oil level comes up to lower edge of
the hole. If the level is low, refill to the lower edge of the
hole with the recommended oil.
LEVEL
CHECK BOLT
CORRECT LEVEL
~SEALING
WASHER
TRANSMISSION OIL CHANGE

Oil is more easily drained when the engine is warm.
Remove the oil filler cap.
Remove the drain bolt located at the bottom of the
crankcase and drain the oil into an appropriate
container. CORRECT
OIL LEVEL
When all the oil is drained, clean the drain bolt and
reinstall it with a new sealing washer and tighten to the ~
designated torque.
Remove the oil check bolt, and refill to the prescribed
level with the recommended oil. Reinstall the check bolt
with a new sealing washer.
NOTE:
• Two-stroke engine transmission lubrication is by oil
being splashed within the sealed gear case.
Compared to a combined sump 4-stroke engine,
there is little oil degradation, and the period for
change is longer.
• Consult the model specific Service Manual for the
proper oil change interval.
DRIVE CHAIN
ADJUSTMENT
To ensure consistent transfer of engine power to the
rear wheel and smooth gear shifts, and to help prolong
the life of the drive chain, sprockets, bearings, etc., the
drive chain should be kept properly adjusted.
When there is too little slack, a change in the distance
between sprocket centers due to suspension movement
results in excessive tension on the chain .
In this condition, the chain and transmission or
crankcase may be damaged, and the large amount of
friction adversely affects the performance of the vehicle.
Excessive slack in the chain leads to large oscillations
when the vehicle is running .
In this condition, the chain may come off the sprockets
and/or damage parts it contacts.
NOTICE
Excessive chain slack may damage the frame.
AWARNING
Amputation hazard. Never inspect or adjust the
drive chain while the engine is running .
2-30
MAINTENANCE
Turn the ignition switch OFF, place the motorcycle on
its sidestand and shift the transmission into neutral.
Check the slack in the chain at the mid point between
I the two sprockets.
On models with a chain tensioner, loosen the tensioner
before checking.
Loosen the rear axle nut until the wheel can be moved.
DEPENDING ON MODEL
p
I
p
l
Loosen the adjuster lock nut, turn the adjuster nut or
ADJUSTER NUT
I bolt, and adjust the play.
,I NOTE:
• Uneven chain wear may cause tight spots in the
r chain run . Always check and adjust the chain at its
tightest point.
•
'
LOCK NUT
,.t
•f
On snail cam types, rotate the adjuster plates.
A scale is included on the adjuster. Be sure that the
reading on the scale is the same on both sides . ~I ~ LOCKNUT
,,
I
•
I NOTICE I
If the adjustment value is not the same on both sides,
the wheel is out of alignment and can cause excessive
INDEX MARK /.:;;;_ ADJUSTER NUT
ADJUSTER
•f tire, sprocket, and chain wear.
r
,,.
As the rear suspension moves through its travel, the
,, distance between the drive and driven sprocket centers
varies. Therefore, it is important to adjust the chain so
that it has at least the minimum amount of acceptable
slack when the sprockets are farthest apart - or when PIN
•f the center of the drive sprocket, swingarm pivot bolt,
r
,
•:
r
and the rear axle are in alignment. The model specific
Service Manual provides a dimension for each model
based on this minimum slack and maximum distance
position.
r After adjustment retighten the axle nut to the specified
r torque.
r,• Pulling the lower chain row firmly up toward the
swingarm when tightening the axle nut helps ensure
r that the adjusters on both sides are seated against their
r stops and that the axle is in proper alignment. Always
check to be sure both sides are adjusted to the same
' marks on the adjustment scales. Recheck the chain

play.
Tighten the adjusters and lock nuts.
On motorcycles equipped with a drum brake, adjust the
rear brake pedal play and the rear brake light switch
actuation point.
2-31
MAINTENANCE
For motorcycles with a chain wear indicator label , if the
adjuster's alignment mark is within the red zone after RED ZONE
adjustment, replace the drive chain.
When replacing the drive chain always carefully inspect
the sprockets (page 2-36). Worn sprockets will RED ZONE
~~'"J
accelerate chain wear.
Where applicable, after replacing and adjusting the END OF
SWINGARM
drive chain, attach a wear indicator label so that the PIN
alignment mark is at the start of the green zone.
On models without drive chain wear indicators measure ARROW
the length between the chain's pins (page 2-33).
RED ZONE
ADJUSTMENT OF PRO-ARM TYPE

Loosen the bearing holder flange bolt.
BEARING HOLDER FLANGE BOLT
Rotate the bearing holder using the pin-spanner in the
vehicle's tool kit to adjust the drive chain play.
After adjustment, retighten the bearing holder flange
bolt to the specified torque.
For motorcycles with a chain wear indicator label, if the

driven sprocket outer circle is within the red zone after
adjustment, replace the drive chain .
If, after adjustment, the driven sprocket outer circle is
within the red zone of the chain wear indicator label,
replace the drive chain (only for vehicles with an
indicator label affixed).
Where applicable, after replacing and adjusting the
drive chain , attach a wear indicator label so that the
alignment mark is at the start of the green zone.
On models without drive chain wear indicators measure
the length between the chain's pins (page 2-33). OUTER CIRCLE
When replacing the drive chain always carefully inspect
the sprockets (page 2-36). Worn sprockets will L___ _ _ _ __ _ _ _ __ _ _ _ _ _ __J
accelerate chain wear.
2-32
MAINTENANCE
INSPECTION OF CHAIN
REPLACEMENT PERIOD (For models
without drive chain wear indicators)
Remove the drive chain, measure the chain length at 41
pins (40 links) and replace the chain if the prescribed 41 PINS (40 LINKS)
limits specified in the following table are exceeded.
There are three types of chains: endless, clip-type
master link, and rivet-type master link.
- Endless chains do not have a master link, may
need to be cut or ground through to remove, or
may require removal of the swingarm for chain
replacement.
, - Clip-type master link chains can be separated by
,r removing the clip and master link for removal and CHAIN CLIP
installation. The clip must be installed so that its
open end is opposite the normal rotation of the ROTATING
chain. This prevents the clip from being knocked DIRECTION
off through contact with the chain guide or passing Drive Chain Length: 41 pins (40 links) Unit: mm (in)
objects . Ensure the clip is fully seated. Chain Size Pitch Standard Service Limit
- Rivet-type master link chains require the use of a Code
special tool to remove and install the master link.
415/420/428 12.70 508 (20.0) 511 (20.1)
(0.500) <518 (20.4)>
520/525/50 15.875 635 (25.0) 638 (25.1)
(0.625) <648 (25.5)>
630 19.05 762 (30.0) 766 (30.2)
(0.750) <777 (20.6)>
< >: Without 0-ring chain
Check that each chain link pivots freely on the pins.

Where binding is light, apply a little cleaning oil or
paraffin making sure that it penetrates. When the
stiffness has been removed, lubricate the chain . On
chains with 0-ring, quickly wipe off the cleaning fluid or
paraffin oil, and thoroughly dry the chain. CHAIN CLIP
Replace the chain if stiffness of the chain cannot be

alleviated, the movement of the links is not smooth, or
there is damage to the link plates or rollers.
Master links with 0-rings have four 0-rings. Install the
0-rings between the rollers and master link plates as
shown in the illustration to the right. Fit the chain clip to
the pins, ensuring there is no gap between the master KINKING or
link plate and the clip. For rivet-type master links, follow BINDING 0-RINGS
the procedure in the instructions that come with the new ~ - - - - - - - - - - - - - - -- - ~
chain or the model specific Service Manual.
CLEANING, INSPECTION AND

LUBRICATION
NOTE:
0-ring chains are equipped with small 0-rings between
the link plates that retain grease within the pivot areas
and improve the chain's service life. The 0-rings in this
chain can be damaged by steam cleaning , wire
brushes, high pressure washers , and certain solvents.
Damaged 0-rings or contaminated grease in the pivot
areas will shorten drive chain service life.
2-33
MAINTENANCE
Clean the chain with non-flammable or high flash-point
solvent and wipe it dry. Ensure the chain has dried
completely before lubricating.
Inspect the drive chain for possible wear or damage.
Replace any chain that has damaged rollers, loose
fitting links, or otherwise appears unserviceable.
Installing a new chain on badly worn sprockets will
cause the new chain to wear quickly. Inspect and
replace sprockets as necessary. SOFT BRUSH
Lubricate the chain with Pro Honda Chain Lube or

equivalent chain lubricant designed specifically for use
on 0-ring chains. Some commercial chain lubricants
may contain solvents that could damage the 0-rings.
Wipe off the excess chain lube to prevent it from flinging
off when in operation.
PRO HONDA CHAIN

LUBE OR EQUIVALENT
REPLACEMENT OF RIVET-TYPE
MASTER LINK CHAINS
The replacement of rivet-type master link chains
requires a special tool to remove and install the master
link. When using the special tool , follow the
manufacturers operating instructions. Do not use clip
type master links.
Loosen the drive chain.
Locate the drive chain tool on the staked part of the
drive chain and remove the staked pins.
MASTER LINK
TOOL:
Drive chain tool set
Remove the drive chain.
DRIVE CHAIN TOOL
2-34
MAINTENANCE
If necessary to achieve the correct length , remove the
excess drive chain links from the new drive chain with ONE LINK
~
the drive chain tool.
1
• Never reuse the old Include the master link when you count the drive chain MASTER LINK
drive chain, master links.
link, master link
Install the new drive chain over the swingarm.
plate or 0 -rings .
•t
r J
~
,
r
~
I
Install the 0-rings onto the new master link, and insert
the master link from the inside of the drive chain .
r Install the 0-rings and the link plate with the drive chain
tool.
,I TOOL:
Drive chain tool set
~ Install the link plate with the identification mark facing
'• the outside .

Take care to prevent squeezing the 0-rings.
Do not remove the factory applied lubricating grease
from the master link. DRIVE CHAIN TOOL
Remove the special tool and check the master link pin
length projected from the plate.
'STANDARD LENGTH
Standard length: Refer to the model specific
t Service Manual.
.
(
•I
,r
r
I,
l
1
,"t Install the drive chain tool and stake the ends of the
master link pins. MASTER LINK
,,
1 To prevent over staking, stake gradually checking the
diameter of the staked area using a slide caliper.
TOOL:
•f Drive chain tool set
r
rt
,
I
DRIVE CHAIN TOOL
'r
•I
r•
•t
r
r
""I
r 2-35
r
r
MAINTENANCE
After staking, check the staked area of the master link
using a slide caliper. SLIDE CALIPER
Diameter of the staked area: Refer to the model

If the measured staked area is over the prescribed
width, complete the procedure again using a new
master link, plate, and 0-rings.
Check the staked area of the master link for cracks and
the 0-rings for damages.
If there is any cracking or damage, replace the master
link, plate and 0-rings.
Check that master link pivots freely on the pins.
If the movement is not smooth, restake using the new
master link, plate and 0-rings.
Adjust the drive chain play.
GOOD BAD
SPROCKETS
Inspect the drive and driven sprocket teeth for wear or
damage and replace if necessary.
• A worn sprocket's teeth tend to be pointed, sharp,
and hooked.
• A damaged sprocket's teeth tend to have broken
ends.
Never use a new drive chain on worn sprockets. Both
chain and sprockets must be in good condition, or the
new replacement chain or sprockets will wear rapidly.
Check the attachment bolts or nuts on the drive and
driven sprockets. If any are loose, torque them.
DRIVE CHAIN SLIDER, CHAIN GUIDE,

GUIDE SLIDER, AND ROLLERS
Used together in various combinations or separately,
drive chain sliders, guides, guide sliders, and rollers all SLIDER CHAIN GUIDE
do their part to keep the chain running in its proper path,
while preventing it from cutting into the swingarm, frame
or other components.
Each of these components is made of a type of plastic
that offers minimal friction and wear. Still, periodic
inspection for wear or damage and replacement is
necessary as these parts deteriorate over time.
The chain slider, attached to the front of the swingarm
near its pivot point, must be replaced when the depth of
its wear grooves reaches a depth specified for each
particular model. Failure to replace a worn slider will ROLLER
OR SLIDER GUIDE SLIDER
result in chain damage to the swingarm and chain.
2-36
MAINTENANCE
Off-road and dual-purpose motorcycles are fitted with a
chain guide that ensures the chain is guided directly to
rear sprocket. The guide itself should be checked for
proper alignment as it can be bent through contact with
passing objects, rocks, or through crash damage.
Straighten or replace as necessary. A plastic guide
slider centers the guide on the sprocket with minimal
friction and prevents the chain from wearing the guide.
A wear window is often provided to aid in determining a
replacement time.
A lower chain roller, or a pair of upper and lower rollers
are used to take up excess slack in the drive chain as
the rear suspension compresses and extends to its
furthest points. These rollers also help prevent the
chain from cutting into other components on the
motorcycle when the suspension is near to or fully
compressed. These must also be periodically inspected
'• for wear, damage, and security of mounting .
DRIVE BELT
A drive belt is used on the Honda V-matic belt
automatic transmission .
The belt must be checked periodically according to the COG
~
maintenance schedule shown in the model specific
Service Manual.
A worn or damaged drive belt may cause a loss in
scooter performance.
Remove the drive belt cover and check the drive belt for
wear, cracks or peeling of the cogs; replace with a new
one if necessary.
r BELT CASE AIR CLEANER

,i On scooters with a cleaner element in the air inlet to the
drive belt case, remove the element and clean.
Wash the element in water and dry it thoroughly before
reinstalling .
2-37
MAINTENANCE
FINAL DRIVE OIL LEVEL
Check for leakage and proper oil level.
Depending upon the model, the vehicle should be either INSPECTION
HOLE
placed on its sidestand or centerstand. Reference the
model specific Service Manual for the correct
procedure.
Remove the inspection/level hole cap from the gear
case and check that the oil level is up to the lower edge
of the hole. If the oil level is low, fill to the lower edge of
the hole with the recommended oil.
For engines that have a separate oil check bolt, remove
the oil check bolt. A small amount of oil should flow out
of the hole. If no oil flows out of the check bolt hole, add
oil slowly through the oil filler hole. Install the oil check
bolt and filler cap.
OIL CHANGE
Refer to the model specific Service Manual for
information on the oil change interval. CAP
Remove the level hole cap from the final gear case.
Remove the oil drain bolt from the lower portion of the
gear case, slowly turn the rear wheel and drain the oil.
When the oil is completely drained, clean the drain bolt,
replace the sealing washer with a new one and tighten
to the specified torque.
Refill to the prescribed level with the recommended oil.
Coat the level hole cap 0-ring with oil and reinstall the
cap.
Tighten the cap to the specified torque. DRAIN BOLT
BATTERY
There are two types of batteries found on Powersports
vehicles, conventional and maintenance free.
Maintenance free batteries, as the name implies, do not
require routine maintenance other than keeping them
sufficiently charged and checking the condition of the
terminals as described below.
Conventional batteries, however, do need periodic
maintenance to ensure optimum functionality. The fluid
level checking and specific gravity procedures relate to
conventional batteries only. Do not attempt the
procedures on maintenance free batteries.
For more battery information see Section 23.
CONDITION OF TERMINAL
CONNECTIONS
Make sure that terminal connections are not loose. If
corrosion is evident, remove the battery, wash rust with WIRE BRUSH
warm water and use a wire brush to remove completely.
Reconnect the battery and lightly coat the terminals
with grease.
l_
2-38
MAINTENANCE
FLUID LEVEL (conventional battery)
AWARNING
Do not allow battery fluid (sulfuric acid) to come into
contact with the skin, eyes, or clothes as it will
cause burning. If acid is spilled on you, be sure to
wash it off quickly with large amounts of water. If
battery fluid enters the eyes, wash with water and
consult a physician.
Check for cracks in the battery case.

If the battery's electrodes show accumulation of a white
•I substance (sulfation) or heavy deposits are observed at
r the base of the battery, the battery should be replaced .
r' Check the level of each cell by the UPPER and LOWER
~ level lines marked on the side of the battery.
r
r
r
I
I
f - UPPER LEVEL -
t
r - LOWER LEVEL -
If levels are approaching the LOWER level line, remove

the battery, take off the filler caps and refill to the
UPPER level with distilled water.
NOTE:
• Always refill batteries with distilled water. Tap water DISTILLED
contains minerals that will shorten the life of the WATER
battery.
• Filling the battery above the UPPER level mark may
cause spillage while riding and subsequent
corrosion of vehicle parts.
Check the battery capacity with a battery tester (page
23-21 ). If a battery tester is not available, check the
specific gravity of the battery fluid (page 2-40).
After refilling, replace each of the filler caps firmly and
reinstall the battery.
Follow the instructions on the battery's CAUTION label.
Make sure the breather tube is correctly positioned and
not kinked, trapped, or bent in a way that obstructs the
passage of air.
If the hose is blocked, the battery's internal pressure will
not be relieved , the breather may come off, or the
battery could crack as a result.
2-39
MAINTENANCE
SPECIFIC GRAVITY OF FLUID
(conventional battery)
The specific gravity of the battery fluid should be
checked on conventional batteries.
Measure the specific gravity of each cell with a
hydrometer.
BATIERY FLUID
Specific gravity of fluid at 20°c (68°F)

Fully charged condition 1.27 - 1.32 1.31
1.304
BATTERY TEMPERATURE
VS SPECIFIC GRAVITY
Low charge condition 1.23 and below 1.30
If the difference in specific gravity between cells >-

I-
1.29
1.284
~
exceeds 0.01 , recharge the battery. If the difference in 1.28
specific gravity is excessive, replace the battery.
(9 1.27
There is a change in specific gravity of approximately 5:? 1.26
0.007 per 10°C change in temperature. Be sure to u.
1.256
consider this when taking measurements. 0 1.25
w
a.. 1.24
Reading of the hydrometer's fluid level should be taken Cl)
in the horizontal position. o· 5· 10· 15· 20· 25· 30· 35• 40·
Refer to page 23-21 for details of battery testing and ELECTROLYTE TEMPERATURE
charging.
BRAKE FLUID
I NOTICE
Spilled fluid can damage painted, plastic, or rubber
parts. Place a rag over these parts whenever the
system is serviced.
• Do not mix different types of fluid, as they are not
compatible with each other.
• Do not allow foreign material to enter the system
when filling the reservoir.
• The recommended brake fluid differs according to
models. Most models use DOT 4, however, DOT 3 is
sometimes required. Do not use a fluid other than
that recommended. Do not use DOT 5 brake fluid in
any Honda motorcycle.
Firmly apply the brake and check for fluid leakage from
the brake system. If there is any leakage of fluid from
any part of the system, replace the damaged parts.
Check for degradation and damage of the hoses, pipes
and joints. Check joints and clamps for looseness. Also
make sure that hoses and pipes do not rub or bind on
parts when the fork is turned or when the vehicle is
running.
Before removing the reservoir cover, turn the handlebar
until the reservoir is level. Place a rag over painted,
plastic, or rubber parts whenever the system is
serviced.
PIPE HOSE
Refill with the recommended fluid from a sealed
container.
2-40
MAINTENANCE
If the fluid level is at or near the LOWER level line,
RESERVOIR COVER UPPER
remove the reservoir cover and diaphragm, and refill to
the UPPER level.
Check the brake pads for wear when refilling with brake
fluid (page 2-41 ). A low fluid level may be due to brake
pad wear. If the pads are worn, the caliper piston is
pushed out, and this accounts for a low reservoir level.
If the brake pads are not worn and the fluid level is low,
check for leakage.
LOWER LOWER
BRAKE SHOE
If the wear indicator arrow aligns with the A mark on
the brake panel when the brake is applied, remove the INDICATOR
wheel and brake panel and check for shoe wear.
If no adjustment remains before the wear indicator limit
is reached , this indicates excessive wear and the brake
shoes need to be replaced .
Specific brake shoe checks are listed in the Brakes
Section of the manual (page 18-40).
Inspect the brake drum for wear or damage any time
you remove the wheel and brake panel.
If the brake drum shows any signs of cracking or
excessive corrosion that cannot be removed with emery
cloth, replace it. BRAKE PANEL A MARK
'---- - - -- - - -- - - - - - - - ~
BRAKE PAD
Replace pads as a set if worn to the brake pad wear
limit line or wear limit groove. DISC WEAR LIMIT
LINE
A quick visual inspection can be made at the leading
edge of the pads (where the disc enters the caliper).
PADS LEADING SIDE
BRAKE SYSTEM INSPECTION

Firmly apply the brake lever or pedal, and check that no
air has entered the system. If the lever or pedal feels
soft or spongy when operated, bleed the air from the
system.
Inspect the brake hose and fittings for deterioration,
cracks and signs of leakage. Tighten any lose fittings.
Replace hoses and fittings as required.
2-41
MAINTENANCE
FREEPLAY ADJUSTMENT
On mechanical brakes, measure the freeplay at the tip
of the brake lever or pedal as indicated here and below.
FREEPLAY
Brake pedals on scooters should be measured for

freeplay as indicated here. BRAKE PEDAL BRAKE PEDAL
--:::::,~_,, e
' -
FREEPLAY
Make adjustments for freeplay on cable-operated

brakes at the end of the cable. CLAMP
Major adjustments are made on the brake panel end of

the cable.
Before making major adjustments, turn the adjuster at
the lever most of, but not all the way in.
If the brake cable is fastened to the fork by a clamp,
loosen the clamp before making brake adjustments.
Loosen the lock nut and turn the adjuster nut to correct
play at the lever.
Secure the adjuster nut and tighten the lock nut on
completion of adjustment. Be certain to tighten the fork BRAKE PANEL
cable clamp as well.
Where there is only an adjuster nut, as on many rear
brakes, turn the nut to adjust the brake pedal freeplay.
The adjuster nut's indentation and brake arm pin should
seat against one another as shown in the upper right
portion of the illustration to the right.
Check for play after adjustment.
ADJUSTER NUT
2-42
MAINTENANCE
Minor adjustment is made at the lever end of the cable.
r It is necessary to pull back the lever dust boot to gain
access to the adjuster.
LOCK NUT
There may be damage to the adjuster if it is positioned

too far out, leaving minimal thread engagement. If there
is more than 8 mm of threads showing, screw the
adjuster most of, but not all the way in and make major
adjustments at the brake panel end of the cable.
f
;
•
,.r
r
,r
f
f Check for looseness of the following:
• Brake lever and pedal fasteners and adjuster lock
nuts
BRAKE ROD
r; • Brake torque rod fasteners

• Brake rod, cable (mechanically operated drum
brake)
f • Brake arm (mechanical linkage drum brake)
r • Caliper attachment bolt (hydraulic disc brake)
r Check the cotter pins on the brake rod, torque rod, etc.,
'
•
r
f
are securely in place .
Operate brakes independently while riding in order to
determine the effectiveness of each brake.
f
,r COTTER PINS
t
r BRAKE LEVER ADJUSTMENT
•f The distance between the brake lever and the grip can
~ Align the • mark on be adjusted on some levers by turning the adjuster.
r' the brake lever with

the index number
r on the adjuster.
r
i
i
•..
r
t
f
f
,r
,'
;
BRAKE PEDAL HEIGHT ADJUSTMENT
HYDRAULIC BRAKE TYPE:
Loosen the lock nut and turn the push rod until the
• correct pedal height is obtained.
r' PUSH ROD
r
f
,
'f
r
ft
r•
LOCK NUT
BRAKE PEDAL
f
r
t 2-43
MAINTENANCE
If adjusting the brake pedal to the lower position, make
sure that the clearance between the lower end of the
push rod and the brake pedal end does not fall below
1 mm (0.04 in), as shown.
Check for brake light switch operation after adjustment.
BRAKE
PEDAL END
If adjusting the brake pedal to a higher position, make

sure the push rod threads extend through the lower
joint, as shown.
Check for brake light switch operation after each
adjustment.
If adjusting the brake pedal to a higher position, make

sure the lower end of the push rod pin contacts the
brake pedal lower joint, as shown.
Check for brake light switch operation after each
adjustment.
DRUM BRAKE TYPE:

Loosen the lock nut, and turn the pedal adjuster bolt
until the correct pedal height is obtained.
Check for freeplay and brake light switch operation after
adjustment.
ADJUSTER BOLT LOCK NUT
2-44
MAINTENANCE
When adjusting freeplay, be sure the brake rod threads
extend through the adjuster nut, as shown. ADJUSTER NUT
,
,
J CORRECT INCORRECT
r
,f BRAKE ROD
,r PARKING BRAKE
OCT MOTORCYCLE
r'
Refer to the model INSPECTION
Support the motorcycle using a safety stand or hoist
r specific Service
Manual for specific and raise the rear wheel off the ground.
instructions.
J
f
r
Turn the rear wheel with your hands and pull the
parking brake lever slowly. Check the parking brake
lever "6'' mark within the index lines at the rear wheel
stopped.
l
r If the parking brake lever "6'' mark not within the index
1 lines, adjust the parking brake as indicated below.
r
r
f
f
r
r
ADJUSTMENT
r Parking brake lever position can be adjusted at the
t upper end of the parking brake cable and at the parking
brake caliper adjuster bolt.
Minor adjustment is made with the upper adjuster.
I
I
Adjust the lever position by loosening the lock nut, and
( turning the adjuster.
f Refer to the model After adjustment, tighten the lock nut to the specified
l specific Service
Manual for the
torque while holding the adjuster.
If the correct freeplay cannot be gained from the upper
r specified torque. adjuster, turn the adjuster all the way in.
Make major adjustments with the parking brake caliper
adjuster bolt.
~
!
r
f.
~ 2-45
f
MAINTENANCE
Minor adjustment is made with the parking brake caliper
adjuster bolt.
Loosen the lock nut
Turn the adjuster bolt clockwise until bolt resistance is
felt (brake pad touching to the brake disc).
Refer to the model Then turn the adjuster bolt 1/4 turn counterclockwise
specific Service and tighten the lock nut to the specified torque while
Manual for the holding the adjuster bolt.
specified torque.
Recheck the parking brake operation.
SCOOTER
specific Service Squeeze the rear brake lever and set the brake lock
Manual for specific lever or pull the knob .
instructions.
Release the lever and , If a knob, check the knob is in
the locked position .
Turn the rear wheel by hand and make sure that the
rear wheel is completely locked .
Brake Lock Lever:
If the rear wheel is not locked, check and adjust the rear
brake lever freeplay.
Brake Lock Knob:
Press the brake lock knob while pushing in the center
button, check the brake lock knob is in the released
position and rear brake is fully released so there is no To apply the brake lock:
drag on the rear wheel.
If there is abnormality in the above inspection, follow Knob in locked position
the adjustment procedure on the following page. \...._ _____/
To release the brake lock:
Knob in released position
2-46
r MAINTENANCE
r
r ADJUSTMENT (BRAKE LOCK KNOB)
Measure the distance between the brake lock lever and
brake lock stay as shown.
Refer to the model If the distance exceeds the standard, adjust the
specific Service following:
,
Manual for the
Loosen the lock nuts and turn the adjuster until the
standard
distance between the edge surface of the brake lock
measurements.
lever and brake lock stay is within standard.
Refer to the model Tighten the lock nuts to the specified torque while
specific Service holding the adjuster.
Manual for the
Apply and release the brake lock, then recheck the
specified torque. distance between the brake lock lever and brake lock
stay.
•f
r
r
r
.r STANDARD
DISTANCE
r
LOCK STAY ADJUSTER

LOCK NUTS
ATV
INSPECTION
Refer to the model Measure the parking brake lever freeplay at the end of
specific Service the lever.
Manual for specific
instructions and the
specified freeplay.
2-47
MAINTENANCE
ADJUSTMENT
Make sure the Adjust the parking brake lever freeplay by turning the
cutout in the adjusting nut at the brake arm.
adjusting nut is
seated on the brake
arm joint.
SIDE-BY-SIDE VEHICLE
specific Service Pull the parking brake lever with 196 N (20 kgf, 44 lbf)
Manual for specific of force to fully apply the parking brake. The lever
instructions. should be locked within the specified number of clicks.
LEVER LOCKED CLICKS: 3 - 7 clicks

If the number of clicks is not as specified, adjust the
parking brake as follows.
ADJUSTMENT
Raise the rear wheels off the ground.
Put the gear selector lever to the N (neutral) position
and the drive mode selector lever to the 2WD position.
Release the parking brake lever fully.
Press the brake pedal several times.
Loosen the brake adjusting nut.
Make sure the parking brake arm on each rear brake
caliper contacts the stopper pin.
The brake arm will contact the pin when the adjusting
nut is loosened.
Pull the parking brake lever 1 click.
Make sure the Tighten the adjusting nut until the brakes drag slightly
cutout in the when the rear wheels are turned.
adjusting nut is Release the parking brake lever fully, and check that
seated on the j oint the brakes do not drag when the rear wheels are
pin. turned. Readjust if necessary.
Make sure the parking brake lever within the specified
number of clicks.
STOPPER PIN
2-48
MAINTENANCE
r BRAKE LIGHT SWITCHES
,r
Check the brake light switch operation and adjustment
by applying the brakes. Visually inspect for any damage
and make sure the reflector plate is clean within the
light.
f
J Adjust the rear brake light switch so the brake light
comes on just prior to the brake actually being
1 engaged. If the light fails to come on, adjust the switch
f so that the light comes on at the proper time.
f
f Some vehicles, The brake light switch on the front brake lever cannot
such as A TVs have be adjusted. If the front brake light switch actuation
a starter inhibitor doesn't happen simultaneously with brake engagement,
I
switch on the right either replace the switch unit or the malfunctioning parts
f brake switch, of the system.
REFLECTOR
PLATE
f together with the
Make all rear brake light switch adjustments after the
f brake light switch.
height adjustment and the brake pedal freeplay
f adjustment have been made.
i To adjust, hold the switch body firmly while turning the
I
p adjusting nut on the brake light switch.
t ADJUSTING
; Do not the turn the switch body and wires. NUT
' I NOTICE I
f Allowing the switch body to turn during adjustment can
f break the wires in the switch.
f After adjustment, recheck to be sure the brake light
f comes on at the proper time.
f
i
l
~
f
f HEADLIGHT AIM
,r
i
I The headlight(s) beam must be aimed according to the
specifications of local laws and regulations.
An improperly adjusted headlight may blind oncoming
! drivers, or may fail to light the road for a safe distance.
r Headlight aim adjustment is completed differently
f depending upon the type of headlight the vehicle is
1 equipped with. See the model specific Service Manual
I for the specifics.
f Generally, to make a vertical adjustment, loosen the
headlight mounting bolts and match the punch mark on
,,'r the case with the bracket by moving the headlight up or

down. Some motorcycles have an adjusting screw on
the bottom of the headlight. In this case, turn the screw
to make the vertical adjustment.
PUNCH MARKS ADJUSTING SCREW
, r For those having an adjusting screw on the side of

headlight rim , turn this screw to make the horizontal
•l adjustment.
p
On some models the headlight is completely encased.
j
,r
I
The adjustment can be made either with the light beam
adjustment knob on the back of the light case or with a
remote-type cable and knob. Refer to the Model
Specific manual for the proper adjustment method .
J
:
r
r
r
r
,r
J 2-49
MAINTENANCE
CLUTCH SYSTEM
Check the play at the end of the lever on cable operated
clutches. CLUTCH LEVER ADJUSTER
Too much play results in clutch drag and stiffness in
operation of the shift pedal. Too little play causes clutch
slippage
Refer to the model specific Service Manual for clutch
lever freeplay specifications and adjust if necessary.
FREEf--\::::: :i ·=""==---..;..-_-,r
Major adjustment is carried out at the clutch arm.

Loosen the lock nut and turn the adjuster nut to adjust ADJUSTER
play.
Before adjusting cable play at the clutch arm, screw the
adjuster at the lever end of the cable in most of, but not
all the way. This makes subsequent adjustment at the
lever end easier.
After adjustment is complete , hold the adjuster nut
securely while tightening lock nut.
Minor adjustments are made at the lever.

On models equipped with a dust cover, pull back the LOCK NUT
cover to allow adjustment. LOCK NUT
Loosen the lock nut and turn the adjuster to correct the
play.
The adjuster may be damaged if it is positioned too far
out, leaving minimal thread engagement.
When more than 8 mm of thread is showing , screw the
adjuster in most of, but not all the way, and make
adjustments on the clutch arm end of the cable.
On models with the adjuster located within the length of
the cable (i .e., not at the end), loosen the lock nut and CLUTCH ARM
turn the adjuster to alter the play, in the same manner
as described above.
CHANGE CLUTCH
Loosen the lock nut, turn the adjuster bolt clockwise by
about one turn, then turn it counterclockwise until LOCK NUT
resistance is felt on the bolt.
From this position, turn the bolt 1/8 of a turn clockwise
and tighten the lock nut.
When tightening the lock nut, be sure that the adjuster
bolt does not turn with it.
Check the operation of the clutch after adjustment.
ADJUSTER BOLT
2-50
MAINTENANCE
CLUTCH FLUID LEVEL
I NOTICE I
system is serviced.
• Do not mix different types of fluid, as they are not
compatible with each other.
• The recommended fluid differs according to models.
Most models use DOT 4, however, DOT 3 is
sometimes required. Do not use a fluid other than
that recommended. Do not use DOT 5 fluid in any
Honda motorcycle.
Adjustment for play cannot be made on hydraulic
clutches. However, a check should be made of the fluid UPPER LEVEL LINE
level.
If the level is near the LOWER level line on the
reservoir, remove the reservoir cover and diaphragm,
and refill to the UPPER level with the proper type of
fluid .
until the reservoir is level.
Place a rag over painted, plastic or rubber parts
whenever the system is serviced.
Refill with the recommended fluid.
GEARSHIFT LINKAGE
On some models, where the gearshift pedal is not
directly connected to the shift spindle, a gearshift arm,
rod, and joints connect the two.
Periodically check and lubricate the joints.
Adjustments can also be made by loosening the lock
nuts and turning the pedal rod, which has male or
female threads on both ends.
After adjustment tighten the lock nuts
NOTE:
To avoid stress on the joints, hold the joint body while
loosening and tightening the lock nuts.
2-51
MAINTENANCE
SIDESTAND
Check the sidestand spring for damage or loss of
tension.
Check the sidestand for movement and lubricate the
sidestand pivot if necessary.
On earlier models, check the wear limit on the rubber
sidestand foot. Replace the foot if worn past the limit.
Check the sidestand ignition cut-off system:
- Sit astride the motorcycle and raise the sidestand.
- Start the engine with the transmission in neutral,
then, with the clutch lever fully squeezed, shift the
transmission into gear.
- Move the sidestand full down.
- The engine should stop as the sidestand is lowered.
If there is a problem with the system, check the
sidestand switch.
SUSPENSION
Compress the front and rear suspension a few times.
On models with exposed suspension springs, check for
cracks and damage.
Loose, worn, or damaged suspension parts impair
vehicle stability and control. Repair or replace any
damaged components.
Check for squeaks in the suspension movement that

could indicate a lack of lubrication. Try to push the
swingarm from side to side to check for worn, damaged
or loose suspension pivot components.
If any play is detected, check for looseness of the
swingarm pivot bolt.
Check also for wear or damage to the, pivot bearings
(or bushings).
If looseness is detected in the up-down motion at the
end of the arm on Pro-link suspensions, check for wear
or damage to the shock absorber mount pivot point.
Conventionallright-
way-up forks are
shown. Upside-
down forks have the
tube located at the
bottom on the
assembly.
2-52
MAINTENANCE
Check for leakage from the oil seals on the fork,
1 damage from stones or scratch marks on the working
f surface of the fork tubes, and wear and peeling of the
chrome plating.
1 On models equipped with rubber boots on the fork legs,
r turn back the boots to allow inspection.
FORK SEAL
r If the fork is in poor condition, disassemble and replace
............__
,
f
r parts as necessary.
t Replace any fork tube that is heavily scored.
r
f
f
I
r
I
f
I
On models with bottom link type front suspension,
check for cracks and damage to the fork rocker arms
,
I
(bottom links).
Check for play in the fork rocker arm bearing section,
and inspect all fasteners for looseness.
rI
f
, PIVOTS
Check for oil leakage around the shock absorber piston

r
,
t
r
rod . Inspect the rod for scoring, wear and peeling of the
chrome plating on the working surface.
Check for looseness, cracks and damage to the
attachment points of the shock absorber assembly.
r Retighten nuts/bolts if necessary.
r
t
,•
f PISTON ROD
r
r
r
r
•f
r•
f
r
2-53
MAINTENANCE
SPARK ARRESTER
OFF-ROAD AND DUAL-SPORT
MODELS
Vehicles used off-road in the U.S.A. must have a
functioning spark arrestor.
TRAP TYPE
Remove the muffler lid. Block the end of the muffler with
a shop towel.
MUFFLER LID
Start the engine and rev it up to blow accumulated

carbon deposits out of the muffler.
Check the muffler lid bolts and gasket are in good

condition. Replace the bolts and gasket if necessary.
Install the muffler lid and gasket and tighten the bolts
securely.
Do not remove the two screws that hold the exhaust
baffle in the end of the spark arrester/muffler.
The two mounting screws must be installed in the spark
arrester body at all times for the spark arrester to be
effective.
SPARK
ARRESTER
BOLT
2-54
r MAINTENANCE
r
SCREEN TYPE
r Remove the bolts and the spark arrester with the
r• gasket.
,
~
,
~
.rr
Use a brush to remove carbon deposits from the screen
f mesh , being careful not to damage the screen mesh.
[ The screen mesh must be free of breaks and holes.
rr Replace the spark arrester if necessary.
f
f Install the spark arrester with a new gasket and tighten
the bolts.
r
r
r!
r
r
r
,
r
r
FASTENERS
r Check that all chassis nuts and bolts are tightened to
their correct torque values. See the model specific
r Service Manual for the correct torque values.
r
r Check that all safety clips, hose clamps, and cable
r stays are in place and properly secured.
'
,
r
2-55
MAINTENANCE
WHEELS/TIRES
Support the motorcycle securely and raise the front
wheel off the ground.
Hold the front fork leg and move the front wheel
sideways forcefully to see if the wheel bearings are
worn.
Turn the wheel and check it rotates smoothly with no
unusual noise.
If the wheel does not rotate smoothly, inspect the wheel
bearings.
See Section 17 for front wheel service.
Support the motorcycle securely and raise the rear

Hold the swingarm and move the rear wheel sideways
forcefully to see if the wheel bearings are work.
Turn the wheel and check that it rotates smoothly with
no unusual noises.
If the wheel does not rotate smoothly, inspect the wheel
bearings.
As the swingarm pivot is included in this check, be sure
to confirm the location of the play; i.e., from the wheel
bearings or the swingarm pivot.
See Section 17 for rear wheel service.
Check for looseness of bolts/nuts in connection with the

following. RIM BOLT AXLE HOLDER NUT
• Axles
• Axle nuts
• Rim/hub bolts
On models that have cotter pins, check that the pins are
attached correctly.
Check for corrosion, cracks, deformation, and other
damage of the following parts.
• Rim
• Wheel
• Spokes
COTIER PIN
Raise the wheel, turn it slowly and check for lateral and
vertical oscillation. Check oscillation
by changes in
NOTE: the gap.
Check the model specific Service Manual for the lateral
and vertical service limits.
Only limited deformation, shown as oscillation, of
spoked wheels can be corrected. On any other type of
wheel, check for bearing play or a bent axle shaft. If
necessary, replace the wheel assembly.
If there is deformation of the rim on spoked wheels,
replace the rim.
2-56
MAINTENANCE
t
On spoked wheels, inspect the spokes for looseness by
tapping them with a screwdriver.
If a spoke does not make a clear metallic sound, or if it
sounds different from the other spokes, tighten it.
Tap on the spokes and be sure that the clear metallic
sound of the same tone can be heard on all spokes.
The spoke nipples are made of soft material. Be sure to
r tighten the spokes with the proper size spoke wrench .
r, After tightening , check the rim for runout.
I
TOOL:
t
I
Spoke wrench
SPOKE
~
r
r. Check the pressure of each tire with a pressure gauge .
NOTE:
I
r
Check tire pressures when the tires are cold to assure
accurate, comparative measurements. Checking tires
after they are warm will give inaccurate readings.
r
r AWARNING
f Riding on tires that are excessively worn or improp-
r erly inflated can cause a crash in which the rider/
r passenger can be seriously hurt or killed .
f
r I NOTICE I
r
r Operation without optimum tire pressure will cause ~ - - - - - - - - - - - - - - - - - ~
uneven tire wear.
r,
,r
r Tire pressure specifications differ with each model.
correct pressures.
,r
r Check the tires for cracks, cuts, embedded nails or
,
other damage and replace the tire if necessary.
r
,•r
'r
t
NAIL CRACK
Measure the tread depth at the center of the tires in a

few locations.
Replace the tires when the tread depth reaches the
limits stated in the model specific Service Manual.
Some tires have wear limit indicators with a ~ mark.
Replace the tire if worn to the limit indicator.
Check also for uneven wear of the tires .
~ MARK
2-57
MAINTENANCE
STEERING HEAD BEARINGS

Support the motorcycle securely and raise the front
Check that the handlebar moves freely from side to
side. Make sure the control cables do not interfere with
the handlebar rotation.
If the handlebar moves unevenly, binds, or has vertical
movement, inspect the steering head bearings (see
page 19-25).
Check for steering stem head bearings by grabbing the

fork legs and attempting to move the front fork side to
side.
Replace the bearings if any looseness is noted (see
page 19-25).
TIE-ROD AND JOINT BOOTS

ATV AND SIDE-BY-SIDE VEHICLE
Check the tie-rod joint nuts and the suspension arm ball
joint nuts for looseness.
Check the ball joint boots of the tie-rod and suspension
arm for tears or other damage.
Check for looseness of the tie-rod ball joints or bearings
by grabbing each front wheel side to side with the
wheels on the ground.
If any looseness is noted, inspect the tie-rod and hub or
knuckle bearing (page 19-47).
2-58
MAINTENANCE
STEERING SHAFT HOLDER BEARING
.
I ATV
r
Make sure the Raise the front wheels off the ground and support the
r cables do not vehicle securely.
r interfere with the
rotation of the
Check that the handlebar moves freely from side to
f handlebar.
side.
I If the handlebar moves unevenly, binds, or has
I horizontal or vertical movement, inspect the steering
'l shaft holder bushing and bearing (page 19-34).
f
'f
1
;
,•
f
r
•I
..I STEERING SYSTEM
,
1
r
f
ATV AND SIDE-BY-SIDE VEHICLE
Place the vehicle on level ground with the front wheels
facing straight ahead.
Mark the centers of the tires with chalk to indicate the
f axle center height.
1
r Align the gauge with the marks on the tires as shown.
,
J
1
l
Check the readings on the gauge scales.
r
,'r
;
Slowly move the vehicle back until the wheels have
i turned 180° so the marks on the tires are aligned with
•I the gauge height on the rear side .
,
~
Measure the toe on the rear part of the tires at the same
; points with no load on the vehicle.
r See the model specific Service Manual for toe-in and
r
,
r
r
toe-out specifications.
NOTE:
• Toe-in means the rear measurement is greater than
the front measurement.
r • Toe-out means the front measurement is greater
t than the rear measurement.
;
r
r
r
r
r,
,I
r
r•
•
f
r,
r
r
,r 2-59
MAINTENANCE
When the toe is out of specification, adjust it by
I
changing the length of the tie-rods equally by loosening
the lock nuts and turning the tie-rods while holding the
ball joints.
After adjusting each tie-rod , rotate both ball joints in the
same direction , along the tie-rod axis until they stop
against the ball joint stud .
Using an appropriate wrench , hold the ball joint ends

(flats) so that the relative angle of both ball joints may
turn into specified angle. Then , tighten each lock nut to
the specified torque, making sure not to force the ball
joint end against the ball joint stud .
After tightening the lock nuts, rotate the tie-rods to
make sure the ball joints have operate properly and
have an equal range of movement.
STUD
Steering Side
Knuckle Side
2-60
3. ENGINE TESTING
•
SERVICE INFORMATION ............................. 3.2 FOUR-STROKE LEAK-DOWN TEST··········· 3-5
TROUBLESHOOTING··································· 3-3 TWO-STROKE PRESSURE/

VACUUM LEAK-DOWN TEST······················3-5
COMPRESSION TESTING ···························3-4
3-1
ENGINE TESTING
SERVICE INFORMATION
GENERAL
The results of cylinder compression and leak-down tests give important information about the mechanical condition of an engine.
.
Both tests must be completed to accurately evaluate the engine's efficiency and condition. A compression test can quickly indicate
if all related components are within service limits or if the piston rings/cylinder(s) and/or valves/valve seats (in four-stroke engine)
'l
J
are suspect and need further testing or examination. For a compression test to be accurate, the instructions must be followed •
J
exactly, the engine must contain only standard components, and the battery on electric start models must be in fully charged
condition. A leak-down test can effectively pinpoint whether the piston rings/cylinder(s), valves/valve seats, head gasket, or l
crankcase seals and gaskets (in two-stroke engines), individually or all together, are in need of service.
'
'l
CYLINDER COMPRESSION TEST l
A compression test is a quick and easy way to check the general condition of an engine. This test should be performed prior to any J
tune-up work, especially if the engine does not run . If the engine has a burnt valve, for instance, a tune-up will have no benefit J
without the other necessary engine work. A compression test should also be completed if the vehicle lacks power, especially during l•
acceleration. ~
j
A compression test can be inconclusive if various parameters and conditions are not met. If the engine is not completely stock, the
compression specifications given in the model specific Service Manual may not be valid. If there are problems with the starting '
~
components, such as the starter clutch slipping, the starter motor not cranking at full speed, or the battery is not fully charged and l
not able to crank the starter motor at the correct speed, the required rpm for the compression specification may not be achieved. J
Also, if the compression testing procedures are not followed exactly an invalid result may be given. In each of these situations, the l
compression registered will be lower than the service limit in the model specific Service Manual, however there may be nothing J
wrong with cylinder compression related components. j
If all the correct parameters and conditions are met and a valid compression test is achieved, a value within the model specific l
specifications will indicate there is something else causing the engine running/performance problem.
If cylinder compression is below the service limit, or if the compression is relatively even between each cylinder, and the engine is t
not smoking, it may not be necessary to rebuild a good running engine. If, on the other hand, the compression on any one cylinder
in a twin or multi-cylinder engine is significantly lower than the specification, the engine must be rebuilt. '
•
J
COMPRESSION SPECIFICATIONS
The model specific Service Manual will include cylinder compression specifications in the Cylinder HeadNalve Specifications of the
General Information and Cylinder HeadNalve sections.
If only one specification is given, instead of a range, the single value is the minimum acceptable compression.
An rpm speed may or may not be given in relation to the compression specification. The rpm speed, whether given or not, is the
starting cranking speed. As mentioned earlier, if any of the components relating to starting are not functioning correctly, it will result
in an invalid compression test.
FOUR-STROKE LEAK-DOWN TEST

A leak-down test is a more comprehensive engine diagnostic test than a compression test. A leak-down tester consists of a
calibrated pressure gauge connected to a pressure regulator and a flow restrictor. The tester allows you to measure the rate at
which air leaks past a cylinder's rings and valves.
There are several designs of four-stroke leak-down test tools commercially available, some have a single gauge, others have two.
A leak-down test provides a clear indication of whether or not the combustion chamber is sealing properly. The test involves
pressurizing the combustion chamber and measuring the rate at which the air is lost past the rings and valves (or head gasket). A
range of the allowable percentage of leak-down past the rings and valves is suggested by each tester manufacturer. For instance,
if the supply of air pressure is 100 psi, and the cylinder is able to maintain a pressure of 90 psi, based on the supply flow rate the
cylinder is said to have 10-percent leakage.
But perhaps more important than a determination of whether the engine needs repair, is to find out more precisely where the
problem lies.
TWO-STROKE PRESSURENACUUM LEAK-DOWN TEST

Regular crankcase leak-down testing is much more important to the life span of a two-stroke engine than with a four-stroke.
Because the engine relies on a very precise air/fuel mixture to ensure proper engine lubrication , the slightest air leak can lead to a
lean condition that may lead to an engine seizure.
A pressure/vacuum leak-down test tool consists of hand pressure/vacuum pump and various adaptors to seal the engine. Pressure/
vacuum leak-down test equipment, specifically designed for two-stroke engines, is commercially available.
3-2
'
,'r
t
ENGINE TESTING
The test provides a clear indication of where a leak, or leaks, exist. Possible areas for leaks include anywhere downstream of the
,
i
r
r
carburetor until the mixture is ignited and forced out the exhaust. Leaks can occur between the mating surfaces of the crankcases if
the gasket fails. If the gasket between the crankcase and the transmission fails , the fuel mixture will contain transmission oil and
possibly foul the spark plug as transmission oil is slowly drawn into the engine.
Similarly, a leaking crankshaft seal on the transmission primary gear side will also consume transmission oil. Other air leaks include
r the cylinder base gasket, the magneto side crankshaft seal , leaks between the reed valve assembly and its gaskets, and leaks in
r the carburetor mounting boot between the carburetor and the reed valve.
r Although some cylinders are more difficult to seal for leak-down testing, such as those equipped with HPP or Power valves, the
r general procedure that follows can be used on most two-stroke engines.
r
r
TOOLS
When conducting engine testing procedures, the special tools listed below may be required . See the model specific Service Manual
for the part numbers of the specifically required tools. For a list of common hand tools, see page iv.
Compression gauge Leak-down tester
TROUBLESHOOTING
Cylinder compression is low or uneven
Faulty valve mechanism
- Incorrect valve clearance
- Bent, burned or sticking valves
- Worn or damaged valve seat
- Incorrect valve timing
- Broken valve spring
- Faulty hydraulic valve adjuster
Faulty cylinder head
- Leaking or damaged head gasket
- Warped or cracked cylinder head surface
Faulty cylinder or piston
- Worn or damaged piston ring(s)
- Worn piston or cylinder
- Stuck piston ring in the ring groove
Two-stroke engines, compression is low or uneven with signs of lean air/fuel mixture
• Crankcase primary compression too low (two-stroke engines)
- Damaged reed valve
- Damaged crankshaft seal
- Damaged crankcase or cylinder base gasket
High cylinder compression
• Excessive carbon build-up on piston or combustion chamber
3-3
ENGINE TESTING
COMPRESSION TESTING
TESTING
NOTE:
• If the vehicle has a decompresser, be sure it is
adjusted properly before checking compression . On
vehicles equipped with an automatic decompression
starting system, the decompressors must be
deactivated prior to checking.
Warm up the engine to normal operating temperature .
On cylinder heads Stop the engine and remove a spark plug from each
equipped with two cylinder.
spark plugs, only
Install the compression gauge attachment to the
remove one plug.
cylinder to be tested . COMPRESSION GAUGE
Connect the compression gauge.
NOTE:
• Make sure that there are no leaks around the
attachment.
TOOL:
Compression Gauge
Kick start models:
Fully open the throttle and choke valves, strongly kick
the starter pedal through several times, and check the
compression .
Electric start models:
Turn the engine stop switch OFF.
NOTE:
• On some models the starter motor will not operate if
the engine stop switch is in the OFF position. If this ATIACHMENT
is the case, remove the spark plug caps from all
spark plugs. Secure the cap to any convenient non-
conducting/plastic body part. Then turn the engine
stop switch to RUN and crank the engine with the
starter motor.
Fully open the throttle and choke valves, crank the
engine with the starter motor, and check the
compression .
NOTE:
• To avoid discharging the battery, do not operate the
electric starter for more than seven seconds.
If compression is low, drop a small amount of clean
engine oil into the cylinder through the spark plug hole,
then recheck the compression.
- If compression increases to more than the previous
reading, inspect the cylinder and piston rings.
- If compression remains low, check the valves, valve
seats and cylinder head.
If compression is high, check for the accumulation of
carbon deposits in the combustion chamber and/or on
the piston crown.
3-4
ENGINE TESTING
FOUR-STROKE LEAK-DOWN TEST
TESTING
Rotate the crankshaft until the piston of the cylinder to
be tested is a top dead center on the compression
cycle.
NOTE:
Remove the wrench after positioning the crankshaft as
air pressure against the piston could cause the
crankshaft to rotate.
Install the leak-down tester attachment to the cylinder
CYLINDER SUPPLY
head to be tested. PRESSURE
PRESSURE
Pressurize the combustion chamber with a steady,
regulated pressure, according to the tester instructions.
Listen for air escaping at the airbox, exhaust, and
crankcase filler cap to determine whether air is leaking
from the intake valve(s), exhaust valve(s), or rings
respectively.
Spray a little soapy water around the cylinder and head
mating area to determine if the head gasket is leaking FROM
PRESSURE
to the outside atmosphere. SOURCE
Check for bubbles in the cooling system of a liquid-
cooled machine to determine if the head gasket is
leaking into the cooling passages. The only thing this
test won't tell you is the difference between a head
gasket leak into the adjacent cam chain (or gear) well,
and a leak past the piston rings.
TDC (COMPRESSION)
TWO-STROKE PRESSURE/
VACUUM LEAK-DOWN TEST
TESTING
Remove the exhaust and seal the exhaust port. This
can be done in a number of ways, including: CYLINDER SUPPLY
PRESSURE PRESSURE
• Use an expandable rubber plug.
• Bolt on a purpose built plate.
Remove the carburetor and use a plug to block off the
intake port.
ATTACHMENT
Install the leak-down tester attachment to the cylinder
head to be tested.
FROM
Pressurize the combustion chamber with a steady, PRESSURE
regulated pressure, according to the tester instructions. SOURCE
Spray a little soapy water around the inlet tract, reed
valve, and crankcase mating areas to determine if there
is leakage.
The vacuum portion of the test ensures that the
negative sealing characteristics of the crankshaft seals
are adequate.
INTAKE
PORT PLUG
3-5
MEMO
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4. LUBRICATION
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SYSTEM DESCRIPTIONS ............................ 4.2 TROUBLESHOOTING ................................ 4.14
FOUR-STROKE LUBRICATION OIL PRESSURE CHECK ............................ 4.15

SYSTEMS ...................................................... 4.2
OIL PUMP INSPECTION ............................. 4.17
TWO-STROKE LUBRICATION SYSTEMS .. ·4-7
PRESSURE RELIEF VALVE ...................... 4.18
OIL PUMP····················································4-10
OIL PUMP/OIL LINE BLEEDING ............... 4.19
SERVICE INFORMATION ........................... 4.12
OIL COOLER INSPECTION ........................ 4.20
4-1
LUBRICATION
SYSTEM DESCRIPTIONS
The engines and transmissions in powersports vehicle need lubrication. Lubricating oil reduces friction and wear between
components and helps to reduce operating temperatures by heat transfer. The various types of engine and transmission lubricating
systems are described in this section.
FOUR-STROKE LUBRICATION SYSTEMS

SYSTEM DIAGRAMS
REPRESENTATIVE OIL FLOW PATTERN:
ROCKER ARM, CONNECTING ROD SMALL

CAMSHAFT •••1• ROCKER ARM SHAFT END, PISTON , CYLINDER
• . . . . Forced
pressure path
OIL CONTROL OILSPRAY
VALVE,
ORIFICE ORIFICE
VALVE SPRING
• • • Spray path
CONNECTING
ROD MAIN
OIL CONTROL BEARING
ORIFICE
RELIEF
TRANSMISSION VALVE
OIL STRAINER SCREEN
OIL SUMP
REPRESENTATIVE LUBRICATION FLOW:
MAIN GALLERY
4-2
LUBRICATION
REPRESENTATIVE LUBRICATION SYSTEM DIAGRAM :
,,,
CAMSHAFTS '• '•

,', ,,,
'•
PISTON/
CONNECTING ROD
PISTON OIL JET
OIL COOLER
BALANCER
EOP SWITCH
OIL FILTER CARTRIDGE
NOTE: Some systems COUNTERSHAFT

include a relief valve that
opens to maintain the oil
flow when the filter is
excessively restricted due
to contaminants, or, when
the oil temperature is so
low that it will not flow
through the filter.
- - - - - - - - OIL STRAINER
4-3
LUBRICATION
WET-SUMP TYPE
Wet-sump engines contain their total oil volume within their crankcases. In these systems, oil is pumped from the sump in the
crankcase, through a strainer screen and/or oil filter and then is pressure fed to various engine components . Oil returning from
these now lubricated areas flows back into the sump by gravity. Some wet-sump engines use only a strainer screen to filter the oil.
Others use a combination of a strainer screen and a centrifugal-type filter, or a more conventional pleated paper-type filter.
WET-SUMP TYPE :
DRY -SUMP TYPE

Dry-sump systems use an external oil tank or internal but self-contained oil reservoir within the engine cases and dual-function oil
pumps. In these systems, the pump draws in oil for delivery to the various components and pumps oil out of the sump and back to
the oil tank or reservoir. Since the external oil tank design eliminates the need for space to contain the oil within the lower portion of
the engine cases, the engine can be positioned lower than would otherwise be possible. This design often incorporates routing and
oil storage configurations that aid in lowering oil temperature.
DRY-SUMP TYPE :
NOTE: Dry-sump systems may
have an external oil tank as
OIL TANK shown here or an oil reservoir
enclosed within the crankcases.
OIL
STRAINER
OIL STRAINER SCREEN

AND/OR FILTER
SPRAY LUBRICATION
A spray-type system is often utilized in either design illustrated here as well as in some two-stroke engine designs. With spray
lubrication , oil is literally sprayed through oil jets directly onto internal components such as the underside of pistons, to help ensure
lubrication and cooling of the pistons and wrist pins. Some systems include oil pressure-controlling relief valves to help ensure
lubrication even if the filter is clogged or the oil temperature is so low that it will not flow through the filter. Oil filters and/or strainer
screens are positioned within the lubrication system to trap contaminants before the oil is routed back into the lubricant pathways.
4-4
LUBRICATION
TWIN SUMP LUBRICATION SYSTEM
The Honda twin-sump lubrication system separates the oil supply for the crankshaft, piston, and valve train from the clutch and
transmission. This ensures a cool supply of oil to the clutch , eliminates clutch and transmission material contaminating the engine
oil, and reduces the amount of circulating oil and required size of the oil pump.
This design requires no external oil tank but an oil cooler may be included. Because there are separate oil supplies, the crankcase
oil level and transmission oil level are checked independently. It is critical that the correct oil level check procedure is followed to
ensure an accurate measurement.
TRX450R SHOWN:
ENGINE OIL SUMP
4-5
LUBRICATION
SEALED CRANKCASE LUBRICATION SYSTEM
A variation of the twin sump type lubrication system is the sealed crankcase system used in racing and other applications. In this
system an oil feed pump supplies oil to lubricate pistons, wrist pins, crankshaft, and camshafts. Gravity causes the oil to collect at
the bottom of the sealed crankcase where an oil scavenge pump pumps the oil to lubricate the transmission . The system is
designed so that the scavenge pump creates a low air pressure within the sealed crankcase chamber. This reduces friction and
mechanical pumping (windage) losses, and allows for a more compact engine.
VFR1200F SHOWN:
SEALED CRANKCASE
CHAMBER
4-6
LUBRICATION
TWO-STROKE LUBRICATION SYSTEMS
Unlike four-stroke engines, two-stroke engines use the internal crankcase area as an air/fuel mixture inlet tract and, therefore,
cannot use a sump-type oiling system. Because of this all two-strokes use two lubrication systems, one for the transmission and
another for the engine.
The transmission contains its own oil and which is separated from the crankcase chamber by a crankshaft seal. The oil within the
transmission lubricates the gears and other moving parts by being splashed around by the gears themselves.
The piston, piston rings, connecting rod, crankshaft, and bearings are lubricated by oil being drawn in with the fuel. There are two
types of systems by which this is accomplished; a separate oil system and premix. In separate oil systems, engine lubrication oil is
introduced downstream of the carburetor. In premix systems oil is combined with the gasoline before it reaches the carburetor.
SCAVENGING PORT SCAVENGING PORT
CRANKSHAFT SEAL
SE PARATE OIL SYSTEMS

Most later street two-stroke motorcycle and scooter engines use a pump-operated system to lubricate engine components. Oil in
this type of system is drawn from a separate oil tank by an oil pump that introduces oil directly into the air/fuel inlet tract beyond the
carburetor. Periodic level checks and refilling of the oil tank is required since the oil in the tank is continually consumed.
CARBURETOR
CHECK VALVE
INTAKE PIPE
\
4-7
LUBRICATION
The amount of lubricant delivered to the engine is dependent on both engine rpm and throttle position . Some systems do not utilize
an oil control cable. Also, some systems include provisions for circulating the transmission oil within the gearbox portion of the
crankcase with the same oil pump.
THROTTLE CABLE
l
OIL PUMP
OIL CONTROL CABLE
l
PREMIXED (OIL IN FUEL) SYSTEMS
Premixing engine oil with gasoline is the most widely used system on competition models. The combined air/fuel/oil mixture is
introduced directly through the intake tract via the carburetor. Lubrication for the crankshaft, connecting rod bearings, piston rings,
and cylinder walls is provided as the mixture is drawn into the crankcase by the suction of the piston movement.
LUBRICATING OIL IN FUEL/OIL/AIR

MIXTURE IN CRANKCASE CHAMBER CRANKSHAFT
BEARINGS
It is important to only use the recommended fuel/oil ratio . All Honda engines are designed to operate most efficiently and with
greatest durability using the recommended premix ratio. All standard carburetor jetting is based on the recommended premix ratio
at sea level at 20°c (68°F).
4-8
LUBRICATION
r
r NOTICE
t Use of a fuel/oil premix ratio other than the recommended may affect overall jetting, engine performance, and may lead to
r premature engine wear or damage.
r The freshness of the fuel/oil mixture is very important to both the overall performance of the machine as well as the lubricating
efficiency of the oil.
I If optimal competition performance is required, only use gasoline that has been pumped from a high-volume station within the
previous two weeks. Even general use applications call for gasoline that is no more than eight weeks old.
For optimal lubrication efficiency in premix systems, use the premixed fuel/oil within 24 hours after it is mixed. Two-stroke premix oil
that is not stored in resealable containers should be discarded in a proper manner if it is not used completely within one month after
opening. Oil stored in non-sealed containers is subject to oxidation that degrades the oil's lubrication qualities.
r
r Vegetable-type (castor) premix oils separate from gasoline more easily than mineral oils, especially in cold weather. It is advisable
r to use mineral oil when ambient temperatures below 0°C (32°F) are expected.
r I NOTICE I
f Mixing vegetable and mineral-based oils will cause premature engine wear or damage.
I
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4-9
LUBRICATION
OIL PUMP
TROCHOID TYPE
The trochoid-type oil pump is the most common oil pump design used in four-stroke engines. It is designed to turn two lobed rotors
within a casing, with an inner rotor fixed on the pump shaft (drive shaft) and an outer rotor on its circumference.
GASKET
INNER ROTOR OUTER ROTOR
When the inner rotor is turned by the oil pump shaft, the outer rotor also turns, with the clearance volume between the two rotors
varying. Oil is drawn through by suction when the volume is increased. Oil is transferred to the opposite side through the clearance
and is then forced into the discharge passage when the clearance volume decreases. The more lobes the inner and outer rotors
have, the less the amount of pulsation. The oil flow volume increases in direct proportion with an increase in the thickness of the
rotor dimension and rotational speed.
INNER ROTOR OUTER ROTOR
SUCTION TRANSFER DISCHARGE /

.
Some vehicles, primarily those with dry-sump engine, have a double rotor trochoid-type oil pump. One rotor of the pump scavenges
oil from the crankcase to the oil tank, the other rotor supplies oil for lubrication. In rare circumstances triple rotor oil pumps are used;
the third rotor may supply pressurized oil for the hydraulic clutches of a DCT (Dual Clutch Transmission) or it may pump oil through
an oil cooler on the way to the oil tank.
NOTE:
• On certain dry-sump engines, it is important to prime the oil pump with oil upon reassembly. Refer to the model specific Service
Manual for such information.
r'
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4-10
LUBRICATION
PLUNGER TYPE
Older vehicles with four-stroke engines use a plunger-type oil pump for lubrication, and virtually all non-premix lubricated two-stroke
engines are equipped with the plunger-type oil pump. Some plunger pumps are driven by the crankshaft via an oil pump gear shaft
and others are driven directly by the crankshaft.
In operation, the cam drive gear drives the pump gear, which in turn drives the cam. The cam, which is spring loaded, rotates and
the valve and plunger cam profiles cause the valve and plunger to move in and out of the pump body. The valve opens and closes
ports within the pump body and the plunger creates the intake and discharge action. The amount of oil pumped is controlled
proportionally by the cam rotation.
The pump is designed to control the amount of oil discharged per crankshaft rotation by varying the plunger stroke through the
operation of the cam linked with the carburetor throttle. The combined function of these two mechanisms allows the proper flow of
lubricant depending on load conditions and engine rpm.
SPRING
VALVE
DRIVE SHAFT
PLUNGER-TYPE OIL PUMP OPERATING PRINCIPLE:

PUMP CHAMBER INTAKE PASSAGE
PLUNGER VALVE OUTLET PASSAGE PLUNGER CAM VALVE CAM
1. As the valve descends it blocks the outlet passage while gradually opening the intake passage.
2. The valve is fully descended, opening the intake passage, and the plunger has descended to draw oil into the pump chamber.
3. With the oil chamber filled , the valve ascends and closes the intake passage.
4. The valve ascends further, allowing the oil to pass through the outlet passage.
5. The plunger ascends, compressing the oil inside the pump chamber, and pumping oil out through the outlet passage.
4-11
LUBRICATION
SERVICE INFORMATION
GENERAL
Four-Stroke Engines:
• Refer to the model specific Service Manual for:
- Oil pump removal/installation
- Oil strainer screen cleaning
- Oil filter replacement
- Oil level inspection/oil change
• The service procedures in this section can be performed with the engine oil drained.
• When removing and installing the oil pump, use care not to allow dust or dirt to enter the engine.
• If any portion of the oil pump is worn beyond the specified service limits, replace the oil pump as an assembly.
• After the oil pump has been installed, check that there are no oil leaks and that oil pressure is correct.
Two-Stroke Engines:
• When removing and installing the oil pump, clean the engine around the pump and oil pump itself.
• Do not attempt to disassemble the oil pump.
• Bleed air from the oil pump if there is air in the oil inlet line and each time the oil line is disconnected .
• Fill the oil outlet line with oil whenever the oil outlet line is disconnected.
• Refer to page 2-21 for oil strainer screen cleaning and page 2-8 oil pump control cable adjustment.
Use only the recommended oil type and weight for your vehicle. Oil formulated specifically for motorcycles is different from the oil
for automobiles. Motorcycle oil contains special anti-shear additives that protect against gear wear, also automobile oil may contain
friction modifiers that are not appropriate for motorcycle engines.
The model specific Owner's and Service Manual lists the recommended oil specifications. The specifications include the
information listed in the table below. Viscosity requirements vary according to the air temperature range encountered during
operation (see the Oil Viscosities Chart below).
API (American Petroleum Institute) Service The SG classification is for gasoline engine service . Subsequent and
Classification: SG or Higher applicable higher classifications are SH , SJ , SL, and SM.
JASO (Japanese Automotive Standards Motorcycle four-stroke gasoline engine oil performance classification . MB
Organization) T 903 standard : MA or MB grade oils are classified as the lowest friction oils among motorcycle four-
stroke oils.
SAE (Society of Automotive Engineers) The higher the number the heavier/thicker the oil. Example: SAE 1OW-30 has
viscosity rating The viscosity/weight of the a viscosity of 30 at engine operating temperature and acts (flows) like 10
oil. viscosity oil when cold. W stands for winter.
Molybdenum (moly) A very low-friction additive not appropriate for use with motorcycle clutches .
Pro Honda Oil type GN4: Mineral oil for four-stroke engines
HP4: Synthetic/mineral oil blend for four-stroke engines
HP4M : Synthetic/mineral oil blend with moly for four-stroke engines
HP4S: Synthetic oil for four-stroke engines
GN2 : Mineral oil for two-stroke engines
HP2: Synthetic/mineral oil blend for two-stroke engines
HP: Transmission-only oil for two and four-stroke transmissions
4-12
.•
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f LUBRICATION
I
OIL RECOMMENDATIONS
i
f FOUR-STROKE ENGINE/TRANSMISSION AND TWO-STROKE TRANSMISSION OIL RECOMMENDATIONS:
r Four-stroke engine oil/two-stroke transmission oil Pro Honda GN4 or HP4 (without molybdenum additives)
i (except twin sump lubrication system, Four-stroke oil or an equivalent motorcycle oil
V-Matic belt drive system , and ARX) API Service Classification: SG or Higher
JASO T 903 standard : MA
. Four-stroke engine oil for twin sump lubrication
Viscosity: Refer to the model specific Service Manual
Pro Honda GN4, HP4 (without molybdenum additives) or
.
I
• system, V-Matic belt drive system, and ARX HP4M (with molybdenum additives) four-stroke oil or an equivalent
motorcycle oil
•t API Service Classification: SG or Higher
JASO T 903 standard: MA or MB
r Viscosity: Refer to the model specific Service Manual
r Other viscosities than those shown in the chart
•I
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r
may be used when the average temperature in
your riding area is within the indicated range. I
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--~•· 'ICII''" -
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.... ~., l
-
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-30 -20 -10 ·o 10 20 30 40 -so·c
.
( -20 0 20 40 60 80 100 120' F
TWO-STROKE ENGINE OIL RECOMMENDATIONS:
Separate Lubrication Mechanical Systems Pro-Honda GN2 (standard) or HP2 (high performance) two-stroke oil or
equivalent
Premix-Type Systems Pro-Honda GN2 (standard) or HP2 (high performance) two-stroke oil or
equivalent.
Refer to Model Specific manuals for recommended fuel/oil ratios
NOTE:
• Do not use non-detergent, vegetable, or castor based racing-oils .
TOOLS
When conducting lubrication system testing, servicing , and repair, the special tools listed below may be required. See the model
specific Service Manual for the part numbers of the specifically required tools. For a list of common hand tools , see page iv.
Oil pressure gauge
r
/
4-13
LUBRICATION
TROUBLESHOOTING
Four-stroke Engines:
Oil level low
Oil consumption
External oil leaks
Worn piston ring or incorrect piston ring installation (page 11-10)
Worn valve guide or seal (page 10-21)
Oil pump worn or damaged (dry sump engine) (page 4-17)
Improper checking/filling (dry sump engine) (page 2-17)
Oil level high
• Improper checking/filling (dry sump engine) (page 2-17)
• Oil being drawn from the transmission (separate oil reservoir engines)
Oil contamination (white appearance)
• From coolant mixing with oil (liquid-cooled engine)
- Faulty water pump mechanical seal (page 5-13)
- Faulty head gasket (page 10-19)
- Water leak in crankcase
Low or no oil pressure
Clogged oil orifice and/or orifices
Incorrect oil being used (page 4-13)
Oil filter installed backwards (page 2-20)
Faulty or incorrect oil filter (page 2-20)
Oil pump worn or damaged (page 4-17)
Oil pump chain not engaged on sprocket (page 4-17)
Leaking 0-rings
Models Equipped With Oil Pressure Switch:

High oil pressure
• Pressure relief valve stuck closed (page 4-18)
• Plugged oil filter, gallery, or metering orifice
• Incorrect oil being used (page 4-13)
Low oil pressure
• Pressure relief valve stuck open (page 4-18)
• Clogged oil filter screen (page 2-21)
• Oil pump worn or damaged (page 4-17)
• Internal oil leaks
• Incorrect oil being used (page 4-13)
• Low oil level (page 2-17)
No oil pressure
• Oil level too low (page 2-17)
• Oil pump drive chain or drive sprocket broken (page 4-17)
• Oil pump damaged (pump shaft) (page 4-17)
• Internal oil leaks
Two-stroke Engines With Separate Oiling System:

Excessive smoke and/or carbon on spark plug
• Faulty oil pump (too much oil flow) (page 4-17)
• Low quality engine oil
Overheating or seized piston
No oil in tank or clogged oil line
Air in oil lines
Faulty oil pump (too little oil flow) (page 4-17)
Clogged oil strainer (page 2-21)
Oil not flowing out of tank
Clogged oil tank cap breather hole
Cooling system failure (if applicable)
4-14
t
r LUBRICATION
r
t Two-stroke Engines Using Premixed Fuel/Oil:
r Excessive smoke and/or carbon on spark plug
r • Improper jetting for altitude, air temperature and track conditions
r • Improperly mixed fuel/oil - too much oil in fuel
r • Fuel/oil mixture too old - gasoline has evaporated/gone bad
r Overheating or seized piston
• Improper jetting for altitude, air temperature and track conditions
• Fuel/oil mixture too old - oxidized oil/degraded lubrication
• Premix oil too old - oxidized/degraded lubrication
• Poor quality premix oil
• Improperly mixed fuel/oil - too little oil in fuel
• Using fuel/oil premix ratio other than recommended
r
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( 4-15
.
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LUBRICATION
OIL PRESSURE CHECK
NOTE:
• This procedure is for vehicles equipped with an oil
pressure switch.
• If the engine is cold, the pressure reading will be
abnormally high. Warm up the engine to normal
operating temperature before starting this test.
Normal operating temperature is reached when any
of the following occur:
- Choke can be turned off
- Cooling fan turns on
- Engine temperature gauge indicates normal
operating range
- Allow engine to idle for 3 - 5 minutes
Stop the engine, turn the ignition switch to OFF.
Remove the oil pressure switch cover and disconnect
the switch wire .
Turn the ignition switch ON and check the oil warning
light does not come on .
If the warning light comes on, there is a short circuit in
the switch wire . Repair or replace as necessary.
Remove the oil pressure switch following the procedure
in the model specific Service Manual.
Install the appropriate attachment and connect the oil
pressure gauge.
TOOLS
Oil pressure gauge
Attachment: Refer to model specific Service Manual
Check the oil level and add the recommended oil if

necessary.
Refer to the model
specific Service Start the engine and check the oil pressure. Stop the
Manual for oil engine.
pressure ATTACHMENT
If the oil pressure was within the range specified in the
specifications.
model specific Service Manual, the oil pressure switch
can be reinstalled. If not, troubleshoot the cause .
Apply sealant to the oil pressure switch threads and
install the switch. NOTE: Apply sealant only to the area shown.
NOTICE
Overtightening the switch can cause crankcase
damage.
Connect the oil pressure switch wire and start the
engine.
Check that the oil pressure warning indicator goes out
in one to two seconds.
If the oil pressure warning indicator stays on, stop the
engine immediately and determine the cause. 3-4mm
4-16
.•
LUBRICATION
OIL PUMP INSPECTION
TROCHOID TYPE
If any portion of the Where there are more than one pair of inner and outer
oil pump is worn rotors, check each pair as described below.
beyond the service
Measure at several places and use the largest reading
limit, replace the oil
; to compare against the service limit given in the model
pump as an specific Service Manual.
assembly.
Disassemble the oil pump and clean the parts with
clean oil.
Temporarily install the oil pump shaft.
TIP CLEARANCE:
Install the outer and inner rotors into the oil pump body.
Measure the rotor tip clearance.
Measure the pump body clearance.
.•'
I
Measure the side clearance using a straight edge and

feeler gauge.
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4-17
LUBRICATION
PLUNGER TYPE
NOTE:
• Do not disassemble and try to repair a plunger-type
oil pump; it will not operate properly once
reassembled .
• Replace the pump if it is worn or damaged.
Remove the oil pump and inspect for the following:
- Worn or damaged pump gear
- Oil leaks from seals
0 -RING
- Binding pump shaft
Connect the oil tube from the oil tank to the intake side,
then turn the shaft. Check that oil flows from the outlet.
PRESSURE RELIEF VALVE

Remove the snap ring, washer, spring , and valve from
the valve body.
Check the valve and body for wear, scratches, or
damage.
Check the snap ring groove for damage. WASHER
If the snap ring groove is damaged, the oil supply will be
reduced and the engine may seize. 0 -RING
NOTE:
• Install the valve with the open side facing toward the
spring.
VALVE
IN-SET TYPE OIL PUMP

Remove the cotter pin , seat, spring , and valve.
VALVE
Check the valve for wear or damage.
NOTE:
• Install the valve with the closed side facing the
spring.
4-18
LUBRICATION
OIL PUMP/OIL LINE BLEEDING

TWO-STROKE ENGINES
It is important to bleed all air from the oil system. Air in
the oil system will block or restrict oil flow and can
cause serious engine damage.
Bleed air from the oil suction line and oil pump
whenever the oil lines and pump have been removed ,
there is no oil in the tank, or there is air in the oil lines.
Bleed air from the oil suction line and pump first, then
bleed the oil outlet line.
SUCTION LINE OIL PUMP BLEEDING

Fill the oil tank with the recommended oil.
Place a clean shop towel around the oil pump.
TUBE CLAMP
Disconnect the oil lines from the oil pump and fill the
pump with oil through the pump outlet.
OIL INLET LINE
Let oil drip from the inlet line to expel any air that may
be in the line and then reconnect the suction line to the
pump inlet.
If there is a bleed bolt, loosen it until there are no air
bubbles in the oil coming out of the bolt hole, then
retighten the bleed bolt.
Check that there is no air in the oil line.
Next, bleed air from the oil outlet line.
OIL INLET LINE
OUTLET LINE BLEEDING

Remove the oil outlet line and close the intake pipe
joint. OIL OUTLET LINE RECOMMENDED OIL
Bend the oil outlet line into a "U" form with both ends
parallel, and fill the oil outlet line with clean oil.
Connect the oil outlet line to the oil pump joint.
4-19
LUBRICATION
Shut off the engine Start the engine and allow it to idle with the oil control
OIL PUMP JOINT
immediately if there lever in the fully open position, making sure that oil is I
is no oil flow. flowing out of the oil outlet line.
I NOTICE I
Run the engine at the lowest rpm level to avoid possible
engine damage if oil flow is restricted.
If oil does not flow out within one minute, stop the
engine and again bleed air from the oil inlet line and oil
pump. Then recheck oil flow.
Connect the oil outlet line to the intake pipe joint.
OIL OUTLET LINE
OIL COOLER INSPECTION

Check the oil line connections for leaks.
Check the oil cooler for bent or collapsed fins.
Straighten the bent or collapsed fins with a suitable,
small, blade-type screwdriver or special tool if
necessary.
Check the air passages for clogging or restriction.
Blow dirt out from between core fins with compressed
air or wash it off with water.
4-20
5. COOLING SYSTEM
SYSTEM DESCRIPTIONS ............................ 5_2 WATER PUMP .............................................. 5_7
COOLING SYSTEM FLOW PATTERNS·······5-2 SERVICE INFORMATION ............................. 5-8
RADIATOR ·············· ···· ····· ··· ····· ······ ···· ........... 5-4 TROUBLESHOOTING .................................. 5-8
COOLING FAN .............................................. 5-4 COOLANT ······· ...................... ·................. ·..... 5-9
RADIATOR CAp ............................................ 5-5 COOLING SYSTEM TESTING .................... 5-11
COOLING FAN SWITCH/FAN MOTOR THERMOSTAT INSPECTION ..................... 5-12

RELAy ........................................................... 5_5
WATER PUMP SERVICING· ....................... 5-13
RESERVE TANK············· .............................. 5_5
FAN MOTOR RELAy .................................. 5-15
THERMOSTAT .............................................. 5_7
fl
5-1
COOLING SYSTEM
SYSTEM DESCRIPTIONS
A liquid cooling system allows optimal engine operating temperature while preventing overheating and overcooling. A water pump
pumps coolant through the system in the natural flow of convection. Convection is the action of warmer liquid rising and cooler
liquid falling. As shown in the following two images and on page 5-7, coolant heated by the engine rises through the coolant
passages of the engine to the top of the radiator. Coolant cooled by the radiator falls to the bottom where it circulates to the water
pump. Combustion heat is absorbed by the coolant in the course of its passage through the water hoses, water jacket around the
cylinder, and through the cylinder head. The coolant then passes into the radiator through the thermostat and upper radiator hose.
The hot coolant is cooled by air as it passes through the radiator and returns into the water pump through the lower radiator hose.
COOLING SYSTEM FLOW PATTERNS

REPRESENTATIVE FOUR-STROKE ENGINE:
COOLING
FAN SWITCH
LOWER HOSE WATER PUMP
5-2
COOLING SYSTEM
REPRESENTATIVE TWO-STROKE ENGINE:
THERMOSTAT
Not commonly used on
competition off-road motorcycles
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r RADIATOR
r
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r RESERVOIR TANK
Not commonly used on
r competition off-road motorcycles
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I 5-3
COOLING SYSTEM
RADIATOR
Coolant temperature is decreased by heat being dissipated into the air via the radiator fins as coolant passes through the radiator
tubes. The larger the fin's surface area, the more the radiator exerts its cooling capacity. It is important that air can pass through the
radiator fins for heat to be dissipated. Crushed or twisted fins will inhibit heat dissipation because air is restricted from passing
through them, resulting in lowered cooling capacity. If 1/3 or more of the fins are crushed or twisted , the fins should be straightened
using a specialized radiator fin comb tool or small flat blade screwdriver. Dirt and debris, that can also reduce the radiator's cooling
capacity, should be removed.
Be careful not to
damage the tubes when
straightening fins.
TUBE
COOLING FAN
Heat is dissipated into the atmosphere because of the difference in temperature between the air and the coolant that has absorbed
the heat. If air around the radiator is not moving and/or the ambient air temperature is high, cooling efficiency is reduced because
the temperature difference between the air and the coolant is smaller. A cooling fan maintains the cooling performance of the
radiator during adverse conditions . The fan forces air to flow through the radiator and around the engine to dissipate heat, whether
the vehicle is moving or not.
HOT COOLANT COOLING FAN
/ ....
~
AIRFLOW THROUGH I COOLANT HEAT
.....
RADIATOR • ABSORBED INTO AIR
c:::::>
COOLED COOLANT RADIATOR
5-4
r
COOLING SYSTEM
RADIATOR CAP
The boiling point of coolant within a cooling system is raised by use of a
pressure-type cap (radiator cap) on the coolant inlet. The radiator cap
allows an increase in coolant temperature and pressure in the cooling
system. As coolant temperature increases, the difference in temperature
between the coolant and atmosphere becomes greater. Due to the
pressurized system, coolant vapor loss is prevented while the cooling effect p p
is enhanced. See the chart below for the change in boiling point of a 1:1 '' ''
'' '' '' ''
mixture of distilled water and coolant when pressure is increased. '' ''
''
Coolant Boiling Point (Coolant of 50-50 Mixture)
Pressure Boiling Point

0 (Atmospheric pressure) 109°C (228°F) approx.
Under 12.8 psi (0.9 kg/cm 2 ) 129°C (264 °F) approx. VENT VALVE
Under 15.7 psi (1 .1 kg/cm 2 ) 131 °C (268°F) approx.
The radiator cap includes a pressure valve and vent valve that maintain the pressure in the cooling system at a constant level. If the
pressure exceeds the prescribed limit, the pressure valve opens to release coolant {whose volume has expanded due to the
increase in temperature) into the reserve tank and thereby regulates the pressure in the cooling system. The pressure at which the
pressure valve begins to open is called the radiator valve opening pressure.
When coolant temperature decreases, such as when the cooling fan begins to operate, the ambient air temperature decreases, or
after the engine is stopped , and the cooling system pressure is reduced (with the coolant volume contracted) , the vent valve opens
by atmospheric pressure and coolant from the reserve tank flows back into the cooling system .
PRESSURE VALVE OPERATION: VENT VALVE OPERATION :
PRESSURE
VALVE
TO FROM
RESERVE = = = RESERVE -
TANK TANK
PRESSURE VENT VALVE
5-5
COOLING SYSTEM
COOLING FAN SWITCH/FAN MOTOR RELAY
The cooling fan switch automatically starts and stops the cooling fan depending on the temperature of the coolant. While the
temperature is low, the fan motor switch is off. When the coolant temperature rises, the thermo-wax in the cooling fan switch
expands to trigger the switch to turn the cooling fan on. Cooling fans that are controlled by the ECM do so through the fan motor
relay and do not use a cooling fan switch. Some cooling fans are driven by the engine and operate continuously.
IGNITION SWITCH MAIN FUSE
//
COOLING FAN SWITCH
BATTERY
COOLING FAN RADIATOR
RESERVE TANK
The coolant reserve tank serves to store a reserve volume of the coolant. It helps to control the correct coolant level in the system
by allowing for the in and out flow of coolant caused by the operation of the radiator cap pressure and vent valves.The reserve tank
is connected to the radiator with a siphon hose.
SIPHON TUBE
RADIATOR CAP
RESERVE TANK
5-6
COOLING SYSTEM
THERMOSTAT
The thermostat is installed between the water jacket of the cylinder head and the radiator. See the image above. It is an automatic
valve that is closed in its at-rest (cool) position. When engine coolant reaches a certain temperature, thermostat wax expands and
opens the valve, allowing coolant to circulate through the radiator. As the thermostat valve opens and closes progressively,
depending upon coolant temperature, it controls the amount of coolant entering the radiator and therefore help to keep engine
temperature at a constant level.
If the thermostat valve sticks open, the coolant circulates even at low temperatures. This prevents optimum engine operating
temperature and leads to overcooling. If the thermostat valve sticks closed, it causes overheating as it prevents the coolant from
circulating through the engine and radiator and therefore doesn't allow engine heat to dissipate.
COLD ENGINE: HOT ENGINE:

TO RADIATOR TO RADIATOR
FROM CYLINDER HEAD FROM CYLINDER HEAD
WATER PUMP
The water pump circulates coolant through the cooling system in the same direction as the natural convection of warmer and cooler
liquid , as mentioned on page 5-2. The pump draws cooled coolant from the bottom of the radiator and circulates it uniformly to the
cylinder and cylinder head water jacket for effective engine cooling. Conventionally water pumps are mechanically driven . Some
models use a magnetic-coupled water pump. Magnetic forces drive the impeller via the plastic case which separates the coolant
from the engine oil. Compared to the conventional type pump, this pump eliminates the mechanical seal , oil seal , and ball bearing,
allowing for a compact pump with reduced friction.
FROM
RADIATOR
WATER PUMP HOUSING
I
5-7
COOLING SYSTEM
SERVICE INFORMATION
GENERAL
Removing the radiator cap while the engine is hot can allow the coolant to spray out, seriously scalding you.
Always let the engine and radiator cool down before removing the radiator cap.
Radiator coolant is toxic. Keep it away from eyes, mouth, skin, and clothes.
• Add coolant at the reserve tank. Do not remove the radiator cap except to refill or drain the system.
• All cooling system service can be made with the engine in the frame.
• Avoid spilling coolant on painted surfaces.
• After servicing the system, check for leaks with a cooling system tester.
NOTICE
Using coolant with silicate inhibitors may cause premature wear of water pump seals or blockage of radiator passages. Using tap
water may cause engine damage.
TOOLS
When conducting fuel injection system testing , servicing, and repair, the special tools listed below may be required. See the model
specific Service Manual for the part numbers of the specifically required tools. For a list of common hand tools, see page iv.
Hydrometer Coolant System Tester Thermometer
TROUBLESHOOTING
Engine temperature too high
• Faulty temperature gauge or gauge sensor (page 26-10)
• Thermostat stuck closed
• Faulty radiator cap
• Insufficient coolant
• Passages blocked in radiator, hoses, or water jacket
• Air in system
• Faulty cooling fan motor
• Faulty fan motor switch (page 26-8)
• Faulty water pump
Engine temperature too low
• Incorrect coolant mix
• Faulty temperature gauge or gauge sensor
• Thermostat stuck open
• Faulty cooling fan motor switch (page 26-8)
Coolant leaks
• Faulty pump mechanical seal
• Deteriorated 0-rings
• Faulty radiator cap
• Damaged or deteriorated gaskets
• Loose hose connection or clamp
• Damaged or deteriorated hoses ,.'
5-8
COOLING SYSTEM
COOLANT
PREPARATION
NOTE:
• The effectiveness of coolant decreases with the
accumulation of rust or if there is a change in the
mixing proportion during usage. Therefore , for best
performance change the coolant regularly as
specified in the maintenance schedule.
• Use coolant designed for use in aluminum engines
(ethylene glycol base solution).
• Mix only distilled water with the antifreeze.
ANTIFREEZE DISTILLED
RECOMMENDED ANTIFREEZE: SOLUTION WATER
Pro Honda HP Coolant or an equivalent high (ETHYLENE
quality ethylene glycol antifreeze containing GLYCOL BASE
silicate-free corrosion inhibitors. SOLUTION)
RECOMMENDED MIXTURE:
1:1 (distilled water and the recommended
antifreeze)
REPLACEMENT
NOTE:
• When draining coolant from the cooling system, do
so into an approved container.
• Dispose of used coolant in an appropriate manner.
Remove the coolant reserve tank, empty it of coolant,
and rinse the tank.
COOLANT RESERVE TANK
Remove the radiator cap .

RADIATOR CAP
5-9
COOLING SYSTEM
Refer to the model Remove the coolant drain bolt(s) and drain the coolant.
specific Service Reinstall the drain bolt(s).
Manual for drain
bolt locations. Pour the recommended coolant through the radiator
filler opening. Fill up to the filler neck.
Reinstall the reserve tank and fill it to the upper level
line with fresh coolant.
Install the radiator cap securely.
Bleed the cooling system of air (page 5-10).
AIR BLEEDING
Bleed air from the system as follows:
RADIATOR CAP
1. Remove the radiator cap.
2. Shift the transmission into neutral. Start the engine
and let it idle for 2 - 3 minutes.
3. Snap the throttle 3 - 4 times to bleed air from the
system.
4. Stop the engine and add coolant up to the proper
level if necessary. Reinstall the radiator cap.
5. Check the level of coolant in the reserve tank and fill
to the upper level if it is low.
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5-10
COOLING SYSTEM
COOLING SYSTEM TESTING

HYDROMETER TEST
NOTE:
• Make sure to use a hydrometer designed for coolant.
They are different from those used to test battery
electrolyte.
• Coolant density, and therefore concentration ,
measured by the hydrometer relates to its resistance
to freezing .
Check the specific gravity of the coolant using a coolant
hydrometer against the chart on the following page.
Look for contamination and replace the coolant
if necessary.
TOOL:
Hydrometer
Coolant Specific Gravity Chart
COOLANT TEMPERATURE °C (°F)

COOLANT RATIO % 0 5 10 15 20 25 30 35 40 45 50
(32) (41) (50) (59) (68) (77) (86) (95) (104) (113) (122)
5 1.009 1.009 1.008 1.008 1.007 1.006 1.005 1.003 1.001 0.999 0.997
10 1.018 1.017 1.017 1.016 1.015 1.014 1.013 1.011 1.009 1.007 1.005
15 1.028 1.027 1.026 1.025 1.024 1.022 1.020 1.018 1.016 1.014 1.012
20 1.036 1.035 1.034 1.033 1.031 1.029 1.027 1.025 1.023 1.021 1.019
25 1.045 1.044 1.043 1.042 1.040 1.038 1.036 1.034 1.031 1.028 1.025
30 1.053 1.052 1.051 1.049 1.047 1.045 1.043 1.041 1.038 1.035 1.032
35 1.063 1.062 1.060 1.058 1.056 1.054 1.052 1.049 1.046 1.043 1.040
40 1.072 1.070 1.068 1.066 1.064 1.062 1.059 1.056 1.053 1.050 1.047
45 1.080 1.078 1.076 1.074 1.072 1.069 1.066 1.063 1.060 1.057 1.054
50 1.086 1.084 1.082 1.080 1.077 1.074 1.071 1.068 1.065 1.062 1.059
55 1.095 1.093 1.091 1.088 1.085 1.082 1.079 1.076 1.073 1.070 1.067
60 1.100 1.098 1.095 1.092 1.089 1.086 1.083 1.080 1.077 1.074 1.071
RADIATOR CAP TEST

Test the radiator cap using the cooling system tester.
Replace the cap if the relief pressure is too high or too COOLING SYSTEM TESTER
low, or if the cap does not hold the specified pressure
for at least 6 seconds.
NOTE:
• Before installing the cap on the tester, wet the
sealing surfaces with clean water.
• Always use the correct pressure rating cap for the
vehicle .
TOOL:
Coolant System Tester
RADIATOR CAP
5-11
COOLING SYSTEM
SYSTEM PRESSURE TEST
NOTE:
• Conduct this test with the engine and coolant cold.
NOTICE
Exceeding the radiator cap relief pressure can damage
cooling system components.
Refer to the model Check that the system holds the specified pressure for
specific SeNice at least 6 seconds.
Manual for pressure If the system will not hold the specified pressure, check
specification. the following and correct as necessary:
- All hose and pipe connections
- Water pump installation
- Water pump seal (for leakage)
- Deformed radiator filler neck
- Head gasket
COOLING SYSTEM TESTER
THERMOSTAT INSPECTION
Remove the thermostat by using the procedure listed in
Inspect the thermostat visually for damage.
Suspend the thermostat in heated water to check if it
opens.
NOTE:
• Do not let the thermostat or thermometer touch the
pan, or you will get false readings.
• Replace the thermostat if the valve stays open at
room temperature, or if it responds at temperatures
other than those specified.
Check for the correct thermostat valve opening
temperature with the water heated to operating
temperature for five minutes. Refer to the model
specific Service Manual for the specific temperature.
Reinstall the thermostat.
5-12
COOLING SYSTEM
WATER PUMP SERVICING
MECHANICAL SEAL
Due to the moving parts within the water pump, a
mechanical seal is used to seal the water pump at the
pump drive shaft.
The mechanical seal uses pressure from a spring to
prevent coolant leaking into the crankcase.
Water pumps include a mechanical seal inspection hole
or spigot and hose.
An oil seal prevents engine oil from passing from the
crankcase to the water pump.
Some water pumps have an incorporated mechanical
seal that cannot be replaced. If the mechanical seal is
of this built-in type, the water pump must be replaced as
an assembly.
MECHANICAL SEAL INSPECTION

Refer to the model Check the inspection hole or inspection hose for signs
specific SeNice of coolant leakage. WATER PUMP
Manual for the
• A small amount of coolant weeping and/or residue
mechanical seal
from the inspection hole or hose is normal even on
replacement
new vehicle.
procedure.
• If there is continuous coolant leakage from the
inspection hole or hose while the engine is running,
the mechanical seal or water pump (if including a
built-in mechanical seal) should be replaced.
INSPECTION HOLE
5-13
COOLING SYSTEM
WATER PUMP REPLACEMENT
Drain the engine oil and coolant.
Remove the water pump mounting bolts.
BY-PASS HOSE
Disconnect the water hoses and by-pass hose, then
remove the water pump.
Remove the bolts and separate the pump cover from

the body. WATER PUMP
Replace the water pump with a new one.
Install a new 0-ring into the groove in the pump cover,
....
0-RING
.,
then install the cover on the pump. llliilll
0-RING
PUMP COVER
Install a new 0-ring onto the water pump and oil it.
WATER HOSES
Align the water pump shaft groove with the water pump
drive shaft and install the water pump.
Tighten the pump mounting bolts.

BY-PASS HOSE
Connect all the water hoses and tighten the bands and
clamp.
Fill the cooling system with coolant and add the
recommended engine oil to the engine (page 2-17).
BAND
5-14
COOLING SYSTEM
f FAN MOTOR RELAY

INSPECTION
.f For those cooling systems where the fan is controlled
by the ECM via a fan motor relay, the following
inspection should be conducted.
See the model specific Service Manual for the location
of the fan motor relay and instructions on how to gain
access to it.
Remove the fan motor relay.
Connect an ohmmeter to the fan motor relay terminals.
FAN MOTOR RELAY
I Connect a 12 V battery to the fan motor relay connector
'I terminals as shown.
t There should be continuity only when 12 V battery is
,. connected.
If there is no continuity when the 12 V battery is
connected , replace the fan motor relay.
Install the removed parts in the reverse order of
removal.
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5-15
MEMO
6. EXHAUST SYSTEM
SYSTEM DESCRIPTIONS ............................ 5.2 CATALYTIC CONVERTER ......................... 6-11
EXHAUST SYSTEM COMPONENTS ........... 5.2 OXYGEN (02) SENSOR ............................. 6-11
EXHAUST PULSE SCAVENGE EFFECT ..... 5.3 SPARK ARRESTER .................................... 6-11
TWO-STROKE EXHAUST PORT VALVES .. 6-5 SERVICE INFORMATION ........................... 5.12
FOUR-STROKE EXHAUST SYSTEM TROUBLESHOOTING ................................ 5.12

VALVES ....................................................... 5.10
6-1
EXHAUST SYSTEM
SYSTEM DESCRIPTIONS
The exhaust system on powersports vehicles serves many purposes, it helps extract engine combustion gasses while aiding
engine performance, routes exhaust gasses away from the rider and passenger, reduces exhaust noise, and reduces exhaust
emissions.
Exhaust systems are tuned by length, diameter, and volume to aid in the extraction of exhaust gasses. The expansion of the
pressurized and very hot gasses leaving the exhaust port and entering the exhaust system creates pressure waves that travel back
and forth along the system. The exhaust system is tuned to utilize these pressure waves to not only help to expel the exhaust
gasses but also to help draw into the combustion chamber a fresh charge of air/fuel mixture and to ensure the fresh charge does
not escape through the exhaust port. This is called the Exhaust Pulse Scavenge Effect. Utilizing this effect in exhaust system
design results in significant improvements in engine performance, especially on two-stroke engines.
In two-stroke engine exhaust systems, the size and shape of the expansion chamber is designed to utilize the Exhaust Pulse
Scavenge Effect. On four-stroke engines, the length of the exhaust pipe and the size and configuration of the muffler are used for
tuning. Also on four-strokes, especially those in high-performance models, exhaust valves such as the EGBV (Exhaust Gas Bypass
Valve) are utilized to enhance performance.
EXHAUST SYSTEM COMPONENTS

FOUR-STROKE
The exhaust system for four-stroke engines typically includes two parts, individual headers for each cylinder's exhaust port that
include a collector/link pipe that joins the headers together prior to the muffler (known together as the exhaust pipe), and the
muffler. There may also be link pipes that link one component to the other. There are also clamping bands that attach the parts of
the exhaust together.
There are many configurations of multi-cylinder exhaust systems. Some vehicles' exhaust systems have individual exhaust pipe/
mufflers for each cylinder, other vehicles have systems where all pipes share one muffler. The various configurations are identified
by numbers that relate to the number of headers/cylinders, the arrangement of the collector, and the number of mufflers. For
instance, a 4-into-1 system has four headers, a collector that merges the four headers into one outlet, and one muffler, as shown
below. A 4-into-2 system has a collector that merges headers pairs into two outlets, and two mufflers. There are also systems
where the collector merges headers into one arrangement and then another, such as a 4-into-2-into-1 system, as shown below.
The configuration of the exhaust system is determined by such things as tuning for the best Exhaust Pulse Scavenge Effect,
packaging (fitting the exhaust on and around motorcycle components), weight distribution, ground clearance, and aesthetics.
4-INT0-1 EXHAUST:
(1 - 4)
LINK PIPE COLLECTOR HEADERS
4-INT0-2-INT0-1 EXHAUST:
(headers and collector shown)
6-2
EXHAUST SYSTEM
TWO-STROKE
Like the exhaust system for four-stroke engines , two-stroke exhaust systems typically include two parts. The exhaust pipe consists
of the header and a large expansion chamber. As indicated earlier, the expansion chamber is designed to take the best advantage
of the Exhaust Pulse Scavenge Effect. The muffler is the second part and often includes a link pipe. Since the expansion chamber
offers the required volume for effective tuning , two-stroke mufflers tend to be smaller than those on four-stroke engines , and their
purpose if primarily for reducing exhaust sound . The Honda on and off-road two-stroke engines brought into the U.S.A. have all
been single cylinder engines, so variations as noted for four-stroke systems do not apply.
TWO-STROKE EXHAUST:
LINK PIPE
MUFFLER
... EXPANSION CHAMBER
EXHAUST PIPE
EXHAUST PULSE SCAVENGE EFFECT

When the exhaust valve (or port in a two-stroke engine) opens with the engine on the exhaust stroke, the exhaust gas rapidly exits
the cylinder through the exhaust port and expands in the muffler of a four-stroke or expansion chamber of a two-stroke , creating a
high speed pressure wave known as an exhaust pulse. Due to the positive pressure and inertia of the exhaust pulse , a lower than
atmospheric pressure area is created at the exhaust port behind the pulse. This negative pressure helps to excavate the remaining
exhaust gas from the cylinder.
EXHAUST PULSE
EXHAUST VALVE
OPENS
6-3
EXHAUST SYSTEM
During the period of overlap, when the exhaust valve or port is still open and the intake valve or transfer port begins to open, the
negative pressure caused by the exhaust pulse helps to draw a fresh air/fuel mixture charge into the cylinder.
AIR/FUEL
DRAWN IN _ _ _ ___
INTAKE VALVE EXHAUST VALVE

OPENS BEGINS TO CLOSE
When the exhaust pulse reaches the narrow outlet of the muffler on a four-stroke or the narrow tapered end of a two-stroke's
expansion chamber, a reflective sonic wave is created. This wave travels in the opposite direction of the exhaust pulse and so
moves back toward the exhaust port.
During the latter part of overlap, when the fresh air/fuel mixture charge has entered the cylinder, it can begin to exit the cylinder
through the still open exhaust valve or port. The reflective sonic wave helps to prevent this by forcing the fresh charge back into the
cylinder until the valve or port closes.
AIR/FUEL MIXTURE
~EXPANSION
CHAMBER
TAPER
The exhaust pulse scavenge effect can greatly improve engine performance, but as the exhaust system's dimensions are fixed, the
tuning of the system is set for a certain engine speed range. So the positive effects of exhaust pulse scavenge only occur during
that range. Due to the open port design of two-stroke engines, the positive effects are more pronounced and when occurring , the
engine is said to be "on the pipe."
6-4
EXHAUST SYSTEM
TWO-STROKE EXHAUST PORT VALVES
In a two-stroke engine, port timing is a prime variable in determining the powerband (area of engine speed when the engine is most
efficient). If the ports are low in the cylinder, low-end power will be strong and will peak at lower engine speeds, but power will be
weaker at higher revs. If the ports are higher, the power will be greater and will peak at higher engine speeds, but low-end and mid-
range power will be weaker. To address the trade-off of higher power at certain engine speeds with resulting lower power at others,
various adjustable exhaust port mechanisms are used, primarily motorcross models, such as the CR125R and CR250R. Such
exhaust port systems include the following, listed in order of introduction:
• AutomaticTorque Amplication Chamber (ATAC)
- 1984-1985 CR250R (butterfly valve type)
- 1984-1986 CR 125R (butterfly valve type)
- 1987-1989 CR125R (cylinder valve type)
• Honda Power Port (HPP)
- 1986-1991 CR250R
- 1990-1999 CR125R
• Composite Racing Valve (CRV)
- 1992-2001 CR250R
• Revolutionary Control (RC)
- 2000-2003 CR125R (gear-driven)
- 2004-2007 CR125R (servo-driven)
- 2002-2007 CR250R (servo-driven)
AUTOMATIC TORQUE AMPLICATION CHAMBER (ATAC)

Driven by a centrifugal governor driven off the crankshaft, the ATAC system is activated at certain engine speeds to open and close
a valve leading into an exhaust sub-chamber. This changes the effective area of the exhaust port to provide optimum performance
at any engine speed . The basic exhaust system on an ATAC equipped engine is designed for maximum performance at high
engine speeds . A sub-chamber is positioned at the throat of the main exhaust chamber. At low and mid-engine speeds, the sub-
chamber valve opens to enhance power at that range . At high engine speeds, the valve closes to provide the top-end performance
of the basic exhaust design. The valve on the early ATAC system (prior to 1987) was a simple butterfly valve located down stream
of the exhaust port. The valve on the later system used on the CR 125R was a cylindrical valve positioned within the port itself.
EARLY ATAC SYSTEM (PRIOR TO 1987):
CYLINDER/CYLINDER ---------1~
HEAD ASSEMBLY
EXHAUST MANIFOLD
VALVE SPRING
~
SUB-CHAMBER
.~
~~
? ,.,
{:f BUTTERFLY VALVE
6-5
EXHAUST SYSTEM
LATER ATAC SYSTEM (PRIOR TO 1987):
CYLINDER/CYLINDER
t..------HEAD ASSEMBLY
ATAC VALVE ARM
VALVE ARM SPRING
TIE ROD SUB-CHAMBER COVER
HONDA POWER PORT (HPP)

As with ATAC, the HPP system is controlled by a centrifugal govenor driven off the crankshaft that activates the valve depending
upon engine speed. A linkage from the centrifugal govenor drives two pinion shafts located on either side of the exhaust port. The
pinion shafts operate a two-gate valve system, with each gate moving laterally in or out of the exhaust port. During low to middle
engine speed operation , the two valve gates block the top bridge of the exhaust port, reducing area and retarding port timing. This
yields good low-end and mid-range power. As engine speeds increase, the valve gates are moved out of the port, increasing area
and advancing port timing, giving top-end power. This provides a broad powerband over a larger engine speed range
VALVES
----HOLDER ARM
COVER
VALVE LEVER
PINION SHAFT
---PINION GEAR
~ - - - ~ G O V E R N ER
6-6
EXHAUST SYSTEM
COMPOSITE RACING VALVE (CRV)
The composite racing valve (CRV) is a carefully tuned mechanical system that ensures a dynamic power delivery throughout the
powerband. This is accomplished by opening and closing valves at the exhaust port, which alters the exhaust timing and the
volume of the exhaust chamber. The valves are mechanically linked to the primary drive gear by the use of a centrifugal govenor
and are activated when the engine reaches a certain speed. The flap valve located at the cylinder exhaust port controls the exhaust
timing , while one of the sub-exhaust valves, working in concert with the flap valve, opens and closes the entrance to the sub-
exhaust chamber, thereby altering the total volume of the exhaust chamber and controlling the exhaust pulses.The exhaust timing
is additionally controlled by the other sub-exhaust valve, which directs the exhaust pulses through the sub-exhaust port.
FLAP VALVE
VALVE LINK ASSEMBLY
6-7
EXHAUST SYSTEM
At low and middle engine speeds , the govenor is not activated and so pinion spring force causes the flap valve to be in the fully
closed position and the sub-chamber to be open . The sub-exhaust valves also reduce the port area and causes some of the
exhaust pulse to be routed into the sub-chamber.
SUB-EXHAUST
VALVE
- VALVE DRUM
PINION SHAFT
As the engine speed increases and exceeds a certain rpm , the centrifugal weights in the govenor move and allow the rack to rotate .
This rotation is carried by the pinion shaft and exhaust valve linkage to the valve drum . The drum rotates to close the sub-chamber,
open the sub-exhaust port, and fully open the flap valve . The sub-exhaust valves also increases the size of the port area and allows
all the exhaust pulse to reach the port.
VALVE LINK
ASSEMBLY
SUB-EXHAUST
VALVE
C
-
6-8
EXHAUST SYSTEM
REVOLUTIONARY CONTROL (RC) VALVE
The RC valve system uses flap valves, pivoted downstream of the exhaust port, that are raised or lowered at the top edge of the
exhaust port in response to changing engine speeds. The system on the 2000-2003 CR125R is controlled by the same type of
govenor and linkage used on the CRV system (page 6-7). The RC system on the 2004-2007 CR125R and 2002-2007 CR250R is
actuated by a servomotor controlled by the ECM. The servomotor is attached to the flap valves with control cables.
(
i
LEFT FLAP VALVE
\\ FLAP VALVE SHAFT
When the engine speed is below 3,000 rpm, the valves are positioned to partially restrict the exhaust port. This retards exhaust port
timing and reduces port volume. As the engine speed increases from 3,000 to 8,000 rpm, the valves' position moves to advance
exhaust port timing and increase port volume in relation to the rpm. Above 8,000 rpm, the valves are fully opened , advancing port
timing to its fullest extent and allowing the full volume of the exhaust port to be used. This provides maximum power output.
BELOW 3,000 RPM: ABOVE 8,000 RPM:
,----i FLAP VALVES

, ·---·-I FLAP VALVES
PORTS
6-9
EXHAUST SYSTEM
FOUR-STROKE EXHAUST SYSTEM VALVES

There are two types of valves sometimes utilized in four-stroke exhaust systems, those to reduce sound emissions and those to
improve performance. In the first category, an example is Honda's ECV (Exhaust Control Valve), which is operated by a servo
motor driven cable and controlled by the ECM. ECVs are generally located toward the outlet end of the exhaust muffler, or in earlier
models in the header collector, and are closed during a set engine speed range, usually at the lower to mid range.
To assist performance, there are systems such as the EGCV (Exhaust Gas Control Valve) and EGBV (Exhaust Gas Bypass Valve).
Both systems are designed to increase performance and driveability over a greater engine speed range by varying exhaust gas
flow within the muffler, and thereby adjusting the tuning of the exhaust system. The EGCV is controlled by the ECM and operated
by a servo motor, cable, and pulley. The EGBV is spring loaded and operates according to the pressure differential between two
chambers within the muffler. Both systems' valves open as engine speeds increase.
EGBV CLOSED:
CATALYTIC CONVERTER
EXHAUST GAS FLOW:

(1) + (2) + (3)
EGBV OPEN:
EXHAUST GAS FLOW:

(1) + (2) + (3)
~ f)
EGBVOPEN
6-10
EXHAUST SYSTEM
CATALYTIC CONVERTER
A catalytic converter converts harmful carbon monoxide and hydrocarbons into water vapor and carbon dioxide. It is located in the
path of exhaust gas flow within the muffler (see the image on the previous page). Exhaust gases pass through the converter, which
causes oxidation of the harmful gases and turns them into less harmful substances. For information about other components
related to emissions control, see the Emission Control Systems Section 6.
OXYGEN(02)SENSOR
An 02 sensor is used in some fuel injection systems to help ensure the correct fuel delivery. It is located on the exhaust system in
various positions depending upon model. For information about the 02 sensor, see page 7-7 in the Emission Control Systems
section.
0 2SENSOR
0 2 SENSOR WIRE
EXHAUST MUFFLER
SPARK ARRESTER
A spark arrestor or diffuser is a devise that prevents flammable material from exiting the exhaust system. They are required for
dual-sport and OHV (Off Highway Vehicles) other than those designed for closed-course competition . Spark arrestors consist of a
metal screen , cone, or closed-ended cylinder and are located at the outlet of exhaust mufflers. For servicing information see page
2-54 and the model specific Service Manual.
GASKET
BOLTS EXHAUST MUFFLER
6-11
EXHAUST SYSTEM
SERVICE INFORMATION
GENERAL
AWARNING
Beware of carbon monoxide poisoning from engine exhaust. Be sure there is adequate ventilation when running an engine.
Serious burns may result if the exhaust system is not allowed to cool before components are removed or serviced.
Work in a well ventilated area. Smoking or allowing flames or sparks in the work area or where gasoline is stored can cause a
fire or explosion.
• Always replace the exhaust pipe gasket when removing the exhaust pipe from the engine.
• Note the positions of the clamps installed between the exhaust pipe and muffler; the tab on the clamp should align with the
groove on the muffler.
• When installing the exhaust system, install all the fasteners loosely. Always tighten the exhaust clamp nut first, then tighten the
mounting fasteners. If you tighten the mounting fasteners first, the exhaust pipe may not seat properly.
• Always inspect the exhaust system for leaks after installation.
TOOLS
For a list of common hand tools that may be required to service exhaust systems, see page iv.
TROUBLESHOOTING
EXHAUST SYSTEM
Excessive exhaust noise
• Broken exhaust system
• Exhaust gas leaks
Poor performance
• Deformed exhaust system
• Exhaust gas leaks
• Clogged muffler
EXHAUST VALVE SYSTEM
Poor performance at low speed
• Exhaust valve does not close fully (RC valve/CRV)
- Incorrect valve cable adjustment
- Faulty valve servomotor
- Faulty govenor
- Bent valve shaft
- Broken pinion lever spring
• Excessive carbon build-up on valves (page 2-22)
• Damaged valves or valve shaft (page 10-21)
• Faulty valve throttle position sensor
• Exhaust valve does not open fully (ATAC/HPP)
- Improper adjustment
- Worn governor cam
- Faulty govenor
- Bent valve shaft
Poor performance at high speed
• Exhaust valve does not open fully (RC valve/CRV)
- Incorrect valve cable adjustment
- Faulty valve servomotor
- Faulty govenor
- Improper installation
• Damaged valves or valve shaft (page 10-21)
• Exhaust valve does not close fully (ATAC/HPP)
- Improper adjustment
- Broken rack spring
- Faulty govenor
- Worn rack and/or pinion
• Worn exhaust pipe seal
For exhaust valve maintenance and servicing information, see the model specific Service Manual.
6-12
7. EMISSION CONTROL SYSTEMS
SYSTEM DESCRIPTIONS ............................ 7-2 EVAPORATIVE EMISSION CONTROL

SYSTEM ........................................................ 7.9
EMISSION REQUIREMENTS AND
INFORMATION .............................................. 7-2 NOISE EMISSION CONTROL SYSTEM· .... 7-10
CRANKCASE EMISSION CONTROL FUEL PERMEATION EMISSION

SYSTEM ........................................................ 7.3 CONTROL SYSTEM ................................... 7-10
EXHAUST EMISSION CONTROL EMISSION CONTROL INFORMATION

SYSTEM ........................................................ 7.5 LABELS ....................................................... 7-11
CATALYTIC CONVERTER ........................... 7.7 SERVICE INFORMATION ........................... 7.12
OXYGEN (02) SENSOR ............................... 7.7 TROUBLESHOOTING ................................ 7-12
FUEL CUT OFF VALVE ................................ 7.s SYSTEM INSPECTION ............................... 7-13
7-1
EMISSION CONTROL SYSTEMS
SYSTEM DESCRIPTIONS
Honda is committed to reducing emissions and its powersports vehicles always meet and often beat required emissions standards.
The following information describes emission issues and the systems Honda utilizes to reduce them.
EMISSION REQUIREMENTS AND INFORMATION

EXHAUST EMISSION REQUIREMENT
The U.S. Environmental Protection Agency (EPA), California Air Resources Board (GARB) and Transport Canada require
manufacturers to certify that their motorcycle comply with applicable exhaust emissions standards during their useful life, when
operated and maintained according to the instructions provided.
NOISE EMISSION REQUIREMENT

The EPA also requires that motorcycles built after January 1, 1983 comply with applicable noise emission standards for one year or
6,000 km (3,730 miles) after the time of sale to the ultimate purchaser, when operated and maintained according to the instructions
provided.
WARRANTY COMPLIANCE
Compliance with the terms of the Distributor's Limited Warranty for Honda Motorcycle Emission Control Systems is necessary in
order to keep the emissions system warranty in effect.
SOURCE OF EMISSIONS
The combustion process produces carbon monoxide (CO), oxides of nitrogen (NOx) and hydrocarbons (HC). Control of carbon
monoxide, oxides of nitrogen and hydrocarbons is very important because, under certain conditions, they react to form
photochemical smog when subject to sunlight. Carbon monoxide does not react in the same way, but it is toxic. Uncontrolled fuel
evaporation also releases hydrocarbons to the atmosphere. Honda Motor Co., Ltd. utilizes various system to reduce carbon
monoxide, hydrocarbons, and oxides of nitrogen.
7-2
r
~
I
r
r CRANKCASE EMISSION CONTROL SYSTEM
•
I There are various designs of crankcase emissions control systems depending upon vehicle age and engine configuration . In all
systems emissions are prevented from discharging into the atmosphere by closing the crankcase to direct atmospheric venting .
r Some systems use internal air passages to route blow-by gas to the combustion chamber through the air cleaner and throttle body,
,
r as shown in the illustration below. These systems do not require servicing.
INTERNAL PASSAGE SYSTEM :

r
r
r
r
f
r•
I
FRESH AIR c::::::> 0
BLOW-BY GAS . . .
7-3
Other systems use an external crankcase breather. In such systems condensed crankcase vapors are accumulated in an air/oil
separator and crankcase breather tube. The breather tube may be positioned before the air cleaner housing or may be attached to
the bottom of the air cleaner housing.
VENT HOSE SYSTEM: CARBURETOR OR THROTTLE BODY AIR CLEANER HOUSING

I
- TRANSPARENT SECTION
'4-~~~CRANKCASE
BREATHER DRAIN TUBE
CRANKCASE BREATHER
TUBE PLUG
~ FRESH AIR
- BLOW-BY GAS
7-4
EXHAUST EMISSION CONTROL SYSTEM
Later model vehicles limit exhaust emissions with the use of an exhaust emission control system, which is composed of a
secondary air injection system, a catalytic converter, and PGM-FI system .

The secondary air supply system introduces filtered air into the exhaust gases in the exhaust port. Fresh air is drawn into the
exhaust port by the function of the PAIR (Pulse Secondary Air Injection) control valve. This charge of fresh air promotes burning of
the unburned exhaust gases and changes a considerable amount of hydrocarbons and carbon monoxide into relatively harmless
carbon dioxide and water vapor.
The reed valve prevents reverse air flow through the system. The PAIR control valve is operated by a valve on carbureted models
that is controlled by vacuum via a hose from the intake port. On fuel injected models the PAIR control valve is operated by a
solenoid valve, which is controlled by the ECM and the fresh air passage is opened/closed according engine running conditions. No
adjustments to the secondary air supply system should be made, although periodic inspection of the components is recommended.
REPRESENTATIVE SECONDARY AIR SUPPLY SYSTEM ON CARBURETED MODELS:
PAIR CONTROL VALVE VACCUM HOSE

AIR CLEANER HOUSING
~ FRESH AIR
EXHAUST GAS
7-5
REPRESENTATIVE SECONDARY AIR SUPPLY SYSTEM ON FUEL INJECTED MODELS:
PAIR CONTROL SOLENOID VALVE
•
<==1
EXHAUST GAS
FRESH AIR
7-6
CATALYTIC CONVERTER
Through chemical reactions, a catalytic converter converts HC (Hydrocarbon), CO (Carbon Monoxide), and NOx (Nitrogen Oxide)
in the engine's exhaust to CO2 (Carbon Dioxide), N2 (Nitrogen), and water vapor.
The catalytic converter consists of a chamber filled with a honeycomb structure coated with platinum, rhodium , and palladium
(catalysts) and is placed in the path of exhaust gas flow within the muffler. Exhaust gases pass through the converter, which causes
oxidation of the harmful gases and turns them into less harmful substances. Clogging of the honeycomb structure may occur if non-
approved fuel is used. The catalytic converter is not serviceable. See the model specific Service Manual for replacement intervals.
CATALYTIC
CONVERTER
OXYGEN(02)SENS0R
Some fuel injection systems employ an 0 2 sensor to monitor the oxygen level of the exhaust gas. The ECM uses the information to
adjust the fueling and provide the engine with the optimum air/fuel ratio for efficiency and to reduce emissions. There needs to be a
certain level of oxygen in the exhaust gas to allow the catalytic converter to oxidize any unburned hydrocarbons and carbon
monoxide.
The optimum air/fuel ratio for gasoline engines is referred to as stoichiometric ratio. Theoretically, this is the air/fuel ratio for
complete combustion. With the air/fuel ratio controlled around this point by the oxygen sensor, the remaining toxic compounds in
the exhaust gas are more efficiently converted to non-toxic compounds.
AIR/FUEL CONTROL ZONE\ ..---STOICHIOMETRIC RATIO
1oor-:::::::==;;;;:_...~~::-:::-::::~:,
0 2SENSOR
OUTPUT
VOLTAGE
EMISSIONS GAS
REDUCTION RATIO 1.0
AS A PERCENTAGE
0.5
CO: CARBON MONOXIDE oL..._ _,,__,-L..i:t::::=~...:::::~o

HC: HYDROCARBONS 12 14 18
NOx: OXIDES OF NITROGEN AIR/FUEL RATIO (AIR UNITS PER ONE UNIT OF FUEL)
V: VOLTS
The 0 2 sensor uses a hollow, closed-end shaft of zirconium dioxide with platinum-plated inner and outer surfaces. The inner
surface is open to the atmosphere and the outer surface is exposed to exhaust gas flow through the manifold. The oxygen sensor
converts the difference in oxygen density between the inner and outer surfaces into electromotive force, and transmits a voltage
signal to the ECM to control the air-fuel ratio.
Sometimes the oxygen sensor must be heated to a particular temperature to operate normally. In multi-cylinder engines, the
oxygen sensor is insufficiently heated by the exhaust gases because of its remote position from the exhaust ports. For this reason ,
an electric heating element is incorporated in the sensor to allow it to measure the average value of all cylinder gases.
7-7
FUEL CUT OFF VALVE
A fuel cutoff valve is included on vehicles equipped with carburetors and an oxidation catalytic converter. If unburned (raw) fuel
from the combustion chamber flows into the catalytic converter, it will damage the catalytic converter through excessive
temperatures . A damaged catalytic converter cannot effectively control exhaust emissions. Raw fuel can enter the catalytic
converter under the following conditions:
• The engine stop switch is turned to OFF suddenly while the engine is running.
• Ignition cut system (rev limiter) operates when the engine is over revved .
In each case , the fuel cutoff solenoid valve protects the oxidation catalytic converter from the unburned gasoline by stopping the
fuel flow.
PASSAGE 2 FUEL CUTOFF SOLENOID VALVE

CARBURETOR
/
PASSAGE 3
0~ FROM OPEN AIR

(ATMOSPHERE)
<:== FUEL CUTOFF SOLENOID NOT IN OPERATION
--~--- FUEL CUTOFF SOLENOID IN OPERATION
The fuel cutoff solenoid valve consists of a coil and valve, and three passages:
1. Connection to atmosphere
2. Connection to throttle bore
3. Connection to float chamber air vent
When any of these conditions occur, the ICM (Ignition Control Module) operates the fuel cutoff solenoid valve and changes the
position of the float chamber air vent.
NORMAL OPERATION
(WHEN THE FUEL CUTOFF SOLENOID VALVE DOES NOT OPERATE)
• No operation voltage from the ICM
• The float chamber air vent is open to the atmosphere
• The float chamber pressure is at atmospheric pressure
• The carburetor operates normally
FUEL CUT OPERATION

(WHEN THE FUEL CUTOFF SOLENOID VALVE OPERATES)
Fuel Cut Operation (When the fuel cutoff solenoid valve operates)
When any of the circumstances occur where raw fuel could enter the catalytic converter, the fuel cutoff solenoid valve operates and
the following occur:
• The float chamber air vent is closed to atmosphere
• The float chamber air vent is opened to the throttle bore
• The float chamber pressure (surface of the gasoline in the float chamber) becomes negative
• The float chamber pressure will be the same as throttle bore pressure
• The carburetor stops fuel supply
7-8
EVAPORATIVE EMISSION CONTROL SYSTEM

SO-STATE, MEETS CALIFORNIA REQUIREMENTS
50-state models that are designed to meet California evaporative emission requirements include an evaporative emission control
system.
Fuel vapor from the fuel tank is routed into the evaporative emission (EVAP) canister where it is absorbed and stored while the
engine is stopped. When the engine is running and the evaporative emission (EVAP) purge control valve is open, fuel vapor in the
EVAP canister is drawn into the engine through the throttle body. On carbureted models the EVAP purge control valve is operated
by vacuum from the intake port, on fuel injected models the valve is operated by a solenoid built into the valve.
REPRESENTATIVE EVAP EMISSION CONTROL SYSTEM ON CARBURETED MODELS:
FUEL TANK
EVAP CANISTER
AIR CLEANER
HOUSING
I €#
:1, - -- ~ " ' - -, '' - - - - - - " ~ FRESH AIR
i
FUEL VAPOR
VACUUM HOSE EVAP CARBURETOR AIR
VENT CONTROL VALVE
7-9
REPRESENTATIVE EVAP EMISSION CONTROL SYSTEM ON FUEL INJECTED MODELS:
- - - - FUEL TANK
l /
THROTTLE BODY
l
- -
+- FUEL VAPOR
<:===i FRESH AIR
NOISE EMISSION CONTROL SYSTEM

For required vehicles, various components in the intake, exhaust, and sometimes other systems are used to reduce noise
emissions.
TAMPERING WITH THE NOISE CONTROL SYSTEM IS PROHIBITED: U.S. Federal Law and Canadian provincial Law prohibits
the following acts or the causing thereof: (1) The removal or rendering inoperative by any person , other than for purposes of
maintenance, repair, or replacement, of any device or element of design incorporated into any new vehicle for the purpose of noise
control prior to its sale or delivery to the ultimate purchaser or while it is in use; (2) the use of the vehicle after such device or
element of design has been removed or rendered inoperative by any person.
AMONG THOSE ACTS PRESUMED TO CONSTITUTE TAMPERING ARE THE ACTS LISTED BELOW:
• Removal or puncturing of the muffler, baffles, header pipes or any other component which conducts exhaust gases.
• Removal or puncturing of any part of the intake system.
• Lack of proper maintenance.
• Replacing any moving parts of the vehicle, or parts of the exhaust or intake system, with parts other then those specified by the
manufacturer.
FUEL PERMEATION EMISSION CONTROL SYSTEM

For required vehicles, the fuel tank, fuel hoses, and fuel vapor charge hoses incorporate fuel permeation control technologies.
These are required to comply with the Fuel Permeation Emission Control regulations of the U.S. Environmental Protection Agency
(EPA), the State of California, and Environment Canada (EC). Tampering with the fuel tank, fuel hoses, or fuel vapor charge hoses
to reduce or defeat the effectiveness of the fuel permeation technologies is prohibited by federal regulations .
7-10
EMISSION CONTROL INFORMATION LABELS
Depending upon the age of the vehicle, certain emission control information labels were/are required to be affixed to the vehicle
when new. The label(s) for a vehicle may include one or more of the following types:
• Vehicle emission control information label
- Gives basic tune-up information and specifications
• Vehicle emission control update label
- Was attached after a high altitude carburetor adjustment was made
• Vacuum hose routing diagram label
- (50-state, meets California requirements) to be used as reference to ensure the vacuum hoses are routed correctly
• Noise emission information label
- States compliance with noise emission requirements . Noise emission information is also stamped on the exhaust muffler
• Competition model label
- Indicates the vehicle does not conform to EPA noise and emission standards
Refer to the model specific Owner's Manual for the location of each label.
SAMPLE LABELS:
VACUUM HOSE ROUTING
DIAGRAM LABEL
VEHICLE EMISSION CONTROL INFORMATION LABEL -··--....;:
. ,, .. , . ,,,., '" -&I Vacuum Hose Routing Diagram
,,,,• I • .\fr', ,,~ ~
COMPETITION -!am'Y·= ·· -.:.:..:::i
• P , 1 ~ r, • I ' ..,4 ll '11 HO "'UA
Evapon1tive1amily-C •. ..:.'._-:-:-..:.:..::i
1' ' ' ! - . - . - - - ,- ,- , - , , - , - , , - MODEL LABEL Califomiavehlde
=-- ·: :·:. ~ :~~

F a (' C • i='r'I " • •c, S jC~ - 11, / AL • s • ~
IMPORTANT INFORMATION
-,,
•r ~ "" r .
-_:~~'-"''
IJ -s - I ~ ,,. <(.
·~- , ,.,. , '"-
[.~~
JD~ C ~iJ' - ,.,,,.JC ,c;
-,-..,, r;,o•~y·c- Ml I r II
Openllor only. No pessengers. This Honda
Motorcycle is sold as Is without walTBnty, and
the entire risk as to quality and pelformance Is
with the buyer. Read owner's manual,
This vehlde Is designed, manufactured and sold
NOISE EMISSION INFORMATION LABEL for compet!Uon uae only. tt does not conform
10 Federal - Vehicle Safely Standards or
U.S. EPA Nobe and Ernlsaicns Standards.
MOH>Rl Y< I F NOISF FMIS~l<IN < ON TR<Jf INrnRMI\ TION Operation on public streets, roads. h.lghways or
for off-road recreation Is Illegal,
THI S l 010 HONDA V T1300< X M<lTORl Yl If A1 MfF T\
State and Federal laws prohibit operation of this
FPA NOISE f- Ml," t,N RFOIJIRI MLN TS Of 80dllA I\T J,,00 vehicle except in an organized racing or
RPM £JY TM E fllllRI\ L TE S I PR<H rr>IJRf competitive event on a closed course. Or by
permit issued by the local gowmmental agency
MU lll fCA TIUNS WH I< H < I\IJ SL THI, Mf> T<JH< Y< If TP FXl FFD ~Jurisdiction,
FEDE RAL NOISE STA NllAR llS ARI PRUH IBII HI BY fl llF RIil LA W
SEE OWNF R S MANUAi
7-11
SERVICE INFORMATION
GENERAL
NOTICE
To prevent damage, be sure to remove any diaphragms before cleaning air and fuel passages with
compressed air.
• All hoses used in the pulse secondary air supply and evaporative emission control systems are numbered
for identification. When connecting one of these hoses, compare the hose number with the Vacuum Hose
Routing Diagram on the diagram label affixed to the vehicle and/or the model specific Service Manual.
• Refer to the model specific Service Manual for emission control system specifications.
TOOLS
The following special tools are commonly required when servicing the emission control systems. Other special
tools may be necessary for specific vehicles. See the model specific Service Manual for more information. For
a list of common hand tools, see page iv.
Vacuum/pressure pump
TROUBLESHOOTING
Engine stalls, hard to start, rough idling
• Evaporative emission purge control valve (EVAP purge control valve) faulty
• Evaporative emission carburetor air vent control valve (EVAP CAV control valve) faulty
• Hoses in the emission control system faulty
Afterburn when engine braking is used
• Pulse secondary air supply system faulty
• Hoses in emission control system faulty
Poor performance (driveability) and poor fuel economy
• Faulty evaporative emission carburetor air vent control valve (EVAP CAV control valve)
• Damaged/incorrectly connected emission control system hoses
7-12
SYSTEM INSPECTION
The inspection and maintenance of emission control
system components is included in the following pages.
For those components requiring regular inspection and
maintenance, information is included in the
Maintenance Section 2. Other information is included in
the Fuel System, Section 8 and Fuel Injection System,
Section 9.

SYSTEM
50 STATE, MEETS CALIFORNIA REQUIREMENTS
Refer to the model Check the system hoses for deterioration, clogging ,
specific Service damage, and loose joints and connections.
Manual for the
Replace any hose that shows signs of damage or
location of hoses,
deterioration .
joints, and the
EVAP canister. Check the evaporative emission canister for cracks or
damage.
CRANKCASE BREATHER/
DRAIN HOSE
Check the hose for deterioration, clogging , damage,
and loose joints and connections.
Refer to the model The drain hose must be emptied periodically. Remove
specific Service or the plug and empty the contents into an appropriate
Owner's Manual for container.
servicing intervals NOTE:
and for breather/
drain hose location. • The crankcase breather/drain hose needs to be
checked for oil accumulation more frequently if the
vehicle is frequently ridden at high speeds or in rain .
PULSE SECONDARY AIR SUPPLY

(PAIR) SYSTEM
Start the engine and warm it to operating temperature .
AIR CLEANER CASE
Stop the engine and remove the air cleaner element.
Check that the PAIR intake port(s) are clean and free of
carbon deposits.
If the port(s) are carbon fouled, check the PAIR check
valve .
Start the engine and open the throttle slightly to check
air is being sucked in through the air intake port.
If air is not drawn in, check the air suction hoses for
clogs , and also check the PAIR solenoid valve.
PAIR CHECK VALVE
7-13
Disconnect the air cleaner-to-PAIR control valve hose .--
P-A-IR_C
_ O_N_T_R_O_L_V_'A_L_V_E_ _ _ __
VA_C
_ U_U_M_P
_U_M_P_,
from the air cleaner housing.
Remove the vacuum hose from the intake manifold and
install a plug. Connect a vacuum pump to the hose.
TOOL:
Start the engine and open the throttle slightly to be

certain that air is sucked in through the air cleaner-to-
PAIR control valve hose.
If air is not drawn in, check the air cleaner-to-PAIR
control valve hose and vacuum hose for clogging .
Refer to the model With the engine running, gradually apply vacuum to the
specific Service vacuum hose.
Manual for the
Check that the air intake port stops drawing air, and that HOSE (AIR CLEANER-TO-PAIR
specified vacuum. the vacuum is maintained.
CONTROL VALVE)
If air is still drawn in, or if the specified vacuum is not
maintained, install a new PAIR control valve.
If afterburn occurs on deceleration, even when the
secondary air supply system is normal, check the slow
air cutoff valve for correct vacuum operation.
PULSE SECONDARY AIR INJECTION

CHECK VALVE
PAIR CHECK VALVE
NOTE:
• Certain types of secondary air supply systems have
a reed valve built in the PAIR control valve. Refer to
the Model Specific manual for PAIR check valve
location.
Remove the PAIR check valve covers and PAIR check
valves. PAIR CHECK VALVE
Check the PAIR check valves for damage or fatigue,

and replace if necessary.
Install a new PAIR check valve if the seat rubber is
cracked or damaged, or if there is clearance between
the reed and seat.
Disassembling or bending the reed stopper or PAIR
check valve will damage it. Replace the PAIR check
valve as a unit if the stopper, reed, or seat is faulty.
REED REED STOPPER
7-14
EVAPORATIVE EMISSION (EVAP)
PURGE CONTROL VALVE)
50-STATE, MEETS CALIFORNIA REQUIREMENTS
(CARBURETED MODELS)
NOTE:
• The evaporative emission purge control valve should
be inspected if hot restart is difficult.
I NOTICE I
Damage to the EVAP purge control valve may result
from use of a high pressure air source. Use a hand-
operated air pump only.
Refer to the Disconnect the EVAP purge control valve hoses from
vacuum hose their connections and remove the EVAP purge control
routing diagram valve from its mount.
label or the diagram
Connect a vacuum pump to the hose that goes to the
in the model
vacuum hose fitting.
specific Service
Manual for hose Apply the specified vacuum to the EVAP purge control
connections. valve. VACUUM
PUMP
Refer to the model TOOL:
specific Service Vacuum/pressure pump
Manual for the
specified vacuum. The specified vacuum should be maintained. Replace
the EVAP purge control valve if vacuum is not
maintained.
Remove the vacuum pump and connect it to the hose

fitting (EVAP output port) that goes to the carburetor(s). TO CARBURETOR EVAP PURGE
(EVAP PURGE CONTROL VALVE
NOTE: CONTROL VALVE
• If the EVAP purge control valve has two hose fittings OUTPUT PORT)
that go to the carburetor(s), connect the blocked
hose onto the other fitting to prevent air leaks.
Apply the specified vacuum to the EVAP purge control
valve.
The specified vacuum should be maintained. Replace
the EVAP purge control valve if vacuum is not
maintained.
VACUUM PUMP
Connect a pressure pump to the hose fitting that goes TO EVAP CANISTER
to the EVAP canister. (EVAP PURGE
CONTROL VALVE
NOTE: INPUT PORT)
• If the EVAP purge control valve has two hose fittings
that go to the charcoal EVAP canister, connect a
blocked hose onto the other fitting to prevent air
leaks.
While applying the specified vacuum to the EVAP purge
control valve hose that goes to the vacuum port, pump
air through the EVAP canister hose. Air should flow
through the EVAP purge control valve and out the hose
that goes to the carburetor. Replace the EVAP purge
control valve if air does not flow out. VACUUM
PUMP
NOTE:
• If the EVAP purge control valve has two hose fittings
that go to the carburetor(s), connect the blocked
hose onto the other fitting to prevent air leaks.
Remove the pump, install the EVAP purge control valve
on its mount, route and reconnect the hoses according
to the vacuum hose routing diagram label.
7-15
EVAPORATIVE EMISSION {EVAP)
PURGE CONTROL SOLENOID VALVE
SO-STATE, MEETS CALIFORNIA REQUIRMENTS
(FUEL INJECTED MODELS)
Remove the EVAP purge control solenoid valve as
instructed in the model specific Service Manual.
Check that air can only flow through the air passage
EVAP PURGE CONTROL SOLENOID VALVE
when a 12V battery is connected to the EVAP purge
control solenoid valve terminal. Air should not flow
when a current is not applied.
See the model Check the resistance between the terminals of the
EVAP PURGE CONTROL
specific Service EVAP purge control solenoid valve. SOLENOID VALVE
Manual for
If the resistance if out of specification, replace the
resistance
EVAP purge control solenoid valve.
specifications.
EVAPORATIVE EMISSION
CARBURETOR AIR VENT CONTROL
VALVE {CAV)
50-STATE, MEETS CALIFORNIA REQUIREMENTS
NOTE:
• The Evaporative Emission Carburetor Air Vent
(EVAP CAV) control valve should be inspected if
engine restart is difficult.
NOTICE I
Damage to the EVAP CA V control valve may result
from use of a high pressure air source. Use a hand-
operated air pump only.
Refer to the Disconnect the EVAP CAV control valve hoses from
vacuum hose their connections and remove the EVAP CAV control
routing diagram valve from its mount. Refer to the vacuum hose routing
label or the diagram diagram label or the diagram is the model specific
in the model Service Manual for hose connections.
specific Service
Manual for hose
connections.
7-16
Connect a vacuum pump to the hose that goes to the
vacuum hose fitting .
TO VACUUM PORT
TOOL:
Refer to the model Apply the specified vacuum to the EVAP CAV control
specific Service valve.
Manual for the The specified vacuum should be maintained. Replace
specified vacuum. the EVAP CAV control valve if vacuum is not
maintained.
VACUUM
PUMP
Connect the vacuum pump to the air vent fitting on the

EVAP CAV control valve that goes to filtered air. VACUUM PUMP
NOTE:
• If the EVAP CAV control valve has two hose fittings
that go to filtered air, connect a blocked hose onto
the other fitting to prevent air leaks.
Apply vacuum to the EVAP CAV control valve. The
vacuum should hold steady. Replace the EVAP CAV
control valve if vacuum is not contained .
AIR VENT PORT
Connect the vacuum pump to the hose that goes to the VACUUM PUMP
vacuum hose fitting.
TOOL:
Connect the pressure pump to the air vent fitting on the

EVAP CAV control valve that goes to filtered air.
TO CARBURETOR
TOOL:
AIR VENT
NOTE: PORT
PRESSURE PUMP
While applying vacuum to the EVAP CAV control valve
hose that goes to the vacuum hose fitting, pump air
through the air vent fitting . Air should flow through the
EVAP CAV control valve and out the hose that goes to
the carburetor.
Plug the hose that goes to the carburetor.
VACUUM PUMP
NOTE:
While applying vacuum to the EVAP CAV control valve
hose that goes to the vacuum tube fitting , apply air
pressure to the air vent fitting . It should hold steady.
Replace the EVAP CAV control valve if pressure is not
retained.
Remove the pumps, install the EVAP purge control
valve on its mount, route and reconnect the hoses
according to the vacuum hose routing diagram label or ~ -- - - - - - - - - - - - - - - - ~
diagram in the model specific Service Manual.
7-17
TROUBLESHOOTING THE 02
SENSOR
Make sure the The 0 2 sensor creates a signal between 0.1 and 1.0
engine, exhaust volts, depending on the air/fuel ratio (Lambda value).
emission system,
• If the exhaust emissions are rich, sensor voltage is
and catalytic
high (1 .0 V)
converter are
• If the exhaust emissions are lean, sensor voltage is
thoroughly warmed
low (0.1 V)
before testing or
adjusting the This can be best monitored using an analog voltmeter
emission control or oscilloscope while the engine is running and the
system. throttle is "snapped" open.
While accelerating, the exhaust is rich for a moment,
immediately returning to lean again. This should be
clearly reflected by the change of 0 2 sensor output
voltage.
The 0 2 sensor heating element is essential for the
operation of the system. It can be checked statically by
measuring its resistance value. However, the ECM
should also be checked.
This activity can be best monitored during engine
operation: the voltage across the heating element is
switched on and off by the ECM at a certain rhythm.
An analog meter or peak voltage tester, and on
applicable PGM-FI models, the Honda Diagnostic
System (HOS) or Motorcycle Communication System
(MCS), are more useful for this kind of dynamic
monitoring during operation.
7-18
8. FUEL SYSTEMS PRINCIPLES/CARBURETOR
SYSTEM DESCRIPTIONS ............................ 8-2 CARBURETOR HIGH SPEED CIRCUIT ····8-16
FUELING OPERATING PRINCIPLES ··········8-3 CARBURETOR THROTTLE SYSTEMS ···· 8-17
CARBURETOR FUELING PRINCIPLES ······8-5 CONSTANT VELOCITY (CV)

CARBURETOR ··········································· 8-20
CARBURETOR FLOAT SYSTEM·················8-7
FUEL SYSTEM ADDITIONAL
CARBURETOR STARTING/ENRICHMENT INFORMATION············································8-32
SYSTEMS······················································ 8-9
SERVICE INFORMATION···························8-37
CARBURETOR IDLE AND LOW SPEED
CIRCUITS ····················································8-12 TROUBLESHOOTING ································ 8-38
CARBURETOR INTERMEDIATE CARBURETOR ADJUSTMENT

CIRCUIT ······················································8-14 INPECTION/SERVICE ································· 8-40
8-1
FUEL SYSTEMS PRINCIPLES/CARBURETOR
SYSTEM DESCRIPTIONS
To supply fuel to the engine for combustion, the traditional basic fuel system consists of a fuel tank, fuel tank cap, fuel valve, fuel
strainer, fuel hoses, and carburetor.
The fuel tank stores fuel. The fuel tank cap opens and closes the filler port of the fuel tank and its vent maintains atmospheric
pressure in the tank by allowing air into the fuel tank to compensate for the normal drop in fuel level. The fuel strainer filters the fuel
to prevent dirt particles entering the carburetor. The fuel valve is opened and closed as necessary, or switched to the reserve fuel
supply. The hoses route fuel to the carburetor. The carburetor mixes the fuel with air and feeds the atomized mixture to the engine.
In operation, the carburetor meters fuel into the fast moving air passing through it. The atomized fuel (a mist of liquid fuel) is then
vaporized (changed from a liquid to a gas) by engine heat and the heat of compression to provide a uniform and efficiently
combustible air/fuel mixture. The quantity of fuel dispensed by the carburetor is controlled by metering circuits within the carburetor
body, providing the correct air/fuel ratios. A throttle valve controls the amount of air/fuel mixture delivered to the engine, regulating
the engine's power output.
Over the years this basic fuel system has changed to include new components, systems, and technology that allow engine fueling
to be more precise, efficient, effective, and to reduce emissions. These additions include fuel pumps, fuel injection, and various
emission control systems. Fuel injection, controlled by the ECM (Engine Control Module), does everything and more of what a
carburetor can do. Nevertheless, the basic function of supplying fuel to the engine remains the same. For information on fuel
injection see Section 9.
FUEL TANK
FUEL STRAINER
FUEL VALVE
FUEL HOSE
CARBURETOR
8-2
FUELING OPERATING PRINCIPLES
FUEL
In order to burn, fuel must combine with oxygen in the air. During combustion, the carbon and hydrogen forming the gasoline
become compounds with oxygen. Fuel, oxygen , and an ignition source are required for combustion to take place. Carbon dioxide
and water are produced as a result of the chemical reaction that occurs during combustion.
C (carbon)+ 0 2(oxygen) = CO2 (carbon dioxide)
H (hydrogen)+ 0 2 (oxygen)= H20 (water)
The following three properties are required of gasoline for suitable combustion in engines.
VOLATILITY
Volatility (the ability to evaporate quickly) is required because gasoline can burn only when in a gaseous state. Good volatility
contributes to easy starting and good acceleration. If volatility is too high, however, the gasoline will boil in the fuel line. In some
areas, there are two types of fuel sold according to the season. Winter-formula fuel is blended to vaporize well at low temperatures.
In contrast, summer formula fuel is blended to prevent boiling at high temperatures.
FLASH POINT
A low flash point is required for fast ignition by the spark.
ANTI-KNOCK PROPERTY
An anti-knock property is required to prevent uncontrolled combustion. The fuel should not self-ignite when exposed to the high
compression and heat produced in the engine.
The octane number of a gasoline indicates its anti-knock property. The higher the octane number, the less the knocking. Two
methods of measuring the anti-knock property of fuel are used:
• Research Octane Number (RON)
• Motor Octane Number (MON)
Example: RON 85, MON 76
The higher the octane number for either measurement, the less knocking occurs. The octane number displayed on fuel pumps in
service stations is the Pump Octane Number which is the average of RON and MON (R+M/2).
ALCOHOL IN FUEL
Gasoline blends often include alcohol (usually in the form of ethanol). There are advantages to this, including raising the fuel
octane, however, there are also negatives, including deterioration of rubber, plastic, and other fuel system parts. A percentage of
alcohol to gasoline of up to 10% is safe for most engines, but any level over that can cause engine problems including stalling,
difficulties with acceleration, non-starting, and damage.
AIR/FUEL RATIOS
The theoretically perfect air/fuel ratio for complete combustion is 14. 7 parts of air to 1 part of gasoline, by mass. One ounce of fuel
requires 14.7 ounces of air for complete combustion. This ratio is termed the stoichiometric mixture and is indicated as 14.7:1.
Therefore, seven pounds of fuel (one gallon) requires 103 pounds of air for optimal combustion. When there is a uniform air/fuel
ratio of this proportion, the mixture burns completely without leaving an excess of either fuel or air.
The air-fuel mixture may still burn effectively when the ratio is as rich as 9:1 or as lean as 21 :1. The actual limits of combustion will
vary according to combustion chamber shape, pressures, temperatures, fuel characteristics, and mixture uniformity. Therefore the
air/fuel ratio for engine operation must be varied according to operating conditions and requirements.
. . RICH FLAfyiMABILITY RANGE> LEAN ...
OUTPUT TORQUE
AIR/FUEL RATIO
8-3
A rich air-fuel mixture is required for cold starting because a cold engine reduces vaporization and causes fuel condensation in the
intake ports and on cylinder walls. A leaner air-fuel mixture is used for improved fuel economy. Extremely rich and extremely lean
fuel mixtures both result in loss of power (see the graphic on the previous page). An extremely rich fuel mixture burns slowly and
incompletely because there is not enough oxygen in the mixture to combine with the fuel. Incomplete fuel combustion causes spark
plug fouling and carbon build-up in the combustion chamber.
An extremely lean fuel mixture burns slowly and does not use all the oxygen in the mixture. If the lean fuel mixture is still burning
when the exhaust valve opens, the valve head is exposed to prolonged high temperatures and oxygen, which may result in a burnt
valve. Prolonged high cylinder temperatures may also lead to pre-ignition and may melt the piston crown . Under actual operating
conditions, fuel vaporization and combustion are less than perfect. Consequently, maximum power is usually developed with an air-
fuel ratio of about 12: 1 rather than the theoretical optimum of 14. 7:1
ATOMIZER PRINCIPAL
Atmospheric pressure provides the force that enables the carburetor to function . Each time the piston moves down on the intake
stroke, a vacuum is created in the cylinder, and air at atmospheric pressure rushes through the carburetor to fill the vacuum .
It is a law of physics that a moving stream of air exerts less pressure than air at rest. Therefore, the airstream moving through the
carburetor bore exerts less pressure against the fuel jet nozzle than atmospheric air at rest exerts on the gasoline in the float bowl.
Consequently, atmospheric pressure forces gasoline up the emulsion tube and out the jet, spraying it into the airstream in the
carburetor bore. In fuel injected systems, this drawing of fuel through the fuel jet nozzle is not necessary as fuel is sprayed into the
airstream by the fuel injection nozzle(s).
The carburetor atomizes the gasoline and mixes it with air at various air/fuel ratios depending on operating conditions. In fuel
injected systems, the injector nozzle sprays fuel in an already atomized state and air/fuel ratio is adjusted by the duration (time) the
nozzle sprays fuel. This is determined by the ECU based on input from various sensors. The air/fuel mixture is then drawn into the
engine's cylinder where it is compressed, vaporized, ignited and the expansion of the gas forces the piston down, providing motive
power.
AREA OF AREA OF AREA OF AREA OF

ATOMIZATION VAPORIZATION FUEL INJECTOR ATOMIZATION VAPORIZATION
~
JET NOZZLE
.. ~ ~[L
CARBURETOR EMULSION TUBE

FLOAT BOWL
As the piston descends,
pressure in the cylinder drops,
drawing in the air/fuel mixture
8-4
CARBURETOR FUELING PRINCIPLES
CARBURETOR VENTURI EFFECT
When a gas flows through a restriction in a pipe, it gains speed and the pressure of the gas drops. When the pipe's sectional area
increases after the constriction, the speed of the gas flow drops and the pressure increases again. This type of pipe is called a
venturi and the relationship between the flow and the pressure is explained as Bernoulli's theorem.
A venturi is a constriction in the carburetor bore in the immediate area of the fuel jet nozzle. This constriction makes the atomizer
principle work more effectively. Because the carburetor bore is narrower at the venturi , the volume of air passing through the bore
must move faster at this point than at other areas. Increasing the speed of the airstream at the fuel jet nozzle decreases air
pressure against the nozzle, causing atmospheric pressure in the float bowl to force more fuel into the carburetor bore. The
constriction can be varied by moving the throttle valve up or down.
For practical operation, the carburetor must have a float system to control the fuel level at the base of the jets (or an alternative
system such as a pressure pulse diaphragm), a throttle valve to regulate the amount of air/fuel mixture delivered to the engine, fuel
metering systems to suit all operating conditions, and a choke valve or mixture enrichener to facilitate cold starting. As fuel injection
systems spray atomized fuel into the intake track via the fuel injectors, the use of a venturi is not required.
VENTURI LARGE DROP SMALL DROP

IN PRESSURE IN PRESSURE
FLOAT
BOWL
MAIN JET SLOW JET ATMOSPHERIC PRESSURE
AIR-FUEL MIXTURE CONTROL

The carburetor includes a starter circuit that uses either a choke valve or starter enrichment valve, a float system for fuel supply,
and slow and main systems. Fuel supply changes according to the degree of throttle opening. The following illustration shows the
relationship of throttle opening to the low, mid-range, and high speed metering circuits.
MAIN SYSTEM
JET NEEDLE (TAPERED SECTION, CLIP POSITION)
JET NEEDLE (STRAIGHT SECTION)
~
SLOW SYSTEM
8-5
FUEL MIXTURE CONTROL - MECHANICAL SLIDE CARBURETOR
The following describes the relationship of jet application to throttle position for a carburetor with a mechanical slide.
• Low Speed : The pilot screw, slow jet, and throttle valve cutaway control the air/fuel mixture from idle to Y. throttle .
• Mid-Range: The jet needle/needle jet control the air/fuel mixture from Y. to % throttle.
• High Speed : The main jet controls the air/fuel mixture from Y, to full throttle.
LOW SPEED MIDRANGE HIGH SPEED SYSTEM

~ - - ~ · ~ - - ~ ~ - - - - - - --"- - - -- ---~
MAXIMUM ----1...
• LOW SPEED fTHROTTLE r ~ - - - - - - - - - - - - - t - ~ ~ - - - - ~
SYSTEM VALVE
CUTAWAY
EFFECT
MINIMUM 1/8 1/4 3/8 1/2 3/4 FULL

THROTTLE POSITION
FUEL MIXTURE CONTROL - THROTTLE PLATE CV (CONSTANT VELOCITY) CARBURETOR

The following describes the relationship of jet application to throttle position for a CV carburetor with a throttle plate.
• Low Speed: The pilot screw, bypass outlet, and slow jet control the air/fuel mixture from idle to Y. throttle .
• Mid-Range: The jet needle/needle jet control the air/fuel mixture from Y. to % throttle.
• High Speed: The main jet controls the air/fuel mixture from Y, to full throttle.
3/4
PILOT SCREW
LOW SPEED { BY-PASS OUTLET

SLOW JET
1/2
MID-RANGE - JET NEEDLE •
1/4
HIGH SPEED - MAIN JET •
IDLE 118
(A) NEEDLE DIAMETER OF STRAIGHT SECTION
(B) NEEDLE DIAMETER OF TAPERED SECTION
(C) TAPER ANGLE
8-6
r CARBURETOR FLOAT SYSTEM
The float system maintains a constant and correct level of fuel in the carburetor's float bowl. A float, made of brass, plastic, or fiber
rises and falls with the level of fuel in the float bowl. When the float rises, the arm on which the float pivots presses against the float
valve, shutting off the fuel supply to the float bowl. When the float falls, the float arm releases the valve, allowing fuel to enter the
float bowl.
The float arm tang is adjusted to close the valve when the fuel reaches exactly the right level. If the fuel level should rise above the
correct level, too much fuel may be released into the carburetor bore, resulting in a rich air/fuel mixture. If the fuel level should fall
below the correct level, too little fuel may reach the carburetor bore, resulting in a lean mixture. For inspection and adjustment
procedures , see page 8-40.
FLOAT VALVE CLOSED: FLOAT VALVE OPEN:
FLOAT
FLOAT VALVE
FLOAT ARM
FLOAT ARM
FLOAT SYSTEM VENTS

Float system vents are necessary to ensure a smooth flow of fuel through the carburetor. These vents may be internal or external.
In addition, they may or may not have control (air vent and purge) valves.
INTERNALLY VENTED
An internally vented float bowl has vent pipes routed to the air cleaner housing. When the engine is running, pressure in the air
cleaner housing is less than atmospheric, which results in less pressure on the fuel in the float bowl. Larger jets are needed to allow
a higher volume of fuel flow to compensate for the reduced pressure. Air jets may be installed in the internal vent pipes to stabilize
the fluctuating pressures in the air box.
EXTERNALLY VENTED WITHOUT CONTROL VALVES
The externally vented float bowl has the vent tube(s) routed to atmosphere. This system utilizes atmospheric pressure to maintain
pressure on the fuel inside the float bowl.
The system was widely used (because of its simplicity) until emission laws came into effect. It is possible for hydrocarbon emissions
to escape from this type of float bowl venting system because the float bowl is allowed to breathe to the atmosphere.
The vent tube routing is critical. Besides the possibility of pinching the tubes closed, incorrectly routed tubes may be exposed to low
pressure when the motorcycle is in motion, which could change the pressure in the float bowl and alter fuel delivery characteristics .
VENTS~
8-7
I
EXTERNALLY VENTED WITH AIR VENT CONTROL '
Some external float bowl venting systems use an air vent control valve. This valve closes off the float bowl vent(s) to atmosphere
when the engine is stopped. This forces the float bowl vent(s) to breathe into an evaporative emission control canister. The canister
contains activated charcoal to trap fuel vapors . When the engine is started , manifold vacuum opens the air vent control valve,
enabling the float bowl to vent to atmosphere.
VENT HOSE
AIR VENT CONTROL VALVE
EXTERNALLY VENTED WITH PURGE CONTROL VALVE

Models equipped with an EVAP canister also have a purge control valve. The purge control valve holds fuel vapor in the canister
when the engine is off, or at idle. Ported vacuum (vacuum between the throttle valve and the air cleaner) activates the purge control
valve and opens a path to the canister. Manifold vacuum (vacuum between the intake valve and the throttle valve) causes the fuel
vapor to be drawn from the canister into the intake port.
EVAP CARBURETOR AIR EVAP PURGE CONTROL VALVE

VENT CONTROL VALVE
AIR CLEANER
HOUSING
¢==:J FRESH AIR

EVAP CANISTER
FUEL VAPOR
8-8
;
(
CARBURETOR STARTING/ENRICHMENT SYSTEMS
Fuel does not vaporize well in a cold engine and tends to condense in intake ports and on cylinder walls . Because a smaller
percentage of the fuel is vaporized in a cold engine, the carburetor must deliver a richer mixture in order for the combustion
chamber to receive enough vaporized fuel to make a combustible air/fuel mixture. The mixture must not be excessively enrichened ,
however, or the combustion chamber will become flooded with liquid fuel which may not ignite. The starting enrichment systems on
carbureted engines may be either a choke valve that enrichens the mixture by obstructing the carburetor bore therefore reducing
the amount of air or a supplemental fuel delivery circuit that adds more fuel to the air/fuel mixture.
CHOKE VALVE
A choke valve obstructs the carburetor bore. The obstruction reduces the volume of air that can flow through the bore to fill the
vacuum created in the engine cylinder. Therefore a very low pressure area beyond the obstruction is maintained. Because the
choke is located on the air cleaner side of the fuel jet nozzle, the nozzle is within the very low pressure area, causing atmospheric
pressure in the float bowl to force more fuel into the carburetor bore. A spring loaded relief valve within the choke slide or plate
limits carburetor bore vacuum to a certain level to reduce the possibility of flooding . A choke valve may be either a flat slide or a
pivoted disc. The choke valve is connected to a lever or knob by which the rider controls the choke valve position.
SLIDE TYPE CHOKE VALVE: PIVOT DISC TYPE CHOKE VALVE :
CHOKE VALVE
RELIEF VALVE
AIR FLOW
8-9
MIXTURE ENRICHENER
A mixture enrichener helps to improve fuel atomization and reduces the possibility of flooding when starting a cold engine. The
enrichener circuit is turned on and off by one of three methods:
• A plunger valve attached to a lever or knob, controlled by the operator (manual).
• A bimetal strip controlled by engine heat (automatic).
• A thermo-wax valve controlled electrically (automatic).
PLUNGER VALVE TYPE

When the plunger valve is open, the mixture enrichening circuit functions
like an atomizer. Fuel flows from the float bowl through a metering jet, then
through a perforated tube where the fuel is initially aerated. When the
aerated fuel reaches the enrichener valve juncture, it is combined with the
airstream in a passage that parallels the carburetor bore. The mixture is VALVE
then drawn into the carburetor bore at a point between the throttle slide or
throttle plate and the intake manifold.
When the plunger valve remains partially open it can also serve as an idle
circuit. With some flatslide carburetors, idle speed is controlled by allowing DISCHARGE
the mixture enrichener plunger valve to remain partially open. After the ORIFICE
engine warms up, the mixture enrichener plunger valve is pushed down, a
needle valve closes the enrichener fuel circuit, but the plunger does not seat
fully. This allows a small amount of air to continue to be drawn into the
intake manifold. Rotating the plunger valve knob changes the idle speed.
Turning the knob counterclockwise raises the idle speed by increasing the
air quantity, turning the knob clockwise lowers the idle speed by decreasing
the air quantity.
The throttle slide or throttle plate must be closed for the mixture enrichener
circuit to be fully effective. A closed throttle slide or throttle plate maintains a
high vacuum at the discharge port of the mixture enrichener circuit, and air
rushes through the mixture enrichener air passage to fill that vacuum.
Raising the throttle slide or rotating the throttle plate causes a loss of
vacuum at the discharge port and diminishes the mixture enrichener
airstream.
PERFORATED TUBE
BIMETAL TYPE
A bimetal strip contains two metal strips that expand at different
temperatures. As one strip expands but the other doesn't, the combined
bimetal strip deflects in the direction of the non-expanding strip.
When the engine is cold, the bimetal strip keeps the enrichener passage of
the valve open. As the engine heats up, the bimetal strip deflects and slowly
closes the enrichener valve passage, thereby stopping the enrichening
effect.
TO ENGINE
VALVE
8-10
THERMOWAX TYPE
The thermowax valve is a plunger or needle valve that retracts when cold or
when no current is flowing (i.e. when the ignition key is turned to OFF).
When the ignition key is switched to ON, or when the engine is running, HEATER
current flows to the thermowax valve and heats up the wax inside of the
valve. The heated wax expands and causes the valve to extend and slowly
close the metering jet.
BYSTARTER
A bystarter system is used on most CV type carburetors because it offers
better overall cold engine performance. The bystarter and the mixture BYSTARTER BYSTARTER AIR PASSAGE
enrichener are functionally similar. However, unlike the enrichener, the VALVE
bystarter system also enrichens the air/fuel mixture from the main fuel
circuit and so helps driveability over a greater engine speed range.
With the throttle valve closed, opening the bystarter valve causes fuel from
the bystarter jet to be mixed with air from the bystarter air jet, which creates
a rich air/fuel mixture to be supplied to the engine.
Opening the throttle valve causes the main fuel circuit to begin supplying
fuel to the engine, at which point fuel is no longer supplied through the
bystarter jet. However, with the starting enrichment valve open, the amount
of air mixing with the fuel is reduced and therefore a rich air/fuel mixture
continues to be supplied to the engine.
This rich mixture occurs because the air passages to the bystarter valve
and main jet are interconnected and when the bystarter valve is open it
reduces the air pressure at the main air jet and therefore the amount of air
mixed with the fuel at the nozzle is reduced .
BYSTARTER JET
MAIN JET
8-11
CARBURETOR IDLE AND LOW SPEED CIRCUITS
When the throttle valve is at or near the closed position, very little air flows through the carburetor bore. The air that does flow,
however, moves too slowly across the main jet for the atomizer principle to work effectively, and so no fuel is delivered from that jet.
It is therefore necessary for a carburetor to have a separate fuel system for idle and low speed operation.
IDLE AND LOW SPEED AIR-FUEL MIXTURE ADJUSTMENT

A screw type needle valve adjusts the air-fuel mixture ratio. An adjustment screw controlling air flow is located near the air cleaner
end of the carburetor in the air-bleed passage leading to the low speed fuel jet. A fuel screw or pilot screw is located near the intake
manifold end of the carburetor in the passage between the low speed fuel jet and the idle fuel discharge orifice.
IDLE AND LOW SPEED AIR-BLEED

A low speed air-bleed circuit controls the flow of air delivered to the
perforated tube above the low speed fuel jet. The screw can be turned
clockwise to constrict the air-bleed passage, producing a richer pre-mixture.
Turning the screw counterclockwise will open the passage, producing a
leaner pre-mixture. Air adjustment screws are usually located at the end of
the carburetor nearest the air cleaner.
AIR-BLEED
Many motorcycle carburetors are equipped with an air screw for adjusting
PASSAGE
idle mixture. However, some models have a fixed idle and low speed air-
bleed and use an adjustment screw called a pilot screw to meter the flow of
aerated fuel instead. Pilot screws are usually located on the opposite end of
the carburetor from air screws; they are near the intake manifold end of the
carburetor.
SLOW SPEED
JET WITH
PERFORATED
AIR ADJUSTMENT SCREW TUBE
AIR SCREW
The adjustment screw, located in the air-bleed passage, controls the flow
rate of air delivered to the perforated tube above the low speed fuel jet. The AIR ADJUSTMENT SCREW
final air-fuel mixture is combined with the air in the carburetor bore. The
adjustment screw (airscrew) is turned clockwise to enrichen the mixture by
reducing aeration.
For air/pilot screw adjustment, see page 8-41 .
FUEL DISCHARGE
ORIFICE LOW SPEED JET
8-12
PILOT (FUEL) SCREW
The pilot screw, or fuel adjustment screw, located in the passage between
the low speed jet and the idle fuel discharge orifice, controls the flow rate of
aerated fuel delivered to the carburetor bore. The final air/fuel mixture ratio
is achieved when the aerated pre-mixture is combined with the air in the
carburetor bore. The pilot screw is turned counterclockwise to enrichen the
mixture by increasing fuel flow. The pilot screw is factory pre-set after a flow
rate test. For piloUair screw adjustment, see page 8-41.
LOW SPEED
ORIFICE
IDLE
ORIFICE
\.''
FUEL ADJUSTMENT
\ \ SCREW
FUEL DISCHARGE ORIFICES

Some carburetors use a single fuel discharge orifice for both idle and low speed operation while others have separate idle and low
speed orifices. In either case, fuel is metered through the low speed jet and aerated before it reaches the fuel discharge orifice(s).
Carburetors using a single fuel discharge orifice have that orifice located at the lip of the throttle valve, where carburetor bore
constriction and air speed are greatest, and air pressure the lowest.
Carburetors using separate idle and low speed orifices have the idle orifice located beyond the throttle valve. This location assures
that intake port vacuum will be available for fuel delivery. When the throttle valve is opened slightly, the low speed orifice(s) at the
lip of the throttle valve are brought into play, supplying additional fuel to match the increased air flow.
SLIDE TYPE THROTTLE VALVE: PLATE VALVE (BUTTERFLY) TYPE THROTTLE VALVE:
Idle and Low Speed System with Fuel Adjustment

Screw and Separate Fuel Discharge Orifices
8-13
CARBURETOR INTERMEDIATE CIRCUIT
When the throttle valve is opened, there is a transition from the low speed circuit to the intermediate circuit, which begins to meter
fuel from the main fuel discharge jet (needle jet). There are differences in intermediate circuits between mechanical slide and
throttle plate (CV - Constant Velocity) carburetors as described below.
MECHANICAL SLIDE CARBURETOR

In carburetors with slide type throttle valves, the intermediate circuit uses a tapered fuel metering rod Uet needle) that works in
connection with the variable venturi action of the throttle valve. The jet needle meters fuel flow, maintaining the correct air/fuel
mixture ratio through most of the carburetor's operating range. At full throttle opening, the jet needle is fully raised , and fuel flow will
be controlled solely by main jet diameter (high speed circuit).
NEEDLE JET THROTTLE VALVE CUTAWAY

The needle jet begins to discharge fuel at about 1/4 throttle opening and
takes the place of the low speed circuit as the chief fuel supply. It is
important to have a smooth transition from the low speed circuit to the
intermediate circuit as the throttle is opened, otherwise there would be a
momentary fuel delivery failure causing a hesitation in acceleration . The
height of the throttle slide cutaway is crucial in obtaining smooth system
transition and good initial acceleration.
While the position of the throttle slide determines the venturi constriction in
the carburetor bore, the shape of the bottom edge of the slide, and height of
the cutaway, determines the extent to which induction port vacuum is
maintained at the needle jet.
If the bottom edge of the throttle slide on the air cleaner side were flat, an
overly rich condition would be caused whenever the throttle valve
approached the fully closed position: it would attempt to seal off the mouth
of the carburetor. This would increase the intake port vacuum at the needle
jet, and draw an excessive amount of fuel from the needle jet. The cutaway
causes an increase in atmospheric pressure that acts to diminish the
vacuum. Increasing the height of the cutaway produces a leaner air/fuel
mixture as the throttle is opened.
The throttle slide cutaway controls the air/fuel mixture ratio primarily at 1/8
to 1/4 throttle openings and ceases to have any effect after the throttle is JET NEEDLE
half open.
- NEEDLE JET
JET NEEDLE
A tapered metering rod , called the jet needle, is attached to the throttle slide
and extends downward into the fuel discharge jet (needle jet). NEEDLE AND NEEDLE JET:
At small throttle openings, the wide base of the needle fills most of the
needle jet diameter, reducing fuel flow to a minimum . As the throttle valve is
opened, raising the needle, the progressively smaller needle diameter
allows more fuel to flow through the jet, matching the increasing volume of
air flowing through the carburetor bore.
NEEDLE POSITION NEEDLE POSITION

AT LOW THROTTLE AT HIGH THROTTLE
OPENING OPENING
8-14
Jet needles used with slide type throttle valves usually have a series of
NEEDLE AND RETAINING CLIP:
grooves at the needle head to permit alternate mounting positions. The jet
needle can be raised or lowered in the throttle slide by installing the jet
needle retaining clip in one of the alternate grooves.
Raising the needle to a higher position (by inserting the clip in a lower
groove) allows a greater flow of fuel through the needle jet, creating a richer
air/fuel mixture. The jet needle controls the air/fuel mixture ratio primarily
between 1/4 and 3/4 throttle openings .
NOTE :
• Many carburetors have fixed jet needles that are not adjustable .
The carburetors of high mileage/hour vehicles may have worn jet needles
and/or needle jets. This can cause rich running that is difficult to diagnose.
Inspect all components for wear.
NEEDLE~
CONSTANT VELOCITY (CV) CARBURETOR

When the throttle plate (butterfly) valve of a CV carburetor is opened, there
is a transition from low speed fuel discharge orifices to the intermediate VACUUM THROTTLE
system, similar to that which occurs in carburetors using slide type throttle PISTON
valves . However, there is more accurate venturi control in a CV carburetor
because the vacuum piston (a vacuum controlled slide throttle valve) moves
independently of the throttle input.
When a slide type throttle valve of a CV carburetor is opened , the venturi
constriction is widened in direct proportion to throttle opening . If the slide
throttle valve is mechanically linked to the throttle grip, venturi size is
regulated by the rider. This may result in less than optimum control of the air
velocity and venturi size . An independently controlled vacuum piston
ensures correct venturi size and air velocity throughout the intermediate
operating range.
The main advantage of CV carburetors is apparent during hard
acceleration . If a vehicle is equipped with a conventional slide throttle
carburetor, sudden full throttle opening at low engine speed may produce
poor engine response , as vacuum and venturi air velocity will drop to a point
where very little fuel is drawn from the jets. If the vehicle is equipped with a
CV carburetor, the vacuum pistons ensure sufficient venturi air velocity to
prevent a lean fuel mixture on sudden throttle opening . NEEDLE JET JET NEEDLE
JET NEEDLE
Because venturi air velocity is held to a more constant speed , air pressure against the fuel jet nozzle(s) is also constant. This
causes the fuel to flow from the jet(s) at a constant rate, regardless of engine rpm , so the vacuum piston must carry a metering rod
Uet needle) to regulate fuel flow in proportion to air flow volume. Jet needles used in CV carburetors are similar to those used in
slide throttle carburetors, except that most models of CV carburetors do not provide any needle height adjustment.
8-15
CARBURETOR HIGH SPEED CIRCUIT
When the throttle valve is fully open, and in CV carburetors, the vacuum piston is fully raised , the carburetor functions as an
elementary fixed venturi instrument. Intake air velocity in the venturi creates a low pressure area that draws fuel from the float bowl
and through the main jet. Fuel volume, and therefore the air/fuel mixture ratio, is controlled by the diameter of the jet needle and the
size of the main jet, in that order. Carburetors may have one main jet or two.
SINGLE MAIN JET FUEL CIRCUIT
The carburetor discharges fuel from a single jet throughout the operating range of the intermediate and high speed circuits .
PRIMARY AND SECONDARY MAIN JET FUEL CIRCUIT
Some carburetors divide the main jet system into two separate circuits. These circuits are called the primary main jet circuit and the
secondary main jet circuit. The purpose of this design is to provide a smoother transition from lciw to intermediate speed circuits.
As the throttle valve starts to open and induction port vacuum extends toward the air cleaner end of the carburetor, fuel is
discharged from the primary main jet nozzle before the secondary circuit becomes operative. As the throttle valve opens farther,
fuel is discharged from the secondary main jet nozzle (needle jet), and the vacuum piston begins to rise . Fuel is delivered from both
primary and secondary circuits throughout the operating range of the vacuum piston. Fuel to the slow speed jet is delivered from the
primary main jet through a cross port, thereby priming the primary jet tube .
SINGLE MAIN JET CIRCUIT: PRIMARY AND SECONDARY MAIN JET FUEL CIRCUIT:
THROTTLE 1/2
TO FULL
OPEN VALVE
MAIN NOZZLE
PRIMARY MAIN FUEL JET
MAIN JET AIR-BLEED

Low venturi pressure, which causes fuel to rise through the main fuel jet,
also causes atmospheric air to flow through the air jet. Air and fuel meet and
mix together in a perforated tube (emulsion tube) above the main jet. The
aerated fuel released into the venturi is more easily atomized than a denser
un-aerated stream of fuel. Aerated fuel also has less tendency to fall back
down the emulsion tube between intake strokes, thus stabilizing fuel height VENTURI
in the emulsion tube .
r
EMULSION
TUBE
8-16
CARBURETOR THROTTLE SYSTEMS

The throttle system of a carburetor allows the rider to control engine speed by adjusting the volume of air/fuel mixture entering the
combustion chamber. The more air/fuel intake charge combusted in the cylinder, the more motive force is created. Two types of
throttle valves are used:
• Mechanical slide: Changes the venturi size)
• Throttle plate (butterfly): Doesn't change the venturi size
THROTTLE VALVE
A mechanical slide throttle (round or flat) is used by itself as it combines the functions of fuel metering, venturi adjustment, and air/
fuel mixture quantity control. A throttle plate, because it only controls air/fuel mixture quantity, is always combined with a linked
mechanical slide or vacuum piston. The mechanical slide or vacuum piston serves to meter fuel, via the attached jet needle, and
adjust venturi. A vacuum piston operates independently of rider input at the throttle.
For mechanical slide valves to operate correctly, there needs to be a lull in intake manifold vacuum to allow the slide valve to close
smoothly and easily when required. In powersports vehicles, where a carburetor feeds only one or two cylinders, a sufficient lull in
vacuum between intake strokes occurs. In multi-cylinder engines where a single carburetor serves multiple cylinders, as in an
automobile, there is insufficient relief in vacuum and so a mechanical slide valve carburetor cannot be used.
ROUND SLIDE THROTTLE VALVE

Round slide throttle valves were the initial design because they were easy to manufacture. A negative of the design, however, is
that the round shape causes a inefficient amount of turbulence. The use of this type of throttle valve diminished as the flat side is
more effective at maintaining vacuum within the venturi.
FLAT SLIDE THROTTLE VALVE

Air flows past a flat slide with less turbulence than a round slide. This allows a smoother passage of air over the jets. The shape of
the flat slide cutaway enhances air flow over the needle jet. The result is better throttle response and driveability because of less
resistance and turbulence.
ROUND SLIDE THROTTLE VALVE: FLAT SLIDE THROTTLE VALVE:
FLAT SLIDE
8-17
COMBINATION THROTTLE PLATE VALVE AND VACUUM PISTON
Constant Velocity (CV) carburetors have a throttle plate and a vacuum
piston. The throttle plate is located beyond the venturi area, and creates no VACUUM
constriction. PISTON
A carburetor using only a throttle plate valve with one fixed jet and one fixed
venturi could only deliver the correct air/fuel mixture ratio at one air speed.
Therefore, when a throttle plate is used, the carburetor must also be
equipped with compensating systems such as a slide, or a vacuum piston to
vary venturi size and hold a fuel metering needle in the manner of a slide
throttle valve.
With a CV carburetor, air velocity through the carburetor is not controlled by
rider input as it is with a mechanical slide throttle valve. Instead, the air
velocity is controlled in reaction to the engine's operating conditions.
The throttle return spring on this type of carburetor can be lighter because
the throttle plate is unaffected by the vacuum in the carburetor bore. A
mechanical slide requires a stronger spring to close the throttle as it must
overcome the vacuum in the carburetor.
JET NEEDLE NEEDLE JET
COMBINATION THROTTLE PLATE VALVE AND MECHANICAL

THROTTLE SLIDE
This design of carburetor uses a throttle valve and throttle slide, which are
mechanically linked together, and was used on earlier model ATC, ATV, MECHANICAL OPERATING ARM
and off-road vehicles. The throttle plate requires only a light return spring,
which makes the throttle lever easier to operate. The mechanical link to the
throttle slide provides optimum control of slide travel.
THROTILE
VALVE
8-18
DUAL CARBURETORS: MECHANICAL THROTTLE
SLIDE VARIATION
In the past, dual carburetors on single cylinder engines were desirable
because they offered improved low speed driveability, and the ability to MECHANICAL THROTTLE
deliver sufficient air/fuel mixture at maximum engine speed. SLIDE DUAL CARBURETOR:
These dual carburetors are of the slide throttle valve type. Only the primary
carburetor has an idle and low speed circuit. Both the primary and
secondary carburetors have an intermediate and high speed circuit.
LOW/MID RANGE FLOW

From low speed to mid-range, only the primary carburetor opens and
supplies fuel-air mixture to the engine while the secondary carburetor
remains closed. This ensures high air velocity through the primary
carburetor to provide smooth throttle response at low speeds.
{
HIGH RANGE FLOW
From mid-range to full throttle, the secondary carburetor opens and both
carburetors supply the fuel-air mixture to the engine through two intake
ports. Because both carburetors are open, a large volume of mixture can be
drawn into the engine to provide maximum power.
ADJUSTMENT
Idle mixture, idle speed, and float level adjustments are similar to other slide
throttle valve carburetors. The only unique adjustment is the secondary ~ - - - -- - - -- - - -- - - - - ~
touch lever, which determines when the secondary carburetor begins to
open. The secondary touch lever clearance is adjusted by turning the
secondary touch lever adjustment screw in or out. This adjustment only
needs to be performed when the carburetors are reassembled after
dismantling, which disturbs the linkage.
8-19
CONSTANT VELOCITY (CV) CARBURETOR
With mechanical slide valve carburetors, operation of the throttle grip on the handlebar directly actuates the slide valve, causing
the venturi area to change. If the throttle is abruptly opened at low engine speed, the velocity of intake air would fall, the air pressure
would increase, and as a consequence the volume of fuel entering the air stream would decrease. This would cause a lean air/fuel
mixture and reduce engine power.
Unlike a vehicle with a mechanical throttle slide carburetor, where imprecise throttle input can negatively affect engine operation,
throttle input on a CV carburetor actuates a plate type throttle valve that is separate from the venturi control. With this system, the
venturi is controlled by a vacuum piston , which responds only to engine operating conditions , not rider input. The vacuum piston
moves up and down to vary the sectional area at the venturi according to the volume of air flow, thereby maintaining the air velocity
at the venturi within the best range to draw fuel from the nozzle.
VACUUM PISTON CONSTRUCTION

The bottom of the vacuum piston is vented to allow air pressure in the carburetor bore and air pressure in the chamber above the
'
vacuum piston to equalize. The chamber below the vacuum piston diaphragm or rim is vented to the atmosphere. J
Certain vacuum piston designs utilize a flexible diaphragm to separate the upper and lower air chambers. Designs that utilize a
flexible diaphragm are usually called a vacuum diaphragm. Designs that do not utilize a flexible diaphragm are usually made of
aluminum. They rely on a close fit between the piston and the walls of the carburetor top to separate the air chambers. This type is
usually referred to as a vacuum piston.
VACUUM DIAPHRAGM TYPE: VACUUM PISTON TYPE:
ATMOSPHERIC PRESSURE VACUUM ATMOSPHERIC PRESSURE
VACUUM PISTON OPERATION

When air pressure in the carburetor bore becomes significantly lower than atmospheric pressure, atmospheric pressure forces the
piston to rise. When air pressure in the carburetor bore approaches atmospheric pressure, the piston (assisted by a return spring)
lowers. During idle and low speed operation, when the throttle plate is nearly closed, intake port vacuum is confined to the area
between the throttle plate and intake manifold. During this condition, air pressure at the vacuum piston is nearly the same as
atmospheric pressure, and the vacuum piston is in the fully closed (lowest) position.
As the throttle is opened, induction port vacuum extends toward the vacuum piston. The intermediate circuit begins to operate and
the vacuum piston moves in response to the difference between atmospheric pressure and the vacuum in the carburetor bore.
Piston movement stabilizes at a height where the pressure differential balances piston weight and return spring pressure. An
increase in intake charge flow volume, as controlled by the throttle plate, is accommodated by the vacuum piston increasing the
size of the air passage, rather than by increasing air speed. Piston movement varies the size of the venturi so that air velocity can
remain constant regardless of changes in flow volume, hence the name for this type of carburetor; Constant Velocity (CV).
In most CV carburetors, the vacuum piston is mounted vertically or at a slight angle. There are exceptions to this arrangement,
namely the 1988-2000 GL 1500 Gold Wing . In the following text, the vacuum piston movement will be described as rising
(increasing venturi size) and lowering (decreasing venturi size).
8-20
At rest, the vacuum piston is in its lowest position due to gravity and spring ATMOSPHERIC
force. A diaphragm attached to the vacuum piston or the close tolerance PRESSURE
between piston and bore separates the upper and lower chambers. Venturi DIAPHRAGM
vacuum is transmitted to the upper chamber through a hole in the bottom of
the piston, while atmospheric pressure acts on the lower chamber.
When the throttle valve is opened-assuming a constant engine speed-the
quantity and velocity of air flow increases. The increased velocity increases
vacuum at the venturi, which is transmitted to the vacuum chamber, causing PISTON
the diaphragm and the vacuum piston to rise. As the piston rises, the cross-
sectional area at the venturi increases, decreasing the velocity of air flow,
and thereby keeping the velocity of air at the venturi constant.
In the opposite scenario, when the engine speed decreases-assuming a
::c>
''
' '
'' ''
,_,
constant throttle position-the air quantity and velocity decreases. The
decreased velocity of flow decreases vacuum at the venturi and causes the
diaphragm and the vacuum piston to lower. As the piston lowers, the cross-
sectional area at the venturi decreases, increasing the velocity of the air
flow, and again the velocity of air flow at the venturi is kept constant.
As engine speed increases, the quantity of air required by the engine also
increases. Therefore, the vacuum piston must rise to allow the higher THROTTLE VALVE
quantity of air to flow within the optimal velocity range.
Range 1: When engine speed is very low, the vacuum piston is still at its
VACUUM PISTON VACUUM PISTON
bottom position. Air velocity increases as engine speed rises.
BEGINS TO OPEN FULLY CLOSED
Range 2: The vacuum piston starts to rise which increases venturi size.
Since the venturi size increases as required air quantity increases, air --:-i ~
velocity at the venturi is maintained at an almost constant level. 1 l---®----1-@-..
Range 3: After the vacuum piston is fully raised, the venturi size is fixed and
~~t
air velocity increases as the air quanitity increases.
I
-z
<( <(
a=>
~5t
-<( o....J
w
>
8B
ENGINE SPEED ___..
As the vacuum piston moves, so does the jet needle that is attached to the
bottom of it. As the piston rises and lowers, the clearance between the SMALL LARGE
needle jet and the diameter and taper of the jet needle changes. This action CLEARANCE~ ~ CLEARANCE
meters fuel according to the quantity of air flow to create the best air/fuel
JET
mixture ratio.
NEEDLE
NEEDLE JET
HOLDER
8-21
CV CARBURETOR VARIATIONS
The following are Honda-coded variations of the Constant Velocity (CV) carburetor:
• VE Horizontal-draft type
• VD Slant-draft type used on V-twin and V-four engines
• VG Slant-draft type used on in-line engines
• VD-GL Down-draft type used on flat-six GL 1500
• VP Flat vacuum piston type
The different types of CV carburetors and their unique features are described in the following pages.
VE TYPE CARBURETOR SYSTEMS
VE type carburetors have a horizontal-draft design. A rubber diaphragm separates the upper and lower chambers. A slow circuit, a
starter circuit, and a main circuit supply fuel by turns according to operating conditions, with the functions overlapping to provide a
smooth fueling transition through the engine speed range.
BYSTARTER JET
AIR FROM
MAIN NOZZLE CARBURETOR INLET
INTRODUCED INTO
DIAPHRAGM LOWER
CHAMBER THROUGH
THIS PORT
INTAKE TO MAIN AIR JET IS

DIAPHRAGM LOCATED AT THE
UPPER CHAMBER BOTTOM OF THIS
PASSAGE
STARTER JET
BYPASS PORTS
PILOT SCREW
SLOW JET MAIN JET
8-22
Idle Port I Bypass Ports
When the throttle valve is fully closed at engine idle speed , fuel is drawn into
the intake manifold only through the idle port. When the throttle valve is half- TOTAL FUELJ QUANTI~,,,,,
way to fully open, the main circuit supplies the fuel. To achieve a smooth
transition in operation from the slow circuit to the main circuit, a few extra 5 , ...... .- -
,,,.
,'
ports are provided in the throttle bore. These ports are called bypass ports. .=
0..
~
::::>
(/)
z
0 BYPASS PORTS
u
....J
w
::::>
LL
,
THROTTLE OPENING
When the throttle valve is fully closed, air enters the bypass ports to lean the
mixture in the slow circuit.
IDLE PORT
Air to the slow system is introduced from the diaphragm lower chamber,
where there is atmospheric pressure, and is controlled by the slow air jet.
As the throttle valve opens slightly, the positional relationship of the bypass
ports to the throttle valve changes (upstream to downstream). This causes
the bypass ports to change function and they begin to supply fuel. When
two or more bypass ports are provided, they start to supply fuel in turn as
the throttle valve opens.
8-23
Air Cut Valve (ACV)
The Air Cut Valve (ACV) cancels one of two slow air circuits and enriches
the air/fuel mixture fed by the slow circuit to prevent afterburn. SLOW AIR JET No. 1
When the engine is idling, the air passage from slow air jet No. 2 (SAJ2) is SLOW AIR JET No. 2
kept open by spring force applied to the diaphragm. During deceleration,
the air passage is closed by increased vacuum acting against the
diaphragm and overcoming the spring force.
DECELERATION: SAJ2 CLOSED
8-24
VDNG CARBURETOR SYSTEMS
Slant-draft carburetors are used on engines with inclined cylinders , including V-twins, V-fours and in-line cylinder engines. The
main , slow and starter fuel jets are arranged vertically.
The slanted CV carburetors used on Honda motorcycles are coded VD or VG according to the angle of the diaphragm chamber
against the carburetor's body. The VD type is used on V-twin and V-four engines while the VG type is used on in-line cylinder
engines.
'
MAIN AIR JET SLOW AIR JET

FITTED UNDER
THIS PLUG
BYSTARTER
AIR JET
ADDITIONAL
AIR INLET TO
STARTING
SYSTEM
SLOWAIR
f
ATMOSPHERIC PRESSURE TO
JET No. 2
PILOT SCREW
DIAPHRAGM LOWER CHAMBER
{
OUTLET OF
STARTING
SYSTEM MAIN JET
8-25
Slow System
Since the positions of the idle port and the bypass ports are lower than the
fuel level in the float chamber, an extra air jet circuit is provided to prevent SLOW AIR JET No. 1
any fuel siphoning from the float bowl through these ports. Air from the extra
circuit is controlled by slow air jet No. 2.
Starting/Main System
The main jet, emulsion tube, and bystarter jet are aligned vertically, while the vacuum piston, jet needle, and needle jet are slanted.
VACUUM PISTON
BYSTARTER JET
BYSTARTER JET
MAIN SYSTEM STARTING SYSTEM
The pressure difference between the vacuum in the upper chamber and the atmospheric pressure in the lower chamber acts to lift
the vacuum piston and connected jet needle. Maintaining atmospheric pressure in the lower chamber is an important requirement
for optimum vacuum piston operation.
At high speed with a wide open throttle, atmospheric pressure in the air
cleaner case is reduced , which could lead to issues with vacuum piston
operation. Due to this, some CV type carburetors are equipped with an
atmospheric air intake to the diaphragm lower chamber that has an
independent sub-air cleaner. This design assures stable atmospheric
pressure to the diaphragm and isolates it from pressure changes in the
main air cleaner case. This system contributes to good throttle response at
high speed.
CJ CJ
VACUUM ATMOSPHERIC PRESSURE
8-26
VD-GL TYPE CARBURETOR SYSTEMS
The carburetors on certain models, such as the 1988-2000 GL 1500 Gold Wing, are mounted in a down-draft position with intake air
passing straight down through the carburetors. Honda codes this type of carburetor VD .
Given certain weather conditions, some carburetor configurations are susceptible to icing. Such is the case with the GL 1500's VD
type carburetors , but which have an anti-icing system incorporated into them to eliminate the issue.
NOTE:
• Carburetor icing occurs when humid air is cooled in the venturi and the water vapor the air is carrying freezes . Ice forms in the
bore of the carburetor and can reduce or entirely block the passage of air, and can jam mechanical parts of the carburetor.
On the 1988-2000 GL 1500, each carburetor is mounted on top of a one-
into-three intake manifold and feeds three cylinders on each side of the flat
six engine.
Carburetor and intake manifold heating is used to prevent icing of the
carburetor and condensation of fuel in the manifold passages. The coolant
passage that heats the carburetor is controlled by a thermovalve , which
closes at normal operating temperatures.
I
In addition to the heating of the carburetor and intake manifold, intake air
ACTUATOR
temperature is also controlled . This is accomplished with the use of a
vacuum activated flap door that directs either warm air from near the
exhaust pipes or fresh air to the air cleaner case intake. A temperature-
i sensitive bimetallic air bleed valve located in the air cleaner case
determines the choice of air source.
BIMETALLIC AIR
BLEED VALVE
ONE-WAY
VALVE
ALL HOSES CODED PINK
To assist with cold operation by enrichening the air/fuel mixture ratio, and to
compensate for any condensation of fuel , a temperature compensating
accelerator pump doubles the volume of fuel it pumps when the fuel
temperature is below 50°F.
VALVE
(DELIVERY)
ONE-WAY
VALVE
(INTAKE)
BIMETALLIC
VALVE BY-PASS HOLE
8-27
Another feature of the VD type CV carburetor used on the GL 1500 is the use of primary and secondary main jet circuits to provide
greater mixture control in the idle to one-half open throttle range. The primary main jet circuit has three air bleeds, two of which are
computer controlled . The air bleeds are opened or closed based on engine speed, manifold vacuum , and intake air temperature.
With both computer-controlled air bleeds closed, a rich mixture is produced. Two leaner stages of mixture are available as the
solenoid valves for air jet 2 or air jet 3 are opened by the carburetor control unit.
GL 1500 COMPUTERIZED AIR JET CONTROL SYSTEM:
AIR
TEMPERATURE
SENSOR
SOLENOID CARBURETOR
VALVE AJ3 CONTROL UNIT
VALVE AJ2
IGNITION
CONTROL UNIT
ff® :VACUUM:
:SENSOR:
----, ,----
@ AIR 2 (BLUE)
t
0
FILTER
TOAJC t TO INTAKE
MANIFOLD
TO OTHER
CARBURETOR IGNITION PULSE
GENERATOR
PMAJ2
I
; - - J
I
-,
I
PMAJ3 (
I
_J
I
I'--
--
I
(--
'
'
' J
......... • ALL HOSES CODED WHITE
1 (
• PRIMARY MAIN AIR JET (PMAJ)
I I • AIR JET CONTROL (AJC)
PRIMARY MAIN JET I • AIR JET (AJ)
8-28
VP TYPE CARBURETOR SYSTEMS
The VP type of CV carburetor uses a flat vacuum piston instead of a cylindrical one. The flat shape allows for a more compact
overall carburetor size , a straight and smooth throttle bore, and improves throttle response.
Round Verses Flat CV Vacuum Pistons

In any CV carburetor, the position of the vacuum piston , and therefore the amount of venturi effect it has in the carburetor bore, is
determined by the ratio of competing forces . Together with the ratio between atmospheric pressure and negative pressure on the
diaphragm, the downward force of the weight of the piston and spring force are factors, and so is the downward force created by the
vacuum in the venturi.
As the amount downward force of the venturi vacuum is proportional to the size of the vacuum piston , the larger the piston , the
larger the diameter of the diaphragm needs to be to compensate. Any increase in size of the diaphragm increases the overall size
of the carburetor. This causes packaging problems on multiple cylinder in-line engines.
The flat shape of the vacuum piston used on VP type carburetors has a smaller bottom area than that for VE , VD , and VG types that
use a cylindrical shaped piston . As this reduces the down force created by vacuum in the venturi , it was possible to reduce the
diameter of the vacuum piston diaphragm accord ingly. This reduction enables a smaller overall carburetor size and aids in
packaging and placement of the carburetor.
When the throttle valve is abruptly opened, vacuum in the venturi momentarily increases and pulls the vacuum piston down. In the
next moment, vacuum is transmitted to the diaphragm upper chamber to pull the piston up. Because of this sequence, there is a
slight lag time between throttle application and increased motive force . With VP type carburetors, the reduced bottom area of the
piston improves throttle response by reducing thisJ ime lag.
DIAMETER: FLAT SLIDE

DIAMETER: ROUND SLIDE
VACUUM PISTON ON
VE/VD/VG TYPES
FLAT CV SLIDE
ROUND CV SLIDE
VACUUM PISTON
ON VP TYPE
Venturi Bore
Additional benefits of the flat shape of the vacuum piston are improved venturi efficiency and a reduction in carburetor bore length.
The round shape of a cylindrical vacuum piston requires the channel in which it moves to also be round . As shown in the image
above, th is creates a widening of the carburetor bore, wh ich slightly reduces the vacuum created . As the flat shape of the VD
carburetor vacuum piston only requires a slotted channel in which to move, the carburetor bore width is not affected. Furthermore,
as the flat shape of the vacuum piston is much shorter front-to-back, the overall width of the carburetor can be reduced.
8-29
Slow System
As with VONG type carburetors, the positions of the idle port and the
bypass ports are lower than the fuel level in the float chamber. Therefore an
extra air jet circuit is included to prevent any fuel siphoning from the float
bowl through these ports. Air from the extra circuit is controlled by slow air
jet no. 2.
IDLE PORT LEVEL
Air Cut Valve

The Air Cut Valve (ACV) reduces. air and enriches the air/fuel mixture fed by the slow circuit to prevent afterburn. The ACV is a one-
piece plastic component screwed onto the carburetor body. Vacuum from the intake manifold is routed to the air cut valve through
an external rubber hose.
Air enters through the clearance between the plug and the carburetor body. It then passes the air cut valve, slow air jet No. 2, and
joins the air/fuel mixture from the slow jet and slow air jet No. 1. When intake manifold vacuum rises due to deceleration, the air cut
valve closes to cut this air supply, enriching mixture gas from the slow system.
PILOT JET
SLOW AIR JET No. 1 PLUG
8-30
Starting System
Air enters the starting system from a port at the top of the throttle bore (1 ), before the throttle valve. When the bystarter valve is
open, the starting mixture flows down into the throttle bore, past the throttle valve (2).
Depending on the installation angle of the carburetor and the maximum air flow volume, a plug is sometimes fitted in place of the
bystarter air jet. Instead, air jet(s) are drilled in the carburetor body.
BYSTARTER VALVE
BYSTARTER FUEL JET BYSTARTER AIR JET
Main System
See the images below for the location of the main jet and main air jet.
8-31
FUEL SYSTEM ADDITIONAL INFORMATION
VACUUM FUEL VALVE
The vacuum fuel valve automatically opens when the engine is started and closes when the engine is stopped. It includes two
diaphragms that are interconnected by an aluminum link. When the engine is stopped, a spring forces the larger diaphragm and the
smaller diaphragm to close the fuel passage. When the engine is started , vacuum force is applied to the larger diaphragm and pulls
it and the smaller diaphragm away from and opening the fuel passage. The valve automatically returns to the original position to
close the fuel passage when the engine stops.
LARGER DIAPHRAGM ~ ATMOSPHERIC PRESSURE
l
0 MANIFOLD VACUUM J
AIR CUT VALVE (ACV)

An Air Cut Valve (ACV) prevents afterburn or backfire upon abrupt deceleration. The valve enriches the air/fuel mixture ratio by
restricting air in the slow circuit.
NOTE:
• Afterburn is the burning of fuel in the exhaust port or pipe. This is similar to a backfire, which is the burning of fuel in the intake
port or carburetor. Both conditions occur when a very lean air/fuel mixture burns so slowly in the combustion chamber that it is
still burning when the exhaust and intake valves open . .
• Afterburn can also be caused by a very rich mixture, where unburned fuel ignites in the exhaust port or pipe. This condition ,
however, is not symptomatic of a usual engine condition and is not addressed by the air cut valve .
• A further cause of afterburn is low compression . When the throttle valve is closed , the total quantity air/fuel mixture is small ,
resulting in low compression in the cylinder.
Closing the throttle valve increases the vacuum in the carburetor main bore (after the throttle valve), which pulls the diaphragm and
the pin, causing the air cut valve to close the air passage. As engine speed decreases , the vacuum in the main bore decreases and
the spring diaphragm pushes the diaphragm/pin, which opens the air cut valve. When the air cut valve closes it stops the air supply
from one of two slow air circuits, enriching the air/fuel mixture from the slow circuit.
VACUUM
t - - - - - - - - (3)
(mmHg)
-(2)
- (1)
TIME_.
(1) VACUUM LEVEL AT IDLE
(2) VACUUM LEVEL WHEN ACV ACTIVATED
(3) HIGHEST POSSIBLE VACUUM LEVEL
AIR CUT VALVE
CLOSED
8-32
ACCELERATOR PUMP
An accelerator pump provides an additional amount of fuel on acceleration . Taking a small quantity of fuel from one of the float
bowls, the accelerator pump supplies fuel to a spray nozzle located near the air cleaner end of the carburetor. The accelerator
pump is actuated by the throttle linkage. ·
When the throttle is opened suddenly, fuel is pumped into the carburetor bore and enrichens the mixture. The stroke of the
accelerator pump is adjusted by bending a tab on the linkage, as detailed in the model specific Service Manual.
As the throttle is opened, the area with induction port vacuum extends toward the vacuum piston . The intermediate circuit becomes
operative, and the vacuum piston moves in response to the difference between atmospheric pressure and vacuum in the carburetor
bore. Piston movement stabilizes at a height where the pressure differential balances piston weight.
ELECTRIC FUEL PUMP

On carbureted engines a fuel pump is used when the height difference between the fuel tank and the carburetor float chamber is
not sufficient to supply fuel by gravity feed alone.
The fuel pump is a low pressure electromagnetic type . When the engine is started, the fuel pump switch, turned on by a fuel cut-off
relay, generates electromagnetic force in the fuel pump coil that moves the plunger and diaphragm. The resulting vacuum in the
diaphragm chamber opens Valve A and fuel flows into the diaphragm chamber. The plunger pushes the switch off, collapsing the
electromagnetic force in the coil. This allows the diaphragm spring to move the plunger and diaphragm which forces fuel into the
diaphragm chamber through Valve B. Certain types of this fuel pump have a built-in fuel cut-off relay.
FUEL PUMP OUT

SWITCH DIAPHRAGM
VALVE B
VALVE A
DIAPHRAGM
FUEL PUMP FUEL FILTER CHAMBER IN
8-33
FUEL CUT-OFF RELAY

When the ignition switch is on, current flows to the transistor and thyristor but does not flow to the fuel pump.
FUEL CUT-OFF RELAY
BLACK
r--------
1
- -----.,
f?11
----------
11
...
BLACK/BLUE
IGNITION
CONTROL
MODULE
To fill the carburetor float bowl with fuel when the ignition switch is on,
WHEN IGNITION SWITCH IS ON:
certain types of fuel cut-off relays have a timer function that sends current to
the fuel pump for several seconds. I :
I
TO
BATTERY
I
TO
SCR
IGNITION 1
OFF
CONTROL I
MODULE :
I
- - - .J
TO FUEL PUMP
When the engine is running, ignition pulses are transmitted from the ignition
WHEN ENGINE IS RUNNING:
primary circuit to the ignition control module and to the transistor in the fuel
cut relay. The transistor then switches on the thyristor, which sends battery
current to the fuel pump.
TO
The fuel pump will not operate unless the ignition primary circuit operates BATTERY
properly.
TO
SCR
IGNITION
ON
CONTROL I
MODULE I
I
I
___ J
TO FUEL PUMP
8-34
TWO-STROKE FUEL/OIL RATIOS
The most common ratio for two-stroke fuel/oil is 32:1, but other ratios may Standard Metric
apply to specific models and applications. For example , older motocross
Fuel: 32 Oil : 1 Fuel : 32 Oil : 1
engines use 20:1. See the model specific Owner's or Service Manual for the (Gallons) (Ounces) (Liters) (MUCCs)
correct fuel/oil ratio. 1 31 .25
0.5 2
The chart to the right indicates the amount of oil (in ounces or mililiter/cc) to 1.0 4 2 62 .50
add to fuel (per gallon or liter). If the recommended rate is not 32: 1, use the 1.5 6 4 125.00
calculation given below for the amount of oil needed . 2.0 8 6 187.50
Ounces in one gallon= 128 2.5 10 8 250.00
3.0 12 10 312 .50
Fuel/Oi l Ratio = 32: 1 (32 parts fuel to 1 part oil)
" 3.5 14 12 375.00
Formula: 128 divided by fuel part of ratio = ounces of oil for 1 gallon of fuel 4.0 16 14 437.50
Example: 128 divided by 32 = 4 ounces (as shown in the chart) 4.5 18 16 500.00
5.0 20 18 562.50
Example: 128 divided by 20 = 5.4 ounces of oil per gallon
5.5 22 20 625.00
6.0 24 22 687.50
HIGH ALTITUDE ADJUSTMENT

When an engine is operated continuously at altitudes above 6,500 feet (2 ,000 m) the carburetor must be adjusted to improve
driveability and decrease exhaust emissions.
At high altitude, air density is low. This means there's less oxygen for combustion . For this reason , the standard carburetor setting
becomes too rich . To achieve the proper air/fuel ratio, lean the carburetor setting.
Methods for adjustment are:
• Slow system - adjustment of the air/fuel screw
• Main system (medium) - repositioning of the jet needle clip
• Main system (fully open) - replacement of the main jet
Perform the altitude adjustment specific to the motorcycle model as indicated in the model specific Owner's and Service Manual.
NOTE:
All jetting specifications given in the model specific Owner's and Service Manual are based on the following:
• Standard Jetting
• 32:1 Fuel/Oil Ratio (for 2-stroke)
• Unmodified Engine (including porting, exhaust and timing)
NOTICE
Operation at an altitude lower than 5,000 feet (1,500 m) with the FEET METERS
carburetor(s) adjusted for high altitude may cause the engine to idle roughly
or stall.
10,000 3,000
When used continuously at altitudes below 5,000 feet (1 ,500 m), HIGH ALTITUDE SETTING
carburetors adjusted for high altitudes must be readjusted to the standard 8,000
setting. Failure to do so will result in an over-lean operation and may cause
6 ,000
- - - - - - - - - ----+- 2,000
engine damage.
4,000
1,000
STANDARD SETTING
2,000
8-35
ADDITIONAL ALTITUDE/TEMPERATURE ADJUSTMENT-TUNING FOR RACE CONDITIONS
Certain conditions and parameters indicate a jetting adjustment should be made. The following two charts give some guidelines.
GENERAL CHANGES DUE TO TEMPERATURE AND ALTITUDE
Condition Mixture Will Be Adjust To Component Affected

Cold temperature Lean Richen Main Jet Uet needle stage)
Warm temperature Rich Lean out Main Jet Uet needle stage)
Dry air Lean Richen Main Jet Uet needle stage)
High humidity Rich Lean out Main Jet Uet needle stage)
High altitude Rich Lean out Main Jet Uet needle stage)
SPARK PLUG CONDITION
I
Condition Description Issue
Normal
Overheating
Dark brown to light tan color with dry electrode
Light gray or white color
None (good)
Mixture is lean*
'
J
Wet Wet and sooty Mixture is rich**
*A lean condition can be caused by air leaks in the inlet tract, in the center crankcase joint and leaking ignition side crank seal.
**A rich condition may be caused by a leaking primary drive side seal that draws transmission oil into the air/fuel mixture. Excessive
smoking will occur.
Once the carburetor has been adjusted for temperature and altitude, it shouldn't need major readjustment unless race conditions
change drastically. However, there are some unique atmospheric conditions or race day situations that may require additional
adjustments. They are as follows.
MAIN JET
• Go richer on the main jet, by one number, when the track has a very long straightaway or uphill sections, a high percentage of
sand, or the track is muddy.
• Go leaner on the main jet, by one number, when it is very humid or raining, or it is hotter than 113 degrees F.
NOTE:
• To prevent engine damage, always adjust the main jet before adjusting the jet needle. Always choose the next richer jet if there
is any doubt so there is a safety margin.
• After using the model-specific jetting chart, and making any adjustments for special conditions, it shouldn't be necessary to go
more than one jet size richer or leaner to fine tune the vehicle. If larger jetting changes are necessary, check for worn crankshaft
seals, air leaks, blocked or restricted exhaust or fuel systems, or a dirty air cleaner.
JETTING CHARTS
Model specific jetting charts are included in competition model Owner's and Service Manuals. The charts give jetting change and
adjustment suggestions based on altitude and air temperature. The following abbreviations are used:
AS: Air Screw opening from fully seated (given as a number, ie: 2-1/4)
SJ: Slow Jet (given as a numeric size, ie: 45)
NC: Needle Clip position (given as a number relating to the grooves starting from the pointed end of the needle, ie: 2)
JN: Jet Needle (given as the needle part code, ie: NBKF)
MJ: Main jet (given as a numeric size, ie: 140)
8-36
SERVICE INFORMATION
GENERAL
• Work in a well ventilated area. Smoking or allowing flames or sparks in the work area or where gasoline is stored can cause a
fire or explosion.
• Before removing the carburetor, place an approved gasoline container under the carburetor drain hose, loosen the drain screw
and drain the carburetor.
• If the vehicle is to be stored for more than one month, drain the float chamber. Fuel left in the float chamber may cause clogged
jets, resulting in hard starting or poor driveability.
• Do not apply commercially available carburetor cleaners to the inside of the throttle bore.
• Do not snap the throttle valve from fully open to fully closed by hand as this may cause incorrect operation.
• Seal the cylinder head intake ports with tape or a clean cloth to keep dirt and debris from entering the intake ports after the
carburetor or throttle body has been removed.
• Prevent dirt and debris from entering the throttle bore and air passages after the carburetor has been removed. Clean them
using compressed air if necessary.
, TOOLS
When conducting fuel system/carburetor testing, servicing, and repair, the special tools listed below may be required. See the
model specific Service Manual for the part numbers of the specifically required tools. For a list of common hand tools, see page iv.
f
Carburetor float level gauge Pilot screw wrench
8-37
FUEL SYSTEMS PRINCIPLES/CARBURETOR ..
TROUBLESHOOTING
When the vehicle has one of these symptoms, check the suggested causes and conduct appropriate troubleshooting procedures.
Symptom
Engine cranks but won't start .. No fuel in tank
Check For
,.
J
No fuel to carburetor
- Clogged fuel strainer
- Clogged fuel filter
- Pinched or clogged fuel feed hose
- Pinched or clogged fuel tank air vent hose
- Pinched or clogged fuel valve vacuum hose
- Faulty fuel pump
- Faulty fuel pump circuits
. Too much fuel getting to the engine
- Clogged air cleaner
- Flooded carburetor
. Intake air leak
. Contaminated/deteriorated fuel
.
.. Improper choke operation
"'
Improper throttle operation
No spark at plug (faulty ignition system) (Section 24)
Hard starting or stalling after starting .. Improper choke operation
.. Ignition malfunction (Section 24)

Faulty carburetor
.
. Fuel contamination
Intake air leak
Incorrect idle speed
. Misadjusted pilot screw
.
.. incorrect valve clearance (Section 2)
Incorrect carburetor synchronization (Section 2)
.. Improper choke operation

Starting enrichment valve open
.
. Pinched or clogged fuel feed hose
Fuel mixture too lean/rich
Clogged slow circuit
. Faulty EVAP control system (50 state, meets California GARB requirements)
(Section 7)
- Faulty EVAP carburetor air vent control valve
- Faulty EVAP purge control valve
- Clogged EVAP control system hose
Afterburn when engine braking is used .. Lean mixture in slow circuit
. Faulty air cut-off valve

Faulty pulse secondary air injection (PAIR) system
- Faulty PAIR control solenoid valve/control valve
- Faulty PAIR check valve
. - Clogged PAIR system hose

Faulty ignition system (Section 24)
Backfiring or misfiring during accelera- . Faulty ignition system (Section 24)
.
tion
Poor performance (driveability) and .. Lean mixture
Clogged fuel system
poor fuel economy Faulty EVAP control system (50 state, meets California GARB requirements)
(Section 7)
.. - Clogged EVAP control system hose

Faulty ignition system (Section 24)
Clogged air cleaner element
8-38
Symptom Check For • "
"
Lean mixture
..
• Clogged fuel jets
Faulty float valve
Restricted fuel line
.
..
Clogged carburetor air vent tube
Restricted fuel tank breather tube
..
Intake air leak
Faulty vacuum piston
Faulty float valve
. Faulty EVAP control system (50 state, meets California CARB requirements)
(Section 7)
- Clogged EVAP carburetor air vent control system hose
Rich mixture
...
Starter enrichment valve open
Incorrect choke operation
Faulty float valve
.
Float level too high
...
Clogged air cleaner element
Faulty vacuum piston
Faulty EVAP control system (50 state, meets California CARB requirements)
(Section 7)
- Clogged EVAP purge system hose
MIL stays ON but no DTCs set, or MIL . Faulty MIL circuit
never comes ON at all
MIL stays ON at all . Short circuit in the DLC related wire
(No OTC set)
8-39
CARBURETOR ADJUSTMENT
INPECTION/SERVICE
Due to the various configurations, features, and
components of different types of carburetors, not all the
listed procedures will be necessary.
See the model specific Service Manual for carburetor
removal, disassembly, assembly, and installation
procedures, and for adjustment and service limit
specifications.
Where appropriate, make the adjustments listed.
FLOAT ADJUSTMENT
The carburetor manufacturer establishes the correct
float bowl fuel level in accordance with the design,
characteristics, and application of the particular
carburetor model. VALVE CLOSED '
Because it is not possible to see the actual level of the
fuel within the float bowl (unless one attaches a sight
tube), float adjustment specifications are usually given
in terms of the distance between the carburetor body
and the bottom of the float when the float arm tang just
closes the valve.
With the float valve seated and the float arm just
touching the valve, measure the float level with the tool
as shown or by using a vernier caliper.
TOOLS
Carburetor float level gauge
MEASUREMENT POINT
See the model specific Service Manual for the float
level specification.
Where adjustable, adjust the float level by carefully
bending the float arm tang .
NOTE:
..
• On some models the tang is not adjustable. On such
models, replace the float assembly if the float level is
out of specification.
8-40
PILOT/AIR SCREW ADJUSTMENT/
IDLE DROP PROCEDURE
The idle drop adjustment procedure insures the
carburetor is providing the correct amount of air/fuel
mixture to the cylinder at idle and low speed. This
facilitates smooth operation.
Too rich an air/fuel mixture causes an increase in
pollutants such as hydrocarbons and carbon monoxide.
A rich mixture will also increase fuel consumption and
cause spark plug fouling. Too lean an air/fuel mixture
can cause surging during low speed operation. A lean
mixture may also cause long warm-up times and engine
overheating due to insufficient fuel quantity from the idle
circuit.
The air/fuel mixture can be adjusted for smooth
operation at idle and low speed by adjusting the pilot
screw or air screw.
NOTICE
• On emission controlled vehicles, the pilot screw will
have a limiter cap or be hidden behind a tamper
proof plug in the carburetor body. If the pilot screw
has a limiter cap, first remove the pilot screw and PILOT SCREW
replace it with a new pilot screw before beginning
the procedure. A new pilot screw comes with a new
limiter cap that must be glued on upon completion of
the idle drop procedure.
• For carburetors with a tamper-proof plug, following
the removal/installation instructions on page 8-42.
NOTE:
• An idle drop procedure should only be performed
after valve adjustment, carburetor synchronization,
and any other tune-up related adjustments have
been made. LIMITER CAP
• Where appropriate, make sure the carburetor ~ - - - - -- - - - -- - -- - ------'
synchronization is within specification before
adjusting the pilot screw.
• The pilot screws are factory pre-set and no
adjustment is necessary unless the pilot screws are
replaced.
smaller that will accurately indicate a 50 rpm
change.
Start the engine and warm it to operating temperature.
The vehicle 's Connect a tachometer to the engine to monitor rpm.
tachometer, if
Adjust the idle speed to the rpm specified in the model
equipped, is not
specific Service Manual with the throttle stop screw.
sufficiently sensitive
to read the small Follow the idle drop procedure steps outlined in the
changes in engine model specific Service Manual for the model you are
speed that are working on.
specified in this
After the pilot/air screw is adjusted, a new tamper-proof
procedure.
plug must be installed (page 8-42).
8-41
TAMPER-PROOF PLUG REMOVAL/
INSTALLATION
NOT PRE-DRILLED TYPE
Drill a small hole into the tamper-proof plug
I NOTICE I
Use only the tip of the drill bit to penetrate the plug.
Place a piece of metal tubing as a sleeve over the drill
to limit the drill bit to penetrate the plug by 3 mm. If the
drill bit is allowed to continue through the plug it will
strike the pilot screw and turn it inward, which could
damage the carburetor body.
PRE-DRILLED TYPE
Remove the carburetor by following the procedure in
Using a M5 bottom tap , tap the pre-drilled hole.
NOTE:
• Due to the shallow depth of the pre-drilled hole a
standard tap with a tapered end will not work.
• A bottom tap, where the cutting threads start at the
bottom of the tap, must be used.
BOTH TYPES
• Not pre-drilled type:
Insert a sheet metal screw into the hole drilled into
the plug and use it to pull out the plug.
• Pre-drlled type:
Insert and fasten a M5 bolt into the tapped hole in
the plug and use it to pull out the plug .
To assist in plug
removal use a
hammer to tap
upward against the
pliers used to hold
the screw or bolt..
Apply a high-strength, instant adhesive, such as Three

Bond 7737 or equivalent, to the outside circumference
of the plug and install it over the air screw.
8-42
IDLE SPEED ADJUSTMENT
Idle speed adjustment is completed in a number of
ways depending upon the type of carburetor. Either a
screw or knob is provided on the carburetor, the turning
of which adjusts idle speed.
Set idle speed to that specified in the model specific
Service Manual.
An adjustable throttle stop screw controls engine idle
rpm by limiting throttle valve closure . The stop screw is
turned clockwise to increase idle rpm or
" counterclockwise to decrease idle rpm .
If the carburetor is equipped with a slide type throttle
i valve, the stop screw will usually be located on the slide
bore and act directly against the slide.
THROTTLE
STOP SCREW
If the carburetor is equipped with a flat slide type throttle

valve , idle speed is adjusted by rotating the enrichener
control knob (choke knob). The enrichener control knob
is turned counterclockwise to increase idle rpm or
clockwise to decrease idle rpm .
IDLE ADJUST c
(ROTATIONAL)
,.
With the throttle plate arrangement, idle speed is raised

or lowered by opening or closing the throttle plate
slightly. Therefore, if the carburetor is equipped with a
throttle plate, the stop screw will usually be located at
the throttle plate pivot arm.
The idle speed adjustment procedure is greatly
simplified in most multi-cylinder models by having a
single throttle stop at the throttle valve operating
linkages to all carburetors . When a single throttle stop is
used for two or more carburetors, throttle valve
synchronization is not affected by idle speed
adjustment.
THROTTLE STOP SCREW
8-43
CARBURETOR COMPONENT
INSPECTION
Upon disassembly of the carburetor, where applicable,
complete the following inspections:
• Air cut-off valve
- Check the diaphragm for deterioration or pin holes
- Check the spring for deterioration JET NEEDLE
- Check the needle of the diaphragm for excessive
wear at the tip
- orifice of the air vent for clogging or restriction 0 ~
• Vacuum chamber/mechanical throttle slide
~~ ~
I
- Check the vacuum piston/throttle valve slide for VACCUM
smooth operation up and down in the carburetor PISTON
body
- Check the jet needle for stepped wear
- Check the vacuum piston/throttle valve slide for SLOW JET
wear or damage
- Check the diaphragm for damage, pin holes,
wrinkles, or bends PILOT
• Float chamber SCREW
/
- Check the float for damage, deterioration or fuel in
the float
- Check the float valve and valve seat for scoring,
scratches, clogging, or damage
- Check the tip of the float valve, where it contact
the valve seat, for stepped wear or contamination
- Check each jet for wear or damage
• Throttle valve
- Open the throttle valve slightly by pressing the
throttle linkage and be sure it returns smoothly
- Rotate the throttle drum and be sure that the
throttle valve opens and closes smoothly
- Check the throttle valve, throttle valve seal, roller
and throttle valve plate for scratches, wear or
damage
Check all other components as indicated in the model
specific Service Manual and clean or replace parts as
necessary. "
CARBURETOR CLEANING
I NOTICE I
Cleaning the air and fuel passages with a piece of wire
or other implement will damage the carburetor body. COMPRESSED AIR GUN
Following the procedures in the model specific Service

Manual, remove and separate the carburetors, and
remove all the parts, including the diaphragm/vacuum
chamber, float valve, all jets, pilot screw, air cut-off
valve, etc.
Use compressed air to blow through all air and fuel
passages in the carburetor body.
To clean gummed/varnished passages and jets, spray
through or soak the parts in carburetor cleaner.
8-44
DUALCARBURETORS:SECONDARY
TOUCH LEVER ADJUSTMENT
Idle mixture, idle speed, and float level adjustments are
similar to other slide throttle valve carburetors. The only
unique adjustment is the secondary touch lever, which
determines when the secondary carburetor begins to
open.
The secondary touch lever clearance is adjusted by
turning the secondary touch lever adjustment screw in
or out. This adjustment only needs to be performed
when the carburetors are reassembled after
dismantling, which disturbs the linkage.
Follow the adjustment procedure given in the model
ELECTRIC FUEL PUMP INSPECTION

TOOLS:
Digital multimeter
Test probes
Turn the ignition switch ON and perform the following

inspections.
1. Fuel Cut-Off Relay Voltage Inspection
Check for battery voltage between the black wire(+)
IGNITION MAIN
of the fuel cut-off relay connector (pump connector if FUSE SWITCH FUSE
the relay is built into the pump) and ground(-).
Is battery voltage present?
NO - • Broken black wire . -----,
• Faulty sub fuse . I
I
Faulty ignition switch. I
• Poor contact at the fuse holder
connector. _J FUEL
I ~
YES - GO TO STEP 2.
Bl/Bu PUMP
TO IGNITION
CIRCUIT
ICM
2. Fuel Cut-Off Relay Ground Wire Inspection

Check for continuity between the black/blue wire of
the relay connector and ground (or black/yellow wire IGNITION MAIN
FUSE SWITCH FUSE
and green wire of the pump connector, if the relay is
built into the pump).
Is there continuity?
YES - Faulty fuel cut-off relay (pump).
NO - GO TO STEP 3.
i.------GREEN
WIRE
-=-
8-45
3. Fuel Pump Inspection
Disconnect the relay, and short the black and black/
blue wires of the relay connector using a jumper
wire, and check for battery voltage between the
black/blue (+) wire and green wire of the pump
connector.
NO - • Broken green or black/blue wire.
• Faulty ground .
YES - Faulty fuel pump .
ELECTRIC FUEL PUMP DISCHARGE

VOLUME INSPECTION
Refer to the model To assess the correct functionality of the electric fuel
specific Service pump by testing the flow rate, follow the procedure
Manual for the listed below.
specified flow rate.
• Turn off the ignition switch.
• Disconnect the fuel cut-off relay wire connector.
• Connect the black wire terminal and the Black/blue
wire terminal with a jumper wire .
• Disconnect the fuel outlet hose. Hold a graduated
beaker under the hose outlet.
• Confirm that the fuel valve is in the ON or RES
position .
• Turn the ignition switch on to activate the fuel pump
for five seconds, then turn the switch off. FUEL CUT-OFF RELAY
• Multiply the volume of drained fuel by 12 to get the
fuel volume pumped in one minute. This should
match the specification for the model.
FUEL CUT-OFF RELAY
fr''
_.,
11- -
JUMPER WIRE
8-46
9. FUEL INJECTION SYSTEMS
SYSTEM DESCRIPTION········· ...................... 9.2 FUEL LINE REPLACEMENT······················ 9-34
FUEL INJECTION··········································9-3
ENGINE CONTROL MODULE (ECM)···········9-4
ECM INPUTS AND OUTPUTS ······················9-7

FUEL PRESSURE TEST .. ···························9-38
FUEL FLOW INPECTION ···························9-38
FUEL PUMP INSPECTION························· 9-39

•
THROTTLE BY WIRE (TBW) SYSTEM ······9-13 FUEL CUT RELAY INSPECTION··············· 9-39
TRACTION CONTROL SYSTEM (TCS) ·····9-14 THROTTLE BODY CLEANING··················· 9-40
TCS (IGNITION CONTROL TYPE) ·············9-14 FUEL INJECTOR INSPECTION ·················9-40
TCS (FUEL CONTROL TYPE) .. ··················9-15 IACV INSPECTION ····································· 9-40
FUEL DELIVERY SYSTEM ·························9-16 BANK ANGLE SENSOR INSPECTION······9-41
IDLE AIR CONTROL···································9-24 ENGINE STOP RELAY INSPECTION········ 9-43
SERVICE INFORMATION ···························9-28 ECM POWER/GROUND LINE

INPECTION ·················································9-43
GENERAL TROUBLESHOOTING ··············9-29
FUEL INJECTION TROUBLESHOOTING ··9-30 INSPECTION··············································· 9-44
DTC READOUT··········································· 9-32 PAIR CONTROL SOLENOID VALVE

INSPECTION··············································· 9-45
ERASING DTC ············································9-32
PAIR CHECK VALVE INSPECTION···········9-46
CIRCUIT INSPECTION································9-33
EVAP PURGE CONTROL SOLENOID
VALVE INSPECTION ··································9-46
9-1
FUEL INJECTION SYSTEMS
SYSTEM DESCRIPTION
To supply fuel to the engine for combustion , the fuel injection system consists of the following basic components: Fuel tank, fuel
tank cap, fuel pump, fuel hoses, fuel injector, and throttle body.
The fuel tank stores fuel. The fuel tank cap opens and closes the filler port of the fuel tank and its vent maintains atmospheric
pressure in the tank by allowing air into the fuel tank to compensate for the normal drop in fuel level. The fuel pump supplies high
pressure fuel. The fuel pump assembly variously includes a fuel filter, mesh filter/screen, and stainless steel wool. The two filters
prevent dirt particles entering the injector and throttle body, the steel wool traps air bubbles and prevents them being drawn into the
pump. The fuel feed hose takes the high pressure fuel to the fuel injector, via the pressure regulator, and the fuel return hose
returns excess fuel back to the fuel tank. The pressure regulator ensures the fuel pressure supplied to the fuel injector is consistent.
The fuel injector sprays fuel into the throttle body where the fuel mixes with air to form the atomized mixture fed to the engine.
In operation, the fuel injector sprays fuel into the fast moving air passing through the throttle body. The air/fuel mixture is then
vaporized (changed from a liquid to a gas) by engine heat and the heat of compression to provide a uniform and efficiently
combustible air/fuel mixture. The quantity of fuel dispensed by the fuel injector is controlled by the ECM, which receives information
from various sensors and controls the duration (amount of time) the fuel injector sprays, providing the correct air/fuel ratio. A throttle
valve controls the amount of air passing through the throttle body. This and the duration of fuel injector spraying regulates the
engine's power output.
This basic layout and the involved components may vary depending upon model. Such differences could include a fuel pump
located outside the fuel tank and a pressure regulator built into the fuel pump. The currently used PGM-FI (Programed Fuel
Injection) and the earlier CFI (Computerized Fuel Injection) systems are basically the same. The differences between them are
slight and mainly involve the names of the sensors used .
FUEL TANK FUEL TANK CAP

+
~
HIGH PRESSURE FUEL
+ LOW PRESSURE FUEL
FUEL PUMP
HIGH PRESSURE
FUEL FILTER
MESH FILTER
THROTTLE VALVE
t PRESSURE
'
REGULATOR
THROTTLE BODY
FUEL RETURN HOSE
9-2
FUEL INJECTION
Fuel injection provides each cylinder with a precise amount of fuel This results in maximum fuel economy and performance
because each cylinder is supplied with the correct amount of fuel and therefore the correct air/fuel ratio mixture. To further provide
for economy and performance, fuel injection systems use two fueling maps. One map provides fuel for low-speed, low-load
conditions, and the other map provides fuel for high-speed, high-load conditions. These maps are the primary determiners of the
fuel quantity supplied to the engine. To allow the ECM (Electronic Control Module) to adjust fueling to compensate for varying
weather, altitude, and engine temperature conditions, several sensors provide it with information regarding conditions.
COMPUTERIZED FUEL INJECTION (CFI) SYSTEM DIAGRAM

Computerized fuel injection (CFI) was Honda's first fuel injection system for road-going motorcycles. The system was used
between 1982 and 1985 in such motorcycles as the GL 1200 LTD/SEI and CX500/650 Turbo. The diagram below is a graphic
overview of the CFI system, indicating the various sensor inputs and ECM outputs.
CRANKSHAFT POSITION SENSOR
CAM POSITION SENSOR FUEL INJECTORS

\ BASIC INPUTS
THROTILE SENSOR ECMCONTROL
J
INTAKE MAN !FOLD PRESSURE SENSOR
OUTPUTS
\ IGNITION COILS
r
ENGIN E COOLANT TEMP SENSOR CFI FUEL PUMP CONTROL RELAY
CORRECTION I ECM
I
INTAKE AIR TEMP SENSOR J
INPUTS J
BAROM ETRIC PRESSURE SENSOR FUEL DELIVERY FUEL PUMP
CONTROL INPUTS
BANK ANGLE SENSOR J
PROGRAMMED FUEL INJECTION (PGM-FI) SYSTEM DIAGRAM

Programmed Fuel Injection (PGM-FI) is a refinement of the CFI system and has been used in increasingly sophisticated forms
since 1986. The diagram below is a graphic overview of the PGM-FI system, indicating the various sensor inputs and ECM outputs.
CRANKSHAFT POSITION SENSOR FUEL INJECTORS
CAM POSITION SENSOR IGNITION COILS

\ BASIC INPUTS
TH ROTILE POSITION SENSOR J ECMCONTROL FUEL PUMP CONTROL RELAY
MAP SENSOR OUTPUTS I
\ IDLE AIR CONTROL
EVAP PURGE CONTRO L RELAY
ENGi NE COOLANT TEMP SENSOR PGM-FI I FAN CONTROL RELAY C ONTROL
ENGi NE COOLANT TEMP SENSOR CORRECTION I ECM

INPUTS
INTAKE AIR TEMP SENSOR /
BARO SENSOR
GEAR POSITION SENSOR FUEL DELIVERY FUEL PUMP
0 2 SENSOR
CONTROL INPUTS
KNOCK SENSOR J
BANK ANGLE SENSOR
9-3
ENGINE CONTROL MODULE (ECM)

The computer that controls fuel injection is the engine control module (ECM). Until the mid-1990s, it was referred to as an electronic
control unit (ECU). Both terms identify the same component in various Honda publications. The ECM is the central brain that
contains the computerized fuel quantity maps. The main function of the ECM is to gather information from various sensors , analyze
their input, decide which map will best accommodate the needed fuel quantity, and activate the fuel injectors. The ECM is also
equipped with self-diagnosis and fail-safe functions. If there is a failure of a CFI or PGM-FI component, the ECM will record the
failure for retrieval to assist in troubleshooting and indicate a problem exists by illuminating the Malfunction Indicator Lamp (MIL).
Depending upon the failure, the ECM may also utilize input from the other sensors and in most cases will override the failed
component.
As mentioned on the previous page , the CFI and PGM-FI systems are almost identical. The following information concentrates on
the later and more widely used PGM-FI system, however, significant differences between the two systems will be noted.
PGM-FI MIXTURE CONTROL MAPS

Two types of fuel control maps are used to determine the basic discharge duration, low-load/small throttle opening and high-load/
larger throttle opening. Some engines will have separate versions of both types of map tailored to the needs of each cylinder or
bank of cylinders. For low-load/small throttle opening operation , a speed-density map is used . This map determines basic fuel
injector discharge duration based on engine RPM (speed) and intake manifold pressure (density) information. For high-load/larger
throttle openings, a speed-throttle map is used. This map determines basic fuel injector discharge duration based on engine RPM
(speed) and throttle position (throttle).
SPEED-DENSITY MAP SPEED-THROTTLE MAP

w w
~ ~
:J :J
....J ....J
0
> ~
....J ....J
w w
:J :J
LL LL
.......
_ _ _ _ _ _..,~ HIGH
ENGINE SPEED ENGINE SPEED
HOW THE MIXTURE CONTROL MAPS ARE USED

The ECM receives engine RPM , throttle position , and manifold pressure information from sensors. Based on throttle position, one
of the maps is selected , then the variables of engine speed and manifold pressure or engine speed and throttle position are used to
select a specific point on the map. The intersection of these two values gives a vertical line for the basic fuel injector discharge
duration .
The basic discharge duration value is modified based on input from the
correction sensors: MANIFOLD PRESSURE MAP
• Engine coolant temperature (ECT) sensor
• Intake air temperature (IAT) sensor w
• Barometric pressure (BARO) sensor CJ z
o:::o
<( -
Each of these corrections can increase or decrease the amount of fuel UI~
injected. The mixture map selection can be based on input from the ci.i u 0:::
<( ~ :J
following : CD O 0
• Vehicle speed (VS) sensor
• Gear position (GP) switch
Under certain conditions, engine operation is adjusted based on these
control inputs:
• Oxygen (02) sensor
• Knock sensor
• Bank angle sensor (stops , but does not adjust engine operation)
9-4
FAIL SAFE OPERATION
The components in the PGM-FI system can be grouped in two categories , essential and nonessential. If a failure is detected in a
nonessential component, the PGM-FI system is provided with a fail-safe function to secure a minimum running capability. When
any abnormality in a nonessential component is detected by the self-diagnosis function , running capability is maintained by pre-
programmed values in the simulated program map. When any abnormality is detected in an essential component the fail-safe
function stops the engine to protect it from damage.
Essential components must all function for engine operation:
• Crankshaft Position (CKP) Sensor
• Cam Position (CMP) Sensor
• Injectors
If any of the above components fail , the engine will stop, or it will not restart after the key is turned off. Fuel injection, ignition, and
fuel pump operation will be prevented.
Non-essential components with back-up for fail-safe operation are:
• Throttle Position Sensor
• Oxygen Sensor Heater
• Manifold Absolute Pressure Sensor
• Knock Sensor
• Engine Coolant Temperature
• Idle Air Control Valve
• Intake Air Temperature
• Gear Position
• BARO Sensor
• PAIR Solenoid Valve
• Vehicle Speed Sensor
• EVAP Purge Solenoid Valve
• Oxygen Sensor
Each of these components has a back-up or fail-safe fixed value that allows the vehicle to be ridden to a dealership for service.
ECM SELF-DIAGNOSIS FUNCTION

Various components of the fuel injection systems are monitored by the self-
diagnosis function of the ECM. If the ECM diagnoses a fault, the
Malfunction Indicator Lamp (MIL) lights and remains on to notify the rider of ~
a problem. ~
On earlier models the MIL was marked with "Fl", later models have a engine
silouette logo. See the examples in the illustration.
When the MIL lights, the ECM stores a Diagnostic Troubleshooting Code
(OTC) in its erasable memory and invokes a fail-safe program that will affect
engine operation in one of two ways:
• Engine stops, won't restart
• Engine continues to run with reduced performance
9-5
DIAGNOSTIC TROUBLSHOOTING CODE (DTC)
• The OTC is composed of a main code and a sub code and it is displayed as a hyphenated number when retrieved from the ECM
with the HOS or MCS testers.
The digits in front of the hyphen are the main code, they indicate the component of function failure.
The digits behind the hyphen are the sub code, they detail the specific symptom of the component or function failure.
For example, in the case of the MAP sensor:
- OTC 01 - 1 = (MAP sensor voltage) - (lower than the specified value)
- OTC 01 - 2 = (MAP sensor voltage) - (higher than the specified value).
• The MAP, ECT, EOP, TP sensor, TCP sensor and IAT sensor diagnosis will be made according to the voltage output of the
affected sensor.
If a failure occurs, the ECM determines the Function Failure, compares the sensor voltage output to the standard value, and
then outputs the corresponding OTC to the HOS/MCS tool.
For example (note that OTC codes may not represent the same issue on different models):
- If the output voltage line (A) on the MAP sensor is opened, the ECM detects the output voltage is about
5 V, then the OTC 1-2 (MAP sensor circuit high voltage) will be displayed.
- If the input voltage line (B) on the TP sensor is opened, the ECM detects the output voltage is O V, then the OTC 74-1 (TP
sensor circuit low voltage) will be displayed.
5V
MAP SENSOR TP SENSOR TCP SENSOR 5V
OUTPUT
VOLTAGE
OUTPUT VOLTAGE OUTPUT VOLTAGE
5V 5V
ECT SENSOR IAT SENSOR
OUTPUT VOLTAGE OUTPUT VOLTAGE
MIL BLINK PATTERN

• If the HOS/MCS tool is not available, OTC can be read from the ECM
memory by the MIL blink pattern. REPRESENTATIVE IMAGE:
• The number of MIL blinks is the equivalent the main code of the OTC ~-----
(the sub code cannot be displayed by the MIL).
• The MIL has two types of blinks, a long blink and short blink. The long
blinking lasts for 1.3 seconds, the short blinking lasts for 0.5 seconds.
One long blink is the equivalent of ten short blinks. For example, when
two long blinks are followed by five short blinks, the MIL is 25 (two long
blinks= 20 blinks, plus five short blinks).
• When the ECM stores more than one OTC, the MIL will indicate them by
blinking in the order from the lowest number to highest number.
MIL CHECK
When the ignition switch is turned ON and engine stop switch "O", the MIL
will stay on for a few seconds, then go off. If the MIL does not come on ,
troubleshoot the MIL circuit by following the steps in the model specific
Service Manual.
CURRENT OTC/FREEZE DTC
The OTC is indicated in two ways according to the failure status.
• In case the ECM detects the problem at present, the MIL will come on and the MIL will start to blink when the sidestand is
lowered. It is possible to readout the MIL blink pattern as the current OTC.
• In case the ECM does not detect any problem at present but has a problem stored in its memory, the MIL will not light and blink.
If it is necessary to retrieve the past problem, readout the freeze OTC by following the OTC readout procedure.
9-6
ECM INPUTS AND OUTPUTS
The ECM has three types of inputs: basic, corrective, and control. The basic inputs provide information the ECM needs to select the
appropriate control map and to select the basic fuel injector discharge duration. The correction inputs allow the ECM to adjust the
basic discharge duration. The control inputs provide information for the ECM to adjust engine operation, or with the bank angle
sensor, to stop the engine . Sensor names and types given in the following tables are for PGM-FI systems unless otherwise noted.
BASIC ECM INPUTS

Sensor Measures Signal Comment
Engine Speed Sensor - CFI Engine speed Spiked Wave (AC) The PGM-FI system cannot operate
or without this input. It helps to identify each
Ignition Pulse Generator cylinder for sequential injection during
~~L
or the intake stroke . Measure voltage
Crankshaft Position (CKP) Sensor signal with a peak voltage tester.
Throttle Position (TP) Sensor Throttle setting Analog (DC) Mounted on the end of the throttle shaft.
Sensor voltage varies with throttle
4.5V opening . Idle: about 0.5 volts. Full open:
about 5 volts. Output voltage increases
"E
~ as the throttle opens, decreases as the
throttle closes. The sensor is not
1-------------- adjustable. Throttle body must be
0.5V
replaced if the sensor fails.
IDLE ~ WOT
Throttle Control Position (TCP) Throttle grip Analog (DC) Attached to the throttle cable pulley of
Sensor position models equipped with a Throttle by Wire
4.5V (TBW) system . The TCP sensor detects
the throttle grip position and sends the
"E
~ information to the ECM. The information
provided helps determine position of the
--------------
0.2V
throttle valves, which are controlled by
the throttle valve motor.
IDLE ~ WOT
Pressure Boost (PB) Sensor - CFI Vacuum Analog (DC) Helps ECM distinguish between
or pressure in the acceleration, deceleration, and cruise for
Manifold Absolute Pressure (MAP) intake manifold 4.5V determining fuel injection quantity.
~
Sensor Voltage from the MAP sensor increases
with absolute pressure. With the key on
-----------·
0.5V
and engine off, voltage from the MAP
sensor is 2.8 to 3.0 V. Compare this
L O W ~ HIGH output with the BARO sensor output at
PRESSURE sea level. They should be very similar.
9-7
CORRECTION ECM INPUTS
TW Sensor - CFI Engine Analog (DC) This sensor measures engine coolant temper-
or temperature ature . The output voltage decreases as the
Engine Coolant Temperature 5V temperature increases. At 70° F the output
~
(ECT) Sensor voltage is 2.8 to 3.0 V. Compare this output
voltage to the T1 sensor (CFI) or IAT sensor
(PGM-FI) when the engine is cold. They
should be similar.
----------------
ov
Intake Air Temperature {T1) Temperature of Analog (DC) This sensor measures temperature in the air
Sensor- CFI intake air cleaner housing. The IAT sensor has a plastic
or 5V case that allows it to respond quickly to
~
Intake Air Temperature (IAT) changes in air temperature. At 70° F the output
Sensor voltage is 2.8 to 3.0 V. Compare this output
voltage to the TW sensor (CFI) or ECT sensor
(PGM-FI) when the engine is cold. They
----------------
OV should be similar.
P1 Sensor - CFI Atmospheric Analog (DC) This sensor measures atmospheric pressure .
or pressure Its input allows the ECM to adjust the air/fuel
Barometric Pressure (BARO) 4.5V mixture for changes in altitude. The output
Sensor voltage with the key on and the engine off is
" ~ 2.8 to 3.0 V. Compare this sensor's output with
the MAP sensor under the same test
1o-------------- conditions. They should have similar output
o.sv voltages. The MAP sensor part number is
IDLE _____.,.. WOT frequently the same as the BARO sensor.
P2 (Pressure) Sensor - CFI Intake boost Analog (DC) This sensor measures intake air pressure
Turbo Charge Pressure {TCP) pressure on CFI before the throttle valves on turbocharged
Sensor - PGM-FI turbocharged 4.5V models. The output voltage increases with
~
models (CX500/ pressure increase.
CX650 Turbo) and
PGM-FI
turbocharged ------------
0.SV
models LOW _____.,.. HIGH
(ARX1200T2/T3 , PRESSURE
ARX1500T2)
Vehicle Speed (VS) Sensor Road speed Digital (DC) The vehicle speed sensor input is used to
switch the cooling fans off on some models.
------- --
5V
.__ --- ..__ --- ..__

ov
Gear Position (GP) Sensor Gear position N/A ECM receives gear position to select the
correct ign ition map for the gear selected .
9-8
CONTROLECMINPUTS
Oxygen (02) Sensor Oxygen in exhaust Analog (DC) An oxygen sensor produces its own voltage ;
nearly a full volt if it senses very little oxygen ,
when the mixture is rich , close to zero when
1V the mixture is too lean and there is excessive
--------------- oxygen . About a half volt is produced when the
J\I\M
---------------
ov
mixture is correct.
Knock Sensor Detonation N/A The knock sensor detects detonation and from
this input the ECM retards the ignition timing .
Bank Angle Sensor Vehicle lean angle N/A If the motorcycle leans beyond a certain point,
position power to the ECM is cut and the engine stops.
Engine Oil Temperature (EQT) Engine oil temper- N/A If the oil temperature is too high, engine speed
Sensor ature on PWC is limited to 3,500 rpm.
models
Manifold Surface Temperature Exhaust manifold N/A If the exhaust manifold is too hot, the engine
(MST) Switch surface tempera- will not start.
ture on PWC mod-
els
Engine Oil Pressure (EOP) Sen- Engine oil pres- N/A The OCT system has several EOP sensors to
sor sure on OCT (Dual check the oil pressure in the lines feeding the
Clutch Transmis- two clutches .
sion) equipped
models
9-9
ADDITIONAL CONTROL ECM INPUTS INFORMATION
OXYGEN (02) SENSOR
Some fuel injection systems employ an 0 2 sensor to monitor the oxygen level of the exhaust gas. The 0 2 sensor is located in the
exhaust or exhaust port. The ECM uses the information to adjust the fueling and provide the engine with the optimum air/fuel ratio
for efficiency and to reduce emissions. For more information see page 7-7.
KNOCK SENSOR
The knock sensor detects detonation. Detonation , also referred to as knocking or pinging , is the erratic explosion of pockets of air/
fuel mixture within the combustion chamber that are not ignited by the spark plug. A certain level of detonation is harmless,
however, when it reaches a certain level it can damage the engine. Therefore it is important to minimize any detonation before
damage can occur. The ECM monitors information from the knock sensor and retards ignition timing to prevent excessive
detonation . The illustrations below give a graphic example of when the ECM retards ignition in response to detonation .
0 MAX. IGNITION TIMING ADVANCE

0
-------- ---- -- - - - - f--
w MAX. IGNITION ~
w TIMING ADVANCE w
0::: w
(9 0:::
w (9
0 w
(9 0
z (9
~ z
i== ~
z f--
0 z
!:: 0
z !:: " - - - - -ff-----#-tt-- -,·- - - - - - -1- - - - ~
(9 z
(9
ENGINE SPEED
KNOCKING LIMIT MIN. IGNITION
VOLTAGE TIMING ADVANCE
BANK ANGLE SENSOR

The bank angle sensor controls the operation of the engine-stop relay and the fuel-cut relay. The sensor consists of a reed switch,
latch-up circuit and an oil dampened pendulum with two magnets. When the ignition switch is turned on, power flows through the
latch-up circuit turning the transistor on, then current flows through the coil of the engine-stop relay to ground.
When the motorcycle and sensor are tipped more than the specified degree of angle , the magnet in the sensor pendulum closes the
reed switch . This causes the latch-up circuit to turn off the transistor, opening the circuit between the engine-stop relay and ground.
Th is stops power to the ECM.
Depending upon model, the bank angle sensor is reset by turning the ignition switch off before restarting , by cycling the engine cut-
off switch off and on , or both procedures.
MOTORCYCLE UPRIGHT: MOTORCYCLE TIPPED MORE THAN 50°:
IGNITION SWITCH TO ENGINE STOP RELAY

TRANSISTOR
__.
~-----l ll
TRANSISTOR
jA ~MAGNET
LATCH-UP CIRCUIT LATCH-UPC~ REED SWITCH
9-10
SENSOR LOCATION
The following are representative examples of where the sensors and other components used in fuel injection systems are located.
See the model specific Service Manual Fuel Systems section for detailed information about a specific model.
SENSOR UNIT:
· TP SENSOR
· IAT SENSOR
· MAP SENSOR
POWER BOX:
· FUEL CUT RELAY
· ENGINE STOP RELAY
VS SENSOR
BANK ANGLE SENSOR
ECM
SENSOR UNIT:
-MAP SENSOR
-TP SENSOR
CKP SENSOR
VS SENSOR
9-11
ECM CONTROL OUTPUTS
Depending upon the fuel injection system and the specific model, the ECM controls fuel injection, ignition coils, and the operation of
idle air control valve, fuel pump, purge control , and cooling fan.
FUEL INJECTORS
Fuel injectors are supplied power from the main relay. The ECM grounds the injector to operate it. For more information see page
9-22.
IGNITION COILS
The ignition coils are connected to the ECM. Each ignition coil has a built-in igniter that boosts the ignition signal (5V) from the
engine control module (ECM) to generate the primary side voltage.
IGNITION COIL
FUEL INJECTION
IGNITION RELAY(+)
IGNITER
~--......_ ECM ~~AK
(0~.______.
'-._../
y
IGNITION PULSE GENERATOR
IDLE AIR CONTROL VALVE (IACV)

The ECM controls idle operation with outputs to the IACV. See page 9-24 for more information.
FUEL PUMP RELAY/FUEL CUT RELAY
The fuel pump relay is activated by the ECM. Its power is supplied by the main relay, which is controlled (on its ground side) by the
fuel cut relay. The ignition switch and handlebar ignition switch power the main relay.
EVAP PURGE CONTROL SOLENOID (50 States, meets California CARB Requirements)
The EVAP purge control relay opens and closes the purge control system to vent fuel vapors into the intake system. See page 7-15
for more information.
FAN CONTROL RELAY
The fan control relay controls power to the cooling fan and is switched on and off by the ECM. This replaces the thermoswitch used
to control fan operation on other models.
The PAIR (Pulse Secondary Air Injection) control solenoid valve introduces filtered air into the exhaust gases in the exhaust port,
which helps to reduce exhaust emissions. The PAIR control solenoid valve is controlled by the ECM.
EGCV SERVO MOTOR
The EGCV servo motor operates the EGCV (Exhaust Gas Control Valve), which increases engine performance and vehicle
driveability over a greater engine speed range. The servo motor is controlled by the ECM
9-12
THROTTLE BY WIRE (TBW) SYSTEM
OUTLINE
The Throttle By Wire (TBW) system was first introduced on the 2010 VFR1200F. The system utilizes various sensors and controls
to improve engine responsiveness and operation by providing fuel delivery that is smoother and more precise.
The system is comprised of the throttle valves, throttle valve motor, TP (Throttle Position) sensor, TCP (Throttle Control Position)
sensor, and ECM (VFR1200FD: PCM). The TBW system also utilizes information from the MAP, ECT, Gear Position, and Rear
Wheel Speed sensors.
THROTTLE VALVES ECM (OR PCM)
TCP SENSOR
TBW system includes follow functions:

• Engine idle control function:
When the engine is idling, the ECM/PCM automatically controls the throttle valve to maintain the proper idle speed according to
engine loads.
• Intake air control function:
The ECM/PCM controls the amount of intake air according to vehicle speed and driving conditions, which eliminates the need
for a variable induction system and also reduces air induction noise.
• Acceleration control function:
When the rider operates the throttle grip, the ECM/PCM controls the throttle valve opening based on signals from the TCP and
other sensors.
• Fail-safe function:
The TBW system includes a fail-safe function that limits the engine or vehicle speed if a component of the system malfunctions.
OPERATION
When the rider operates the throttle grip, the TCP sensor detects the throttle grip position and sends the information to the ECM/
PCM. The ECM/PCM processes this information and that from the TP and other sensors to activate the throttle valves via the
throttle valve motor.
THROTTLE VALVE
THROTTLE GRIP MOTOR
MAP SENSOR
ECT SENSOR
GEAR POSITION SENSOR
REAR WHEEL SPEED SENSOR
ECM/PCM
TCP SENSOR
TP SENSOR 1
TP SENSOR 2 ~ - - - - - - - - -
.___ _ _ _ _ _ _ _ _ _ _ _ ~ TCP SENSOR 1 TBW + M
. . . _ - - - - - - - - - - - - - ~ TCP SENSOR 2 TBW - M
TP SENSOR
9-13
TRACTION CONTROL SYSTEM (TCS)

SYSTEM OVERVIEW
The Traction Control System (TCS) is designed to manage engine output torque to help prevent rear tire slip during take-off and
acceleration, and therefore improve vehicle control when ridden in low traction conditions. TCS was first introduced on the 1992
ST1100. On the ST1100, TCS controlled output torque by adjusting the ignition timing. On the 2012 VFR1200F another version of
TCS was induced. In the newer system, TCS controls output torque by controlling the throttle opening. When the system is in
operation, the system notifies the rider by blinking the TCS indicator and cutting off the fuel injection, which in turn provides an
audible alert as the engine sound changes.
TCS (IGNITION CONTROL TYPE)

SYSTEM OPERATION/CONTROL
The TCS/lgnition Control Module (ICM) judges rear tire traction conditions from the signals it recieves from the front and rear wheel
speed sensors. When the TCS is activated, the TCS/ICM turns on the TCS activation light on the instrument panel and controls
engine torque output through changes in the ignition timing. The TCS automatically turns on when the ignition switch is turned on,
and can be turned off manually by the rider by pushing the TCS ON/OFF switch. The TCS, however, cannot be turned off when it is
active or when the motorcycle is moving.
After receiving signals from the front and rear wheel speed sensors, the TCS/ICM judges whether traction control is required by
comparing the rear wheel speed to the front wheel speed (the front wheel speed indicating vehicle speed). When the rear wheel
speed exceeds a given ratio to the front wheel speed, the TCS/ICM judges that the rear wheel is sipping excessively and controls
the engine torque output by determining the suitable ignition timing. The TCS performs this operation instantaneously to help
prevent the skid from becoming excessive and to hold it within a specified range.
TCS/ICM
TCS ON/OFF SWITCH ~
...I IGNITION COIL
I
IGNITION CONTROL UNIT
(ICU) _1
ABS/TCS INDICATOR
LIGHT SWITCH -- -1 TCS OFF INDICATOR
I
' l
''
FRONT WHEEL SENSOR -- TRACTION CONTROL
SYSTEM(TCS)CONTROL
- I
- I TCS INDICATOR LIGHT I
UNIT
- _1
REAR WHEEL SENSOR ~
- I TCS ACTIVATION LIGHT I
INDICATOR LIGHTS
The TCS has three indicator lights; the TCS indicator light, TCS activation light, and TCS off indicator. The TCS indicator light turns
on when the ignition is turned on. The light remains on during the brief system self-diagnosis process. The light will turn off if no
problem in the system is detected. If a problem is detected, the light will remain on. If a problem in the system is detected after the
ignition has been turned on and the self-diagnosis process has been completed, the TCS indicator light will flash . The TCS
activation light turns on when the system is operating. The TCS off indicator illuminates when the system has been turned off with
the TCS ON/OFF switch or when the TCS is not activated because of a problem with the system. See the model specific Service
Manual for more information and troubleshooting procedures.
9-14
TCS (FUEL CONTROL TYPE)
SYSTEM OPERATION/CONTROL
ECM computes the slip rate (the difference of rotational speed between the front and rear wheels) according to information from the
front and rear wheel speed sensors located on each wheel. When the rear wheel loses traction and the slip rate exceeds a certain
value, the ECM computes the ideal torque output and then controls the throttle opening, performing feedback control in order to
converge the slip rate to restore the traction. The ECM cuts off the fuel injection in order to vary the exhaust sound to inform the rider
of the wheel speed difference being significant.
COMBINATION METER
ECM
® TCS INDICATOR 1 - - - - -- - - - - - ---~METER
1---------i
® TCS OFF INDICATOR ~ - -- - - - - - - - --res OFF

r--- - - - ---------ilGNITION
1 -;::==============:fC~O,:!_il~LS~-~ TCS CONTROL:
t~--.-L----~
TCS OFF SWITCH
~-----,FUEL INJECTORS IGNITION
. . PGM-FI
TBW
ABS MODULATOR -------iTP SENSOR
FRONT
WHEEL
SPEED REAR
----
,-....---!THROTTLE
VALVE MOTOR
'--~--'---~rcPSENSOR t
GEAR
u
SENSOR WHEEL ~ - -- - - - - - - - - - W H E E L SPEED
CKP SENSOR POSITION
SPEED
SENSOR ~ .-I - - - - - - '
INDICATOR PATTERN
TCS indicator comes ON after the ignition switch is turned ON and remains ON until the pre-start self diagnosis is completed. It
blinks when the TCS operates and remains OFF when standing-by. If the TCS system fails, the TCS indicator comes ON and the
related DTC problem code will be indicated simultaneously (In other words, the TCS indicator does not come on by itself except
during the pre-start self diagnosis and TCS operation).
SYSTEM CONDITION
IGNITION SELF DRIVING TCS
TCS OFF TCS FAIL
SWITCH ON DIAGNOSIS (stand-by) OPERATED
'
TCS
INDICATOR ~ ® :c~
\
r
''
® ~
ON OFF BLINK OFF ON
TCS OFF
INDICATOR ® ® ® @) ®
OFF OFF OFF ON OFF
9-15
FUEL DELIVERY SYSTEM
FUEL PUMP
The job of the fuel pump is to supply the necessary amount of fuel and at the right pressure to the fuel injectors. On PGM-FI
models, the fuel pump is usually located inside the fuel tank. This has the advantage of saving space on the vehicle and keeps the
pump cooler, preventing vapor lock. Some models, especially ATVs have the pump located outside the fuel tank in a sub-fuel tank
assembly that offers many of the same benefits as the pump is still immersed in fuel. The fuel pump may be self-contained within its
own housing or incorporated into an assembly that includes the fuel filter and possibly the fuel pressure regulator.
FUEL TANK FUEL PUMP FUEL PUMP
The fuel pump used with fuel injection systems is an inline type that is directly coupled to an electric motor. Fuel is drawn from the
fuel tank at one end of the pump assembly and is pumped through the motor to an outlet located at the opposite end of the housing.
From the pump, the fuel passes through the fuel pressure regulator to the fuel injectors. There are various configurations of pump
that follow this basic form, two examples are shown below.
SAMPLE FUEL PUMP DESIGNS:
MAGNET RELIEF VALVE
INLET
ARMATURE SPACER
RELIEF VALVE CASING
CHECK VALVE ARMATURE COIL
The fuel pump motor consist of an armature that spins between two permanent magnets and turns an impeller. The impeller draws
fuel in and through the pump body to the discharge port. A relief valve is located on the end of the fuel pump. This relief valve will
open if the pressure inside the fuel pump becomes too high due to a restricted or blocked fuel line. When it opens, the relief valve
sends fuel back into the fuel tank preventing further pressure build up.
9-16
A check valve in the pump discharge port maintains residual pressure in the delivery system when the engine is turned off and the
pump .is not operating. Maintaining residual fuel pressure at the injectors aids in quick engine starting. Fuel sealed in the system
can't evaporate or deteriorate during winter storage.
FUEL PUMP CONTROL CIRCUIT
The fuel pump is electrically operated and gets its power from the battery through a fuel cut relay. The ECM controls the relay in
order to operate the fuel pump. The main (engine stop) relay supplies power to the fuel pump control (fuel cut) relay. The bank
angle sensor controls the operation of the engine cut relay by completing the ground circuit. The fuel pump operates:
• for two seconds when the key is first turned on
• when the starter is operating
• when the engine is running
ENGINE STOP FUEL PUMP

RELAY
FUSE FUSE
PGM-FI ECM
IGNITION ENGINE STOP
- : BATTERY
'
SWITCH SWITCH BANKANGLE
SENSOR
-
I
NOTICE
When testing PGM-FI fuel pumps, always disconnect the ECM connector to prevent possible damage to the ECM.
FUEL FILTER
Fuel filters may be located before the pump (low pressure) or after the pump (high pressure) and come in various forms . Some
filters are as simple as a fine screen or mesh, others have elements of paper or composite materials. In every case the filter/screen
is fine enough to block particles that could cause an injector malfunction, but not so fine that it restricts the flow of fuel. For models
with the fuel pump inside the fuel tank, the filter will also be in the fuel tank. For models with a sub-fuel tank/pump assembly, the
filter will be inside the assembly. The fuel filter may be self contained within its own housing , as in the case of high pressure filters,
or be located in the pump housing , as in the case of low pressure filters/screens.
Depending upon the model, fuel filters may or may not be serviceable or replaceable. No replacement interval is given in the model
specific Service Manual. Where serviceable or replaceable, clean or replace the fuel filter when the fuel flow is less than the service
limit. See the model specific Service Manual for more information .
HIGH-PRESSURE FILTER LOW-PRESSURE SCREEN LOW-PRESSURE FILTER
9-17
FUEL LINE
On fuel injected models, the high-pressure hose from the fuel pump to the injector fuel rail(s) can be damaged if it is by mishandled
by bending or stretching. Such damage can occur during handling or if the hose is incorrectly routed . As the damage could be
internal, it will not be visible . When servicing fuel injected models, avoid bending and stretching the hose and verify the correct
routing by referencing the model specific Service Manual.
NOTE:
With vehicles with the fuel pump inside the fuel tank, it is very important to be careful when lifting the fuel tank to avoid stretching
the high-pressure fuel hose.
HIGH PRESSURE
FUEL LINE HOSES
9-18
VACUUM OPERATED FUEL PRESSURE REGULATOR
When the engine is running, a vacuum exists in the intake port, which is measured in inches or millimeters of Mercury (Hg). A
normal motorcycle idle vacuum pressure is about one inch of Hg (4.9 psi). For efficient mixing and atomization of the air/fuel
mixture, the fuel pressure from the fuel injector must be greater than the intake manifold pressure. In Honda fuel injection systems
the fuel pressure specification is a constant or narrow range within an overall psi range in the 30s to low 50s above the intake
manifold pressure. For instance, the 1984 GL 1200 LTD has a fuel pressure specification of 32 psi and the 2012 TRX500 has a
pressure range of 46-56 psi.
-----FUEL PRESSURE
CONSTANT PRESSURE
DIFFERENCE
TIME
~
- - - - - MANIFOLD PRESSURE
As the negative pressure within the intake manifold changes, the delivered fuel pressure must also change to keep the net pressure
at the specified level. This is what the fuel pressure regulator does. As the pressure in the intake port increases or decreases, the
supplied fuel pressure increases or decreases by the same amount. This relationship is shown in the graphic below.
As illustrated on page 9-2 the vacuum operated fuel pressure regulator is connected to the fuel rail and is situated between the fuel
pump and fuel injectors. In operation, a spring presses the regulator valve closed and intake manifold vacuum pressure, supplied
by a hose to the intake manifold, pulls the valve open . These two forces balance to give a continuously changing fuel pressure, but
at a constant above intake manifold pressure. Pressure-released excess fuel is routed back to the fuel tank by a low-pressure fuel
return hose. Fuel entering the tank from the return hose passes through a stainless steel wool pad to remove air bubbles as shown
on page 9-2.
PRESSURE REGULATOR CLOSED: PRESSURE REGULATOR OPEN :
~ TO INTAKE MANIFOLD
SPRING
TO RETURN PIPE
FUEL
9-19
ABSOLUTE PRESSURE FUEL SUPPLY SYSTEM
Rather than to maintain the correct air/fuel mixture ratio by adjusting the fuel volume by changing fuel pressure, as is the case with
the vacuum operated fuel pressure regulator, the absolute pressure fuel supply system adjusts the fuel injector spray duration. The
ECM receives input from various sensors to determine the air-fuel mixture ratio requirement and controls injector duration. To
ensure any given duration of injector spraying provides the exact amount of fuel required, a pressure regulator incorporated into the
fuel pump assembly. When fuel pressure exceeds the specified level, the valve spring compresses, releasing fuel and reducing the
pressure. The fuel pump/pressure regulator assembly is located inside the fuel tank and so excess fuel is released directly into the
fuel tank. Advantages to this design are that it is compact, doesn't require a fuel return hose, and doesn't require a hose connecting
it to the intake manifold.
HIGH-PRESSURE
FUEL HOSE
FUEL
INJECTORS
FUEL TANK
FUEL FILTER
SPRING
9-20
THROTTLE BODY
The throttle body of fuel injected systems serves many of the roles that the carburetor body does. It is connected at one end to the
air cleaner housing and at the other to the intake port, with its primarily function being as a funnelling chamber through which intake
air passes before being drawn into the combustion chamber. Attached to the throttle body can be various components depending
upon design and application, these include the throttle valve, fuel injector, various sensors, and the idle air passage.
Many fuel injected models have one throttle body for each cylinder, however, some models have one throttle body serving two or
more cylinders via an intake manifold. Many Honda V-twin engines have one throttle body serving both cylinders and the the ARX
PWC models have one throttle body serving all four cylinders. Another configuration is a single throttle body having two throats.
The GL 1800 has this configuration, with one throat for each bank of three cylinders . The FSC600 scooter uses a single throttle
body with two throats, with each serving one cylinder of the parallel twin engine.
When each cylinder has its own throttle body, the fuel injector is located in the body. When a throttle body serves more than one
cylinder, the fuel injector(s) are located in the intake manifold(s).
Of the sensors that are attached to the throttle body, the throttle position (TP) sensor is prominent in that it is non-serviceable and
non-replaceable as an individual component. If the TP sensor fails, the entire throttle body must be replaced .
I NOTICE I
Do not attempt to remove or re-adjust bolts and nuts that are painted white and which secure the TP sensor. It is nearly impossible
to reset the TP sensor to the proper position. Also, do not attempt to adjust the idle with the throttle plate stopper screw, which is
also painted white.
The yellow painted bolts and screws can be removed , but must be tightened to the specified torque .
Other sensors that may be located on the throttle body include the following:
• Idle Air Control Valve (IACV)
• Intake Air Temperature (IAT) sensor
• Manifold Absolute Pressure (MAP) sensor
• Throttle Control Position (TCP) sensor - on throttle-by-wire equipped models only
Each throttle valve and the surrounding area of the throttle bore are coated with a molybdenum-sealant to assure sealing between
the throttle valve and the throttle body.
I NOTICE I
Do not attempt to remove this sealant. Removal will cause air leakage, resulting in rough idle.
- .
SEALANT
THROTTLE
BODY
9-21
FUEL INJECTORS
Fuel injectors are electrically opened on-off solenoid valves . They are either fully closed or fully open. The amount of fuel injected is
dependent on how long the injector is kept open . This amount of time is referred to as the injector discharge duration. Each injector
is opened by a signal from the ECM. Fuel is only injected when it is needed, during each cylinder's intake stroke. This is referred to
as sequential fuel injection .
NOTE:
• The CFI system application on the GL 1200LTD/SEI is not sequential as pairs of cylinders, firing in a different order, shared the
same fuel injector and throttle body via an intake manifold .
A spring-loaded plunger within the injector body closes against a valve seat. Once seated , the flow of fuel is blocked . When given a
signal by the ECM , the solenoid coil within the injector assembly lifts the plunger, and the pressurized fuel is sprayed into the intake
tract. A fuel filter basket located at the fuel supply end of the injector prevents debris from clogging the nozzel. In some applications,
as shown on page 9-23, injectors may also be mounted within the air cleaner housing and spray into the throttle body(ies) intake air
ducts. These are referred to as secondary or shower injectors on dual sequential fuel injection systems (PGM-DSFI) and only
operate during a specific engine speed range .
The battery supplies the power for the solenoid coil. The injector solenoid coils are a switch to ground circuit. The ECM provides an
electrical ground when it determines the injector should be opened.
On fuel injectors using a needle plunger valve, the injector tip's opening is designed to provide a spray pattern that atomizes the fuel
to help it mix with the incoming air. Later style injectors use a ball shaped plunger valve and an outlet with minute holes. The size,
configuration , and number of holes are designed to provide a finer spray of fuel for better atomization .
SOLENOID COIL WINDING
FUEL FILTER BASKET

,'
PLUNGER NEEDLE PLUNGER
FUEL INJECTOR TROUBLESHOOTING

Fuel injectors can have two types of failures; electrical and mechanical. Of electrical failures, there are three possible causes :
• High resistance
• An open
• A short
Some model's ECMs detect fuel injector electrical problems while the engine is running , others detect them only on start up. The
MIL (Malfunction Indicator Lamp) switches on and the engine stops when an injector failure is detected .
There are two possible mechanical failures for an injector:
• Leaking fuel (partial or complete)
• Blocked fuel discharge (partial or complete)
Possible fuel leakage is indicated by:
• Dark spark plug color
• Fuel fouled spark plugs
Blocked fuel discharge is indicated by:
• A cold exhaust pipe on that cylinder
9-22
DUAL SEQUENTIAL FUEL INJECTOR SYSTEM (PGM-DSFI)
On some high-performance models, an additional secondary fuel injector is mounted in the air cleaner housing above the intake air
duct of each cylinder. The primary injectors, mounted in the usual position on the throttle bodies, and the secondary injectors are
connected in series to the high-pressure fuel hose (see page 9-20).
The ECM controls the injector operation and discharge duration according to information received from various sensors. The
primary injectors operate at all engine speeds, and both primary and secondary injectors operate at high engine speeds and at
larger throttle openings. The advantage of the secondary injectors' position above the intake air ducts is better fuel supply and
atomization at higher engine speeds when intake air velocity is at its greatest.
SECONDARY
INJECTOR
:
•
I
r
r
i
,I
9-23
IDLE AIR CONTROL
When an engine is cold, it requires an enrichened air/fuel mixture but also a fast idle to allow the engine to warm to normal
operating temperature quicker. In fuel injected engines, the ECM controls the air/fuel mixture ratio by adjusting fuel injector
discharge duration to enrichen the air/fuel mixture, however another system is employed to quicken the idle speed. That system is
the idle air control, which quickens engine idle speed by supplying additional air, by the use of an air valve, into the throttle body.
This additional air mixes with the additional fuel supplied by the fuel injector; the resulting higher volume of air/fuel mixture makes
the engine run faster. One basic air valve system was utilized in CFI equipped models with various Idle Air Control Valve (IACV)
systems used on PGM-FI models.
AIR VALVE (CFI)

.
The air valve on CFI equipped models is controlled by a bimetallic spring. The spring opens the valve when it is cold and closes the
valve when it is hot. The bimetallic spring has an electrical coil at one end that receives current once the engine is running . As the -
coil heats the spring, the air valve begins to gradually close. The valve closing rate will differ depending upon ambient air
temperature. Coolant is routed to the valve assembly, the temperature of which affects the bimetallic spring. Upon hot restarting the
air valve remains closed due to hot coolant's effect on the spring. A reed valve is incorporated into this system between the air valve
and intake manifolds to prevent air flow between individual intake manifolds.
AIR VALVE (COLD): AIR VALVE (HOT):

.
1
AIR
IDLE AIR CONTROL VALVE (IACV)- PLUNGER VALVE TYPE (PGM-FI)

On certain models, such as the 1998-2001 VFR800FI and 2002-2008 VTX1800, the IACVs/starter enrichment valve(s) control
airflow at idle speeds. The IACV allows air to bypass the throttle valve(s) at idle to keep the engine running and provide a fast idle
for engine warm up. The system used on the VFR800FI is unique because the plunger valves of the IACV are adjusted to different
vacuum readings to compensate for differences in the exhaust length between cylinders. When the starter enrichment valves are
open , air flows from the airbox, past each starter enrichment valve into each intake port.
STARTER
AIRBOX ENRICHMENT VALVE
9-24
The earlier 1998 and 1999 VFR800FI models have a manual choke-like lever to open the IACVs further to obtain a fast idle. The
later models included an automatic thermowax mechanism that gradually closes the fully opened IACVs based on engine
temperature. Engine coolant is routed to the valve to transmit engine temperature .
THERMOWAX COMPONENTS:
No. 3 SCREW No. 4 SCREW
No. 2 SCREW
IACV synchronization is required after disassembly of the throttle body, or if the idle becomes rough or uneven . The IACV for
cylinder 1 is the base and is non-adjustable. There is no scheduled maintenance interval for IACV synchronization . See the model
specific Service Manual for the adjustment procedure.
The VTX1800 system also uses a plunger valve that is controlled by a thermowax element but has only one valve that serves both
cylinders. Also, rather than the plunger valve being adjustable, the VTX1800 system utilizes airscrews to adjust the air flow to each
cylinder. See the model specific Service Manual for the adjustment procedure.
L
/
WAX ELEMENT
9-25
IACV - ROTARY VALVE TYPE (PGM-FI)
Fast idle on the GL 1800/A is controlled by an idle air control system that uses a rotary valve . The valve is operated automatically by
the ECM and controls idle speed fluctuations, adjusts the basic idle speed , and fast idle during cold starting by supplying air to the
intake manifolds accord to three parameters:
• Engine coolant temperature
• Alternator load
• Throttle valve position
An electromagnetic coil attracting a permanent magnet on the end of the IAC shaft rotates the IACV shaft. As voltage in the
electromagnetic coil is reversed , the valve rotates in opposite directions within an oval cavity to increase or decrease idle airflow.
DECREASE AIR: INCREASE AIR:

OPPOSITE
CURRENT
CURRENT
FLOW
FLOW
ROTARY VALVE
This system includes two adjusting air screws that control 50% of idle airflow in parallel with the IACV to each manifold. The screws
are used to adjust idle airflow for changes in engine operation over time. See the model specific Service Manual for the adjustment
procedure.
IACV - SLIDE VALVE TYPE (PGM-FI)

Most current Honda vehicles use a slide valve type IACV controlled by a step motor, which controls the amount of air bypassed
around the closed throttle valve. With the ignition switch ON , the amount of idle air is determined by the PCM from information
detected by various sensors. During engine start-up or while maintaining idle (throttle valve closed), the amount of inlet air is
continuously adjusted according to various sensors' information. -
IACV
THROTTLE BODY
AIR BYPASS
9-26
r
r FUEL INJECTION SYSTEMS
t
r OPERATION
r• The ECM controls the IACV during engine idling only, so the ECM stops controlling the IACV and leaves it in the closed position
when the ECM detects the following:
• Throttle valve open
• Neutral switch off (in gear)
During engine idling and warm up, from the time the ignition switch is turned ON, the ECM controls the IACV step motor as follows:
With the ignition switch ON:
• When the ignition switch is turned ON, the IACV is initialized and the step motor will operate to move the slide valve to the open
position.
Engine starting and warm up:
• While the throttle valve is closed, the bypass opening is optimized by the IACV, and the correct amount of inlet air passes
through allowing proper engine starting.
• After the engine has started, the ECM controls the IACV step motor to adjust the slide valve position by processing various
sensor's information. This results in a reduced amount of bypassed air compared to the amount during engine start-up, and
initiates engine warm-up for several minutes.
After warming up - idling:
• When the ECM receives input signals that indicate the completion of engine warm-up, it operates the step motor to move the
slide valve downward. This results in a reduced amount of bypassed air compared to the amount during engine warm-up, which
maintains proper engine idle speed.
LOWER SLIDE VALVE POSITION: HIGHER SLIDE VALVE POSITION:

LESS BYPASS AIR MORE BYPASS AIR
,
I
9-27
SERVICE INFORMATION
GENERAL
• Work in a well ventilated area. Smoking or allowing flames or sparks in the work area or where gasoline is stored can cause a
fire or explosion.
• On fuel injected systems, be sure to relieve the fuel pressure while the engine is OFF.
• Before removing the carburetor, place an approved gasoline container under the carburetor drain hose, loosen the drain screw
and drain the carburetor.
• On fuel injected systems, be sure to relieve the fuel pressure while the engine is OFF.
• If the vehicle is to be stored for more than one month, drain the float chamber. Fuel left in the float chamber may cause clogged
jets, resulting in hard starting or poor driveability.
• Do not apply commercially available carburetor cleaners to the inside of the throttle bore.
• Do not snap the throttle valve from fully open to fully closed by hand as this may cause incorrect operation.
• Seal the cylinder head intake ports with tape or a clean cloth to keep dirt and debris from entering the intake ports after the
carburetor or throttle body has been removed .
• On fuel injected systems, do not apply excessive force to the fuel rail on the throttle body while removing or installing the body.
• On fuel injected systems, do not damage the throttle body as this may cause incorrect throttle synchronization.
• Prevent dirt and debris from entering the throttle bore and air passages after the carburetor or throttle body has been removed.
Clean them using compressed air if necessary.
• On fuel injected systems, the throttle body is factory pre-set. Do not disassemble it in a way other than shown in this manual.
• On PGM-FI (Programmed Fuel Injection) systems, a Self-Diagnostic System senses and records problems. If the MIL
(Malfunction Indicator Light) blinks, reference the Self-Diagnostic Procedures in the model specific Service Manual.
• When checking the PGM-FI system, always follow the steps in the model specific Service Manual troubleshooting flow chart.
• PGM-FI systems have a fail-safe function to secure a minimum running capability even when there a malfunction in the system.
When any abnormality is detected by the self-diagnosis function, running capability is secured by making use of the numerical
values of a situation preset in advance in the simulated program map. However, when any abnormality is detected in the CKP
sensor and CMP sensor and/or multiple injectors, the fail safe function stops the engine to protect it from damage.
• A faulty PGM-FI system is often related to poorly connected or corroded connectors. Check the connections first.
• When disassembling PGM-FI parts, note the location of the 0-rings. Replace them with new ones upon reassembly.
• Use a digital tester for PGM-FI system inspection.
TOOLS
When conducting fuel injection system testing, servicing, and repair, the special tools listed below may be required. See the model
specific Service Manual for the part numbers of the specifically required tools. For information about the peak voltage tester, test
harness, and HDS/MCS, see Section 28. For a list of common hand tools, see page iv.
Digital multimeter Peak voltage tester Test Harness Kit
HDS/MCS tool Test probe Fuel pressure gauge, 0 - 100 psi
9-28
SCS service connector Pressure manifold hose Adaptors (male), various sizes
070PZ-ZY30100
Adaptors (female), various sizes Fuel retainer compressor

07AMF-001A100
GENERAL TROUBLESHOOTING
INTERMITTENT FAILURE
The term "intermittent failure" means a system may have had a failure, but it
checks OK now. If the MIL (Malfunction Indicator Lamp) does not come on,
check for poor contact or loose pins at all connectors related to the circuit
that of the troubleshooting. If the MIL was on, but then went out, the original
problem may be intermittent.
OPENS AND SHORTS

"Opens" and "Shorts" are common electrical terms. An open is a break in a
wire or at a connection . A short is an accidental connection of a wire to
ground or to another wire. In simple electronics, this usually means
something will not work at all. With ECMs this can mean something may
work, but not the way it's supposed to.
IF THE MIL HAS COME ON

Refer to OTC (Diagnostic Troubleshooting Code) READOUT in the model
t specific Service Manual.
f
IF THE MIL DID NOT STAY ON

If the MIL did not stay on, but there is a driveability problem, complete the
Fuel Injection Troubleshooting on page 9-30.
9-29
FUEL INJECTION TROUBLESHOOTING
When the motorcycle has one of these symptoms, check the OTC or MIL blinking, refer to the generic OTC index on page 9-31 or
the specific index in the model specific Service Manual and begin the appropriate troubleshooting procedure. If there are no MIL
blinking or OTC stored in the ECM memory, do the diagnostic procedure for the symptom, in sequence listed below, until you find
the cause.
Symptom Diagnosis procedure Also check for

Engine cranks but 1. Crank the starter for more than ten . No fuel to injector
won't start (No OTC seconds and check the OTC and - Clogged fuel filter
and MIL blinking) execute the troubleshooting - Pinched or clogged fuel feed hose
according to the OTC. - Pinched or clogged fuel tank air vent hose
2. Inspect the fuel supply system. - Faulty fuel pump
- Faulty fuel pump circuits
... Intake air leak

Contaminated/deteriorated fuel
Faulty injector
.. Faulty TBW system (vehicles with throttle-by-wire only)

Faulty ignition system
Engine cranks but
won't start (No fuel
1. ECM power/ground circuits
malfunction. ... Open circuit in the ECM power input and/or ground wire
Faulty bank angle sensor or related circuit
pump operation sound
when ignition ON)
2. Inspect the fuel supply system .
. Faulty engine stop relay or related circuit
Faulty engine stop switch or related circuit
Engine stalls, hard to
start, rough idling
1. Check the idle speed.
2. Inspect the fuel supply system . ... Restricted fuel feed hose
Contaminated/deteriorated fuel
3. Inspect the battery charging system Intake air leak
(Section 23).
... Restricted fuel tank air vent hose
. Faulty TBW system (vehicles with throttle-by-wire only)

Faulty battery charging system
Afterburn when engine Check the PAIR system (Section 8). . Faulty PAIR system
braking is used (50 - Faulty PAIR control solenoid valve
state, meets California - Faulty PAIR check valve
requirements) - Clogged hose of the PAIR system
. Faulty ignition system
Backfiring or misfiring Check the ignition system (Section 24). . Faulty ignition system
during acceleration
Poor performance 1. Inspect the fuel supply system . . Pinched or clogged fuel feed hose
.
(driveability) and poor
fuel economy
2. Inspect the air cleaner element (page
2-10). .. Faulty pressure regulator
Faulty injector
. Clogged air cleaner element
Idle speed low or fast 1. Check the idle speed. .. Faulty TBW system (vehicles with throttle-by-wire only)
idle too low (No OTC 2. Check the TBW system (vehicles with
and MIL blinking) throttle-by-wire only). . Faulty fuel supply system
Idle speed is above
specifications or fast
1. Check the idle speed.
2. Check the throttle operation and ... Faulty
Faulty TBW system (vehicles with throttle-by-wire only)
ignition system
idle too high (No OTC
and MIL blinking)
freeplay
3. Check the TBW system (vehicles with .. Intake air leak
Engine top end problem
throttle-by-wire only). Air cleaner condition
MIL stays ON or never Troubleshoot the MIL circuit. . Faulty MIL circuit
comes ON (No OTC)
MIL stays ON (No OTC) Inspect the OLC circuit. . Short circuit in the OLC related wire
9-30
DTC Index (most PGM-FI models)
DTC(MIL Part Condition Fail-Safe Action Symptom
blinks)
1 MAP Sensor Output voltage is out of specified range Use Throttle Map Poor idling and low
continuously for specific duration. throttle operation .
2 MAP Sensor MAP voltage does not change before and Use Throttle Map Poor idling and low
Vacuum Tube after engine started. throttle operation.
7 ECT Output voltage is out of specified range Use fixed temperature Hard to start when cold .
continuously for specific duration. value Cooling fan runs if
controlled by ECM.
8 Throttle Output voltage is out of specified range Opening zero Poor response when
continuously for specific duration. accelerating .
9 IAT Output voltage is out of specified range Use fixed temperature Poor hot engine starting.
continuously for specific duration. value 20 degrees C.
10 BARO Output voltage is out of range continuously Use sea level Poor performance at high
for specific time. altitude.
11 Vehicle Speed Gear is not in Neutral, engine rpm is high, No compensation for Some poor driveability.
but vehicle speed signal pulse does not each gear position
input.
12-17 Injector Voltage not applied to ECM terminal. Fuel injection and Engine stop.
ignition shut down
18 Crankshaft Position No signal from cam though there is crank Fuel injection and Engine stop.
Sensor (CKP) pulse input. ignition shut down
19 Cam Position No signal from crank though there is cam Fuel injection and Engine stop.
Sensor (CMP) pulse input. ignition shut down
20 ECM-E 2 PROM Failure in reading/writing E2 PROM in Malfunction history cannot
ECM. be read.
21 Oxygen Sensor No voltage from oxygen sensor. Stop feedback control No noticeable problem.
23 Oxygen Sensor Voltage is not applied to ECM terminal. Stop feedback control No noticeable problem.
Heater
25 Knock Sensor No signal input though engine rpm is Ignition timing retard Poor engine performance.
higher than a specified speed .
29 Idle Air Control Voltage is not applied to ECM terminal. Stop control Unstable idling .
Valve
33 ECM-E2 PROM Failure in reading/writing E2 PROM in Malfunction history cannot
ECM. be read.
41 Gear Position More than 2 gear position signals at a time, Stop compensation Some poor driveability.
or mismatched to gear position calculated
with vehicle speed and engine speed .
I' Quick Reference: Normal PGM-FI Voltage

Component Normal Voltage
I Ignition ON/Engine Stopped Engine Running
• Power Into ECM Battery voltage Battery voltage
Crankshaft Position Sensor (CKP) N/A Min. 0.7 peak voltage when cranking
I Cam Position Sensor (CMP) N/A Min. 0.7 peak voltage when cranking
MAP Sensor Output 2.8 - 3.0 V Lower voltage than when engine stopped
Throttle Positioni Sensor Output 0.50 V throttle closed 0.5 - 4.5 V
ECT Sensor Input Voltage 2.8 - 3.0 V Lower voltage than when engine stopped
IAT Sensor Input Voltage 2.8 - 3.0 V Lower voltage than when engine stopped
BARO Sensor Output 2.8 - 3.0 V Lower voltage than when engine stopped
Fuel Cut Relay Battery voltage Lower voltage than when engine stopped
Intake Duct Control Solenoid Valve Battery voltage Lower voltage than when engine stopped
EVAP Purge Control Solenoid Valve (CA only) Battery voltage Lower voltage than when engine stopped
Pair Solenoid Control Valve Battery voltage Lower voltage than when engine stopped
02 Sensor Heater Battery voltage Lower voltage than when engine stopped
0 2 Sensor Output N/A Varying voltage 0.2 - 0.9 V
Vehicle Speed Sensor N/A Pulsing O to 5 V as wheel is slowly rotated
9-31
FUEL SYSTEM
OTC READOUT
Start the engine and check the MIL.
• If the engine will not start, turn the starter motor for
more than 10 seconds and check that the MIL
blinks.
• When the ignition switch is turned ON , the MIL will
stay on for a few seconds , then go off.
If the MIL stays on or blinks, connect the HOS/MCS tool
to the OLC.
Read the OTC, freeze data and follow the
troubleshooting index
To read the OTC with the MIL blinking , refer to the
procedure on the following page.
READING OTC WITH THE MIL

Turn the ignition switch OFF.
Follow the model specific Service Manual for
instructions to gain access to the OLC.
Remove the dummy connector and short OLC terminals
using the special tool.
TOOL:
SCS Service connector
CONNECTION: See the model specific Service

Manual
Make sure the engine stop switch is turned to "O".
Turn the ignition switch ON and engine stop switch "O", OLC SCS SERVICE CONNECTOR
read , note the MIL blinks and refer to the
troubleshooting index in the model specific Service
Manual.
NOTE :
• If the ECM has any OTC in its memory, the MIL will
start blinking.
ERASING OTC
ERASING THE OTC WITH THE HOS/
MCS t
Connect the HOS/MCS to the OLC as shown on page
28-6 and erase the OTC with the HOS/MCS while the
engine is stopped .
t"
9-32
FUEL SYSTEM
ERASING THE OTC WITH THE SCS
SERVICE CONNECTOR
instructions to gain access to the DLC. REPRESENTATIVE IMAGE:
Turn the ignition switch OFF. Make sure the engine

stop switch is turned to "O".
See the model Remove the dummy connector and short the two wire
specific Service terminals of the DLC terminals using the special tool.
Manual for
TOOL:
connection.
SCS Service connector
DLC SCS SERVICE CONNECTOR
Turn the ignition switch ON .

Remove the special tool from the DLC.
The MIL will light for approximately 5 seconds. While
the MIL lights, short the DLC terminals again with the
special tool. The self-diagnostic memory is erased if the
malfunction indicator goes off and starts blinking.
The DLC must be jumped while the MIL lights. If not, the
MIL will not start blinking.
• Note that the self-diagnostic memory cannot be
erased if the ignition switch is turned "OFF" before
the MIL starts blinking.
CIRCUIT INSPECTION
INSPECTION AT ECM CONNECTOR
• Always clean around and keep any foreign material
away from the ECM connector before disconnecting
it.
• A faulty PGM-FI system is often related to poorly
connected or corroded connections. Check those
connections before proceeding.
• In testing at ECM connector (wire harness side)
terminal , always use the test probe. Insert the test
probe into the connector terminal, then attach the
digital multimeter probe to the test probe.
TOOL:
Test probe
TEST PROBE
The ECM connector terminals (wire harness side) are

numbered as shown in the illustration . WIRE HARNESS SIDE TERMINAL LAYOUT:
ECM CONNECTOR
9-33
FUEL LINE REPLACEMENT
FUEL PRESSURE RELIEVING
1. Turn the ignition switch OFF.
REPRESENTATIVE IMAGE- PUMP-IN-TANK TYPE:
Following the model specific Service Manual , gain
CONNECTOR
access to the fuel pump.
If applicable, remove the quick connect fitting cover
(fuel pump side only).
2. Disconnect the fuel pump connector.
3. Start the engine, and let it idle until the engine stalls.
5. Disconnect the battery negative(-) cable .
COVER
QUICK CONNECT FITTING REMOVAL
FOR PUMP-IN-TANK MODELS AND INJECTOR
HOSE SIDE OF SUB-FUEL TANK TYPE
Take every Check the fuel quick connect fitting for dirt, and
precaution to clean if necessary.
prevent dirt from
Place a shop towel over the quick connect fitting.
entering the fuel
system.
QUICK CONNECT FITTING
1. Pull and release the rubber cap from the retainer.

RUBBER CAP RETAINER TABS
2. Hold the connector with one hand and squeeze the
retainer tabs with the other hand to release them
from the locking pawls.
Pull the connector off, then remove the rubber cap
and retainer from the fuel joint.
• Absorb the remaining fuel in the fuel hose from
flowing out with a shop towel.
• Be careful not to damage the hose or other parts.
• Do not use tools.
• If the connector does not move, keep the retainer
J
tabs pressed down, and alternately pull and push
the connector until it comes off easily. CONNECTOR '
3. To prevent damage and keep foreign matter out,
cover the disconnected connector and fuel joint with
plastic bags.
9-34
FUEL PUMP SIDE OF SUB-FUEL TANK TYPE
1. Remove the fuel pump by following the instructions
2. Check the fuel quick connect fitting for dirt, and
clean if necessary.
Place a shop towel over the quick connect fitting.
SHOP TOWEL QUICK CONNECT FITTING

3. Hold the connector with one hand and squeeze the
retainer tabs with the other hand to release them
from the locking pawls.
Or use the special tool by aligning its interior sides of CONNECTOR
with the retainer tabs and squeezing the tool to
compress the tabs and release the locking pawls.
LOCKING
TOOL:
~ PAWLS
Fuel retainer compressor 07AMF-001A100
Pull the connector off, then remove the retainer and

joint rubber from the fuel joint.
NOTE:
• Prevent the remaining fuel in the fuel feed hose from RETAINER TABS JOINT RUBBER
flowing out with a shop towel.
• Be careful not to damage the hose or other parts.
• Do not use tools unless specified in the model
I • If the connector does not move, keep the retainer
tabs pressed down, and alternately pull and push the
connector until it comes off easily.
4. To prevent damage and keep foreign matter out,
cover the disconnected connector and fuel joint with PLASTIC BAGS
the plastic bags.
/
/
I
QUICK CONNECT FITTING

INSTALLATION
FOR PUMP-IN-TANK MODELS AND INJECTOR
HOSE SIDE OF SUB-FUEL TANK TYPE
• Always replace the retainer of the quick connect
fitting when the fuel hose is disconnected.
• Always replace the joint rubber.
• Do not bend or twist the fuel hose.
• If any retainer needs replacing, use the same
manufacturer's retainer as the one being removed
(The various manufacturers feature different retainer
specification).
9-35
Always replace any Insert a new retainer into the connector.
~
component where
instructed to do so
• Align the retainer locking pawls with the connector .._,..
RETAINER . .
grooves.
and when
components are
worn or damaged.
CONNECTOR Align
1. Install the rubber cap and seat it onto the fuel joint
as shown.
Align the quick connect fitting with the fuel joint.
Then press the quick connect fitting onto the pipe
until both retainer pawls lock with a "click".
If it is hard to connect, put a small amount of engine
oil on the pipe end.
FUEL JOINT LOCKING PAWLS
2. Make sure the connection is secure and that the

pawls are firmly locked into place; check visually and
by pulling the connector.
3. Make sure the rubber cap is in place (between the
flange and retainer tab). RUBBER CAP
FLANGE RETAINER
4. Connect the fuel pump connector. REPRESENTATIVE IMAGE- PUMP-IN-TANK TYPE:

Install the quick connect fitting cover (fuel pump side CONNECTOR t
only).
5. Connect the battery negative(-) cable to the battery.
6. Complete the fuel pressure normalization procedure
(see page 9-37) and check that there is no leakage
in fuel supply system .
9-36
i FUEL PUMP SIDE OF SUB-FUEL TANK TYPE
f,
1. Insert a new retainer into the connector.
I .... RETAINER
r NOTE: llllijjlll
• Align the new retainer locking pawls with the
connector slots.
CONNECTOR
2. Install a new joint rubber to the fuel joint as shown.

3. Install the connector to the fuel joint by aligning
.,
retainer tabs with joint rubber grooves.
Then press the quick connect fitting onto the joint
until both locking pawls lock with a "CLICK".
If it is hard to connect, put a small amount of engine
oil on the joint end.
JOINT RUBBER
Align
f 4. Make sure the connection is secure and that the

J locking pawls are firmly locked into place; check
visually and by pulling the connector.
5. Make sure the joint rubber is in place (between the
retainer tabs).
6. Install the fuel pump by following the instructions in
7. Complete the fuel pressure normalization procedure
(see page 9-37) and check that there is no leakage
in fuel supply system.
LOCKING PAWLS JOINT RUBBER
FUEL PRESSURE NORMALIZATION

{ 1. Connect the fuel pump connector.
REPRESENTATIVE IMAGE - PUMP-IN-TANK TYPE:
I 2. Connect the battery negative (-) cable. CONNECTOR
3. Turn the ignition switch ON and engine stop switch
"O".
I
I
NOTE:
·i • Do not start the engine.
4. The fuel pump will run for about 2 seconds, and fuel
pressure should rise to its normal operating level.
Repeat 2 or 3 times, and check that there is no
leakage in the fuel supply system.
, l
•
I
9-37
FUEL PRESSURE TEST
Relieve the fuel pressure (page 9-34) and disconnect
the quick connect fitting from the injector hose side
(page 9-34).
FUEL PRESSURE
Refer to the model Attach the fuel pressure gauge and any required hose PRESSURE GAUGE
specific Service attachment(s), joint(s), adaptor(s) and manifold /GAUGE
MANIFOLD
Manual for required between the injector hose joint and fuel feed hose.
tools. TOOLS: To approved
Fuel pressure gauge (0-100 psi) fuel container
Pressure gauge manifold
Hose attachment
Attachment joint
Adaptor, male and/or female
Temporarily connect the negative(-) battery cable.
Connect the fuel pump connector.
Start the engine and let it idle.
Read the fuel pressure.
Refer to the model If the fuel pressure is higher than specified, replace the
specific Service fuel pump unit.
Manual for the
If the fuel pressure is lower than specified, inspect the
specified fuel following:
pressure. ATTACHMENT
- Fuel line leaking JOINT
- Pinched or clogged fuel feed hose or fuel tank '-------- -- - -- - - -- -- -- -_,
breather hose
- Fuel pump (page 9-39)
Wrap a shop towel

- Clogged fuel pump filter (page 9-39)
After inspection, relieve the fuel pressure (page 9-34).
,
around the
attachment to soak Remove the fuel pressure gauge and related tools. f
up any spilled fuel. Connect the quick connect fitting to the injector hose
side (page 9-35).
FUEL FLOW INPECTION

Relieve the fuel pressure (page 9-34) and disconnect
the quick connect fitting from the injector hose side
(page 9-34 ).
Following the model specific Service Manual, gain
access to and disconnect the fuel cut relay.
Connect the fuel cut relay of the wire side with a jumper
J
wire.
Connect the hose attachment to the fuel feed hose.
TOOL:
I
Hose attachment
;
I
Wipe spilled Place the end of the hose into an approved gasoline
gasoline out of the container.
'
container.
Temporarily connect the negative (-) cable to the
battery.
Connect the fuel pump 2P (Black) connector.
Turn the ignition switch ON, engine stop switch "O" for
10 seconds.
ATTACHMENT
9-38
See the model Measure the amount of fuel flow.
specific Service Amount of fuel flow:
Manual for the fuel
flow rate x cm 3 (x US oz) minimum
specification. /x seconds at 12 V
If the fuel flow is less than specified, inspect the
r following :
r - Fuel pump (page 9-39)
r - Pinched or clogged fuel feed hose
I
- Clogged fuel pump filter (page 9-39)
Connect the quick connect fitting to the injector hose
side (page 9-35).
f
! FUEL PUMP INSPECTION
.
t
{ Turn the ignition switch ON, engine stop switch "O" and
~ confirm that the fuel pump operates for a few seconds.
l
If the fuel pump does not operate, inspect as follows:
•
ft Turn the ignition switch OFF.
Following the instructions in the model specific Service
Manual, gain access to the fuel pump and disconnect
ft the fuel pump connector.
I
•I See the model Turn the ignition switch ON and engine stop switch "o".
f specific Service Measure the voltage at the wire side.
FUEL PUMP CONNECTOR
Manual for
There should be battery voltage for a few seconds.
connector specifics.
~
If there is battery voltage, replace the fuel pump unit.
' J
If there is no battery voltage, inspect the following: e
See the model - Open circuit
I! specific Service
Manual for
component
-
-
-
Related sub fuse(s)
Main fuse
Ignition switch
t inspection - Fuel cut relay (page 9-39)
rr procedures. -
-
Engine stop relay (page 9-43)
Engine stop switch
- Bank angle sensor (page 9-41)
- ECM (page 9-43)
FUEL CUT RELAY INSPECTION

See the model Following the model specific Service Manual, gain
FUEL CUT RELAY
specific Service access to and disconnect the fuel cut relay.
; Manual for relay
Connect an ohmmeter and 12 V battery to the fuel cut
specifics.
f relay terminals as shown.
I There should be continuity only when the 12 V battery
is connected.
' connected, replace the fuel cut relay.
BATTERY
9-39
[
THROTTLE BODY CLEANING
Blow open all air passages and sensor holes in the
throttle body with compressed air.
NOTE :
• Cleaning the air passages and sensor hole with a
piece of wire will damage the throttle body.
• When cleaning the throttle body with compressed
air, remove the IACV.
FUEL INJECTOR INSPECTION

Start the engine and let it idle.
Confirm injector operation by listening for spray sounds
with a stethoscope or sounding rod .
I
,
f
STETHOSCOPE
IACV INSPECTION
NOTE:
• Always clean the throttle body before the IACV
removal to prevent dirt and debris from entering the
.-.; ; ;a==-------
IACV passage.
Manual, gain access to the throttle body.
The IACV is installed on the throttle body and is
operated by the step motor.
;
When the ignition switch is turned ON, the IACV
operates for a few seconds.
I,
Check the step motor operating (beep) sound with the
ignition switch turned ON.
,
•
9-40
1 The IACV operation can be checked visually as follows:
I
1. Remove the IACV.
,
2. Connect the IACV connector.
r 3. Turn the ignition switch ON, check the IACV
r operation .
.
~
I
r
r
BANK ANGLE SENSOR INSPECTION

SYSTEM INSPECTION
NOTE:
• Do not disconnect the bank angle sensor 3P (black)
connector during inspection.
Manual, remove the bolts and bank angle sensor with
the bank angle sensor connector is connected.
Place the bank angle sensor horizontal (normal
position) as shown, and ignition switch ON and engine BANK ANGLE POSITION
stop switch "O".
I Before you perform With the ignition switch ON and the engine stop switch
f this test, turn the "O" incline the bank angle sensor to the angle specified
ignition switch OFF, in the model specific Service Manual to the left and then
then turn the ignition to the right.
switch ON and HORIZONTAL
engine stop The bank angle sensor is normal if the engine stop
switch "0 ". relay clicks and power supply is open when the bank
angle sensor is inclined as described above.
r' If you repeat this test, first turn the ignition switch OFF,
then turn the ignition switch ON.
I
r..
I
I- I
'.
f
9-41
INPUT VOLTAGE/GROUND LINE
INSPECTION
NOTE:
• Check the bank angle sensor system (page 9-41)
before checking the input voltage/ground line.
1. Input Voltage Line Inspection
BANKANGLESENSORCONNECTOR
Following the instructions in the model specific (Wire side/female terminal)
Service Manual, gain access to and disconnect the
bank angle sensor connector. \
Turn the ignition switch ON and engine stop switch
"~ ".
Measure the voltage at the bank angle connector of

See the model
wire side and ground .
specific Service
Manual for STANDARD: Battery voltage
Is there battery voltage?
YES - GO TO STEP 2.
NO • Open circuit in White/black wire
• Blown main fuse
• Blown sub fuse (ST/ENG STOP)
2. Engine Stop Relay Coil Line Inspection
Turn the engine stop switch "O".
See the model
Measure the voltage at the bank angle sensor (Wire side/female terminal)
connector of wire side and ground. I
\
specific Service
YES - GO TO STEP 3.
NO • Open circuit
• Faulty engine stop relay
• Faulty engine stop switch
3. Ground Line Inspection

Check for continuity between the bank angle sensor
See the model (Wire side/female terminal)
specific Service
connector of wire side and ground .
Manual for
YES
NO
- Faulty bank angle sensor
- Open circuit
\ I
'1
J
)
'
)
9-42
f
ENGINE STOP RELAY INSPECTION
'
See the model Following the model specific Service Manual, gain
specific Service access to and disconnect the engine stop relay. ENGINE STOP RELAY
Manual for relay
Connect an ohmmeter and 12 V battery to the engine
specifics.
stop relay terminals as shown.
- There should be continuity only when the 12 V battery

is connected .
connected , replace the engine stop relay.
Q-____, <f> e
I BATTERY
;
ECM POWER/GROUND LINE
INPECTION
' NOTE:
• Before starting the inspection, check for loose or
poor contact on the ECM connectors and recheck
the MIL blinking.
'f
I
ENGINE DOES NOT START (MIL DOES NOT BLINK)
1. ECM Power Input Voltage Inspection
Following the model specific Service Manual gain
access to and disconnect the ECM connectors: ECM CONNECTOR
(Wire side/female terminal)
t
"O".
Measure the voltage at the ECM connector of the
I See the model
wire side and ground.
specific Service
~
TOOL:
Test probe

YES - GO TO STEP 2.
NO - GO TO STEP 3.
2. ECM Ground Line Inspection
ECM CONNECTORS
• See the model
Check for continuity between the ECM connectors
of the wire side and ground.
(Wire side/female terminals)
specific Service
' Manual for TOOL:

connector specifics. Test probe
YES - Replace the ECM with a known good one,
and recheck.
NO - Open circuit in GROUND LINE wire
J
I
1
l 9-43
'
3. Engine Stop Relay Inspection 1
Following the model specific Service Manual gain
access to and disconnect the engine stop relay.
"O".
Measure the voltage at the wire side terminals.
See the model
specific Service STANDARD: Battery voltage
Manual for
YES - GO TO STEP 4.
NO - Inspect the bank angle sensor (page 9-41 ). r
4. Engine Stop Relay Inspection 2
Connect the engine stop relay of the wire side
terminals with a jumper wire.
"O".
Measure the voltage at the ECM connector
See the model
terminals and ground.
specific Service
TOOL:
Test probe
Is there battery voltage? I
YES - • Inspect the engine stop relay (page 9-
I
I
43).
• Inspect the engine stop switch
NO - • Open circuit in the wire between the
f
sub fuse (Fl) and ECM I
• Faulty sub fuse (Fl) t
• Open circuit in the wire between the I
battery and sub fuse (Fl) I
t
I
SECONDARY AIR SUPPLY SYSTEM J
INSPECTION
Start the engine and warm it up to coolant temperature
is 80°C (176°F).
Stop the engine.
Following the model specific Service Manual, gain
access to air intake port within the air cleaner housing.
Check that the secondary air intake port is clean and
free of carbon deposits.
Check the PAIR check valve if the port is carbon fouled
(page 9-46).
.I
9-44
Start the engine and open the throttle slightly to be
certain that air is sucked in through the air intake port. REPRESENTATIVE IMAGE:
If the air is not drawn in, check the secondary air supply PAIR CONTROL SOLENOID VALVE
air suction hoses for clogs and PAIR control solenoid
valve (page 9-45). AIR SUCTION HOSE
'I
,
t
AIR SUPPLY HOSES
~ FRESHAIR
f . . . EXHAUST GAS
l 4
j
INSPECTION
Following the model specific Service Manual, remove
the PAIR control solenoid valve.
Check that air does not flow (A) to (B) when the 12 V
battery is connected to the PAIR control solenoid valve
terminals. Air should flow (A) to (B) when there is no
voltage applied to the PAIR control solenoid valve
terminals.
- - -~ (B)
11 Measure the resistance at the PAIR control solenoid

valve side.
1 See the model If it is out of the standard, replace the PAIR control
(Solenoid valve side/male terminals)
specific SeN ice solenoid valve.
1 Manual for
resistance
specifications.
9-45
PAIR CHECK VALVE INSPECTION
STOPPER
Manual, remove the PAIR check valve from the cylinder
head cover.
,,
Check the reed and stopper for damage or fatigue ,
replace the PAIR check valve if necessary.
Replace the PAIR check valve if the rubber seat is
cracked, deteriorated or damaged , or if there is
clearance between the reed and seat.
Installation is in the reverse order of removal.
REED RUBBER SEAT

i
EVAP PURGE CONTROL SOLENOID
VALVE INSPECTION '
SO-STATE, MEETS CALIFORNIA
REQUIREMENTS
Check that air should flow (A) to (B), only when a 12 V
battery is connected to the EVAP purge control
solenoid valve terminals .
,
.
i
;
I
r
I
Measure the resistance at the EVAP purge control
solenoid valve side. EVAP PURGE CONTROL SOLENOID VALVE
(Solenoid valve side/male terminals)
See the model If the resistance is out of specification, replace the
specific Service EVAP purge control solenoid valve.
Manual for
resistance
specifications.
9-46
10. CYLINDER HEADNALVES
I SYSTEM DESCRIPTIONS .......................... 10-2 CYLINDER COMPRESSION TEST ··········10-16
CYLINDER HEAD········································10-2 CAMSHAFT··············································· 10-16
EXHAUST PORT VALVES ROCKER ARM, ROCKER ARM SHAFT·· 10-18 111111
(TWO-STROKE) ······· ···· ···························· ··· 10-2
CYLINDER HEAD INSPECTION·············· 10-19
VALVE TRAIN DRIVES······························· 10-3
CYLINDER HEAD DISASSEMBLY ··········10-20
OHV VALVE TRAIN ····································10-4
f
VALVE SPRINGS· .. ··································· 10-20
' DOHC VALVE TRAIN··································10-5
J VALVES····················································· 10-21
• UNICAM SYSTEM·······································10-6
VALVE GUIDES········································ 10-21
' VTEC SYSTEM············································ 10-6

VALVE SEAT INSPECTION/REFACING··10-24
HYDRAULIC VALVE ADJUSTER (HVA)····10-9
HYDRAULIC VALVE ADJUSTER (HVA)
DECOMPRESSOR SYSTEMS·················· 10-10 INSPECTION ························ ······ ········· ······ 10-27
SERVICE INFORMATION························· 10-13 CYLINDER HEAD ASSEMBLY ················10-27
TROUBLESHOOTING· .. ···························· 10-14 INITIAL CAMSHAFT LUBRICATION ······· 10-29
10-1
)
CYLINDER HEADNALVES J
SYSTEM DESCRIPTIONS
Cylinder head and valve train design is paramount to the efficiency of an engine to turn fuel into motive force. Between two and I
four-stroke engines, there are numerous different cylinder head types and valve train systems.
I
CYLINDER HEAD
Cylinder heads are subject to high combustion heat and pressure , they are therefore made of a one-piece aluminum casting with
considerable strength and cooling capability. Air-cooled engines have air cooling fins, and liquid-cooled engines have a water jacket
to cool the engine.
The cylinder head encloses the combustion chamber. Traditionally a hemispherical (half a sphere) shaped head was most common
on two-stroke engines and four-stroke engines with two valves. As four valves were introduced in four-stroke engines, the pentroof
shape came into use. The pentroof shape is similar to that of a single apex house roof. The two intake and two exhaust valves are ,,
positioned in pairs in flat areas of the head opposite each other. Honda powersports engines have been produced in two , three, or
four valves per cylinder. Increasing the size or number of valves per cylinder, increases the air/fuel volume and leads to higher
output from the engine. Also, the more valves, the less each one weighs and so valve springs can also be lighter, all of which helps
reduce friction losses. Furthermore, the lighter the valves, the less chance of valve float during high engine-speed running . Valve
float is when the valve cannot accurately follow the cam.
A two-stroke combustion chamber is quite simple, but with four-stroke engine many factors determine the combustion chamber
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shape. The spark plug(s) must be positioned where they ignite the air/fuel mixture for the most effective flame propagation, the
ports must be as straight as possible for the efficient movement of gasses, and the valve sizes and lift must be sufficient to allow the
gasses to enter and exist the chamber. And , as these components require holes in the head , structural integrity also is a big factor.
Most importantly however, the chamber shape must allow for the most efficient combustion of the air/fuel mixture. One of the
elements of combustion chamber shape is the valve included angle. This is the relative angle between the valve stems. The lower
the included valve angle, the flatter the combustion chamber.
Another element in combustion chamber shape is squish. Some two and four-stroke engines include squish areas on the outer
circumference of the combustion chamber. These areas have the effect of improving combustion efficiency at the final stage of the
compression process by forcing the air/fuel mixture in the squish areas to the center of the combustion chamber. This action
increases compression and improves combustion , and has the added advantage of decreasing carbon deposits.
TWO-STROKE ENGINE: FOUR-STROKE ENGINE:
VALVES
.
I
COOLING FIN
SQUISH AREAS ~~: PISTON

INTAKE PORT
EXHAUST PORT VALVES (TWO-STROKE)

A conventional two-stroke engine does not have valves of any type. However, some two-stroke engines, especially on small
capacity racing models, utilize exhaust port valves to improve performance by varying the exhaust port time/area according to
engine speed. These valves are not of the same type and usage as four-stroke valves. Rather than being located in the cylinder
head , two-stroke valves are located at the exhaust port in the cylinder. For information about two-stroke exhaust port valves, see
Section 6.
10-2
CYLINDER HEADNALVES
VALVE TRAIN DRIVES
The valve train of an engine includes all the components used to operate the intake and exhaust valves on a four-stroke engine.
There are two categories of valve train, those for overhead valve (OHV) engines and those for overhead cam (OHC) engines. In
OHV engines, the camshaft is located in the crankcase and transfers reciprocating movement to the valves by way of push rods. In
OHC engines, rotational movement from the crankshaft is transmitted to the camshaft(s) in the cylinder head by a chain, belt, or
gears.
The push rods in OHV engines sit in cam followers at the camshaft and their rounded tops connect to the cupped ends of the rocker
arms. They move within internal or external channels in or on the cylinder. In the OHC category, a cam chain is the most commonly
used type of drive. A chain is simple, reduces friction loss compared to gears, and is inexpensive. It does, however, require
management of slack caused by gradual elongation. In modern engines, this is accomplished with an automatic cam chain
tensioner. The tensioner provides spring support by pressing the chain in the direction of tension via a chain guide, and locking
against any counter-pressure. Belt drive also requires a spring-loaded tensioner but is quieter than chains or gears. Gear drive is
, very accurate, durable, and doesn't require any tensioning mechanism, however it is expensive, noisy, and has a higher friction loss
compared to the other types of drive. The gear sets are mounted together in a cassette type arrangement for ease of removal and
installation.
I
CHAIN DRIVE EXAMPLE FROM SINGLE OR MULTI CYLINDER INLINE ENGINE: SELF-ADJUSTING TENSIONER:
TENSIONER TENSIONER LIFTER

WEDGE
• TENSIONER
WEDGE
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BELT DRIVE EXAMPLE FROM FLAT SIX ENGINE: GEAR DRIVE EXAMPLE FROM V-FOUR ENGINE:
• CAMSHAFT DRIVE BELT REAR CYLINDER

INTAKE CAMSHAFT
f
•
CAMSHAFT
CRANKSHAFT
10-3
CYLINDER HEADNALVES
OHV VALVE TRAIN
Use of an OHV valve train allows for a compact cylinder head, and allows the optimum placement of intake and exhaust system
parts. For an ATV engine, the compactness of pushrod valve actuation can be more valuable than the high-rpm ability offered by
OHC designs. A pushrod valve operating system only has a rocker arm above each valve, thereby reducing engine height. The
room that would have been taken up by overhead camshafts and their drive sprockets can now be put to other uses, such as
increasing ground clearance while maintaining a low center of gravity.
The camshaft is generally located in the crankcase on the right side of the crankshaft and is driven by a short cam chain . As the
camshaft turns, the push rods are moved up and down by means of the cam followers on the camshaft. The force of the push rods
is then transmitted to the valves through the rocker arms which pivot on the rocker shaft in the cylinder head.
The overhead valve train illustrated below is of an early ATV design. Later models were made more compact by rearranging the
position of the cam which shortened the push rods. In some models, such as the TRX680 and MUV700, the camshaft is positioned '
)
to the side of the cylinder head and activates the rocker arms with very short push rods.
I
PUSH ROD I
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CAM FOLLOWER CRANKSHAFT
10-4
CYLINDER HEADNALVES
OHC VALVE TRAIN
The standard OHC arrangements in four-stroke engines are single overhead camshaft (SOHC) and double overhead camshaft
(DOHC) configurations. In SOHC engines, the intake and exhaust valves are operated by rocker arms driven by one camshaft.
Valve clearance adjustment is made by turning an adjusting screw on the rocker arm. Compared to the DOHC, the SOHC type is
less expensive to manufacture and is easier to maintain due to the reduced number of parts. However, valve float can occur,
. causing the valve to contact the piston, and causing severe engine damage. To reduce the possibility of engine damage at high
engine speeds, four-stroke engines requiring high power generally use the DOHC design in which the valves are operated directly
by the lobes of two separate camshafts, one each for intake and exhaust valves.
EXAMPLE OF SOHC, 4-VALVE ENGINE:
CAMSHAFT
ROCKER ARM
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INTAKE VALVES
The DOHC configuration can be of two designs: a type where the camshafts operate the valves via rocker arms (sometimes refered
to as followers), as seen in SOHC engines, and a type where the camshafts lobes presses directly against the valve lifter (often
referred to as the bucket). On the latter, a shim is provided in or on the bucket for valve clearance adjustment. The valve clearance
is adjusted by replacing the shim. The valve adjustment shim may be placed between the bucket and the cam lobe, or between the
underside of the bucket and valve stem, allowing less valve actuating mechanism weight.
The DOHC has a further advantage when combined with the 4-valves per cylinder engine type. A larger valve area can be provided
in the 4-valve type in comparison to that of the 2-valve type, enabling a greater intake volume of air/fuel mixture and a smoother
exhaust. Valve weight is also less, consequently reducing the likelihood of valve float associated with high engine speeds.
Furthermore, with a 4-valve type the spark plug can be placed at the center of the combustion chamber, allowing an improved flame
propagation during combustion .
EXAMPLE OF DOHC , 4-VALVE ENGINES:
DIRECT ACTION LIFTER (BUCKET) TYPE : ROCKER ARM (FOLLOWER) TYPE:
CAMSHAFT
SHIM
BUCKET
10-5
:
;
CYLINDER HEADNALVES
UNICAM SYSTEM
The Honda Unicam system has SOHC and one-piece camshaft holder. The camshaft acts directly on the intake valves via lifters
(buckets) and shims, while the exhaust valves are activated by a U-shaped roller rocker arm. Valve clearance adjustment is made
with shims under buckets on the intake valves and a shim between the U-shaped rocker arm and the exhaust valves. Due to less
moving parts the Unicam design is lighter and more compact than a DOHC cylinder head design. The Unicam cylinder head has a
,'
narrow 22° included valve angle, giving a flatter, more efficient combustion chamber shape. The exhaust roller rocker arm is U-
shaped to fit around the centrally located spark plug.
CAMSHAFT
U-SHAPED ROLLER
ROCKER ARM
'I
'1
SHIM
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1
VTEC SYSTEM
OVERVIEW
The Honda VTEC system, as used on the 2002-2009 VFR800 combines the power characteristics of both two-valve and four-valve
cylinder head designs. The engine runs on two valves per cylinder below a certain engine speed , which gives strong low-end and
mid-range torque and fuel economy, and then switches to four-valves per cylinder, delivering high-rpm power.
The VTEC engine uses hydraulically actuated lifter sleeves inside the inverted buckets of the valve train's direct-actuated lifters.
Above a certain engine speed, an oil spool valve, actuated by an electric solenoid, sends oil pressure to the lifter actuators and
positions their spring-loaded engagement pins above the valve stems to initiate actuation of the remaining two valves of each
cylinder. Precise, shim-under-bucket valve actuation for the two continuously operating valves contributes to quiet low-speed
engine operation and allows 16,000-mile valve maintenance intervals. The diagonally opposed VTEC-actuated valves utilize
buckets that also serve as shims, reducing valve train weight and service complexity.
TWO VALVE OPERATION (SPOOL VALVE OFF): FOUR VALVE OPERATION (SPOOL VALVE ON):
10-6
CYLINDER HEADNALVES
SPOOL VALVE OPERATION
The spool valve (solenoid valve) is located between the two cylinder banks and charges the oil passage from the oil pump to the
VTEC valve lifters. When the spool valve is off, oil pressure from the main galley is returned in the crankcase and the oil pressure
has no effect to the valve lifters. When the spool valve is on, oil pressure reaches the valve lifter through the oil passage.
,,., VALVE LIFTER
'
' SLIDE PIN HOLDER
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l SPOOL VALVE
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OIL PUMP
The spool valve solenoid is operated by the ECM. The ECM detects the side stand switch, coolant temperature, and ignition pulse
generator signals, then sends the signals to the solenoid valve .
CYLINDER HEAD
f ECT SENSOR
ECM
IGNITION PULSE
GENERATOR
10-7
CYLINDER HEADNALVES
SLIDE PIN OPERATION
In the valves that are part of the VTEC system, the slide pin holder is installed in the valve lifter, between the valve lifter and valve
stem tip. The slide pin holder is positioned where the typical valve shim is usually located.
J
The slide pin holder consists of the slide pin, return spring , and stopper pin. When the spool valve turns off, the camshafts affect
only the valve lifters, slide pin holders, and outer valve springs, making the VTEC intake and exhaust valves non-operational. When
the spool valve turns on, the slide pin within the slide pin holder is pushed toward the valve stem by oil pressure. The camshaft
motion is then transferred to the valves and the VTEC valves operate.
VALVE LIFTER
SLIDE PIN HOLDER
SPOOL VALVE
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SPOOL VALVE !
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VALVE LIFTER
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RETURN SPRING STOPPER PIN r

SPOOL VALVE ;
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SLIDE PIN
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10-8
CYLINDER HEADNALVES
; GENERAL
Hydraulic valves adjusters (HVAs)/hydraulic tappets maintain an optimum clearance between the valve stem and rocker arm. HVAs
' never need adjusting during routine maintenance and help the engine to run quieter by keeping valve clearance adjusted at all
engine temperatures. The HVA consists of a body, a leak-down plunger, a plunger spring , and a ball check valve. As the HVA is
compressed , the oil in the high pressure chamber pushes the ball check valve closed , sealing the oil in. This trapped oil supports
the plunger as the valve is opened. A small amount of oil leaks out during valve opening . After the valve closes, oil from the
reservoir replenishes the high pressure chamber.
HYDRAULIC VALVE TAPPET
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,r ROCKER ARM FOLLOWER

CONTACTING FACE
PLUNGER SPRING
CHECK BALL CAGE
OPERATION
1. Before the camshaft lobe opens the valve, the plunger is at rest. In this position the oil holes align and oil enters the HVA
reservoir. As the camshaft turns and lifts the rocker arm to open the valve, the eccentric rocker arm shaft rotates. The shaft
pushes the HVA plunger down and oil pressure in the high pressure chamber increases, closing the ball check valve .
2. As the cam lobe opens the valve, oil pressure in the high pressure chamber increases rapidly, because the check valve is
closed. The high oil pressure keeps the check valve closed. At the same time, the rocker arm is pushing against the plunger.
J This causes a small amount of oil to leak out of the high pressure chamber between the plunger and the body. This allows the
plunger to absorb the shock from the effects of the cam lobe reaching maximum lift.
J 3. After the lobe passes maximum lift, the valve springs force the valve to close and push the rocker arm to follow the cam profile.
This causes the eccentric rocker arm shaft to change direction , allowing the plunger to be pushed up by the spring under it. Oil
I 1.
pressure decreases and the check valve opens. Oil flows from the reservoir and oil inlet passage to the high pressure chamber.
2. 3.
'
1 10-9
J
CYLINDER HEADNALVES
DECOMPRESSOR SYSTEMS
DESCRIPTION
Decompressors are generally found on single-cylinder four-stroke engines . They reduce the cranking force required to kick start or
electric start the engine and may also reduce starting kickback. Various decompressor systems have been used on Honda models.
Earlier versions are manual and required a lever to be operated to slightly open the exhaust valve via the rocker arm . Later
decompressor systems are automatic and are described in the following pages.
DIRECT ACTION TYPE

The system uses two separate decompressor cams: one reduces the necessary cranking force (decompressor cam) and the other
reduces starting kickback (reverse decompressor cam). Both of these decompressor cams slip onto the drive end of the camshaft.
The decompressor cam is loosely keyed onto the camshaft which allows it to shift positions as the engine speed increases (after
startup). The reverse decompressor cam rotates on a machined surface on the camshaft, but it can only rotate in one direction
because of a one-way sprag clutch . r
,
REVERSE DECOMPRESSOR CAM ,
RIGHT EXHAUST ROCKER ARM
CAM SPROCKET HOLDER ' J
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CAMSHAFT
RIGHT EXHAUST CAM LOBE

ONE-WAY CLUTCH
DECOMPRESSOR CAM
When cranking the engine to start it, at TDC (on the compression stroke) the spring tension pushes up on the decompressor cam
and causes it to contact the right exhaust rocker arm , which slightly opens the exhaust valve. This reduces compression and
reduces the cranking force required. After the engine starts , centrifugal force acts upon the decompressor cam weight and against
the spring tension to force the decompressor cam down so it is flush with the normal exhaust cam lobe's base circle (heel) . This
allows the exhaust valve to close completely.
SPRING DECOMPRESSOR CAM At engine cranking speed At engine running speed

(Below 800 rpm) (Above 800 rpm)
RIGHT EXHAUST ROCKER ARM
DECOMPRESSOR
CAM LO\,_ed-)---<
PINS
EXHAUST CAM
CAMSHAFT
DE COMPRESSOR
CAM WEIGHT
PROFILE OF EXHAUST CAM DECOMPRESSOR CAM WEIGHT
10-10
CYLINDER HEADNALVES
REVERSE DECOMPRESSOR CAM
The reverse decompressor cam is stationary during normal engine operation . It doesn't turn when the engine is being started or
when it is running . Its one-way sprag clutch allows it to free-wheel whenever the engine is turning in the normal direction.
But if the engine kicks back during startup, the reverse direction locks up the one-way sprag clutch, which moves the lobe of the
1
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reverse decompressor cam into position and slightly opens the exhaust valve. The reverse decompressor cam automatically
returns to its normal position when the engine stops turning in the wrong direction.
NORMAL ENGINE OPERATION: ENGINE KICKS BACK DURING STARTUP:
't
l
J
t ONE-WAY SPRAG
CLUTCH
1 PIN
' ROLLER
1 SPRING
'l ARM TYPE

During start-up or when the engine is off, the lifter arm is raised slightly by the rounded side of the decompressor lever's pin. The
raised lifter causes the decompressor arm to push against the rocker arm, opening the exhaust valve slightly.
After start-up, centrifugal force of the spinning camshaft causes the decompressor lever to swing out. As the lever swings out, its
pin rotates so the flat side is facing up. This allows the decompressor cam to be flush with the camshaft surface, releasing pressure
on the rocker arm and closing the exhaust valve .
START: RUNNING :
DECOMPRESSOR CAM WEIGHT
10-11
CYLINDER HEADNALVES
PLUNGER TYPE
During start-up or when the engine is off, the decompressor plunger protrudes from the exhaust cam lobe base cirlce (heel) and
depresses the exhaust valve via the rocker arm. This slightly opens the exhaust valve and releases some cylinder compression for
easy starting.
After the engine starts, the decompressor weight moves outward by centrifugal force. The decompressor weight turns pin A on the
decompressor shaft. Pin 8 on the decompressor shaft turns with the decompressor shaft and pulls the decompressor plunger into
the exhaust cam lobe.
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CAMSHAFT
DECOMPRESSOR SHAFT
J
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EXHAUST VALVE DECOMPRESSOR WEIGHT
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10-12 '
CYLINDER HEADNALVES
SERVICE INFORMATION
; GENERAL
• Refer to Engine Testing, Section 3, for cylinder compression and leak-down testing.
• Allow the engine to completely cool overnight before taking any clearance measurements.
• Remove accumulated carbon from the cylinder head of two-stroke engines as described in the model specific Service Manual.
• Camshaft lubricating oil is fed through oil passages in the cylinder head. Clean the oil passages before assembling the cylinder
head.
• Clean all disassembled parts with cleaning solvent and dry them by blowing them off with compressed air before inspection.
• Before reassembly, lubricate the sliding surfaces of the parts (see the model specific Service Manual for lubrication information).
• When disassembling, mark and store the disassembled parts to ensure that they are reinstalled in their proper locations.
• Loosen the cylinder head bolts in a crisscross pattern in two or three steps from outside to center and from small diameter to
large diameter.
,, • When tightening cylinder head bolts:

- tighten the bolts and nuts to the specified torque in the sequence described in model specific Service Manual, or if the
sequence is not described, tighten according to the following general rule.
- hand-tighten the bolts and nuts, then torque the large bolts and nuts before the small ones in a crisscross pattern from inner-
to-outer in two or three gradual steps.
• If it is not clear which bolt belongs in which hole, insert all bolts in the holes and check the exposed lengths; each should be
r exposed the same amount.
TOOLS
When conducting cylinder head testing, servicing, and repair, the special tools listed below may be required. See the model specific
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Service Manual for the part numbers of the specifically required tools. For a list of common hand tools, see page iv.
Compression gauge attachment Valve spring compressor Valve spring compressor attachment
(
t
\
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Solid pilot bars (various sizes) An equivalent tool can easily be made from a plastic 35 mm film container as shown.
5mm 5mm
TOP VIEW
T
31 mm
J 15 mm
l
Valve guide driver (various sizes) Valve guide reamer (various sizes) Valve seat cutter (45°) (various sizes)
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J 10-13
I
CYLINDER HEADNALVES
Flat cutter (32 °) (various sizes) Interior cutter (60°) (various sizes) T-handle
Cam chain tensioner holder Compression test adaptor Hydraulic tappet bleeder
TROUBLESHOOTING
Engine top-end problems usually affect engine performance. These can be diagnosed by a compression or leak-down test, or by
tracing noises to the top-end with a sounding rod or stethoscope.
Low compression
Valves
- Incorrect valve adjustment (Section 2)
- Burned or bent valves
- Incorrect valve timing
- Broken valve spring
- Uneven valve seating
Hydraulic tappet
- Incorrect tappet adjustment
- Hydraulic tappet locked (engine will not start)
- Collapsed hydraulic tappet (chatter noise)
- Insufficient air bleeding , noise will stop after about 10 minutes
Cylinder head
- Leaking or damaged head gasket
- Warped or cracked cylinder head
Cylinder, piston (Section 11)
Leaking crankcase primary compression (two-stroke engine)
- Blown crankcase gasket
- Damaged crankshaft oil seal
- Throttle not fully open
Excessive white smoke (four-stroke engine)
• Worn valve stem or valve guide/seals (deceleration)
• Damaged stem seal
• Faulty cylinder, piston , or piston rings
Rough idle
• Low cylinder compression
• Incorrect decompression adjustment
• Incorrect camshaft timing
• Piston rings (low compression)
• Worn camshaft lobes
Compression too high
• Excessive carbon build-up on piston or combustion chamber
10-14
CYLINDER HEADNALVES
Excessive noise
• Incorrect valve adjustment
• Sticking valve or broken valve spring
• Damaged or worn camshaft
• Worn or damaged valve lifter
• Worn or loose cam chain
• Worn or damaged cam chain tensioner
• Worn cam sprocket teeth
• Worn rocker arm and/or shaft
• Hydraulic tappet
- Worn or damaged tappet
, - Clogged oil hole or oil passage to cylinder head
- Weak or damaged assist spring
r - Worn or damaged assist spring
- Air in oil passage caused by low oil level
• Faulty cylinder, piston, or piston rings
I • Worn crankshaft bearings
I
• Worn or damaged connecting rod big end bearing
• Worn connecting rod small end
• Worn balancer shaft bearings
• Improper balancer installation
• Worn , seized, or shipped transmission gear
• Worn or damaged transmission bearing
Hard starting difficult
• Incorrect decompressor adjustment
• Damaged decompressor mechanism
• Seized engine
I'
10-15
CYLINDER HEADNALVES
CYLINDER COMPRESSION TEST
Warm up the engine to normal operating temperature.
Stop the engine and remove all the direct ignition coils,
if so equipped, and the spark plug(s).
instructions on the required removal of other
components.
If fuel injected, temporarily disconnect the ECM .•
Install a compression gauge with the attachment into
the spark plug hole.
TOOL:
Compression gauge attachment
,'
Shift the transmission into neutral.
Open the throttle all the way and crank the engine with
the starter motor until the gauge reading stops rising.
'(
To avoid The maximum reading is usually reached within 4 - 7 )
seconds. 1
discharging the
battery, do not
Compression pressure:
operate the starter
Reference the model specific Service Manual •
motor for more than
seven seconds. Low compression can be caused by: I
- Blown cylinder head gasket
- Improper valve adjustment I
- Valve leakage
- Worn piston ring or cylinder I
~
High compression can be caused by:
- Carbon deposits in combustion chamber or on
piston head
I
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CAMSHAFT I
NOTE:
• Refer to the model specific Service Manual for
camshaft removal instructions and service limit
specifications.
CAMSHAFT INSPECTION
Inspect the cam lobes and replace cams that are worn,
scored or scratched.
JOURNAL
Inspect the rocker arm if the cam lobe is worn or
damaged.
Inspect the journal surfaces. Replace the camshaft if
any of the working surfaces are worn, scored
or scratched. CAM
HEIGHT
Inspect the oil passages and camshaft holders for wear
or damage if the journal surface is worn
or damaged .
Measure the journal 0 .0 . and cam height. Replace any
camshaft if its measurements are beyond the service CAM LOBES
limits.
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10-16
I
I CYLINDER HEADNALVES
Check camshaft runout with a dial indicator.
Support both ends of the camshaft with V-blocks. DIAL INDICATOR
Actual runout is 1/2 the total indicator reading.
'\
V-BLOCKS
I CAMSHAFT BEARING INSPECTION

f Check that the bearing inner race fits the camshaft
CAMSHAFT
tightly without play.
(
' Turn the outer race and check that the bearing turns
'
smoothly and quietly.
I
BEARINGS
CAMSHAFT OIL CLEARANCE

INSPECTION
The oil clearance is the difference between the
camshaft holder I.D. and the journal O.D. CAMSHAFT HOLDER
Measure the camshaft holder journal I.D. with a dial
indicator. Subtract the camshaft journal O.D . from the
camshaft holder journal I.D. to obtain the oil clearance .
When the service limits are exceeded, replace the
camshaft and recheck the oil clearance .
Replace the cylinder head and camshaft holders if the
clearance still exceeds service limits.
Make sure to use If a dial indicator cannot be used, measure the oil
the correct clearances using Plastigauge TM:
CAMSHAFT PLASTIGAUGE™
Plastigauge: red for Clean off any oil from the camshaft journals.
camshaft oil
clearances. Put the camshaft in the cylinder head and place a strip
I of Plastigauge TM on top of each camshaft journal.
10-17
CYLINDER HEADNALVES
Do not rotate the Install the camshaft holders and tighten the mounting
camshaft during bolts to the specified torque. (Refer to the model CAMSHAFT HOLDERS
inspection. specific Service Manual for the correct torque
specification.)
Remove the camshaft holders and measure the width

of each Plastigauge. Compare the width to the scale PLASTIGAUGE
provided on the Plastigauge sleeve to determine oil
clearance.
When the service limits are exceeded, replace the
camshaft and recheck the oil clearance.
Replace the cylinder head and camshaft holders if the
clearance still exceeds service limits.
I
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ROCKER ARM, ROCKER ARM SHAFT
Inspect the sliding surface of the rocker arms for wear
ROCKER ARMS 1
or damage where they contact the camshaft, and for
clogged oil holes. I
Measure the 1.0. of each rocker arm. Measure each !
rocker arm shaft 0 .0.
Inspect the shaft for wear or damage and calculate the
shaft to rocker arm clearance.
Replace the rocker arm and/or shaft
measurements exceed the service limits
if the
I
NOTE:
• If the original components are reinstalled, make sure ROCKER ARM SHAFTS
the rocker arm shaft and rocker arm remain paired
as they were removed.
• Rocker arms are often threaded on one end to
facilitate removal. Ensure the threaded portion is
accessible when the rocker arm shaft is installed.
r-
10-:18
CYLINDER HEADNALVES
CYLINDER HEAD INSPECTION
SOLVENT TEST
r
r Remove the cylinder head by following the instruction in
' Place the cylinder head with the intake port facing up as
shown. Pour solvent into the intake port.
COMBUSTION
CHAMBER
SOLVENT
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Wait for a few minutes, then check the valve area on
the combustion chamber side for solvent leakage.
With the exhaust port facing up, pour the solvent into
r the port as shown. Wait for a few minutes, then check
~ the valve area on the combustion chamber for solvent
I leakage.
If solvent leaks from around the valve, it indicates faulty
( sealing of the valve seat. Remove the valve from the
r cylinder head and check the following:
r • Valve seat for damage (page 10-24)
• Valve seat contact face (page 10-24) VALVE
• Valve stem for bending or damage (page 10-21)
WARPAGE INSPECTION
Gaskets will come Remove carbon deposits from the combustion chamber
off easier when a and clean off the head gasket surfaces.
r commercially
available gasket I NOTICE I
r remover is used
Be careful not to damage the gasket and valve seat
surfaces when removing the gasket.
Check the spark plug hole and valve areas for cracks .
Check the cylinder head for warpage with a straight
STRAIGHT EDGE
edge and feeler gauge.
I Repair or replace the cylinder head if warpage exceeds

the service limit. Refer to the model specific Service
/
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Manual for the service limit.
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10-19
CYLINDER HEADNALVES
CYLINDER HEAD DISASSEMBLY
NOTE:
• Remove the cylinder head according to the Model
Specific manual.
• The following generic instructions are representative
of those required for a conventional cylinder head
and valve arrangement. To ensure correct
disassembly, especially for unconventional heads,
use the model specific Service Manual.
NOTICE
• Compressing the valve springs more than necessary
will cause loss of valve spring tension.
Remove the valve cotters with a valve spring
VALVE SPRING COMPRESSOR
compressor.
TOOL:
Valve spring compressor
"
COTTERS
Mark the valves so Remove the valve spring compressor; then remove the
RETAINER
they can be retainers, valve springs and valves.
replaced in their
;
original positions. NOTICE
Do not reuse the
removed stem
• If the valve stem tip is flattened, removed the
seal(s).
damaged porlion to allow removal of the valve
without damaging the valve guide ..
Remove and discard the stem seals if necessary.
VALVE SPRINGS
Measure the free length of the inner and outer valve
springs. VALVE SPRING
If springs are Replace the springs if they are shorter than the service
replaced, refer to limits given in the model specific Service Manual.
the model specific
Service Manual to
ensure correct \
spring coil direction.
10-20
f
CYLINDER HEADNALVE
VALVES
Inspect each valve for bending, burning , scratches, or
, abnormal wear.
~
Insert the valves in the.ir original positions in the cylinder
r head. Check that each valve moves up and down
r smoothly, without binding.
r
~
Measure and record the valve stem 0 .0. in three places

along the valve guide sliding area.
Refer to the model Replace the valve with a new one if the service limit is
specific Service exceeded .
Manual for service
limit specifications.
'r•
t
VALVE GUIDES
INSPECTION
NOTICE
• Unless you have the required experience and tools,
it is highly recommended that an authorized dealer
or machine shop complete valve guide replacement
to avoid damaging parts.
, • Take care not to tilt or lean the reamer in the guide

while reaming.
r • If reaming is irregular, oil will leak past the valve

stem seal. It could cause improper seat contact that
cannot be corrected by refacing.
• Rotate the reamer clockwise, never
counterclockwise when inserting and removing.
Insert the valve guide reamer from the combustion
chamber side and ream the guide to remove any
carbon build-up before measuring the guide.
TOOL:
Valve guide reamer
VALVE GUIDE REAMER
10-21
CYLINDER HEADNALVE
Measure and record each valve guide 1.0. using a ball
gauge or inside micrometer.
STEM-TO-GUIDE CLEARANCE
WHEN USING A DIAL INDICATOR:
Measure the stem-to-guide clearance with a dial
indicator while rocking the stem in the direction of
normal thrust (wobble method).
REPLACEMENT
Refinish the valve seats whenever the valve guides are
replaced to prevent uneven seating.
FLANGED GUIDES:
Chill the valve guides in the freezer section of a
refrigerator for about an hour.
Use a hot plate to heat the cylinder head to the
temperature given in the model specific Service
Manual. When heating, use temperature indicator
sticks, available from welding supply stores, to be sure
the cylinder head is heated to the proper temperature .
I NOTICE I
• Do not use a torch to heat the cylinder head as it
may cause warping.
Support the cylinder head and drive the old guides out
from from the combustion chamber side of the cylinder
head .
I NOTICE I
• Be careful to avoid damaging the head when driving
the valve guide out.
TOOL:
Valve guide remover or driver
Apply oil to a new 0 -ring and install it onto a new valve

guide. Drive the new guide in from the camshaft side of VALVE GUIDE
the cylinder head while the cylinder head is still hot. REMOVER or DRIVER
TOOL:
Let the cylinder head cool to room temperature, then
ream the new valve guides.
10-22
CYLINDER HEADNAl VE
FLANGELESS TYPE GUIDES:
Measure and record the exposed height of the valve
guide using a pair of vernier calipers .
VALVE GUIDE
Chill the valve guides in the freezer section of a
refrigerator for about an hour.
Use a hot plate to heat the cylinder head to the
temperature given in the model specific Service
Manual. When heating, use temperature indicator
sticks , available from welding supply stores, to be sure EXPOSED
HEIGHT
the cylinder head is heated to the proper temperature.
I NOTICE I
• Do not use a torch to heat the cylinder head as it
may cause warping.
Support the cylinder head and drive the old guides out
from from the combustion chamber side of the cylinder VALVE GUIDE
head. REMOVER or DRIVER
I NOTICE I
• Be careful to avoid damaging the head when driving
the valve guide out.
TOOL:
Wh ile the cylinder head is still hot, drive a new valve

VALVE GUIDE
guide in from the valve spring side until the exposed
REMOVER or
height is the same as was measured for the old guide. DRIVER
TOOL:
Let the cylinder head cool to room temperature and

ream the new valve guide.
VALVE GUIDE REAMING

When reaming new valve guides, insert the valve guide
reamer from the combustion chamber side.
VALVE GUIDE REAMER
TOOL:
Valve guide reamer
NOTE:
• Take care not to tilt or lean the reamer in the guide
while reaming.
• If reaming is irregular, oil will leak past the valve
stem seal. It could cause improper seat contact that
cannot be corrected by refacing .
• Use cutting oil on the reamer during this operation.
• Rotate the reamer clockwise, never
counterclockwise when inserting and removing .
Reface the valve seats and clean the cylinder head
thoroughly to remove any metal particles.
10-23
CYLINDER HEADNALVE
VALVE SEAT INSPECTION/REFACING
I NOTICE I
• Unless you have the required experience and tools,
it is highly recommended that an authorized dealer
or machine shop complete valve seat refacing to
avoid damaging parls.
Clean the intake and exhaust valves thoroughly to
HAND-LAPPING TOOL
remove carbon deposits.
Apply a light coating of Prussian Blue to the valve
seats.
Tap the valves and seats using a rubber hose or other
hand-lapping tool.
NOTE:
• Do not rotate the valves while tapping them against
the seats.
Remove the valve and inspect the valve seat face .

The valve seat contact should be within the specified
width given in the model specific Service Manual and
even all around the circumference.
If the seat width is not within specification, reface the
"""""'"'J
valve seat (page 10-24 ).
"
""
~SEAT
WIDTH
Inspect the valve seat face for:

• Uneven seat width:
- Replace the valve and reface the valve seat.
• Damaged face:
- Replace the valve and reface the valve seat.
DAMAGED FACE UNEVEN SEAT WIDTH
10-24
CYLINDER HEADNALVES
r
,r
r
The valves cannot
be ground. If a
valve face is burned
or badly worn or if it
• Contact area (too high or too low)
- Reface the valve seat.
r contacts the seat

t unevenly, replace
the valve.
!
I
f
t TOO LOW TOO HIGH
VALVE SEAT REFACING

r Follow the refacing Valve seat cutters/grinders or equivalent valve seat
r manufacturer's refacing equipment are recommended to correct worn
valve seats.
t operating
instructions.
r
;
f
rr If the contact area is too high on the valve, the seat
I must be lowered using a 32° flat cutter.
If the contact area is too low on the valve, the seat must
be raised using a 60° interior cutter.
'
r
'
Reface the seat Use a 45° seat cutter to remove any roughness or
with a 45-degree irregularities from the seat. ROUGH/IRREGULAR SEAT
cutter whenever a
valve guide is TOOLS:
replaced. Seat cutter (45°)
I T-handle
r
10-25
CYLINDER HEADNALVES
Use a 32° flat cutter to remove the top 1/4 of the
existing valve seat material.
TOOLS: OLD SEAT WIDTH

Flat cutter (32°)
T-handle
,,
32/ '"-",.
Use a 60° interior cutter to remove the bottom 1/4 of the

old seat.
OLD SEAT WIDTH
TOOLS:
Interior cutter (60°)
T-handle
'
Refer to the model Using a 45° seat cutter, cut the seat to the proper width.
specific Service Make sure that all pitting and irregularities are removed. VALVE SEAT
Manual for the PROPER WIDTH
proper valve seat Refinish if necessary.
width.
45°
After cutting the seat, apply lapping compound to the

valve face, and lap the valve using light pressure. LAPPING
TOOL
I NOTICE I
• Titanium valves have a special oxide surface
coating and should not be lapped.
• Excessive lapping pressure may deform or damage
the seat.
• Change the angle of lapping tool [1] frequently to
prevent uneven seat wear.
Do not allow lapping compound to enter the guides.
After lapping, wash all residual compound off the
cylinder head and valve.
10-26
, CYLINDER HEADNALVES
INSPECTION
Manual, remove the HVAs/hydraulic tappets.
Inspect the hydraulic tappets for wear, damage, and
plugged holes.
NOTE:
• Keep the hydraulic tappet below the surface of the
r kerosene.
r • Hold the hydraulic tappet upright while compressing
t and extending the tappet.
r Attach the tool to the hydraulic tappet and compress
and extend it slowly in a container filled with kerosene .
r TOOL:
r Hydraulic tappet bleeder
f Continue to compress and extend the tappet until

bubbles stop and the tappet no longer compresses.
KEROSENE HYDRAULIC TAPPET
r Quickly try to compress the tappet by hand. Measure

the compression stroke with a dial gauge.
HYDRAULIC
f TAPPET
The tappet should be replaced if the free length
measurement is outside of the specification given in the
,r
f
,r
I
,
f
CYLINDER HEAD ASSEMBLY
NOTE :
• The following generic instructions are representative
of those required for a conventional cylinder head
and valve arrangement. To ensure correct
assembly, especially for unconventional heads, use
Replace the stem Install new stem seals.

seals with new ones
Lubricate each valve stem with molybdenum disulfide
whenever they are grease and insert the valve into the valve guide while
removed.
slowly turning the valve.
To avoid damage to the stem seals, turn each valve
when inserting.
Ifthe valve springs Install the spring seats, valve springs, and retainers.
have a varying
pitch, install the
springs with the
narrow pitch (tight
coil) end facing
down.
10-27
CYLINDER HEADNALVES '
NOTICE
• Compressing the valve spring more than necessary
when installing the valve cotters may cause loss of
valve spring tension.
To ease installation Compress the valve springs with the valve spring VALVE SPRING COMPRESSOR
of the cotters, compressor and install the valve cotters.
grease them first.
TOOL:
Valve spring compressor
-ij
COTTERS
COTTERS
~
_-fiiq
STEM
Tap the valve stems gently with a soft hammer to firmly

seat the cotters. ·
'
Clean any gasket material from the cylinder mating

surface. Reface the mating surface using oil stone, if
necessary.
OIL STONE
10-28
CYLINDER HEADNALVES
r
,
r
INITIAL CAMSHAFT LUBRICATION
I NOTICE I
r • To prevent damage upon initial engine starting, it is
r important to lubricate the camshaft and other
r components in the cylinder head.
t Apply a molybdenum oil solution or assembly grease to
r the camshaft journals, cam lobes, and thrust surfaces.
r
I
f
r
ir Fill the oil pockets in the head with the

recommended engine oil.
,,l
f
I
t
,
~
t
r
,
r
r
r
I
10-29
MEMO
11. CYLINDER/PISTON
f
SYSTEM DESCRIPTIONS ·························· 11-2 SERVICE INFORMATION ........................... 11-7
CYLINDER IDENTIFICATION/ TROUBLESHOOTING ................................ 11-7

NUMBERING ............................................... 11-2
CYLINDER INSPECTION AND SERVICE .. 11-8
CYLINDER ................................................... 11-3
PISTON/PISTON RING INSPECTION ...... 11-10
PISTON ........................................................ 11-4
PISTON INSTALLATION .......................... 11-15
PISTON RINGS ........................................... 11-5
CYLINDER INSTALLATION ..................... 11-15
EXHAUST PORT VALVES
(TWO-STROKE) .......................................... 11-6
11-1
CYLINDER/PISTON
SYSTEM DESCRIPTIONS
Despite their seeming simplicity, it is important to understand the function and features of cylinders and pistons. The differences of
these components include cylinder orientation, cylinder wall/sleeve composition, two-stroke porting, and piston/piston ring types.
CYLINDER IDENTIFICATION/NUMBERING
The cylinders and related components of multi-cylinder engines are either designated by relative position or numbered according to
a standard numbering system that relates to the crankshaft. For twins it is common to use the cylinder positions as they relate to the
motorcycle. For instance, transverse parallel twins and longitudinal V twins have a left and right cylinder. Transverse V twins have a
front and rear cylinder. Abbreviations of these positions are sometimes used, especially on the crankshaft timing marks. For
engines with more than two cylinders, a numbering system is used, an explanation of which is given below. For engine
configurations that are not easily recognizable, such as V and flat engines, cylinder number identification is usually given in the
Valve Clearance procedures in the Maintenance chapter of the model specific Service Manual. Note that vehicle/cylinder
orientation is from the rider's perspective when seated on the motorcycle.
On transverse engines, in which the crankshaft is positioned across the frame (side-to-side orientation), the cylinders are numbered
left to right according to the position of their connecting rods on the crankshaft. On parallel/in-line engines, where the cylinders are
side-by-side, the cylinders are therefore numbered, reading from left to right, 1-2 for a twin, 1-2-3-4 for a four cylinder, and so on.
On transverse V engines the cylinders are still numbered according to the connecting rods on the crankshaft, but as there are front
and rear cylinders, the cylinder numbering can mean the number one cylinder may be a front cylinder or a rear cylinder. On V four
engines there can be various configurations. See the images below for examples.
TRANSVERSE ENGINE CYLINDER NUMBERING:
VEHICLE ORIENTATION PARALLEL TWIN INLINE FOUR
FRONT
!
LEFT-r RIGHT CRANKSHAFT
VTWIN VTWIN VFOUR VFOUR
For longitudinal engines, in which the crankshaft is positioned parallel to the frame (front-to-back orientation), the cylinders are
numbered front to back according to the position of their connecting rods on the crankshaft. On flat and V longitudinal twin-cylinder
engines that have left and right cylinders, the number one cylinder could be on the left or on the right. On flat and V longitudinal
engines with more than two cylinders, there can be many cylinder configurations and therefore different numbering variations.
LONGITUDINAL ENGINE CYLINDER NUMBERING:

VTWIN
VEHICLE ORIENTATION
FLAT SIX
FRONT
!
LEFT-r RIGHT
VFOUR
CRANKSHAFT
11-2
CYLINDER/PISTON
CYLINDER
The internal combustion chamber and cylinder is a hostile environment of extreme temperatures, corrosive gases, and high
pressure. Materials used in this area are selected for heat tolerance, low friction, and low expansion coefficient. For lighter weight
and improved heat conduction , in newer engines aluminum has replaced previously used cast-iron liners. Because the piston rings
and piston skirts move against the cylinder walls of sleeve-less cylinders, a material with high wear resistance is required .
Honda's solution for aluminum two-stroke cylinders is to plate the bore with a thin layer of extremely durable Nikasil™, a proprietary
mixture of tough nickel with embedded particles of ceramic silicon carbide. Nikasil bonds permanently to aluminum and has a
diamond-like finish that gives a long-wearing precision bore surface. The surface also gives outstanding heat dissipation and has
excellent oil film retaining properties.
Another Honda innovation is the aluminum composite cylinder sleeve. Aluminum composite cylinder sleeves are high-pressure
formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better
wear resistance and superior heat dissipation compared to conventional iron sleeves.
While conventional cylinder sleeves are cast into the cylinder block with their top rims, or flanges, sunk in flush with the top deck of
the cylinder, the low friction aluminum/ceramic composite cylinder sleeves have no top flange, and their upper edges are instead
set below the surface of the top deck. This new flange-less design enhances cooling efficiency by allowing combustion heat at the
cylinder's uppermost hot spot, above the top piston ring, to bleed-off directly to the coolant jacket, with less interference from the
cylinder sleeves in this critical area.
EXAMPLE OF TWO-STROKE WITH SLEEVE TYPE:
CYLINDER SLEEVE
COOLING FINS
EXAMPLE OF TWO-STROKE ENGINE PROCESSED WITH NICKEL-SILICON CARBIDE (NIKASIL®):
SPECIAL COATING LAYER

•..,, , . #
,#
:.:· ~: -',
,I. •• ., . . . . . .
:-. ~ ••• ·'*

.:·.a.·: f' •
• "' • • 411
.: '• •.,,,,t;*"-
.. :.·~·:···:
..... ..
•
• I' .. ·.:\·
, ....' •;•..,.
,fl~•,
I ...... I
,,.,,,.
', ..•. .
'.!,',i:
..., ,".::.'
~
t:•(·~!
ALUMINUM BASE
MATERIAL
~
NICKEL SILICON CARBIDE
PARTICLE a
11-3
CYLINDER/PISTON
PISTON
The piston moves at high speed in the cylinder, and is exposed to the extreme temperature of combustion. Pistons are therefore
made of a specially cast or forged light-alloy type aluminum, which is not only lightweight but also less susceptible to thermal
expansion. This piston head is fabricated to have a somewhat smaller outer diameter than the skirt, due to the high temperature
exposure and thermal expansion .
In two-stroke engines the cylinder distorts when the engine is in operation due to the uneven expansion caused by the temperature
difference between the air/fuel mixture-cooled intake port and the very hot exhaust port. This uneven expansion decreases the
clearance with the piston . To account for this , the two-stroke piston head is oval when cold and designed to have the appropriate
clearance during operation . Heat is dissipated from the piston by its contact with the cylinder wall, by the cooling effect of the
incoming air/fuel mixture, and in some engines, by oil being sprayed to the underside of the piston.
The top of the piston , or crown , is shaped to provide the most efficient combustion chamber when paired with the cylinder head .
The crown of a four-stroke engine may also require indentations to allow movement of the intake and exhaust valves . The area
below the piston rings is known as the skirt. The skirt contacts the cylinder wall and keeps the piston aligned in the bore. In some
two-stroke engines with reed valves , the piston skirt included windows or cutaway bottoms on the intake side. These windows or
cutaways allow the intake port to remain mostly uncovered during the induction/compression stroke, allowing additional air/fuel
mixture to be inducted into the sealed crankcase. The skirt on many aluminum alloy pistons is coated with LUB-Coat, a solid
lubricant that minimizes friction and wear between the piston and cylinder wall. In a further effort to reduce friction, the piston's
reciprocating mass, and to allow for increasingly over-square bore-to-stroke ratios, the size of the piston skirts has been getting
smaller.
The reciprocating motion of the piston is converted into a rotational motion of the crankshaft through the connecting rod. To smooth
the motion conversion , the connecting rod connection with the piston is slightly offset from the centerline of the crankshaft. To
ensure the piston is assembled correctly an "IN" for intake or an "EX" for exhaust is cast into the piston crown. If the piston is
assembled in an incorrect direction , the piston strikes the cylinder wall due to reversed offset, causing rapid wear or seizure. The
small end of the connecting rod , the end that the piston is connected to with the piston pin , has a bearing . In two-stroke engines a
needle bearing is used, on four-strokes the piston pin itself is a plain bearing.
REPRESENTATIVE FOUR-STROKE PISTON :
LUB-COAT
,
PISTON SKIRT WINDOWS
(CERTAIN TWO-STROKE PISTONS ONLY)
PISTON
OFFSET
/
/
/
/
/
/
/
/
NEEDLE BEARING
(TWO-STROKE ONLY) CRANKSHAFT
11-4
CYLINDER/PISTON
PISTON RINGS
The various types of piston rings serve different purposes. Depending upon whether the engine is a two or four-stroke, piston rings
help to seal the combustion chamber to attain good compression, prevent fuel from entering the crankcase, and prevent oil entering
the combustion chamber. Piston rings are inserted within grooves in the piston and have identification marks near the end gap of
the top and second rings . These ring marks must face upwards on the piston when assembling. Because the rings move at high
speed with the piston, while being pressed against the cylinder wall by their own tension , they are made of an alloy with
considerable wear resistance and spring tension qualities.
FOUR-STROKE
The ring arrangement for the four-stroke engine is with two compression rings sealing the combustion gas and a pair of oil rings
removing the oil from the cylinder wall. Although the two compression rings are similar in appearance, they are different in detail.
Therefore , when removed, their installation position must be noted and marked before storing to prevent incorrect reassembly. If
identification is difficult, the difference in shapes should be remembered; the top ring outer surface is usually plain and the second
ring has a beveled edge. Most of the top rings are chrome plated on their sliding surface in order to increase wear resistance . In
some engines the second rings may also be chromed .
The oil ring is needed to remove oil from the cylinder wall and return the oil through the hole of the oil ring groove. If the oil ring fails ,
oil flows into the combustion chamber and burns, causing smoke. The oil ring is either of a split type arranged with two side rails
and a slotted expander, as shown below, or an integrated type with a slotted square edge.
SECOND RING ("RN" MARK)
--- ...... ~
COMPRESSION RINGS
OIL RING
11-5
CYLINDER/PISTON
TWO-STROKE
As two-stroke engines are lubricated by oil mixed with the fuel no oil rings are used on the piston, only compression rings. Because
the cylinder of a two-stroke engine has ports, a dowel is added to the ring groove of the piston. This is to prevent the rings from
rotating and hooking an edge in a port, causing breakage. The piston rings must therefore be assembled by aligning the end gaps
to the pin.
The design and shape of piston rings for two-stroke engines are different than four-stroke engines. A taper is included over the
entire cross section to help prevent carbon, from the burning of engine oil, adhering to the ring groove. If carbon builds up in the
groove, the ring can stick, causing it to lose tension and resulting in decreased compression. The taper on the ring removes the
carbon in the ring groove when the ring is compressed during the power stroke. These are called keystone rings. Some two-stroke
piston rings include an ring expander inserted between the inside of the second ring and the piston. The tension of the expansion
ring absorbs the impact generated when the piston contacts the cylinder wall, with a resultant decrease in engine noise.
PISTON RING DOWELS

A piston ring pin is press fitted to each ring groove to prevent the
ring from rotating in the groove. After fitting the ring in the ring TOP (KEY STONE) RING
groove, check that the pin engages the ring end gap properly.
PISTON
2nd RING
RING EXPANDER }
0
EXHAUST PORT VALVES (TWO-STROKE)
A conventional two-stroke engine does not have valves of any type. However, some two-stroke engines, especially on small
capacity racing models, utilize exhaust port valves to improve performance by varying the exhaust port time/area according to
engine speed. These valves are not of the same type and usage as four-stroke valves. Rather than being located in the cylinder
head, two-stroke valves are located at the exhaust port in the cylinder. For information about two-stroke exhaust port valves, see
Section 6.
11-6
CYLINDER/PISTON
SERVICE INFORMATION
GENERAL
• Be careful not to damage the mating surfaces by using a screwdriver when disassembling the cylinder. Do not strike the cylinder
too hard during disassembly, even with a rubber or plastic mallet, to prevent the possibility of damage to the cylinder fins .
• Take care not to damage the cylinder wall and piston.
• With multi-cylinder engines, store the pistons, piston rings and piston pins in the same order they were installed so they can be
reinstalled in the original positions.
TOOLS
When conducting cylinder and piston inspection, servicing, and repair, the special tools listed below may be required . See the
Piston ring compressor Piston base
TROUBLESHOOTING
Four-stroke engines: If performance is poor at low speeds, check for white smoke in the crankcase breather tube. If the tube is
smoky, check for a seized piston ring.
NOTE:
• Refer to Section 11 for cylinder compression and leak-down test procedures.
Compression too low, hard starting or poor performance at low speed
• Leaking cylinder head gasket
• Loose spark plug
• Worn, stuck or broken piston rings
• Worn or damaged cylinder and piston
Compression too high, overheating or knocking
• Excessive carbon build-up in cylinder head or on top of piston
Excessive smoke
• Worn cylinder, piston, or piston rings
• Improper installation of piston rings
• Scored or scratched piston or cylinder wall
Abnormal noise (piston)
• Worn cylinder and piston
• Worn piston pin or piston pin hole
• Worn connecting rod small end bearing
• Worn main journal bearing
• Worn crankpin bearings
11-7
CYLINDER/PISTON
CYLINDER INSPECTION AND SERVICE
NOTE :
• For all cylinder inspection service limit specifications,
see the model specific Service Manual.
WARPAGE INSPECTION
Manual, remove the cylinder.
Gaskets will come Remove carbon deposits from the combustion chamber
off easier when a and clean off the head gasket surfaces.
commercially
available gasket
remover is used
I NOTICE I
Be careful not to damage the gasket and valve seat
surfaces when removing the gasket.
Check the cylinder for warpage by placing a straight
STRAIGHT EDGE
edge and a feeler gauge across the stud holes. Replace
the cylinder if the service limit is exceeded .
NOTE:
__
I ~ ~==/=
• Any clearance between the cylinder and head due to
damage or warpage will result in compression leaks
and reduced performance.
FEELER GAUGE
WEAR INSPECTION
Inspect the cylinder wall for scratches and wear.
WEAR
NOTE:
• Inspect the area near TDC carefully. This area is
especially subject to wear due to limited lubrication
from heat and top ring compression . I\ I
I
I
t
CYLINDER
HEAD SIDE
On two-stroke Measure and record the cylinder I.D. at three levels in

engines, avoid the both an X and Y axis. The maximum reading is the CYLINDER GAUGE
intake and exhaust cylinder wear.
ports when
Measure the piston O.D. (page 11-10).
measuring.
Calculate the piston-to-cylinder clearance by
subtracting the piston O.D. from the maximum
measured cylinder I.D.
11-8
CYLINDER/PISTON
Calculate the cylinder at three levels on the X and Y
FOUR-STROKE: TWO-STROKE:
axis. Take the maximum readings to determine the
taper.
Calculate the cylinder for out-of-round at three levels in
an X and Y axis. The maximum difference in readings
TOP
determines the out-of-round.
If any of the cylinder measurements exceed the service MIDDLE MIDDLE
limits given in the model specific Service Manual and
oversized pistons are available, rebore to the next size
BOTTOM BOTTOM
possible and install the proper pistons. Otherwise,
replace the cylinder.
PORTS
HONING
NOTE:
• Honing should only be performed by those with the
experience and tools to do so correctly.
Honing is the process of abrading the cylinder wall to
even its surface and to create minute grooves in a
cross-hatched pattern. Evening the surface creates a
smoother bore for less friction . The minute grooves hold
oil for lubrication that also reduces friction .
A honing tool with abrasive surfaces is rotated at low
speed within the cylinder and moved up and down .
There are two instances when a cylinder should be
honed; a glazed cylinder wall and if the cylinder
measurements are out of specification. Glazing is the
wearing away of the cylinder wall to the point where the
grooves disappear or are too small to hold oil. A glazed
cylinder wall is shiny and usually occurs in the thrust
areas at the front and back of the piston where the skirt HONING CROSS-HATCHING
contacts the cylinder wall.
If a cylinder is out of specification , it can be bored or
progressively honed to correct shape. After boring,
honing should be completed . Progressive honing uses
progressively finer abrasive.
It is very important to thoroughly wash a honed cylinder
with warm soapy water to remove all the abrasive
compound, and to immediately oil iron cylinders.
11-9
CYLINDER/PISTON
PISTON/PISTON RING INSPECTION
REMOVAL
Place a clean shop Remove the piston pin clip using a pair of pliers. Press
PISTON
towel over the the piston pin out of the piston.
crankcase to
prevent the piston NOTE:
pin clip falling into • Do not damage or scratch the piston.
the crankcase. • Do not apply side force to the connecting rod .
• Do not let the clip fall into the crankcase.
• Mark and store pistons and piston pins so that they
can be reinstalled in their original positions.
TWO-STROKE ENGINES:
Remove the needle bearing from the small end of the
connecting rod.
PISTON PIN CLIP PISTON PIN
INSPECTION
NOTE:
• For all piston and piston ring inspection service limit
specifications, see the model specific Service
Manual.
Clean carbon deposits from the piston .
NOTE:
• Clean carbon deposits from the piston ring grooves
with a ring that will be discarded. Never use a wire
brush; it will scratch the ring groove.
Inspect the piston rings for movement by pressing the
rings. The rings should be able to move in their grooves
without catching.
Spread each piston ring and remove it by lifting it up at

a point just opposite the gap.
I NOTICE I
Do not damage the piston ring by spreading the ends
too far.
If included on a two-stroke engine, remove the
expander from the second ring groove.
11-10
CYLINDER/PISTON
INSPECT THE PISTON:
• Sliding surface for scratches or wear.
CYLINDER
Remove any small surface scratches using
#600 to #800 wet & dry paper. If there are deep
scratches, replace the piston .
• Piston ring grooves, for excessive wear. Replace the
piston as necessary.
• Four-stroke engines : Oil pass holes in the oil ring
groove, for clogs. Clean the oil holes with
compressed air.
Measure and record the piston O.D. 90° to the piston

pin bore and at the point specified in the Model Specific
manual, near the bottom of the piston skirt.
Replace the piston if the service limit is exceeded .
Calculate the piston-to-cylinder clearance (page 11-8).
Measure the piston pin bore 1.0. on the X and Y axis.

The maximum reading is the 1.0 wear.
Replace the piston if the 1.0. is greater than the service
limit.
Always replace the Inspect the piston rings, and replace them if they are
PISTON RING
piston rings as a worn .
set. Reinstall the piston rings into the piston grooves.
Push in the ring until the outer surface of the piston ring
is nearly flush with the piston and measure the
clearance using a feeler gauge. Replace the piston ring
if the service limit is exceeded .
11-11
CYLINDER/PISTON
Insert the piston ring into the bottom of the cylinder
squarely, using the piston as shown. FEELER GAUGE
Measure the ring end gap using a feeler gauge.

Replace the ring if the service limit is exceeded.
PISTON RING
PISTON PIN INSPECTION

Calculate the piston pin-to-pin bore clearance by
subtracting the piston pin O.D. from the pin bore I.D.
Measure the piston pin O.D. at three points.
Replace the piston pin if the service limit is exceeded.
SMALL END BEARING SURFACE

INSPECTION
TWO-STROKE ENGINES:
Install the needle bearing and piston pin in the
FOUR-STROKE TWO-STROKE
connecting rod small end and check for excessive play. ENGINE: ENGINE:
Measure the I.D. of the connecting rod small end. If the
connecting rod I.D. is greater than the service limit, the
crankshaft must be replaced.
FOUR-STROKE ENGINES:
Measure the I.D. of the connecting rod small end.
Replace the connecting rod or crankshaft assembly if
the service limit is exceeded.
11-12
CYLINDER/PISTON
PISTON/PISTON RING INSTALLATION
FOUR-STROKE ENGINES:
Clean the piston heads, ring lands and skirts.
TOP RING
Carefully install the piston rings onto the piston with the ("R" MARK)
markings facing up.
NOTE:
• Be careful not to damage the piston and rings during
assembly.
• Do not mix the top and second rings: The top ring is
chrome-coated and the second ring is not coated
(black).
• After installing the rings they should rotate freely,
without sticking.
• Space the ring end gaps 120 degrees apart.
• Space the side rail gaps 40 mm (1 .6 in) or more
apart as shown .
TWO-STROKE ENGINES:
Clean the piston ring grooves.
TOP RING
Lubricate the piston rings and piston ring grooves with
clean two-stroke oil.
Install the piston rings on the piston with the marks
facing up.
NOTE :
S
RINGE C ~ }
• Do not mix the top and second rings. Be sure to
install them in the proper grooves.
• Some two-stroke engines use an expander ring
behind the second ring .
MARK
EXPANDER
In two-stroke engines, the piston has locating pins that

keep the piston ring end gaps away from the intake and
exhaust ports.
NOTE:
• Ensure the locating pin is secure in the piston.
LOCATING PINS
Align the piston ring end gaps with the locating pins.
Check the fit of each ring in its groove by pressing the
ring into the groove. Make sure that it is flush with the
piston at several points around the ring .
If the ring rides over the locating pin, it will be damaged
during assembly.
11-13
CYLINDER/PISTON
PISTON INSTALLATION
Coat the needle bearing (two-stroke engine only) and TWO-STROKE
FOUR-STROKE
piston pin with the recommended oil. ENGINE: ENGINE:
Lubricate the piston pin.
• Four-stroke engine: Molybdenum oil solution
• Two-stroke engine: Recommended engine oil
NOTE:
• Place a clean shop towel over the crankcase to
prevent the piston pin clip from falling into the
crankcase .
On a two-stroke engine, install the needle bearing into
the connecting rod .
Install the piston and insert the piston pin.
,
NEEDLE
BEARING
NOTE:
• The mark stamped on the piston head should be
facing the correct direction .
- "IN" mark: To intake side
- "EX" or "6'' mark: To exhaust side
Install new piston pin clips . MARK
I NOTICE I
Always use new piston pin clips. Reusing used piston
clips may lead to serious engine damage .
Take care not to drop the piston pin clip into the
crankcase .
• Set the piston pin clip in the groove properly.
• Do not align the clip's end gap with the piston cutout.
SHOP TOWEL END GAP CUTOUT
CYLINDER INSTALLATION
Be careful not to Make sure that the piston ring end gaps are positioned
damage the piston correctly.
rings . Install a new cylinder gasket and dowel pins.
Coat the cylinder wall with clean engine oil and install
the cylinder.
Route the cam chain through the cylinder.
SINGLE CYLINDER:
Install the cylinder over the piston while compressing
the piston rings with a piston ring compressor. CAM CHAIN
TOOLS:
Piston ring compressor
11-14
CYLINDER/PISTON
MULTl CYLINDER:
Position the piston at TDC and install two piston bases
to hold the number 2 and 3 pistons.
INSERTING PISTON
Compress the rings with the piston ring compressor and
install the cylinder.
First install the numbers 2 and 3, then 1 and 4.
TOOLS:
Piston ring compressor
Piston base
I NOTICE / r. CYLINDER
To avoid damage to the aluminum cylinder face or
piston rings, always use a piston ring compressor to
PISTON RING COMPRESSQ BLOCK
insert a piston.
11-15
MEMO
12. CLUTCH
SYSTEM DESCRIPTION ............................. 12-2 WET MULTI-PLATE ASSIST AND BACK

TORQUE LIMITER TYPE INSPECTION··· 12-45
SERVICE INFORMATION ·························12-19
WET MULTI-PLATE CENTRIFUGAL
CLUTCH TYPE B INSPECTION ............... 12-47
TROUBLESHOOTING······························· 12-20
CLUTCH INSPECTION ............................. 12-21 HYDRAULICALLY ASSISTED CLUTCH

INSPECTION············································· 12-51
HYDRAULIC OPERATING SYSTEM
SERVICE ···················································12-38
12-1
CLUTCH
SYSTEM DESCRIPTION
The clutch system functions to connecUdisconnect power from the crankshaft to the transmission and ultimately to the drive
wheel(s). Most clutches are placed between the primary reduction gear and transmission, however, on some models the clutch is
attached directly to the crankshaft. The actuation of the clutch can be roughly divided into two types: a manual clutch controlled by
the rider and the centrifugal clutch which connects/disconnects power according to engine speed.
The clutch controls the transmission of power by frictional force. When the clutch is completely disengaged, power cannot be
transmitted to the drive wheel(s). As the clutch is engaged, the frictional force within the clutch gradually increases and smoothly
transmits power to the transmission and drive wheel(s). When the clutch is fully engaged, the power of the crankshaft will be
transmitted to the rear wheel via the transmission .
WET MULTl-PLATE MANUAL CLUTCH (TYPE A: OUTER PUSH TYPE)

The wet multi-plate manual clutch is the most common type used on powersports vehicles. The primary drive gear of the crankshaft
drives the primary driven gear integrated in the clutch outer. The clutch discs rotate with the clutch outer and crankshaft because
the tabs of the clutch discs are engaged with the grooves of the clutch outer. The clutch center, to which the clutch plates are
engaged with splines, is connected to the transmission mainshaft with a lock nut. The clutch plates are therefore connected to the
drive wheel(s) via the transmission.
PRESSURE
PLATE (3)
CLUTCH
LOCK NUT (7)
~LIFTER
:1E:)I BEARING
(10)
(1) (4) (5) (6)
(8)
CLUTCH
\~\
CLUTCH
LIFTER
ROD (11)
(9)
DISC (4) SPRING (8) (2) (7) (11)
When the clutch lever is pulled in, the clutch lifter mechanism presses the lifter rod (1 ), lifter plate (2), and pressure plate (3) against
the force of the clutch springs (8), resulting in a gap between the discs and the plates. When this occurs, the power of the
crankshaft is no longer transferred to the transmission and drive wheel(s).
With a transmission drive gear selected, gradually releasing the clutch lever causes the spring loaded pressure plate to exert
pressure against the discs and plates. As friction between the discs and plates builds, power is gradually transmitted to the
transmission and drive wheel(s), and the vehicle with begin to move. When the clutch lever is completely released, the discs and
plates are pressed between the pressure plate and the clutch center with the full force of the springs, and no longer slip. The power
of the crankshaft is now transmitted through the transmission to the rear wheel.
CLUTCH DISENGAGED: CLUTCH ENGAGED:
CLEARANCE APPEARS CONTACT
___.____. . . . . . . . ¢:J
PRESSURE
12-2
CLUTCH
JUDDER SPRING
When the clutch lever is released to engage the clutch , the clutch discs and
plates can engage intermittently causing a degree of judder or vibration . To
lessen this symptom , some clutch systems are equipped with a judder
spring . The judder spring slightly expands against the clutch discs and
plates allowing them to engage smoothly.
SPRING SEAT JUDDER SPRING
DAMPER SPRING
On a 4-stroke engine, power is created on every fourth rotation of the
DAMPER SPRING
crankshaft. This power generating characteristic creates power pulses that
are transferred through the vehicle's drive line. To manage these pulses
and resultant vibration a damper spring is installed between the clutch outer
and primary driven gear, close to the crankshaft. The damper spring
absorbs the impact of the power pulses so they are not transmitted through
the rest of the drive line. This helps protects against intrusive vibration and
potential damage.
WET MULTI-PLATE MANUAL CLUTCH: (TYPE BINNER PUSH TYPE)

The type B (inner push type) lifter mechanism contacts directly against the pressure plate of the clutch . The push rod (6) is installed
through the mainshaft, which presses against the lifter rod (7) that contacts the clutch pressure plate (9). The pressure plate moves
against the clutch springs (10) toward the outside of the clutch cover. Power transmission and operating principles for this type of
clutch are the same as type A (page 12-2).
CLUTCH CLUTCH (1) (2) (4) (5)

CENTER (2) DISC (4)
(10)
(8)
7
(6) (3) (7)
12-3
CLUTCH
WET MULTI-PLATE MANUAL CLUTCH: ONE-WAY CLUTCH SYSTEM
(TYPE C: INNER PUSH TYPE WITH BACK TORQUE LIMITER MECHANISM)
On rapid downshifting from high engine speeds, the compression braking (back torque) forces created by the engine can exceed
the drive wheel(s)'s traction. This can cause momentary lockup of the drive wheel(s) until the compression braking force drops
enough to allow traction to be regained. The one-way clutch system has been specifically designed to prevent this loss of traction.
CLUTCH HUB, INNER

(has splines)
ONE-WAY SPRAG CLUTCH

(splined to mainshaft)
INNER PORTION
(always locked during decleleration)
OUTER PORTION
(can slip during decleleration)
The major difference between this system and a conventional clutch is a two-piece clutch hub, with an inner and outer component.
The inner portion of the clutch hub is splined to the transmission's mainshaft in the normal way, but only operates about 40% of the
clutch plates and discs. This portion of the clutch transmits power and deceleration forces in the usual manner. The outer portion of
the clutch hub is not splined to the transmission's mainshaft but driven by a special one-way sprag clutch. It controls about 60% of
the clutch plates and discs. This portion transmits power when the sprag clutch is locked up, such as during normal acceleration,
cruising, and deceleration. However, upon deceleration at high engine speeds it will slip to prevent the full effects of engine
compression braking (back torque) reaching the drive wheel(s).
SPRAG CLUTCH
12-4
CLUTCH
OPERATION
When the transmission is downshifted with the engine at high speed, it CLUTCH OUTER
causes a backloading of torque at the clutch because of the forces
generated by the engine's compression braking effect. If this back torque
approaches the level that would cause the rear wheel to lock up, the one-
way clutch disengages the outer portion and allows the inner portion to slip.
The slippage will be such that it allows the rear wheel to maintain traction
while still maintaining the highest effect of engine braking. So rather than CLUTCH
HUB,
being a harsh on or off mechanism, the one-way clutch determines the INNER
correct amount of slip for each situation , while maintaining the maximum (splined)
possible engine braking effect.
During acceleration, cruising, and normal deceleration, power is transmitted
through the clutch outer, plates, discs, sprag clutch , and mainshaft.
MAINS HAFT
When there is a backloading on the clutch caused by the rear wheel nearing MAINSHAFT
lock-up, the sprag clutch will slip just enough to prevent the wheel from
locking without losing the benefit of maximum engine compression braking.
SPRAG
CLUTCH
INNER
CLUTCH RACE
HUB, ---Ht"'i'"", =~==i (splined)
INNER
These plates/discs
will slip during
backloading.
CLUTCH
POWER FLOW DIAGRAM
CLUTCH OUTER
r-------
CLUTCH PLATES CLUTCH PLATES
CLUTCH DISCS CLUTCH DISCS
CLUTCH HUB, OUTER
SPRAG CLUTCH
CLUTCH HUB, INNER SPRAG CLUTCH INNER RACE
1--------
MAINS HAFT
... ORDINARY POWER FLOW

. . . - - - BACK LOAD
12-5
CLUTCH
WET MULTI-PLATE MANUAL CLUTCH: ASSIST AND BACK TORQUE LIMITER SYSTEM
As described on page 12-4 back torque can be problematic for a rider due to the risk of drive wheel lockup.) To address this issue,
an alternative system to the two-piece clutch hub and sprag clutch system (described on the previous page) was introduced on the
2008 CBR1000RR. This newer system is simpler, lighter, and has the additional advantage of reducing clutch lever effort on the
cable operated system. The system consists of a conventional wet multi-plate manual clutch but with directional cams cast into the
clutch center and pressure plate. In the regular direction of power the cams work to assist the clutch springs in pressing the discs
and plates together. This assistance allows the clutch springs to be smaller and lighter, and which eases clutch lever pull. When
back torque occurs in the other direction , the cams move to reduce friction between the discs and plates, allowing an amount of
slippage that cancels out the back torque and allows the drive wheels to retain traction.
COMPONENT LOCATION CLUTCH OUTER
NEEDLE BEARING
CLUTCH DISCS/PLATES
CLUTCH CENTER LOCK NUT
CLUTCH OUTER
SNAP RING
SNAP RING
STOPPER RING
CLUTCH LIFTER PLATE
CLUTCH LIFTER BEARING
CLUTCH LIFTER PIECE
CLUTCH CENTER LOCK NUT/WASHER
12-6
CLUTCH
OPERATION
When the clutch lever is released, the engine power is transmitted from the crankshaft to mainshaft as shown below.
CRANKSHAFT CLUTCH OUTER

CRANKSHAFT
• : ENGINE POWER
t
CLUTCH OUTER
t
CLUTCH DISCS/PLATES
PRESS:URE PLATE I
CLUTCH CENTE R _J
t
MAINSHAFT
MAIN SHAFT
When the clutch lever is applied, the pressure plate is lifted off the clutch discs and the engine power is disengaged from the
crankshaft to the mainshaft.
CLUTCH OUTER
• : ENGINE POWER
CLUTCH LIFTER PIECE
CLUTCH LIFTER BEARING
CLUTCH LIFTER PLATE
STOPPER RING
PRESSURE PLATE
12-7
CLUTCH
CLUTCH ASSIST
When the motorcycle is accelerating, the pressure plate moves in the direction of the clutch center, causing the pressure plate
cams to apply improved compression force against the clutch discs and plates.
When the motorcycle is accelerating:
\ PRESSURE
PLATE CAM
· - · - · - ·- CLUTCH CENTER
BACK TORQUE LIMITER

When the motorcycle is decelerating, the pressure plate moves away from the clutch center, causing the pressure plate cams to
reduce the compression force against the clutch discs and plates. As a result, the clutch slips, and the reduced engine back torque
prevents the rear wheel from locking up. ·
When the motorcycle is decelerating:
PRESSURE PLATE ( CAM PORTION
CLUTCH CENTER
• The specified engine oil (JASO-MA) should be used to maintain the performance of the clutch .
12-8
CLUTCH
CLUTCH MECHANISM
WET MULTI-PLATE MANUAL CLUTCH: (TYPED CRANKSHAFT MOUNTED)
In this type of clutch, the clutch drive plate (5) is mounted directly on the crankshaft. The clutch outer (8) and the clutch plate (3) are
connected to the drive plate and rotate with the crankshaft. The clutch disc (4) is connected to the primary drive gear (1) by splines.
The primary drive gear is geared to the primary driven gear (7). When engaged, the friction between the clutch plate and clutch disc
transfers power from the crankshaft to the primary driven gear and then to the transmission mainshaft, countershaft, and on to the
drive wheel(s ). This type of clutch is used on 1960s era models, such as the 1965 S90.
SET CLUTCH
RING (2) DISC (4)
CLUTCH DRIVE
PLATE (3) PLATE (5) (3) (6)
PRIMARY DRIVE
GEAR (1) CLUTCH (2)
SPRING (6)
(7)--...
(1) (9) (12)
CLUTCH CLUTCH LIFTER

OUTER (8) LOCK NUT (9) PLATE (10)
OPERATION
When the clutch lever is pulled in, the lifter rod (12), the lifter plate (10), and
clutch outer (8) are depressed. This compresses the clutch springs (6)
against the drive plate (5) and allows clearance between the drive plate (5),
CLUTCH CLUTCH
clutch plate (3) and clutch disc (4), disengaging engine power to the DISENGAGED ENGAGED
transmission and drive wheel(s).
When the clutch lever is released, the lifter rod, lifter plate, and clutch outer
are released, which allows the springs to extend. The extended springs
press against the clutch outer, clutch disc, and clutch plate, causing friction
that allows power to be transferred through the primary drive gear, the
primary driven gear (7), the transmission and drive wheel(s).
12-9
CLUTCH
MANUAL CLUTCH OPERATING SYSTEMS
Cable or hydraulic systems are used for operating manual clutches. Cable operating mechanisms are simple, lightweight, and
inexpensive. Hydraulic systems are more complicated but do not require adjustment and can reduce clutch lever effort.
The cable operating mechanism includes the clutch lever, clutch cable, cable adjusters, and a lifter arm. Squeezing the lever, pulls
the cable, which turns the lifter arm. The lifter arm activates either a lifter piece or lifter rod to disengage the clutch. Clutch spring
pressure engages the clutch when the lever is released. The lifter arm spring returns the lifter arm to its at-rest position and through
tension on the clutch cable, also extends the clutch lever.
CLUTCH LEVER
ADJUSTER
ADJUSTER
LIFTER ARM
;;ERROD)
LIFTER PIECE
CLUTCH CABLE
The hydraulic operating system is comprised of a clutch lever, master cylinder, reservoir, hydraulic hose, hydraulic line, and slave
cylinder. Squeezing the clutch lever causes a piston inside the master cylinder to pressurize the hydraulic fluid in the system. The
pressure is tra_nsferred to the slave cylinder where a piston pushes against a lifer piece or lifter rod to disengage the clutch . Clutch
spring pressure engages the clutch when the lever is released . The reservoir includes a large port that supplies the master cylinder
with fluid, a smaller compensating port allows fluid to return the system to neutral pressure after the lever has been released.
SET PLATE
HYDRAULIC LINE
LIFTER ROD
(OR LIFTER PIECE)
OIL BOLT
~ OIL BOLT
~ C L U T C H LEVER
MASTER CYLINDER SLAVE CYLINDER
12-10
CLUTCH
WET MUL Tl-PLATE CENTRIFUGAL CLUTCH
Rather than being operated manually with a lever and cable or hydraulic system, the centrifugal clutch operates automatically using
centrifugal force generated by crankshaft rotation. With this type of clutch , and unlike other types, the at-rest condition is
disengaged. The clutch remains disengaged when the engine is running at idle speed, this is because the crankshaft rotation is not
fast enough to create the centrifugal force needed to engage it; therefore the vehicle will not move. As the throttle is applied to
increase engine speed, the clutch gradually engages and the vehicle begins to move.
When the centrifugal clutch is integrated with the transmission, it includes an independent mechanism to disengage the clutch
whenever the gear shift pedal is used to change gears. This disengages the clutch temporarily when changing gears, eliminating
the drive pressure on the transmission gears, enabling them to slide smoothly and resulting in an easier shift. On the following
pages are descriptions of various types of centrifugally operated clutch systems.
WET MULTI-PLATE CENTRIFUGAL CLUTCH: (TYPE A SHIFT CLUTCH COMBINED)

With this type of clutch the centrifugal clutch and shift clutch are combined and mounted directly to the crankshaft. As with other wet
multi-plate clutch systems, the clutch plates (8) are keyed into the clutch outer (2) with splines, and the clutch discs (9) are
connected to the clutch center (6) with splines. This type of clutch is used on the 2004-2012 CRF50F.
CLUTCH CLUTCH PRIMARY (3)

WEIGHT (5) DISCS (9) DRIVEN
GEAR (10)
(8) ~----"""""'r=:1
(6)
(7)
CLUTCH (12)
CENTER (6)
DRIVE GEAR
OUTER (7)
I~
FREE SPRING (13)
SET RING (11)
CLUTCH
LOCK NUT (9)
SHIFT LIFTER
MECHANISM (19)
(11) (2) (5)
BALL CLUTCH LIFTER PLATE (18)
RETAINER (15) LEVER (14)
CENTRIFUGAL CLUTCH OPERATION

At low engine speeds, centrifugal force is insufficient to move the clutch
weights. In this condition there is a gap between the clutch discs and plates, CLUTCH PLATE
and therefore the clutch is disengaged.
CRANKSHAFT
12-11
CLUTCH
When engine speed is increased, centrifugal force also increases and
PRIMARY
causes the clutch weights to move outward. With this movement, the DRIVE GEAR
weights press on the clutch plate and disc pack, causing them to make
contact. The friction of the contact transfers power from the crankshaft to
the primary drive gear.
In some designs, a roller is used instead of a clutch weight between the

drive plate and the clutch plate. In this type, centrifugal force shifts the roller
DRIVE PLATE
to the outside of the drive plate, causing the pressure on the clutch plate to
engage the clutch .
uA
rn>
INCREASED PRESS
CENTRIFUGAL
FORCE
SHIFT CLUTCH OPERATION

When the shift pedal is operated, the rotation of the gear shift spindle
BALL RETAINER LIFTER CAM
rotates the lifter cam. When the lifter cam is rotated, the ball positions of the
ball retainer and the lifter cam are dislocated, causing the lifter cam to move
the distance shown by (a) in the illustration. The movement of the lifter cam
presses on the clutch pressure plate.
\\\Vil--~
(a)
~·~
;- q f \
STEEL BALL LIFTER CAM
When the pressure plate is pressed, the clutch outer contacts the spring
and the whole clutch outer is pushed inwards. Despite the clutch weight CLUTCH
being moved out by centrifugal force, the action of the pressure plate and OUTER
clutch outer relieves the pressure on the plate and disc pack and
disengages the clutch.
CLUTCH
SPRING
LIFTER
PLATE
12-12
CLUTCH
As the shift pedal is released after completion of shifting gears, the lifter
cam returns to its original position. When the clutch outer returns to its
original position by the tension of the clutch spring, the discs and plates
make contact, the clutch is engaged .
WET MULTI-PLATE CENTRIFUGAL CLUTCH: (TYPE B SEPARATED CHANGE CLUTCH)

With this type of clutch system the centrifugal clutch and the change clutch are separate. This arrangement gives an increase in
clutch capacity compared to the combined type . The shift clutch is a conventional wet multi-plate outer push type as described on
page 12-2 but with a gear shift lifter mechanism as described on page 12-9. The centrifugal clutch is a pivoting shoe type . The
spring-loaded shoes pivot outward by centrifugal force and press against the inner surface of the clutch drum in a similar fashion as
a drum brake. This type of clutch is used on such models as the from-2006 TRX90/EX/X.
CLUTCH CLUTCH CLUTCH

CENTER PLATE OUTER
CHANGE
CLUTCH
WASHER,
CENTRIFUGAL
CLUTCH
PLATE WASHER SHOE

SPRING
FRICTION CLUTCH DRIVE CLUTCH
SPRING SHOE PLATE DRUM
OPERATION
The centrifugal clutch drive plate, onto which the clutch shoes are attached, is splined onto the crankshaft. When engine speed
reaches the required level, the shoes contact the clutch drum, which then rotates. The clutch drum is geared to the shift clutch
outer, so when the centrifugal clutch drum rotates so does the clutch outer. When the shift clutch is engaged, which is its default, at
rest state, power gets transmitted through the change clutch discs and plates to the clutch center and then to the transmission main
shaft, through the transmission countershaft and then to the drive wheel{s) .
12-13
CLUTCH
SPORTCLUTCHSYSTEM
In the conventional automatic clutch system (centrifugal clutch plus change clutch), the change clutch is disengaged by operating
the gearshift pedal (only when the transmission is shifted). In the SportClutch system , introduced on the 2006 TRX250X, the change
clutch is disengaged only by operating the clutch lever on the left handlebar.
SportClutch allows the rider to choose to use the clutch lever, or not, when coming to a complete stop. In either case the engine will
not stall. This system also allows the rider to rapidly launch or accelerate the vehicle at higher engine speeds, such as fast starts,
hill climbing or exiting corners. SportClutch allows beginner riders to progress to manual clutch operation, but still provides the no-
stall feature of a fully automatic clutch system.
CLUTCH LEVER
CENTRIFUGAL CLUTCH
CLUTCH LIFTER ARM
CHANGE CLUTCH \
MAINSHAFT
CRANKSHAFT
12-14
CLUTCH
HYDRAULICALLY ASSISTED CLUTCH
The hydraulically assisted clutch uses engine oil to boost the engagement force against the clutch pressure plate. This feature
increases the friction force between the clutch plates and discs (pressure force against the pressure plate) without the need for
heavy clutch springs. Therefore, the hydraulic assistance allows the use of a small and lightweight clutch, which results in a light
clutch lever feel. This system is used on the 2001-2012 GL 1800.
Oil is supplied to the hydraulic system from the oil pump through oil passages to a flow restricting orifice, which reduces the quantity
of oil. An oil pressure regulator reduces the pressure to maintain a consistent supply pressure to the clutch plates and discs.
RIGHT
.........-CRANKCASE
~ COVER
OIL PIPE
OPERATION
When the clutch is engaged, pressurized oil flows through the oil passage in
the joint piece and mainshaft, and enters an oil chamber, which is formed by
the clutch piston, pressure plate, and clutch center.
w
OIL PASSAGE PRESSURE
PLATE
~LE
REGULATOR
Because the clutch piston and clutch center are fixed by a lock nut, oil
pressure moves the pressure plate towards the clutch center.
The clutch spring is forced against the pressure plate by the lifter plate B.
Therefore, the clutch plates and discs are pressed together by oil pressure
and spring force.
CLUTCH
CLUTCH OIL CHAMBER SPRING
CENTER
12-15
CLUTCH
When the clutch is disengaged:
Oil outlet ports in the pressure plate are sealed by lifter plate B. Lifter plate
B is pressed against the pressure plate by the force of the clutch spring. OUTLET PORTS
When lifter plate A is pushed out by the lifter rod via the joint piece and
bearing, the spring force which acts on the pressure plate via lifter plate B is
released.
The lifter spring presses lifter plate B allowing oil pressure to be released
and against the pressure plate to prevent the oil in the hydraulic oil chamber
from draining when the engine is stopped.
PUSH ROD
12-16
--- .~ -- - - -- - - - - -- - - - -~
CLUTCH
DUAL CLUTCH
On the Honda Dual Clutch Transmission (OCT) the transmission has two mainshafts, one inside the other, with each having its own
clutch . Odd numbered mainshaft gears are located on the inner shaft that is connected to the No. 1 clutch . The even gears are
located on the outer shaft that is connected to the No. 2 clutch. The transmission is controlled by the Power Control Module (PCM)
and operated by electric and hydraulic systems.
The two clutches share the same clutch outer, which includes the primary driven gear, driven from the primary drive gear on the
crankshaft. Each dutch's separate clutch pack includes a clutch center, which is connected by splines to one of the two mainshafts,
discs, plates, control hydraulic piston chamber, pressure plate , hydraulic pressure canceller chamber, and release springs. The
individual clutch packs are not serviceable and must be replaced as an assembly.
VFR1200FD:
PRIMARY DRIVE GEAR
OUTER MAINSHAFT
COUNTERSHAFT
PRIMARY DRIVEN GEAR
'-,EVEN NUMBERED GEARS
TRX420FA:
INNER MAINSHAFT
CENTRIFUGAL
CLUTCH
COUNTERSHAFT
12-17
J
CLUTCH
Each clutch is operated hydraulically with pressurized engine oil supplied by a separate rotor within the oil pump. A linear solenoid
valve sends pressurized oil to the dutch's oil chamber through a feed pipe and ports. On the clutch inboard side of the control
hydraulic piston chamber is the pressure plate. When pressured oil is sent into the oil chamber by the linear solenoid valve, the
pressure plate is forced against the disc/plate pack, engaging the clutch . Power is then transferred to the transmission mainshaft
via the clutch center.
When the linear solenoid valve shuts off, oil fed into the hydraulic pressure canceller chamber by the engine oil pump and the
release springs, which are mounted inside the canceller chamber move the pressure plate away from the disc/plate pack,
disengaging the clutch . The at-rest condition of the two clutches is disengaged.
When shifting gears, the engagement of one clutch and the disengagement of the other is almost simultaneous, allowing for a
seamless and smooth transition from one gear to another. When the transmission is in neutral, both clutches are disengaged . The
OCT system for the TRX420FA includes a shoe/drum type centrifugal clutch attached to the crankshaft, as described on page 12-
13. On the VFR1200FO a centrifugal clutch is not required as the throttle by wire (TBW) system allows the PCM to control the first
gear's No. 1 clutch to ease power through the clutch, transmission , and drive line for smooth take off. See page 12-17 for
illustrations of the two systems.
For additional information on the operation of the OCT, see page 14-10.
CANCELLER CLUTCH OIL FEED

No. 1 CLUTCH
OIL FEED
CONTROL HYDRAULIC
PISTON CHAMBER
INNER SHAFT
No. 2 CLUTCH No. 1 CLUTCH
12-18
CLUTCH
SERVICE INFORMATION
GENERAL
• On most models, clutch maintenance can be done with the engine in the frame.
• Refer to the model specific Service Manual for removal/installation of the crankcase cover and specific clutch maintenance.
• Engine oil viscosity and level have an effect on clutch disengagement. When the clutch does not disengage or the vehicle
creeps with clutch disengaged, inspect the engine oil level before servicing the clutch system.
• On wet centrifugal clutches, the clutch will not engage properly if the engine oil contains additives such as molybdenum
disulfide. Oils with a molybdenum disulfide additive tend to reduce clutch friction.
TOOLS
When conducting clutch inspection, servicing, and repair, the special tools listed below may be required . See the model specific
Service Manual for the part numbers of the specifically required tools. For a list of common hand tools, page iv.
Lock nut wrench Clutch center holder Clutch outer holder
Clutch spring compressor Snap ring pliers Flywheel holder
r
r
Gear holder Remover weight Attachment
r Driver Pilot Puller
~
r
r
t
I
'r
~
~.
'
' 12-19
CLUTCH
Bearing remover
TROUBLESHOOTING
Clutch lever soft or spongy
• Air in hydraulic system
• Low fluid level
• Hydraulic system leaking
Clutch lever effort too high
• Damaged, kinked or dirty clutch cable
• Damaged clutch lifter mechanism
• Faulty clutch lifter plate bearing
• Clutch lifter piece installed improperly
• Slicking master cylinder piston
• Sticking clutch slave cylinder piston
• Clogged hydraulic system
Clutch slips when accelerating
• Slicking master cylinder piston
• Sticking slave cylinder piston
• Clogged hydraulic system
• Worn clutch disc
• Weak clutch spring
• Engine oil mixed with molybdenum or graphite additive
• Clutch lifter sticking
• No clutch lever free play
• Low oil pressure (oil pressure assist systems)
Clutch will not disengage or motorcycle creeps with the clutch disengaged
• Air in hydraulic system
• Low clutch fluid level
• Hydraulic system leaking or clogged
• Clutch plate warped
• Loose clutch center lock nut
• Oil level too high
• Improper oil viscosity or oil additive used
• Damaged clutch lifter mechanism
• Clutch lifter piece installed improperly
• Too much clutch lever free play
• Faulty centrifugal clutch
Clutch operation feels rough
• Worn clutch outer and center grooves
• Warped clutch plates
• Loose clutch lock nut
• Faulty clutch lifter
• Improper oil viscosity or oil level
Hard to shift
• Improper clutch operation
• Improper oil viscosity
• Incorrect clutch adjustment
• Faulty clutch lifter
12-20
CLUTCH
CLUTCH INSPECTION
CLUTCH LIFTER DISASSEMBLY/
INSPECTION
NOTE:
• The following is generic information for inspection of
the most common types of clutch systems.
• For specific information and detailed instructions,
especially for the less common or unconventional
types of clutch systems, see the model specific
Service Manual.
TYPE A AND PART OF TYPE B
Remove the crankcase cover by following the
LIFTER ARM PIN DRIVER
instructions in the model specific Service Manual.
Remove the lifter rod and return spring.
If a spring pin is used, drive out the pin using a pin
driver.
Remove the lifter shaft from the crankcase cover.
LIFTER ROD
RETURN SPRING
Check the following:

DUST SEAL
• Lifter rod for bending
• Needle bearing for play or damage
• Dust seal for damage
• Return spring for damage or weakness
NEEDLE BEARING
TYPED
Remove the right crankcase cover by following the
Remove the screws and lifter cover.
SCREWS
12-21
CLUTCH
Remove the following:
LIFTER ROD LIFTER
• Stopper pin and lifter arm ARM
• Screw and set plate
• Lifter plate and lifter rod

• Lifter arm for straightness
• Return spring for weakness
• 0-ring for damage
• Sliding surface of the lifter arm for abnormal wear or
damage
RETURN
SPRING
CLUTCH REMOVAL/DISASSEMBLY
TYPE A
Loosen the clutch spring bolts in a crisscross pattern in
CLUTCH SPRING
two or three steps.
Remove the clutch spring bolts, lifter plate and clutch
springs.
If the clutch is secured with a staked lock nut, unstake
the nut.
I NOTICE I
Be careful not to damage the threads on the shaft when
unstaking the lock nut.
CLUTCH SPRING BOLT LIFTER PLATE
Remove the lock nut and lock washer using a special LOCK NUT WRENCH
tool.
TOOLS:
LOCK
Lock nut wrench WASHER
Clutch center holder
If a snap ring is used, remove the snap ring and clutch
assembly.
CLUTCH CENTER
HOLDER
12-22
CLUTCH
r TYPE B
t Loosen the clutch spring bolts in a crisscross pattern in
f two or three steps.
f
Remove the clutch spring bolts, pressure plate and
clutch springs.
r NOTE:
'r • Hydraulic Clutches: Do not allow air to enter the

system. Slowly squeeze the clutch lever immediately
after removing the pressure plate, then tie the lever
to the handlebar grip.
Remove the lifter rod, push rod , discs and clutch plates.
PUSH ROD
Some models have a steel ball between the lifter and
push rods.
r Remove judder spring and spring seat if they are

installed.
f
f I DISC, PLATES,
JUDDER SPRING
I AND SPRING SEAT
If the lock nut is staked to the mainshaft, unstake the

lock nut, carefully using a punch/chisel and hammer,
and remove it.
I NOTICE I
Be careful not to damage the threads on the shaft when
unstaking the lock nut.
( TOOL:
r-
Lock nut wrench
, Remove the lock washer.

Remove the clutch center and clutch outer.
CLUTCH CENTER HOLDER CLUTCH CENTER
f TYPEC
r Remove the set ring, lifter plate, lifter rod and bearing.
Slowly squeeze the clutch lever immediately after
SET RING
removing the clutch lifter plate; then tie the lever to the
handlebar.
I NOTICE I
Ambient air can contaminate and may damage the
hydraulic system of the clutch.
l
,!
,f' LIFTER PLATE LIFTER ROD
12-23
CLUTCH
Shift the transmission into top gear and apply the rear
brake. Remove the lock nut.
TOOL:
Lock nut wrench
NOTE:
If the engine is not in the frame, shift the
transmission into top gear and hold the drive
sprocket using the universal holder.
Remove the lock washer, clutch spring set plate, clutch
spring and washers .
Remove the clutch pressure plate, clutch plates and

discs.
Remove clutch center 8 and the one-way clutch as an

assembly.
/
CLUTCH CENTER BAND ONE-WAY CLUTCH
Remove clutch center A, the washer and the clutch

WASHER CLUTCH OUTER GUIDE
outer.
Remove the clutch outer guide.
CLUTCH OUTER CLUTCH CENTER A
12-24
CLUTCH
TYPED
Remove the lifter, spring and, if applicable, the oil SCREW
through guide. Remove the screws, clutch outer cover,
and gasket.
''
GASKET
Straighten the lock washer tab.
LOCK WASHER B
Hold the clutch outer using the clutch outer holder.

CLUTCH LOCK WASHER A
OUTER
TOOLS: HOLDER
Lock nut wrench
Clutch outer holder
0 I~
~~
Remove the lock nut using the lock nut wrench .
Remove lock washers A and B; discard washer 8.
Replace lock washer 8 whenever it is removed.
WASHERS
Remove the clutch assembly from the crankshaft. (Replace)
LOCKNUT
WRENCH
Remove the snap ring and primary driven gear from the PRIMARY DRIVEN GEAR COLLAR
mainshaft.
Remove the clutch center guide and collar from the
crankshaft.
SNAP RING CLUTCH CENTER GUIDE
12-25
CLUTCH
Remove the damper springs from the clutch outer.
Install the primary drive gear onto the clutch assembly CLUTCH SPRING COMPRESSOR
and compress the clutch springs using the clutch spring
compressor; then remove the set ring.
TOOL:
Clutch spring compressor
Loosen and remove the tool , then disassemble the

clutch.
SET RING
CLUTCH INSPECTION
LIFTER PLATE BEARING (TYPES A , B, C, AND D)
The lifter plate bearing inner race is loaded by the lifter
rod when the clutch is disengaged. Inner bearing race
damage affects the clutch operation.
Turn the bearing inner race with your finger, and check
that the bearing turns smoothly and quietly without play.
Also check that the outer race fits tightly in the lifter
plate.
LIFTER BEARING
CLUTCH OUTER (TYPES A, B, C, AND D)

Check the primary driven gear teeth for wear or
damage; replace as necessary. SLOT
Check the slots of the clutch outer for nicks, damage, or

wear from the clutch discs; replace as necessary.
,
12-26
CLUTCH
CLUTCH OUTER GUIDE, NEEDLE BEARING
(TYPES A, B, AND C)
Refer to the model Measure the I.D. and/or O.D. of the clutch outer guide.
Replace if the service limits are exceeded. CLUTCH OUTER GUIDE
specific Service
Manual for the
Check the needle bearing for damage or excessive
service limits.
wear; replace if necessary.
NEEDLE BEARING
CLUTCH DISC (TYPES A, B, C, AND D)

Check the clutch discs for scoring or discoloration;
Refer to the model Measure the disc thickness and replace the discs if the
specific Service service limit is exceeded.
Manual for the
Replace the clutch discs and plates as a set.
service limits.
DISC
CLUTCH PLATE (TYPES A, B, C, AND D)

Check the clutch plates for warpage or discoloration;
replace if necessary.
Refer to the modelCheck for plate warpage on a surface plate using a
specific Servicefeeler gauge; replace if the service limit is exceeded.
Manua/for the NOTE:
service limits.
Warped clutch plates prevent the clutch from
;
disengaging properly.
FEELER GAUGE CLUTCH PLATE
CLUTCH CENTER
Check the clutch center for nicks, grooves or abnormal
wear from the clutch plates; replace as necessary.
, NOTE:
• A damaged clutch center causes engine noise.
GROOV~
CLUTCH CENTER
12-27
CLUTCH
LIFTER PUSH ROD (TYPES B AND C)
Check the push rod for trueness or damage; replace if
necessary.
\
If there is a steel ball between the lifter rod and push
rod , check the ball for wear or damage; replace as
necessary.
STEEL BALL
JUDDER SPRING, SPRING SEAT (TYPES A AND B)

Check the judder spring and spring seat for
deformation, warpage or damage; replace as JUDDER SPRING
necessary.
NOTE:
A damaged or warped spring seat will cause the
judder spring to be pressed unevenly.
• A damaged judder spring also causes weak contact
between the discs and plates or uneven disc/plate
contact.
SPRING SEAT
MAINSHAFT (TYPES A, B, AND C)

If the clutch outer guide slides on the mainshaft,
measure the mainshaft O.D. at the sliding surface.
Refer to the model Replace the mainshaft if the service limit is exceeded.
specific Service
Manual for the
service limits.
CLUTCH SPRING (TYPES A, B, AND D)

Refer to the model Measure the clutch spring free length ; replace the
specific Service springs if the measurement is not within the service
Manual for the limit.
service limits.
NOTE :
• If the vehicle has been used for a long time, the
clutch spring free length will be shorter because the
clutch springs are compressed while the clutch is
disengaged.
Replace the clutch springs as a set so that the discs
contact the clutch plates evenly.
12-28
CLUTCH
CLUTCH SPRING (TYPE C)
Measure the free height of the clutch spring; replace the
( spring if the measurement is less than the service limit.
r
r
r
r
CLUTCH SPRING
ONE-WAY CLUTCH (TYPE C)

Check the inside surface of clutch center B for
abnormal wear or damage; replace as necessary. CLUTCH CENTER B
Refer to the model Measure the I.D. of clutch center B. Replace if the
Manual for the
service limits.
Check the outside surface of the one-way clutch inner

for abnormal wear; replace if necessary.
ONE-WAY CLUTCH INNER
Refer to the model
specific Service
Manual for the
service limits.
Measure the O.D. of the one-way clutch inner. Replace
if the service limit is exceeded .
\
Check the sprag for damage or excessive wear; replace

if necessary. ONE-WAY CLUTCH INNER
Reassemble the one-way clutch as follows :

• Install the sprag into the clutch center B with the
flanged side facing up.
'j
• Install the clutch inner into the sprag by turning it in
the specified direction with the groove facing up.
Hold the clutch inner and turn clutch center B as shown,
and check that the clutch center turns in the specified
direction but not in the opposite direction. Replace the
0
SPRAG
~
I
one-way clutch if the clutch center turns iri both
directions.
ONE-WAY CLUTCH
l
12-29
CLUTCH
PRIMARY DRIVE GEAR (TYPE D)
Check the drive gear grooves for nicks or wear caused
by the clutch plates; replace as necessary. GROOVE
Measure the I.D. of the primary drive gear. Replace if

the service limit is exceeded.
PRIMARY DRIVE GEAR
CLUTCH CENTER GUIDE, COLLAR (TYPE D)

Measure the I.D. and/or O.D. of the clutch center guide
at the sliding surface. Replace the guide if the service COLLAR
limit is exceeded.
Refer to the model Measure the I.D. and/or height of the collar; replace if
specific Service the service limit is exceeded.
Manual for the
service limits.
CLUTCH CENTER GUIDE
CRANKSHAFT (TYPE D)
Refer to the model Measure the O.D. of the crankshaft at the clutch center
specific Service guide sliding surface; replace if the service limit is
Manual for the exceeded.
service limits.
CRANKSHAFT
CLUTCH REASSEMBLY
TYPE A
Install the needle bearing or clutch outer guide onto the
PIN
mainshaft.
Install the clutch outer onto the mainshaft.
NOTE:
• If the pump drive sprocket is installed on the
mainshaft, align the holes of the clutch outer with the
pins on the oil pump drive sprocket.
• If the primary drive gear is the anti-backlash type,
install the clutch outer onto the mainshaft while
moving the drive sub gear. Align the two gear teeth
using a screwdriver. Take care not to damage the
gear teeth.
PRIMARY DRIVE GEAR HOLE
I
12-30
CLUTCH
Install the thrust washer (if used).
Coat the clutch discs and plates with clean oil. PRESSURE PLATE CLUTCH CENTER
Install the pressure plate, discs, plates and clutch
center onto the mainshaft in the order shown. If a judder
spring is used, install the judder spring and spring seat
as shown below.
NOTE:
• If new discs are being installed, soak them in clean
engine oil before installation.
I
DISCS AND PLATES
NOTE:
• The disc that is installed over the judder spring has a
DISC
larger I.D. than the other discs. .
• If the splines of the clutch center cannot be aligned
with the mainshaft splines while installing, change
the transmission into any gear position and turn the
rear wheel to ease installation.
SPRING SEAT JUDDER SPRING
Make sure that the clutch center is installed completely;

the grooves of the clutch center must align with the tabs
of the pressure plates.
ALIGN
12-31
CLUTCH
If the clutch is secured with a lock nut:
Install the lock washer onto the mainshaft with the "OUT
SIDE" mark facing outside.
If there is no mark, install the lock washer with the
convex side facing out.
Install the lock nut and tighten it to the specified torque .
NOTE:
• Use a new lock nut if the lock nut was staked .
• Face the chamfered side of the lock nut inward if the
lock nut is chamfered .
If a snap ring is used , set it into the groove in the
mainshaft with the chamfered side inward. Turn the LOCK NUT CHAMFERED EDGE
snap ring to be sure that it is seated in the groove.
Tighten the lock nut to the specified torque given in the
model specific Service Manual using the special tool. LOCK NUT WRENCH
TOOLS:
Lock nut wrench
Clutch center holder
CLUTCH CENTER HOLDER
Where a staked lock nut is used, stake the nut to the

mainshaft.
NOTE: PEEN POINT
• Replace staked-type lock nuts if the old staked area
of the nut aligns with the groove of the shaft after
tightening the nut to the specified torque.
• Make sure that the peen point covers at least 2/3 of
*
the width of the mainshaft groove.
I NOTICE I 2/3 OR MORE

Be careful not to damage the shaft when staking the
lock nut.
Set the bearing in the lifter plate; then install the clutch j
CLUTCH SPRING
springs and the lifter plate. •
Install the clutch spring bolts and tighten them in a
crisscross pattern in two or three steps.
CLUTCH SPRING BOLT LIFTER PLATE
'
J
J
12-32
CLUTCH
TYPE B
' Install the clutch outer guide, needle bearing and clutch
CLUTCH CENTER
outer (page 12-30).
Install the clutch center.
Install the lock washer and lock nut (page 12-32).
Tighten the lock nut using the special tool to hold the
clutch center.
TOOL:
Lock nut wrench
Stake the lock nut if necessary.
Coat the clutch plates and discs with clean engine oil.
CLUTCH DISC
Install the judder spring seat and spring, discs and
clutch plates.
NOTE:
• The judder spring and spring ~at should be
installed as shown.
• The disc that is installed against the judder spring
has a larger I.D. than the other discs.
JUDDER SPRING
Apply engine oil to the push rod and install it into the PUSH ROD
mainshaft.
Apply engine oil to the lifter rod and install it, and the
steel ball (if included).
I
Install the bearing in the lifter plate; then install the
clutch springs, pressure plate, washer(s), and clutch
spring bolts.
Tighten the clutch spring bolts.
12-33
CLUTCH
TYPEC
Install the clutch outer guide, needle bearing, and clutch
WASHER
outer (page 12-30).
Install clutch center A and the washer.
CLUTCH CENTER A
Install the clutch center B, the one-way clutch and one-

way clutch inner as an assembly onto the clutch outer.
NOTE:
• See page 12-29 for one-way clutch assembly.
• Make sure that the one-way clutch is installed
correctly by turning clutch center B. The clutch
center should turn in the specified direction freely
and should not turn in the opposite direction.
CLUTCH CENTER B, ONE-WAY CLUTCH

AND ONE-WAY CLUTCH INNER
Coat the clutch plates and discs with clean engine oil
and install them in the clutch outer and on the clutch SECOND AND THIRD DISC
center. (different groove pattern)
NOTE:
Two discs have different groove patterns than the
other discs. Install these two in the second and third
disc positions (from the mainshaft).
• Do not move clutch center B after installing the discs
and clutch plates.
• If new discs are installed, soak them in clean engine
oil before installation.
I
PLATES AND DISCS
Install the pressure plate.

PRESSURE PLATE
Install the washers, clutch spring and set plate.
NOTE:
• Install the clutch spring with its concave side toward
the inside.
WASHER CLUTCH SPRING
J
t
,
I
12-34
CLUTCH
Install the lock washer and lock nut (page 12-32).
LOCK WASHER AND LOCK NUT
Put the transmission in top gear and apply the rear I
brake. Then tighten the lock nut to the specified torque. ·,~--...~-~
1- - 4 ' ~ = -
I
TOOL: I ,.,
Lock nut wrench
NOTE:
• If the engine is not in the frame, shift the
transmission into top gear, hold the drive sprocket
with the universal holder, and tighten the lock nut.
Coat the push rod with grease and install it in the LIFTER ROD
PUSH ROD
mainshaft.
Install the lifter rod.
Untie the clutch lever from the handlebar.
Install the bearing onto the lifter plate.
Install the lifter plate and secure it with the set ring.
BEARING
TYPED
Install the clutch springs on the clutch outer.
CLUTCH SPRINGS
Assemble the drive plate in the clutch outer. DRIVE PLATE

CLUTCH PLATE
Install the clutch disc, clutch plate and primary drive
gear.
CLUTCH DISC PRIMARY DRIVE GEAR
l
1
12-35
CLUTCH
Compress the clutch springs with the clutch spring
CLUTCH SPRING COMPRESSOR
compressor; then install the set spring in the groove of
\~
the clutch outer.
Remove the tool.
TOOL:
Clutch spring compressor
SET RING PRIMARY DRIVE GEAR
Install the clutch damper springs .
Install the collar and clutch center guide onto the

PRIMARY DRIVEN GEAR COLLAR
crankshaft.
Install the primary driven gear onto the mainshaft and
secure it with a snap ring.
SNAP RING CLUTCH CENTER GUIDE

I
Install the clutch assembly onto the crankshaft.
"OUT SIDE" MARK
•
Install a new lock washer B (tongued washer) onto the
mainshaft.
Replace lock washer B with a new one whenever it is
removed.
Install lock washer A with the "OUT SIDE" mark facing
outside. If there is no mark, install the lock washer with
the convex side toward the outside.
Install the lock nut with the chamfered edge toward the
inside.
LOCK WASHER B LOCK WASHER A
l
}
I
J
12-36
CLUTCH
Hold the clutch outer using a special holder tool and CLUTCH OUTER HOLDER
tighten the lock nut to the specified torque.
TOOLS:
Lock nut wrench
BEND TAB
Clutch outer holder
Bend the tab of lock washer B up into the lock nut

groove.
NOTE:
If the tab and groove aren't aligned , turn the lock nut
in the tightening direction to align ; do not loosen the
nut to set the locking tab .
LOCK NUT
Install a new gasket onto the clutch outer.

Install the clutch outer cover and tighten the mounting
SPRING
screws.
Install the lifter, spring and oil through guide onto the
clutch assembly.
OIL THROUGH GASKET

GUIDE
CLUTCH LIFTER REASSEMBLY

TYPE A AND A PART OF TYPE B
Coat the lifter arm and dust seal with grease.
LIFTER ARM PIN DRIVER
Install the lifter arm and return spring.
Drive in a new spring pin using a pin driver until the pin
does not interfere with the lifter arm .
Reset the return spring.
Install the lifter rod into the cutout in the lifter arm.
Install the crankcase cover by following the instructions
LIFTER ROD
RETURN SPRING
TYPED
Coat the lifter arm with grease.
OIL SEAL
Replace the 0-ring with a new one, and install the
return spring and lifter arm in the crankcase cover.
Install the stopper pin into the pin hole on the crankcase
cover.
LIFTER ARM STOPPER PIN
12-37
CLUTCH
Install the lifter plate and set plate, then tighten the
GASKET
screw.
Install the lifter rod by aligning the boss of the lifter rod
with the groove in the crankcase cover.
Install a new gasket and the clutch lifter cover. Tighten
the screws.
Install the crankcase cover by following the instructions
HYDRAULIC OPERATING SYSTEM

SERVICE
CLUTCH FLUID FILLING/BLEEDING
As a clutch hydraulic system does not have positive
resistance like a hydraulic brake system (pads against
rotor), it cannot be effectively bleed in the same way.
The best method is given below, an alternative method
follows.
J
NOTE:
• Before removing the reservoir cover or cap, turn the
*
handlebar until the reservoir is level.
• Place a rag over painted, plastic or rubber parts
• Do not mix different types of hydraulic fluid , as they
are not compatible with each other.
• Do not allow foreign matter to enter the system when
filling the reservoir.
I NOTICE I
• Spilled fluid can damage painted, plastic or rubber
parts. Place a shop towel over these parts whenever
the system is serviced.
• Using the wrong fluid will cause loss of braking
efficiency.
• Contaminated fluid can clog the system, causing a
loss of clutch function.
I
I
I
12-38 ,I
CLUTCH
AIR BLEED TOOL METHOD
Remove the screws and cover or cap, set plate, and BRAKE BLEEDER
diaphragm from the clutch reservoir.
Using a syringe, turkey baster, or similar tool, remove
as much of the old hydraulic fluid as possible from the
reservoir without the level dropping below the system
feed hole.
Refer to the model Fill the reservoir with the specified hydraulic fluid from a
specific Service sealed container. If an air bleed tool with a fluid feed
Manual for the system is used, also fill the feed bottle with the specified
recommended hydraulic fluid.
hydraulic fluid. Connect a commercially available brake bleeder to the
bleed valve and reservoir (if the bleeder is so 1 - - - - - - - - - -- - - - - - - - - ~
equipped). ~ AIR BLEED TOOL FLUID FEED SYSTEM
Pump the brake bleeder and loosen the bleed valve.
If air is entering from

the bleeder from
NOTE:
• Check the fluid level often while bleeding the clutch
and add fluid when necessary to prevent air from
_)
around the bleed being pumped into the system.
valve threads, seal • When using a brake bleeding tool , follow the
the threads with manufacturer's operating instruction.
teflon tape.
Repeat the above procedure until new fluid flows out of
the bleed valve and air bubbles do not appear in the
plastic hose. 1- - - - -
Close the bleed valve.

Fill the reservoir to the casting ledge/upper level mark
with the specified hydraulic fluid from a sealed
container.
Install the diaphragm, set plate, and reservoir cover or SCREWS
RESERVOIR COVER
cap, and tighten the cover screws to the specified
torque, or tighten the twist-type cap.
Check the clutch operation.
MANUAL METHOD
If a brake bleeder is not available, use the following
procedure.
Using a syringe, turkey baster, or similar tool , remove
as much of the old hydraulic fluid as possible from the
reservoir without the level dropping below the system
feed hole.
I
l
I
12-39
CLUTCH
Fill the reservoir with the specified hydraulic fluid from a
sealed container. DIAPHRAGM
Pump the clutch lever until lever resistance is felt.

Connect a bleed hose to the bleed valve.
Squeeze the clutch lever, open the bleed valve 1/4 of a
turn and then close it. Do not release the clutch lever
until the bleed valve has been closed.
Release the clutch lever slowly and wait several
seconds after it reaches the end of its travel.
Repeat the above procedure until new fluid flows out of
the bleed valve and air bubbles do not appear in the
plastic hose. LOWER LEVEL
Close the bleed valve. BLEED VALVE
Fill the reservoir to the casting ledge with the specified

,
J
RESERVOIR COVER
hydraulic fluid from a sealed container.
Install the diaphragm, set plate, and reservoir cover or
cap, and tighten the cover screws to the specified
torque, or tighten the twist-type cap.
Check the clutch operation.
CLUTCH MASTER CYLINDER I

REMOVAL/DISASSEMBLY
I
l
I NOTICE I
HOSE BOLT
'
Spilled fluid can damage painted, plastic or rubber
parls. Place a shop towel over these parls whenever
the system is serviced.
Disconnect the clutch switch wires, and remove the
clutch hose bolt and two sealing washers.
Cover the end of the hose with a clean rag to prevent
contamination of the system. Then secure the hose to
the handlebar.
HOLDER SEALING WASHERS
Remove the holder bolts and holder; then remove the
master cylinder from the handlebar.
l
}
}
12-40
CLUTCH
Remove the clutch lever pivot bolt, nut and clutch lever.
PIVOT BOLT BOOT
Remove the push rod and boot.
/ ~
CLUTCH LEVER PUSH ROD
Remove the snap ring from the master cylinder.

SNAP RING PLIERS
TOOL:
Snap ring pliers
I
I
I Remove the washer, piston/secondary cup, primary cup

and spring from the master cylinder body.
Replace the master piston components as a set.
SNAP RING
SPRING
, . NOTICE I WASHER
Replacing individual master cylinder components can
cause clutch system failure. BOOT
PISTON/SECONDARY CUP SNAP RING
INSPECTION
Check the primary cup and secondary cup for wear,
damage or deterioration and replace as necessary. MASTER PISTON
Refer to the model Measure the master piston O.D.; replace if the service
specific Service limit is exceeded.
Manual for service
limits. NOTE:
• Replace the piston, spring , and cups as a set.
I
12-41
t
CLUTCH
Check the master cylinder for scores or nicks and
Refer to the model Measure the master cylinder I.D. in X and Y directions;
specific Service replace if the service limit is exceeded.
Manual for service
Check the large and small ports within the master
limits.
cylinder for clogging .
NOTE:
y
• If the small compensating port is plugged, hydraulic
fluid pressure will not be relieved and the clutch will
not engage.
• Plugging of the small port is common in motorcycles
that have been stored for a long time.
EB·
ASSEMBLY/INSTALLATION
Clean all parts thoroughly. SPRING
Coat the primary and secondary cups with clean brake

fluid before assembly.
Install the spring in the master cylinder with the small
end out.
Install the primary cup and piston/secondary cup.
NOTE :
• Make sure the cup lips do not turn inside out during
installation .
I '
(CYLINDER
SURFACE)
SECONDARY I
CUP SNAP RING
Install the washer and snap ring, making sure the snap
ring is seated firmly in the groove. GROOVE
TOOL:
Snap ring pliers
SNAP RING
Install the boot and push rod .

Set the push rod end piece into the clutch lever hole.
Then install the lever with the end piece over the push
rod.
Screw in the pivot bolt making sure that the lever moves
smoothly; then tighten the pivot nut securely.
12-42 r
CLUTCH
Place the master cylinder on the handlebar and install
the holder with the "UP" mark facing up. PUNCH MARK HOSE BOLT
Align the end of the holder with the handlebar punch

mark.
Tighten the upper holder mounting bolt first; then
tighten the lower bolt.
Install the clutch hose with the bolt and two new sealing
washers.
Connect the clutch switch wires to the switch terminals .
Fill the reservoir and bleed the clutch system (page 12-
38).
"UP" MARK .,., SEALING WASHERS
CLUTCH SLAVE CYLINDER ----

Remove the slave cylinder mounting bolts and then
remove the slave cylinder from the crankcase.
Do not disconnect the clutch hose until the piston has
been removed.
MOUNTING BOLTS
Inspect the piston seals for signs of leakage.

Disassemble the slave cylinder and replace the piston PISTON
seal as required.
i Place a clean pan under the slave cylinder to catch the
i draining fluid, and squeeze the clutch lever slowly to
I''
push out the piston.
Drain the clutch fluid . Temporarily install the slave
cylinder; then disconnect the clutch hose.
,t
Remove the spring from the piston .
Check the piston and cylinder for scoring or scratches.
Remove the oil seal and piston seal from the piston and
discard them.
I,
j
The seals must be replaced with new ones whenever
they have been removed .
I \
SPRING
12-43
CLUTCH
ASSEMBLY
Assemble the slave cylinder in the reverse order of
PISTON SEAL SLAVE CYLINDER BODY
disassembly.
Apply a hi-temperature silicone grease or brake fluid to
the new piston seal and oil seal.
Carefully seat the piston seal in the piston groove.
Install the oil seal. Place the piston in the cylinder with
the seal end facing out.
Install the spring in the cylinder with the small end
toward the piston .
Make sure the clutch lifter push rod is installed properly.

DOWEL PINS
Install the dowel pins and a new gasket onto the slave
cylinder, and install the cylinder by aligning the push rod
with the oil seal hole.
J
t
GASKET
Tighten the mounting bolts to the specified torque.

NOTE : HOSE BOLT
• Some models have dowel bolts instead of dowel
pins to secure the slave cylinder positions.
• Note the location of the dowel bolts or dowel pins for
positioning the slave cylinder.
• Tighten the bolts in two or three steps in a crisscross
pattern starting from the dowel bolt or the dowel pin
bolt.
Connect the clutch hose with the hose bolt and two new
sealing washers; then tighten the hose bolt to the
specified torque .
Fill the clutch fluid reservoir and bleed the clutch system
(page 12-38). I
''
,
I
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J
12-44
I
r
~
r CLUTCH
r
r
WET MULTl-PLATE ASSIST AND BACK
r TORQUE LIMITER TYPE INSPECTION
r INSPECTION
r
t The following are inspection procedures unique to the
assist and back torque limiter type.
r Remove and disassemble the clutch by following the
r
t
,
r
Clutch spring
Check the clutch spring distortion.
,
CLUTCH SPRING
f Refer to the model Measure the height of the clutch spring and compare it
specific Service to the service limit.
t
Manual for the
r service limits.
,,[
I
See model specific Service

j
Manual for service limit
1f
1 Pressure plate
Check the grooves for wear or damage.
Check the cam area for wear or damage.
Check the clutch disc sliding surface for wear or
damage.
Check the six rivets for loosening.
Replace the pressure plate if necessary.
I f
SLIDING SURFACE GROOVE
1
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\
i
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I
12-45
i
CLUTCH
Clutch center
Check the cam area for wear or damage.
Check the clutch disc sliding surface for wear or
damage.
Check the six rivets for loosening.
Replace the clutch center if necessary.
SLIDING SURFACE
ASSEMBLY
Assemble and install the clutch by following the instructions in the model specific Service Manual.
Tighten to specified torque setting
(Q)~ 71
~o m I
(§)@j
Tighten to specified torque setting
I
nu.
I
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,J
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I'
12-46 J
CLUTCH
WET MULTl-PLATE CENTRIFUGAL
CLUTCH TYPE B INSPECTION
INSPECTION
The following are inspection procedures unique to the
centrifugal clutch.
Remove and disassemble the clutch by following the
One-way clutch
Temporarily install the clutch weight assembly into the
clutch outer.
Turn the drive plate and check the one-way clutch
operation.
Make sure that the drive plate only turn clockwise and
does not turn counterclockwise.
Remove the snap ring and washer.

SNAP RING
WASHER
Remove the clutch rollers and springs.

SPRINGS CLUTCH ROLLERS
Remove the one-way clutch inner.
I
•
CLUTCH INNER
f
I
J
1
• 12-47
I
I
CLUTCH
Check the rollers and springs for excessive wear or
damage, replace if necessary.
Refer to the model Measure the one-way clutch roller 0.0. and compare it
Manual for the
service limits.
Check the clutch inner for wear or damage.

CLUTCH INNER
Check the sliding surfaces of the one-way clutch outer

for excessive wear or damage.
'
f
If necessary, replace the one-way clutch inner and

outer as a set.
Refer to the model Measure the one-way clutch drum 1.0. and compare it
Manual for the
service limits. I
J
J
Clutch weight
Check the clutch weight assembly for damage.
Refer to the model Measure the clutch weight lining thickness and
specific Service compare it to the service limit.
Manual for the
service limits.
12-48 1
,,
, CLUTCH
,
r
Remove the E-clips and washers.
E-CLIPS/WASHERS
,
F
Replace the clutch Alternately lift the clutch weights, then remove the CLUTCH WEIGHTS
weighs as a set. weights and springs.
CLUTCH SPRINGS
Check the drive plate bosses for wear or damage.
r
t
BOSSES
j Check the clutch weights for wear or damage.
CLUTCH WEIGHT
l,
,. 12-49
CLUTCH
Clutch outer
Check the inside of the clutch drum for scratches or
Refer to the model

specific Service
Manual for the
service limits.
excessive wear.
Measure the clutch drum I.D. and compare it to the
service limit.
- --
Primary drive gear

Check the sub-gear spring function by turning the sub-
gear, for damage.
Refer to the model Measure the primary drive gear I.D. and compare it to
specific Service the service limit.
Manual for the I
service limits.
I
I•
ASSEMBLY
Assemble and install the centrifugal clutch by following the instructions in the model specific Service Manual.
CLUTCH WEIGHT WASHER

'
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,;
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r
CLUTCH DRUM
,.
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12-50
r
r
r CLUTCH
r
,,
r HYDRAULICALLY ASSISTED CLUTCH
INSPECTION
r INSPECTION
r The following are inspection procedures unique to the
hydraulically assisted clutch .
r Remove and disassemble the clutch by following the
r instructions in the model specific Service Manual.
,r
r
r
LIFTER JOINT PIECE/LIFTER BEARING
Check the lifter joint piece for damage or abnormal
wear and the oil passages in the joint piece for debris.
LIFTER JOINT PIECE
r
r
r
r
r
r
r~
r
LIFTER BEARING
CLUTCH CENTER/PRESSURE PLATE

Check the clutch center for nicks, indentations or
i abnormal wear made by the clutch plates. CLUTCH CENTER
I• Clean the inner side of the pressure plate .

Check the pressure plate for abnormal wear and the oil
passages for debris.
r
f
r
r
PRESSURE PLATE
r
I
r
I'
r
f
12-51
CLUTCH
ASSEMBLY
Assemble and install the clutch by following the instructions in the model specific Service Manual.
0-RING
PRESSURE PLATE
CLIP WIRE
CLUTCH PLATES
(7 pcs.)
CLUTCH CENTER
0-RING @RING SEAT
JUDDER SPRING
12-52
13. V-MATIC BELT DRIVE SYSTEM
SYSTEM DESCRIPTION··················· .. ········ 13-2 DRIVE BELT················································13-6
SERVICE INFORMATION ···························13-5 DRIVE PULLEY···········································13-7
TROUBLESHOOTING································· 13-5 CLUTCH/DRIVEN PULLEY ······················ 13-11
t
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13-1
V-MATIC BELT DRIVE SYSTEM
SYSTEM DESCRIPTION
OPERATION
V-Matic is a form of Continuously Variable Transmission (CVT) used on Honda motor scooters that provides stepless, infinitely
variable drive ratios between the engine and rear wheel according to engine speed and load. The system includes two, two-piece
pulleys, a drive and a driven, which are connected by a V-shaped drive belt. The drive pulley is attached to the engine crankshaft,
the driven pulley is attached to a shaft that incorporates a centrifugal clutch. The driven pulley shaft is connected to a final gear
reduction that is connected to the rear wheel; the final gear reduction increases torque. Due to the function of the drive system and
the incorporated centrifugal clutch, V-Matic offers smooth, simple, and easy to use twist-and-go operation .
MOVABLE DRIVE FACE
\ DRIVESHAFT
CLUTCH OUTER
~ MOVABLE DRIVEN FACE

r
DRIVEN PULLEY FACE
The two, two-piece pulleys are split between their faces. One face is fixed and the other can move along it's shaft. This movement
allows the diameter of the pulleys to be varied. As the drive belt length remains constant, however, any increase in the diameter of
one pulley must correspond with an equal reduction in diameter of the other. The relationship between the increase and decrease
of the pulleys' diameters provides changes in the drive ratio.
When the engine is running at low speed or the load on the rear wheel is high, the drive pulley's diameter is reduced and the driven
pulley's diameter is increased, thereby multiplying torque. This -ratio is good for starting out or when the vehicle is under a heavy
load. As engine speed increases, or the load on the rear wheel decreases, the diameter of the drive pulley increases and the
diameter of the driven pulley decreases. The result is a reduced drive ratio between the driven and drive pulleys, which is good for
higher vehicle road speeds.
J
LOW RATIO REDUCTION : HIGH RATIO REDUCTION:
DRIVE PULLEY DRIVEN PULLEY DRIVE PULLEY DRIVEN PULLEY
I;
;
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13-2
,r
r DRIVE PULLEY OPERATION
,r
The drive pulley consists of a fixed and a movable face. The movable face is capable of sliding axially on the shaft of the fixed face.
r Within the movable face housing are weight rollers, which are moved by centrifugal force, and a ramp plate that directs the weight
rollers against the movable drive face.
r WEIGHT ROLLER BALL BEARING CLUTCH WEIGHT

r
r
r
r
r
f
I
r
r, MOVABLE DRIVEN FACE
, RAMP PLATE
DRIVE FACE DRIVEN FACE SPRING

J
As engine speed increases, centrifugal force on the weight rollers is increased . As the weight rollers are forced outward by
centrifugal force, the ramp plate directs them against the movable drive plate, which causes it to move toward the fixed drive face.
As the gap between the movable drive face and fixed drive face decreases, the V-shape narrows and causes the belt to ride higher
in the pulley. This reduces the drive ratio as the pulley's diameter is effectively larger.
AT REST/LOW SPEED: AS SPEED INCREASES:

MOVABLE FACE
DRIVE FACE
WEIGHT ROLLER
13-3
DRIVEN PULLEY/CENTRIFUGAL DRY CLUTCH
The clutch/driven pulley assembly rotates freely on the driveshaft, the clutch outer is fixed to the driveshaft by splines and a nut.
The centrifugal clutch is disengaged when engine speed is low. When engine speed increases, centrifugal force causes the
pivoting clutch shoes of the clutch weights to move outward and contact the clutch outer. The friction between the clutch shoes and
the clutch outer engages the clutch. Power is then transmitted to the rear wheel through the drive shaft and gear reduction .
The movable driven face of the clutch/driven pulley assembly is spring loaded, this is to allow an automatic change in the effective
diameter of the driven pulley when the diameter of the drive pulley changes. As engine speed increases, the drive belt begins to
ride higher in the drive pulley, having an effectively larger diameter. When this occurs the drive belt pushes against the spring
loaded movable driven face, forcing it away from the fixed face. This increases the gap between the two pulley faces, the belt rides
lower in the pulley, which has an effectively smaller diameter. When the engine speed decreases, the belt is pulled back towards
the center of the drive pulley releasing the tension on the belt. This allows the driven face spring to move the movable driven face
toward the original position, pushing the belt back toward the circumference of the driven pulley.
BALL BEARING
GUIDE PIN AND ROLLER
DRIVEN FACE SPRING
J
I
13-4
SERVICE INFORMATION
GENERAL
• Avoid getting grease and oil on the V-belt and pulley drive faces in order to prevent belt slippage.
• Refer to the model Specific manual for removal/installation of the left crankcase cover and specific clutch maintenance.
TOOLS
When conducting V-Matic inspection, servicing, and repair, the special tools listed below may be required. See the model specific
Service Manual for the part numbers of the specifically required tools. For a list of common hand tools, see page iv.
Universal holder Flywheel holder Clutch spring compressor
Drive pulley holder
TROUBLESHOOTING
Engine starts but vehicle won't move
• Worn drive belt (page 13-6)
• Damaged ramp plate (page 13-9)
• Worn or damaged clutch shoe (page 13-12)
• Broken driven pulley spring (page 13-13)
Engine stalls or vehicle creeps
• Broken clutch shoe spring (page 13-12)
Poor performance at high speed or lack of power
• Worn drive belt (page 13-6)
• Weak driven pulley spring (page 13-13)
• Worn weight rollers (page 13-9)
• Contaminated or worn driven pulley face (page 13-13)
'
13-5
DRIVE BELT
REMOVAL
Remove the left crankcase cover by following the
Hold the clutch outer using the universal holder and
remove the nut and clutch outer. NUT
TOOL:
Universal holder
I NOTICE I
Use the special tool when loosening the lock nut.
Holding the rear wheel or rear brake will damage the
final reduction system.
UNIVERSAL HOLDER
Squeeze the drive belt into the pulley groove as shown
DRIVE BELT
so that it slackens enough to remove the driven pulley
from the drive shaft.
Remove the driven pulley/clutch with the drive belt in
place.
Remove the drive belt from the driven pulley groove
and drive pulley groove.
CLUTCH/DRIVEN PULLEY
INSPECTION
Check the drive belt for cracks, ply separation and
wear; replace as necessary.
COG
Measure the width of the drive belt as shown.
Refer to the model Replace the belt if the service limit is exceeded .
-
specific Service
NOTE:
Manual for the
service limit. • Use only a genuine Honda replacement drive belt.
• Do not get oil or grease on the drive belt or pulley
faces. Clean off any grease or oil before reinstalling. -.j WIDTH j.-
,
13-6
INSTALLATION
Temporarily install the driven pulley/clutch assembly on
the drive shaft.
Turn the pulley clockwise and spread the faces apart
while installing the drive belt.
Remove the pulley assembly once with the drive belt is DRIVE PULLEY FACE
installed.
Hold the pulley faces apart to prevent them from
closing.
Put the drive belt over the drive pulley.
Reinstall the driven pulley on the drive shaft with the
drive belt attached.
CLUTCH/DRIVEN PULLEY DRIVE SHAFT
,!
'
Install the clutch outer and the universal holder. Tighten
the nut to the specified torque.
TOOL:
f Universal holder
r
[ Reinstall the left crankcase cover by following the
I
I
DRIVE PULLEY
REMOVAL
Remove the left crankcase cover by following the
" instructions in the model specific Service Manual.
Hold the drive pulley face using the drive pulley holder
and remove the nut and washer. NUT
Remove the drive pulley face.

TOOL:
Drive pulley holder
13-7
If the drive pulley holder cannot be used, remove the
cooling fan at the right side of the crankshaft, and hold
the flywheel with the universal holder.
TOOL:
Universal holder
DISASSEMBLY
There are two types of movable drive faces: wet type
which needs an application of grease inside the face, MOVABLE DRIVE FACE
~
and dry type which doesn't require grease.
Remove the movable drive face and drive face shaft
from the crankshaft.
Vt
(-.___/ //[\
CRANKSHAFT DRIVE FACE SHAFT
Remove the three bolts attaching the movable drive

face seal and remove the seal.
Remove the ramp plate.
WET TYPE:
Remove the weight rollers and the 0-rings from the
movable drive face.
DRY TYPE:
Remove the weight rollers from the movable drive face.
13-8
INSPECTION
The weight rollers push on the movable drive pulley
face with centrifugal force; worn or damaged weight
rollers will interfere with this force.
Check the rollers for wear or damage and replace as
necessary.
Refer to the model Measure the O.D. of each roller; replace if the service
specific Service limit is exceeded.
Manual for the
service limit.
Check the drive face shaft for wear or damage and

MOVABLE DRIVE FACE
Refer to the model Measure the O.D. of the drive face shaft. Replace the
specific Service shaft if the service limit is exceeded.
Manual for the Measure the 1.0. of the drive face. Replace it if the
service limit. service limit is exceeded.
If dust seal is installed, check it for damage and

deterioration. A defective dust seal will cause incorrect
operation of the movable drive face boss. Replace a
defective dust seal with the new one.
Check the drive plate and all other components for
excessive wear or damage.
ASSEMBLY/INSTALLATION
WET TYPE:
Pack the inside of the movable drive face with the
specified amount of grease; then install the weight
rollers.
NOTE:
• Use only the specified grease in the specified
amount or operation will be negatively affected.
• Apply the grease equally over the inside of the
pulley face.
Refer to the model SPECIFIED GREASE: Lithium Based Grease
specific Service
Manual for the Install the 0 -ring, taking care that it doesn't come out of
specified grease. its groove.
13-9
DRY TYPE:
Make sure there is no oil or grease inside of the
movable drive face; then install the weight rollers .
Install the ramp plate.
Refer to the model Install the face seal and tighten the bolts to the
specific Service specified torque.
Manual for the
specified torque.
FACE SEAL
Coat the inside of the drive face shaft with 4-5 g of

DRIVE FACE SHAFT
grease. Install the shaft with the splined hole facing out.
NOTE :
• Do not allow any grease on the pulley face. Remove
any grease with a degreasing agent.
~~ PULLEY FACE
Install the movable face assembly on the crankshaft.
CRANKSHAFT DRIVE FACE SHAFT
DRIVE PULLEY FACE INSTALLATION

Squeeze the drive belt into the pulley groove and pull
the drive belt over the drive face shaft. SQUEEZE
DRIVE BELT
13-10
Install the drive pulley face, washer and nut.
NUT
NOTE:
• Be sure both pulley faces are free of oil and grease.
Hold the drive pulley face using the drive pulley holder
and tighten the nut to the specified torque .
TOOL:
Drive pulley holder
ACAUTION
The edge of the pulley can be sharp. You can but
cut if you hold the pulley with your hand. Always us DRIVE PULLEY HOLDER
a drive puller holder when tightening the nut.
If the pulley holder cannot be used , remove the cooling

UNIVERSAL
fan and hold the flywheel with the universal holder. HOLDER
TOOL:
Universal holder
Install the left crankcase cover by following the

FLYWHEEL
~
l.
CLUTCH/DRIVEN PULLEY
DISASSEMBLY
Remove the drive belt and clutch/driven pulley (see
page 13-6 and page 13-7).
Install a clutch spring compressor on the pulley
assembly and tighten the tool to gain access to the nut.
NOTE:
• Do not overtighten the compressor.
Hold the clutch spring compressor in a vise as shown
and remove the lock nut using the lock nut wrench .
Loosen the clutch spring compressor and disassemble
the clutch and spring from the driven pulley.
CLUCH SPRING COMPRESSOR
13-11
Remove the seal collar from the driven pulley.
SEAL COLLAR
Remove the guide pins and guide pin rollers and the MOVABLE DRIVEN OIL SEAL GUIDE PINS
movable driven pulley face. PULLEY FACE
\
I
I
Remove the 0-ring and oil seals from the movable face.
tr
0-RINGS GUIDE PIN GUIDE PIN ROLLER
INSPECTION
CLUTCH OUTER
Measure the I.D. at the shoe contact surface of the
clutch outer.
Refer to the model Replace the outer if the service limit is exceeded .
specific Service
Manual for the
service limit.
CLUTCH OUTER
CLUTCH SHOE
Refer to the model Measure the thickness of each shoe; replace if the
Manual for the Refer to page 13-13 for clutch shoe replacement.
service limit.
LINING
13-12
DRIVEN PULLEY SPRING
Refer to the model Measure the free length of the driven pulley spring and
specific Service replace if the service limit is exceeded.
Manual for the
service limit.
FREE LENGTH
DRIVEN PULLEY
• Both faces for damage or excessive wear.
DRIVEN PULLEY FACE
• Guide pin groove for damage or deformation.
Replace damaged or worn parts as necessary.
Refer to the model Measure the O.D. of the driven face and the I.D. of the
specific Service movable driven face. Replace either part if the service
Manual for the limit is exceeded.
service limit.
MOVABLE FACE GUIDE PIN GROOVE
DRIVEN FACE BEARING INSPECTION

Check the inner bearing oil seal (if installed) for
damage; replace as necessary.
Check the needle bearing for damage or excessive
play; replace as necessary.
Turn the inner race of the outer bearing with your finger.
Check that the bearing turns smoothly and quietly, and
that the bearing outer race fits securely. Replace the
bearing if necessary.
NOTE:
• Some models use two ball bearings.
Refer to page 13-15 for bearing replacement.
OUTER BALL BEARING NEEDLE BEARING
CLUTCH SHOE REPLACEMENT

Remove the snap rings and washers; then remove the
SHOE SPRING
clutch shoes and shoe springs from the
drive plate.
NOTE:
• Some models use one retainer plate instead of three
snap rings.
Check the shoe springs for damage or loss of tension.
CLUTCH SHOE SNAP RING
13-13
Check the damper rubbers for damage or deformation ;
replace as necessary. PIVOT PIN
Apply a small amount of grease on the pivot pins.
DAMPER RUBBERS
Install new clutch shoes on the pivot pins and push

DAMPER RUBBER
them into place.
Use a small amount of grease on the pivot pin . Keep
grease off of the brake shoes. Replace the brake shoes
if there is any grease on them .
I NOTICE I
Grease or oil damages clutch shoes and can lead to a
/ass of engaging ability. Clean off any grease or oil with
a degreasing agent.
CLUTCH SHOE
Use pliers to hook the springs to the shoes.

SHOE SPRING
Install the snap rings and washers or retainer plate onto

the pivot pins.
SNAP RING
13-14
DRIVEN FACE BEARING
REPLACEMENT
Remove the inner bearing.
OUTER BEARING INNER BALL BEARING
NOTE:
• If the driven face has an oil seal on the inner bearing
side, remove the oil seal first.
• If a ball bearing is used on the inside, remove the
snap ring first; then remove the bearing.
Remove the snap ring; then drive out the outer bearing
toward the inner bearing side. ·
SNAP RING INNER NEEDLE BEARING

Drive a new outer bearing into place with the sealed
end toward the outside. SPECIFIED GREASE
Install the snap ring securely. SNAP RING
Apply the specified amount of specified grease.
specific Service
Manual for the
specified grease.
SEALED END OUTER BEARING
Install in a new inner bearing.

SEALED SIDE
Install the bearing with the sealed side facing out.
Install the needle bearing using a hydraulic press.
Install the ball bearing by driving it in or using a
hydraulic press.
Install the snap ring into the groove in the driven face.
Install a new oil seal with the lip toward the bearing (if
required).
INNER BEARING
CLUTCH/DRIVEN PULLEY ASSEMBLY

Install new oil seals and 0 -rings on the movable driven
OIL SEALS
pulley face.
Lubricate the inside of the movable face with the
specified amount of grease.
specific Service
Manual for the
specified grease.
0-RINGS SPECIFIED GREASE
13-15
Install the movable face on the driven pulley face . MOVABLE DRIVEN OIL SEAL GUIDE PINS
Install the guide pins, or guide pins and guide pin PULLEY FACE ,
rollers. \
ij
0-RINGS GUIDE PIN GUIDE PIN ROLLER
Install the seal collar.
SEAL COLLAR
Assemble the driven pulley, spring and clutch in the

clutch spring compressor. Compress the assembly by
turning the tool handle until the lock nut can be
installed.
Clamp the clutch spring compressor in a vise and
tighten the lock nut to the specified torque using the
lock nut wrench. Remove the spring compressor.
Install the clutch/driven pulley and drive belt onto the
drive shaft (page 13-7).
CLUCH SPRING COMPRESSOR
13-16
14. TRANSMISSION
f
t
t
SYSTEM DESCRIPTIONS ··························14-2 TROUBLESHOOTING······························ 14-34
CONSTANT MESH TRANSMISSION ·········14-2 CONSTANT MESH TRANSMISSION/

SUB-TRANSMISSION INSPECTION/
SUB-TRANSMISSION································· 14-5 GEARSHIFT LINKAGE····························· 14-38
ELECTRIC SHIFT PROGRAM (ESP) ·········14-6 ELECTRIC SHIFT PROGRAM (ESP)

INSPECTION ············································ 14-42
DUAL CLUTCH TRANSMISSION (DCT) ····14-8
DUAL CLUTCH TRANSMISSION (DCT)
INSPECTION············································· 14-43
AUTOMATIC TRANSMISSION SYSTEM · 14-14
HONDAMATIC/HFT···································14-21
AUTOMATIC TRANSMISSION SYSTEM 1111
INSPECTION············································· 14-45
SERVICE INFORMATION························· 14-33 HONDAMATIC/HFT INSPECTION ···········14-49
,.
14-1
TRANSMISSION
SYSTEM DESCRIPTIONS
Apart from the Aqua Trax personal watercraft models, which have a direct drive arangement, all other Honda powersports vehicles
have some form of transmission. The transmission is vital to allow the vehicle to travel at road speeds suitable for the model and to
provide adequate motive force within the crank speed range of the engine. With the inclusion of hydraulic, Electric Shift Program,
and Dual-clutch transmissions , and the various actuating mechanisms of standard constant mesh transmissions , there is a lot of
variations with transmissions . The following descriptions provide information about those variations.
CONSTANT MESH TRANSMISSION

The standard constant mesh transmission consists of gears, and sometimes couplers, located on two shafts. The mainshaft is
driven by the crankshaft and contains the "M" gear set. The countershaft is connected to the final drive train and contains the "C"
gear set. Each "M" gear is paired with a "C" gear, are meshed together, and are like numbered; i.e. M1 and C1 or M5 and C5.
One of the two paired gears is a free gear (rotates freely on its shaft) and the other is a fixed gear (splined to or a part of the shaft
itself). Some of the free and/or splined gears are sliding gears and can move sideways along their shafts. In the illustration below at
right, gears M3, C4, and C5 are sliding gears.These sliding gears have a groove in which the shift forks ' prongs are located .
The shift fork pin travels in a shift drum channel. The channel determines the sideways movement of the shift fork when the shift
drum is rotated. On manually operated transmissions, the gearshift linkage operates a gearshift cam on shift drum to rotate the
drum and change gear. A stopper arm, acting upon the gearshift cam, stops the shift drum in the correct position for each gear.
GEARSHIFT FORKS
COUNTERSHAFT
CLUTCH
GEARSHIFT DRUM
When the gear shift lever is operated, the shift drum rotates and the shift forks move sideways. The forks move the gears into
contact or away from adjacent gears where the dogs and slots on the sides of the gears engage or disengage. For the selected
transmission gear, the free gear of the pair will lock onto its shaft. The now locked gear and its paired gear on the other shaft allow
engine crankshaft rotation to be transferred to the drive train . See the relative positions of gears in the illustrations below.
NEUTRAL 1ST GEAR 2ND GEAR

(C4 GEAR SHIFTED) (C5 GEAR SHIFTED)
,....-,,-_,.-----,~
~
4TH GEAR 5TH GEAR

(M3 GEAR SHIFTED) (M3 GEAR SHIFTED)
14-2
TRANSMISSION
GEARSHIFT LINKAGE
There are various types of manual gearshift linkage mechanisms used on constant mesh transmissions . Developmental advances,
usage, and vehicle application all play a role in what type of mechanism a transmission may have. The most common current types
are the drum center and drum cam. On both of these, the center or cam is attached to the end of the shift drum and each have
surfaces upon which a shift spindle acts to rotate the shift drum and a stopper arm acts to stop the drum at a specific point. The
planetary gear type was used in some models in the 1980s and is described on the following page.
DRUM CENTER
On the drum center type , a drum shifter has spring-loaded ratchet pawls, one for each direction (up shift and down shift), that
engage detents on the interior of the drum center. When the gearshift lever is operated, the gearshift spindle arm moves the drum
shifter, the directional pawl on the shifter engages the drum center and rotates the drum. A spring-loaded stopper arm follows the
exterior profile of the drum center and stops the drum when the stopper arm extends into a detent. Due to the ratcheting design of
the drum shifter and pawls, after the shift drum has been rotated to the next gear position, the gearshift spindle and gearshift lever
return to the at-rest position. This allows for a short and consistent movement of the gearshift lever up or down from its at-rest
position for each gear change.
DRUM CAM
The drum cam type works in a very similar way to the drum center. The cam has pins extending perpendicular from its center and a
star-shaped cam profile on its exterior surface. The gearshift spindle arm has spring-loaded ratcheting mechanism with two claws
that act upon the cam pins to rotate the shift drum. The spring-loaded stopper arm follows the cam's exterior surface profile and
stops the rotation when it extends into a cam valley.
DRUM CAM TYPE: DRUM CENTER TYPE :
DRUM SHIFTER
DRUM
SHIFT SHAFT CENTER
~~t
~
~3~
~6)
~
PAWLS
SHIFT
DRUM
;
~ ~~
of' ~ ~~
STOPPER ARM
14-3
TRANSMISSION
PLANETARY GEAR TYPE
This manual transmission system was used in some 1980s era on-road motorcycles. It is comprised of a shift spindle assembly,
guide plates, drum shifter, and stopper assemblies. The shift spindle assembly includes the shift spindle and three planetary gears.
The shift spindle assembly and guide plates transmit gear shifter movement to the sun gear on the drum shifter. As the drum shifter
turns, one of its pawls engages a detent in the shift drum, rotating the drum. The rotating drum causes the shift forks to move
sideways, as in a constant mesh transmission . The stopper assemblies locate the shift drum at the proper gear positions.
DRUM SHIFTER
PLANETARY GEARS
SHIFT ARM PIN
Shift Start
Pushing down on the shift pedal turns the spindle counterclockwise . The planetary gears turn clockwise, turning the drum shifter
counterclockwise. As the drum shifter turns counterclockwise, the right pawl engages the detent in the shift drum, while the left pawl
is pushed out of the way. With the pawl engaged, the drum shifter turns the shift drum, moving the shift forks into place.
Shift Finish
The shift drum stopper plate rotates on an eccentric pivot moved by the spindle assembly. As the spindle reaches the end of its
travel, one leg of the stopper plate is moved up to contact a positive stop on the shift drum. At the same time, the spindle assembly
is prevented from moving too far by the shift arm stopper pin .
Shift Return
When the shift pedal is released, the shift return spring brings the spindle assembly back to the centered position. At this time, the
drum shifter rotates and the ratchet feature allows the right pawl to disengage from the shift drum. As the drum shifter rotates, the
drum stopper arm prevents the shift drum from moving.
14-4
TRANSMISSION
SUB-TRANSMISSION
On ATV and side-by-side models utilizing the Automatic Transmission or Hondamatic systems, a sub-transmission is included for
changing between forward and reverse gears and between high and low ratio gears. Such systems are seen on the TRX680FA
(with the Automatic Transmission system) and TRX500FA (with Hondamatic). The sub-transmissions on these models are manual
and very similar in operation to a standard constant mesh transmission as described in the previous pages.
A shift shaft operates a shift drum, that rotates to move shift forks. The shift forks move sideways in the shift drum channels and
move gears to engage or disengage with each other. The system is manually controlled by the vehicle operator via a lever and
cable mechanism. The illustration below shows a sub-transmission that includes reverse and high and low forward gear ratios.
The reverse idle gear is meshed to the main shaft and rotates in the opposite direction. When reverse is selected, the forward gear
on the countershaft is disengaged from the main shaft gear and the reverse gear engages the reverse idle gear. This causes the
countershaft to rotate in the opposite direction.
REVERSE IDLE GEAR
~
/'V ,
MAIN SHAFT
WITH GEARS
REVERSE
GEAR
COUNTERSHAFT
1
l
I
rr
'
SHIFT SHAFT
,
,
r Reverse systems for standard constant mesh transmissions, ESP, and OCT systems utilize the main transmission and are
operated differently. For more information refer to the transmission section of the model specific Service Manual.
14-5
TRANSMISSION
ELECTRIC SHIFT PROGRAM (ESP)
The Electric Shift Program (ESP) is designed to make conventional transmission gear shift operation easier by replacing the
conventional foot-operated shift change with a switch located near the operators hand. It is used on Honda TRX ATV models with
the ES (Electric Shift) designation. The transmission on ESP equipped models is a conventional constant mess type with a shift
drum and shift forks. The clutch is also a conventional wet multi-plate type . The difference with ESP is how the shift drum and clutch
are operated . The ESP system is comprised of the components listed below.
SHIFT SWITCH COMBINATION METER CONTROL MOTOR IGNITION PULSE GENERATOR

¥"'
·- ·· - -- ~ -. /.. ·-..... ·- · - · - · - / - - ·
\
:I
;
-------l[]tQ "·i
:I ---------------~ I
I:
ECM
~ ' ··- --- j ·- __ -~

- ~------,- /--
CLUTCH
·- ·· - ·- )
SPEED SENSOR
MAIN RELAY
(where applicable) (where applicable)
IGNITION SWITCH ANGLE SENSOR TRANSMISSION
• Shift Position Indicator

The shift position indicator incorporated in the combination meter indicates the current shift position, detected through the gear
position switch .
• Shift Switch
When the rider operates the gearshift switch installed on the left handlebar, it sends the shift-up or shift-down signal to the
Electronic Control Unit (ECU)/Engine Control Module (ECM)/Power or Powertrain Control Module (PCM), which then operates ,,
the control motor to change gear.
• Reverse Shift Switch
When the reverse selector is operated, the reverse switch turns ON and sends a signal to the ECU/ECM/PCM. Upon receiving
the signal , the ECU/ECM/PCM operates the control motor to shift the transmission to reverse.
• Main Relay
The main relay cuts electric current to the ECU/ECM/PCM when a error is detected.
• Electronic Control Unit (ECU)/Electronic Control Module (ECM)/Power Control Unit (PCM)
On earlier models of ATV with ESP, the small computer that monitors and controls the system is called the Electronic Control
Unit (ECU). Later models used the term Engine Control Module (ECM) for basically the same component. When PGM-FI was
added to some ATV models with ESP, the component that controls both systems is the Power or Powertrain Control Module
(PCM). The ECU/ECM/PCM receives and processes signals from each switch and sensor and signals the control motor to
operate when appropriate.
• Ignition Pulse Generator/Crankshaft Position Sensor
The pulse generator, and in later models the crankshaft position (CKP) sensor, controls the ignition system and also sends an
engine speed signal to the ECU/ECM/PCM.
• Control Motor
The control motor rotates the sub-gearshift spindle according to control signals from the ECU/ECM/PCM.
• Angle Sensor
The angle sensor senses the direction of rotation , rotating angle, and rotating speed of the sub-gearshifts spindle and sends the
information to the ECU/ECM/PCM.
• Gear Position Switch
The gear position switch controls the starter relay switch and sends physical gear position information to the ECU/ECM/PCM .
• Speed Sensor
The speed sensor sends a vehicle speed signal both to the combination meter and the ECU/ECM/PCM.
14-6
TRANSMISSION
DESCRIPTION OF MAJOR COMPONENTS
ANGLE SENSOR
The angle sensor is connected to the end of the sub-gearshift spindle. It senses the direction of rotation, rotating angle, and rotating
speed of the sub-gearshift spindle and sends this information to the ECU/ECM/PCM . With this information the ECU/ECM/PCM can
determine what gear the transmission is in.
REDUCTION
GEARS
SUB-GEARSHIFT SPINDLE
ECM/PCM
The ECM/PCM has a self-diagnostic function . If any error is found as the result of self-diagnosis, the ESP system is stopped.
r Starting with some 2002 models, DTCs are displayed on the combination meter. Refer to the model-specific Service Manual for
OTC retrieval and troubleshooting. If the error is temporary, on some models the system can be reactivated by turning OFF the
r
,
r
r
ignition switch to erase the self-diagnostic results then restarting the engine, on others the code must be manually erased.
,
r
J
I
r
f
/J
•
r
'rr ~ ECUIECM/PCM
CONTROL MOTOR
The control motor rotates the clutch lever, master arm , and shift drum via the reduction gear and sub-gearshift spindle . It activates
the clutch and shift changes. The shape and number of the transmission gear dogs on ESP equipped models are different than
those on conventional transmissions. This is to accommodate the faster gear shifting made possible by the control motor.
TRANSMISSION
,, CONTROL MOTOR
SUB-GEARSHIFT SPLINDLE
r
t
f
14-7
TRANSMISSION
DESCRIPTION
The Dual Clutch Transmission (OCT) is a mechanical constant mesh transmission operated by electric and hydraulic systems. It
was first introduced on the 2009 TRX420FA ATV and then on the 2010 VFR1200FD motorcycle. The VFR1200FD system is
described. OCT has two operating modes, fully automatic, where the transmission and clutches are controlled by pre-determined
shift timing programs, and push-button shift where the operator shifts gears by using up and down buttons on the handlebar.
The OCT consists of two mainshafts, an inner and an outer, and two clutches (contained within the same outer basket), one for
each shaft. The odd gears (1st, 3rd, and 5th) are located on the inner shaft that is connected to the No.1 clutch. The even gears
(2nd, 4th, and 6th) are located on the outer shaft that is connected to the No.2 clutch. Each clutch is controlled by the Power or
Powertrain Control Module (PCM) via linear solenoid valves that convert the PCM signal to hydraulic pressure.
The shifting mechanism is similar in design to a standard manual constant mesh transmission. The gears on the main and counter
shafts are moved by shift forks controlled by a shift drum. The shift drum is controlled by the PCM by the operation of the shift
control motor via reduction gears and the shift spindle. When shifting between gears, the PCM uses signals from related sensors to
determine shift timing, then coordinates the operation of the shift control motor and the linear solenoid valves to smoothly transition
power from one gear to the next.
For instance, when shifting from 1st to 2nd gear, the PCM rotates the shift drum to slide the countershaft 6th gear to the 2nd gear
engage position (pre-shifting) and the No.2 clutch into standby. At the point of shifting, the PCM signals the linear solenoid valves to
simultaneously disengage the No.1 clutch {disconnecting 1st gear) while engaging the No.2 clutch. This produces shock-free
shifting, whether shifting up or down gears.
OUTER MAINSHAFT
No.1 CLUTCH
SHIFT SPINDLE
SHIFT CONTROL MOTOR
14-8
TRANSMISSION
HYDRAULIC OPERATING CIRCUIT
The OCT hydraulic circuit uses engine oil as the hydraulic fluid. The oil is pressurized by a separate rotor within the oil pump and
passes through a dedicated oil filter. The PCM controls the solenoid valves that distribute pressurized oil to the clutches.
The No.1 linear solenoid valve sends oil to the No.1 clutch, which is connected to the inner mainshaft (odd numbered gears).
The No.2 linear solenoid valve sends oil to the No.2 clutch, which is connected to the outer mainshaft (even numbered gears).
INNER COVER PIPE No.2 LINEAR

SOLENOID VALVE
No.1 CLUTCH
EOP SENSOR
No.1 LINEAR
SOLENOID VALVE
rF-=;====;::i::~-==--
1r.=~~=1
l
I
• ENGINE LUBRICATION OIL LINE
¢ OCT OIL LIN E

OIL PUMP
(CLUTCH FEED PUMP)
14-9
TRANSMISSION
DUAL CLUTCH TRANSMISSION CONTROL CIRCUIT
The PCM receives signals from various sensors and switches. With this information it determines and controls the correct operation
of the sh ift control motor and linear solenoid valves to change gear. See the list of system components below.
ABS MODULATOR
PARKING BRAKE
SWITCH
[1]
[2]
[3]
[4]
[5]
--- - ---
[6]
PGM-FI
[7]
CONTROL
11 [8]
[9]
-- -----
(10]
(11 J -- -----
(12]
OCT
(13] CONTROL
- --- ---
(15]
II"---=<'------ -- r--r-- - - (17] - - - - - - - - '
' - - - - - -- - - - - (18) - - - - - - ~
L__--- - - -- - -- (19] - - - - - - ~
' - - - - - - - - - - - - - - - - (20) - - -- - - ~
' - - - - - - - - - - - - - - - - - - - - - - - - - (21] -------~
' - - - - - - - - - - - - - - - - - - - - - - - - - - - (22] ----------'
'---- - -- - - - - - - - - - - - - - - - - - - (23) - - -- -- - ~
[1] AT/MT MODE SIGNAL [13] No.1 CLUTCH OIL PRESSURE SIGNAL
[2] N-D SHIFT SIGNAL [14] No.1 LINEAR SOLENOID OUTPUT
[3] FRONT WHEEL SPEED SIGNAL [15] No.2 LINEAR SOLENOID OUTPUT
[4] REAR WHEEL SPEED SIGNAL (16] CLUTCH LINE OIL PRESSURE SIGNAL
[5] FRONT BRAKE LIGHT SWITCH SIGNAL [17] OIL TEMPERATURE SIGNAL
[6] SHIFT DOWN SIGNAL [18] No.2 CLUTCH OIL PRESSURE SIGNAL
[7] SHIFT UP SIGNAL (19] SHIFT SPINDLE ANGLE SIGNAL
[8] SIDESTAND SWITCH SIGNAL [20] OUTER MAINSHAFT REVOLUTION SIGNAL
[9] TCP SENSOR SIGNAL [21] SHIFT CONTROL MOTOR OUTPUT
(1 OJ TBW TP SENSOR SIGNAL [22] TR SENSOR SIGNAL
(11 J TBW MOTOR OUTPUT (23] INNER MAINSHAFT REVOLUTION SIGNAL
(12] CKP SENSOR SIGNAL [24] SERIAL COMMUNICATION
14-10
TRANSMISSION
TRANSMISSION OPERATION
The PCM operates the shift control motor and the linear solenoid valves to cause the transmission gears to move and the clutches
to operate. This transfers engine power through the crankshaft, primary driven gear, transmission gears, final gear, and drive shaft
to the rear wheel.
1. From neutral to 1st gear shifting, the CS gear moves to engage the C1 gear that is meshed to the M1 gear.
FROM NEUTRAL TO 1ST GEAR SHIFTING

1. Oil pressure passes through the outer feed pipe.
f 2. Oil pressure engages the No.1 clutch, which is connected to the inner mainshaft (odd numbered gears).
3. Engine power is transmitted from the primary driven gear, through the M1 and C1 gears, to the final drive gear.
'
1
GEAR POSITION
- N J·~L-
L
,u
, _ 2'.
No.2 CLUTCH
OFF
No.1 CLUTCH
ON
No.1 CLUTCH
M1 GEAR
PRIMARY DRIVEN GEAR
FINAL DRIVE GEAR

C5 GEAR
14-11
TRANSMISSION
FROM 1ST TO 2ND GEAR SHIFTING
1. The C6 gear moves to engage the C2 gear that is meshed to the M2 gear (pre-shifting).
NOTE:
At this pre-shifting stage the No.1 clutch is still receiving oil pressure and is engaged. Engine power is still being transmitted through
the M1 gear.
GEAR POSITION
No.1 CLUTCH
1 - 2 ON
No.1 CLUTCH •
J
C6 GEAR C2 GEAR
2. Simultaneously, oil pressure passes through the inner feed pipe to engage the No.2 clutch, which is connected to the outer
mainshaft (even numbered gears), and ceases in the outer feed pipe to disengage the No.1 clutch.
3. The C5 gear moves to the neutral position, disengaging the C1/M1 gears.
GEAR POSITION No.2 CLUTCH No.1 CLUTCH

N - 2 ON OFF
;
, -- '
~''"'- ,?"/
M2 GEAR
PRIMARY DRIVEN GEAR

C5 GEAR C2 GEAR FINAL DRIVE GEAR
14-12
TRANSMISSION
FROM 2ND TO 3RD GEAR SHIFTING
1. The C5 gear moves to engage the C3 gear that is meshed to the M3 gear (pre-shifting).
NOTE:
At this pre-shifting stage the No.2 clutch is still receiving oil pressure and is engaged. Engine power is still being transmitted through
the M2 gear.
GEAR POSITION No.2 CLUTCH

- : --··,
No.1 CLUTCH!
3 - 2 ON OFF
+a OIL PRESSURE
C5 GEAR C3 GEAR
2. Simultaneously, oil pressure passes through the outer feed pipe to engage the No.1 clutch , which is connected to the outer
mainshaft (even numbered gears), and ceases in the inner feed pipe to disengage the No.2 clutch .
3. The C6 gear moves to the neutral position, disengaging the C2/M2 gears.
GEAR POSITION
3 - N Jj3 No.2 CLUTCH

OFF
PRIMARY DRIVEN GEAR
C3 GEAR C6 GEAR FINAL DRIVE GEAR
14-13
TRANSMISSION
AUTOMATIC TRANSMISSION SYSTEM

OVERVIEW
The Automatic Transmission system is an automotive type three speed constant mesh transmission with hydraulic control
components. This style of transmission was first introduced on the 1976 CB750A. More recently, the Automatic Transmission is
used on the TRX650/680FA ATV and MUV700. The system on these later models is described on the following pages. The
hydraulic controls consist of a torque converter and three hydraulically operated shift clutches. Additionally, the Automatic
Transmission includes a mechanical sub-transmission that provides manual selection of drive, neutral, and reverse.
The torque converter serves many functions. It automatically engages and disengages crankshaft rotation to the transmission, it
amplifies torque, and it houses a one-way clutch to allow engine braking during deceleration. To control the hydraulic clutches and
to shift, the system changes the supply of hydraulic pressure to each clutch (1st, 2nd, 3rd) by activating their respective spool
valves with the corresponding solenoid valves. Each solenoid valve is controlled by the Powertrain Control Module (PCM) that
receives and processes the signals from each of the system's sensors and switches. The hydraulic oil for this system is the engine
oil, which is supplied from the same oil pump used for engine lubrication.
TORQUE CONVERTER
PRIMARY DRIVEN GEAR
SUB-TRANSMISSION
(COUNTERSHAFT)
3rd SHIFT CLUTCH
OUTPUT DRIVEN GEAR
14-14
TRANSMISSION
TORQUE CONVERTER
The torque converter consists of the following components:
• Pump: The pump, directly connected to the crankshaft, converts engine output (torque) into oil flow.
• Turbine: Receiving the oil from the pump, the turbine transmits the torque to the transmission by way of the primary drive gear.
• Stator: The stator changes the direction of the oil flow drained from the turbine. It drains the oil toward the pump.
• Stator Shaft: It transmits the stator rotation to the one-way clutch.
• Stator One-way Clutch: The inner collar, prevented from turning by the stopper pin fixed on the crankcase, stops the rotation
force at stalling, which is transmitted from the stator by way of the one-way clutch.
• Inner Collar: When engine braking is applied , the engine brake one-way clutch directly transmits the input torque from the
primary drive gear to the crankshaft. This allows the machine to slow down by engine braking.
• Engine Brake One-way Clutch: The stator one-way clutch locks the stator at stalling and it releases (rotates) the stator at
coupling .
• Seal Ring and Seal Collar: The seal ring and seal collar are provided to prevent oil leakage.
~ TURBINE BLADES
PUMP BLADES
ENGINE BRAKE ONE-WAY CLUTCH
STATOR BLADES
Hydraulic Oil
INNER COLLAR
PRIMARY DRIVE GEAR STATOR SHAFT STOPPER PIN
The torque converter utilizes the following operating principles:

• Oil Flow
The oil in the torque converter flows in this order; from the pump, to the turbine, and to the stator. The oil is supplied from the
inside of the pump, and the excess oil is drained from the turbine. The torque converter is cooled down by draining (exchanging)
the excess oil.
• Stall Range
When the difference of rotation speed between the pump and turbine is large, the stator turns in the reverse direction from that
of the turbine by receiving the reaction force from the turbine. As this motion is locked by the one-way clutch, the counter torque
is applied to the stator. To balance the rotation direction, the turbine torque (output torque) becomes the sum of the pump torque
and counter torque of the stator. Therefore, the output torque is amplified by the amount of counter torque of the stator.
• Coupling Range
When the difference of rotation speed between the pump and turbine is small (0 .8 or more), the reaction force applied from the
turbine to the stator is small and the stator turns in the same direction as that of the turbine. As the torque is not amplified this
time, the torque ratio is about 1.0 and the torque transfer efficiency to speed ratio changes in the ratio of 1:1.
• Engine Braking
The input force from the primary drive gear is directly transmitted to the crankshaft by the one-way clutch , which produces the
engine braking (Same as the conventional ATV).
14-15
TRANSMISSION
HYDRAULIC VALVE FUNCTION
• A/T Clutch Pressure Control Solenoid Valve (Linear Solenoid Valve)
The A/T Clutch PC solenoid valve controls the vehicle creep by diverting the hydraulic pressure that flows to the entire clutch
system to the linear valve .
• Shift Solenoid Valves (A and B)
The shift solenoid valves control the shift timing by supplying and shutting off hydraulic pressure to activate the shift valves.
• Shift Valves (1-2 and 2-3)
The shift valves control the hydraulic circuits to the three clutches.
• Orifice Control Valve (2nd and 3rd)
The orifice control valves operate when clutch fluid pressure rises during shifting. It releases the pressure to reduce shift shock.
• Emergency Valve
The emergency valve is used when the hydraulic pressure is shut off by a faulty clutch PC solenoid valve (stuck; mechanical
lock), and the vehicle is hindered from running. Open the bypass oil circuit manually to supply hydraulic fluid . (In this case, the
transmission is held in 2nd range and the vehicle creeps during idling.)
3rd SHIFT CLUTCH
2nd SHIFT CLUTCH
\ j 3rd ORIFICE
CONTROL
VALVE
1st SHIFT CLUTCH
SHIFT
SOLENOID
VALVE A
2-3 SHIFT VALVE
TORQUE CONVERTER
Cylinder head ----------, Crankshaft

Alternator - ~
Sub-transmission _==::=J ~~~
OIL
COOLER
2
EMERGENCY
AA OIL FILTER
VALVE
0 • • ~ OIL STRAINERS
OIL PUMP
14-16
TRANSMISSION
SHIFT CLUTCH HYDRAULIC CIRCUIT AND OPERATION
This system activates the A/T clutch PC solenoid valve, shift solenoid valve A and B as the PCM detects the following signals:
• throttle angle
• vehicle speed
• sub-transmission gear position (D - N - R)
• drive mode (AUTO - ESP)
• engine oil temperature
It controls the shift clutches for the situation according to the combination of the respective solenoid valves operation.
GEAR IN NEUTRAL
Gear position Clutch PC Shift Solenoid Shift Clutch
Solenoid A I B 1st I 2nd I 3rd
Neutral ON OFF I OFF - I - I -
----
- - • The hydraulic passage is the same as the transmission being in the 2nd range. The A/T clutch PC solenoid valve is on (valve
closed) and the hydraulic oil that flows to all shift clutches is shut off. Therefore , all clutches are disengaged.
3rd SHIFT CLUTCH
2nd ORIFICE
CONTROL
VALVE
TORQUE CONVERTER
EMERGENCY
SHIFT
VALVE
SOLENOID
VALVE
f',:::---::::,,'i
~--~ A/T CLUTCH PC
SOLENOID VALVE
OIL PUMP
14-17
TRANSMISSION
1ST GEAR AND REVERSE GEAR
Gear position A/T Clutch Shift Solenoid Shift Clutch
PC Solenoid A B 1st 2nd 3rd
1st/Reverse (idling) ON ON OFF "Engaged" - -
1st/Reverse (riding) OFF ON OFF "Engaged" - -
• The hydraulic passage is connected to supply hydraulic oil to the 1st shift clutch , and the clutch is engaged.
Oil is supplied by way of: A/T clutch PC solenoid valve r:=:> 1-2 Shift valve r:=:> 1st Shift clutch
(Oil is drained by way of:
2nd Shift clutch r:=:> 2-3 Shift valve r:=:> 1-2 Shift valve
3rd Shift clutch r:=:> 2-3 Shift valve)
• At idling, the A/T clutch PC solenoid valve is on (valve closed) to eliminate vehicle creep .
At start up, the A/T clutch PC solenoid valve controls the clutch hydraulic pressure to the linear valve according to the signal
from the PCM .
At riding, the A/T clutch PC solenoid valve is off (valve open) supplying sufficient hydraulic oil to the shift clutch.
• Control of the hydraulic passage during driving in Reverse gear is the same . However, the vehicle can be driven only in the 1st-
hold mode (no shift).
3rd SHIFT CLUTCH
3rd ORIFICE
1st SHIFT CLUTCH
CONTROL
VALVE 2nd ORIFICE
CONTROL
VALVE
I
SHIFT
A
SOLENOID
VALVE
TORQUE CONVERTER
EMERGENCY
SHIFT VALVE
SOLENOID
VALVE
A/T CLUTCH PC
SOLENOID VALVE
OIL PUMP
14-18
TRANSMISSION
RIDING IN 2ND RANGE
PC Solenoid A B 1st 2nd 3rd
I I I
2nd gear OFF OFF I OFF - I "Engaged" I -
• The hydraulic passage is connected to supply hydraulic oil to the 2nd shift clutch .
Oil is supplied by way of: A/T clutch PC solenoid valve c:;> 1-2 Shift valve c:;> 2-3 Shift valve c:;> 2nd Shift clutch
1st Shift clutch c:;> 1-2 Shift valve c:;> 2nd Orifice control valve
3rd Shift clutch c:;> 2-3 Shift valve)
• When shifting from 1st to 2nd position, the draining volume of the 1st clutch hydraulic oil is controlled by the ordinary orifice and
the 2nd orifice control valve to reduce shift shock.*
*When the PCM detects system failure (fail-safe mode), the hydraulic passage is the same as above. {Therefore, the vehicle
can be ridden only in the 2nd-hold mode and creeping can occur at idle)
3rd SHIFT CLUTCH
1st SHIFT CLUTCH
2nd ORIFICE
CONTROL
VALVE
I
SHIFT
A
SOLENOID
VALVE
TORQUE CONVERTER
EMERGENCY
SHIFT
VALVE
SOLENOID
VALVE
A/T CLUTCH PC
SOLENOID VALVE
OIL PUMP
14-19
TRANSMISSION
RIDING IN 3RD RANGE
PC Solenoid A I B 1st I 2nd 3rd
I
3rd gear OFF OFF I ON - I - I "Engaged"
• The hydraulic passage is connected to supply hydraulic oil to the 3rd shift clutch.
Oil is supplied by way of: A/T clutch PC solenoid valve ¢ 1-2 Shift valve ¢ 2-3 Shift valve ¢ 3rd Shift clutch
1st Shift clutch ¢ 1-2 Shift valve ¢ 2nd Orifice control valve
2nd Shift clutch ¢ 2-3 Shift valve ¢ 3rd Orifice control valve)
• When shifting from 2nd to 3rd position, the draining volume of the 2nd clutch hydraulic oil is controlled by the ordinary orifice and
the 3rd orifice control valve to reduce shift shock.
2nd SHIFT CLUTCH

3rd ORIFICE
1st SHIFT CLUTCH
\ CONTROL
VALVE 2nd ORIFICE
CONTROL
VALVE
I
TORQUE CONVERTER
Lo'---~)L..Je'ii'U'-_l.QJ_ _ _ _ _ . _ EMERGENCY
SHIFT
VALVE
SOLENOID
VALVE
A/T CLUTCH PC
SOLENOID VALVE
OIL PUMP
14-20
TRANSMISSION
HONDAMATIC/HFT
Hondamatic, as called on the TRX400FA and TRX500FA ATVs, and HFT, as called on the NSA700A motorcycle, is a hydraulic,
continuously variable, automatic transmission that transmits power to the drive/output shaft(s) by converting engine power into
hydraulic pressure. The transmission is compact, quiet, maintenance-free, rugged , and features engine compression braking. The
Hondamatic/HFT is controlled by an ECM, which incorporates a dual mode continuously variable program, or an Electric Shift
Program (ESP). The ESP allows the operator to manually shift the Hondamatic transmission. In addition to the automatic
transmission function, the HFT also includes following components:
• Starting clutch
Operates according to engine speed
• Lockup mechanism
Improves the transmission efficiency at higher speeds
• N/D (neutral/drive) clutch
Shifts between neutral and drive modes
TORQUE TRANSMISSION COMPONENTS

Engine torque is transmitted through the cam damper/primary drive gear to the Hondamatic. When the starting clutch is operated,
engine torque is transmitted to the Hondamatic. The Hondamatic coverts the input torque to hydraulic pressure according to engine
speed. The hydraulic pressure drives the Hondamatic output shaft, which is transmitted through the operator controlled N/D clutch ,
to the side gear, drive/output shaft, final drive gear, and then to the drive wheel(s).
DRIVE SHAFT
CAM DAMPER/ ~ ----;;;'r t - - - - - HONDAMATIC

PRIMARY DRIVE GEAR (STARTING CLUTCH/TRANSMISSION)
14-21
TRANSMISSION
OIL CIRCUITS
The oil circuit for Hondamatic equipped vehicles is separated into two different circuits. One is for engine lubrication , the other is for
operating/lubricating the Hondamatic, each having its own separate oil pump rotor, oil pressure relief valve, and oil filter. The oil
pump rotor for the Hondamatic delivers oil to each circuit of the automatic transmission, lockup mechanism, and N/D clutch.
LUBRICATION) SPOOL VALVE

\
OIL FILTER NEUTRAL OIL
(FOR HFT} PRESSURE
OIL COOLER SWITCH
/ \
11111
cc::::!!IE::; :::=::::::::::::::::::::::::::::::~ :==~~
LOCK UP
SOLENOID
VALVE
OIL PRESSURE
RELIEF VALVE
(FOR ENGINE
LUBRICATION)
N/D CLUTCH
OIL LEVEL SWITCH
14-22
TRANSMISSION
CAM DAMPER/PRIMARY DRIVE GEAR
The cam damper/primary drive gear installed on the crankshaft consists of a collar, lifter, spring (two pieces), holder, primary drive
gear, and associated fasteners. It reduces sympathetic vibration between the engine and Hondamatic by absorbing torque
fluctuations. For example, when the lifter rotation speed exceeds the speed of primary drive gear rotation when accelerating , the
springs will compress and the lifter will slip in the groove. This slippage dampens the sudden change of torque. An anti-backlash
gear is included on the primary drive gear to prevent gear noise caused by torque fluctuation during acceleration/deceleration.
LIFTER
SPLINE
CAM DAMPER/
PRIMARY DRIVE GEAR
SPRINGS
PRIMARY DRIVE GEAR
The lifter has three bosses that engage three grooves on the primary drive gear. The lifter and primary drive gear are forced
together by the pressure of springs located between the holder and lifter. The position is fixed by splines on the collar.
WHEN ACCELERATING: WHEN DECELERATING:

(LIFTER ROTATION IS HIGHER) (PRIMARY DRIVE GEAR
ROTATION IS HIGHER)
LIFTER
SPRING IS COMPRESSED SPRING IS COMPRESSED
PRIMARY DRIVE GEAR

(ANTI-BACKLASH GEAR)
14-23
TRANSMISSION
HONDAMATIC POWER TRANSMISSION
Engine power is transmitted to the oil pump side of the Hondamatic. The hydraulic pressure delivered from the oil pump is
transmitted to the oil motor side of the Hondamatic and output shaft. Power transmission is controlled by the starting clutch.
POWER INPUT SHAFT
POWER OUTPUT
\...._/
STARTING
CLUTCH '-~~~___,/\..._~~~..JI
OIL PUMP OIL MOTOR
SIDE SIDE
STARTING CLUTCH
The starting clutch , combined with the Hondamatic, allows smooth starting and stopping as well as providing a compact
configuration. The starting clutch consists of a centrifugal governor and clutch valve. The clutch valve opens/closes a bypass
between high-pressure and low-pressure cavities. The clutch valve position is controlled according to the governor's movement.
When the high-pressure and low-pressure cavities are connected, the clutch is disengaged as the hydraulic pressure for operating
the Hondamatic flows into the low-pressure cavity. When the high-pressure and low-pressure cavities are disconnected, the clutch
is engaged as the hydraulic pressure increases.
WHEN CLUTCH IS DISENGAGED: WHEN CLUTCH IS ENGAGED:
CENTRIFUGAL
HIGH PRESSURE
GOVERNOR
CAVITY
14-24
TRANSMISSION
WHEN THE CLUTCH IS DISENGAGED:
When the engine speed is low (1 ,200 rpm), weight rollers are
HIGH PRESSURE CAVITY
positioned at the center of the starting clutch outer. Engine
WEIGHT ROLLER (LOW PRESSURE)
power is not transmitted as the oil pressure in the high and
low pressure cavities is equal (high pressure is not
generated).
LOW PRESSURE CAVITY

(LOW PRESSURE)
STARTING TO ENGAGE THE CLUTCH:

When the engine speed is at 1,800 rpm, the weight rollers
start moving toward the outside of starting clutch outer and INTERMEDIATE
ramp plate, pushing the clutch valve to the right. PRESSURE
As the clutch valve gradually closes the oil passage, oil in the
high-pressure cavity starts to be pressurized. The starting
clutch transmits the engine power according to the generated
oil pressure (intermediate pressure).
CLUTCH VALVE LOW

PRESSURE
WHEN THE CLUTCH IS FULLY ENGAGED:

When the engine speed is high, the weight rollers are
completely moved to the outside of the starting clutch outer HIGH
by centrifugal force. The clutch valve is also moved fully to PRESSURE
the right.
The oil pump side will be pressurized when the circuit is
completely closed by the clutch valve. The engine power is
transmitted when high pressure is generated in the high
pressure circuit.
LOW
PRESSURE
14-25
TRANSMISSION
The automatic transmission system of the Hondamatic is divided into two sections, oil pump side (input) and oil motor side (output).
Each section is equipped with a swash plate, pistons and distributor valves . The Hondamatic controls the output torque by adjusting
the angle of the oil motor side swash plate.
SWASH PLATE
(OIL PUMP SIDE)
SWASH PLATE
PISTON (OIL MOTOR SIDE)
(OIL PUMP SIDE)
PISTON
DISTRIBUTOR VALVE DISTRIBUTOR VALVE (OIL MOTOR SIDE)
(OIL PUMP SIDE) (OIL MOTOR SIDE)
HYDRAULIC PRESSURE FLOW

OIL CIRCUIT IN THE HONDAMATIC
The Hondamatic is operated by hydraulic pressure . The system is lubricated with the leaked oil inside the system during operation.
FROM OIL PUMP
-@
14-26
TRANSMISSION
CIRCU!,.ATION OF OIL FOR POWER TRANSMISSION
Torque transmission within the Hondamatic is accomplished using the circulation of high-pressure oil (supplied from the oil pump to
the oil motor) and low-pressure oil (returned from the oil motor to the oil pump).
HIGH-PRESSURE OIL: FROM THE PUMP TO MOTOR LOW-PRESSURE OIL: FROM THE MOTOR TO PUMP
____ ___
\..._ / \..._ _,/ ___
\..._
OIL PUMP
____,/
_,/ \..._
OIL PUMP OIL MOTOR OIL MOTOR
SIDE SIDE SIDE SIDE
DISTRIBUTOR VALVE
The distributor valves play an important role in the oil circulation of the Hondamatic. The distributor valves are incorporated into
each side of the Hondamatic (oil pump side and oil motor side).
During the compression stroke (from the pump side to the motor side), the pump side distributor valve connects the piston cavity
with the high-pressure cavity. During the suction stroke (from the motor side to the pump side), the valve connects the low-pressure
cavity with the piston cavity.
The oil motor side distributor valve acts in an opposite way. During the suction stroke (from the pump side to the motor side), motor
side distributor valve connects the high-pressure cavity with the piston cavity. During the compression stroke (from the motor side
to the pump side), the valve connects the low-pressure cavity with the piston cavity, thus oil circulates in the cylinder.
The engine output torque is always converted into high-pressure oil by the operation of the distributor valve. This hydraulic pressure
is converted into the torque required for cylinder rotation. The eccentrically positioned ring controls the constant operation of the
distributor valve.
OIL PUMP SIDE:

OPERATION OF THE DISTRIBUTOR VALVE
OIL MOTOR SIDE:

OPERATION OF THE DISTRIBUTOR VALVE
......
14-27
TRANSMISSION
OIL FLOW VOLUME CONTROL
In the event that the clutch valve returns toward the starting clutch side, such as rapid acceleration on low speed riding, the oil in the
damper cavity positioned in the left side of the clutch valve flows into the orifice at the clutch valve end. The rapid change of the
clutch valve position is restricted by the oil flow into the damper cavity. The incoming oil pressure is regulated by the reducing valve
incorporated in the clutch valve.
The relief valve (PCV) for adjusting the inner pressure of the Hondamatic and check valve for supplying oil to the low-pressure
cavity in the Hondamatic, are located within the cylinder.
REDUCING VALVE
DAMPER CAVITY
PCV
HIGH-PRESSURE
\CAVITY
LOW-PRESSURE
CAVITY
CHECK VALVE
14-28
TRANSMISSION
OIL MOTOR SIDE SWASH PLATE AND TRANSMISSION RATIO
One of the functions of the oil motor is to change the transmission ratio by controlling the tilt angle of the motor side swash plate,
which changes the amount of the oil supplied to the oil motor. The amount of oil supplied to the motor side swash plate determines
the difference of the revolution speed between the pump side swash plate and cylinder. When the speed difference between the
two is at the maximum, the transmission is in the lowest ratio. When the speed difference is at minimum, it's in the highest ratio.
When the revolution speed difference between the pump side swash plate and cylinder (integrated with the output shaft) is at the
maximum, the pump piston moves rapidly. Therefore, the ratio is lowest when the motor side swash plate tilt angle is at maximum.
Low ratio:
When the tilt angle of the motor side swash plate is great,
large amounts of oil is required to match the motor piston PISTON STROKE:
stroke. MAXIMUM
Middle ratio:
As the tilt angle becomes smaller, the amount of oil required
for piston stroke is reduced . The difference of the revolution PISTON
speeds decreases as the revolution speed of the output shaft STROKE: SMALL
increases continuously.
t
' Top ratio:
When the motor side swash plate is not tilted, the motor
pistons do not stroke and no oil is needed.
The revolution speed of the pump side swash plate and NO PISTON STROKE
cylinder (output shaft) is the same (transmission ratio is 1:1 ,
theoretically).
NO TILT
14-29
TRANSMISSION
LOCKUP MECHANISM
In the top ratio, there is no torque multiplication as the motor side swash plate is not tilted . However, there is friction loss and
compression loss caused by oil circulation. The lockup mechanism eliminates these losses and so improves the efficiency of the
engine torque transmission.
When the lockup solenoid valve applies hydraulic pressure to the actuator, the eccentric ring is moved to a concentric position. As
a result, the distributor valve closes the circuit between the oil pump side cylinder (high pressure) and motor side cylinder (low
pressure), causing the Hondamatic to be oil locked.
NO LOCKUP (ECCENTRIC): LOCKUP (CONCENTRIC):
ECCENTRIC RING
LOW-PRESSURE
CAVITY
@---~
~ ACTUATOR
FROM
OIL PUMP
-a
LOCKUP SOLENOID
VALVE
The lockup solenoid valve is controlled by the Transmission Control Module according to the engine speed , throttle position, vehicle
speed, angle of the oil motor side swash plate, N/D position and riding mode.
ENGINE SPEED CKPSENSOR
THROTTLE POSITION
THROTILE OPENING
SENSOR
VEHICLE SPEED VS SENSOR
~ ---< TRANSMISSION
,___ ___, CONTROL MODULE LOCKUP SOLENOID
OIL TEMPERATURE EOT SENSOR
VALVE
(TCM)
ANGLE OF OIL MOTOR SWASH PLATE

SIDE SWASH PLATE ANGLE SENSOR
NEUTRAL OIL
N/D POSITION
PRESSURE SWITCH
MODE SELECT
RIDING MODE
SWITCH
14-30
TRANSMISSION
N/D (NEUTRAL/DRIVE) CLUTCH
The N/0 clutch is a hydraulically operated multi-plate type. Hydraulic pressure is applied to the pressure plate and is regulated
electronically. When the rider selects "N" on the drive mode select switch, it is equivalent to the neutral position of a conventional
gear-driven transmission. The output from the Hondamatic shaft gear is transmitted to the N/0 clutch . When the clutch is engaged
("D" mode selected by the rider), the power is transmitted to the final driven gear.
N/D CLUTCH
SPOOL VALVE
HFT SHAFT GEAR
14-31
TRANSMISSION
The neutral oil pressure sensor is located in the N/0 clutch oil circuit and detects neutral position . The oil pressure of the N/0 clutch
is controlled by the N/0 solenoid valve . In neutral position , oil pressure is not applied to the clutch as the N/0 solenoid valve is
closed. In drive position, the spool valve is pressurized as the N/0 solenoid valve is opened . The spool valve then supplies
hydraulic pressure to the clutch.
NEUTRAL: N/D SOLENOID VALVE CLOSED:

N/D SOLENOID VALVE
OFF (NEUTRAL)
SPOOL VALVE
r
TO ENGINE
NEUTRAL OIL
PRESSURE SWITCH
ON (NEUTRAL)
\
N/D CLUTCH
DRIVE: N/D SOLENOID VALVE OPENED:

N/D SOLENOID VALVE
SPOOL VALVE
'\
NEUTRAL OIL
PRESSURE SWITCH
TO ENGINE OFF (DRIVE)
N/0 CLUTCH
14-32
TRANSMISSION
SERVICE INFORMATION
GENERAL
• Be careful not to damage the crankcase mating surfaces when servicing.
• Prior to assembling the crankcase halves, apply sealant to their mating surfaces. Wipe off excess sealant thoroughly.
• The crankcase bolt tightening procedure given in the model specific Service Manual must be followed.
• When checking the Electric Shift Program (ESP) system, always follow the steps of the troubleshooting procedures given in the
• On carbureted models, the ESP is controlled by the ECU (Electronic Control Unit)/ECM (Engine Control Module). On fuel
injected (PGM-FI) models, the ESP is controlled by the PCM (Powertrain Control Module) which also controls the PGM-FI
system.
• The ECU/ECM/PCM, and Transmission Control Module (TCM) on Hondamatic/HFT transmissions, may be damaged if dropped.
Also, if the connector is disconnected when current is flowing, the excessive voltage may damage the ECU/ECM/PCM/TCM.
Always turn off the ignition switch before disconnecting or connecting the ECU/ECM/PCM/TCM connectors.
• Use a digital tester and/or HDS/MCS tool, where applicable, for ESP and OCT system inspections.
• A faulty ESP/OCT system is often related to poorly connected or corroded connectors. Check those connections before
proceeding.
,'t •
•
Automatic Transmission and lubricating oil is fed through the oil passage in the front crankcase cover. Clean the oil passages
before installing the crankcase cover.
Refer to the model specific Service Manual for specifications and proper servicing information on the particular model in
question.
TOOLS
When conducting transmission testing, servicing, and repair, the special tools listed below may be required. See the model specific
Service Manual for the part numbers of the specifically required tools. For information on the HDS/MCS tool , see page 28-6. For a
list of common hand tools, page iv.
Digital multimeter HDS/MCS tool Test probe
~
f
r SCS service connector Pressure gauge (single or set) Inspection adaptor
'..
r
Oil pressure gauge Oil pressure hose
14-33
TRANSMISSION
TROUBLESHOOTING
CONSTANT MESH TRANSMISSION/SUB-TRANSMISSION/GEARSHIFT LINKAGE
Excessive noise in side gear case
• Worn or damaged output shaft and final shaft gears (page 16-20)
• Worn or damaged side gear case bearings (page 14-40)
Hard to shift
• Improper clutch operation (page 12-21)
• Incorrect clutch adjustment (page 2-50)
• Incorrect engine oil weight (page 4-13)
• Bent shift forks (page 14-39)
• Bent shift fork shaft (page 14-39)
• Bent shift fork claw (page 14-39)
• Damaged shift drum cam grooves (page 14-39)
• Bent gearshift spindle (page 14-41)
Transmission jumps out of gear
Worn gear dogs or slots (page 14-38)
Damaged shift drum cam grooves (page 14-39)
Bent shift fork shaft (page 14-39)
Broken shift drum stopper arm (page 14-41)
Broken shift drum stopper arm spring (page 14-41)
Worn or bent shift forks (page 14-39)
Broken gearshift spindle return spring (page 14-41)
Excessive engine noise
• Worn or damaged transmission gears (page 14-38)
• Worn or damaged transmission bearings (page 14-40)
• Worn main journal bearings (page 15-6)
• Worn connecting rod bearings (page 15-11)
ELECTRIC SHIFT PROGRAM {ESP)

On ESP equipped ATVs, ESP replaces the manual shifting mechanism and allows the rider to shift gears electrically using buttons
mounted on the handlebar. The actual transmission has the same components and operates in the same way as the manual shift
ATVs, therefore most of the troubleshooting symptoms and causes listed above apply. The following is ESP-specific
troubleshooting information.
TROUBLESHOOTING FEATURE
When the ECU/ECM/PCM detects a system abnormality, it has a built-in self-diagnostic function that stops the Electric Shift (ES)
function or resets the system entirely Uust as when the ignition switch is turned from OFF to ON). The ECU/ECM/PCM does not
have the capability to inform the operator of the cause of the abnormality, except that the ES function stops immediately when the
ECU/ECM/PCM detects a failure.
When the ECU/ECM/PCM is in "failure" mode, the shift function is immediately deactivated and will remain so until the ignition
switch is turned to OFF. When the ignition switch is turned to ON, the ECU/ECM/PCM will be reactivated unless it immediately
detects another fail condition. If the ECU/ECM/PCM does not immediately detect a fail condition , the operator can then document
the conditions that lead to another "failure" mode.
VERIFY THE COMPLAINT
• Check the accuracy of the customer complaint by test riding the vehicle.
• Note the symptoms.
• Do not begin disassembly or testing until you have determined if the problem is electrical or mechanical by shifting the gear
manually by using the gear change tool in the vehicle's tool kit.
• Temporary failures can occur. Under certain conditions, the ESP system can "miss a shift." When this occurs, the ECU/ECM/
PCM may record a OTC. Be sure to note and erase any stored DTC(s) when verifying the customer's complaint. If the
customer's complaint is duplicated during the test ride, and the blinking gear position indicator displays a OTC, proceed with
troubleshooting.
BEFORE TROUBLESHOOTING
When an abnormality is detected by the operator, check the following before proceeding with the diagnosis:
Make sure the battery is fully charged and in good condition
Check for any blown fuses
Make sure the clutch is adjusted properly
Ask the owner/operator or consider the following:
- How often did the abnormality occur
- Vehicle speed , riding environment (level, climbing , etc.), engine speed
- Vehicle mileage/hours of operation
- Clutch maintenance history
14-34
TRANSMISSION
VERIFY PROPER CONNECTOR CONTACT
Many ESP shifting problems and subsequent DTCs are caused by poor connector contacts. The first step in troubleshooting any
OTC is to inspect the affected connectors.
Connector Inspection
• Check for moisture in the affected connector
• Check for corrosion
Check for folded pins on the male side of the connector
• Check for loose pins and/or pins pushed out of the connector
TROUBLESHOOTING PROCEDURES
• When the vehicle has a transmission-related symptom, check the shift indicator "-" blinking on the combination meter. If the shift
indicator "-" is blinking, refer to the problem code index in the model specific Service Manual and begin the appropriate
troubleshooting procedure.
• If the shift indicator is not blinking, complete the appropriate troubleshooting/inspections based on the symptom as indicated in
the model specific Service Manual or the list for manual transmissions on page 14-34.

As a OCT has like components and is functionally similar to a manual transmission, most of the troubleshooting symptoms and
causes listed under manual transmission on page 14-34 apply. The following is OCT-specific troubleshooting information.
When the vehicle has a transmission-related symptom, check the shift indicator "- " blinking on the combination meter. If the shift
indicator "-" is blinking, refer to the Diagnostic Trouble Code (OTC) index in the model specific Service Manual and begin the
appropriate troubleshooting procedure. If the shift indicator is not blinking, complete the appropriate troubleshooting/inspections
listed below and those listed for manual transmission on page 14-34, and then inspect the engine oil condition.
Clutch slips and the motorcycle does not accelerate
• Check the clutch disc assembly (page 12-34).
Excessive noise or vibration around the OCT system
• Inspect the following components:
- Clutch disc assembly for clearance (page 12-21)
- Clutch outer needle bearing for wear or damage (page 12-27)
- Primary drive/sub-gear for damage
- Primary driven gear for damage
- Oil pump chain, oil pump drive and driven sprockets for damage (page 4-17)
- Each fasteners are tightened to their correct torque values
For OCT System Troubleshooting
• The OCT system is controlled by the PCM. Therefore some detection items are shared in the PGM-FI and OCT systems, and
they may affect the operation of both systems.
• Before starting any troubleshooting, check the following items and refer to the appropriate troubleshooting in the model specific
Service Manual.
- MIL blinks or OTC for the Fuel system.
- Shift indicator blinks or OTC for the OCT system.
- Symptom of the OCT system operation.
• The gear shift mechanism includes the items listed below. If the gear shift mechanism is faulty, refer to each component service
information in the model specific Service Manual.
- Shift control motor
- Shift reduction gear
- Shift drum
- Shift fork
- Gear shift spindle
Shift Control Motor Function Procedures (only available on later OCT models, check the model specific Service Manual)
NOTE:
• If the PCM has a OTC, this function test will not work.
• The function test is not to check the quality of the shift control motor.
Conduct a test of the shift control motor when the following items have been serviced or replaced .
• Shift control motor
• Reduction gear case assembly
• TR sensor
• Shift spindle angle sensor
1. Connect the HDS/MCS tool by following the procedure in the PGM-FI section (page 28-6).
2. Select the "DRIVE TRAIN MODE MENU".
3. Select the "FUNCTION TEST" and then select the "SHIFT CONTROL MOTOR".
14-35
TRANSMISSION
4. Support the vehicle securely and raise the rear wheel(s) off the ground.
5. Select the "Shift Up" or "Shift Down" mode while turning the rear wheel(s) above 5 km/h (3 mph) with your hands. Measure the
shift spindle angle sensor voltage at this time. This also tests the mechanical function of the OCT to shift between gears.
Linear Solenoid Valve Function Procedures (only available on later DCT models, check the model specific Service Manual)
NOTE:
• If the PCM has a OTC , this function test will not work.
• The function test is not to check the quality of the linear solenoid valve .
• Do not open the throttle while testing the linear solenoid valve function .
Conduct a test of the linear solenoid valves when any of the linear solenoid valves have been serviced or replaced.
1. Connect the HDS/MCS tool by following the procedure in the PGM-FI section (page 28-6).
2. Select the "DRIVE TRAIN MODE MENU ".
3. Select the "FUNCTION TEST" and then select the "Linear Solenoid".
4. Select the "Linear Solenoid 1" or "Linear Solenoid 2".
5. Start the engine and let it idle.
6. Make sure the N/D switch is in the neutral position .
I
7. Select the "Drive Linear Solenoid To O kPa", "Drive Linear Solenoid To 400 kPa" or "Drive Linear Solenoid To 800 kPa" mode.
Measure the linear solenoid current at each mode. I
AUTOMATIC TRANSMISSION
The torque converter is not serviceable, replace it as an assembly if faulty. The PCM is integrated with the ECM , the TCM , and
selectable 4WD system control. Therefore some detection items are shared in the PGM-FI and drivetrain system, and they may
affect the operation of both.
If the vehicle has any Automatic Transmission problem , check the OTC or gear position indicator blinking, refer to the OTC index of
the model specific Service Manual, and follow the appropriate troubleshooting procedures in the manual. If there are no OTC stored
in the PCM memory, complete the troubleshooting as indicated in the table below according to the symptom and then inspect the oil
pressure and diagnose the problem using the troubleshooting chart of the hydraulic circuit in the model specific Service Manual.
Symptom Diagnosis procedure Also check for

Acceleration control Refer to the following symptom troubleshooting in the model specific . Engine oil level
. Oil pressure
failure
..
Service Manual:
Vehicle does not accelerate . Emergency valve
..Excessive starting shock

Vehicle creeps (vehicle does not stop) when idling
Driving power falls off when accelerate (insufficient engine brake)
.
Shift control failure
Engine stalls when accelerate
Refer to the following symptom troubleshooting in the model specific .. Engine oil level
I
..
Service Manua:
A/T does not shift
Oil pressure
When shifting in the AUTO (automatic) mode, excessive shift
Gear position indicator

shock, engine rpm rises or driving power falls off
Refer to the following symptom troubleshooting in the model specific . Combination meter
indicates "--" but no OTC
set ..
Service Manua:
A/T does not shift
circuit
Gear position indicator displays "- - " and drive mode indicator
Gear position indicator

"ESP" stays on
Check the DLC circuit (Brown/red wire) for short circuit. . Short circuit in the
indicates DLC related wire
"- -" and MIL is stays ON
at all (No OTC set)
14-36
(
.; TRANSMISSION
HONDAMATIC/HFT
,r
f
,
The HFT is not rebuildable, however its associated components are. Should troubleshooting procedures indicate a damaged HFT,
replace the entire HFT unit.
Engine oil viscosity, oil level, and the use of oil additives have an effect on system disengagement. Check the engine oil first if there
is transmission and/or N/D (neutral/drive) clutch problems.
The Hondamatic/HFT system is equipped with a Self-Diagnostic system . If the shift indicator "-" blinks, follow the self-diagnostic
t procedures given in the model specific Service Manual. If there is no "-" blinking, complete the diagnostic procedure for the
symptom, in the sequence given in the table below, until you find the cause .
First, inspect the following:
• Engine oil level and condition
• Oil pressure indicator stays on
• Drive shaft/side gear lock by turning the rear wheel with your hand.
I, Hard to start
Symptom
Engine cranks but won 't
Diagnosis procedure
1. Engine oil level and condition in- .. Also check 'for
Faulty engine oil
' start spection

2. Neutral oil pressure switch inspec-
tion ..
Faulty neutral oil pressure
switch
Low HFT oil pressure
3. HFT oil pressure inspection Faulty N/D clutch
4. N/D clutch inspection . Faulty N/D solenoid valve
5. N/D solenoid valve inspection . Faulty spool valve or clogged
r 6. Spool valve and HFT oil passage
.. H FT oil passage
,
r
r
Motorcycle creeps at idle
with the transmission in "D"
inspection
7. HFT inspection with the engine in-
stalled in the frame
1. Engine oil level and condition in-
spection ...
Faulty HFT
Faulty TCM
Faulty engine oil

Low HFT oil pressure
t
mode 2. Starting clutch inspection Faulty HFT
r, .
,• 3. HFT oil pressure inspection
4 . HFT inspection with the engine in-
Faulty TCM
,
•
Start the motorcycle with
neutral position
1. Engine oil level and condition in-
spection
2. Neutral oil pressure switch inspec-
tion
.. Faulty engine oil
Faulty neutral oil pressure
. switch
. Faulty N/D clutch
'
r
r
3. N/D clutch inspection
4. N/D solenoid valve inspection . Faulty spool valve or clogged
Faulty N/D solenoid valve
5. Spool valve and HFT oil passage HFT oil passage

r inspection
Lack power/ Engine speed increases 1. Engine oil level and condition in- . Faulty engine oil
.
'
J
defective
gear shift
normally but the vehicle
speed does not increase
spection
2. N/D clutch inspection
3. N/D solenoid valve inspection
4. Spool valve and HFT oil passage
inspection
.
.
..
Faulty N/D clutch
Faulty N/D solenoid valve
Faulty spool valve or clogged
HFT oil passage
Faulty HFT
5. HFT inspection with the engine in- Faulty TCM
f
Excessive Detect the excessive noise 1. Engine oil level and condition in- .. Faulty engine oil
noise/ and/or vibration spection Low HFT oil pressure
r vibration 2. HFT oil pressure . Faulty N/D clutch
3. N/D clutch inspection . Faulty N/D
I
r 4. N/D solenoid valve inspection . Faulty spoolsolenoid valve
valve or clogged
5. Spool valve and HFT oil passage
i inspection . HFT oil passage
Faulty HFT
r 6. HFT inspection with the engine in- . Faulty TCM
I
14-37
TRANSMISSION
CONSTANT MESH TRANSMISSION/
SUB-TRANSMISSION INSPECTION/
GEARSHIFT LINKAGE
As sub-transmissions for the Automatic Transmission
and Hondamatic/HFT systems are very similar in
components and function to the constant mesh
transmission , the applicable information below can be
used to inspect the sub-transmission.
TRANSMISSION DISSASSEMBLY
Gain access to the transmission by following the
SNAP RINGS
NOTE:
• Keep track of the disassembled parts (gears,
bushings, washers, and snap rings) by stacking
them on a tool or slipping them onto a piece of wire.
• Do not expand the snap ring more than necessary
for removal. To remove a snap ring, expand the I
snap ring and pull it off using the gear behind it. I
Remove the following :
• Shift fork shaft(s)
• Shift drum
• Shift forks
• Main shaft and countershaft as an assembly
Disassemble the mainshaft and countershaft.
Clean all disassembled parts in solvent.
TRANSMISSION INSPECTION
GEARS:
Inspect teeth for damage or excessive wear.
Inspect dogs and slots for damage or excessive wear.
Measure the gear I. D. (except splined holes and holes
with needle bearings).
BUSHINGS:
Inspect for wear or damage.
Measure the 1.0. and 0.0.
Refer to the model Calculate the gear-to-bushing and bushing-to-shaft
specific Service
Manual for the
clearances. j
clearance
specification.
14-38
TRANSMISSION
MAINSHAFT, COUNTERSHAFT
Inspect spline groove and sliding surface for abnormal
wear or damage.
Measure O.D. at the gear sliding areas.
Refer to the model Calculate the gear-to-shaft and shaft-to-bushing
specific Service clearances.
Manual for the
Verify the shafts are straight and true.
clearance
specification.
, SHIFT DRUM
Inspect the guide groove for abnormal wear or damage.
r If applicable, measure the shift drum bearing for
excessive play or damage.
I
I
, GUIDE GROOVES
SHIFT FORK
Inspect for deformation or abnormal wear.
Measure the fork claw thickness.
Measure the 1.0. of the shift fork.
Refer to the model Some fork claws are measured at A and C (claw ends).
specific Service Others are measured at B (the center).
Manual for the
clearance
specification.
SHIFT FORK SHAFT

Inspect for damage and straightness.
Refer to the model Measure the O.D. at the shift fork areas.
specific Service
Manual for the
clearance
specification.
l 14-39
TRANSMISSION
BEARINGS
Turn the inner race of each transmission bearing with
your finger.
The bearing should turn smoothly and freely without
excessive play.
Replace the bearing if necessary.
TRANSMISSION ASSEMBLY
Clean all parts in solvent and dry them thoroughly.
Apply engine oil to all sliding surfaces of the mainshaft,
countershaft, and bushings to ensure initial lubrication.
Assemble the main shaft and countershaft.
Always install the thrust washers with the chamfered G~ AR CIRCLIP
(rolled) edge facing away from the thrust load .
After installing a snap ring , slightly open the ring and THRUST r::=1 . ~
LOAD_. ~
rotate it in its groove to be sure it is fully seated.
Do not use worn snap rings which could easily spin in
the groove. Align the gap in the snap ring with the
groove of the spline. GOOD BAD
00
Install the lock washer by aligning its tabs with the
grooves of the spline washer.
Install the thrust washer at the end of the mainshaft and
SPLINE WASHER ,
countershaft.
LOCK WASHER
Align the oil hole in the bushing or gear with shaft oil
hole.
14-40
TRANSMISSION
Install the shift forks in the correct positions according
to the location mark on each fork.
"L" mark: Left side of the crankcase

"C" mark: Center of the crankcase
"R" mark: Right side of the crankcase
Install the shift drum.
Install the shift fork shaft(s).
Turn the mainshaft or countershaft to ensure that the

gears turn smoothly after reassembly.
Lubricate the gears with the recommended engine oil
while turning the shaft.
,'
!
GEARSHIFT LINKAGE INSPECTION
Remove the gearshift linkage components by following
the instructions in the model specific Service Manual.
Check the following parts where applicable:
RATCHETING MECHANISM
J
• Shift drum center or shift drum cam for wear or
damage
• Gearshift spindle for wear, damage, or bending
( • Return spring for fatigue or damage.
• Ratcheting mechanism for free movement, wear,
damage, or bent claws.
• Drum shifter, including ratchet pawls, plungers,
'
, springs for wear or damage.
• Stopper arm for wheel for free movement or damage
• Stopper arm spring for fatigue or damage
~
r
,
' SHIFT DRUM
CENTER (OR CAM)
DRUM SHIFTER (INC. PAWLS,

PLUNGERS, AND SPRINGS)
r
t
,r
'';
t
14-41
t
TRANSMISSION
ELECTRIC SHIFT PROGRAM (ESP)
INSPECTION
Inspect the ESP operated physical transmission as
indicated for the constant mesh transmission (page 14-
38) and as specifically instructed in the model specific
Service Manual.
Inspect the ESP components as indicated below and as
specifically instructed in the model specific Service
Manual.
SHIFT ANGLE SENSOR Upshift

Gain access to the shift angle sensor by following the
instructions in the model specific Service Manual and
disconnect the sensor connector.
SENSOR RESISTANCE XkOt(XV) ~ n )
Refer to the model Follow the model specific Service Manual instructions, It Output
specific Service to measure the resistance between the appropriate X kO (XV) ...---u--u- - --- Voltage
Manual for the
resistance
terminals of the angle sensor.
Check that the resistance between the appropriate
t
X kO (XV)
_u --<>----n--....
-r - ----'
I
specification.
terminals varies while shifting the gear manually, using
the gear change tool.
When shifting up: Resistance increases Downshift
When shifting down: Resistance decreases
INPUT VOLTAGE
Turn the ignition switch to ON and following the model
specific Service Manual instructions, measure the input ANGLE SENSOR CONNECTOR
voltage between the appropriate (+) and (-) terminal of (Viewed from the terminal side)
the wire harness side connector.
Refer to the model If the input voltage is out of specification , check for
specific Service open or short circuit in the appropriate wires between
Manual for the the angle sensor and PCM.
voltage
specification.
GEARSHIFT SWITCH
Gain access to the appropriate handlebar switch
connector by following the instructions in the model
specific Service Manual and disconnect it.
i
Check for continuity between the switch side connector
terminals with each switch pushed .
Continuity should exist between the color coded wires
as indicated in the model specific Service Manual.
INPUT VOLTAGE
Turn the ignition switch to ON and following the model
specific Service Manual instructions, measure the input
voltage between the appropriate(+) and (-) terminal of
the handlebar switch connector.
Refer to the model If the input voltage is abnormal , or if there is no input
specific Service voltage, check for an open or short circuit in the wire
Manual for the harness, or loose or poor connections in the wire
voltage harness.
specification.
14-42
TRANSMISSION
SHIFT CONTROL MOTOR REDUCTION
GEARS
Check the gear teeth and splines of the reduction gears
for wear or damage.

INSPECTION
Inspect the operational transmission components of the
OCT as indicated for the constant mesh transmission
(page 14-38) and as specifically instructed in the model
For issues relating to sensors and switches, as
indicated by DTCs, follow the troubleshooting
procedures given in the model specific Service Manual.
Inspect the transmission control components as
indicated below and as specifically instructed in the
HYDRAULIC COMPONENTS
INSPECTION
OIL PASSAGEWAYS AND PIPES
During disassembly of the OCT transmission, check the
following applicable components: OIL PATH PIPE BASE
Refer to the model • Oil orifices for clogs or damage

specific Service • Oil path pipe for clogs, bending, or damage
Manual for the • Oil path pipe base for clogs or damage OIL PATH PIPE
I
service limit • Oil passages for clogs or damage
specifications. • Inner and outer clutch oil feed pipes for clogs,
bending, or damage, and 0.0. service limits.
OIL FEED PIPES
Clean orifices, passages, and pipes with compressed
air.
Replace any damaged components.
14-43
TRANSMISSION
LINEAR SOLENOID VALVE/SHIFT VALVE BODY
NOTE:
• When removing the linear solenoid valves/shift valve
body, clean around the components with LINEAR SOLENOID VALVE
compressed air to remove dust and foreign material,
to prevent it from entering the oil passages.
Remove the linear solenoid valves/shift valve body by
following the instructions in the model specific Service
Manual.
Check the valve oil passages for clogs.
Clean the oil passages and oil guide pins with
compressed air.
Check for damage and replace as necessary.
Install the linear solenoid valves/shift valve body by
Manual.
SHIFT VALVE BODY
SHIFT CONTROL MOTOR/REDUCTION

GEAR CASE ASSEMBLY
Remove the shift control motor/reduction gear case
assembly by following the instructions in the model
SHIFT CONTROL MOTOR
Check the shift control motor for damage.
SHIFT CONTROL MOTOR
Connect a fully charged 12 V battery to the shift control
motor terminals and check the motor turns.
Switch the position of the battery connection on the
terminals and recheck operation.
\
If the shift control motor does not turn, replace it.
© e
REDUCTION GEAR CASE ASSEMBLY

Check each reduction gear for wear or damage and REDUCTION COVER BEARINGS
replace them if necessary.
Turn the inner races of each reduction gear case
bearing with your finger. The bearings should turn
smoothly and quietly.
Check that each bearings outer race fits tightly in the REDUCTION
reduction gear case cover and base. GEARS
Replace the bearings if necessary.
Install the shift control motor/reduction gear case
assembly by following the instruction in the model
REDUCTION CASE BEARINGS
14-44
TRANSMISSION

INSPECTION
Inspect the operational transmission components of the
Automatic Transmission as indicated for the constant
mesh transmission (page 14-38) and as specifically
instructed in the model specific Service Manual.
For issues relating to sensors and switches, as
indicated by DTCs, follow the troubleshooting
procedures given in the model specific Service Manual.
•I Inspect the transmission control components as
indicated below and as specifically instructed in the
I
OIL PRESSURE CHECK
NOTE:
• Failure to warm the engine will cause very high oil
I, pressure readings. External leaks will cause low oil

pressure readings.
Check the oil level and add the recommended engine
r
r
, oil if necessary.
Warm the engine to normal operating temperature and
check for external leaks.
,,
Be careful not touch Support the vehicle using a hoist or equivalent and raise
f the rotating wheels
during inspection.
all the wheels off the ground .
NOTE:
• Clean around the sealing bolts with compressed air

before removing the bolts, and be sure that no dirt is
allowed to enter the oil gallery.
LINE PRESSURE
Manual, gain access to and remove the sealing bolt and LINE PRESSURE: PRESSURE GAUGE
washer on the right side of the shift valve body.
Connect the oil pressure gauge as directed in the model
TOOL:
Pressure gauge
Start the engine, shift the sub-transmission into neutral,
l and measure the oil pressure.
r Check the pressure against the specification given in
Stop the engine and remove the pressure gauge.
Install the bolt with a new sealing washer and tighten
the bolt securely.
1st/2nd/3rd PRESSURE:
1st, 2nd, AND 3rd CLUTCH OIL PRESSURE
Manual, gain access to and remove the sealing bolts
and washers from the bottom of shift valve body.
Connect the oil pressure gauge or set as directed in the
TOOL:
Pressure gauge (single or set)
Start the engine and shift the sub-transmission in Drive
position with the mode select switch at "ESP".
Shift to the respective transmission position (1st, 2nd
and 3rd) with the ESP shift switch and measure the oil
t pressure.
.,1
(
14-45
TRANSMISSION
Check the pressure against the specification given in
Stop the engine and remove the pressure gauge set.
Install the bolts with new sealing washers and tighten
the bolts securely.
After the oil pressure check is completed, start the
engine and make sure there are no oil leaks.
SHIFT VALVE BODY INSPECTION
NOTICE
Do not drop or strike the solenoid valves when
servicing. Excessive shock may damage the solenoid
valve.
EMERGENCY VALVE FUNCTION
NOTE:
• The emergency valve is used when the hydraulic
pressure is shut off by the faulty A/T clutch pressure LOCK PLATE
control solenoid (stuck; mechanical lock), and the
vehicle is hindered from running. Open the bypass
oil circuit manually to supply hydraulic pressure (In
this case, the transmission will be fixed in the 2nd
range and the vehicle creeps during idling.)
• The stopper bolt that operates the emergency valve
is secured with the lock plate. When trouble occurs,
remove the lock plate and turn the stopper bolt all
the way in to activate the emergency valve.
Manual, gain access to the emergency valve .
NOTE:
• Keep dust and dirt away from all the parts.
• Take care not to damage the mating surfaces of the
valve bodies.
The emergency Disassemble the shift valve body as instructed in the
valve is built in the model specific Service Manual.
AIT clutch pressure
Wash all the parts with a high flash point or non-
control solenoid.
flammable solvent and blow dry them with compressed
air to clean completely. I
Connect a pressure pump to the input port (filter side) of j
Use a hand
operated air pump the shift solenoid valve. OUTLET PORTS J
only. Do not use a j
high pressure air
· source. I
Be careful not to Connect a 12 V battery to the solenoid valve terminals
short the positive and check for air flow conditions (do not use a thin wire
and negative because a large amount of current flows) .
terminals.
Air should not flow (the pressure should maintained)
while the battery is connected, and should flow out of
the output ports that goes to the shift valve when the
battery is disconnected. J
INLET PORT
J
14-46
i
I
TRANSMISSION
; Be careful not to Connect the 12 V battery positive and negative to the
f short the positive appropriate terminals of the A/T clutch pressure control
I and negative solenoid connector, and check the spool valve through
,,'
f
terminals. the oil passages for operation.
The valve should move to away from the solenoid side
when the battery is connected, and should return by
spring force when the battery is disconnected.
r
r
f
f
r SPOOL VALVE
r'
f Check the emergency valve and valve bore for scoring ,
f
~
scratch or abnormal wear.
Blow through all the Check all oil passages for clogs.
oil passages
thoroughly
l (including solenoid
,,,'
valves).
f ,
,,,' Check the spool valves (orifice control and shift valves)
and valve bores for scoring, scratches, or abnormal
wear.
SHIFT VALVE (1-2)
,' Replace components as required .

Reassemble and install the components by following
I
I
the instructions in the model specific Service Manual.
SPRING
y •
I
~ SPRING
SEAT
~SHIFT VALVE (2-3)
I
f
I
I 14-47
TRANSMISSION
TORQUE CONVERTER INSPECTION
NOTE:
• Replace the torque converter as an assembly (from
converter to inner collar).
Remove and disassemble the torque converter by
Manui')I.
Check the primary drive gear teeth for abnormal wear
or damage.
Hold the torque converter and turn the drive gear to
check the one-way clutch in the torque converter.
The gear should turn counterclockwise smoothly and
should not turn clockwise.
DRIVE GEAR
Check the needle bearings for abnormal wear or SPRAG
damage.
Check the one-way clutch sprag in the stator shaft for
abnormal wear, damage or irregular movement.
Check the sprag contacting surface for abnormal wear
or damage.
STATOR SHAFT INNER COLLAR
Check the seal ring on the stator shaft for abnormal

SEAL RING
wear or damage.
\
I
14-48
TRANSMISSION
Assemble the stator shaft and inner collar.
Hold the inner collar and turn the stator shaft.
The shaft should turn counterclockwise smoothly and
should not turn clockwise.
r
r
t
,I HONDAMATIC/HFT INSPECTION
NOTE:
' • Do not disassemble the Hondamatic/HFT unit.
I Replace the unit as an assembly when if it is faulty.

Hondamatic/HFT electrical component inspection
!,,
procedures.
Remove the Hondamatic/HFT unit by following the PUMP SWASH
PUMP/MOTOR SHAFT
instructions in the model specific Service Manual. PLATE ASSEMBLY
Check the following components for smooth operation:
,r • Rotation of the pump swash plate assembly

• Rotation of the pump/motor shaft
• Movement of the motor swash plate assembly and
I ball nut
BALL NUT
f 14-49
r
MEMO
'I
t
'
,
I
15. CRANKCASE/CRANKSHAFT
,
SYSTEM DESCRIPTIONS .......................... 15-2 CONNECTING ROD BEARINGS·············· 15-11
SERVICE INFORMATION··························· 15-4 CONNECTING ROD··································15-13
TROUBLESHOOTING································· 15-4 CRANKSHAFT INSTALLATION············. . ·15-14
CRANKSHAFT INSPECTION ····················· 15-5 CRANKCASE ASSEMBLY······················· 15-15
CRANKSHAFT MAIN BEARINGS·············· 15-6
'
15-1
SYSTEM DESCRIPTIONS
The crankshaft changes the up-and-down reciprocating action of the piston and connecting rod into rotary motion, so the energy
can be transmitted to the clutch, transmission , and drive wheel(s).
To allow for a smooth running engine, the reciprocating and rotating components must be properly balanced . Balance is also
important as stress on the components increases proportionally with an increase in engine speed. Because of both these issues, it
is critical to maintain the balance when components are replaced .
\--- - - RECIPROCATING MOVEMENT
-
l
ROTARY MOVEMENT
There are two types of crankshafts: The assembly type , in which the right and left crankshafts are assembled and connected by a
crank pin; and the single unit type, which is a one-piece crankshaft. With the assembly type, caution should be used when handling,
because if dropped, the crank pin will be knocked out of alignment.
The unit type employs plain main bearings, where the crankshaft rests directly on the metal bearing material lubricated by oil.
Consequently, scratches, burrs , or dust on the bearing surface inhibits oil lubrication, which can lead to bearing failure .
ASSEMBLY-TYPE CRANKSHAFT: UNIT-TYPE CRANKSHAFT:
NEEDLE BEARING (R) CRANKSHAFT

PLAIN BEARING
(L) CRANKSHAFT
CONNECTING ROD CRANK PIN

BALL BEARING
J CRANKSHAFT
'
15-2
NUTLESS CONNECTING ROD
Newer design connecting rods, especially those in high-performance engines, feature a nutless design that uses standard threaded
bolts inserted directly into tapped holes in the rod. The advantages of this design include weight reduction, resulting in a quicker-
revving engine, and only one tool required upon assembly.
NUTLESS ROD
'
r
BALANCERS
Engines of certain sizes and configurations create excessive high frequency vibration. On such engines a balancer or balancers are
used to help quell that vibration. On engines with a single balancer, it is geared directly to the crankshaft and so rotates in the
opposite direction, as shown with the front balancer in the illustration below. On engines that use two balancers, there are various
layouts and drive systems used.
One layout of dual balancers is where one balancer is driven directly from the crankshaft, as shown by the front balancer in the
illustration below, and one driven from an idle gear that is driven by the crankshaft. In this configuration, the front balancer rotates
counter to the rotation of the crankshaft and the rear balancer rotates in the same direction.
Other dual balancer systems have both balancers driven directly by the crankshaft, and so both rotate counter to the rotation of the
crankshaft. Yet another uses two stacked balancers, where the first is driven directly by the crankshaft and so rotates counter to it,
and the second balancer is driven off the first and so rotates in the same direction as the crankshaft.
The speed of the balancer(s) in relation to the speed of the crankshaft varies amoung engine types and is designed to be the most
effective in quelling vibration. Some balancer systems include balancer gear lash adjustment, as shown on the idle gear in the
illustration below. Reference the model specific Service Manual for any adjustment procedures.
CRANKSHAFT
IDLE GEAR
I FRONT BALANCER
' 15-3
SERVICE INFORMATION
GENERAL
• Be careful not to damage the crankcase mating surfaces when servicing.
• Mark and store the connecting rods, bearing caps and bearing inserts to be sure of their correct locations for reassembly. If the
inserts are improperly installed, they will block the oil holes, causing insufficient lubrication and eventual engine seizure .
• When disassembling, mark and store the disassembled parts to ensure that they are reinstalled in their original locations.
• Crankpin bearings are a select fit and are identified by color codes. Select replacement bearings from the code tables. After
selecting new bearings, recheck the oil clearance . Incorrect oil clearance can cause major engine damage.
• Prior to assembling the crankcase halves, apply sealant to their mating surfaces. Wipe off excess sealant thoroughly.
TOOLS I
l
When conducting crankcase and crankshaft inspection, servicing, and repair, the special tools listed below may be required . See
the model specific Service Manual for the part numbers of the specifically required tools. For a list of common tools, see page iv.
j
I
;
Driver Attachment Assembly collar
t
Threaded adaptor Assembly tool shaft
TROUBLESHOOTING
Excessive engine noise
• Worn main journal bearings
• Worn crankpin bearings
• Worn or damaged balance shaft bearings
• Incorrect balancer timing
Engine Vibration
• Excessive crankshaft runout
• Incorrect balancer timing
J
15-4
CRANKSHAFT INSPECTION
Separate the crankcases by following the instructions in
SIDE CLEARANCE
Measure the side clearance by inserting a feeler gauge
between the crankshaft and connecting rod big end as
shown.
Compare the measurement to the service limit given in
If the clearance exceeds the service limit, replace the
connecting rod and recheck.
If the measurement is still exceeds the service limit,
replace the crankshaft.
,'' RADIAL CLEARANCE (ASSEMBLY-

TYPE CRANKSHAFT ONLY)
Measure the side clearance at the connecting rod big
end with a feeler gauge. DIAL INDICATOR
Measure the connecting rod radial clearance in both X
and Y directions.
Replace the crankshaft if the service limit is exceeded.
Measure the crankshaft runout using dial indicators.

DIAL INDICATOR
NOTE:
• The single unit crankshaft uses plain bearings at the
main journal. Excessive runout can cause engine
seizure.
measuring and supporting points.
If the measurement exceeds the service limit, replace
the crankshaft.
MEASURING POINTS
15-5
CRANKSHAFT MAIN BEARINGS
I NOTICE I
Do not interchange connecting rod big end bearing
inserts. They must be installed in their original locations
or the correct bearing oil clearance may not be
obtained, resulting in engine damage.
NOTE:
• Mark the connecting rods, crankpin bearings, and
bearing caps to ensure they are installed in the
correct locations.
OIL CLEARANCE INSPECTION
Main bearings may be either two-piece or one-piece
bushing types.
Check the bearing inserts for unusual wear, damage, or
peeling and replace as necessary.
PEELING DAMAGE
TWO-PIECE TYPE:
Wipe all oil from the bearing inserts and journals.
Reinstall the upper crankcase's main bearing inserts;
then carefully lower the crankshaft in place.
Put a piece of Plastigauge on each journal.
NOTE:
• Do not put the Plastigauge over the oil holes
• Do not rotate the crankshaft during inspection
Install the main bearing inserts on the correct journals in

BOLTS
the lower crankcase, then assemble and tighten the
bolts evenly in 2 or 3 steps to the specified torque.
BOLTS
15-6
Remove the lower crankcase and measure the , - - - - - - - - - - - - - - - - - - - -
compressed Plastigauge on each journal.
Refer to the model If the clearance is beyond the service limit, select the
specific SeNice correct replacement bearings.
Manual for the
seNice limit.
PLASTIGAUGE
ONE-PIECE TYPE:
,
I
Wipe all oil from the bearing and the crankshaft
journals.
Measure and record crankshaft main journal 0.0.
Measure and record the main bearing 1.0.

Calculate the oil clearance by subtracting the journal
0.0. from bearing 1.0. Replace the bearing if the
service limit is exceeded.
MAIN BEARING SELECTION

TWO-PIECE TYPE:
Record the crankcase 1.0. code letters.
Letters (A, B or C) on the upper crankcase are the
codes for the main journal 1.0.s from left to right.
CRANKCASE I.D. CODE LETTERS
15-7
Record the corresponding main journal O.D. code
numbers (or measure the main journal 0 .0.).
NOTE:
• Numbers (1, 2 or 3) on each crank weight are the
codes for the main journal O.D.s from left to right.
MAIN JOURNAL O.D. CODE
Cross-reference the case and journal codes in the

model specific Service Manual to determine the
replacement bearing color code.
Example:
I.D. code on the crankcase: A
0.D. code on the crankshaft: 1
Bearing color code: Pink
CRANKCASE I.D. CODE

A B C
MAIN 1 Pink Yellow Green
JOURNAL 2 Yellow Green Brown
0.0. CODE 3 Green Brown Black
ONE-PIECE TYPE:
NOTE:
• Some bearings cannot be replaced. Refer to the
model specific Service Manual for complete
information.
Press the old bearing out of the crankcase (page 15-9).
Record the 1.0. code letter (A, B or C), or measure
crankcase 1.0. after the bearing has been removed .
Record the main journal 0.0. code number

(1, 2 or 3).
~ O.D. CODE
15-8
Cross-reference the case and journal codes to
determine the replacement bearing color code. COLOR CODE
Example:
I.D. code on the crankcase: A
O.D. code on the crankshaft: 1
Bearing color code: Brown
CRANKCASE I.D. CODE

A B
MAINJOLRNAL.. I 1 Brown Black
OD.CODE I 2 Black Blue
REMOVAL
TWO-PIECE TYPE:
Carefully remove the bearing inserts from the
crankcase. BEARING INSERT
Wipe all oil from the insert seating areas.
ONE-PIECE TYPE:
Press out the main bearing using the special tools and
hydraulic press.
NOTE:
Bearings cannot be replaced in engines with
vertically split engine cases. In these types of ATTACHMENT AND DRIVER
engines the crankcase needs to be replaced if the
bearings need to be replaced.
MAIN BEARING
\
TOOLS: \
\
Attachment and driver \
I NOTICE I
When removing bearings, always use a hydraulic press
and correct bearing removal tools to prevent crankcase
damage.
15-9
MAIN BEARING INSTALLATION
TWO-PIECE TYPE:
Install the main bearings into the crankcase.
, MAIN BEARING
The bearing tabs should be aligned with the grooves in
the case and caps .
Molybdenum Apply molybdenum disulfide solution to the upper and
disulfide solution is lower main bearings.
a mixture of equal
parts molybdenum
disulfide grease and
engine oil.
ALIGN
ONE-PIECE TYPE:
Mark a line perpendicular to the bearing surface from
each edge of the notch as shown.
Apply molybdenum disulfide solution to the outer face
of the bearing.
Place the bearing in the crankcase by aligning the two

DRIVER AND MAIN
lines with the crankcase groove. Press it into place ~tl~ING ATTACHMENT BEARING
using a hydraulic press.
I
1
I
TOOLS:
~
I
Attachment and driver
I
I NOTICE I
~
When installing bearings, always use a hydraulic press
and correct bearing installation tools to prevent
crankcase damage.
CRANKCASE GROOVE
15-10
CONNECTING ROD BEARINGS
I NOTICE I
Do not interchange the bearing inserts. They must be
installed in their original locations or the correct bearing
i oil clearance may not be obtained, resulting in severe
I engine damage.
•I OIL CLEARANCE INSPECTION
Check the bearing inserts for unusual wear or damage
r and replace as necessary.
,
f
f
I
Wipe all oil from the bearing inserts and crankpins. Put
a piece of Plastigauge on each crankpin. PLASTIGAUGE
NOTE:
• Do not put the Plastigauge over the oil hole in the
crankpin. This may block the passage.
Install the bearing caps and rods on the correct

crankpins, and tighten them evenly. NUTS
r
,,
NOTE:
J • Do not rotate the crankshaft during inspection.
r•
,,
f
Il Remove the caps and measure the compressed

Plastigauge on each crankpin.
NUTS
PLASTIGAUGE
If the rod bearing clearance is beyond the service limit

f given in the model specific Service Manual, select
replacement bearings .
•
!
I
I
f
( 15-11
BEARING SELECTION
Record the corresponding rod I.D. code number (1, 2,
or 3) or measure the I.D. with the bearing cap installed
without bearing inserts.
After selecting new bearings, recheck the clearance
with Plastigauge. Incorrect clearance can cause severe
engine damage.
I.D. CODE NUMBER
Record the corresponding crankpin O.D. code letter (A, I

B, or C) or measure the crankpin O.D.
O.D. CODE LETTER
Cross-reference the crankpin and rod codes in the

model specific Service Manual to determine the
replacement bearing color.
Example:
Crankpin code: A
Connecting rod code: 1
Bearing code: Pink
The pink code bearing should be selected.
CRANKPIN I.D. CODE

A B
CONNECTING I 1 Pink Yellow
ROD 1.0. CODE I 2 Yellow Green
BEARING REPLACEMENT
Remove the bearing inserts from the connecting rod
and cap. BEARING INSERTS
Wipe all oil from the connecting rod and the new
bearing inserts.
Install the bearing inserts by aligning the tabs with the
grooves in the connecting rod and cap.
The oil hole in the connecting rod should be aligned
with the bearing insert oil hole.
Molybdenum Apply molybdenum disulfide solution to the inside
disulfide solution is bearing surface for initial lubrication.
a mixture of equal
parts molybdenum
disulfide grease and
engine oil.
15-12
l, CONNECTING ROD
'
• SELECTION (MULTl CYLINDER
ENGINE)
'
I
ft
If a connecting rod requires replacement it may require
a specific weight rod to keep the crankshaft balanced.
If applicable, the weight code will be stamped on the
connected rod.
Replace the connecting rod with a new one with the
same weight or alternative.
NOTE:
• The same weight-coded connecting rod as the
original may not be available as a replacement part.
• In the example chart below, an "O" mark in the
f corresponding weight-code row indicates available
rods than can be used in place of an unavailable
original. '
Rod code on products

t
WEIGHT CODE
A B C D E F G
t C - -. 0 0 0 0 0
Rod code for
service parts
D - 0 0 0 0 0 -
I E 0 0 0 0 0 - -
f INSTALLATION
I Coat the inside bearing surfaces with molybdenum

disulfide solution for initial lubrication, and install them
into the original positions and directions.
I If the connecting rod has an oil hole, install the rod so

that the hole is behind the crankshaft rotating direction
as shown.
LUBRICATING OIL
'I
f
••
ROTATING (
i
DIRECTION
f
Install the bearing caps and connecting rods on the
J correct crankpins. BEARING CAPS
'
NOTE:
• Install the connecting rods and bearing inserts in
I their original positions.
I
I
r
t
,;
J
j
I 15-13
Oil the threads of the connecting rod bolts and nuts so
the bolts will be tightened evenly. Tighten the nuts to NUTS
the specified torque given in the model specific Service
Manual. ,J
I
After tightening, check that the connecting rods move
freely without binding.
NOTE: .
Because the torque • Nutless connecting rod bolts are usually tightened I'
angle method using the torque angle method . This method uses
deforms the bolts plastic region deformation to ensure uniform J
upon installation, do
not reuse the bolts.
tightening of the bolts. See page 1-15.
)
.
NUTS
I
I
CRANKSHAFT INSTALLATION
Follow the instructions in the model specific Service
Manual to install the crankshaft. The information below •
is for a specific type of crankshaft arrangement. '
INSTALLATION ON SINGLE CYLINDER
ENGINES WITH ASSEMBLY-TYPE
CRANKSHAFTS
J
Clean both crankcase mating surfaces before j
assembling and check for wear or damage.
i
• If there is minor roughness or irregularities on the
crankcase mating surfaces, dress them with an oil
stone.
• After cleaning, lubricate the crankshaft bearings with
recommended clean engine oil.
Install the threaded adaptor onto the crankshaft.
,I
TOOLS:
Threaded adaptor
THREADED ADAPTOR
Draw the crankshaft into the crankcase using the

special tools. ASSEMBLY COLLAR
TOOLS: ;
Threaded adaptor i
Assembly tool shaft
Assembly collar
15-14
CRANKCASE ASSEMBLY
When reassembling the crancases, follow the
To ensure correct assembly, ensure any applicable
actions from the list below are taken.
• Ensure all related components (connecting rods,
bearing caps, and crankpin bearing inserts, etc.) are
installed in their correct locations and with their
matching corresponding parts
• Lubricate components with molybdenum disulfide
solution where indicated
• Balancer(s) are timed correctly
• Balancer(s) are adjusted correctly
15-15
MEMO
I
(
I
,'
j
'
i
16. FINAL DRIVE/OUTPUT SHAFT
f
l
f
SYSTEM DESCRIPTIONS ·············· .. ·········· 16-2 SELECTABLE 4WD SYSTEM -

ELECTROMAGNETIC MECHANICAL
COMPACT FINAL GEAR CASE ................. 16-2 CLUTCH TYPE .......................................... 16-10
FLOATING FINAL GEAR CASE ................. 16-3 SELECTABLE 4WD SYSTEM - CABLE
OPERATED WITH DIFFERENTIAL
, OFFSET-PIVOT SWINGARM ...................... 16-3

LOCK .. ·.. ·.................... ·.......... ·................ ·.. 16-12
, POWER TRAIN ........ ·.......... ·.................. ·· .... 16-4
INDEPENDENT REAR SUSPENSION

DIFFERENTIAL LOCK CLUTCH
OPERATION .............................................. 16-15
SERVICE INFORMATION ......................... 16-17

(I RS)· ........ ·· .......... ·.......... ·.......... ·........ ·........ 16-5
TROUBLESHOOTING .............................. 16-19
•
LIMITED SLIP DIFFERENTIAL ................... 16-6
,
,
•
TORQUE BIASING FRONT
DIFFERENTIAL ........................................... 16-7
DIFFERENTIAL OPERATION ..................... 16-9

OUTPUT SHAFT ....................................... 16-20
FINAL DRIVE ............................................ 16-26
FINAL DRIVE ASSEMBLY ....................... 16-40
FINAL DRIVE INSTALLATION ................. 16-45
,,
(
'
,
I
,
i
, 16-1
',.
SYSTEM DESCRIPTIONS
The advantages of shaft final drive, especially over a drive chain, include longevity, greatly reduced maintenance requirements, and
clean and quiet operation. The disadvantages include increased weight, power loss, and complexity.
With a shaft final drive system , power from the engine is transmitted to the drive wheel(s) as follows:
Countershaft (or output drive gear)~ output driven gear~ driveshaft ~ pinion gear~ ring gear~ rear wheel.
To prevent harsh or jerky acceleration and deceleration, the drive line includes a damper spring that absorbs sudden applications of
torque and provides smooth starts and stops. A damper mechanism is attached to either the output gear case or the driveshaft.
OUTPUT GEAR UNIVERSAL JOINT REAR WHEEL
)
RING GEAR
OUTPUT DRIVE GEAR r--1~~~~------ PINION GEAR
OUTPUT DRIVEN GEAR
i~:0°0:1~
:
I
L ___________ ____ _J
DAMPER MECHANISM
~:
i
I
COMPACT FINAL GEAR CASE

The compact final gear case was introduced on the 2010 VFR1200F . The size and weight of the final gear case was reduced by
--;
using a smaller ring gear, which was made possible by offsetting the ring and pinion gear shafts.
RING GEAR SHAFT
J
FINAL GEAR CASE
16-2
FLOATING FINAL GEAR CASE
Introduced on the 2010 VT1300 series of motorcycles, the floating final gear case has bearings located on the axle and inside of the
ring gear. This arrangement gives suitable swingarm stiffness and therefore stable handling qualities, while offering a cleaner
cosmetic appearance. A torque arm , located between the pivot end of the swingarm and the final gear case, controls the movement
of the final gear case .
'·
BEARING
I
r
•
•
SWINGARM
(
"
t
r
r
r
r
r
r BEARING
t AXLE
r
OFFSET-PIVOT SWINGARM
f
The offset-pivot swingarm was introduced on the 2010 VFR1200F. The design allows for optimum swingarm and drive shaft lengths
without extending the overall length of the motorcycle. The offset design places the drive shaft below the swingarm pivot point, to
align it with the output shaft, and utilizes a constant velocity joint to manage length variations.
r
t
CONSTANT VELOCITY JOINT
DRIVE SHAFT
OFFSET PIVOT SWINGARM

I
I
1
16-3
POWER TRAIN
Shaft drive equipped ATV and side-by-side vehicle engines use a longitudinal crankshaft that runs the length of the engine, allowing
engine power to be transmitted directly to the rear drive and, if 4WD (four-wheel drive), also to the front differential. Because there
is no intermediate gearing, power from the engine is transmitted to the wheels with less friction loss. Other advantages of this
design are fewer parts to service and reduced weight. Variations of the basic 4WD ATV power train shown below include the use of
halfshafts instead of a solid axle on models with independent rear suspension, the use of a rear differential, and differential locking
mechanisms.
FRONT PROPELLER
SHAFT
REAR
. DRIVE
FRONT
DIFFERENTIAL
16-4
INDEPENDENT REAR SUSPENSION (IRS)
On ATV models with independent rear suspension , each wheel pivots on A-arms and is suspended by its own shock absorber. As
this system doesn't accommodate a solid axle , two pivoting halfshafts transfer power from the rear drive to the rear wheels . This is
similar to the front drive system on 4WD models but without a differential.
FINAL DRIVE
PROPELLER SHAFT
r
,
r
~
r
r
r
r
r
r
r
f
r
r
r
r
,
t
r
r
r
r
,
r
,
r
•
'
,
,
16-5
LIMITED SLIP DIFFERENTIAL
Four wheel drive ATV and side-by-side models use a limited slip mechanism in the front differential unit. This system is comprised
of two sets of clutch discs and plates, each tensioned by its own spring, one set for each wheel. The use of a conventional front
differential on four wheel drive vehicles makes them difficult to drive when one of the front wheels loses traction. This is because
conventional differentials transmit driving power to the wheel that has lost traction, causing the vehicle to turn to one side.
With a limited slip differential, even though a wheel slips or is raised from the ground, the pinion gear and side gear are engaged by
pressure from the friction plates. A certain portion of torque from the engine is transmitted to the other wheel, that still has traction,
to prevent the slipping wheel from spinning at high speed. This characteristic allows the speed of the raised or slipping wheel to be
much the same as the wheel on the ground, which prevents the front of the vehicle from turning unintentionally. Also, when a turn is
initiated by the rider, the clutches slip moderately, causing differences in torque distributed to the inside and outside wheels, to
decrease turning resistance.
1
;
RING GEAR
16-6
TORQUE BIASING FRONT DIFFERENTIAL
In this type of differential mechanism, torque is transmitted through the differential using a cam and follower principle. The
differential is groove-fitted in the differential case (which receives torque from a ring gear) so the cam followers can move to the left
, and right. Torque is transmitted by contact of the cam faces at the left and right ends of the cam followers with the cam faces of both
face cams (equivalent to the side gears in a conventional configuration) . When the differential operates, the cam followers move to
the left and right, back and forth, transmitting torque to the face cams.
The performance of this type of differential differs from conventional types because the torque difference is established before any
relative motion takes place. The tire dynamics dictate the torque generated so that the differential always provides the optimum
torque balance. This maintains tire adhesion and enhances directional stability and safety. The torque biasing differential differs
from a conventional differential by having fewer structural parts, greater durability, and reduces steering load.
r
I CONE SPRING
f
'
FACE CAM
,
,
'
HALF SHAFT PROPELLER SHAFT
,
,'
....i
•
'
J
'
f
•
I
f 16-7
CONVENTIONAL TYPE
1. Torque transmission:
Ring Gear~ Differential Case ~ Pinion Shaft~ Pinions~ Side Gears~ Driveshafts ~ Wheels
2. Absorption of differential rotation:
Self-turning pinion absorb difference in rotation of the side gears (left and right tires).
3. Differential limit:
Initial torque - The cone springs in a multi-disc clutch imparts axial load in the thrust direction , producing initial torque.
Torque bias ratio - Distribution of torque (except initial torque) to the left and right tires when differential action occurs is 1:1.
TORQUE BIASING TYPE J
1. Torque transmission: I
Ring Gear~ Differential Case~ Cam Followers~ Face Cams~ Driveshafts ~ Wheels
2. Absorption of differential rotation:
Cam followers back-and-forth motion absorbs difference in rotation of the face cams (left and right tires).
3. Differential limit:
Initial torque - Pre-load is imparted to the sliding cam faces by action of the cone spring pressing the face cam against the cam
followers , producing initial torque.
Torque bias ratio - Torque is distributed according to preset optimum bias ratio by frictional braking action created by the cam
I
follower and face cam sliding faces when differential action occurs. I
CONVENTIONAL TYPE: TORQUE BIASING TYPE:
RING GEAR
CLUTCH DISCS CAM FOLLOWERS X 12 't

AND PLATE PINION
'
PINION SHAFT
''
I
I
I
I
16-8 '
j
j
DIFFERENTIAL OPERATION
Figure 1 shows the conditions when one wheel wants to spin, that is, tries to rotate faster than the differential case. The torque
generates a force applied to the flank of the follower dog from the differential case spline, which is then shared between the two
face cams by forces on the inclined faces.
Figure 2 shows the friction forces on the ends of the cam follower. Since the differential speed is intermediate between the two face
cams speeds, the cam follower will move faster than the face cam at one end, and slower than the face cam at the other end. This
generates friction forces that are in opposite directions, leading to total resultant forces that are large on the slow face cam and
small in the fast face cam. If there is a relative speed , then the friction must be at its limiting value, but it can build up to this
progressively before rotation occurs.
Figure 3 shows how the load is shared between the followers. Only those followers bearing on the forward faces of the face cam
form transmit torque. The bold lines show the load bearing areas at any one time, and there is always just less than half the cam
followers driving. The figure shows the situation at a number of discrete time steps, showing how the load carrying role is passed
from follower to follower. The right hand face cam is drawn in the same position as a point of reference where the left hand face
, cam moves down with the cam followers (which are carried by the differential case moving down at about half speed).
FIGURE 1: FIGURE 2:
CAM FOLLOWER
Input drive load

Intermediate
L
speed "t'
Fast Slow
Low High
drive drive
force force
DIFFERENTIAL CASE
FIGURE 3:
16-9
SELECTABLE 4WD SYSTEM (ELECTROMAGNETIC MECHANICAL
CLUTCH TYPE)
This system allows the operator to select either 2WD or 4WD on a 2WD/4WD switch while the vehicle is in motion. The compact
mechanism is operated by an electromagnetic mechanical clutch (electro-magnetically activated bi-directional roller clutches) and
drives a built-in front differential pinion gear. It provides for smooth transition between 2WD and 4WD, and quiet operation.
RETAINER
PROPELLER SHAFT
J
ARMATURE PLATE
CAM RING
I
ROTOR
ROTOR GUIDE
ELECTROMAGNETIC
FIELD COIL
PINION GEAR
DIFFERENTIAL
CASE
16-10
OPERATION (AT FRONT DIFFERENTIAL)
2WD TORQUE TRANSMISSION
ENGINE ROLLER
0 SWITCH SPRING
PROPELLER SHAFT RETAINER
0
OUTER RING
CLEARANCE
CAM RING
4WD TORQUE TRANSMISSION

When 4WD is selected, voltage is applied to the field coil. This creates a magnetic field that magnetizes the rotor. The magnetic
force pulls the armature plate against the rotor and rotates the roller retainer. This moves the rollers from their center neutral
position on the cam ring, causing them to bind between the outer ring and the cam ring. This allows power to flow to the differential
and front wheels. When power to the field coil is switched off, the switch spring moves the roller retainer to the neutral position for
2WD operation.
ENGINE ACCELERATION: DECELERATION:

0
PROPELLER SHAFT Pushing the switch
spring and the retainer
0
OUTER RING Locksthe
rollers
0
ROLLER
0
CAM RING
--""I -
0
PINION GEAR
0
RING GEAR
0
DIFFERENTIAL CASE
0
/'
LOCK
HALFSHAFT
0
FRONT TIRES
16-11
SELECTABLE 4WD SYSTEM (CABLE OPERATED WITH
DIFFERENTIAL LOCK)
Honda ATV and side-by-side models have various applications of a cable operated 2WD/4WD system that in some systems
includes a differential lock system. The system described in the next few pages is from the MUV700, introduced in 2009.
DIFFERENTIAL LOCK SYSTEM
In this system , the clutch for the selectable 4WD is located between the propeller shaft and front final gear case. The clutches for
the differential lock are installed in both front and rear final gear cases and controlled by a selector lever via cables.
~ DRIVE MODE SELECTOR LEVER (3 mode)

CABLES
Wheel
Wheel Wheel
DRIVE MODE SELECTOR LEVER:
16-12
2WD/4WD FINAL CLUTCH OPERATION
When the operator selects 4WD with the selector lever, the shift fork slides the clutch sleeve to engage the pinion joint with the
pinion gear. If the spline between the pinion joint and the pinion gear does not engage, the system has a lost motion mechanism to
engage the pinion joint.
DRIVE MODE
SELECTOR LEVER
Front
2WD/4WD Final Clutch Mechanism:

To rear differential lock +- _ __.
r To front differential lock +- _ _ __,
'
CLUTCH ARM SHAFT
2WDT04WD
Pushing the selector lever to 4WD (Rear Diff Lock) pulls
the clutch arm shaft and loads the clutch lock spring. In
lost motion state, the clutch sleeve stays on the pinion
gear. When the spline is engaged , the clutch sleeve Lost motion state:
slides onto the pinion joint, engaging 4WD by the tension
of the clutch lock spring. LOCK SPRING
16-13
4WDT02WD
Pulling the selector lever to 2WD returns the clutch arm
shaft. In lost motion state, the clutch arm shaft stays in SELECTOR
the 4WD position with the clutch sleeve. When the spline LEVER
is engaged, the clutch sleeve returns from the pinion
joint, for 2WD mode, by the tension of the return spring .
Lost motion state:
SLEEVE
2WD position
16-14
DIFFERENTIAL LOCK CLUTCH OPERATION

With normal differential function, if one drive wheel loses traction the differential will stop power to the other wheel. When locking
the differential, both drive shafts are locked together so power is equally distributed to both wheels.
DIFFERENTIAL ACTUATION: DIFFERENTIAL LOCK:
Stops Drive
Skids Drive
LOW TRACTION SURFACE LOW TRACTION SURFACE
DIFFERENTIAL LOCK CLUTCH OPERATION

When the operator selects differential lock with the selector lever, the shift fork slides the clutch sleeve to engage the differential
gear housing in the final gear case with the halfshaft (connected to the right drive shaft) directly. If the spline between the gear
housing and the halfshaft does not engage, the system has a lost motion mechanism to engage the differential housing.
SELECTOR LEVER
DIFFERENTIAL LOCK CLUTCH MECHANISM:

(Rear final gear case shown)
SHIFT FORK
HALF SHAFT
DIFFERENTIAL To front differential lock------'

GEAR HOUSING
LOCK ARM SHAFT
PINION GEAR
CLUTCH SLEEVE
16-15
NORMAL OPERATION TO DIFFERENTIAL LOCK
Setting the selector lever to differential lock pulls the lock arm shaft to secure it with the stopper spring and loads the fork spring. In
lost motion state , the clutch sleeve stays on the differential housing. When the spline is engaged , the clutch sleeve slides onto the
halfshaft, engaging differential lock by the tension of the fork spring .
LOST MOTION STATE:
FORK
SPRING
DIFFERENTIAL LOCK TO NORMAL OPERATION

Setting the selector lever to lock free returns the lock arm shaft to secure it with the stopper spring and loads the fork spring . In lost
motion state, the shift fork stays in the differential lock position with the clutch sleeve. When the spline is engaged, the clutch sleeve
returns from the halfshaft.
LOST MOTION STATE:
SELECTOR
LEVER
,___ __.Q
FORK
SPRING
,___ __. Q
16-16
SERVICE INFORMATION
GENERAL
• Inspect the gear contact pattern and backlash whenever you replace the bearings, gears or gear case. Extension lines plotted
from the gear engagement surfaces should intersect at one point as shown below.
POINT OF INTERSECTION
• Check the ring gear-to-gear case cover stop pin clearance whenever the ring gear is removed/replaced.
• Replace the final driveshaft, side gear case, output shaft, and the ring and pinion gears of the final gear case as a set.
• Protect the gear case with a shop towel when holding it in a vise. To avoid damaging the case, do not clamp it too tight.
• Do not confuse the left and right drive shaft parts.
• When tightening the lock nut with a lock nut wrench, the actual torque on the nut is greater than the reading by the length of the
lock nut wrench. Refer to the model specific Service Manual for the specified torque. Do not overtighten the lock nut.
• Gear tooth engagement is as shown below.
COAST SIDE TOE (inside of gear)

(contacts when engine braking is applied)
(contacts when engine power is applied)
TOOLS
-----
When conducting final drive and output shaft inspection, servicing, and repair, the special tools listed below may be required. See
the model specific Service Manual for the part numbers of the specifically required tools. A list of common hand tools is on page iv.
Shaft holder Rear shock absorber compressor Remover weight
Attachment Pinion joint holder and collars (x4)
16-17
Driver Attachment Pinion puller
Retainer wrench Driver Attachment
Remover handle Bearing remover Driver
Adjustable bearing puller Universal bearing puller
16-18
TROUBLESHOOTING
Consistent noise during cruising
• Foreign matter contaminating gear oil (page 2-38)
• Worn or damaged bearing(s) (page 16-30)
• Worn or damaged ring gear and pinion gear (page 16-34 and page 16-36)
• Deformed ring gear or gear case (page 16-34)
• Improper tooth contact between ring gear and pinion gear (page 16-23)
Gear noises while running
• Foreign matter contaminating gear oil (page 2-38)
• Chipped or damaged gears
• Improper tooth contact between ring gear and pinion gear (page 16-23)
Gear noise while coasting
• Chipped or damaged gears
Abnormal noises when turning
• Worn or damaged ring gear bearing (page 16-34)
• Damaged differential components (side gear, pinion or shaft)
• Worn or damaged differential housing
Abnormal noises at start or during acceleration
• Excessive backlash between ring gear and pinion gear (page 16-22)
• Worn differential splines
• Loose fasteners
Oil leak
• Oil level too high (page 2-38)
• Clogged breather
• Damaged seals
• Loose case cover bolt
Overheating
• Insufficient backlash between ring gear and pinion gear (page 16-22)
16-19
OUTPUT SHAFT
REMOVAL
NOTE:
• When a damper spring is installed at the output
gear, remove the side gear case only after the
damper spring has been removed .
output shaft removal.
Remove the output gear.
OUTPUT GEAR
Remove the damper cam and damper spring by

following the procedure below.
Place the threaded adaptor in the end of the output
drive gear shaft and tighten the adaptor. ASSEMBLY BOLT
Place the compressor seat over the threaded adaptor

with the stepped side facing upward. ASSEMBLY COLLAR
Install the assembly bolt through the assembly collar
and attach it to the threaded adaptor.
Center the compressor seat with the damper cam then
begin to tighten the nut of the assembly bolt until the
snap ring is visible so it can be removed .
COMPRESSOR SEAT
TOOLS:
Assembly bolt
Assembly collar
Compressor seat
Threaded adaptor
Snap ring pliers
OUTPUT DRIVE GEAR SHAFT
INSPECTION
Check the gear and the dog holes for abnormal or
excessive wear or signs of insufficient lubrication ;
Refer to the model Measure the gear 1.0. Replace the gear if the service
specific Service limit is exceeded .
Manual for the
service limit. Check the bushing for wear or damage.
Measure the bushing 1.0. and O.D. Replace the
bushing if the service limit is exceeded .
Calculate the gear-to-bushing clearance . Replace
either component if its service limit is exceeded .
16-20
'f
Measure the 0.0. of the countershaft or output
driveshaft at the sliding area. Replace the shaft if the
service limit is exceeded.
Calculate the shaft-to-bushing clearance. If it is beyond
the service limit, determine if a new bushing would bring
the clearance within tolerance. If so, replace the
bushing. If the clearance still exceeds the service limit
with a new bushing, replace the shaft.
'
t
r Measure the damper spring free length. Replace the

(' spring if the free length exceeds the service limit.
f
I
r
I
I,, OUTPUT GEAR CASE ASS EMBLY
Turn the output drive gear shaft and check that the
output drive and driven gear shafts turn smoothly and
J quietly without binding.
,,
If the shafts do not turn smoothly or quietly, the gears
J and/or bearing may be damaged or faulty.
They must be checked after disassembly; replace faulty
parts/assemblies as required.
J
r
I,,
,t
t
j
,,
t
f
r
r•
I
f
t 16-21
BACKLASH INSPECTION/GEAR
TOOTH CONTACT PATTERN CHECK
NOTE:
Perform the backlash inspection and contact pattern
check whenever you replace the output driven/drive POINT OF
gears, bearings, bearing holder and gear case. The INTERSECTION
extension lines from the gear engagement surfaces
should intersect at one point.
BACKLASH INSPECTION
Set the output gear case in a vise with soft jaws.
DRIVEN GEAR SHAFT
Set a horizontal type dial indicator on the output driven · DRIVE GEAR SHAFT
gear, through the VS sensor hole.
Hold the output drive gear shaft with your hand and
rotate the driven gear shaft until gear slack is taken up.
Refer to the model Turn the driven gear shaft back and forth to read
specific Service backlash and compare it to the service limit.
Manual for the
Remove the dial indicator. Turn the driven gear shaft
service limit.
120° and measure backlash. Repeat this procedure
once more.
Compare the difference of the three measurements.
\
If the difference in measurements exceeds the service DRIVEN GEAR
limit, it indicates that the bearing is not installed
squarely or the case is deformed.
Inspect the bearings and case.
DIAL INDICATOR
If the backlash is excessive, replace the output drive

gear shim with a thinner one.
If the backlash is too small, replace the output drive
gear shim with a thicker one.
Backlash is changed by about 0.06 - 0.07 mm (0.002 -
0.003 in) when shim thickness is changed by 0.10 mm
(0.004 in).
DRIVE GEAR SHIM
16-22
OUTPUT DRIVE GEAR SHIM REPLACEMENT
Remove the bolts and drive gear assembly from the
gear case. BOLTS
Remove the dowel pin, shim and 0-ring from the

bearing holder. 0 -RING
Select the replacement shim by following the

Coat a new 0-ring with engine oil and install it into the
bearing holder groove.
Install the dowel pin and shim.
Install the drive gear assembly into the gear case and
tighten the bolts for following the instructions in the
Recheck the backlash (page 16-22).
After backlash adjustment has been made, check the SHIM DOWEL PIN
gear tooth contact pattern as described below. ~-----------------~
GEAR TOOTH CONTACT PATTERN CHECK

DESCRIPTION OF THE TOOTH:
(contacts when engine braking is applied)
------
Remove the drive gear assembly from the gear case by
Manual.
DRIVEN GEAR TEETH
Apply a thin coat of Prussian Blue to the output driven

gear teeth.
Reinstall the drive gear with the shim.
Rotate the drive gear shaft several times in the normal
direction of rotation.
Remove the drive gear assembly and check the gear
tooth contact pattern.
16-23
Contact is normal if Prussian Blue is transferred to the
approximate center of each tooth and slightly to the toe. NORMAL:
If the pattern is not correct, remove and replace the

output driven gear shim.
___. TOE 11- HEEL
FACE
FLANK
t~
t ~ !
Replace the shim with a thinner one if the contact
pattern is too high, toward the face. TOO HIGH:
DRIVE SIDE COAST SIDE
FACE t ~ FACE
Replace the shim with a thicker one if the contact

TOO LOW:
pattern is too low, toward the flank.
The pattern will shift about 1.5 - 2.0 mm (0.06 - 0.08 in)
when the shim thickness is changed by 0.10 mm
(0.04 in).
See the model specific Service Manual for available
pinion gear shim sizes and the size of the standard
shim.
DRIVE SIDE COAST SIDE
FLANK i ~ ~ i FLANK
OUTPUT DRIVEN GEAR SHIM REPLACEMENT

Hold the output gear case in a vise with soft jaws.
OUTPUT DRIVEN GEAR ASSEMBLY
Remove the bolts and output driven gear assembly.
16-24
Remove the shim and 0-ring from the bearing holder.
-~ """7111
. I
lilliiiil'
0-RING
Select the replacement shim from those listed in the
Coat a new 0-ring with engine oil and install it into the
~
bearing holder groove.
Install the shim .
Install the driven gear assembly to the gear case and
tighten the bolts. -
~
Recheck the contact pattern.
SHIM
INSTALLATION
Refer to the model specific Service Manual for side gear
case installation .
Place the threaded adaptor in the end of the output
ASSEMBLY BOLT
drive gear shaft and tighten the adaptor.
Place the compressor seat over the threaded adaptor
r with the stepped side facing upward.
Install the assembly bolt through the assembly collar
and attach it to the threaded adaptor.
' Center the compressor seat with the damper cam, then
begin to tighten the 23 mm nut of the assembly bolt until
the snap ring is visible so snap ring can be installed into
the groove. COMPRESSOR SEAT
Install the snap ring into the groove in the shaft.
TOOLS:
Assembly bolt
Assembly collar
Compressor seat
Threaded adaptor OUTPUT DRIVE GEAR SHAFT
Snap ring pliers
16-25
FINAL DRIVE
REMOVAL
NOTE:
• The following are generic instructions for the most
common type of final drive components. See the
model specific Service Manual for detailed
information about a particular model.
Drain the final gear oil and remove the rear wheel.
FINAL DRIVE ASSEMBLY
Remove the mounting nuts, and remove the final drive
assembly.
MOUNTING NUTS
DRIVESHAFT REMOVAL
WITH DAMPER CASE:
Hold the driveshaft in a soft jaw vise and separate the
final gear case from the driveshaft.
Use care when clamping the damper case section of
the final drive assembly in a vise to avoid damage.
WITHOUT DAMPER CASE:

Separate the driveshaft from the final gear case by
gently turning the driveshaft and pulling. OIL SEAL
Remove the spring and oil seal.
DRIVES HAFT
16-26
DRIVESHAFT/DAMPER
DISASSEMBLY
Drain the oil from the damper case .
Set the driveshaft in the shock absorber compressor
with the proper attachments.
TOOLS:
Rear shock absorber compressor
Attachment
ATTACHMENT
, Compress the damper spring and remove the stop ring .

DRIVESHAFT
STOP RING
ATTACHMENT
r Remove the tool.
!
r
t
r
t
,'
I
I
• Spring seat DAMPER LIFTER
SPRING
t • Damper cam
r •
•
Damper lifter
Damper case
DAMPER
CAM
• 0-ring
• Snap ring
• Spring
DAMPER
CASE SPRING SEAT SNAP RING
Remove the oil seal, oil seal guide, and damper spring DAMPER CASE
from the damper case.
OIL SEAL GUIDE OIL SEAL
16-27
DRIVESHAFT INSPECTION
Refer to the model Measure the damper spring free length. Replace the
specific Service spring if the free length exceeds the service limit.
Manual for the
service limit.
Check the driveshaft splines for excessive or abnormal

DAMPER CAM
wear; replace as necessary.
If the splines are wear-damaged , check the universal
joint splines also.
Check the damper cam and lifter for damage; replace
as necessary.
SPLINE DAMPER LIFTER
DAMPER CASE ASSEMBLY

Install the spring in the damper case.
Install the oil seal guide and a new oil seal using the
special tool.
TOOL:
Oil Seal Guide
DAMPER SPRING OIL SEAL GUIDE
Install a new 0-ring onto the driveshaft.

DAMPER CASE
Install the shaft spring and secure the snap ring .
Insert the driveshaft into the damper case.
....
0-RING
16-28
Install the damper lifter, damper cam and spring seat. DAMPER LIFTER
Set the driveshaft in the shock absorber compressor

and compress the spring.
TOOL:
Shock absorber compressor
Set the stop ring securely into the groove on the
driveshaft.
Remove the tools. 6)
'
r
\
SHOCK ABSORBER COMPRESSOR
DRIVESHAFT INSTALLATION
WITH DAMPER CASE:
Fill the damper case with the recommended type and
amount of gear oil.
Hold the driveshaft upright to avoid spilling the oil.

Carefully position the gear case on the shaft.
Avoid damaging the damper case oil seal during

assembly.
16-29
WITHOUT DAMPER CASE:
Install a new oil seal, stop ring and spring; then install
the shaft on the final drive assembly.
SPRING
UNIVERSAL JOINT INSPECTION

Remove the swingarm by following the instructions in
Remove the universal joint from the output shaft.
Check that the universal joint moves smoothly without

binding or noise.
Check the splines for wear or damage and replace the
joint if necessary.
Install the universal joint on the output shaft; then install
the swingarm.
I ,,"
,/
SPLINES
FINAL DRIVE INSPECTION

Turn the pinion joint and check that the ring gear turns
PINION JOINT RING GEAR SHAFT
smoothly and quietly without binding.
If the gear does not turn smoothly or quietly, the bearing
may be improperly installed and/or the pinion/ring gear
may be damaged.
Check the backlash first; then service the appropriate
component(s).
16-30
BACKLASH INSPECTION
NOTE:
Perform the backlash inspection and contact pattern
J check whenever you replace the pinion gear, ring gear,
bearings and gear case. The extension lines from the
'
gear engagement surfaces should intersect at one
point.
( Remove the final drive and drive shaft (page 16-26).
I
I POINT OF INTERSECTION
,
Do not over-tighten Hold the final drive gear case assembly in a vise with
the vice on the final soft jaws.
drive case.
Install the special tools onto the gear case and into the
'
r
pinion joint to hold the pinion gear.
TOOLS:
Pinion holder plate
Collar set
[ Set a horizontal type dial indicator on the ring gear,

through the oil filler hole.
r
•
'
Turn the ring gear back and forth to read the backlash.
Remove the dial indicator and special tools.
r Turn the ring gear 120° and measure the backlash.

Repeat this procedure once more .
• Compare the difference of the three measurements.
'f Refer to the model
specific Service
If the difference in measurements exceeds the service
limit, it indicates that the bearing is not installed
squarely, or the case is deformed.
f Manual for the
service limit.
,I,
Inspect the bearings and case.
If the backlash is excessive, replace the ring gear shim

PINION GEAR RING GEAR SHIM
f with a thicker one.
i If the backlash is too small, replace the ring gear shim
with a thinner one.
t
I ring gear shim sizes and the size of the standard shim.
For ring gear shim replacement (page 16-34).
I RING GEAR
t
t
•'t 16-31
FINAL GEAR CASE SEPARATION
Remove the bolt, washer and the dust guard plate by
turning it clockwise.
I
,
J
Remove the 0-ring. I

•
Loosen the cover bolts in a crisscross pattern in several
steps and remove them .
Pry the gear case cover and remove it from the case. I
Remove the wave washer.
0 -RING GEAR CASE COVER
GEAR TOOTH CONTACT PATTERN

CHECK
DESCRIPTION OF THE TOOTH:

(contacts when engine brake is applied)
Keep dust and dirt

out of the case and
------
Clean the sealing material off the mating surfaces of the
gear case and cover, being careful not to damage them.
DRIVE SIDE
Apply Prussian Blue

cover.
Apply a thin coat of Prussian Blue to the pinion gear
teeth .
Install the wave washer.
WAVE WASHER
..,
16-32
Install the case cover and tighten the bolts in a
crisscross pattern in several steps until the cover evenly
touches the gear case.
,
Tighten the bolts in the sequence and to the specified
I torque as indicated in the model specific Service
Manual.
r
,
BOLTS GEAR CASE COVER

, NORMAL:
- Rotate the ring gear several times in normal direction of
rotation.
f
' Check the gear tooth contact pattern through the oil
filler hole.
I Contact is normal if the Prussian Blue is transferred to
the approximate center of each tooth and slightly
I
towards the face.
If the patterns are not correct, remove and replace the
pinion gear shim with a suitable one (page 16-36). FACE ~
+
-
HEEL TOE
·~' DRIVE
~
TOE HEEL
- - ·--... FACE
COAST
t
t
FLANK SIDE SIDE FLANK
Replace the pinion gear shim with a thicker one if the

TOO HIGH :
contact pattern is too high, toward the face.
; FACE
FACE
~i
i ~E COAST-------
SIDE SIDE
Replace the pinion gear shim with a thinner one if the
TOO LOW: PINION SHIM
contact pattern is too low, toward the flank.
I ij
The patterns will shift about 1.5 - 2.0 mm
I
(0.06 - 0.08 in) when the thickness of the shim is .....
'"""'-,----.. ~
changed by 0.1 mm (0.004 in).
pinion gear shim sizes and the size of the standard
shim.
i~
:RIVE
~i
COAST
FLANK
FLANK SIDE SIDE
16-33
RING GEAR REMOVAL/SHIM
REPLACEMENT
Remove the final gear case cover (page 16-32).
If the ring gear stays in the cover, remove it as follows:
Press the ring gear out of the gear case cover using the
special tools and hydraulic press.
TOOLS:
Driver ;
Oil seal driver attachment
'
Remove the oil seal.
'
If the bearing remained in the cover, remove it as

follows : DRIVER
Press the oil seal and bearing out of the cover using the
special tools and hydraulic press.
TOOLS: ATTACHMENT
~
Driver
Oil seal driver
Attachment
If the bearing remained on the ring gear, remove it as

follows:
Remove the ring gear bearing using a commercially
available bearing puller.
This bearing may not need to be replaced after _
removal. However, inspect the bearing for excessive "-
play after removal.
Replace it if necessary.
16-34
Select the replacement shim(page 16-32).
SHIM
NOTE:
When the gear set, pinion bearing, ring gear bearing
and/or gear case has been replaced, use a 2.00 mm
(0.079 in) thickness shim for initial reference. \C)
'
BEARING
Press the ring gear bearing into the cover with the
marked side facing inside until it is fully seated.
TOOLS:
Driver
Bearing driver attachment
t
t
rf
PINION GEAR REMOVAL
Hold the gear case in a vise with soft jaws.
t HOLDER PLATE
,,f Hold the pinion joint and remove the pinion joint nut ~ - - - ~ - - - : : : : :~
using the special tools.
TOOLS:
Pinion holder plate
t
t Collar set
Remove the pinion joint.
I
Remove the bolt and retainer lock tab.
t
i
t
J
,I
,
f
f
;.
I 16-35
(
Remove the pinion retainer using the special tool.
TOOL:
Retainer wrench
I
I
Remove the 0-ring and oil seal from the pinion retainer.
OIL SEAL
0 -RING
Install the special tools onto the pinion gear shaft and
gear case.
TOOLS:
Pinion puller base
Puller shaft
Pull the pinion gear assembly out of the gear case.
Check the pinion gear needle bearing in the gear case
for wear or damage.
PULLER BASE
PINION GEAR BEARING REMOVAL/

SHIM REPLACEMENT
Pull the pinion gear bearing from the shaft with a
commercially available bearing puller.
This bearing may not need to be replaced after
removal. However, inspect the bearing for excessive
play after removal.
Remove the pinion shim.
Replace the pinion Replace it if necessary.
gear bearing and
inner races as a set.
BEARING/SH IM
16-36
Select the replacement shim (page 16-32).
SHIM
Install the shim, bearing and inner races onto the pinion
j
INNER RACES
gear.
NOTE:
When the gear set, pinion bearing, ring gear bearing
and/or gear case has been replaced, use a 2.00 mm
(0.079 in) thickness shim for initial reference.
,'
PINION GEAR
BEARING
Drive the bearing with the marked side facing up.
TOOLS:
Driver
Attachment
CASE BEARING REPLACEMENT

RING GEAR CASE BEARING
Be sure to wear Heat the gear case to sooc (176oF) evenly using a heat BEARING REMOVER
WEIGHT
heavy gloves when gun.
handling the heated Remove the ring gear case bearing from the gear case
gear case. using the special tools.
TOOLS:
Bearing remover
Remover handle
Remover weight
BEARING
Remove the oil seal.
,
,
t
16-37
Remove the breather cap and blow compressed air r---------== ~ - r - - - - -- - - -- -- - ,
through the hole.
Install the breather cap.
I
I
Apply grease to a new oil seal lips.

Drive the oil seal into the gear case with the marked
side facing down until it is fully seated.
,
'
TOOLS:
Driver
Attachment
Drive a new ring gear case bearing into the gear case
with the marked side facing inside until it is fully seated
TOOLS:
Driver
Attachment
PINION NEEDLE BEARING

Rotate the stopper ring until the end of the stopper ring
appears in the access hole.
Strike gently near the end of the ring with a punch to
bend the end upward.
Grasp the end of the ring with needle-nose pliers and
pull the stopper ring out through the access hole.
16-38
Be sure to wear Heat the gear case to 80°C (176°F) and remove the
heavy gloves when needle bearing using the special tools.
handling the heated
gear case. TOOLS:
Bearing remover
Remover handle
Remover weight
I
(
,,
WEIGHT
Install a new stopper ring into the groove of a new

bearing securely.
......
- ~ STOPPER RING
. , BEARING
Place the needle bearing in a freezer.

DRIVER
Heat the gear case to 80°C (176°F).
Remove the needle bearing from the freezer and drive it
into the gear case with the marked side facing up until it
is fully seated.
TOOLS:
Driver
Attachment
Pilot
Make sure the stopper ring is securely set in the groove

of the gear case.
16-39
FINAL DRIVE ASSEMBLY
PINION GEAR INSTALLATION
PINION GEAR
I
SHIM l
,'.
-~
.... 0-RING
...._.
j
,I
PINION JOINT
Drive the pinion gear assembly into the gear case using
OIL SEAL DRIVER j
the special tool.
I
TOOL:
Oil seal driver
•I
f'
'

Drive the oil seal into the pinion retainer with the
marked side facing up until it is fully seated.
TOOLS:
Driver
Attachment
Pack grease into the seal lip cavity.
OIL SEAL ATTACHMENT
16-40
Coat a new 0-ring with grease and install it into the
PINION RETAINER
retainer groove.
f
,,' See the model
Hold the gear case in a vise with soft jaws.
Install the pinion retainer into the gear case and tighten
. , -~0-RING
specific Serviceit to the specified torque using a special tool.

Manual for the TOOL:
specified torque.
Retainer wrench
The lock tab is Install the lock tab with its tab facing up, depending on
available in the two the position of the pinion retainer grooves in relation to
types (A and B) as the lock tab and tighten the bolt to the specified torque.
shown.
Clean the threads of the pinion gear shaft and pinion

,- joint nut thoroughly.
Apply locking agent to the joint nut threads and install
the pinion joint and joint nut onto the pinion gear shaft.
See the model Hold the pinion joint with the special tools and tighten
HOLDER PLATE
specific Service the pinion joint nut to the specified torque.
I
Manual for the
specified torque. TOOLS:
Pinion holder plate
Collar set
COLLARS
16-41
RING GEAR INSTALLATION
SHIM
j
DUST GUARD PLATE
WASHER
/;Y
I
f
,•
SHIM STOP PIN BEARING
Install the shim onto the ring gear.

Support the bearing inner race with the special tool and
press the ring gear into the bearing using a hydraulic
press.
TOOL:
Oil seal driver
Measure the clearance between the ring gear and stop

pin with a feeler gauge.
See the model Remove the ring gear if the clearance does not fall
specific Service within the specification.
Manual for the
clearance
specification.
j
j
I
16-42
Be sure to wear Heat the gear case cover to approximately 80°C
heavy gloves when (176°F). Heat the case cover evenly and slowly to
handling the heated prevent warpage.
gear case.
When the gear case cover is heated to the proper
temperature, remove the stop pin by tapping the cover.
l
STOP PIN
f See the model Select a stop pin shim to obtain the correct clearance. RING GEAR
specific Service Install the shim and drive the stop pin into the gear case Measure the
cover.
f Manual for
clearance
parameters and
clearance here
shim available shim

thicknesses.
STOP PIN SHIM

Install the oil seal until it is flush with the cover surface
TOOLS:
Driver
Oil seal driver
r Attachment
. . . . . . . • -fiiiiH
OIL SEAL DRIVER OIL SEAL
16-43
FINAL GEAR CASE ASSEMBLY
NOTE:
When the gear set, bearing and/or gear case has been
replaced, check the following:
- Tooth contact pattern (page 16-32)
- Gear case backlash (page 16-22)
Keep dust and dirt Clean the mating surface of the gear case and cover, ,
out of the case and being careful not to damage them. CASE COVER
,
I
cover.
Apply liquid sealant (Three Bond 12078 or equivalent)
to the mating surface of the gear case.
Install the wave washer.
Install the case cover onto the gear case.
GEAR CASE WAVE WASHER
Apply locking agent to the threads of the case cover

,.
BOLTS
bolts.
Install the bolts, and tighten them in a crisscross pattern
in several steps until the cover evenly touches the gear
case.
See the model Tighten the bolts to the specified torque in several steps
specific Service alternately.
Manual the
Apply grease to a new 0-ring.
specified torque.
Install the 0-ring in the ring gear groove.
, , 0-RING GEAR CASE COVER
Check that the gear assembly turns smoothly without

binding.
Measure the final gear assembly pre-load.
See the model If the preload reading does not fall within the
specific Service specification, check the bearings for proper installation.
Manual the pre-load
specification.
Install the dust guard plate, aligning its tabs with the
DUST GUARD PLATE
cover grooves.
Turn the dust guard plate counterclockwise and install ~
the bolt and washer.
See the model Tighten the bolt to the specified torque.
specific Service
Manual the
specified torque.
16-44
,
t
r FINAL DRIVE INSTALLATION
'J Check that the gear case stud bolts are tight.
If any are loose, remove them, clean their threads with
STUD BOLT
contact cleaner, then install them using a locking agent.

; See the model After installation, be sure to measure the distance from
specific Service the top of each stud to the gear case surface as shown.
1
f
Manual the stud
distance
specification.
t
Measure the
( stud distance
here
I
Install a new stopper ring into the drive shaft groove.
Install the spring into the drive shaft.
Apply 0.5 g of molybdenum disulfide grease to a new oil
seal lips and install it onto the drive shaft.
r
,
Apply 1 g of molybdenum disulfide grease to the
universal joint side splines of the drive shaft.
t
I' et
''
t
I
Apply 2 g or more of molybdenum disulfide grease to
~OILSEAL
PINION JOINT
SPRING
the pinion joint splines.
'
f
I
Make sure the
stopper ring is
seated properly by
Install the drive shaft into the pinion joint until the
stopper ring seats in the pinion joint spline groove.
~
'
I
I
pulling on the drive
shaft lightly.
,' Be careful not to

damage the drive
shaft oil seal.
'I
,
f
f
Insert the final drive assembly into the swingarm and
align the drive shaft splines with the universal joint
splines.
I
' See the model
specific Service
Install the gear case mounting nuts.
Tighten the gear case mounting nuts to in a crisscross
pattern in several steps to the specified torque.
i Manual the
r specified torque.
Tighten the shock absorber lower mounting bolt to the
specified torque.
I
Install the rear wheel by following the instructions in the
','
I
I
t
f
Fill the gear case with the recommended final drive
gear oil by following the instructions in the model
NUTS
',
r
l
16-45
MEMO
'
17. WHEELS/TIRES
SYSTEM DESCRIPTIONS .......................... 17-2 TIRE INSTALLATION

(MANUAL, NON-TPMS) ............................ 17.25
WHEELS······················································17-2
TPMS TIRE PRESSURE SENSOR
TIRES···························································17-3 REPLACEMENT/TIRE REMOVAL AND
INSTALLATION········································· 17-31
TIRE PRESSURE MONITORING
WHEEL BALANCING ·······························17-36
SYSTEM (TPMS) ········································· 17-6
SERVICE INFORMATION ···························17-9 ATV/SIDE-BY-SIDE VEHICLE WHEEL/

TIRE····································· ..................... 17.37
TROUBLESHOOTING· .. ···························· 17-11

WIRE SPOKED WHEEL LACING·· ........... 17-41
WHEEL REMOVAL/INSTALLATION········ 17-12

WIRE SPOKED WHEEL
ADJUSTMENT ......................................... 17-45
WHEEL BEARING REPLACEMENT ········17-23
TIRE REMOVAL (MANUAL,

MEMORIZING THE TIRE PRESSURE
SENSOR ID ............................................... 17-48
1111
NON TPMS) ·· .. ··········································· 17-24
17-1
WHEELS/TIRES
SYSTEM DESCRIPTIONS
The wheels and tires are the connection between all wheeled powersports vehicles and the surface upon which they are ridden . All
propulsion, breaking, and turning is accomplished throught these components and therefore their condition and function are critical.
WHEELS
The wheels used on Honda powersports vehicles are of three main types: wire spoked, manufactured component, and one-piece.
Wire spoked wheels have three main parts, a hub, wire spokes, and a rim. These parts are available separately and therefore this
type of wheel is serviceable and rebuildable. Wire spoked wheels require regular maintenance in the form of spoke inspection and
tightening. Other maintenance includes rim radial and axial runout inspection and trueing. Most wire spoked wheels require the use
of inner tubes as the rim includes holes through which the spokes are threaded. ,I
Manufactured component wheels, such as the Comstar wheels introduced in the late 1970s and most ATV wheels, are
manufactured from separate cast, extruded, or formed components that are welded or riveted together. The components are not
available separately and the wheels are not serviceable. Inspections for damage and trueness are included in the maintenance
schedule but no repairs are recommended. Tubeless tires are used with manufactured component wheels.
I
One-piece wheels, as the name implies are manufactured as one piece, usually by being cast or forged. The maintenance schedule
requires checking for damage and trueness, but no repairs are recommended. Tubeless tires are used with one-piece wheels.
WIRE SPOKED WHEEL ONE-PIECE WHEEL (CAST)

I
RIM
----HUB
-SPOKES
I
MANUFACTURED COMPONENT WHEEL (MOTORCYCLE) MANUFACTURED COMPONENT WHEEL (ATV)
RIVETED
WELDED "
17-2
WHEELS/TIRES
TIRES
Despite their simple appearance, tires are very complex. They are constructed of natural and synthetic rubber, silica and other
additives, fabric (nylon, kevlar, aramid, etc.), and wire. A tire is comprised of a structural carcass , which is made from layered fabric,
strengthening cord , and a tire bead, and the exterior rubber compound that provides traction with the road surface. The tread
pattern on on-road tires is designed to displace water, the pattern on off-road tires is designed to aid traction on loose surfaces,
dual-purpose tires have patterns that combine the elements of the other two.
I Original Equipment Manufacturer (OEM) tires are designed with or for the specific powersports vehicle. Their type, size , speed
• rating , weight capacity, profile, tread pattern, inflation pressure, etc., are all considered for the application . As such , only the OEM
tire or a suitable alternative should be used.
The model specific maintenance schedule includes regular tire inspections for damage, wear, and air pressure. Each of these
inspections should also be conducted before each ride.
,
,._
TIRE TYPES
Tube Tire
This type uses an air-filled tube within the tire's casing .
r,
r
Air pressure drops instantly when a nail or other sharp object penetrates the
tire and tube .
TUBED TIRE : TUBE
_ :J SIDEWALL
I, BEAD TUBE VALVE
I,, Tubeless Tire

In place of a tube, tubeless tires have an inner liner bonded to the inside of TUBELESS TIRE:
INNER LINER
,
the tire . The liner has a special bead area which, together with a wide-
grooved bead seating rim, provides an effective seal against pressure loss.
,,,
Since the thick liner is not separate from the tire, it does not stretch when
I inflated and will not burst if punctured. Instead, the liner closes around the
,
puncturing object to prevent substantial pressure loss.
__:J SIDEWALL
,,
I
,, TIRE AND WHEEL IDENTIFICATION

BEAD RIM VALVE
t
r
I
, Tubeless tires have "TUBELESS" stamped on the sidewalls.
Tubeless tire rims have "TUBELESS TIRE APPLICABLE" stamped on
them.
Tires and wheels designed for the use of tubes do not have any specific
r markings.
'
I
I 17-3
l
WHEELS/TIRES
The rim, bead seating areas, and rim valves on tubeless tires are different
from tube-types in construction. METALLIC VALVE RUBBER VALVE
(RIGHT ANGLE TYPE) (STRAIGHT TYPE)
Be careful to protect the sealing surfaces when handling and storing
tubeless tires and rims.
Valve stems on tubeless tires generally come in two types and angles. The
stem may be made of metal and is secured with a nut on the inside of tt,e
rim . Or, it made be primarily made of rubber and be a compression fit. A
valve may be a straight type, that extends virtually from the rim, or be
angled.
The outside diameter of the holes in the wheel rim to accommodate valves
I
are as follows:
• Tube type: 8.5 mm
.,.
• Tubeless (standard): 11 .5 mm
• Tubeless (TPMS): 15.0 mm
TIRE CODES
Tires have codes molded into their sidewalls that include important
information, including type, size, and speed rating. See the information
given below. HEIGHT/WIDTH RATIO =%
Inch codes
4.00 H-18 4PR I-
I '
I T
(.')
w
I
Tread width: 4 inch Ply No., 4-ply rat;og
Speed limit code Rim diameter: 18 inch

WIDTH
Metric codes
T,ead w;dth, 170 mm
HeighUTread Ratio = 60%

T TII
170/60 R 18 73 H
\ peed 1;m;1 code

I Max. load code
Rim diameter: 18 inch
Radial indication mark
SPEED LIMIT CODE TABLE

Code Speed mph (kph)
j 62 (100)
N 87 (140)
p 94(150)
s 11 2 (180)
H 130(210)
V 149 (240)
7 14Q+ (?4()+ l
17-4
WHEELS/TIRES
STORAGE
Store tubeless tires upright with a spacer or thick paper placed between the
beads.
If the bead-to-bead clearance is narrower than the rim width, it will be
difficult to mount the tire.
, Do not stack or lean tires against each other, or place objects on top on
SPACER
stored tires.
To store a mounted, pressurized tire, adjust the pressure to 1/2 of the
WRONG WRONG WRONG
recommended amount. Be sure that the valve cap is securely installed.
Do not store tubeless tires or rims in the following areas:
• Where ozone is produced (near a motor or battery charger)
• In high heat areas (near a heater, steam pipe, etc.)
• Where oil or grease is stored
• In direct sunlight
• In wet or humid areas
17-5
WHEELS/TIRES
TIRE PRESSURE MONITORING SYSTEM (TPMS)
Introduced on the 2009 GL 1800, the TPMS monitors tire air pressure while the motorcycle is being ridden. A tire pressure sensor
(transmitter) is installed on each tire valve inside the wheel rim . The sensors send tire pressure information via radio waves to the
TPMS receiver located on the right radiator.
There are two indicators in the combination meter; the low tire pressure indicator comes on when front and/or rear tire pressure is
low, and the TPMS indicator indicates if there's a problem with the system. The low tire pressure indicator alerts the rider that the
front and/or rear tire pressure is low, but does not specify which tire pressure is low. )
TPMS INDICATOR
I'
TIRE
VALVE
TIRE PRESSURE TIRE PRESSURE SENSOR:

SENSOR
NOTE:
• All TPMS information given is for the GL 1800. Specifications and information for other applications may be different. Always
refer to the model specific Service Manual.
17-6
WHEELS/TIRES
FUNCTION
Once the vehicle speed exceeds about 15 km (9 mph), the TPMS receiver monitors the front and rear tires and the system. The tire
pressure sensors detects the air pressure, the temperature inside the tires, and acceleration, and sends the information to the
TPMS receiver.
• If less than approximately -10% tire pressure (against specified tire pressure) is detected, the low tire pressure indicator will
blink. Then if less than approximately-20% tire pressure is detected, the low tire pressure indicator will stay on.
• Each tire pressure sensor has its own ID to prevent jamming by similar systems on other vehicles. After memorizing each
sensor IDs, the TPMS receiver receives only those specific signals.
I
~ NOTE:
• • Because tire pressure varies by temperature and other conditions, the low tire pressure indicator may turn on unexpectedly. The
tire pressure increases slightly as the temperature in the tires rises during riding at highway speeds. The pressure also
'
increases or decreases slightly with changes in outside air temperature. A temperature change of about 10°C (50°F) changes
tire pressure by about 10 kPa (0.1 kgf/cm , 1.4 psi). If the temperature drops, the pressure could decrease just enough to turn on
the low tire pressure indicator, but later, the temperature could increase enough to turn the indicator off.
- -- "; Radio frequency

circuit
Micro computer
ITire pressure sensor I ITire pressure sens~r I
' FRONT TIRE REAR TIRE ~-int_erf_ac_e~f

Coo.,
TPMS RECEIVER
---+--- I [TPIISJ[ (l) J I
METER
LOW TIRE PRESSURE INDICATOR OPERATION:
Specified tire
pressure
[W] OFF
' I /
~ P' 111\1
Approx. -10% - -~ - ------- - - -@j- Blinks
/ I '
Approx. - 20% [(l) J Stays on
,,
:~ : ' 15 km/h
Vehicle Speed ' '
....._ 20 sec!
1
: pignal : pignal :{>Signal :{>Signal :{>Signal

Tire Pressure Sensor
n
, 1 min. 1 min. 1 1 min. 1 1 min. 1 1 min.
Indicators [rm] [(l) j ON

(when normal) OFF , -
. - - . , . . - - , -- - - - , - - - - - , - - - . . - - - - - . - - - - - , - - •
isec.
17-7
WHEELS/TIRES
TIRE PRESSURE SENSOR MODES
Every motorcycle that is equipped with TPMS has the sensors activated from the factory and they arrive at the dealership in Parking
Mode. Shipping Mode only applies to new replacement sensors that must be activated at the dealership.
Shipping Mode:
In Shipping Mode the sensor is dormant (sleeping) and does not transmit any signals. New replacement sensors are shipped to the
dealer in shipping mode. Shipping mode helps preserve battery life. From Shipping Mode a sensor is activated and goes into Test
Mode using the TPMS Tester Tool (memorizing the tire pressure sensor ID).
Test Mode: I
In Test Mode the sensor transmits signals in 20 second intervals, which can be read by the tester tool. An activated sensor is
placed into Test Mode by increasing the tire pressure to 350 kPa (50.1 psi) and waiting one minute.
Riding Mode:
In Riding Mode the sensor transmits signals to the TPMS receiver in one minute intervals. The TPMS Tester Tool can also read the
signals in Riding Mode. An active sensor enters Riding Mode after the motorcycle has been ridden for 20 seconds at over 15 km/h
(9 mph). The sensor remains in Riding Mode for seven minutes after the motorcycle has been stopped.
Parking Mode:
In Parking Mode the sensor does not transmit any signals and therefore cannot be read by the TPMS Tester Tool. The sensor
enters Parking Mode after the motorcycle has been stopped for seven minutes.
SENSOR
SENSOR MODE MODECHANGETruGGER
TRANSMISSION
Shipping
To Test Mode: Sensor ID memorization (with
No I
TPMS tester only).
Test
To Riding Mode: Riding over 15 km/h (9 mph)
Yes
for 20 sec.
Riding
Yes To Parking Mode: Parked for 7 min.
Parking To Test Mode: Tire pressure over 350 kPa

(50.1 psi) for 1 min.
No
To Riding Mode: Riding over 15 km/h (9 mph)
for 20 sec.
17-8
WHEELS/TIRES
SERVICE INFORMATION
GENERAL
• Support the motorcycle on its centerstand and/or with a jack or other suitable support under the engine or frame when servicing
the front wheel. Be certain that the motorcycle is secure before proceeding.
• If the motorcycle, scooter or ATV is equipped with tubeless tires, valves, and wheel rims, use only tires marked "TUBELESS"
and tubeless valves on rims marked "TUBELESS TIRE APPLICABLE." Never mount tires designed for use on automobiles.
t
I Any attempt to mount passenger car tires on a motorcycle rim may cause the tire bead to separate from the rim with enough
explosive force to cause serious injury or death.
f
TPMS SPECIFIC
' • The TPMS device complies with part 15 of the FCC rules and Industry Canada Standard RSS-210. Operation is subject to the
following to conditions: (1) This device may not cause harmful interference, and (2) this device must accept any interference
received , including interference causing undesired operation. Changes or modifications not expressly approved by the party
responsible for compliance could void the user's authority to operate the equipment.
• Modifying the TPMS could make the system ineffective.
TIRE REPLACEMENT
• The wheels on vehicles with TPMS are specific to the system. Use TPMS specific wheels only.
• Use extreme caution when removing or replacing tires. Incorrect tire replacement will damage the tire valve and pressure
sensor. Always refer to the TPMS EQUIPPED TIRE REMOVAL AND INSTALLATION section (page 17-31).
• When replacing a tire due to a flat or blow out, check the TPMS indicator for any tire pressure sensor faults before tire
replacement. You cannot check the sensor with the Special Tool (VT55) once the tire is removed.
• Check the TPMS function after replacing the tire. Check that the TPMS indicator does not come on when test-riding the
motorcycle at 12 mph (20 km/h) or more. Do not get any liquid or sealant on the sensor. Liquid or sealant may cause sensor
malfunction.
MEMORIZING THE TIRE PRESSURE SENSOR ID

Tire pressure sensors IDs must be memorized to the TPMS receiver whenever any of following components are replaced:
• Replace the TPMS receiver.
• Replace the tire pressure sensor.
Refer to the tire pressure sensor initialization in the model specific Service Manual.
PROBLEMS THAT ARE NOT SYSTEM FAULTS

Normal Air Loss:
Air loss will occur over time and which is normal. This may trigger the low pressure indicator and indicates the tire needs air. This is
the intended role of the TPMS and is not covered under warranty.
Tire Sealant:
Fluid sealant used to repair a punctured tire can damage the tire pressure sensor mounted in each wheel. It can prevent the system
from detecting the correct tire pressure even though the system is normal.
Cold Weather:
When the weather is extremely cold, about - 40°C (- 40°F) or colder, the output of the lithium battery in each tire pressure sensor
may drop far enough that the TPMS receiver sets a OTC for low battery voltage even though the system is normal.
Non-TPMS Wheels:
Motorcycle equipped with TPMS must use wheels made for the system. Do not use any other type of wheel.
NOTE:
Tire pressure increases slightly as the temperature in the tires rises during riding at highway speeds. Pressure also increases or
decreases slightly with change in outside air temperature. A temperature change of about 10°C (18°F) changes tire pressure by
about 10 kPa (0.1 kgf/cm2 , 1.5 psi). If the temperature drops, tire pressure could decrease just enough to turn on the low pressure
indicator, but later, the tire temperature could increase enough to turn the indicator off.
17-9
WHEELS/TIRES
TOOLS
When conducting wheel and tire inspection, servicing, and repair, the special tools listed below may be required . See the model
specific Service Manual for the part numbers of the specifically required tools. For information on the TPMS tester, see page 28-7.
For a list of common hand tools, page iv.
Bearing remover head Bearing remover shaft Driver
I
I
Attachment A TV Bead Buster TPMS Tester AEQVT55
SCS Service Connector
17-10
,,
I
t
r TROUBLESHOOTING
Front wheel oscillation, wobble or head shake
WHEELS/TIRES
• Excessive loading (accessories)

r • Cupped front or rear tire (cupping caused from low tire pressure) (page 2-56)
'f • Worn or unevenly worn front or rear tire (wear caused from low tire pressure or normal wear) (page 2-56)
• Out of balance front or rear tire (page 17-36)
• Front or rear tire damage
I • Excessive front tire axial run out (page 17-45)
• Bent front rim
I
• Worn front wheel bearings (page 17-23)
• Steering related (see Section 19)
- Steering obstruction
- Loose steering head bearings
( - Steering torque; out of specification.
Rear wheel wobbling
'I
,• • Bent rim
• Faulty rear tire
• Unbalanced rear tire and wheel (page 17-36)
• Low rear tire pressure (page 2-56)
• Suspension related (see Section 20)
- Faulty swingarm pivot bearings
- Suspension fastener not tightened properly
Front wheel hop
• Cupped front tire caused from low tire pressure (page 2-56)
• Worn or unevenly worn front tire wear caused from low tire pressure (page 2-56)
I, The motorcycle pulls to one side
,,
• Apparent one-sided load
• Modification causing lateral weight unbalance
• Tire wear; different between front and rear (page 2-56)
• Rear wheel not aligned (lateral chain adjustment; unbalance)
• Worn wheel bearings (page 17-23)
,,
• Bent frame and/or axle (page 17-22)
f • Steering related (see Section 19)
,,
- Steering defect
- Steering torque; out of specification
- Damaged steering head bearings
,It
- Right and left front forks; not aligned
- Bent fork leg
- Worn swingarm pivot component
Steering is heavy
• Excessive accessory loading
' • Low front tire pressure (page 2-56)

• Worn or unevenly worn front tire wear caused from low tire pressure (page 2-56)
• Steering related (see Section 19)
- Steering defect
- Steering torque; out of specification
- Steering bearing adjustment nut too tight
- Worn or damaged steering head bearings
Soft suspension
• Low tire pressure (page 2-56)
- Weak fork spring
- Low fluid level or Insufficient fluid weight (low viscosity) in fork
Wheel turns hard
• Faulty wheel bearings (page 17-23)
• Bent front axle (page 17-22)
• Faulty speedometer gear
• Brake related (see Section 18)
- Brake drag
NOTE:
• For Tire Pressure Monitoring System (TPMS) troubleshooting, see the model specific Service Manual.
., 17-11
•
l
'
I
WHEELS/TIRES i
WHEEL REMOVAL/INSTALLATION
NOTE:
• When removing and installing wheels on ABS
equipped vehicles, be careful not to damage the )
ABS rotors and sensors.
• See the model specific Service Manual for any I
special procedures related to the ABS components.
FRONT WHEEL
Raise the vehicle off the ground and securely support it
by using a dedicated stand or placing a jack o~ other
support under the engine or frame.
If applicable, disconnect the speedometer cable and
front brake cable from the wheel.
On vehicles with hydraulic disc brakes, if the wheel
cannot be removed with brake caliper(s) installed on the
fork legs, remove the brake caliper(s) and bracket(s)
before removing the wheel.
•
NOTE:
• Do not let the brake caliper hang from its hose(s). '
I
AXLE NUT TYPE

Removal
Remove the axle nut.
Pull the axle from the fork legs while holding the wheel;
then remove the wheel.
Installation
Drum brake: Align the speedometer gear box retainer
tabs with the cutouts and install the brake drum on the
wheel hub.
Install the side collar.
Coat the axle with a small amount of grease.
Place the wheel between the fork legs while aligning the
boss on the fork leg with the groove in the brake panel.
Insert the axle through the fork legs.
Turn the front wheel so that the speedometer gear
retainer will engage properly with the wheel hub.
17-12
WHEELS/TIRES
'
Hydraulic disc brake: Align the stop on the
speedometer gear box with the boss on the fork leg.
Set the wheel so that the brake disc is positioned
between the brake pads. Use care not to damage the
brake pads.
' Refer to the model

Install the axle.
Tighten the axle nut to the specified torque .
specific Service Connect the cables.
Manual for specified
I torque.
' SINGLE HOLDER TYPE

Removal
Loosen the axle holder nuts.
Loosen the axle while holding the wheel. Remove the
axle.
Remove the wheel.
,
t
t
t
,,
t Installation
Hydraulic disc brake: Place the front wheel between
the fork legs while slipping the disc between the pads. AXLE HOLDER
rt .
Take care not to damage the pads. Position the wheel
,
in place and insert the axle through the wheel.
t Loosely install the axle holder with its UP mark facing
up.
,,i Refer to the model

specific Service
torque.
Tighten the axle to the specified torque.
r
r,,
,, With the front brake applied, pump the front suspension
up and down several times to seat the axle and check
f ,, brake operation.
,,,
Refer to the model Tighten the holder nuts to the specified torque.
specific Service
NOTE:
torque. • The holder nuts should be tightened :
- On vertically split type: upper first, then lower nut.
- On horizontally split type : front first, then rear nut.
I Reconnect the cables.
l
,
t
I
I
t
f
;
t 17-13
WHEELS/TIRES
DOUBLE HOLDER TYPE
j
Removal
Remove the holders from both sides and then remove
the front wheel.
Disassembly
Remove the axle nut from the axle; then remove the
axle, collar and speedometer gear.
Assembly
Install the side collar and speedometer gear box onto
the wheel hub.
Coat the axle with a small amount of grease and install
the axle. Tighten the axle nut to the specified torque.
Installation
Place the front wheel between the fork legs.
Set the brake disc between the brake pads carefully. Do
not damage the pads.
AXLE NUT
Slowly lower the front of the vehicle until the fork legs
are aligned with the axle.
Install the axle holders with the arrow pointing forward
and the speedometer gear box boss aligned with the
fork leg stop.
Refer to the model Tighten the upper nuts to the specified torque.
specific Service
NOTE:
torque. • The holder nuts should be tightened :
- On vertically split type: upper first, then lower nut.
- On horizontally split type: front first, then rear nut.
Reconnect the cables.
17-14
WHEELS/TIRES
I
t PINCH BOLT TYPE
Removal
Loosen the axle pinch bolts on the axle bolt side and
remove the axle bolt. PINCH BOLT
Loosen the axle pinch bolts on the opposite side and

remove the axle while holding the wheel. Remove the
front wheel.
NOTE:
• Note the location and orientation of any collars.
AXLE BOLT
Installation
Place the front wheel between the fork legs and locate
the brake disc(s) between the pads. Be careful not to AXLE
damage the pads.
Refer to the model Install the axle and tighten the axle bolt to the specified
specific Service torque.
Align the speedometer gear box stop with the fork leg
torque.
stop.
NOTE:
• Make sure that the index line on the axle aligns with
the fork leg surface.
Refer to the model STOP(SPEEDOMETER
specific Service GEAR BOX) INDEX LINE
torque. With the front brake applied, pump the front suspension
up and down several times to seat the axle and check
brake operation.
Refer to the model Tighten the pinch bolts to the specified torque .
specific Service
torque.
Check the clearance between the brake disc and the

caliper bracket on each side after installation. The
C A L I ~ 0.7 mm (0.3 ;o)
clearance should be at least 0.7 mm (0.03 in).
If the clearance is not 0.7 mm (0.03 in) or more, loosen
the holder nuts or pinch bolt on the axle shaft side and
adjust the clearance. Then tighten the holder nuts or
pinch bolt to the specified torque .
DISC
17-15
WHEELS/TIRES
REAR WHEEL
• Support the vehicle securely with the rear wheel off
the ground.
• Remove the muffler and/or other parts necessary to
gain access to the wheel.
- Ensure correct disconnection of any exhaust valve
cables when removing an exhaust so equipped .
• For drum brakes, disconnect the brake rod or cable
and the brake torque rod from the brake panel.
• For hydraulic disc brakes, it may be necessary to
remove the brake caliper. Refer to the Model
Specific manual.
• Note the side collar position and direction so it can
be installed properly.
• After installing the wheel , make sure that it turns
smoothly and without binding.
I
CHAIN DRIVEN TYPE

Removal
Loosen the axle nut and the drive chain adjusters.
Move the rear wheel forward, and disengage the drive
chain from the driven sprocket.
For mechanical drum brakes, remove the rear brake REAR AXLE BRAKE
CHAIN ADJUSTER
adjusting nut and depress the pedal to disconnect the PANEL
brake rod (or cable) from the brake arm. If a brake
BRAKE
torque rod is mounted on the brake panel, disconnect ARM
the torque rod from the brake panel by removing the
torque rod mounting nut.
Remove the axle nut and the rear axle.
For hydraulic disc brakes: move the caliper assembly
away from the disc to avoid interference.
Remove the rear wheel.
BRAKE ADJUSTING NUT TORQUE ROD
Replace the rubber For sprocket hub equipped wheels, check the rubber
dampers as a set. dampers for deterioration or damage and replace the
rubber dampers with a new one if necessary.
Upon installation, coat a new 0-ring with grease.
Install the rubber dampers and 0-ring into the wheel
hub.
17-16
WHEELS/TIRES
Installation
For drum brakes: install the brake panel and side collar
on the wheel hub.
NOTE :
• Be sure the collar is installed properly.
Place the rear wheel into the swingarm while laying the
,. drive chain between the sprocket and wheel hub.
If there is no brake torque rod, insert the stop on the
swingarm into the groove in the brake panel when GROOVE
installing the wheel into the swingarm.
For hydraulic disc brakes: install the rear wheel by
working the brake disc between the brake pads. Be
f careful not to damage the pads.
With the rear wheel in place, install the axle with the
AXLE AXLE NUT
chain adjuster.
NOTE :
• On eccentric cam types, note the proper direction of
the chain adjuster.
Install the chain adjuster and axle nut on the opposite
side of the wheel.
Fit the drive chain over the driven sprocket.
DRIVE CHAIN CHAIN ADJUSTER
For mechanical drum brakes: connect the brake rod (or

cable) to the brake arm and install the adjusting nut REAR AXLE
loosely. If applicable, connect the torque rod to the
brake panel and tighten the torque rod nut to the
specified torque .
Adjust the drive chain slack.
Refer to the model Tighten the rear axle nut to the specified torque.
specific Service Secure the axle nut and torque rod nut with a new cotter
Manualfor specified pin if required .
torque.
For mechanical drum brakes: adjust the rear brake
pedal free play.
Hold the switch Check the rear brake switch for correct operation and BRAKE ROD
body when adjust if necessary.
adjusting the switch
to avoid damaging
the wires.
17-17
WHEELS/TIRES I
SHAFT DRIVEN TYPE
Removal '
I
For drum brakes: disconnect the brake rod (or cable)
and torque rod from the brake panel. AXLE NUT PINCH BOLT
Remove the axle nut and loosen the axle pinch bolt.
J
Remove the rear axle.
For hydraulic disc brakes: move the caliper assembly
away from the disc to avoid interference.
Remove the side collar and pull the rear wheel from the
I
final drive gear. Remove the rear wheel.
I'
I
;
BRAKE TORQUE ROD
Installation
Inspect the flange splines for wear, then , if good, coat
the driven flange splines with molybdenum disulfide
grease.
Install the brake drum onto the wheel hub.
Place the rear wheel into the swingarm.
For hydraulic disc brakes: work the brake disc between
the brake pads. Be careful not to damage the pads.
Align the splines of the driven flange with the splines of

DRIVEN FLANGE
the ring gear and push the rear wheel onto the final
drive gear.
Install the side collar.
NOTE:
• Be sure the collar is installed properly.
Install the axle.
For mechanical drum brakes: connect the brake rod (or

cable) to the brake arm and install the adjusting nut
loosely. Connect the torque rod to the brake panel and
tighten the torque rod nut to the specified torque .
Refer to the model Tighten the axle nut first; then tighten the axle pinch bolt
specific Service to the specified torque.
Manualfor specified If so required, secure the torque rod nut with a new
torque. cotter pin.
For mechanical drum brakes: adjust the rear brake

pedal free play.
BRAKE ROD
17-18
WHEELS/TIRES
SWINGARM TYPE (SCOOTER)
Removal
Remove the frame covers and exhaust muffler if
necessary.
Apply the rear brake and loosen the axle nut.
NOTE :
• If the rear axle spins with the axle nut, apply torque
to the wrench allowing the scooter to tilt rearward
and the rear wheel to contact the ground .
Remove the axle nut and the rear wheel.
Installation
Install the rear wheel by aligning the splines of the
wheel hub with the final drive shaft splines.
Refer to the model
specific SeNice
Manua/for specified
Apply the rear brake and tighten the rear axle nut to the
specified torque.
NOTE:
/' ~---------
~~'-
torque.
• If the rear axle spins with the axle nut, apply torque
0
to the wrench allowing the scooter to tilt rearward
and the rear wheel to contact the ground.
Install the removed parts.
17-19
WHEELS/TIRES
SINGLE-SIDED SWINGARM (CENTER LOCK TYPE)
Removal
Remove the cotter pin.
NOTE:
• Do not reuse cotter pin. 1
Set the rear wheel to touch the ground and loosen the
WHEEL NUT
wheel nut while applying the rear brake.
Using the centerstand or equivalent, lift the rear wheel.

Remove the wheel nut, washer (if equipped), center WASHER
lock spacer, and rear wheel.
WHEEL NUT
Installation
Check the drive pin hole for damage and cracking and
clean the contact surface of the rear wheel to the rear WHEEL
axle.
Apply grease to the axle center lock spacer and the
contact surface of the rear wheel.
Install the rear wheel aligning the drive pin hole and the
wheel center hole.
17-20
WHEELS/TIRES
Install the center lock spacer, washer (if equipped) and
axle nut.
CENTER LOCK SPACER NUT
Refer to the model Place the rear wheel on the ground and tighten the
specific Service wheel nut to the specified torque while applying the rear
Manual for specified brake.
torque. Tighten the axle nut to align a groove of the nut to the
hole of the axle (to enable the cotter pin to be inserted).
NOTE:
• Alignment of the groove and the pin hole should be
done in the tightening direction .
Install the new cotter pin and fold the end to lock the
axle nut (page 17-20).
SINGLE-SIDED SWINGARM (LUG TYPE)

Removal
Support the motorcycle securely on its center stand or
other suitable support.
Remove the wheel nuts and rear wheel.
Inspection
Check the wheel bolt holes for wear, cracks or other
damage.
Clean the axle hub mating surface of the wheel.
17-21
WHEELS/TIRES
Installation
Install the rear wheel in the reverse order of removal.
Refer to the model Tighten the wheel nut to the specified torque.
specific Service
torque.
AXLE INSPECTION
Set the axle in V-blocks. Rotate the axle and measure
the runout using a dial indicator.
Refer to the model The actual runout is 1/2 of the total indicator reading.
specific Service Replace the axle if the service limit is exceeded.
Manual for the
service limit.
17-22
WHEELS/TIRES
WHEEL BEARING REPLACEMENT
NOTE:
• Disc brake type: Be sure to remove the brake discs
before removing the wheel bearings.
• Refer to the table on page 1-27 for information on
bearing remover/driver size.
REMOVAL
Front wheel
11' Remove the dust seal, side collar, brake drum, and
speedometer gear box retainer.
Rear wheel
Chain drive type : Remove the driven sprocket.
Shaft drive type: Remove the driven flange.
Remove the right and left wheel bearings with the
BEARING REMOVER HEAD
bearing remover shaft and remover head.
v
TOOL: C
Bearing remover head G
v
INSTALLATION \
NOTE:
• Right and left bearings have a specific installation
order. Refer to the model specific Service Manual for
r
which bearing to install first.
!
I TOOL:
f Bearing driver
I Attachment
,,'' Drive in a new bearing.

BEARING DRIVER
,
f
,,
t
,,
t
,,
,
f
Check the distance collar for the proper installation
direction and install the collar.
DISTANCE COLLAR
,
;
Replace right and left bearings in pairs. Do not reuse
old bearings.
Install the other bearing .
'
t Single side sealed bearings:
Install the bearing with the sealed side facing out.
I Fully sealed bearings:
Install the bearing with its stamped size mark toward
the outside.
,
17-23
WHEELS/TIRES
TIRE REMOVAL (MANUAL, NON TPMS)
I NOTICE I
• Be careful not to damage the rim area when using
tire mounting tools.
Refer to page 17-31 for motorcycle wheel/tire servicing
with a TPMS sensor attached and using a tire mounting
machine.
Refer to page 17-37 for ATV wheel/tire servicing.
Remove the wheel.
NOTE:
• When working on wheels, prevent damage to the
wheel, brake discs, and other components by
placing the wheel on an appropriate surface.
• Single brake disc wheels: To prevent damage to the
disc, place the wheel on a level surface with the disc
facing up.
• Double brake disc wheels: Remove one disc first;
then place the wheel on a level surface with the
other disc facing up.
Remove the valve cap and bleed air by depressing the
valve core.
Remove the valve core after bleeding the air
completely.
Remove the valve stem nut and push the valve stem
lightly.
STEM NUT VALVE CORE
If a rim lock is installed, loosen the lock nut and push

the rim lock down.
RIM LOCK
17-24
WHEELS/TIRES
If no tire bead breaker is available, place the wheel on a
surface and in a position where it will not be damaged
and carefully step on the sidewall to collapse the bead .
NOTE:
• Do not step on the rim .
,
The tire can be Work the bead into the rim center and slide the tire out
removed easily of position.
r once the beads are
Lubricate the rim and tire mating surfaces with water.
collapsed
completely. NOTE:
• Use only water as a lubricant when removing or
mounting tires. Soap or some mounting lubricants
may leave a slippery residue that can cause the tire
to shift on the rim and lose tire pressure during
riding .
• To avoid damaging the rim when using the tire lever,
always use rim protectors and use dedicated
motorcycle tire levers.
Be sure that the bead is completely collapsed . Install a RIM CENTER
rim protector on the rim. L __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ______J
With tubed tires, insert the tire lever from the opposite
side of the valve and raise the bead over the rim .
With tubeless tires, insert the tire lever from the valve
side and raise the bead over the rim .
Insert another tire lever 30 - 50 mm (1 - 2 in) from the

first one and raise the bead over the rim, little by little. TIRE LEVER
NOTE:
• Do not try to raise the bead too much at one time.
• Do not pry against or scratch the rim lock area with
the tire lever.
RIM PROTECTOR
17-25
WHEELS/TIRES
Repeat the above procedures until half of the bead is
removed, then remove the remaining bead by hand. I
TUBE-TYPE TIRE ONLY

Press the valve into the rim hole completely and
remove the tube from the tire.
Remove one side of the bead using same procedures

as described for tubeless tires.
Remove the tire from the rim.
TIRE LEVERS
17-26
WHEELS/TIRES
RIM VALVE REPLACEMENT
(TUBELESS TIRE ONLY)
NOTE:
• Be sure to use the recommended rim valve.
• Do not damage the valve hole.
• Replace the rim valve whenever installing a tubeless
tire.
• For TPMS rim valve information see the TPMS
section on page 17-33.
SNAP-IN TYPE
Cut off the rim valve at its base and remove it.
RIM VALVE
Apply mild detergent solution to a replacement valve
and insert it from inside of the rim .
Attach a valve installation tool to the rim valve, and
using a piece of wood or similar as a fulcrum, pull the
,
I
valve until it seats.
r
r
r
BOLT-ON TYPE (NON-TPMS)

Depending upon the type, remove the nut from the
inside of the rim and remove the rim valve from the
outside of the rim, or remove the nut from the outside of
the rim and remove the valve from the inside.
Install in the reverse of removal and tighten the nut
securely.
NUT
17-27
WHEELS/TIRES
TIRE INSTALLATION
(MANUAL, NON-TPMS)
NOTE:
• Refer to page 17-31 for TPMS equipped wheels
• Refer to page 17-37 for ATV wheel tire servicing .
I NOTICE I
• Be careful not to damage the rim area when using I
• Always replace rims which have been bent or have
cracks, as they may cause air leakage.
• Always replace the rim if there are any flaws that are I
over 0.5 mm deep or 1.0 mm wide on the bead
contact surface.
Check the overall condition of the tire.
TIRE
For a tubed tire, check the rim band and rim lock to be
sure they are installed properly.
NOTE:
Use only water as a lubricant when removing or
mounting tires . Soap or some mounting lubricants
riding .
motorcycle tire levers.
Lubricate with water only
If the tire has a balance dot (paint mark), install the tire BALANCE DOT
INSTALLATION
with this mark aligned with the valve. SEQUENCE
If the tire has a rotation direction arrow, install the tire
with the mark pointing in the direction of rotation.
Stand the tire upright, hold it with one hand and , starting
from the side opposite the valve, install one side of the
tire on the rim as much as you can by hand.
Be sure to install the tire on the rim in the sequence
shown on the right.
Place the wheel on a level surface that will prevent any

damage and install the remaining portion of the bead TIRE LEVERS
using two tire levers and a rim protector.
17-28
WHEELS/TIRES
TUBE TIRES ONLY
NOTE:
Use only water as a lubricant when removing or
mounting tires. Soap or some mounting lubricants
riding.
, motorcycle tire levers.

Inflate the tube with a small amount of air and push into
the tire. VALVE
Insert the valve through the rim valve hole and loosely
install the stem nut.
Work the tube by hand until it is seated evenly in the rim
center.
Be sure that the tube is not twisted and the valve stem
is straight.
Install the bead on the other side of the tire while

holding the assembled portion of the bead with your
knee to prevent it from coming off.
NOTE:
• Before using the first tire lever, make sure that the
bead on the opposite side is positioned in the center
of the rim .
Install the bead a little at a time, using care not to
damage the tube or the rim with the tire lever.
After 1/2 of the bead has been installed, insert the
second tire lever at a distance of 30 - 40 mm (1 - 2 in)
from the first. Continue working the bead under the rim
with the levers in this proximity until 3/4 of the bead has
been installed.
NOTE:
• Hold one tire lever upright to remove the other lever.
After 3/4 of the bead has been installed, check the bead
on the opposite side. Be sure it is still in the center of
the rim .
NOTE:
• The last portion of the bead is more difficult to install.
The rim and bead may be damaged if the bead on
the opposite side of the point where you are working
is not in the rim center.
17-29
WHEELS/TIRES
When only 50 - 60 mm (2 - 2.5 in) of the bead remains
RIM PROTECTOR
free, pull the two levers up and over.
NOTE:
• It is important to align the balance dot (paint circle or
spot) with the valve stem . The balance dot indicates
the lightest portion of the tire. Alignment with the
valve stem minimizes the weight needed to balance
the wheel and tire.
Install the valve core.
VALVE CORE
i
TIRE LEVERS
Lubricate the tire bead and rim area with water.

Tap on the tire tread surface with a rubber hammer so
that the tire and rim fit evenly around the circumference.
Be sure that the tire center and rim center are aligned.
Lubricate with water only

Inflate the tire to 1.5 times the standard recommended
pressure to seat the bead on the rim .
NOTE:
• For tubeless tires , you may hear a loud sound as the
bead seats onto the rim . This is normal.
For tubeless tires, if air leaks out from between the rim
and bead, let the wheel stand with the valve at the
bottom and increase air pressure while pushing down
on the tire .
Check that the tire bead seats on the tire rim securely
RIM LINE
and the rim line of the tire is concentric with the rim .
Refer to the model
specific Service
Adjust the tire pressure to the specified pressure.
Check the wheel balance.
~@~
Manual for the
specified tire
2
pressure.
17-30
WHEELS/TIRES
Tighten the rim lock nut to specified torque (if available).
Tighten the valve stem nut (on tube tires) .
Install the wheel.
TPMS TIRE PRESSURE SENSOR

REPLACEMENT/TIRE REMOVAL AND
INSTALLATION
I NOTICE
• Be careful not to damage the rim area when using
• Use extreme caution when removing or replacing
tires on TPMS equipped vehicles. Incorrect tire
replacement will damage the tire valve and pressure
sensor.
• If wheel replacement is necessary, use only Honda
Genuine TPMS specific wheels. Not using the
correct wheels may cause the TPMS indicator to
illuminate.
• Do not get any liquid or sealant on the sensor. Liquid
or sealant may cause sensor malfunction.
' NOTE :
!
• All TPMS information given is for the GL 1800.
Specifications and information for other applications
may be different. Always refer to the model specific
t Service Manual.
• This tire removal procedure is for a clockwise tire
mounting machine.
t
TIRE REMOVAL
r Remove the wheel as indicated in the model specific

Service Manual.
VALVE STEM
Remove the tire valve cap and valve core, and let the
f tire deflate.
,
r
r-
Do not position the
bead breaker too
close the rim .
Position the wheel so that the valve stem is at least 30°
(5 inch) from the bead breaker of a tire mounting
machine and break the tire bead to loosen it from the
wheel rim .
f
r
r 17-31
WHEELS/TIRES
Position the wheel on the tire mounting machine and
First bead removal: TIRE LEVER
insert a tire lever against the tire arm at 30° (5 inch)
counterclockwise from the valve stem.
Lever the bead over the rim, set the tire arm and turn
the wheel clockwise to pull the entire bead over the rim .
Do not turn the wheel through a full rotation. The entire
bead should disengage from the rim before the tire arm
reaches the area of the valve stem.
Be careful not to To disengage the second tire bead from the wheel rim,
damage the tire position the wheel , tire lever, and tire arm as described
Second bead removal:
pressure sensor in previous step. Use the same procedure to remove
when raising the second bead and remove the tire from the wheel.
the tire.
TIRE LEVER
TIRE PRESSURE SENSOR
17-32
WHEELS/TIRES
SENSOR REMOVAL
Remove the tire (page 17-31 ).
Loosen the valve nut and remove the following :
- tire valve
- pressure sensor assembly
- valve seal
PRESSURE VALVE NUT

SENSOR ASSEMBLY
VALVE SEAL
TIRE VALVE
BATTERY DISPOSAL
NOTE:
• Do not disassemble the tire pressure sensor except
VALVE NUT
for the battery disposal. Be sure to replace the
sensor as an assembly with a new one.
Remove the tire pressure sensor as shown above.
Remove the valve nut and screw. SENSOR
Release the two tabs to remove the sensor housing. HOUSING
Remove the battery and dispose of properly.
Install a new tire pressure sensor (page 17-34). ~ BATTERY
TABS
SCREW
17-33
WHEELS/TIRES
SENSOR INSTALLATION
I NOTICE I
Do not get any liquid or sealant on the sensor. Liquid or
sealant may cause sensor malfunction. VALVE NUT
NOTE:
• If a puncture repair product was used, thoroughly
clean the inside of the wheel rim.
Clean the valve installation area of the rim with a
degreasing agent.
Do not apply grease Install a new valve seal onto the rim valve with the large
to the valve seal. O.D. side facing the valve side.
Place the spring on the sensor assembly into the flat
area of the valve hole in the rim and the round side of
the sensor facing the opposite direction of wheel
rotation .
Hold the valve nut and align it with the valve hole in the RIM VALVE
rim, then install the tire valve.
RIM VALVE
Deg,e~
SENSOR ASSEMBLY
Do not screw in the Gradually screw in the tire valve and position it with the
tire valve to the valve neck facing the left of the motorcycle (lug side), Rotating
point of the plastic and parallel with the axle. Make sure that the sensor Direction
sensor housing
coming into contact
with the rim.
body is aligned with the wheel rotating direction as
shown . t LUG
Do not use a Make sure the valve seating surface is fully seated on f
wrench that is more the wheel and tighten the valve nut while holding the flat
I
than 10 mm (0.4 in) surfaces of the tire valve.
thick or it will
interfere with the TORQUE: 6.5 N·m (0.7 kgf·m, 4.8 lbHt)
valve. After the sensor installation, confirm the following items.
- the tire valve neck is facing to the left side and
parallel to the axle direction.
- the sensor body is aligned with the wheel rotating
direction and is not in contact with the rim.
Install the tire (page 17-35). Round Side
Complete the memorizing the tire pressure sensor ID
proceedure (page 17-48). -
WRENCH
Less than
i.=t-F, , -~ 10 mm (0.4 in)
TIRE VALVE
17-34
WHEELS/TIRES
TIRE INSTALLATION
NOTE:
• This tire installation procedure is for a clockwise tire
mounting machine.
• Mount the tire with the arrow mar-I< facing in the
direction of rotation.
• For optimum balance, the balance marks (paint
dots) on the tire and wheel must be aligned (align
the tire light mass point with the wheel heavy mass
point).
• Do not get any liquid or sealant on the sensor. Liquid
or sealant may cause sensor malfunction.
Position the wheel with the tire valve at 180° to the tire
First bead installation:
arm of the mounting machine, and place the tire so the TIRE ARM
first bead is overlapped on the valve position of the rim.
Insert the tire arm.
Make sure the tire Turn the wheel clockwise to insert the first bead over
does not interfere the rim of the wheel.
with the tire
pressure sensor
before turning the
wheel.
-·--··---·---·-··--···
Overlap position
TIRE PRESSURE
SENSOR
r
1
'
17-35
WHEELS/TIRES
Before engaging the second bead, make sure the tire
Second bead installation:
does not interfere with the tire pressure sensor.
Position the wheel on the tire mounting machine and TIRE LEVER
insert a tire lever against the tire arm at 30° (5 inch)
counterclockwise from the valve stem.
Before proceeding, make sure the sensor is still aligned
with the rotating direction of the wheel and there is
enough clearance from it to mount the tire.
Be careful not to Lever the bead over the rim, set the tire arm and turn
damage the the wheel clockwise to push the entire bead over the
pressure sensor. rim.
Install the wheel by following the instructions on page
17-12 or in the model specific Service Manual.
VALVE STEM
After the replacement procedure is completed, test-ride
the motorcycle and check the TPMS indicator by
Manual.
TIRE PRESSURE SENSOR
WHEEL BALANCING
Refer to the model specific Service Manual to
determine if the model being serviced requires wheel
balancing. The manual will specify the type of weights
required, if necessary.
Wheel balance directly affects the stability, handling
and overall safety of the motorcycle. Carefully check
balance before reinstalling the wheel.
Mount the wheel, tire and brake disc assembly in an
inspection stand.
Spin the wheel, allow it to stop, and mark the lowest
(heaviest) part of the wheel with chalk. Do this two or
three times to verify the heaviest area. If the wheel is f
balanced, it will not stop consistently in the same
position.
INSPECTION STAND
To balance the wheel, install wheel weights on the

lightest side of the rim, the side opposite the chalk
marks. Add just enough weight so the wheel will no
longer stop in the same position when it is spun.
BALANCE WEIGHT
17-36
WHEELS/TIRES
ATV/SIDE-BY-SIDE WHEEL/TIRE
REMOVAL/INSTALLATION
Loosen the wheel nuts.
FRONT WHEEL NUT
Support the vehicle using a hoist or equivalent and BEVELED SIDE
independently raise the front or rear wheels off the
ground.
Remove the wheel nuts and wheel.
Install the wheel in its original position.

NOTE:
• Do not interchange the right and left tires. If the tire
has an arrow mark, install the wheel with the arrow
mark pointing in the direction of rotation .
Refer to the model Install the wheel nuts with the beveled sides facing
specific Service inward and tighten them to the specified torque.
Manual for the
specified torque.
r
TIRE REMOVAL
NOTE:
rt • ATV and side-by-side vehicle tires may be removed
manually using tire levers and rim protectors similar
,
to the procedure for motorcycle tires as described
'j starting on page 17-28.

• A pneumatic tire changer may also be used if it can
accommodate ATV and side-by-side vehicle wheels.
The procedure will be similar to that described for
motorcycle tires starting on page 17-31 .
I
• The procedure described in the new few pages uses
a ATV Bead Buster tool to break the bead to allow
tire removal.
• Remove and install the tire from the rim side
opposite the valve stem.
• Remove the core from the valve stem.
Adjust the bottom rim supports to the proper rim size.
Align the flat side of the support with the corresponding RIM SUPPORTS
rim size indicator.
Use only water as a Lube the bead area of the tire with water, pressing .---- ~
\r,,,,
..£.......i . . . "' ' ,'- - -
.i . . .i . . . .l..._t
'". ', ', '·" ·' ',')- - 6
""
lubricant when down on the tire sidewall/bead area in several places to ~
removing or allow the water to run into and around the bead. "' 0
mounting tires.
Soap or some
mounting lubricants
may/eave a
slippery residue that 00
can cause the tire to
shift on the rim and
lose tire pressure
during riding.
17-37
WHEELS/TIRES
Place the wheel assembly over the center shaft and use NUT
CENTER SHAFT
the correct size cone to keep the wheel centered during
operation.
Install the bottom hold down nut, bearing side down,
and finger tighten it so the wheel can rotate freely
during operation.
Install the breaker arm assembly over the center shaft

BREAKER ARM ASSEMBLY NUT
and adjust the upper rim supports to fit the outside rim
diameter.
Install the top hold down nut and tighten it finger tight.
Pull the leverage bar down so the breaker shoe is just

below the rim lip. Turn the crank to fully push the "-----------~LEVERAGE BAR
breaker shoe between the tire bead and rim .
Once the shoe contacts the rim, back the crank out two
turns to allow the shoe to clear the rim's bead lock.
Failure to back out Remove the breaker arm assembly and flip the wheel
the breaker shoe over. Install the breaker arm assembly, adjust the shoe
two turns will cause properly and break the other bead by following the
the shoe to scratch above procedures.
the bead lock, which
Remove the tire from the rim using a tire changing
may cause the tire
machine or tire irons and rim protectors.
to leak.
TIRE REPAIR
NOTE:
• Use the manufacturer's instructions for the tire repair
kit you are using. If your kit does not have
instructions, use the procedures provided here.
Check the tire for the puncturing object(s). Chalk mark
the punctured area and remove the object.
Inspect and measure the damage. Tire repairs for
damage or punctures larger than 15 mm (5/8 in) should
be a section repair. Section repairs should be done by a
professional tire repair shop.
If the damaged area is smaller than 15 mm (5/8 in),
proceed with the repair as described here.
17-38
WHEELS/TIRES
Install a rubber plug into the hole as follows:
Apply cement to a plug inserting needle and work the
needle into the hole to clean and lubricate it. Do this
three times. Do not let the cement dry.
Insert and center a rubber plug through the eye of the
inserting needle.
Apply cement to the rubber plug.
Push the inserting needle with plug into the hole until
the plug ends are slightly above the tire. Twist the
needle and remove it from the tire; the plug will stay in
the tire.
Trim the plug 6 mm (1/4 in) above the tire surface.

Repeat the above procedure if the puncture is large.
Do not use more than two plugs per hole.
Allow the repair to dry. Drying time will vary with air
temperature. Refer to the tire repair kit manufacturer's
f recommendations.
Inflate the tire and test the seal by dabbing a small
f
t
amount of cement around the plug. Escaping air will
cause a bubble in the cement.
r
,, If there is leakage, remove the tire and apply a cold
patch to the inside of the tire as described below.
If a plug has been inserted, trim it even with the inner

tire surface.
J
Temporarily place a rubber patch that is at least twice
J the size of the puncture over the damaged area. Make
a mark around the patch, slightly larger than the patch
I,, itself.
Remove the patch.
Roughen the area marked inside the tire with a tire
buffer or a wire brush. Clean the rubber dust from the
buffed area.
f Apply cement over the area marked and allow it to dry.

Remove the lining from the patch and center it over the
, damaged area.
,
Press the patch against the damaged area using a
special roller.
t
'r
rf
,,r
,
I
(
i
t
f
•
1
J
l 17-39
f
WHEELS/TIRES
TIRE INSTALLATION
NOTE:
• Honda ATV and side-by-side models are equipped
with tubeless tires, valves, and wheel rims. Use only
tires marked "TUBELESS" and tubeless valves on
rims marked "TUBELESS TIRE APPLICABLE."
Never mount tires designed for use on automobiles
on an original rim.
• If the tire has an arrow mark, install the tire with the
mark pointing in the direction of rotation.
• Do not interchange the right and left tires.
Clean the rim bead seat and flanges.
To ease installation, install the tire onto the rim where
the rim shoulder width is the narrowest.
Use only water as a Apply clean water to the rim flanges, bead seat and
lubricant when base.
removing or
Install the valve core in the valve stem.
mounting tires.
Soap or some Install the tire and inflate it to seat the tire bead.
mounting lubricants
may/eave a
slippery residue that
can cause the tire to
shift on the rim and
lose tire pressure
during riding.
Refer to the model Deflate the tire. Wait 1 hour and inflate the tire to the
specific Service specified pressure.
Manual for the
Check for air leaks and install the valve cap.
specified tire
pressure. Reinstall the wheel.
17-40
WHEELS/TIRES
WIRE SPOKED WHEEL LACING
As mentioned on page 17-2 the components of wired
spoked wheels are available separately and therefore
the wheel is rebuildable. Whenever the wheel rim, hub,
or spokes are replaced, wheel lacing (connecting the
rim to the hub with the spokes) is required .
SPOKES
The most common style of spoke is the angle pull,
which is described and shown below. Some wheels,
however, use a straight pull style, as shown to the right.
The straight pull style uses a star or other shaped hub
:•:IGHT 7c:::;;;=:::::::::::====::::::lO
to allow a straight pull from the hub to the rim.
PULL SPOKE w:___
Of the angle pull spokes there are two types used on

wheels with equal diameter hub flanges: INNER SPOKE:
Inner spokes have an angle of more than 90 degrees.

The length of an inner spoke runs along the inside of More than 90° bend
the hub flange. The Honda Parts Catalogue describes
this as an "A" spoke.
l
Inner spokes mount inside the hub flange.
r
r
r
r
r
17-41
WHEELS/TIRES
Outer spokes have an angle of less than 90 degrees.
The length of an outer spoke runs along the outside of OUTER SPOKE:
the hub flange . The Honda Parts Catalogue describes
this as a "B" spoke. Less than 90° bend
NOTE :
• Inner spokes must be installed first. They cannot be
installed after the outer spokes have been laced to
the rim.
Outer spokes mount inside the hub flange
HUB
In order for the spokes on both sides of the hub to reach
the correct rim hole, it is necessary to install the first UPPER FLANGE
inner spoke in the lower flange to the right of the first
inner spoke in the upper flange.
LOWER FLANGE
RIM
Typically, Honda rims require 36 spokes. Some,
however, use 40 or even 52 spokes per wheel.
Honda rims have spoke holes arranged in groups of
four.
36 = 9 groups of 4
40 = 10 groups of 4
52 = 13 groups of 4
Each rim has four types of spoke holes. Each points in a

different direction . To lace the wheel properly, you must FOUR TYPES OF SPOKE HOLES
lace the spokes to the correct rim hole.
17-42
WHEELS/TIRES
When lacing the inner spokes to the rim it is important
to leave three empty spoke holes between successive
spokes in the same direction.
When you are starting out, it is easier to start with the
upper set of inner spokes and then turn the wheel over.
f
~ WHEEL LACING
DISSASSEMBLY
r Unscrew all the spoke nipples, then remove the spokes
r from the rim and hub.
r
t If the spokes are to be reused , place them in two
different piles (inners and outers) as determined by the
r angle of the spoke head .
I
r
r
ASSEMBLY (36 SPOKE, EQUAL FLANGE HUB)
Install one inner spoke down through any spoke hole in
the hub's upper spoke flange . Mark this spoke with a UPPER FLANGE
t fold of tape.
SPOKE# 1
r Now place a second inner spoke up through the lower
r flange as shown. Mark this spoke with tape .
r
r
,~
f
t SPOKE #2
t LOWER FLANGE
f
Install eight more inner spokes down through the hub's
J upper flange , skipping a spoke hole between each one.
l UPPER SPOKES COUNTER CLOCKWISE
Point the spokes in a counter-clockwise direction .
Install eight inner spokes up through the lower hub
r flange. Point these lower spokes in a clockwise

direction .
All the inner spokes must be installed in the hub before
connecting them to the rim. At this point the hub and
spokes should now look like the image to the right.
f LOWER SPOKES CLOCKWISE

r
~
r
17-43
WHEELS/TIRES
Lay the rim over the hub and lace the upper tape-
marked spoke to the first spoke hole clockwise from the
valve stem hole as shown.
It is important to correctly locate the taped spoke as it is
Q~~
the key to locating all the other spokes.
Install a nipple 3 - 4 turns on the spoke.
VALVE STEM HOLE
Lace the remaining inner spokes on the upper hub

flange to every fourth spoke hole.
Arrange the assembly as shown by applying a gentle
clockwise twist to the hub's center to pull the spokes
tight.
Turn the wheel over. The rim holes should align with
the spokes.
Lace the lower tape-marked spoke to the seventh

spoke hole counter-clockwise from the first spoke. This
spoke will point in the opposite direction of the installed
spokes.
I
Lace the remaining inner spokes to every fourth hole.
'
At this point the wheel should look like the image to the
right.
Move the wheel hub to the edge of the bench. Install

nine outer spokes in the lower flange and connect to the
rim in a counterclockwise direction.
Install nine outer spokes in the top flange and connect
them to the remaining holes
17-44
WHEELS/TIRES
Tighten all spoke nipples evenly until two threads show
and the spokes are starting to tighten. The wheel
should look like the image to the right.
NOTE:
• Wire spoke wheels will loosen their spokes quickly
in the first few hours of riding, especially off-road
motorcycle wheels. This is caused by the spoke
nipples bedding into the rim. If replacing an
aluminum rim, seat the spoke nipples into the rim by
lightly hitting the end of the spoke with a brass drift
I
and hammer.
r
t
r
r
WIRE SPOKED WHEEL ADJUSTMENT
r For a spoke wheel to work correctly, each of its spokes
r must be tightened to a fairly uniform torque. Since the

bare (unlaced) rim has little strength of its own, it relies
mainly on spoke tension to give it the necessary
J strength and stiffness.
The spokes should pull equally at all points around the
.. .
rim, thereby utilizing the strength of each individual
spoke to help resist bending.
When checking wheel runout, be aware that there are
two types of runout: axial (side-to-side) and radial (up-
and-down). Axial is often called "wobble" and radial is
,f refered to as "hop," which more accurately describes

what you see when you spin the wheel.
NOTE:
• When trueing a wire spoke wheel, always start with
the spokes too loose. When lacing the rim to the
wheel, turn the spoke nipples down until you can
see two threads on the spokes.
• If starting with an assembled wheel, loosen all the
spokes so that two threads show. Then start at the
valve stem hole and tighten each spoke 1/4 turn .
There will be a noticeable difference in tension
after all the spokes have been tightened once.
, • The most common mistake made when trueing

wheels is over tightening. If the rim will not true with
light torque, the spokes have been over tightened .
The spokes must be loosened before starting the
trueing process again.
AXIAL (SIDE-TO-SIDE) "WOBBLE" RUNOUT
~
r RADIAL (UP-AND-DOWN) "HOP" RUNOUT
17-45
WHEELS/TIRES
RUNOUT INSPECTION
Place the wheel in a trueing stand and place dial
Radial runout
indicators in the positions shown in the illustration.
Spin the wheel slowly and note the total runout shown
by the dial indicators.
Refer to the model Follow the truing procedure below to adjust the wheel
specific Service if out of the service limits.
Manual for the
Unless otherwise stated in the model specific Service
service limits.
Manual, use the service limits given below.
SERVICE LIMITS:
Radial: 2.0 mm (0.08 in)
Axial: 2.0 mm (0.08 in)
WHEEL TRUING
1. Place the wheel in a trueing stand.
Finger tighten
2. Check to see that all spoke nipples are threaded on spokes.
equally, with two threads on the spoke showing
above the nipple.
With a newly assembled wheel, always start with the
spokes too loose, with two threads showing.
With an already assembled wheel , loosen all the
spokes so that two threads are showing. Then start
at the valve stem hole and tighten each spoke 1/4
turn . There will be a noticeable difference in tension
after all the spokes have been tightened once.
All tightening in 3. Starting at the valve stem hole, progressively finger TRUING STAND
this step should tighten each spoke in a series of steps until all
be completed spokes are snug (i.e. do not rattle). SPOKE
L
only by hand,
Tighten all spokes using progressively smaller
using no tools. NIPPLE
fractions of turn . Depending upon the amount of
tightening required, the tightening could start with a
TWO
series of 1/4 turns, then 1/8 turns, followed by 1/16 THREADS
turns.
,
RIM J
Always correct 4. Mount a dial gauge to the rim and check radial hop
radial hop before and axial wobble. Reduce hop and wobble to less SPOKE
correcting axial than 0.75mm by following the instructions in steps 6 WRENCH
wobble. When and 7 below.
measuring hop S.
Tighten all spokes equally around the rim in small
and wobble,
increments using a spoke wrench.
don't consider
small dents or Using the spoke wrench or a screwdriver, lightly tap
welded seams. each spoke to check for even tension. A too loose
spoke will give a dull thud sound, a too tight spoke
will give a bright ring sound.
After all spokes are equally tight, check radial and
axial runout as shown above and correct as stated
in the steps on the following page.
DIAL GAUGE
17-46
WHEELS/TIRES
6. Check, and if necessary correct, radial hop.
HIGH POINT
Loosen several inside and outside spokes directly (tighten spokes from here)
opposite the low spot in decreasing amounts from
the center of the low spot. Then, tighten several
inner and outer spokes in decreasing amounts from
the high spot to center the hub.
7. Check, and if necessary correct, axial wobble.
+
If excessive runout is to the left, first loosen several
left side spokes in decreasing amounts from the
center of the high spot to release tension. The
runout may then correct itself. If not, tighten several
right side spokes in decreasing amounts from the
low spot to pull the rim to the right.
The wheel radial Continue tightening as needed until the runout is
and axial runout less than 0.5 mm.
service limits
For runout to the right, follow the same ·procedure
are 2.0mm.
but in opposite directions.
The 0.5mm
measurement
is a suggested
ideal goal, not
a specification.
t
LOW POINT
(loosen spokes from here)
Decrease turns on spokes when moving away from
the low and high points
WHEEL CENTER ADJUSTMENT

Wheel center adjustment is necessary when a spoked
wheel has been rebuilt.
The distances indicated are as follows:
Refer to the model A: Between the rim side and the surface standard
specific Service
Manual for the B: Rim width (measurement)
standard C: Between the rim center and the surface standard
measurements.
Measure distance B (rim width), and make the following
calculations.
A = C - B/2
Example: (8: 76.2 mm, C: 56.5 mm)
A= 56.5 - 76.2/2 = 18.4
Refer to the model Adjust the rim position and distance A by tightening the
specific Service spokes to the specified torque in two or three
Manual for the progressive steps.
specified torque.
Inspect and adjust the wheel rim runout.
BRAKE
DISC
17-47
WHEELS/TIRES
MEMORIZING THE TIRE PRESSURE
SENSOR ID
The tire pressure sensor ID, TPMS receiver registration
procedure on new vehicles is completed at the factory.
If a tire pressure sensor or TPMS receiver is replaced ,
this procedure must be completed by the dealer.
REGISTRATION PROCEDURE (TPMS

RECEIVER REGISTRATION MODE)
NOTE:
• To ensure the correct registration, the registration
procedures must be performed at least 3 m (10 ft)
away from the other vehicles, including cars that
have tire pressure sensors.
• Do not perform the registration procedure to sensors
that are not installed in wheels .
• Perform the registration procedure to the front tire
pressure sensor first, then the rear. The TPMS
receiver identifies the front and rear tire pressure
sensors by the order in which the procedure is
completed.
• Any sensor not replaced (already activated) must be
placed in Test Mode to complete the registration
procedure. Increase tire pressure of the affected
tire(s) to over 50.1 psi and wait one minute. The
TPMS Tester will indicate if this needs to be done.
• The following special tool is must be used for the
sensor registration procedure and status check.
TOOL:
TPMS Tester AEQVT55
1. Remove the TPMS short connector from the boot.
Remove the red dummy connector from the TPMS
short connector.
Turn the ignition switch ON and within 15 seconds
short the TPMS short connector terminals using the
special tool.
TOOL:
SCS service connector
CONNECTION: Yellow- Green/black

The TPMS indicator will come on and stay on.
NOTE :
Step 2 (front tire pressure sensor) must be completed
within one minute after the indicator turning ON .
17-48
WHEELS/TIRES
2. Activate the front tire pressure sensor using the
special tool.
The TPMS indicator will 1 Hz (slower) blink.
NOTE:
Step 3 (rear tire pressure sensor) must be completed
within one minute after the indicator blinking.
Front sensor ID
memorized
V
ON '
[TPIISJ OFF - - i r u u m
...:...: : - 1 sec.
1 sec. - i ~
3. While the TPMS indicator is 1 Hz (slower) blinking,

activate the rear tire pressure sensor using the
trigger tool.
The TPMS indicator will 3 Hz (faster) blink for 10
seconds then stay lit.
Rear sensor ID
memorized
V 10 sec.
' '
ON : :
8 OFFJUUUlMflll ______J
1 sec. -:-: ~ ~ ~ 0.35 sec.
1 sec. - : :-o+ - : H- 0.35 sec.
4. Remove the SGS service connector.

The TPMS indicator will go off.
Install the red dummy connector onto the TPMS
short connector.
Perform the inspection procedure given on the
following page.
Connector
is removed
V
ON
OFF
17-49
WHEELS/TIRES
INSPECTION PROCEDURE
1. Remove the red dummy connector from the TPMS
short connector.
Short the TPMS short connector terminals using the
special tool.
TOOL:
SCS service connector
CONNECTION: Yellow - Green/black

Turn the ignition switch ON.
The low tire pressure indicator and TPMS indicator
will come on and stay lit.
2. Test-ride the motorcycle at 12 mph (20 km/h) or

more for at least 2 minutes.
When the front tire pressure sensor is registered Ignition
switch ON
properly, the low tire pressure indicator will go off,
and when the rear tire pressure sensor is registered
properly, the TPMS indicator will go off.
r Ride over 12 mph (20 km/h)
Stop the motorcycle and turn off the engine using Communication
the engine stop switch. successful
7
ON
Remove the SCS service connector.
Install the red dummy connector onto the TPMS OFF
short connector.
17-50
18. BRAKES
SYSTEM DESCRIPTIONS ····················· .. ··· 18-2 SERVICE INFORMATION························· 18-38
MECHANICAL DRUM BRAKES················· 18-2 CONVENTIONAL BRAKE SYSTEMS

TROUBLESHOOTING ······························18-40
HYDRAULIC DISC BRAKES ······················ 18-4
ABS AND COMBINED ABS
HYDRAULIC DRUM BRAKES···················· 18-8 TROUBLESHOOTING ······························18-41
PARKING BRAKE·······································18-9 MECHANICAL DRUM BRAKES

INSPECTION AND SERVICE ··················· 18-43
COMBINED BRAKE SYSTEM (CBS)······· 18-11
HYDRAULIC DISC BRAKES SERVICE··· 18-47
ANTI-LOCK BRAKE SYSTEM (ABS)·······18-23
COMBINED BRAKE SYSTEM (CBS)
SERVICE··················································· 18-58
COMBINED ANTI-LOCK BRAKE
SYSTEM (C-ABS) .. ····································18-31
ANTI-LOCK BRAKE SYSTEM (ABS)
BRAKE SERVO-PRESSURE SENSING
ANTI-DIVE SYSTEM ································· 18-37
INSPECTION ········· ······ ·········· ······ ····· ··· ······ 18-60

SYSTEM (C-ABS) INSPECTION ·············· 18-61 •
18-1
BRAKES
SYSTEM DESCRIPTIONS
Braking systems on powersports vehicles, like virtually all braking systems, dissipate the vehicle's kinetic energy by transforming it
into heat energy, known as friction heat. The two basic types of braking systems used on Honda powersports vehicles are the cable
or rod operated drum type and the hydraulic operated disc type. Both the drum and the disc rotate together with the wheel. Each is
slowed by the friction of either shoes or pads that press against them.
DISC BRAKE CALIPER
BRAKE DISC
Standard braking systems, whether drum, disc, or a combination of both, have separate systems and controls for the front and rear
brakes. On motorcycles and ATVs these are a hand-operated lever for the front brake and a foot-operated pedal for the rear brake.
On scooters, a right-hand lever operates the front brake and a left-hand lever operates the rear brake. Variations to these types of
standard braking systems are the Combined Brake System (CBS), Anti-lock Brake System (ABS) Combined ABS (C-ABS), and
parking brake. The side-by-side has an automotive style braking system where one brake pedal operates all disc brakes together.
MECHANICAL DRUM BRAKES

SINGLE LEADING SHOE TYPE (OR, LEADING-TRAILING SHOE TYPE)
Force applied against the brake lever or pedal activates a cable or rod attached to the brake mechanism. A threaded adjuster on
the end of the brake actuating cable or rod offers one or two adjustments to control the precise brake actuation point. The adjuster
acts against a pivot on the end of the brake arm, which is clamped onto and turns a brake activating cam.
As shown in the illustration below, the cam transfers a rotating force from the outside of the drum, through the protective brake
panel to the inside of the drum. Here the cam spreads one end of two crescent-shaped shoes. The other end of the shoes pivot
against a pin set into the brake panel. Both shoes press against the inside surface of the drum, creating friction and slowing the
rotation of the wheel. The first shoe to act upon the drum beyond the cam, in relation to the rotating direction of the drum, is called
the leading shoe. The second shoe, arcing out against the drum from the common pivot pin, is called the trailing shoe.
BRAKE CAM
LEADING SHOE
Due to its position within the system, the leading shoe creates more force against the drum than that which is applied to it. This
increased force capability is called a self-energizing effect. In contrast, the trailing shoe, again because of its position within the
system based on the rotating direction of the drum, is pushed back by the rotating drum and creates less force than that which is
applied to it.
18-2
BRAKES
DOUBLE LEADING SHOE TYPE
Double leading shoe brakes differ from single leading shoe types in that they use two shoe-activating cams, each at opposite ends
of the brake panel and operating one shoe each . Because both shoes are leading in relation to the rotating direction of the drum
and therefore operate against the drum in the same way, the effective braking force is noticeably greater than a similarly sized
single leading shoe unit with an identical amount of actuating force applied to the brake lever or pedal.
BRAKE SHOE
HUB
In order to enhance heat conductivity while providing acceptable wear resistance on the inner surface of the brake drum, the drum
itself is made of cast iron. The remainder of the drum/hub is made of aluminum alloy, sometimes with cooling fins cast into the outer
circumference; again for heat conductivity and dispersion, but also for reduced unsprung weight. To speed heat conductivity, the
cast iron drum is captured within the aluminum hub and cannot be removed . The drum thickness is relatively thin , which further aids
heat conductivity, and must not be machined in a brake lathe. If the drum surface is severely damaged, the hub must be replaced .
18-3
BRAKES
HYDRAULIC DISC BRAKES
BRAKE FLUID
The DOT (Department of Transportation) number designations for brake fluid specify the fluid's ability to withstand heat without
boiling. The greater the number, the higher the boiling point. It is necessary for the brake fluid to have a high boiling point so that the
fluid does not boil within the brake line due to the high temperature of the brake discs and components. Boiling brake fluid leads to
a drastic loss of braking force due to the air bubbles that form within the brake lines.
NOTE:
• Never mix DOT 3 and DOT 4 brake fluid within a system .
- It is important to add only the same DOT number and even the same brand of brake fluid when adding fluid .
- Using the wrong fluid can cause loss of braking efficiency.
- If you are unsure of the type within the system , drain the system and refill it with DOT 4. Systems designed for DOT 3 can use
DOT 4, but DOT 4 systems must never be filled with DOT 3. DOT 4 systems generate greater heat and thereby require the
higher boiling point characteristic of DOT 4.
• Never use DOT 5 brake fluid in your Honda vehicle, it is silicone based and is not compatible with the braking systems designed
to use the polyethylene glycol based DOT 3 or DOT 4.
- DOT 5.1 is silicone based but is not recommended for Honda vehicles.
• Avoid mixing different brands of brake fluid.
- Improper mixing such as this may lead to chemical decomposition and contamination.
• Only used fresh brake fluid from a sealed container.
- Once a new container of brake fluid is opened , reseal it tightly and discarding the fluid after six months. Brake fluid is
hydroscopic (absorbs water) and fluid left in the container will absorb moisture from the air. Moisture in the brake fluid lowers
the boiling point of the fluid. It also corrodes the brake cylinders and pistons.
• Never reuse brake fluid due to the possibility of contamination from dust or moisture absorption .
• If the brake fluid in a system shows any visual signs of contamination, it should be replaced , even if the recommended
replacement interval has not passed .
• Be careful when handling brake fluid because it can quickly damage many painted or plastic surfaces on contact.
- In certain plastics, structural damage can occur if brake fluid penetrates the material's surface. The only general exception is
the components of the brake system that are designed to be resistant to the effects of brake fluid .
- Brake fluid that is spilled on a motorcycle should be washed away with water immediately.
• Spilled fluid will damage painted, plastic or rubber parts.
- Before removing the reservoir cover, turn the handlebar until the reservoir is level.
- Place a rag over painted , plastic, or rubber parts whenever the system is serviced.
• Do not allow foreign material to enter the system when refilling the reservoir.
- Contaminated fluid can clog the system, causing a loss of braking ability.
SYSTEM OVERVIEW
Pressure applied against the brake lever or pedal moves the piston within the master cylinder unit. Hydraulic fluid pressure is then
transmitted through the brake line and/or hoses to the caliper where it presses against one or more caliper pistons. Because
hydraulic fluid cannot compress, the caliper piston(s) move at the same instant as does the master piston in the master cylinder.
Due to the designed difference between the size/volume of the master cylinder piston and the caliper piston there is an increase in
hydraulic pressure. This is the leverage ratio and which is designed to achieve the best lever or pedal "feel" and increased force at
the caliper piston(s). The caliper pistons are in direct contact with the back side of the brake pads. As the pads press against
opposite sides of the disc, the rotation of the wheel is slowed. Anti-squeal shims are normally used between the piston and pad .
CALIPER PISTON LEVER

STROKE
LEVER LEVERAGE
DISTANCE
HYRAULIC LINE/HOSE
LEVER
MASTER PISTON
BRAKE PAD
CALIPER PISTON Lever stroke > Caliper piston stroke
DIAMETER Master piston diameter < Caliper piston diameter
(Pushing force) < (Energy generated)
18-4
BRAKES
When the brake lever is released, hydraulic pressure decreases and the
pads cease to press against the disc. Unlike drum brake systems where a Return of piston due to the resilience of the seal
;'6 =1=~
spring retracts the shoes from the drum surface, on disc brake systems, the
resilience of the caliper piston seals retract the pads from the disc and
automatically self-adjusts for wear.
PISTON
SEAL
CALIPER
The amount of braking force available depends upon several factors: The
DUAL PISTON CALIPER
magnitude of force pressing the pads against the discs; the size of the
contact area between the brake pads and discs; the distance between the
center of the wheel and the center of the brake pads; and on the outside
diameter of the tire.
SINGLE CALIPER PISTON
A simple an effective method of adding overall braking is to have two discs

DOUBLE
and caliper sets mounted on the front wheel. This is the standard DISC TYPE:
arrangement for high performance motorcycles. However this does add
cost and weight.
CALIPERS
To increase clamping force and friction surface area, multiple piston OPPOSING MULTI-PISTON CALIPER:
calipers with larger pads or individual pads for each piston were introduced.
, Some multiple piston calipers have different piston sizes to balance the
braking force across the pad. As clamping efficiency progressively
decreases back from the leading piston, the trailing piston(s) are larger than
the leading piston.
As heat increases with an increase in friction between the pads and disc,
t any increase in friction braking capacity must be matched with an increase
I in heat dissipation capacity.
' Several things are done to help dissipate the heat created during braking.
Holes or slots drilled or machined into the disc help to cool the disc quicker
and which also help to disperse water, dust, and gas, and to remove
microscopic layers from the pads, which helps to prevent glazing and
\
uneven wear. Advances in metalluralogy have provided stainless steel
r alloys that have better heat dissipation properties. Also, to prevent disc
!
warp when exposed to excessive heat, floating discs were developed.
'(
I
!
(
r
18-5
BRAKES
A floating disc is attached to a separate aluminium carrier component by
FLOATING DISC TYPE:
spring washers and rivets or clevis pins. Because of the clearance between
the disc and carrier, a certain amount of disc expansion can occur without
the disc distorting. CARRIER
The use of floating discs with lighter weight aluminum carriers and drilled
and/or slotted discs all help reduce unsprung weight, which improves
performance.
WASHER/RIVET BRAKE DISC
Another development in braking that aids overall performance is the

introduction of radially mounted brake calipers. Traditionally calipers were
mounted perpendicular to the disc face (laterally), whereas radially mounted MOUNTING
BOLTS
calipers are attached parallel to the disc face . The advantages of radial
mounting is rigidity, which reduces flex and vibration , and improves overall
front-end feel and handling .
RADIALLY MOUNTED
CALIPER
LATERALLY MOUNTED
CALIPER
MOUNTING
BOLTS
MASTER CYLINDER
The front and rear master cylinders utilize the same type of design,
MASTER CYLINDER
however, due to the differences required by their locations, the layout of the
components is slightly different. The front brake master cylinder often has
the reservoir incorporated into the same unit. On the rear brake, the SPRING
reservoir is separate.
The master cylinder is comprised of a bore, piston, primary and secondary
I
cups , and a spring. The brake lever or pedal moves the piston within a bore,
this creates pressure within the hydraulic system. SECONDARY
~ CUP
-~~
- ?(a
PRIMARY CUP
PISTON
1
SNAP RING
The reservoir supplies the system with hydraulic brake fluid and provides for
pressure relief when the lever or pedal is released . The compensating port RESERVOIR
is the orifice through which this occurs.
At rest, the master cylinder piston assembly's primary cup is rearward of the COMPENSAT~ING
PORT
~
compensating port. This allows fluid to flow to/from the reservoir and
hydraulic circuit. t
When the lever or pedal is depressed, the piston moves against the spring,
blocks off the compensating port, and pressurizes the hydraulic circuit.
When the lever or pedal is released , the piston moves back by a
combination of spring tension and fluid pressure. The compensating port is
opened allowing hydraulic pressure to be dissipated into the reservoir.
SPRING PISTON ASSEMBLY
18-6
BRAKES
CALIPER
In sliding pin calipers, both pads press against the brake disc through the SLIDING PIN OPPOSING PISTON
movement of the caliper yoke sliding on a pin. The piston acts directly CALIPER: CALIPER:
against one pad causing it to contact the disc, and the sliding movement of
the caliper causes the other pad to contact the disc.
Sliding pin calipers with a single piston are more common on earlier Honda
motorcycles. Later models have dual pistons located on the same side.
Opposing piston calipers provide improved braking capacity and are used
primarily on higher performance models. In this type, pistons facing each
other on opposite sides press the pads against the disc.
CALIPER PISTONS
CALIPER
PISTON
BRAKE PADS
Among the many combinations of materials used to make brake pads are
PAD MATERIAL
wear resistant resin, metallic mixtures, and sintered metal. These materials
are combined in brake pad manufacturing according to the design
requirements of the particular application.
On one-piece pads operated by multiple-piston calipers, slots are often
manufactured into the pad material. These slots offer similar advantages to
those on discs (heat, water, gas, dust dissipation) but also provide multiple
leading edges, which increase braking performance.
BACKING PLATE
r
r
r
t
18-7
BRAKES
HYDRAULIC DRUM BRAKES
Some ATV models utilize hydraulic drum brakes, which as the term implies, uses hydraulic pressure to operate drum brakes. The
hydraulic system works in the same manner as described in the Hydraulic Disc Brake section (page 18-4 ), and the drum brakes
work in the same manner as described in the Mechanical Drum Brakes section (page 18-2).
Instead of the brake arm and brake cam mechanism of a conventional drum brake, the brake panel on hydraulic drum brake
systems includes two hydraulic cylinders and an oil pipe that connects the two cylinders.
HYDRAULIC BRAKE HOSE

SHOE RETAINER
OIL PIPE
BRAKE PANEL /
SHOE SPRING
BRAKE SHOES
BRAKE DRUM
SHOE RETAINER CLIP
Each cylinder includes a piston that is moved by hydraulic pressure when

PISTON BOOT
the brake lever is operated . The top of the piston acts directly against the
brake-shoe, pressing it against the brake drum. CYLINDER
~©
Unlike hydraulic disc brakes , that self adjust, the hydraulic drum brake
cylinder includes an adjuster to be turned to ensure the shoe is within
operating distance from the drum.
ADJUST~
~
PISTON CUP
ADJUSTER LOCK SPRING
18-8
BRAKES
PARKING BRAKE
Certain Honda powersports vehicles utilize a parking brake to prevent the vehicle from moving when parked . Most motorcycles do
not have parking brakes as they can be parked on their sidestand with the transmission in gear, which prevents the rear wheel from
rotating . However, scooters and motorcycles with an automatic transmission do not allow for this technique , therefore they are
equipped with a parking brake. All parking brakes are cable operated and either activated by a separate lever or latch lock that
keeps the rear brake lever operated. Various parking brakes systems are used for the different requirements of each application .
BRAKE LOCK TYPE (DRUM BRAKE)
On ATV models and scooters with a drum rear brake, a simple latch brake
lock rotates into position to keep the rear brake lever compressed , therefore BRAKE LOCK
keeping the rear drum brake operated. The only adjustment is that required
for the rear brake. Note that on ATV models with both a rear brake pedal
and rear brake lever, each has its own adjusting nut on the brake arm. See
page 2-46 for adjustment instructions.
I
DUAL ACTION CALIPER TYPE (HYDRAULIC BRAKE)
On sport ATV models with a rear hydraulic disc brake, this type of parking
brake is operated with a mechanism incorporated into the clutch lever.
The mechanism operates a dual action rear brake caliper. The dual action
caliper works in a conventional hydraulic manner when the rear brake pedal
is used , but is also operated mechanically when the parking brake is
activated with the clutch lever, lock pin, and lock lever.
The dual action brake caliper piston has a central pin protruding from the
rear. A cable operated brake arm rotates a threaded shaft that moves to
contact the piston pin . The piston moves and pushes the brake pads
against the brake disc.
The parking brake is adjusted with an adjusting bolt that acts against the
threaded shaft. The procedure is described on page 2-47 and in the model
CALIPER PIN BOOT
.I
...,,
BRAKE PADS
18-9
BRAKES
SEPARATE CALIPER TYPE (HYDRAULIC BRAKE)
On some scooter and OCT equipped motorcycles with fully hydraulic brake
systems, a separate parking brake caliper is used. The calliper is
mechanically operated via a parking brake lever and cable, and works on PARKING BRAKE LEVER
the rear brake disc.
l
The caliper is a two-piece, sliding-pin type with a single piston . When the
parking brake lever is operated, the movement of the cable rotates the
brake arm, which turns the treaded brake shaft. The threading of the shaft
causes it to move inward, pressing against the caliper piston via the
adjuster bolt. The piston pushes the brake pads against the brake disc.
The parking brake is adjusted with an adjusting bolt that acts against the
threaded shaft. The procedure is described on page 2-45 and in the model
BRACKET
BRACKET PIN BOOT
ADJUSTER BOLT
BRAKE SHAFT
BRAKE SHAFT BOOT
K
CALIPER PIN BOOT
~~ COLLAR
\,ti) ·~ CALIPER PIN BOOT
LOCK NUT CALIPER PIN BOLT
18-10
BRAKES
Combined Brake System (CBS) is the current umbrella term for any Honda braking system that combines the function of the front
and rear brake systems. Previously these systems were called Linked Brake System (LBS). There are many forms of CBS, from the
simple and fully mechanical drum brake systems to the proportionally controlled hydraulic systems. The systems can be further
differentiated between those where only the rear brake pedal or lever also operates the front brake, and those where both the front
and rear brake pedal or lever operates both front and rear brakes. Systems where both the front and rear are interconnected are
known as a Dual Combined Brake System (DCBS)
DRUM CBS
Used on some scooters, a mechanical equalizer combines the front drum
brake with the rear drum brake. LEFT BRAKE CABLE RIGHT BRAKE CABLE
In this system the front brake functions conventionally; when the front brake
lever is squeezed , only the front drum brake is activated.
When the rear brake lever is squeezed , not only is the rear drum brake
activated , but also the front drum is applied proportionally (equally) by the
equalizer mechanism.
I
I
I;
I
I
t
f
,''I REAR BRAKE CABLE FRONT BRAKE CABLE
f
t
I
,
,
f
r
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~
,r
18-11
BRAKES
HYDRAULIC/CABLE CBS (CONNECTING CABLE TYPE, REAR-TO-FRONT ONLY)
On scooters with a hydraulic front disc brake and a cable operated drum rear brake, the hydraulic/cable CBS provides application of
the front disc brake when the rear brake is used. On this type of hydraulic/cable CBS, the rear brake lever is connected to the front
disc brake master cylinder piston via a equalizer joint, connecting cable, and operating arm.
CONNECTING CABLE
~ QUALIZER CASE
FRONT BRAKE LEVER To rear

brake arm REAR BRAKE LEVER
To front
brake caliper
WHEN ONLY THE REAR BRAKE LEVER IS OPERATED
(1) The rear brake lever is squeezed.

(2) The equalizer joint pulls both the rear brake cable and the connecting cable.
(3) The connecting cable moves the operating arm .
(4) The operating arm pushes the front brake master cylinder piston that operates the front disc brake.
18-12
BRAKES
WHEN ONLY THE FRONT BRAKE LEVER IS OPERATED
(2)
~
(1) The front brake lever is squeezed.

(2) The front brake lever operates the operating arm.
(3) The operating arm pushes the front brake master cylinder piston that operates the front disc brake.
(4) The operating arm does not move the connecting cable as the arm slides along the joint grooves.
18-13
BRAKES
HYDRAULIC/CABLE CBS (MASTER CYLINDER TYPE, REAR-TO-FRONT ONLY)
On scooters with this type of hydraulic/cable CBS, when the rear brake lever is lightly squeezed, only the cable operated rear drum
brake is applied. However, when the rear brake lever is applied with greater force, the system also applies the hydraulically
operated front disc brake. The front brake operates independently when only the front brake lever is squeezed.
This system includes a CBS master cylinder and a front disc brake caliper with three pistons. The two outer pistons are controlled
directly by the front brake lever via the front brake master cylinder and a hydraulic brake hose. The central caliper piston is
connected to the CBS master cylinder via a separate hydraulic hose and is controlled by rear brake lever.
1st REAR BRAKE CABLE

REAR BRAKE LEVER
CBS MASTER
CYLINDER RESERVOIR
CBS MASTER CBS BRAKE HOSE

CYLINDER
2nd REAR : FRONT BRAKE LINE

FRONT BRAKE CALIPER BRAKE CABLE - : CBS BRAKE LINE
WHEN THE REAR BRAKE LEVER 15 USED LIGHTLY
KNOCKER
PIVOT
REAR BRAKE
DRUM
I
KNOCKER
2nd REAR
BRAKE CABLE
MASTER PISTON
X FRONT BRAKE CALIPER
-2
2nd REAR BRAKE CABLE
1. The rear brake lever is squeezed lightly

2. The 1st rear brake cable pulls the equalizer. The equalizer pulls the 2nd rear brake cable, which operates the rear brake.
Simultaneously the knocker, which is linked to the equalizer by the knocker pivot, moves up toward the master piston. However,
as there is only slight movement, the knocker boss does not cause the piston to move, and so the front brake is not operated.
18-14
_;
BRAKES
WHEN THE REAR BRAKE LEVER IS USED FORCEFULLY
/2 KNOCKER
2nd REAR
BRAKE CABLE
MASTER PISTON
X 2nd REAR BRAKE CABLE
1. The rear brake is squeezed forcefully.

2. The 1st rear brake cable pulls the equalizer. The equalizer pulls the 2nd rear brake cable, which operates the rear brake.
3. Simultaneously the knocker, which is linked to the equalizer by the knocker pivot, moves up toward the master piston with
enough movement to push against the master piston . The movement of the master piston causes hydraulic pressure in the CBS
brake circuit to operate the center piston of the front brake caliper. The delay spring slightly retards the knocker operation to
prevent the front brake from being actuated before the rear drum brake.
18-15
BRAKES
HYDRAULIC CBS (DELAY VALVE TYPE, REAR-TO-FRONT ONLY)
On the FSC600 Silver Wing scooter and VFR1200F and other earlier models that have hydraulic disc brakes front and rear, the
hydraulic CBS utilizes three piston front brake caliper(s), a delay valve , and in the case of the VFR , also a Proportional Control
Valve (PCV).
In this system, the front brake lever independently operates the majority of the pistons of the front disc brake caliper(s); the number
and location of the pistons operated depends upon model. The rear brake lever, however, operates both the rear disc brake caliper
and the remainder of the front caliper's pistons. When only the rear brake is used , the inline delay valve smooths application of the
front caliper(s)' operated piston(s). In the case of the VFR's PCV, it regulates the pressure in the combined rear and front brake
hydraulic line. See page 18-20 for more information about the PCV.
,
FSC600 SILVER WING :
REAR BRAKE LINE
(FROM MASTER CYLINDER)
FRONT BRAKE LINE

(FROM DELAY VALVE)
,._
~
@
~ //'
@
REAR BRAKE HOSE

(TO REAR BRAKE CALIPER)
VFR1200F : ABS MODULATOR (unrelated to CBS function)
DELAY VALVE
LEFT FRONT CALIPER RIGHT FRONT CALIPER
PCV
REAR BRAKE PEDAL
18-16
BRAKES
HYDRAULIC DCBS (SECONDARY MASTER CYLINDER TYPE, FRONT-TO-REAR AND
REAR-TO-FRONT)
This is the most common DCBS system currently used on Honda motorcycles. It is a fully combined system where both brake
controls operate both the front and rear brakes. Each brake caliper on this system has three pistons that are connected to two
independent hydraulic systems. These combine to provide an optimal balance of front and rear braking forces whenever either the
brake lever and/or the brake pedal is used. Featuring no electronic controls, the completely hydraulic DCBS' key component is
mechanical and transmits front caliper braking force to a secondary master cylinder mounted on the left fork leg. Together with the
3-piston calipers and secondary master cylinder, the system also includes a Proportional Control Valve (PCV) and a delay valve.
REAR BRAKE PEDAL INPUT ROUTE

DELAY VALVE
REAR BRAKE
MASTER CYLINDER
SECONDARY MASTER CYLINDER

TORQUE REACTION ROUTE REAR BRAKE
THREE-PISTON
CALIPER
SECONDARY
MASTER CYLINDER
3-PISTON CALIPERS
A set of 3-piston calipers are controlled by two independent hydraulic systems. On most systems, the center piston of the front
calipers and outer pistons of the rear caliper are operated directly by the rear brake pedal. The two outer pistons of the front calipers
are controlled by the front brake lever, and the center piston of the rear caliper is controlled by the servomechanism-actuated
secondary master cylinder. The arrangement of which pistons are operated by what lever/pedal can vary with model.
FRONT BRAKE CALIPER: REAR BRAKE CALIPER:
18-17
BRAKES
DELAY VALVE
The delay valve progressively applies hydraulic pressure to the front brake to provide the rider with the ability to limit front brake use
when lightly applying the rear brake. Also, it minimizes dive when performing minor speed corrections with only the rear brake
pedal. The delay valve is positioned between the rear pedal brake master cylinder and the connected pistons of the front calipers.
The delay valve engages only the left front caliper at first, effectively reducing the initial front wheel braking force. As rear brake
pedal pressure gradually increases, the delay valve introduces pressure to the right front caliper, which increases to match the
pressure to the left front caliper at a predetermined level.
REAR BRAKE PEDAL

MASTER CYLINDER
RIGHT REAR CALIPER

•
FRONT
CALIPER
DELAY VALVE
FIG. 1 FIG. 2 FIG. 3
Inlet from brake

pedal master cylinder
~- Outlet 1 to left
front caliper
Outlet 2 to right
front caliper
~
(/) ,__ __________
D / . , . / / / //
w LINE A-B: FIG. 1 (constant pressure through Outlet 1 only)

0::
Cl.
1-
w
....J
I-
:)
0
ou:s.:/// LINE B-C: FIG. 2 (Outlet 1 pressure constant, limited pressure through 2)
LINE C-D: FIG. 3 (Outlet 1 pressure constant, pressure increases through 2)
POINT D: FIG. 3 (Outlet 1 and 2 pressure equal)
B_/_........./
A INLET PRESSURE
18-18
BRAKES
LINK MECHANISM/SECONDARY MASTER CYLINDER
Rotational torque exerted on the left front caliper when the front brake is engaged is transferred through the direct push rod to
actuate the secondary master cylinder. The secondary master cylinder applies a corresponding amount of pressure to the rear
brake caliper via the Proportional Control Valve (PCV).
TORQUE REACTION ROUTE
REAR CALIPER
DIRECT
PUSH ROD
HYDRAULIC HOSE
(from rear brake master cylinder
HYDRAULIC HOSE via delay valve)
(from front brake master cylinder)
HYDRAULIC HOSE
(to rear caliper via PCV)
SECONDARY
MASTER CYLINDER
HYDRAULIC HOSE (from rear brake

master cylinder via delay valve)
LEFT FRONT CALIPER
18-19
BRAKES
PROPORTIONAL CONTROL VALVE (PCV)
The PCV regulates the rear caliper hydraulic pressure from the secondary master cylinder. It is installed between the secondary
master cylinder and the center piston of the rear caliper and regulates pressure in three stages of operation . Initially, the PCV's
output pressure increases in direct proportion to the increasing input pressure originating from the secondary master cylinder. As
input pressure continues to increase, the cut piston activates, closing the valve and causing the output pressure to hold . A further
increase in input pressure forces the decompression piston down, which expands a sub-chamber that draws pressure off the output
side of the PCV.
FIG.1 FIG. 2 FIG. 3
inlet from secondary Outlet to

master cylinder rear caliper
~ UP DOWN
+
r
CLOSED CLOSED
PISTON (up position)
CUT PISTON
LINE A-8: FIG . 1

LINE 8-C : FIG. 2
LINE C-D: FIG. 3
B C
w
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Cl)
Cl)
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Q.
1--
w D
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1--
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0
A INLET PRESSURE
18-20
BRAKES
OPERATION
When front brake lever is applied
On initial operation, the front brake lever works like any conventional motorcycle's front brake system. A squeeze on the brake lever
pressurizes the master cylinder which transmits its increased hydraulic pressure to the piston(s) of the front calipers, causing a
corresponding braking force to be applied to the front wheel. In response to braking force applied by the front caliper onto the
spinning brake rotor, the caliper is pulled in the direction of wheel rotation, around its lower caliper pivot. This caliper motion acts on
the push rod that is connected to the secondary master cylinder. This direct pressure on the secondary master cylinder is regulated
by the PCV, then transmits hydraulic pressure to the rear caliper.
FRONT MASTER CYLINDER
LEFT FRONT CALIPER RIGHT FRONT CALIPER
DIRECT PUSH ROD
PCV (regulating pressure)
REAR CALIPER (center piston
RIGHT FRONT
CALIPER 0
FRONT BRAKE LEVER
PCV
REAR BRAKE CALI PER
•
;
18-21
BRAKES
When the brake pedal is applied
When the brake pedal is pressed, hydraulic pressure from the rear master cylinder is routed through two lines. One connects
directly to the rear caliper and piston(s). The other line runs to the center pistons of the front calipers via the delay valve, which
slows front brake engagement to minimize dive. As during front brake lever operation, hydraulic pressure from the secondary
master cylinder passes through the PCV, and acts on the center piston of the rear caliper. Because hydraulic pressure from the rear
master cylinder is also being applied by the rear caliper's outer pistons, the braking force applied to the rear wheel is greater than
that applied when using the front brake lever only.
REAR MASTER CYLINDER
DELAY VALVE (outer piston)

REAR CALIPER
(center piston)
RIGHT FRONT CALIPER (center piston)
' BYPASS LINE FOR

LEFT FRONT CALIPER (center piston)
AIR BLEEDING
DIRECT PUSH ROD
PCV (regulating pressure)
RIGHT FRONT
CALIPER
REAR BRAKE PEDAL
PCV
LEFT FRONT
CALIPER
REAR BRAKE CALIPER
18-22
BRAKES

The Anti-lock Brake System (ABS) is designed to help prevent wheel lock-up during hard braking or braking on loose or slippery
surfaces. The ABS uses wheel-speed sensors to detect if a wheel is decelerating at a too-rapid rate, and automatically reduces the
brake caliper hydraulic fluid pressure, and therefore braking effort, just enough to prevent the wheel from locking. When the system
senses that the tendency for wheel lock is reduced, brake caliper fluid pressure is restored . ABS repeats this cycle as required for
secure brake performance with minimum possibility of wheel lock.
On many motorcycles, the speedometer shows the vehicle speed by measuring the rotational speed in one of the wheels while
riding. When the tire rotates without slipping on the road , vehicle speed and the wheel speed are equal. However, when braking
force acts on the tires when the brake is applied, the tire can slip on the road, causing wheel speed to be less than vehicle speed.
With normal braking, the amount of slip is minimal and not noticeable. However, when too much braking force is used for the
available traction, the wheel can completely stop rotating (locks) and the tire skids. It is the relationship between the vehicle speed
and the speed of the wheel that ABS uses to determine the amount of tire slip. Wheel speed sensors, located on both wheels, are
used to detect the difference between the speeds of both wheels and vehicle speed.
r Difference in tire travel distance:
f
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,...
_.... .'
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,
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.... • ""
With slip
The ABS control unit determines the slip ratio between the vehicle speed and wheel speed with the formula given below, where the
amount of slip is expressed as a percentage.
Vehicle speed - Wheel speed

Slip ratio = x 100
Vehicle speed
In example, if the front brake is applied and the wheel speed is reduced to 36 mph, when the vehicle speed is 40 mph:
40 mph - 36 mph
Slip ratio= - - - - - - - - - - - x 100
40 mph
Slip ratio = 10%
On models where wheel speed is used to determine vehicle speed, the wheel and vehicle speed are not necessarily equal when
braking . Due to this, the ABS calculates the slip ratio by determining the difference in wheel speed between the fast-moving and
slow-moving wheel.
Since Honda first introduced ABS on the 1992 ST1 1OOA, ABS has been refined through progressive iterations to be more effective
and efficient. Honda motorcycles and scooters use three versions, ABS with either a single or dual modulator, and Combined ABS
(C-ABS) that is a brake-by-wire system. The three types are used variously depending upon vehicle application . The two standard
types of ABS will be covered in this section , C-ABS will be discussed in the following section. Due to the safety advantages offered
by both ABS and Combined Braking Systems (CBS), the two systems are utilized together.
18-23
BRAKES
SINGLE MODULATOR ABS
Single and dual modulator ABS work in the same way. A control unit receives information from front and rear wheel speed sensors
(reading off pulser rings), determines if wheel lock-up is imminent, and activates a modulator(s) that modulate the hydraulic
pressure to the brake calipers. With the single modulator ABS there is a single modulator combined with the control unit and which
modulates hydraulic pressure for both front and rear brakes. To allow either the front or rear brakes to receive modulated pressure
independently, solenoid valves are utilized to only allow modulation to whichever wheel's brake(s) needs it.
On the single modulator ABS, the modulator is located between the master cylinder and the caliper. A signal from the control unit
opens or closes the solenoid valve in the modulator, switching the brake fluid passage and controlling the fluid pressure in the
caliper. The system is sometimes called "circulating type" as the brake fluid circulates in the fluid passage in the modulator. A two-
chamber pump, driven by a single motor, circulates brake fluid. In this type, the control unit and ABS modulator are constructed in a
single unit, allowing both the front and rear brakes to be controlled by one unit.
COMPONENTS
• Wheel speed sensor: Detects the speed of the wheels and gives a pulse signal corresponding to the speed to the control unit.
• Motor and pump: Upon a signal from the control unit, draws fluid from the reservoir to pump it to the master cylinder.
• Reservoir: Temporarily stores hydraulic brake fluid.
• Solenoid valve IN: Operated by the control unit, it opens or closes the IN passage between the master cylinder and the caliper.
• Solenoid valve OUT: Control unit operated, it opens or closes the OUT passage between the master cylinder and the caliper.
• Control unit: From speed sensor input, controls motor/pump and solenoid valves. Has self-diagnosis and fail-safe functions.
• ABS indicator: Warns the rid~ir of abnormalities of the ABS. Also displays diagnostic codes.
REAR BRAKE MASTER CYLINDER FRONT BRAKE MASTER CYLINDER

CONTROL UNIT AND
ABS MODULATOR
FRONT PULSER RING

REAR WHEEL
~~~~~~ SPEED SENSOR
FRONT WHEEL
SPEED SENSOR
REAR PULSER RING
REAR BRAKE MASTER CYLINDER FRONT BRAKE MASTER CYLINDER
ABS MODULATOR UNIT
MOTOR
4- J ABS INDICATOR
SOLENOID
VALVE OUT
18-24
BRAKES
ABS OPERATION
Normal braking (ABS not activated)
When the ABS is not activated, the brake fluid passes from the master cylinder to the brake calipers just like in a standard hydraulic
braking system. The solenoid valve IN is open and the solenoid valve OUT is closed . The fluid pressure in the master cylinder
during braking is transmitted directly to the caliper through the solenoid valve IN. The rider controls braking with exactly the same
feeling as when using standard brakes.
When the ABS is activated
The ABS modulator operates in three modes: pressure decrease, pressure Pressure decrease mode:
hold, and pressure increase modes.
• Pressure decrease mode:
When the speed sensors indicate to the control unit that wheel lock-up is
imminent, the modulator shuts off the pressure from the master cylinder
by closing solenoid valve IN to prevent wheel lock-up, and releases the
pressure in the caliper by opening solenoid valve OUT. ABS
MODULATOR
• Pressure hold mode:
To allow the wheel rotational speed to increase and the tire to gain
traction , the modulator shuts off the pressure from the master cylinder by
closing solenoid valve IN, and closes the passage to the reservoir but
closing solenoid valve OUT to hold the fluid pressure in the caliper.
• Pressure increase mode:

When the wheel rotational speed catches up sufficiently and wheel lock-
up is prevented in pressure decrease mode, the modulator increases the
fluid pressure in the caliper to recover braking power. The brake fluid in
the reservoir is pressurized through the pump to be fed to the caliper to
Pressure hold mode:
increase fluid pressure.
fl'.
w
a..
:J PRESSURE
<t:
() DECREASE
w MODE
I
1-
z PRESSURE
w INCREASE
fl'.
::, MODE
CJ")
CJ")
w PRESSURE
fl'. HOLD MODE
a..
0
::,
....J Pressure increase mode:
u.
TIME
18-25
BRAKES
OPERATION OF THE SOLENOID VALVES
The solenoid valve IN and solenoid valve OUT operate differently. The solenoid valve IN is normally open , held by the force of a
spring, and closes when the coil is activated. The solenoid valve OUT is normally closed and opens when the coil is activated. The
coils, and therefore the function of the solenoid valves, are controlled by the control unit.
SOLENOID VALVE IN
FRONT BRAKE MASTER CYLINDER
When the coil is off,

the passage is open.
When the coil is on,

FRONT BRAKE
the passage is closed .
WHEEL
SPEED
SENSOR
CONTROL
UNIT
SOLENOID VALVE OUT
When the coil is off,

the passage is closed.
When the coil is on ,

the passage is open.
ABS MODULATOR
RESERVOIR
18-26
BRAKES
DUAL MODULATOR ABS
COMPONENTS
In a dual modulator ABS, the front and rear brakes each have their own modulator. Because of this no solenoid valves are required,
and the hydraulic fluid flow through each modulator can be linear, unlike the circulating flow through the single modulator type.
Each modulator is operated by a control unit that receives input from front and rear wheel speed sensors.
• Wheel speed sensor: Detects the speed of the wheels and gives a pulse signal corresponding to the speed to the control unit.
• Control motor: Operates the modulator and is controlled by the control motor.
• Crankshaft: Is turned by the control motor and causes the modulator piston to move up and down.
• Crankshaft angle sensor: Sends the crankshaft angle position to the control unit.
• Cut-off valve: Closes when the piston descends to shut off the pressure line between the master cylinder and caliper.
• Control unit: From speed sensor input, controls motor/pump and solenoid valves. Has self-diagnosis and fail-safe functions.
• ABS indicator: Warns the rider of abnormalities of the ABS . Also displays diagnostic codes.
FRONT BRAKE
MASTER CYLINDER
CONTROL UNIT
FRONT BRAKE REAR BRAKE

CALIPERS MASTER CYLINDER
CUT-OFF VALVE
WHEEL SPEED
SENSOR
CONTROL PISTON
REAR BRAKE
MASTER CYLINDER
CONTROL
UNIT
CRANKSHAFT
ANGLE SENSOR
/; I \'-
ABS INDICATOR CONTROL MOTOR REAR ABS MODULATOR UNIT
18-27
BRAKES
ABS OPERATION
Normal braking (ABS not activated)
When the ABS is not activated , the crankshaft rotational position is such that it causes the piston to push the cut-off valve open.
This keeps the passage from the master cylinder to the brake caliper open . Therefore, when the brake lever/pedal is operated, the
pressure from the master cylinder is directly transmitted to the caliper. The rider controls braking with exactly the same feeling as
when using standard brakes.
When the ABS is activated
The ABS modulator operates in two modes: pressure decrease and Normal braking: MASTER CYLINDER
pressure increase modes.
• Pressure decrease mode:
l
,··~~~·.;;l )
When the speed sensors indicate to the control unit that wheel lock-up is ABS MODULATOR
imminent, the control motor turns the crankshaft, which in turn causes
the piston to descend and the cut-off valve to be closed . This blocks the
input pressure from the master cylinder to the caliper and decreases the
pressure at the caliper.
• Pressure increase mode:

When the wheel rotational speed catches up sufficiently and wheel lock-
up is prevented in pressure decrease mode, the control motor rotates
the crankshaft to cause the piston to ascend . The cut-off valve remains
closed but the hydraulic pressure at the caliper is increased due to the
pumping action of the rising piston . The increase of fluid pressure in the
caliper recovers braking power. Pressure decrease mode:
• Alternating pressure decrease and increase:

To provide the best braking performance while preventing wheel lock-up,
the system rapidly and minutely alternates between the pressure
decrease and increase modes. This makes the changes in the caliper
hydraulic pressure smooth . This is done by the control unit operating the
crankshaft to repeat its entire rotation, which causes the piston to move
up and down rapidly. The cut-off valve remains closed , blocking input
pressure from the master cylinder to the caliper, but the pumping action
of the descending and ascending piston causes the pressure at the
caliper to decrease and increase repeatedly.
PRESSURE
Pressure increase mode:
DECREASE
0::
UJ MODE
CL
::::i
c3
UJ
I
1-
z
UJ
0::
::J AL TERNA TING
Cl)
Cl) PRESSURE PRESSURE
UJ
0:: INCREASE
CL
MODE
0
::J
...J
LL Alternating pressure:
TIME
/"
18-28
BRAKES
MODULATOR OPERATION
The ABS modulator decreases or increases the hydraulic pressure to the caliper according to the control signal from the control
unit. The modulator consists of the control motor, crankshaft angle sensor, crankshaft, control piston , and cut-off valves . Two types
of cut-off valves are used within the same valve assembly, A and B.
When the ABS is not activated, the control piston keeps the two cut-off valves open. When the control piston goes down, as the
ABS is activated, the cut-off valve A closes. This forces the hydraulic fluid to go through an orifice that restricts fluid flow to the
cal iper. When the piston goes down further, the cut-off valve B closes , blocking the passage between the master cylinder and the
caliper. By opening and closing the valves in this manner, the change in pressure when the ABS is activated is smoother.
CONTROL MOTOR
CRANKSHAFT ~
ANGLE SENSOR
CRANKSHAFT
DECREASE GEAR
Not activated: Activated-piston starts Activated-increase/

to go down: decrease of pressure:
From the
Remains
Closed closed
Open Closed
Cut-off valves A & B open Cut-off valve A closed Cut-off valve B closed
18-29
BRAKES
COMPONENTS
WHEEL SPEED SENSOR AND PULSER RING
A toothed or slotted type pulser ring is mounted to, and rotates with, the
wheel. A sensor is mounted on a fixed position close to the pulser ring,
usually on the fork leg or brake caliper bracket.
As the wheel and pulser ring rotate, the teeth or slots of the ring pass by the
sensor, which senses the speed at which they are moving. The sensor
sends this information to the control unit in the form of pulse signals. The
control unit uses the signals to calculate the rotational speed of the wheel.
There are two types of sensors used: the pickup coil type and Hall IC type.
CONTROL UNIT
Control Function
The control unit receives signal inputs from the front and rear wheel speed
sensors, and if applicable, the front and rear modulator angle sensors.
Using the information gleaned from the inputs, the control motor directs the
operation of the control motor, and if applicable, the cut-off solenoid valves.
Self-diagnosis Function
• When the ignition switch is turned on, the indicator comes on for an ABS
indicator bulb check
• During the pre-start diagnosis, the ABS indicator stays on
• If a problem is detected during the pre-start diagnosis, the ABS indicator
stays on and the system does not switch to constant diagnosis
• When a problem is detected during constant diagnosis, the ABS
indicator flashes
If there is an abnormality in the system, the ABS indicator either stays on
(pre-start diagnosis) or flashes (constant diagnosis) to notify the rider of a
problem. A problem code is also recorded by the control unit and which can
be displayed to aid diagnostic troubleshooting .
Fail-safe Function
The fail-safe function of the ABS control unit will cease ABS functions if any
problem is detected. If a problem is detected during pre-start diagnosis, the Normal braking: MASTER CYLINDER
ABS is not activated. When any problem is detected during constant )
--~~~.._,:;;
diagnosis, the ABS stops functioning. Depending upon the scenario, the
ABS indicator will either stay on (pre-start diagnosis) or flash (constant
diagnosis). When this occurs, the braking system will work like a
conventional hydraulic brake.
18-30
BRAKES
COMBINED ANTI-LOCK BRAKE SYSTEM (C-ABS)

Unlike the previously discussed separate Combined Braking Systems (CBS) and Anti-lock Brake Systems (ABS) that are often
utilized together on the same vehicle , Combined ABS fully integrates the CBS and ABS components and functions. In this, C-ABS
electronically controls both the synchronization of the front and rear brakes and also the ABS. This ensures the best braking
distribution and control, and as a result improves control and stability.
The Combined ABS greatly differs from standard or other braking systems in that it incorporates brake-by-wire control. The
Combined ABS control unit receives input from the brakes' master cylinders and both wheels' speed sensors and sends signals to
the system 's power units to apply the optimum braking force .
The system also monitors both the slip ratio of the front and rear wheels and the brake system input pressure to apply the correct
ABS function when required.
.............................. FRONT BRAKE
~I:;;J
REAR WHEEL
~ R~ RAKE
FRONT WHEEL
SPEED SENSOR SPEED SENSOR
REAR BRAKE PEDAL
CONSTRUCTION
ABS VALVE UNIT
Each ABS valve unit includes three pressure sensors that detect hydraulic fluid pressure and send the information to the Combined
ABS control unit.
The ABS valve units also include three solenoid valves that are controlled by the control unit and direct the flow of the fluid .
• Solenoid valve (1):
This solenoid valve directs the hydraulic fluid from the master cylinder (input side) to the stroke simulator.
This solenoid valve closes when the ignition switch is OFF.
To adjust the hydraulic pressure of the stroke simulator, a one-way valve is used.
This solenoid valve directs the hydraulic fluid from the power unit to brake caliper (output side).
This solenoid valve closes when the ignition switch is OFF.
To adjust the hydraulic pressure of the power unit, a one-way valve is used.
This solenoid valve directs the hydraulic fluid from the master cylinder (input side) to the brake caliper (output side).
This solenoid valve opens when the ignition switch is OFF.
• Pressure sensor (1):
This pressure sensor detects the hydraulic fluid pressure at the master cylinder (input side).
This pressure sensor detects the hydraulic fluid pressure for the fail-safe system at the input side passage.
This pressure sensor detects the hydraulic fluid pressure between the power unit to the brake caliper (output side).
• Stroke simulator:
The stroke simulator absorbs the hydraulic fluid pressure when the brake lever or pedal is applied .
VALVE UNIT
Power Unit
The power unit adjusts and modifies the output hydraulic fluid pressure in proportion to the input pressure from the master cylinder
and information from the Combined ABS control unit. It does so by controlling the hydraulic fluid pressure with a control motor that
operates a piston via a ball screw. The power unit is utilized for all braking functions including the operation of the ABS and
combined braking .
r
18-31
BRAKES
COMBINED ABS CONTROL UNIT
The Combined ABS control unit receives input from each pressure sensor and wheel speed sensor, and then controls each
solenoid valve and power unit to deliver the best braking performance.
PULSER RING/WHEEL SPEED SENSOR
The pulser ring and wheel speed sensor send wheel speed information to the Combined ABS control unit.
BRAKE OPERATION
WHEN THE C-ABS FUNCTIONS DO NOT OPERA TE
The Combined ABS functions do not operate when the ignition switch is turned OFF or when the motorcycle is travelling at 6 km/h
(4 mph) or less. During these circumstances , neither the input side brake line nor the output side brake line are intercepted and the
brake system works in a conventional way.
SOLENOID VALVE OPEN/CLOSED

(1) CLOSED
(2) CLOSED
(3) OPEN
The input hydraulic pressure from the master cylinder is allowed to pass through the ABS valve unit as solenoid valve (3) is open,
and is transmitted directly to the brake caliper. Solenoid valves (1) and (2) are closed , so hydraulic pressure is not routed to the
operational components of the valve unit.
FRONT MASTER REAR MASTER

CYLINDER./} CYLINDER
FRONTVALVE UNIT REAR VALVE UNIT

PRESSURE
f STROKE SIMULATOR SENSOR(1 )
PRESSURE PRESSURE
SENSOR(2) SENSOR(2)
SOLENOID
VALVE(3) :
OPEN
.
CALIPER CALIPER
FRONT WHEEL
SPEED SENSOR "------.
FRONT POWER REAR POWER
UNIT UNIT
HYDRAULIC PRESSURE
18-32
BRAKES
C-ABS OPERATION
When the vehicle operates at speeds above 6 km/h (4 mph), the solenoid valve (1) opens and the C-ABS enters standby mode.
During standby, whenever the brake lever or pedal is operated and the input hydraulic fluid pressure reaches 50 kPa, the solenoid
valve (3) closes and valve (2) opens and the system enters operational mode.
In operational mode, the C-ABS control unit reads the input hydraulic fluid pressure from the pressure sensor (3) and applies the
appropriate output pressure to the brake caliper.
SOLENOID VALVE OPEN/CLOSED

(1) OPEN
(2) OPEN
(3) CLOSED
The pressure caused by the flow of hydraulic fluid through the solenoid valve (1) when the lever or pedal is operated is absorbed by
the stroke simulator in proportion to the force applied. The power unit operates and applies hydraulic fluid pressure to the brake
caliper through the solenoid valve (2). When the brake lever or pedal is released, the systems reverts to the standby mode with the
solenoid valve (3) open and valve (2) closed .
REAR MASTER
CYLINDER
FRONT VALVE UNIT REAR VALVE UNIT
• PRESSURE
SENSOR(1)
•
PRESSURE PRESSURE
SENSOR(2) SENSOR(2)
SOLENOID SOLENOID
VALVE(3): VALVE(3):
CLOSED CLOSED
•
CALIPER CALIPER
FRONT WHEEL
SPEED SENSOR ..__ __
UNIT UNIT
HYDRAULIC PRESSURE
18-33
BRAKES
ABS FUNCTION
When the ABS operation is determined to be necessary from the slip ratio of the wheel and the input hydraulic pressure after the
system operates, the combined ABS control unit drives the power unit motor in the opposite direction. The power of the hydraulic
pressure on the output side is relieved . As a result, the braking effort of the brake caliper is adjusted.
COMBINED BRAKE FUNCTION

When only the front brake lever or rear brake pedal are operated , or when both brakes are applied heavily, the combined brake
function operates. When this occurs, the Combined ABS control unit operates the power units to adjust the hydraulic fluid pressure,
and therefore to appropriately distribute the braking force between the front and rear brake calipers. This results in optimum braking
force and helps to stabilize the motorcycle.
EXAMPLE: WHEN ONLY THE FRONT BRAKE IS OPERATED:
REAR MASTER
CYLINDER
FRONT VALVE UNIT REAR VALVE UNIT

... PRESSURE
SENSOR(1)
PRESSURE PRESSURE
SENSOR(2) SENSOR(2)
SOLENOID
VALVE(3):
CLOSED

CALIPER CALIPER
FRONTWHEEL
SPEED SENSOR ....__ __,
UNIT UNIT
HYDRAULIC PRESSURE
18-34
BRAKES
POWER UNIT
The power unit consists of a control motor, modulator piston , and ball screw.
BALL SCREW
CONTROL MOTOR
i 1';
@
BLEED VALVE
ABS VALVE UNIT

The ABS valve unit consists of the solenoid valves (1 ), (2), and (3), pressure sensor (1 ), (2), and (3), stroke simulator, and two one-
way valves .
SOLENOID VALVE (1) PRESSURE SENSOR (1)
ONE-WAY VALVE
From power
:C'\ ~ unit
,,,,;,
PRESSURE SENSOR (2)
SOLENOID VALVE (3)
18-35
BRAKES
FAIL SAFE-/SELF-DIAGNOSTIC FUNCTION
The C-ABS includes constant self-monitoring, self-diagnostic, and fail-safe functions. If any abnormality is detected, the control unit
stops C-ABS braking assistance and the braking system converts to working in a conventional way. Any abnormality will cause the
ABS indicator to illuminate and the control unit to record a Diagnostic Trouble Code (OTC). The OTC can be used to troubleshoot
the cause of the abnormality.
The ABS indicator illuminates when the ignition is switched ON. Until the motorcycle is ridden over 6 km/h (4 mph), the system
performs the pre-start self-diagnosis procedure. If the system is working correctly the ABS indicator will turn off, however, the
system will continue to monitor itself. If at any time an abnormality is detected, the ABS indicator light will begin blinking or
illuminate continuously.
• The C-ABS indicator might blink in the following cases. Correct the faulty part.
- Incorrect tire pressure.
- Tires not recommended for the motorcycle were installed (incorrect tire size).
- Deformation of the wheel or tire.
• The C-ABS indicator might blink while riding under the following conditions. Indicating a temporary failure. Clear the OTC and
perform the pre-start self-diagnosis. The C-ABS is normal if the indicator goes off. Any of the following riding conditions may
cause a temporary failure:
- The motorcycle has continuously run on bumpy roads.
- When riding, the front wheel leaves the ground for a long time (wheelie).
- Only either the front or rear wheel rotates.
- The ABS operates continuously.
- After riding (after the pre-start self-diagnosis), the engine was kept running and the rear wheel turning (for more than 30
seconds).
- The C-ABS control unit is disrupted by extremely powerful radio waves {electromagnetic interference).
18-36
BRAKES
BRAKE SERVO-PRESSURE SENSING ANTI-DIVE SYSTEM
The brake servo-pressure sensing anti-dive system is utilized on certain motorcycle models that are equipped with a type of Dual
Combined Brake System (DCBS) that use a secondary master cylinder. Where fitted , the DCBS system operates the anti-dive
system on the left front fork by utilizing brake hydraulic fluid pressure generated in the secondary master cylinder.
The secondary master cylinder responds to braking forces generated by the lever and/or pedal. When either brake is applied, the
plunger is pushed by brake hydraulic fluid pressure from the secondary master cylinder and the anti-dive piston valve in the fork oil
passage moves to block the passage. As the flow of the fork fluid is reduced by movement of the piston valve, the system increases
compression of the front fork and thereby controls the nose dive of the vehicle .
BRAKE HOSE
From
"'
0
LEFT FORK
LEFT FORK LEFT FRONT CALIPER
BRAKE FLUID
-----~
Fluid pressure
from secondary -+
master cylinder
0
Fluid flow when
compressing
18-37
BRAKES
SERVICE INFORMATION
GENERAL-BRAKES
ACAUTION
Frequent inhalation of brake pad or shoe dust, regardless of material composition, could be hazardous to your health.
• Avoid breathing dust particles.
• Never use an air hose or brush to clean brake assemblies. Use an OSHA-approved vacuum cleaner.
NOTICE
Spilled brake fluid will severely damage instrument lenses and painted surfaces. It is also harmful to some rubber parts. Be careful
whenever you remove the reserve tank cap; make sure the reserve tank is horizontal first.
NOTICE
The Combined ABS or ABS control unit, valve unit or power unit may be damaged if dropped. Also, if the connector is disconnected
when current is flowing, the excessive voltage may damage the Combined ABS or ABS control unit. Always tum the ignition switch
to OFF before servicing.
• A contaminated brake disc or pad reduces stopping power. Discard contaminated pads and clean a contaminated disc with a
high quality brake degreasing agent.
• Never allow contaminants (dirt, water, etc.) to get into an open reserve tank or otherwise enter the hydraulic system.
• Once the hydraulic system has been opened , or if the brake feels spongy, the system must be bled.
• Always use fresh DOT 4 brake fluid from a sealed container when servicing the system. Do not mix different types of fluid ; they
may not be compatible.
• Always check brake operation before riding the motorcycle.
• Check the brake system by applying the brake lever or pedal after the air bleeding.
• Confirm the brake operation by applying the brake lever/pedal after any air bleeding or brake component servicing, before riding.
• To maintain proper sealing and initial fit, replace the parts specified for replacement at the time of service. Replace the required
parts as a set, when specified, for the same reason.
• The brake calipers can be removed from the motorcycle and the pads can be replaced without disconnecting the hydraulic
system.
• If brake pads or shoes have been overheated (glazed), they must be replaced. Overheating changes the composition of the
friction material and merely wire brushing or sanding the friction surface cannot change this fact.
• Always replace hydraulic line/hose sealing washers with new ones when reassembling. These sealing washers are made of
aluminum alloy for effective sealing and are distorted once they are used.
• Take care when handling and installing brake lines and hoses. When installing front brake lines, be sure that there is no
possibility of damage or stress to the lines or hoses when the fork pivots fully in either direction or when the suspension
compresses or extends. In the rear, allow proper clearance so that the lines or hoses do not rub against the tire, frame or
swingarm, and so they are not caught between the coils of the spring when the suspension compresses.
• All brake lines or hoses should be installed using the clamps provided. Each clamp should be positioned around the rubber hose
guards to prevent any damage to the lines and hoses.
• When the Combined ABS or ABS control unit detects a problem, it stops the Combined ABS or ABS function and switches back
to conventional brake operation, and the Combined ABS or ABS indicator blinks or it stays on. Take care during a test ride.
• Troubles not resulting from a faulty Combined ABS or ABS (e.g., brake disc squeak, unevenly worn brake pad) cannot be
recognized by the Combined ABS or ABS diagnosis system.
• Read the "Combined ABS Troubleshooting Information" or "ABS Troubleshooting Information" in the model specific Service
Manual carefully, inspect and troubleshoot the Combined ABS or ABS according to the Diagnostic Troubleshooting. Observe
each step of the procedures one by one. Write down the problem code and probable faulty part before starting diagnosis and
troubleshooting.
• After troubleshooting, clear the problem code and perform the pre-start self-diagnosis to be sure that the Combined ABS or ABS
indicator is operating normally.
• Do not disassemble the valve unit or power unit. Replace them with new ones when they are faulty.
• When the wheel speed sensor and/or pulser ring is replaced, check the clearance (air gap) between both components.
• Due to the various components of the C-ABS, including the valve and power units and solenoids, the brake fluid passages are
very complex. This complexity requires that together with normal brake line air bleeding procedures, the valve and power units
must also be bled. The air bleeding procedures for the C-ABS are very involved and include many steps. All the steps must be
followed exactly and completely for proper bleeding. Always perform a brake inspection and test ride after bleeding.
• Due to the by-wire nature of the C-ABS, it may be difficult to feel if air is still in the system. For this reason it is important to
perform a brake test and test ride after brake system servicing.
18-38
BRAKES
TOOLS
When conducting braking system inspection, servicing, and repair, the special tools listed below may be required. See the model
specific Service Manual for the part numbers of the specifically required tools. For a list of common hand tools, see page iv.
Snap ring pliers Test probe Manual brake bleeder
Compressed air brake bleeder
18-39
BRAKES
CONVENTIONAL BRAKE SYSTEMS TROUBLESHOOTING

MECHANICAL DRUM BRAKE
Poor brake performance
Improperly adjusted brake (page 2-41)
Worn brake linings (page 18-43)
Worn brake drum (page 18-43)
Worn brake cam (page 18-45)
Improperly installed brake linings (page 18-43)
Brake cable sticking/needs lubrication
Contaminated brake linings (page 18-43)
Contaminated brake drum (page 18-43)
Worn brake shoes at cam contact areas (page 18-43)
Improper engagement between brake arm and camshaft serrations
Brake lever hard or slow to return
• Worn/broken return spring (page 18-44)
• Improperly adjusted brake (page 2-41)
• Sticking brake drum due to contamination (page 18-43)
• Worn brake shoes at cam contact areas (page 18-43)
• Brake cable sticking/needs lubrication
• Worn brake cam (page 18-45)
• Improperly installed brake linings (page 18-43)
Brake squeaks
• Worn brake linings (page 18-43)
• Worn brake drum (page 18-43)
Contaminated brake linings (page 18-43)
• Contaminated brake drum (page 18-43)
HYDRAULIC DISC BRAKE

Brake lever/pedal soft or spongy
• Air in hydraulic system (page 18-47)
• Leaking hydraulic system
• Contaminated brake pad/disc
• Worn caliper piston seal (page 18-51 )
• Worn master cylinder piston cups (page 18-54)
• Worn brake pad/disc (page 2-41)
• Contaminated caliper (page 18-51)
• Caliper not sliding properly (rear)
• Clogged fluid passage
• Warped/deformed brake disc (page 18-53)
• Sticking/worn caliper piston (page 18-52)
• Sticking/worn master cylinder piston (page 18-55)
• Contaminated master cylinder (page 18-55)
• Bent brake lever/pedal
Brake lever/pedal hard
• Caliper not sliding properly (rear) (page 18-52)
• Clogged/restricted fluid passage
• Worn cal iper piston seal (page 18-52)
• Sticking/worn master cylinder piston (page 18-55)
• Bent brake lever/pedal
• Sticking rear brake pedal sliding surface
Brake drags
• Contaminated brake pad/disc
• Misaligned wheel
• Warped/deformed brake disc (page 18-53)
• Caliper not sliding properly (rear) (page 18-52)
• Clogged/restricted hydraulic system
• Sticking master cylinder piston (page 18-55)
• Sticking rear brake pedal sliding surface
18-40
BRAKES
4
f
ABS AND COMBINED ABS TROUBLESHOOTING
SYSTEM DESCRIPTION
ABS AND COMBINED ABS PRE-START SELF-DIAGNOSIS SYSTEM
The ABS/Combined ABS pre-start self-diagnosis system diagnoses the electrical system as well as the operating status of the
modulator. When there is any abnormality, the problem and the problematic part can be detected by outputting the Diagnostic
Troubleshooting Code (OTC).
When the vehicle speed is approximately 6 km/h (4 mph) or more, a wheel speed sensor signal is sent to the ABS/Combined ABS
control unit, then the pre-start self-diagnosis system operates the pump motor (inside the modulator) and detects whether the
hydraulic operation is normal, and it completes the pre-start self-diagnosis.When the ABS/Combined ABS is normal, the ABS
indicator goes off just after a road speed of 10 km/h (6 mph) indicating that the diagnosis is completed.
If a problem is detected, the ABS indicator blinks or comes on and stays on to notify the rider of the problem. The self-diagnosis is
also made while the motorcycle is running, and the indicator blinks when a problem is detected. When the indicator blinks, the
cause of the problem can be identified by retrieving the OTC following the retrieval procedure in the model specific Service Manual.
Pre-start self-diagnosis when normal:
IGNITION ON
SWITCH OFF
Running
ENGINE
Stop - - - - - - - -T Start
VEHICLE
/6km/h (4mph) or above
SPEED 0 ---------------------
PUMP ON
MOTOR OFF
ABS ON
INDICATOR OFF L
f
10 km/h (6mph) or above, pre-start self-diagnosis completes
Pre-start Self-diagnosis Procedure

1. Turn the ignition switch to "ON".
2. Make sure the ABS indicator comes on.
3. Start the engine.
4. Ride the motorcycle and increase the vehicle speed to approximately 10
km/h (6 mph).
5. The ABS/Combined ABS is normal if the ABS indicator goes off.
18-41
BRAKES
PROBLEM CODE INDICATION PATTERN
• The ABS indicator indicates the problem code by blinking a specified number of times.
The indicator has two types of blinks, a long blink and short blink. The long blink lasts for 1.3 seconds, the short blink lasts for
0.3 seconds. When a long blink occurs, and two short blinks, that problem code is 12. Then, go to the troubleshooting and see
problem code 12.
• When the ABS/Combined ABS control unit stores some problem codes, the ABS indicator shows the problem codes in the order
from the lowest number to highest number. For example, when the indicator indicates code 12, then indicates code 23, two
failures have occurred.
When the DTC is stored:
ON
IGNITION
SWITCH
OFF
2sec. 3.6sec. OTC
ON
ABS
INDICATOR
OFF
OTC start signal '1.3sec.: 3.6sec. 1.3seci o.5sec.
~ ·:
:0.4sec.:
0.3sec.:
:--
0.4sec. :
Latest OTC Earliest OTC

(Example: Code 1-2) (Example: Code 3-1 )
When the DTC is not stored:
2sec. 3.6sec. 2sec. 3.6sec.

. ' . . .
ABS INDICATOR :~F LLCD..

PROBLEM CODE READOUT
NOTE:
• The problem code is not erased by turning the ignition switch to "OFF" while the problem code is being output. Note that turning
the ignition switch to "ON" again does not indicate the problem code. To show the problem code again, repeat the problem code
retrieval procedures from the beginning.
• After diagnostic troubleshooting , erase the problem code(s) then test ride the motorcycle above 30 km/h
(18 mph) and check the no problem in the ABS indicator (indicator is operating normally).
For the procedure to retrieve and clear problem codes, follow the instructions in the model specific Service Manual. The specific
manual will also include an ABS/Combined ABS Problem Code Index.
18-42
II MECHANICAL DRUM BRAKES
INSPECTION AND SERVICE
BRAKES
f Remove the wheel by following the instructions on page

12 or in the model specific Service Manual.
Remove the brake panel from the wheel hub.
BRAKE PANEL
INSPECTION
BRAKE DRUM I.D.
Check the brake drum for wear or damage. Replace the
VERNIER CALIPERS
wheel hub if necessary.
Measure the brake drum 1.0. (at the lining surface) at
several points and take the largest measurement.
service limit or refer to the wheel hub if the service limit
is stamped on it.
NOTE:
• If the brake drum is rusted, clean with #120 emery
paper.
• Be sure to use inside vernier calipers and measure
the lining wear surface, not the drum's unworn ridge .
BRAKE LINING THICKNESS

Measure the brake lining thickness at three points (both
BRAKE SHOE BRAKE LINING
ends and the center) .
Replace the brake shoes in pairs if the smallest
measurement is less than the service limit given the
model specific Service Manual or if the linings are
contaminated with grease.
18-43
BRAKES
DISASSEMBLY
NOTE:
• Replace the brake shoes in pairs.
• When the brake shoes are to be reused, mark the
shoes' positions before disassembly so that they can
be installed in their original positions.
U-SPRING TYPE
Move the brake arm and expand the brake shoes.
Remove the shoe spring from the anchor pin with a
screwdriver.
Remove the brake shoes.
SHOE SPRING
BRAKE SHOES
COIL SPRING TYPE

Pull the brake shoes away from the anchors and
remove the shoes.
SHOE SPRINGS
Remove the following from the brake panel:

WEAR INDICATOR PLATE BRAKE ARM BOLT
• Brake arm
• Wear indicator plate
• Felt seal/dust seal
• Brake cam
BRAKE ARM
18-44
f
I BRAKES
I ASSEMBLY
Apply a small amount of grease to the brake cam and
anchor pin where noted on the illustration .
Install the brake cam in the brake panel.
NOTE:
• Keep grease off the brake linings.
• Wipe excess grease off the cam and anchor pin .
• Grease on the brake linings will reduce stopping
ability and may cause brake failure.
• If the brake drum and linings are contaminated with
grease, clean the brake drum with brake cleaner and
replace both brake shoes .
BRAKE CAM
Felt seal : Apply a small amount of engine oil to the felt

and install the felt seal on the brake panel.
Dust seal : Apply a small amount of grease to the dust
seal lip and install .
Install the wear indicator plate by aligning its large
serration with the large serration of the brake cam .
Install the brake arm on the brake cam while aligning

PUNCH MARKS
the punch marks.
Refer to the model Tighten the arm bolt and nut to the specified torque .
specific SeNice
NOTE:
torque. • Install the brake shoes according to the position
mark on each brake shoe.
ARM BOLT
COIL SPRING TYPE

Install the shoe springs on the brake shoes.
NOTE:
• Install the shoe springs with end side facing out.
BRAKE
SHOE SPRINGS PANEL SIDE
18-45
BRAKES
Install a brake shoe on the brake panel; then install the
other shoe being careful to keep the shoe springs in
position.
U-SPRING TYPE
Install the brake shoes on the brake panel and expand BRAKE SHOES
the shoes by moving the brake arm.
Install the shoe spring on the brake shoes and secure it
on the anchor pin.
ANCHOR PIN SHOE SPRING
On a front wheel with a speedometer gear, grease the

gear before the brake panel is installed on the wheel BRAKE PANEL
~
hub.
Install the brake panel on the wheel hub.
Install the wheel by following the instructions on page
17-12 or the model specific Service Manual.
On the front wheel, ensure the brake cable and
speedometer cable are correctly attached.
SPEEDOMETER DRIVE GEAR - ~

On the rear wheel , ensure the brake rod and brake
stopper arm are correctly attached.
BRAKE STOPPER ARM
18-46
BRAKES
HYDRAULIC DISC BRAKES SERVICE
BRAKE FLUID REPLACEMENT/
BLEEDING
I NOTICE I
system is serviced.
NOTE:
• When using a commercially available brake bleeder,
r follow the manufacturer's operating instructions.
• Use only specified brake fluid from a sealed
r container.
r • Refer to the model specific Service Manual for the
r specified brake fluid.
• When bleeding the system, check the fluid level
r often while bleeding to prevent air from being
r pumped into the system.
• If air is entering the bleeder from around the bleed
valve threads, seal the threads with teflon tape.
• For Combined Brake System (CBS), Anti-lock Brake
System (ABS), and Combined ABS (C-ABS), very
p specific and involved brake replacement and
r bleeding procedures are required . Follow the
,r instructions in the model specific Service Manual.

The following procedures are to replace the brake fluid
while simultaneously filling the hydraulic system. To
~
completely drain the system, such as to replace a
'I' system component, follow the same procedures but do
not add fresh fluid .
! until the reservoir is level.

Place a rag over painted, plastic, or rubber parts
COVER
COVER PLATE
I whenever the system is serviced.
DIAPHRAGM
I
I
Remove the master cylinder cover and diaphragm.
UPPER LEVEL
(CASTING ED~E) I
~BRAKE FLUID
LEVER/PEDAL PUMP METHOD

Fill the reservoir with the specified brake fluid from a
sealed container and add when necessary during the BLEED VALVE
bleeding procedure.
Connect a transparent bleed hose to the bleed valve
and place the other end of the hose into a container.
Pressurize the system with the brake lever or pedal until
resistance is felt.
Do not release the Squeeze the brake lever or pedal, open the bleed valve
lever or pedal until 1/4 turn, and then close it.
the bleed valve has
Release the brake lever or pedal slowly and wait
been closed. several seconds after it reaches the end of its travel.
BRAKE LEVER BLEED HOSE
Repeat the procedure until only fresh fluid flows from
the bleed valve.
18-47
BRAKES
After replacing the hydraulic fluid, squeeze the brake
lever or pedal, if it is spongy, follow the same procedure
to bleed the system until no bubbles appear.
Install the reservoir diaphragm and cover.
MANUAL BRAKE BLEEDER METHOD

sealed container and add when necessary during the
bleeding procedure.
BLEED VALVE
TOOLS:
Manual brake bleeder
Connect a commercially available manual brake

bleeder to the bleed valve.
Pump the brake bleeder and loosen the bleed valve to
expel fluid from the system, then close the valve.
Repeat the above procedure until the system has been
flushed and only fresh fluid flows from the bleed valve.
NOTE:
• Keep topping up the reservoir to ensure the fluid
doesn't run dry and allow air to enter the system. MANUAL BRAKE BLEEDER
After replacing the hydraulic fluid, squeeze the brake
to bleed the system until no bubbles appear.
COMPRESSED AIR BRAKE BLEEDER METHOD

Refer to the model
specific SeNice sealed container.
Manual for the
specified brake TOOLS:
fluid. Compressed air brake bleeder
Connect a commercially available compressed air

brake bleeder to the bleed valve.
If an automatic refill system is included with the brake
bleeder, attached it to the reservoir.
Operate the brake bleeder and loosen the bleed valve.
If an automatic refill system is not used, add brake fluid
when the fluid level in the reservoir is low.
Perform the procedure until the system is completely
flushed and only fresh fluid flows from the bleed valve.
Close the bleed valve.
After replacing the hydraulic fluid squeeze the brake
to bleed the system until no bubbles appear in the bled
fluid .
18-48
BRAKES
BRAKE PAD REPLACEMENT
REMOVAL
There are two types of brake pads: TYPE A: TYPE B:
• Type A: Pad pin is secured by the retainer plate. PAD PIN RETAINER BOLT
• Type B: Pad pin is secured by the pad pin plug.
Type A: Loosen the pad pin retainer bolt.
Type B: Remove the pad pin plug and loosen the pad
pin.
Remove the caliper by following the instructions in the
I
PAD PINS PAD PIN/PIN PLUGS
Remove the pad pins and pads. Make sure to retain

PAD SPRING
any pad springs, pad retainers , and/or pad shims (on
the back of the pad), and note their location for
reassembly.
NOTE:
• Remove the pads without removing the bracket from
the caliper. If the pads cannot be removed, remove
the bracket.
Before pushing the Push the piston all the way in to allow the installation of
pistons in, ensure new brake pads.
there is enough
NOTE:
space in the master
cylinder reservoir • Clean around the caliper pistons and the exposed
for the displaced part of the pistons before pressing in the piston.
brake fluid. Type A: Remove the pad pin retainer bolt and the pad
PAD PIN RETAINER
pin retainer.
Before removing . the pads, mark them so you can
reinstall them in their original positions if they are to be
reused , thereby assuring even disc pressure.
Always reinstall the brake pads in their original
positions to prevent loss of braking efficiency.
PAD PINS
Type A: Pull out the pad pins and remove the pads. TYPE A: TYPE B:
Type B: Loosen the pad pins and remove the pins and
PAD
pads.
NOTE:
Pad pins can be easily removed by pressing the
pads into the caliper.
PAD PIN PAD PIN
18-49
BRAKES
INSTALLATION
Before pushing the Press in the piston(s) to install the new pads.
pistons in, ensure
there is enough
NOTE:
space in the master • Clean around the caliper pistons and the exposed
cylinder reservoir part of the pistons before pressing in the piston.
for the displaced If the caliper and bracket are separate, apply silicone
brake fluid. grease to the caliper pivot bolt boot, pin bolt, and collar
bore, and insert the caliper into the bracket.
Set the boot lip in the pin bolt groove securely.
Install the new pad , align the holes in the pad and
retainer, and install the pad pin. Note the installation
direction of the pad.
Install the pad springs , pad retainers, and/or pad shims PAD SPRING
in their original positions. ~-----------------~
Type A: Install the retainer by aligning its hole with the
pad pin groove and loosely tighten the bolt.
PAD PIN RETAINER BOLT
Refer to the model Install the caliper by following the instructions in the TYPE A: TYPE 8:
specific Service model specific Service Manual.
Manual for the PAD PIN RETAINER BOLT
Type A: Tighten the pad pin retainer bolt to the
specific torque
specified torque .
value.
Type B: Tighten the pad pin to the specified torque and
install the pad pin plug.
PAD PINS PAD PIN/PIN PLUGS
Apply the brake lever to force the caliper piston(s) out of

the caliper.
Rotate the wheel by hand and check the brake
operation.
BRAKE LEVER
18-50
BRAKES
BRAKE CALIPER
REMOVAL
Remove the brake caliper by following the instructions
Remove the brake pads (page 18-49).
Hold the caliper so Pump the brake lever to force the caliper piston(s) out
the piston is facing of the caliper.
up, this will help
prevent hydraulic
NOTE:
fluid spilling out • With multi-piston cylinders, all the pistons may not
when the piston is come out of the caliper using this method. If this is
removed. the case, use compressed air as indicated below.
Place a clean container under the caliper and
disconnect the brake hose from the caliper.
NOTE:
• Avoid spilling brake fluid on painted surfaces.
• Spilled brake fluid will damage painted, plastic or
rubber parts.
Remove the brake caliper assembly.
DISASSEMBLY
PIVOT COLLAR/BOOT PAD SPRING
• Caliper bracket
• Pad spring
• Pivot collar
CALIPER
• Boot
Clean all of the removed parts except the brake pads
with fresh brake fluid.
If all the caliper pistons could not be removed by using

hydraulic pressure, carefully remove the piston(s) using
compressed air.
Place a shop towel over the pistons.
NOTE:
• For monobloc calipers, place a shop towel between
the pistons.
Do not use high Position the caliper body with the pistons facing down
pressure air or bring and apply short burst of air pressure to the fluid inlet to
the nozzle too close remove the pistons.
to the fluid inlet. COMPRESSED AIR GUN
18-51
BRAKES
Be careful to not Push the piston seal and dust seal in and remove them.
damage the caliper
CALIPER
Clean the caliper, especially the brake piston seal
bore when
grooves, with fresh brake fluid.
removing the seals.
SEAL
CALIPER CYLINDER INSPECTION

Check the caliper cylinder bore for scoring, scratches or
other damage. CALIPER
Measure the caliper cylinder 1.0. in X and Y axis at

several points.
Refer to the model Replace the caliper cylinder if the largest measurement
specific Service is beyond the specified service limit.
Manual for the
service limit.
BORE DIAL GAUGE
CALIPER PISTON INSPECTION

Measure the caliper piston 0.0. in X and Y axis at
several points.
Refer to the model Replace the caliper piston if the smallest measurement
specific Service is less than the specified service limit.
Manual for the
Replace the caliper piston if it is corroded in the seal
service limit.
contact area.
MICROMETER
18-52
BRAKES
ASSEMBLY
NOTE:
• Make sure that each part is free from dust or dirt
, before reassembly.
• Replace the dust seals and piston seals as a set
whenever they are removed .
r Refer to the model Coat the new piston seals with the recommended brake
r specific Service
Manual for the
fluid and install them in the caliper cylinder grooves.
r recommended
Coat the dust seals with silicone grease and install
r brake fluid. them in the caliper cylinder grooves.
Coat the caliper piston with fresh brake fluid and install
it in the caliper.
r
r
r There are two types of caliper pistons: resin pistons are
PISTON
mounted on light-weight motorcycles and scooters
f while metal pistons are used on heavier motorcycles.
r The installation direction is different according to the
r type of the piston.
r Resin piston: Install with the concave side away from
't
r
the pad.
Metal piston : Install with the opening toward the pad .
Install the pad spring in the caliper.
,
r
r
r
installation direction of the spring.
Install the pads (page 18-49).
,r
f
r
Install the caliper by following the instructions in the
,, BRAKE DISC INSPECTION

t
,
; Visually inspect the discs for damage or cracks .
,,
Refer to the model Measure the brake disc thickness at several points and
specific Service replace the disc if the smallest measurement is less
F Manual for the than the specified service limit.
,t service limit. The

service limit is
stamped on some
discs.
Refer to the Model Specific manual for the service limit.
r
,
J
I
MICROMETER
18-53
BRAKES
Check the brake disc for warpage.
DIAL INDICATOR
Refer to the model If warpage exceeds the service limit, inspect the wheel
specific Service bearings for excessive play. Replace the brake disc if
Manual for the the wheel bearings are normal.
service limit.
MASTER CYLINDER
This information describes the front brake master
cylinder only. There are similarities between the front
and the rear but to ensure correct servicing of the rear
master cylinder, reference the model specific Service
Manual.
DISASSEMBLY
NOTE:
• Do not allow foreign materials to enter the master
cylinder.
• Replace the master piston, spring, cups and snap
ring as a set whenever they are disassembled.
Disconnect the wire from the brake light switch.
Drain the brake fluid (page 18-47).
Remove the brake lever from the master cylinder.
MASTER CYLINDER/RESERVOIR
Disconnect the brake hose.
Remove the master cylinder holder and the master
cylinder.
BRAKE HOSE HOLDER

Remove the rubber boot.
SNAP RING PLI ERS
Remove the snap ring.
TOOL:
Snap ring pliers
Remove the piston and spring.

Refer to the model Clean the master cylinder with the recommended brake
specific Service fluid.
Manual for the SPRING 0 RUBBER BOOT
recommended
brake fluid. PISTON ~ /
SNAP RING ____fl(/{jJ )

,
"
18-54
'
BRAKES
MASTER CYLINDER INSPECTION
Check the master cylinder for scores, scratches, or
nicks and replace if necessary. MASTER CYLINDER
Measure the master cylinder I.D. in X and Y axis at

several points.
Refer to the model Replace the master cylinder if the largest measurement
specific Service is over the service limit.
Manual for the
service limit.
BORE DIAL GAUGE
MASTER CYLINDER PISTON INSPECTION

Measure the piston 0 .0 . at the several points on the
PISTON
secondary cup seat.
Refer to the model Replace the piston if the smallest measurement is less
specific Service than the specified service limit.
Manual for the
service limit. NOTE:
• Replace the master cylinder if it leaks with a new
piston installed.
MICROMETER
ASSEMBLY
NOTE:
• Replace the piston, spring, cups, and snap ring as a
set.
• Be sure that each part is free from dust or dirt before
reassembly.
When installing the cups, do not allow the lips to turn
inside out.
Coat the piston cup with fresh brake fluid and install it
MASTER CYLINDER
on the piston.
Install the spring with its larger diameter end toward the SPRING
master cylinder.
Install the primary cup with its concave side toward the
master cylinder.
Make sure the snap Install the snap ring .
ring is seated firmly TOOL:
in the groove.
Snap ring pliers
Install the rubber boot in the groove properly.
18-55
BRAKES
Place the master cylinder on the handlebar and install MASTER CYLINDER/RESERVOIR
the holder and holder bolts with the holder's "UP" mark
facing up.
Align the split between the holder and master cylinder
with the punch mark on the handlebar.
Tighten the upper holder bolt to the specified torque
first; then tighten the lower bolt to the same torque.
Install the brake lever and connect the wire to the brake
light switch.
PUNCH MARK
.
"UP" MARK
Connect the brake hose with two new sealing washers.
SEALING WASHERS
Be careful not to twist the brake hose.
Tighten the brake hose bolt to the specified torque.
Make sure that the brake hose is routed properly.
Route all cables, hoses, and lines carefully to avoid
kinking or pinching.
NOTE:
HOSE BOLT
• Improper routing may damage cables, hoses, and
/it
lines.
• Kinked or pinched brake cables, hoses, or lines may
cause a loss of braking ability.
• Fill the system with specified grade of fluid and
bleed the air from the system (page 18-4 7). BRAKE HOSE
EYELET-TYPE LINE AND HOSE

JOINTS (BANJO BOLTS)
Use new sealing washers whenever eyelet-type joints
are reinstalled . Be sure the hose bolt fluid passage is STOPPER
free from clogs prior to installation.
Note the position of the stopper that aids in positioning
the eyelet at the proper angle when installing the hose
onto the master cylinder. If only one stopper is
provided, press the hose end against the stopper while
tightening the bolt. If two stoppers are provided, install
the hose between the stoppers so that the hose will not
.
move when the bolt is tightened.
If the sealing washer includes a stopper with collapsible SEALING
WASHERS
claws, be sure to note the direction these claws face so
the new washer can be installed in the same position. ~
HOSE JOINT
----
18-56
BRAKES
HOSE JOINTS
REMOVAL
Remove the hose by loosening the joint nut while
holding the hose nut stationary. This method prevents JOINT NUT HOSE NUT
the hose from being twisted or kinked.
INSTALLATION
First install the hose joint onto the master cylinder with
a new sealing Washer and tighten it to the specified
torque if it was removed.
Then, while holding the hose nut, tighten the joint nut to
the specified torque.
MASTER CYLINDER BRAKE HOSE
METAL BRAKE LINES

REMOVAL
If the metal brake line is equipped with nuts as LOOSEN : FLARE NUT
illustrated, always loosen the flare nuts first, using a
flare nut wrench, so that the hose may be easily
maneuvered. Remove the metal line using care not to
bend it.
INSTALLATION
Always tighten brake line nuts first by hand. Then ,
confirm that the connections are free of play and tighten
to the specified torque using a flare nut wrench.
TIGHTEN:
18-57
BRAKES
SERVICE
The following information relates to the more common
fully hydraulic CBS system that includes a secondary
master cylinder, proportional control valve, and delay
valve. For different CBS systems and for specific
information about a particular model , see the model
NOTE :
• The proportional control valve and delay valve are
not serviceable components . If non-functioning or
damaged, replace the part.
• Follow the instructions in the model specific Service
Manual to remove and replace the proportional
control valve and delay valve.

Follow the instructions in the model specific Service
Manual to remove the secondary master cylinder.
DISSASSEMBL Y
Pull the boot up from the master cylinder body.
Remove the snap ring from the master cylinder body
using the special tool as shown.
TOOL:
Snap ring pliers
Do not disassemble Remove the push rod assembly, master piston , and
MASTER CYLINDER
the secondary spring .
master cylinder
Clean the inside of the cylinder and reservoir with brake ~~ PRIMARY SECONDARY
~
push rod or the CUP CUP
fluid.
correct brake
performance will
'
not be obtained.
SPRING ~ - - - ~
MASTER PISTON / ~
PUSH ROD ASSEMBLY
18-58
BRAKES
INSPECTION
Check the piston boot, primary cup, and secondary cup
MASTER CYLINDER
for fatigue or damage.
Check the master cylinder and piston for abnormal
scratches.
Measure the master cylinder I.D.
See the model Replace the master cylinder if the I.D. is larger than the
specific Service service limit.
Manual for the
service limit. Measure I.D.
Measure the master cylinder piston O.D.

MASTER CYLINDER PISTON
See the model Replace the master cylinder piston assembly (including
specific Service the cups , spring , snap right, and boot) if the O.D. of the
Manual for the piston is smaller than the service limit.
service limit.
Measure O.D.
ASSEMBLY
Keep the piston, Coat all parts with clean brake fluid before assembly.
cups, spring, snap
ring, and boot as a
set; do not
substitute individual
parts.
MASTER PISTON
I
ICUPS
When installing the Dip the piston in brake fluid.

cups, do not allow
Install the spring onto the tip of the piston .
the lips to turn MASTER PISTON
inside out. Install the piston assembly into the master cylinder.
Apply silicone grease to the boot fitting area and piston
contact area of the push rod .
PUSH ROD ASSEMBLY
18-59
BRAKES
Be certain the snap Install the snap ring using the special tool.
ring is firmly seated
in the groove. TOOL:
Snap ring pliers
NOTE:
Be careful not • Do not adjust the pushrod lenght, it is preset at the
damage the boot factory.
and make sure the
Install the boot.
boot is firmly seated
in the groove. Install the secondary master cylinder by following the

INSPECTION
NOTE:
• The ABS modulator and control unit are not
serviceable components. If non-functioning or
damaged, replace the part.
Manual to remove and replace the ABS modulator
and control unit.
• For information about the hydraulic braking
components of the ABS system, see page 18-23 or
AIR GAP INSPECTION

Raise the wheel off the ground . WHEEL SPEED SENSOR
Front:
Measure the clearance (air gap) between the sensor
and pulser ring at several points by turning the wheel
slowly.
See the model It must be within specification.
specific Service The sensor air gap cannot be adjusted. If it is not within
Manual for the
specification , check each installation part for
specification. deformation , looseness and damage.
FEELER GAUGE PULSER RING
18-60
BRAKES
SYSTEM (C-ABS) INSPECTION
NOTE:
• The C-ABS valve units and control unit are not
serviceable components . If non-functioning or
damaged , replace the part.
Manual to remove and replace the C-ABS valve
units and control unit.
• For wheel speed sensor air gap inspection see page
18-60.
• For information about the hydraulic braking
components of the ABS system, see page 18-23 or
18-61
MEMO
I
19. STEERING
SYSTEM DESCRIPTIONS .......................... 19-2 STEERING SHAFT (ATV)························· 19-34
STEERING···················································19-2 STEERING SHAFT/EPS UNIT (ATV) ·······19-39
ELECTRIC POWER STEERING (EPS)······· 19-4 STEERING COLUMN AND SHAFT

(SIDE-BY-SIDE VEHICLE)························ 19-45
STEERING DAMPER ··································19-8
TIE-ROD BALL JOINT (ATV AND SIDE-BY-
SERVICE INFORMATION························· 19-12 SIDE VEHICLE)·········································19-47
TROUBLESHOOTING······························· 19-14 STEERING GEAR BOX (SIDE-BY-SIDE

VEHICLE) ··················································19-49
HANDLEBARS··········································19-18
ELECTRIC POWER STEERING (EPS)
INSPECTION············································· 19-57
STEERING WHEEL
(SIDE-BY-SIDE VEHICLE)························ 19-25
HONDA PROGRESSIVE STEERING
DAMPER (HPSD)······································19-59
STEE~NGSTEM(MOTORCYCLEAND
SCOOTER) ················································ 19-25
Ill
19-1
STEERING
SYSTEM DESCRIPTIONS
Amoung motorcycles, scooters, ATVs, and side-by-side vehicles, and adding auxiliary components, there are many variations of
steering systems on powersports vehicles. The handling of a vehicle is greatly influenced by the condition of the steering
components and due to the great importance of the rider being able to control the vehicle's direction, it is critical that the steering
system is properly maintained. The steering system for the Aqua Trax PWC is included in Section 27.
STEERING
MOTORCYCLE AND SCOOTER
Honda motorcycle and scooter models utilize a steering system comprising a handlebar and steering stem/lower triple clamp. On
some scooters, the handlebar is connected directly to the steering stem. On motorcycles and larger scooters, the handlebar is
connected to an upper triple clamp. On sportbikes, clip-on handlebars are connected to the fork legs. The fork legs are held by the
upper (if so equipped) and lower triple clamps, the forks hold the front wheel axle, to which the front wheel is attached.
ATV
On ATV models, the handlebar is mounted directly to the steering shaft. The shaft extends down to a lower bearing. At the lower
end of the steering shaft is an arm to which two tie rods are attached. One tie rod each is connected to the front wheel hubs with a
knuckle. Both ends of the tie rod have ball joints to allow for the vertical and pivoting movement of the wheel.
TYPICAL MOTORCYCLE/SCOOTER STEERING COMPONENTS: TYPICAL ATV STEERING COMPONENTS:
HANDLEBAR
' STEM
STEERING
WHEEL HUB
AXLE
NOTE: ONLY LEFT SIDE SHOWN
19-2
STEERING
SIDE-BY-SIDE VEHICLE
Side-by-side vehicle models utilize an automotive-style rack and pinion steering system. The steering wheel is connected to a
steering column, which in turn is connected to a steering shaft. The shaft has universal joints at both ends to allow for movement
and alignment. The steering shaft is connected to the pinion of the steering gearbox. Teeth on the pinion act against corresponding
teeth on the rack. One tie rod is connected to each end of the rack, with the other ball-jointed end connected to the knuckle.
STEERING WHEEL
STEERING COLUMN
STEERING
PINION
STEERING SHAFT RACK GUIDE

COMPONENTS
STEERING GEAR
BOX HOUSING
STEERING PINION
TIE ROD
KNUCKLE
/
/
/
19-3
STEERING
First introduced on a powersports vehicle in 2007 on the FourTrax Foreman ATV, EPS monitors steering torque and vehicle speed
to adjust the levels of steering assist and feel. When stopped or at low speeds, it provides more assistance for a light steering effort.
As speed increases, the amount of assistance is reduced to provide the appropriate level of feedback. This provides light and
consistent steering feel in both 2WD and 4WD operation. As a secondary benefit, the EPS system acts like a steering damper to
greatly reduce undesirable kickback through the handlebars in rough or rocky terrain.
The EPS system is composed of the EPS unit, crankshaft position sensor (CKP sensor), rear vehicle speed sensor (rear VS
sensor) , ECM and EPS ECU. A torque sensor senses the road resistance and the turning direction of the steering shaft and sends
a signal to the EPS ECU . Based on this signal and the vehicle speed sensor signal , the EPS ECU determines the required current
and sends it to the EPS motor. Then the motor turns to move the steering shaft right or left via the worm gear and worm wheel.
Thus , the steering effort required by the rider is reduced .
1. STEERING INPUT Speed information from

rear VS sensor
2. TORSION BAR
3.Send the TORQUE SENSOR signal
Engine RPM information from

4. ELECTRIC POWER STEERING ECU CALCULATES ASSIST POWER
ECM (system start signal)
5. ELECTRICITY OUTPUT SWITCHED

BY ELECTRIC POWER STEERING ECU
6. Activates ELECTRIC POWER STEERING MOTOR BATTERY
ELECTRIC POWER STEERING INDICATOR
STEERING STEM
''
TORQUE SENSOR ''
'
BATTERY
CRANKSHAFT POSITION
SENSOR (CKP SENSOR)
ELECTRIC POWER STEERING

ELECTRONIC CONTROL UNIT (ECU)
REAR VEHICLE SPEED

ELECTRIC POWER STEERING UNIT SENSOR (REAR VS SENSOR)
19-4
STEERING
SYSTEM COMPONENTS
The EPS system is made up of the following main components:
EPS UNIT
The EPS unit is composed of the input shaft, output shaft, motor and torque sensor/torsion bar.
Torque Sensor/Torsion Bar
The torque sensor is a no-contact, variable-inductance type for detection of the steering torque and the reaction force from the road
surface. It consists of an input shaft, torsion bar, worm wheel, worm gear, coils, core and the output shaft, and is incorporated within
the EPS unit.
As the input shaft is operated, the torsion bar is twisted. This twisting motion is converted to linear motion in the core via the
interaction of the slider pins on the torsion bar and the slider pin grooves in the core. The coil in the sensor detects the travel and
direction of the core, and sends corresponding signals to the EPS ECU.
SLIDERPI@
TORSION BAR
COILS
WORM WHEEL
OUTPUT SHAFT
WORM GEAR SLIDER PIN
Operating Principles of the Core

The input shaft and the output shaft are connected by a torsion bar. A pair of slider pins are press-fitted into each shaft; two in the
input shaft and two in the output shaft. Slider pin grooves are machined into the inside diameter of the core.
SLIDER PIN
OUTPUT SHAFT
19-5
STEERING
As the handlebar is turned, the torsion bar is twisted . Linked with the slider pin in the output shaft, the core turns in unison with the
output shaft. Because the slider pin groove for the input shaft is slanted, the core moves up or down when the input shaft and its
slider pins turns.
TORSION BAR
EPS ECU
The EPS ECU is composed of two blocks; the power system and the control system which includes the fail-safe (F/S) relay system.
Referencing the inputs from the torque sensor, rear VS sensor, and the engine rpm signals from the CKP sensor, the EPS ECU
drives the motor.
EPS ECU
,--- - ------------ POWER SYSTEM ---------------•,

CURRENT
POWER SYSTEM SENSOR
_ L:_Y_ __ ~ POWER
r--+----<::Y ----u ~- s_u_PP
RELAY
, ___________ -
Lights when there is any abnormality
- • CONTROL SYSTEM·-- - --- ---- - , in the EPS system
Indicate OTC
----< >-< EPS INDICATOR
MAIN CPU
f---- - -- -+-0 SGS
Detect vehicle f - - - - -- --1-0 K-LINE

speed
EEPROM
__ ____ ,
Store torque sensor neutral position

Store OTC
19-6
STEERING
Motor Drive Circuit
The motor drive circuit consists of the main CPU, FET (Field Effect Transistor), FET bridge circuit, F/S relay and the motor. The
FET ON and/or OFF array controls the motor drive direction .
POWER RELAY
MOTOR CURRENT
DETECT CIRCUIT
,. ....... ---------,
MOTEB
DRIVE DRIVE F/S RELAY

CPU
SIGNAL CIRCUIT
F/S RELAY )
MOT8
I
-------------------- ------------·
CRANKSHAFT POSITION SENSOR (CKP SENSOR)

The CKP sensor transmits engine rpm signals to the EPS ECU, which controls the starting of the system.
REAR VEHICLE SPEED SENSOR (REAR VS SENSOR)

The rear VS sensor transmits vehicle speed signals to the speedometer and the EPS ECU, which controls the assistance.
19-7
STEERING
STEERING DAMPER
The steering "quickness" of a motorcycle is determined mainly by its steering geometry. Cruiser and touring models tend to have
more conservative (slower) steering geometry that provides straight-line stability and a more relaxed riding experience. Off-road
motorcycles and on-road sportbikes require quick steering and so their steering geometry is more aggressive. On certain models,
use of a steering damper allows for both the quick steering offered by more aggressive steering geometry, and straight-line stability
at higher speeds. This is accomplished by the steering damper slowing down the steering by using hydraulic resistance.
HONDA ELECTRONIC STEERING DAMPER (HESD)

In 2004 Honda introduced the Honda Electronic Steering Damper (HESD) on the CBR1000RR sportbike. HESD is a rotary type
steering damper that electronically modulates steering damping based on road speed and acceleration.
COMPONENTS
The HESD uses a non-serviceable hydraulic rotary damper unit. The damper unit includes the following components:
• Damper oil chamberNane
The damper oil chamber is divided in two by a moving vane connected internally to a linkage arm. The edge of the vane is
covered with an oil seal so that the left and right chambers are sealed from each other. Therefore oil moves between the left and
right sides of the chamber via check valve controlled hydraulic passages.
• Check valve
Four one-way check valves ensure oil flows through the main valve in only one direction, whether the vane is moved left or right.
• Accumulator
Accumulator compensates for temperature-induced changes in oil volume.
• Main valve/Linear solenoid
The opening of the main valve is controlled by a linear solenoid that receives its control signals from the ECM. The damping
characteristics are varied by the main valve/linear solenoid.
• Relief valve
The relief valve controls and sets a limit to the maximum damping force.
RELIEF VALVE MAIN VALVE/LINEAR SOLENOID
OPERATION
An ECU unit senses road speed and sends a signal to a solenoid. The HESD DAMPING CHARACTERISTICS:
solenoid controls an oil pressure relief valve within the damper unit. At
slower speeds the relief valve is open, allowing for a free flow of oil through g~~~~~~ ,------------ ?'1'ii~i!ii>,
the damper unit, resulting in reduced damping force and lighter steering TERISTICS
effort. At higher speeds the flow of oil is restricted, resulting in increased
damping force and additional stability.
19-8
STEERING
DAMPER OIL FLOW DIAGRAM
When The Steering Moves To Left: When the steering moves to right:
CONTROL SYSTEM
Receiving the signal from the vehicle speed sensor, the ECM calculates the vehicle speed and rate of acceleration. The ECM
outputs the control current to the linear solenoid coil based upon the vehicle speed and acceleration. The linear solenoid depresses
the main valve according to the control current which passes through the linear solenoid and controls the damping characteristics of
HESD .
............................................... ..
BATTERY
ECM
TURNING TURN ING

LEFT RIGHT
SYSTEM CONTROL · ····

.......................... ··.
: VS (VEHICLE :
: SPEED) :
: J';;Z_, SENSOR •
=w =
·...... SENSOR·····
. .
··················· STEERING DAMPER ···················
r
r
•
19-9
STEERING
SELF-DIAGNOSTIC SYSTEM
The HESD system is equipped with a self-diagnostic and fail-safe system that is linked to the PGM-FI system . When the ECM
detects any failure of the linear solenoid or VS sensor, it stops controlling the linear solenoid and informs the rider of system trouble
by turning on the MIL and displaying the HESD indicator. If the malfunction indicator lamp (MIL) blinks, follow the Self-Diagnostic
Procedures to remedy the problem.
The fail-safe system secures a minimum running capability when there is any trouble in the system. When any abnormality is
detected by the self-diagnosis function , the ECM stops the HESD system control by shutting off the current supply to the linear
solenoid and the HESD will operate under minimum damping characteristics .
The HESD system is also equipped with the Function Test Mode so that a technician can compare the minimum with maximum
damping characteristics without riding . The HESD system is set to minimum damping at no vehicle speed under normal conditions .
By using the Function Test Mode, the ECM operates the linear solenoid with maximum current so the HESD system is temporarily
set to maximum damping.
SERVICING
The HESD unit is not serviceable. A damaged or malfunctioning HESD unit must be replaced . Reference the model specific Service
Manual for removal and installations procedures.
HONDA PROGRESSIVE STEERING DAMPER (HPSD)

In 2008 Honda introduced the Honda Progressive Steering Damper (HPSD) on the CRF450R. The HPSD features a compact
damper attached to the lower triple clamp and the steering head to allow more aggressive steering characteristics and assist
straight-line handling. Damping action smoothly progresses as handlebar deflection increases, which produces very natural
steering characteristics and feel.
HPSD COMPONENTS
Each component of HPSD functions as follows:
Damper rod/piston
The damping force is generated by the extension or the compression of the damper rod .
Adjuster piece/Plug bolt
The damping force can be adjusted with the adjuster piece by turning the plug bolt. The adjuster piece adjusts the damping force
of both compression and extension. Turning the plug bolt clockwise will increase damping force and turning it counterclockwise
will decrease damping force .
Free piston/Reservoir/Spring
When compressing the damper rod , damper oil moves temporarily into the reservoir. The damper oil stored in the reservoir is
pushed back by the free piston . The free piston is moved by the spring tension and damper oil pressure.
Damper case
There is a groove inside the damper case. Progressive damping force is controlled by the configuration of the groove within the
damper case.
RESERVOIR ADJUSTER PIECE
GROOVE
SPRING PLUG BOLT
DAMPER ROD/PISTON
19-10
STEERING
OPERATION
When the steering is in the neutral position, the HPSD damper rod is compressed and the unit generates no damping force and has
no effect on steering torque. When the handlebar is turned slightly (within angle A) the HPSD damper rod begins to extend and the
unit offers some damping. Between angle A and angle B, the damper rod extends further and damping progressively increases.
When the handlebar is turned fully (within angle 8) the HPSD damper rod is fully extended and the unit provides the most damping.
The damping characteristics for compression and extension are similar but not identical.
Steering Angle: A = B
NEUTRAL POSITION
Damper Rod Stroke: C < D
C: Stroke when angle A
D: Stroke when angle B
extension across the groove
: High damper rod speed

: Low damper rod speed
Hard
C:
0
Q) 'iii
... ...
::::,
O"
r..
....
0
Cl
C:
C:
....X
Q)
Q)
C:
1
0
extension outside the groove
!
·.::: 0
Q)
'cij
....
Q)
Cl)
t/1
Q)
r..
C.
E
0
0
Hard
Full 0
(Steering angle)
19-11
STEERING
SERVICE INFORMATION
GENERAL
• When servicing the front wheel, fork or steering stem, support the motorcycle using a safety stand or hoist.
• After front wheel installation , check the brake operation by applying the brake lever.
• For steering damper (HESD or HPSD) equipped models:
- When using the lock nut wrench , use a 20-inches long deflecting beam type torque wrench. The lock nut wrench increases the
torque wrench's leverage, so the torque wrench reading will be less than the torque actually applied to the fork damper. The
specification given on this page is actual torque applied to the fork damper, not the reading on the torque wrench when used
with the lock nut wrench . The procedure later in the text gives the actual and indicated torque .
• For ATV and side-by-side models:
- Adjust toe whenever the tie-rod, knuckle, steering shaft, or steering gear box components are replaced or removed .
• For side-by-side vehicles :
- Do not disassemble the steering column . Replace the column as an assembly when it is faulty.
• For electric power steering (EPS) equipped models:
- Perform the torque sensor initialization when you service the following components.
- When performing the OTC troubleshooting , carefully read "Electric Power Steering (EPS) Troubleshooting Information" in the
model specific Service Manual, and inspect and troubleshoot according to the OTC . Observe each step of the procedures one
by one. Note the OTC and probable faulty part before starting diagnosis and troubleshooting .
TOOLS
When conducting steering component inspection, servicing, and repair, the special tools listed below may be required . See the
model specific Service Manual for the part numbers of the specifically required tools . For information about HDS/MCS, see page
28-6. For a list of common hand tools, see page iv.
Steering stem socket Ball race remover Outer race remover
Driver Attachment Remover weight
Attachment Spherical bearing remover Adjustable bearing puller
19-12
STEERING
Bearing remover shaft Bearing race installer (2 required) Installer shaft
Lock nut wrench Depth gauge Ball joint remover
Test probe HDS/MCS tool SCS service connector
19-13
STEERING
TROUBLESHOOTING
NOTE:
• On HESD equipped models, If there is any problem with steering, remove the HESD and first inspect the condition and function
of the steering. If no fault is found with the steering components, check the HESD by using the Function Test page 19-17.
• A TV models equipped with EPS will have what appears to be excessive play in the handlebar with the power off. This is normal.
Hard steering
Faulty HESD (page 19-17)
Faulty EPS (page 19-15)
Faulty HPSD (page 19-59)
Incorrect rack guide adjustment (page 19-52)
Worm or damaged steering column bearing (page 19-45)
Worn or damaged steering gear box components (page 19-52)
Steering shaft holder too tight (page 19-34)
Steering adjustment nut too tight (page 19-34)
Faulty steering stem bearings (page 19-25)
Damaged steering stem bearings (page 19-25)
Wheel or tire related (see Section 17)
- Insufficient tire pressure
- Faulty tire
Steers to one side or does not track straight
Faulty HESD (page 19-17)
Faulty EPS (page 19-15)
Faulty HPSD (page 19-59)
Faulty steering head bearings (page 19-25)
Bent tie-rod (page 19-48)
Worn or damaged knuckle bearing (page 19-48)
Damaged steering gear box or column components (page 19-49 and page 19-45)
Bent frame
Wheel or tire related (see Section 17)
- Bent axle shaft
- Wheel installed incorrectly
- Worn wheel bearings
Suspension related (see Section 20)
- Bent fork tube
- Bent suspension arm
- Unequal fork oil quantity in each fork tube
- Worn swingarm pivot components
- Unevenly adjusted right and left fork legs
- Unevenly adjusted right and left shock absorbers
Steering wheel wobbles
• Loose steering wheel or column fasteners (page 19-25 and page 19-45)
• Worn steering shaft splines (page 19-34)
Noise or vibration when turning the steering wheel
Incorrect rack guide adjustment (page 19-52)
Worn or damaged steering column bearing (page 19-45)
Loose steering shaft joint fasteners (page 19-34)
Loose tie-rod joint fasteners (page 19-48)
Damaged tie-rod ball joint (page 19-48)
Damaged or deteriorated mounting bushings (page 19-34)
Loose steering gear box mounting fasteners (page 19-49)
Worn or damaged steering gear box components (page 19-49)
19-14
STEERING
ELECTRIC POWER STEERING (EPS) TROUBLESHOOTING INFORMATION
EPS INDICATOR
Under normal conditions, the EPS indicator comes on when the ignition switch is turned to the ON position, then goes off after the
engine is started. This indicates that the LED and its circuit are operating correctly. If there is any trouble in the system after the
engine is started, the EPS indicator will stay on .
When the OTC for NO WRITING THE TORQUE SENSOR NEUTRAL POSITION is detected by the control unit, the EPS indicator
will blink. When the EPS indicator light comes on, the control unit memorizes the OTC. The control unit will stop the EPS system
after the engine starts again, but it keeps the EPS indicator on. When the OTC for TORQUE SENSOR PROBLEM is stored in the
control unit, the EPS indicator will stay on until the OTC is erased.
When a problem is detected and the EPS indicator comes on, there are cases when the indicator stays on until the ignition switch is
turned OFF, and cases when the indicator goes off automatically when the system returns to normal.
DIAGNOSTIC TROUBLE CODE (DTC)

The DTCs are memorized in the EEPROM (nonvolatile memory) therefore the memorized DTCs cannot be erased by
disconnecting the battery. Perform the specified procedures given in the model specific Service Manual to erase DTCs.
SELF DIAGNOSIS DTC

Self-diagnosis can be classified into three categories:
• Initial diagnosis: performed right after the engine starts and until the EPS indicator goes off.
• Regular diagnosis: performed right after the initial diagnosis until the ignition switch is turned OFF.
• Revest: The EPS indicator turns on when the OTC is set. The EPS indicator will turn off after the vehicle has recovered from the
fail-safe condition, but the OTC will be stored in the EPS ECU. There was a temporary problem, but the system is now fully
operational.
The EPS ECU performs the following functions when a problem is detected by self-diagnosis:
1. Turns on the EPS indicator.
2. Memorizes the OTC.
3. Stops power assist and manual steering operation begins or reduce the steering assist power.
EPS INDICATOR BLINK PATTERN

• If the HDS/MCS tool is not available, OTC can be read from the EPS ECU memory by the EPS indicator blink pattern.
• The number of EPS indicator blinks is the equivalent to the main code of the OTC (the sub code cannot be displayed by the EPS
indicator).
• When the EPS ECU stores more than one OTC, the EPS indicator will indicate them by blinking in the order from the lower
number to highest number.
0.3sec
~ 0.3 sec 0.3 sec
0.5 0.5 / /
1.3 sec 1 3 sec sec sec 1 3 sec 2 6 sec
- - - .....
§OFF .... . ..........

1
- ··-
2
.. ........... - ........... - ..
-
Pattern
OTC code = 12 OTC code = 21 Repea ted
Problem code
Example: one long blink and two
short blinks OTC code = 12
RESTRICTION ON POWER ASSIST OPERATION

Repeated extreme steering force, such as turning the handlebar continuously back-and-forth with the vehicle stopped, causes an
increase of power consumption in the EPS motor. The increase of electric current causes the motor to heat up. Because this heat
adversely affects the system, the control unit monitors the electric current of the motor. When the control unit detects heat build-up
in the motor, it reduces the electric current to the motor gradually to protect the system (motor and EPS ECU), this restricts the power
assist operation. The EPS indicator does not come on during this function. When steering torque is not applied to the handlebar, or
when the ignition is turned off, and the system cools, the control unit will restore the power assist gradually until it's fully restored.
19-15
STEERING
TORQUE SENSOR NEUTRAL POSITION (INITIALIZE THE TORQUE SENSOR)
The EPS ECU stores the torque sensor neutral position in the EEPROM . The torque sensor must be initialized whenever the EPS
unit, the motor, the EPS ECU, etc is serviced. Perform the Torque Sensor Initialization when the items below are serviced. See the
model specific Service Manual for the initialization procedure.
Maintenance Location Replacement Removal/installation

Cables and harness around handlebar Initialize Initialize
Handlebar Initialize Initialize
Steering shaft and steering shaft bushing Initialize Initialize
Steering shaft arm and end nut Initialize Initialize
EPS unit Initialize Initialize
EPS ECU Initialize Not necessary
The torque sensor neutral position is not affected when erasing the OTCs.
HOW TO TROUBLESHOOT EPS DTC

1. Establish or question the customer about the conditions when the problem occurred , and try to reproduce the same conditions
for troubleshooting . Find out when the EPS indicator came on, such as during EPS control , after EPS control, when the vehicle
was at a certain speed , etc.
2. When the EPS indicator does not come on during the test-drive, but troubleshooting is done based on the OTC, check for loose
connectors, poor terminal contact, etc. , in the affected circuit before you start troubleshooting .
3. Reference the Troubleshooting Index in the model specific Service Manual for the meaning of each OTC.
4. After troubleshooting , erase the OTC and test-drive the vehicle. Be sure the EPS indicator does not come on .
19-16
STEERING
HONDA ELECTRONIC STEERING DAMPER (HESD) TROUBLESHOOTING
• The HESD (Honda Electronic Steering Damper) system is equipped with a Self-Diagnostic System that is linked to the PGM-FI
system . If the malfunction indicator lamp (MIL) blinks, follow the Self-Diagnostic Procedures in the model specific Service Man-
ual to remedy the problem (Refer to MIL troubleshooting and DTC troubleshooting). The HESD system is also equipped with a
Function Test Mode that makes it possible to check the HESD under maximum damping characteristics . If there is any abnormal
condition in the HESD system without MIL blinking, follow the HESD function test and check the HESD function .
• The HESD system includes a fail-safe function to secure a minimum running capability when there is any trouble in the system.
When any abnormality is detected by the self-diagnosis function, the ECM stops the HESD system control by shutting off the
current supply to the linear solenoid and the HESD will operate under minimum damping characteristics accordingly.
• Refer to system diagram in the PGM-FI system of the model specific Service Manual.
• Refer to model specific Service Manual's PGM-FI self-diagnosis information for self-diagnosis procedure and clearing procedure
in the PGM-FI system.
• Refer to test harness connection and terminal location in the PGM-FI section of the model specific Service Manual.
• Refer to MIL code information and DTC information of the model specific Service Manual before starting troubleshooting.
• A faulty HESD system is often related to poorly connected or corroded connectors. Check those connections before proceeding.
HESD FUNCTION TEST

NOTE:
• The HESD system is also equipped with a Function Test Mode so that a technician can compare the minimum with maximum
damping characteristics without riding . The HESD system is set to minimum damping at no vehicle speed under normal
conditions . By using the Function Test Mode, the ECM operates the linear solenoid with maximum current so the HESD system
is temporarily set to maximum damping.
• It is not possible to use the HESD Function Test Mode when any problems occur (MIL blinking).
• Before performing the HESD function test, remove the HESD unit from the vehicle by following the procedures in the model
specific Service Manual and check the following.
- Steering head bearing pre-load
- Wear or damage of steering head bearing
- HESD-to-steering linkage
HESD Function Test Procedure
• Support the motorcycle securely using a hoist or equivalent and raise the front wheel off the ground.
• Before the function test, check the feel for minimum damping characteristics by moving the steering right and left quickly several
times. Operate the steering quickly and at a uniform force during the test.
Perform the HESD function test as follows:
1. Lower the side stand (side stand switch OFF).
2. Shift the transmission into any gear other than neutral.
3. Open the throttle grip fully.
4. Turn the ignition switch ON with keeping the state of 1 - 3.
The HESD indicator starts blinking and the HESD system enters the Function Test Mode for 10 seconds.
Make sure that the damping characteristics (force) changes, by means of comparing the minimum damping characteristics
before Function Test with the maximum damping characteristics under the Function Test.
If the HESD damping characteristics (force) in Function Test Mode does not change at all, replace the HESD unit with a new
one.
19-17
STEERING
HANDLEBARS
ONE-PIECE, TUBULAR TYPE
REMOVAL
Remove the following where applicable:
• Rear view mirror(s)
• Handlebar switches
• Throttle cable
• Brake and clutch lever brackets
BRAKE LIGHT SWITCH
• Holder bolts
• Handlebar upper holders
• Handlebar
HOLDER' BOLTS
INSTALLATION
Place the handlebar onto the lower holders, aligning the
punch mark on the handlebar with the upper surface of
the lower holders.
Install the upper holders with the punch marks facing
forward .
Refer to the model Tighten the front bolts first, then the rear, to the
specific SeNice specified torque.
Manual for the Where applicable, connect the choke cable to the
specified torque choke lever.
value.
LOWER HOLDER PUNCH MARKS
19-18
STEERING
Install the left handlebar switch, aligning the pin with the
hole in the handlebar.
Tighten the forward screw first, then the rear screw.
Apply a light coating of grease to the throttle cable ends

and throttle grip sliding surface. THROTTLE GRIP PIN
Connect the throttle cable to the throttle grip and install
the grip to the handlebar.
Install the right handlebar switch, aligning the pin with
the hole in the handlebar.
Check that the throttle grip moves smoothly and adjust
the throttle grip free play.
Grease lightly.
Install the brake lever and clutch lever brackets,

aligning the punch marks with:
• Cable type: Slit in the bracket.
• Hydraulic type: Master cylinder; set the holder with
the holder punch mark facing up.
Tighten the upper bolts first, then the lower bolts.
Route switch wires properly and secure them with
bands.
19-19
STEERING
TWO-PIECE, CLIP-ON (CLAMP-ON)
TYPE
REMOVAL
HANDLEBAR SWITCH HOUSING
• Both handlebar switch housings
• Throttle grip
• Master cylinder(s) or lever bracket(s)
Above top bridge type

Remove the stop ring.
STOP RING
Remove the pinch bolt and handlebar.
PINCH BOLT
Below top bridge type

Loosen the top bridge and handlebar pinch bolts.
Remove the steering stem cap, nut, and top bridge.

Remove the handlebars from the forks.
19-20
STEERING
INSTALLATION
Above top bridge type
Install the handlebar by aligning the pin with the top
STOP RING
bridge slot.
Install the stop ring into the groove of the fork tube.
Refer to the model Tighten the pinch bolts to the specified torque.
specific Service
Manual for the
specified torque
value.
PIN PINCH BOLT
Below top bridge type

Install the top bridge while aligning its holes with the
handlebar stopper pins.
Refer to the model Tighten the steering stem nut to the specified torque.
specific Service Install the steering stem cap.
Manual for the
specified torque
value.
19-21
STEERING
Both types
Turn the handlebar through its full range and check that
there is no handlebar/steering interference with cables
or harnesses, especially throttle and brake cables,
hoses and lines.
I NOTICE I
Handlebar interference can have an adverse effect on
safe vehicle operation.
If applicable connect the choke cable to the choke PIN
HOLE
lever.
Install the left handlebar switch, aligning the pin with the
hole in the handlebar.
CHOKE LEVER
Install the brake lever and clutch lever brackets or both PUNCH MARK
MASTER CYLINDER
master cylinders by aligning the punch mark on the
handlebar with:
• Cable type: Slit in the lever bracket.
• Hydraulic type: Master cylinder; set the master
cylinder holder with the "UP" mark facing up or
punch mark facing forward or up.
Tighten the upper or forward bolt securely first; then
tighten the lower or rear bolt securely.
HOLDER
Apply grease to the cable ends and the throttle grip

sliding surface.
Connect the throttle cable to the grip and install the
throttle grip.
Set the right handlebar switch by aligning the pin with
the hole of the handlebar.
Check that the throttle grip moves smoothly.
Route the wires properly and secure them with wire
bands.
Adjust the throttle grip free play (page 2-7).
PIN
19-22
STEERING
HANDLE GRIP INSTALLATION
If a choke lever is attached to the handlebar, it must be
installed onto the handlebar before you install the grip.
Apply Pro Honda Handgrip Cement or equivalent
adhesive to the inner surface of the grip and to the
clean surfaces of the left handlebar and throttle grip.
Wait 3 - 5 minutes and install the grip.
Allow the adhesive Rotate the grip for even application of the adhesive.
to dry for an hour
before using.
GRIP GRIP
H~NDLEBAR WEIGHT
REPLACEMENT
REMOVAL
End-type weights
Remove the mounting screw and the weight. INNER WEIGHT
Inner-type weights
Remove the left grip and throttle pipe from the
handlebar.
Spring pin type:
Drive out the spring pin using a pin driver.
SPRING PIN
Retainer type:
Apply lubricant Straighten the weight retainer tab with a screwdriver or
RETAINER TAB RETAINER RING
spray through the punch.
tab locking hole to
Temporarily install the handlebar weight and screw, RUBBER CUSHION~
the rubber for easy
then remove the inner weight by turning the handlebar
removal.
weight.
HANDLEBAR WEIGHT
19-23
STEERING
HANDLEBAR WEIGHT REPLACEMENT
Remove the handlebar weight from the inner weight.
INNER WEIGHT
Discard the retainer ring .
Install a new retainer ring onto the inner weight.
Install the left grip and throttle pipe onto the handlebars. HANDLEBAR WEIGHT
Install the handlebar weight onto the inner weight while

aligning the bosses and grooves each other.
-~
Install a new mounting screw.
llijl'
RETAINER RING SCREW
INSTALLATION
End-type weights
Inner-type weights
Spring pin type:
SPRING PIN INNER WEIGHT
Insert the weight into the handlebar and turn it until the
spring pin hole is aligned with the hole in the handlebar.
Secure the weight with the spring pin using a pin driver.
Retainer type:
ffl
PIN DRIVER
Insert the handlebar weight assembly into the

RETAINER TAB RETAINER RING
handlebar.
Turn the handlebar weight and hook the retainer ring RUBBER CUSHION~
tab with the hole in the handlebar.
HANDLEBAR WEIGHT
19-24
STEERING
STEERING WHEEL (SIDE-BY-SIDE

VEHICLE)
REMOVAL/INSTALLATION
Mark the steering Remove the following:
wheel and shaft
• Center cover (by releasing the three bosses
before removing to
from the steering wheel)
identify its original
• Nut
position.
• Steering wheel
• Washer
Refer to the model Tighten the nut to the correct torque.
specific Service
Manual for the
specified torque
value.
STEERING WHEEL
STEERING STEM (MOTORCYCLE AND

SCOOTER)
NOTE:
• If the vehicle has been involved in a collision, the
steering stem may be damaged.
REMOVAL
Telescopic Type:
Refer to the model Remove the handlebar.
specific Service
Remove the ignition switch and/or fuse holder if either is
Manual for specific attached to the top fork bridge. IGNITION KEY
procedures.
Remove any bodywork or other items required to gain
access to the steering stem.
FUSE HOLDER

STEERING STEM NUT
Stem nut and washer
• Front wheel and fork
• Fork top bridge
• Horn and/or brake hose joint, if either is attached
fr 19-25
STEERING
Bend down the lock washer tabs.
LOCK NUT
Remove the lock nut and lock washer.
LOCK WASHER
Remove the steering adjustment nut. STEERING STEM SOCKET

TOOL:
Steering stem socket
STEERING ADJUSTMENT NUT
If the bearings are the loose-ball type, place a shop TOP CONE RACE
towel under the steering stem to catch the steel balls. (or inner race)
NOTE:
• Tapered roller bearings or retained-ball type
bearings should be removed from the steering stem
after the stem has been removed from the frame.
STEEL BALLS
Remove the dust seal and top cone race, or inner race, TOP CONE RACE BOTTOM
while holding the steering stem with your other hand. (or inner race) CONE RACE
Then remove the steering stem from the frame. (or inner race)
NOTE:
• Where loose balls are used, be sure that none of the
balls have been lost.
OUTER RACE
19-26
STEERING
INSPECTION
Check all of the races and balls for damage or
abnormal wear and replace as necessary. RETAINER-TYPE STEEL BALL
9
LOOSE-BALL TYPE
TAPERED ROLLER BEARINGS
RACE REPLACEMENT
NOTE:
• Bearings should be replaced as a set, inner and OUTER RACE
outer races.
• If the vehicle has been involved in an accident,
examine the area around the steering head for
cracks.
Refer to the model Remove the races from the steering head using the ball
specific Service race remover.
Manual for specific
TOOL:
procedures and
special tools Ball race remover
required.
BALL RACE REMOVER
Install new races into the steering head using the driver
DRIVER
and attachment.
NOTE:
• Drive the races in squarely, making sure that they
are fully seated.
TOOLS:
Driver
Attachment
ATTACHMENT ATTACHMENT
19-27
STEERING
On aluminum frames: Replace the races using the ball
race remover set as described in the following
procedure.
TOOLS:
UPPER NUT
Main bearing driver attachment
Fork seal driver weight MAIN BEARING DRIVER
Oil seal driver ATTACHMENT
Installer shaft
Installer attachment (2 required)
Remover attachment
Install the special tools into the steering head as shown.

Align the remover attachment with the grooves in the
steering head.
While holding the installer shaft with the wrench, turn
the upper nut gradually to remove the upper bearing UPPER BEARING
outer race. OUTER RACE
REMOVER
ATTACHMENT
INSTALLER SHAFT
INSTALLER
ATTACHMENT
Install the special tools into the steering head as shown.

INSTALLER
Align the remover attachment with the grooves in the
ATTACHMENT
steering head.
While holding the installer shaft with a wrench , turn the INSTALLER SHAFT
lower nut gradually to remove the lower bearing outer
race.
UPPER NUT
LOWER BEARING
OUTER RACE
LOWER NUT
19-28
STEERING
Remove any burrs from the outer race installation
surface of the steering head. UPPER NUT
INSTALLER
Install a new upper bearing outer race with the special ATTACHMENT
tools as shown.
While holding the installer shaft with a wrench, turn the
lower nut gradually until the race is fully seated.
UPPER BEARING
OUTER RACE
INSTALLER SHAFT
INSTALLER
ATTACHMENT
OIL SEAL DRIVER
FORK SEAL
DRIVER WEIGHT
MAIN BEARING DRIVER

ATTACHMENT LOWER NUT
Remove any burrs from the outer race installation

surface of the steering head. UPPER NUT
Install a new lower bearing outer race with the special MAIN BEARING DRIVER
tools as shown. ATTACHMENT
While holding the installer shaft with the wrench, turn

the upper nut gradually until the race is fully seated. FORK SEAL
DRIVER WEIGHT
OIL SEAL DRIVER
INSTALLER
ATTACHMENT
INSTALLER SHAFT
LOWER BEARING
OUTER RACE
INSTALLER
ATTACHMENT LOWER NUT
19-29
STEERING
STEERING STEM BOTTOM RACE REPLACEMENT
Temporarily install the steering stem nut onto the STEM NUT STEERING STEM
steering stem to prevent damage to the threads.
Remove the bottom race and dust seal using a drift,
and discard them.
DUST SEAL AND BOTTOM RACE
Install a new dust seal and bottom race onto the STEERING STEM STEM DRIVER
steering stem.
Press in the bottom race using the steering stem driver
and a hydraulic press.
TOOL:
Stem driver
0 lol
0
11°1
I
DUST SEAL AND BOTTOM RACE
STEERING STEM INSTALLATION

NOTE:
• Do not reuse old, worn, or damaged bearings.
• Make sure all items are clean before reassembly.
LOOSE-BALL TYPE
Apply grease to the top and bottom cone races. Install TOP CONE RACE STEERING STEM
the steel balls onto the top and bottom races, making (or inner race) NUT WRENCH
sure you have the correct amount.
Insert the steering stem, taking care not to dislodge the
steel balls from the grease.
Hold the steering stem in place and install the top cone
race and dust seal steering adjustment nut.
Refer to the model Tighten the steering adjustment nut to the proper
specific Service torque.
correct tightening
sequence and Steering stem nut wrench
torque settings.
19-30
STEERING
Turn the steering stem right and left, lock-to-lock, STEERING STEM
several times to seat the bearings.
Make sure that the steering stem moves smoothly,
without play or binding; then loosen the adjustment nut.
f
r
r
r
r
r
r
r
r Refer to the model Retighten the steering adjustment nut to the specified
r specific SeNice
Manual for the
torque and follow any additional required steps.
r correct tightening
Recheck that the steering stem moves smoothly without
r sequence and
play or binding.
torque settings. TOOL:
r Steering stem nut wrench
r
r
r
r
r STEERING STEM
r
,
NUT WRENCH
r
,
t
F
Refer to the model
specific SeNice
Manual for the
correct torque
Reinstall the top bridge and fork legs temporarily.
Tighten the stem nut to the specified torque.
r setting.
r
,
r
r
r
i'
r
r TOP BRIDGE
r RETAINER-TYPE BALL BEARINGS
f
f Apply grease to both the top and bottom bearings.
BALL BEARING
r Place the lower bearing onto the steering stem with the
ADJUSTMENT NUT
r retainer facing downward.

r
,r
t
Insert the steering stem into the steering head and
install the upper bearing into the steering head.
,
;
t
r
,r INNER RACE
r
r
r
p
I
r 19-31
f
~
STEERING
While holding the steering stem with one hand, install
the inner race and steering adjustment nut onto the STEERING STEM
NUT WRENCH
stem.
Refer to the model
specific Service
Tighten the steering adjustment nut to the specified
torque.
"
Manual for the
Turn the steering stem right and left, lock-to-lock,
correct tightening
sequence and
torque settings. Make sure that the steering stem moves smoothly,
without play or binding; then loosen the adjustment nut.
Retighten the adjustment nut to the specified torque.
ADJUSTER NUT STEERING STEM
Install a new lock washer by aligning its tabs with the

grooves in the adjustment nut. LOCK WASHER LOCK NUT
Screw the lock nut all the way in with your fingers.
Hold the steering adjustment nut and further tighten the
lock nut, enough to align the grooves with the lock
washer tabs of the lock washer.
Bend the lock washer tabs up into the lock nut grooves.
Bend the tabs
Install the top bridge and temporarily install the fork

legs.
Tighten the stem nut to the specified torque.
Check the steering head bearing preload (page 19-34).
Reinstall the removed parts.
TAPERED ROLLER BEARING TYPE

Apply grease to the top and bottom bearings.
TOP BEARING
Install the bottom bearing onto the steering stem with
the retainer toward the bottom.
Insert the steering stem into the steering head; then
install the top bearing and dust seal (if a seal is used on
the particular model).
19-32
STEERING
Install the steering adjustment nut while holding the STEERING STEM
steering stem.
Refer to the model Tighten the adjustment nut to the specified torque.
specific Service
Manual for the
correct tightening
sequence and
torque settings.
STEERING ADJUSTMENT NUT
Turn the steering stem right and left, lock-to-lock,

Make sure that the steering stem moves smoothly,
without play or binding .
Retighten the adjustment nut to the specified torque.
TOOL:
I
,
r
r
Steering stem nut wrench
r
r STEM NUT WRENCH
r
r Install the top bridge and temporarily install the fork
r legs.
r
r Tighten the steering stem nut to the specified torque .
r Check the steering head bearing preload .
r Reinstall the remaining removed parts.
J
r
r
'rr
r
,,r
TOP BRIDGE
r
r
f
,
r
I
! 19-33
STEERING
STEERING HEAD BEARING PRELOAD
MEASUREMENT
To ensure the steering head bearings are installed and
tightened correctly, some models require the
performance of a bearing preload checking procedure.
NOTE:
• Bearings that are not installed or tightened correctly
can cause bearing and race damage and may cause
handling problems.
Support the motorcycle securely with the front wheel off
the ground.
Position the steering stem straight-ahead position.
Hook a spring scale to the fork slider at 90° to the
steering stem and measure the steering head bearing
preload (maximum amount of force exerted before the
steering stem moves).
Refer to the model If the measurement does not fall within the standard
specific Service value, adjust the steering stem adjusting nut using the
Manual for the appropriate procedure given in the previous pages.
preload standard
measurement.
STEERING SHAFT (ATV)

REMOVAL
Refer to the model Remove all components and disconnect all connectors
specific Service necessary to gain access to and remove the steering
Manual for a listed shaft.
of components and
NOTE:
connectors.
• The following procedure is typical, reference the
model specific Service Manual for the exact
procedure for the model being worked on.
- cotter pins (from the tie-rods)
- joint nuts (by holding the joint stud flat surfaces)
tie-rods (from the steering arm)
- cotter pin (from the steering shaft)
- shaft end nut and washer
- steering arm
19-34
STEERING
Support the Remove hose clamps, wire bands, and cables and
handlebar securely wires from guides to allow removal of the handlebar
while keeping the assembly.
master cylinder Remove the nuts, washers, and handlebar assembly
reservoir upright. from the steering shaft.
Remove the brake, cables, and wires from guides to

STEERING SHAFT HOLDER
allow removal of the steering shaft holder.
Remove the holder bolts and the steering shaft holder.
HOLDER BOLTS
Remove the steering shaft from the shaft bearing.

SHAFT BUSHING STEERING SHAFT
Remove the shaft bushing .
,r
r
,
r
Remove the dust seals.
DUST SEALS
r
i
I
19-35
STEERING
INSPECTION
SHAFT BUSHING
Check the shaft bushing for wear or damage.
SHAFT BUSHING
STEERING SHAFT
Check the steering shaft for distortion or damage.
STEERING SHAFT
STEERING SHAFT BEARING

Turn the inner race of the steering shaft bearing with
your finger.
The bearing should turn smoothly and quietly. Also
check that the bearing outer race fits tightly in the
frame.
BEARING REPLACEMENT
Remove the snap ring .
19-36
STEERING
Assemble the special tools and a 10 mm washer onto CLUTCH COMPRESOR ATTACHMENT
the steering shaft bearing.
Remove the bearing by tightening the nut.
TOOLS:
Clutch compressor attachment
Compressor bolt assembly
Attachment
COMPRESSOR
BOLT
ASSEMBLY
/
l STEERING
SHAFT
BEARING
ATTACHMENT
10 mm WASHER
Drive a new bearing into the frame with the marked side
facing up.
TOOLS: DRIVER
Driver
Attachment
Pilot
Make sure the snap Install the snap ring into the groove properly with the
ring is firmly seated chamfered edge facing down.
in the groove.
INSTALLATION
Coat the lips of new dust seals with grease.
Install each dust seal with the flat side facing out so that
it is flush with the frame edge.
Apply 2 - 3 g of grease to the shaft bushing inner

surface. SHAFT BUSHING _---$immti (2 - 3 g)
Install the shaft bushing onto the steering shaft with the
arrow mark facing up.
Install the steering shaft into the bearing.
ARROW MARK
19-37
STEERING
Temporarily install Install the steering shaft holder. Route applicable wires
the handlebar and cables into the guide. Install the two holder bolts. HOLDER
assembly onto the If applicable, install the brake hose into the clamp .
steering shaft.
Correctly route and install any wiring connectors into
holders.
Refer to the model Tighten the holder bolts alternately in several steps to
specific Service the specified torque.
Manual for the
specified torque.
BOLTS GUIDE
Apply molybdenum disulfide grease to the steering ~.

shaft spline. ~
Install the steering arm over the steering shaft with the
marked side facing down by aligning the wide tooth with
the wide groove.
Refer to the model Install the washer and a new end nut, and tighten the
specific Service nut to the specified torque .
Manual for the
Install a new cotter pin.
specified torque.
Install the tie-rods into the steering arm. I
Install new joint nuts and tighten them to the specified Align
torque by holding the joint stud flat surfaces.
Install new cotter pins into the ball joint studs.
Install the handlebar assembly onto steering shaft with

the washers and new lower holder nuts.
Tighten the nuts.
Install the wires and cables into the guide.
Secure the wires to the guide with the wire band .
Refer to the model Install the hose clamp with a new clamp bolt and tighten
specific Service it to the specified torque .
Manual for the
specified torque.
Connect the disconnected connectors and install them

onto the frame and where applicable, secure the wires
with a wire clip.
19-38
STEERING
STEERING SHAFT/EPS UNIT (ATV)

REMOVAL
Refer to the model Remove all components and disconnect all connectors
specific Service necessary to gain access to and remove the steering
Manual for a listed shaft.
of components and
NOTE:
connectors.
• The following procedure is typical, reference the
model specific Service Manual for the exact
procedure for the model being worked on.
- EPS motor connector
- torque sensor connector
r
r
I
r Remove the following where applicable:
! - cotter pins (from the tie-rods)
t
,,
r -
-
-
-
joint nuts (by holding the joint stud flat surfaces)
tie-rods (from the steering arm)
cotter pin (from the steering shaft)
shaft end nut and washer
t
t
, - steering arm
Support the Remove hose clamps, wire bands, and cables and
handlebar securely wires from guides to allow removal of the handlebar
while keeping the assembly.
master cylinder
Remove the nuts, washers, and handlebar assembly
reservoir upright. from the steering shaft. -
19-39
STEERING
Remove the brake, cables, and wires from guides to
STEERING SHAFT HOLDER
allow removal of the steering shaft holder.
Remove the holder bolts and the steering shaft holder.
HOLDER BOLTS
Loosen the steering shaft pinch bolt and EPS unit

mounting fasteners. SHAFT BUSHING
Hold the EPS unit

securely and
- steering shaft
maneuver it out of
- shaft bushing
the frame to the left
- mounting nuts and bolts
side, be/ng careful
- EPS unit
not to damage the
shaft splines.
STEERING SHAFT PINCH BOLT
- dust seals
19-40
STEERING
INSPECTION
STEERING SHAFT
Check the steering shaft for distortion or damage.
STEERING SHAFT
/
SHAFT BUSHING
Check the shaft bushing for wear or damage.
SHAFT BUSHING
EPS UNIT
Check each shaft [1] of the EPS unit for wear or
damage.
-
EPS UNIT SHAFTS
STEERING SHAFT BEARING

Turn the inner race of the steering shaft bearing with
your finger.
The bearing should turn smoothly and quietly. Also
check that the bearing outer race fits tightly in the
frame.
BEARING REPLACEMENT
For the bearing replacement procedure, follow the
instructions starting on (page 19-41 ).
19-41
STEERING
INSTALLATION
Pack the seal lips of new dust seals with grease.
Install each dust seal with the flat side facing out so that
it is flush with the frame edge.
Hold the EPS unit Place the EPS unit into the frame and install it into the
securely and bearing.
carefully maneuver
Install the mounting bolts from the right side and the
it into place, being
nuts, but do not tighten them yet.
careful not to
damage the dust
seal in the frame
and shaft splines.
Apply molybdenum disulfide grease to the splines.

Install the steering arm with the marked side facing
down by aligning the wide tooth with the wide groove in
the shaft.
Refer to the model Install the washer and a new end nut, and tighten it to
Manual for the
Install a new cotter pin.
specified torque.
I
Align
19-42
STEERING
Apply 2 - 3 g of grease to the shaft bushing inner
surface.
Install the shaft bushing onto the steering shaft with the
arrow mark facing up.
Install the steering shaft over the input shaft of the EPS
unit by aligning the wide tooth with the wide groove.
Install a new pinch bolt.
INPUT SHAFT
Temporarily install Install the steering shaft holder. Route applicable wires
HOLDER
the handlebar and cables into the guide. Install the two holder bolts.
assembly onto the If applicable, install the brake hose into the clamp.
steering shaft.
Correctly route and install any wiring connectors into
holders.
Refer to the model Tighten the holder bolts alternately in several steps to
Manual for the
specified torque.
BOLTS GUIDE
Be sure the steering shaft is fully seated onto the EPS
unit. Install and tighten a new pinch bolt to the specified
torque.
19-43
STEERING
Refer to the model Tighten the EPS unit mounting nuts and bolts to the
specific SeNice specified torque.
Manual for the
specified torque.
Install the tie-rods into the steering arm.

Refer to the model Install new joint nuts and tighten them to the specified
specific Service torque by holding the joint stud flat surfaces.
Manual for the
Install new cotter pins into the ball joint studs.
specified torque.
Install the handlebar assembly onto steering shaft with

the washers and new lower holder nuts.
Refer to the model Tighten the nuts to the specified torque .
specific Service
Install the wires and cables into the guide and secure
Manual for the
the wires to the guide with the wire band .
specified torque.
Install the hose clamp with a new clamp bolt and tighten
it to the specified torque.
Connect the torque sensor connector and the EPS

motor connector.
Connect the disconnected connectors and install them
onto the frame and secure the wires with wire clips.
Reinstall any removed components.
Refer to the model Perform the torque sensor initialization.
specific Service
Manual for the
torque sensor
initialization
procedure.
19-44
STEERING
STEERING COLUMN AND SHAFT
(SIDE-BY-SIDE VEHICLE)
REMOVAL
Remove the steering wheel (page 19-25).
Refer to the model Securely raise the front wheels off the ground.
specific Service Release the retaining straps and open the front hood.
Manual for the
correct procedure to Remove the following :
securely raise the - upper pinch bolt and lock washer
front wheels off the - four column mounting bolts (while supporting the
ground. steering column securely)
Lift the steering column assembly to disconnect the
steering shaft and remove it out of the frame .
Remove the lower pinch bolt and lock washer, and the
steering shaft.
INSPECTION
Replace the Turn the column shaft, it should turn smoothly and
steering column as quietly without binding.
an assembly. If the shaft does not turn smoothly or quietly, the
bearings may be damaged or faulty.
Check the dust seals for fatigue, wear or damage.
Check the shaft splines for wear or damage.
If the they are damaged, check the steering wheel and
steering shaft splines also.
Check that the universal joints moves smoothly without

binding or noise. UNIVERSAL JOINTS
Check the steering shaft for deformation or other

damage.
Check the shaft splines for wear or damage.
If the they are damaged, check the column and pinion
splines.
--- ---------'
SPLINES
19-45
STEERING
INSTALLATION
Be careful not to Install the steering shaft onto the steering pinion on the
~-
damage the shaft gear box with the stepped side facing up.
splines.
Install the pinch bolt with the lock washer while aligning Up
the bolt hole in the universal joint with the groove in the
steering pinion properly.
~
Place the steering column assembly into the instrument

panel, then connect the steering shaft so the groove in
the column shaft is aligned with the bolt hole in the
universal joint.
Before installing the column, install the pinch bolt with
the lock washer to be sure the shafts are aligned
properly.
Install the steering column onto the frame with new four
mounting bolts.
Refer to the model Tighten the mounting bolts, then tighten the pinch bolts,
specific Service both to the specified torque.
Manual for the
Install the steering wheel (page 19-25).
specified torque.
Check that the steering wheel rotates smoothly from
lock-to-lock, without binding.
Close the front hood and secure it with the straps.
19-46
STEERING
TIE-ROD BALL JOINT (ATV AND SIDE-

BY-SIDE VEHICLE)
REMOVAL
Remove the front wheel by following the instructions in
Loosen the tie-rod end lock nut while holding the ball
joint.
Remove the cotter pin from the ball joint stud.
Loosen the ball joint nut, but do not remove it yet.
Release the ball joint, using the special tool according

to the following instructions.
TOOL:
Ball joint remover
Apply grease to the ball joint remover at the point

shown.
This will ease installation of the tool and prevent
damage to the pressure bolt threads.
Insert the jaws carefully, making sure that you do not
damage the ball joint boot.
If necessary, apply Adjust the jaw spacing by turning the pressure bolt.
penetrating type
lubricant to loosen
the ball j oint.
To prevent the tool from dropping, tie the strap on a

neighboring solid part such as the upper arm, frame STRAP
pipe, etc. before operation.
NOTE:
• Do not tie the strap on the brake hose, brake pipe,
rubber boot, and other parts that can be damaged
easily.
19-47
STEERING
Once the tool is in place, turn the adjusting bolt as
necessary to make the jaws parallel. PRESSURE BOLT
Then hand-tighten the pressure bolt and recheck the

jaws to make sure they are still parallel.
Tighten the pressure bolt with a wrench until the ball
joint stud pops loose.
Remove the ball joint nut and disconnect the -tie-rod
---r
from the knuckle. ~
ADJUSTING BOLT
Remove the ball joint from the tie-rod.
INSPECTION
Inspect the ball joint boot for tears or other damage and
the ball joint for looseness by moving the ball joint stud.
They should move freely and smoothly without binding .
Remove the dust seals from the knuckle .

DUST SEALS
Turn the inner race of each bearing in the knuckle with
your finger. The bearings should turn smoothly and
quietly. Also check that the bearing outer race fits tightly
in the hub or knuckle .
Inspect the knuckle for damage or cracks.
Inspect the ball joint boot for tears or other damage by
moving the ball joint stud .
It should move freely and smoothly.
BALL JOINT BOOT
INSTALLATION
Tightening of this Install the ball joint onto the tie-rod and screw it against
nut to the specified the lock nut so that the thread length is as specified in Specified
torque is performed the model specific Service Manual for initial reference. BALL JOINT Measurement
TIE-ROD
when adjusting the
Temporarily tighten the lock nut while holding the ball
wheel alignment.
joint.
LOCK NUT
19-48
STEERING
Connect the tie-rod to the knuckle with the joint nut.
Refer to the model Tighten the joint nut to the specified torque and further
specific Service tighten until its grooves align with the cotter pin hole.
Manual for the
Install new cotter pin.
specified torque.
Install the front wheel and then adjust the wheel
alignment by following the instructions in the model
STEERING GEAR BOX (SIDE-BY-SIDE

VEHICLE)
REMOVAL
Remove the tie-rod Remove the steering gear box by following the
ball Joints if the gear instructions in the model specific Service Manual.
box will be
disassembled.
Remove the mounting brackets and bushings.

Check the mounting bushings for damage or
deterioration.
19-49
STEERING
DISASSEMBLY
Cut off the boot band in the position as shown and
remove it.
Remove the boot clip and the tie-rod boot.
CLIP
Loosen the rack end joint of the tie-rod while holding the
steering rack to remove the tie-rod. RACK END JOINT
Remove the lock washer.
STEERING RACK

- lock nut
- rack guide screw
i
- cone washer
- pressure spring WASHER
- rack guide
TOOL: SPRING
Lock nut wrench
,~
RACK GUIDE SCREW LOCK NUT
'
19-50
STEERING
- dust cover
- dust seal
- snap ring
Hold the steering pinion in a vise with soft jaws or shop

GEAR BOX
towels.
Take care not to Drive the gear box housing on contact with a wooden
damage the block at the point as shown (arrows) evenly to remove
housing. the steering pinion/bearing assembly.
Replace the pinion
Do not reuse the pinion and/or bearing.
and bearing as an
assembly.
Be careful not to Remove the following :

damage the sliding - steering rack
surface and teeth of - end bushing
the rack.
Clean the disassembled parts with a high flash point or
non-flammable solvent and dry them with compressed
air.
19-51
STEERING
INSPECTION
Replace the needle Check the rack end bushing and the needle bearing in
bearing and the housing for wear or damage.
housing as an
Check the rack and pinion teeth for wear, chipping or
assembly.
damage.
Check the rack and rack guide screw sliding surface for
score marks or abnormal wear.
Check the tie-rod for distortion or damage.
Check that the rack end joint (universal joint) moves TIE-ROD
smoothly without binding or noise.
ASSEMBLY
NOTE :
• Keep dust and dirt out of the gear box housing .
~ DUSTCOVER
® " DUST SEAL
~
, ...____ SNAP RING
GUIDE SPRING
CONE WASHER
RACK END BUSHING

LOCK NUT
LOCK WASHER ---1
TIE-ROD
BOOT CLIP
~
19-52
STEERING
Apply a small amount of grease to the inner surface of
the end bushing.
Install the bushing by aligning the bosses with the
grooves in the housing.
BUSHING
Apply a small amount of grease to the teeth of the

steering rack evenly.
Be careful not to Insert the rack into the gear box housing slowly in the
damage the direction as shown.
bushing with the
rack end edge.
r ,.?·\?-~
.....-
-~
Apply a small amount of grease to the needle bearing in
the gear box housing and the ball bearing on the
steering pinion. DRIVE~~
Make sure the rack teeth can be seen through the
pinion hole and insert a new pinion/bearing assembly _.$a
into the housing.
Press the bearing in until it is fully seated, using the
special tool.
TOOL:
Driver
r
•
I
19-53
STEERING
Make sure the snap Install the snap ring into the groove in the housing with
ring is firmly seated the chamfered side facing down.
in the groove.
Wrap vinyl tape around the pinion splines and groove,
and coat it with grease to avoid damaging the dust seal
lip.
Apply grease to a new dust seal lips. Install the dust
seal with the flat side facing up until it is fully seated.
TOOLS:
Driver COLLAR
Base collar
Remove the tape.
Pack a small amount of grease in between the dust seal

and cover (shaded area). GROOVE
Be sure the dust Install the dust cover and fit it into the pinion groove. DUST
cover does not COVER
contact the gear box
housing.
Apply grease to the sliding surface (rack side) of the

rack guide.
Apply sealant to the threads of the rack guide screw. WASHER
Install the following:

rack guide
- cone washer (with the concave side facing out)
- pressure spring
- rack guide screw
- lock nut
Perform the rack guide adjustment by following the
procedure in the model specific Service Manual.
Check the rack and pinion for smooth movement.
19-54
STEERING
Install a new lock washer onto the steering rack,
aligning the tabs with the grooves, then install the tie- RACK END JOINT
rod .
Refer to the model Hold the rack and tighten the rack end joint of the tie-
specific SeNice rod to the specified torque.
, Manual for the
specified torque.
Use V-block to hold Clinch the lock washer onto the rack end notches in
the rack end. four places, using the special tool and a hydraulic
press.
NOTICE
If the special tool is tilted or is misaligned from the
center of the lock washer, it will cause the tool to pop
out. Set the components in a hydraulic press properly
and hold the special tool and gear box securely.
r TOOL:
Lock washer clinch pilot
Install the other side tie-rod in the same procedure as
above.
Clean off any grease or contamination from the boot

groove in the housing end. BOOT
Apply grease to the outer surface of the rack end joint.

Apply a small amount of silicone grease (Dow Corning
r Molykote EM30L or Kluber Noxlub SS4012) to the boot CLIP
Clean.
~
groove in the tie-rod .
Do not get grease Install the tie-rod boot and fit it in the boot grooves in
on the tie-rod the housing and tie-rod .
threads.
Install boot clip.
19-55
STEERING
Install a new boot band by setting the tabs into the
holes with the pinch point facing rearward . BOOT BAND . . .
llli"jlll
BAND
~ -.Rea,
~
HOUSING
Pinch the ear portion of the boot band with a

commercially available pincher (Oetiker 1098 or PINCHER
equivalent) until the band ear's pinched area clearance
is 1 - 3.5 mm as shown to secure tie-rod boot.
Install the other side boot in the same procedure as
above.
Slide the rack right and left to be certain that the boots
are not deformed or twisted .
-~ -- 1 -
1 - 3.5 mm
INSTALLATION
Install the mounting bushings and brackets onto the
steering gear box as shown.
19-56
r
I STEERING
t
r ELECTRIC POWER STEERING (EPS)
f INSPECTION
t
t INSPECTION
r Remove the EPS unit by following the instructions in the
r Check the EPS unit input shaft and output shaft for
r OUTPUT SHAFT
wear or damage.
t
r
t
r
!
j

MOTOR
REMOVAL
Remove the bolts and EPS motor.
Remove the 0-ring from the EPS motor.
19-57
STEERING
INSTALLATION
Apply a small amount of WR-S grease (Nippon Grease)
to the worm gear splines.
Coat a new 0-ring with silicone grease and install it.
Install the EPS motor onto the EPS unit.
Refer to the model Install the bolts and tighten them to the specified torque.
specific Service Install the EPS unit by following the procedures in the
Manual for the
specified torque.
19-58
STEERING
HONDA PROGRESSIVE STEERING
DAMPER (HPSD)
REMOVAL
Remove the number plate by following the instructions
Remove the steering damper bolts, collar and steering
damper.
INSPECTION
Visually inspect the steering damper for wear or
damage.
Check the following :
- Damper case for deformation or oil leakage
- Damper rod for bending or damage
Replace the damper case or damper rod if necessary.
Reference the Fully extend and compress the damper rod by hand.
model specific
Service Manual for Check the damper rod for smooth operation. standard \engtn .
gainst tne
.,
the standard If the damper rod operation is not smooth , check the Measure a
maximum length damper rod for bends or damage.
range.
Release the damper rod then check that it extends to its
Measure the
maximum length and compare the length to the
damper rod length
standard .
with the "inside"
jaws of a vernier If the damper rod does not extend to maximum,
caliper. disassemble the steering damper (page 19-61 ).
Check the spherical bearings for wear or damage.
Move the spherical bearing with your finger. The
spherical bearing should move smoothly and quietly. SPHERICAL BEARING DAMPER ROD
'-----------------------'
Replace the spherical bearing if it does not move
smoothly or quietly.
Install the steering damper (page 19-67).
19-59
STEERING
SPHERICAL BEARING
REPLACEMENT
Remove the steering damper (page 19-59).
Remove the stopper ring from the damper mount.
STOPPER RING
STOPPER RINGS SPHERICAL BEARING
Assemble the special tool and steering damper as

shown, then place it in a vise.
TOOL:
Spherical bearing remover
Use the pressure of the vise to gently press the
spherical bearing out of the damper.
Assemble the special tool and steering damper with a

SPHERICAL BEARING
new spherical bearing as shown, then place it in a vise.
REMOVER
TOOL:
Spherical bearing remover
Use the pressure of the vise to gently press the bearing
back into place.
Install the stopper ring into the groove of the damper

mount securely.
Install the steering damper (page 19-67).
STOPPER RINGS SPHERICAL BEARING
19-60
STEERING
HPSD DISASSEMBLY
Record the Remove the steering damper (page 19-59).
damping force Clean the damper assembly thoroughly.
adjuster position.
Note the position of the adjuster for reassembly.
Install a 4 mm screw to the end cap.
Remove the snap ring while pushing the end cap, and
then remove the end cap and 0-ring.
Remove the washer and return spring from the damper
case.
Install a 8 mm screw to the free piston, then remove the

free piston and 0-ring.
Drain the damper oil from the damper case.
Remove the plug bolt and 0-ring.
19-61
STEERING
Remove the adjuster piece from the damper case.
ADJUSTER PIECE
Remove the damper rod side spherical bearing (page

19-60).
Remove the snap ring from the damper case groove.
Remove the snap ring from the damper rod as shown.

SNAP RING
DAMPER ROD
Carefully pull the damper rod and rod guide with the
PISTON RING DAMPER ROD
0-ring out of the damper case.
- Rod guide for abnormal scratches
- Damper piston ring for fatigue or damage
- Damper case inner surface for abnormal scratches
Replace the damper case if necessary.
Replace the damper rod as an assembly if necessary.
0 -RING ROD GUIDE
19-62
STEERING
HPSD ASSEMBLY
NOTE:
• When assembling the HPSD, follow the procedures
below.
• Clean the inner surface of the damper case
thoroughly.
• Bleed air from the damper while having it completely
submerged in oil.
PLUG BOLT ADJUSTER PIECE
......
. ... -~
llliijjjlll 0 -RING
DAMPER PISTON
l
r'
SNAP RING
I
t
0-RING . ~ ......
I llliijjjlll ....
I,
t
..
'
.. WASHER
0 -RING llliijjjlll
-~ .
RETURN SPRING
......
...
Reference Pour recommended damper oil into a suitable container

DAMPER CASE
the model until the steering damper is fully submerged.
~
specific Service
• Check the damper oil for contamination.
Manual for the
• Do not allow foreign materials to enter the damper
i recommended oil.
oil.
Check that the
[ damper oil Completely submerge the damper case in the oil.
' temperature is
20°G (68°F).
19-63
STEERING
Be careful not to Install a new snap ring to the damper rod as shown.
damage or deform
the snap ring.
.._.,..
SNAP RING • "
DAMPER ROD
Completely submerge the damper rod in the oil.
In oil:
Bleed any trapped Install a new 0-ring to the rod guide.
air at the 0-ring
Shake the damper rod until there are no air bubbles.
seating surface by
turning the 0-ring. • Be careful not to damage the damper rod and
damper piston, especially around the damper rod
sliding surface.
0-RING.,
Bleed any air out from the damper case and damper
In oil: DAMPER PISTON
piston following the procedure below:
1. Install the damper piston into the damper case,
pump the damper rod quickly.
NOTE:
• To open the piston valve, pump the piston rod
quickly.
2. Remove the damper piston from the damper case.
3. Bring any air out from the damper case by using
your finger as shown.
4. Repeat steps 1 through 3 at least three times until
there are no air bubbles in the damper case and DAMPER ROD
damper piston.
Install the damper rod into the damper case AIR BUBBLES
carefully.
19-64
STEERING
Keep the damper Install the snap ring to the damper case groove.
In oil:
case submerged in
• Be careful not to damage or deform the snap ring.
oil.
• Be certain the snap ring is firmly seated in the
groove.
SNAP RING
Fully extend the damper rod.

In oil:
Bleed any trapped Install a new 0-ring to the free piston.
air at the 0-ring
Install and push the free piston fully into the damper
seating surface by
case while holding the damper rod at maximum length.
turning the 0-ring.
• Check that the free piston is fully seated to the
damper case.
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Keep the damper Install the adjuster piece into the threads of the damper
assembly case and thread it one turn .
submerged in oil.
In oil:
1 turn
,
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ADJUSTER PIECE
Check that the damper rod is fully extended to its

maximum length. In oil:
Bleed any trapped Install a new 0-ring to the plug bolt. PLUG BOLT
air at the 0-ring
seating surface by
turning the 0-ring.
Make sure the Install and tighten the plug bolt securely.
adjuster knob
moves freely before NOTE:
tightening the plug • Oil is displaced as the adjuster piece and plug bolt
bolt. are installed into the damper case. The displaced oil
causes the free piston to move slightly as shown in
~ 0 -RING
the illustration.
: OIL FLOW
19-65
STEERING
Remove the steering damper from the oil.
Out of oil : DEPTH GAUGE
Drain the damper oil from the sub tank.
Gauge the depth between the spring seating surface of
the free piston and surface of the damper case using
the special tool as shown .
TOOL:
Depth gauge
Before using the tool, make sure that the shouldered

end of the probe is extending from the collar side of the
depth gauge.
Insert the collar of the depth gauge into the sub tank.
Loosen the thumb screw and lower the shouldered end
of the probe until it stops.
Tighten the thumb screw and remove the tool.
Measure the depth of the free piston with a caliper by
measuring the distance between the end of the probe
and the collar.
Reference the Compare the measurement with the standard depth.
COLLAR
model specific
NOTE:
Service Manual for
the standard depth • The depth of the free piston will change according to
at the specified oil the oil temperature.
temperature. If the measured depth is other than the standard length,
disassemble the steering damper and start over.
PROBE
Install the return spring and washer into the damper ,-----------...........-..:-- - - - - - - - - - . a a
case.
Apply recommended damper oil (page 19-63) to a new
0-ring and install it to the end cap groove.
Install the end cap.
Be certain the snap Thread a 4 mm screw to the end cap and install a new
ring is firmly seated snap ring to the damper case while pushing the end cap
in the groove. until the snap ring groove appears .
19-66
STEERING
Check the operation of the damper rod, by pumping it
Out of oil:
slowly; extending and compressing by hand.
Check the following :
- Oil leakage
- Abnormal noise by trapped air
If you hear an abnormal noise, caused by trapped air,
reassemble the steering damper.
Install the damper rod side spherical bearing (page 19-
60).
DAMPER ROD
Reference the Measure the length between the spherical bearings as
model specific shown. Out of oil: t
ernen.
h rneasur
,r ct\en9t
Se,vice Manual for
the standard If the measured lengths are outside the standard 1::xtende t
length, disassemble the steering damper and start over. easurernen .
measurements. d \ength rn
Measure the NOTE: cornpresse
damper rod length • The HPSD will not work correctly if the fully
r with the inside jaws compressed damper rod length is more than
r of a vernier caliper. standard.
I
r
Return the damping force adjuster to its original
position.
Install the steering damper as indicated below.
f INSTALLATION
r
r Clean and apply a locking agent to the steering damper
f bolts.
r Install the steering Install the steering damper, collar and bolts.
f damper onto the
• Check that the stopper ring side of the damper rod is
r steering head pipe
with its 'VP" mark
facing toward the front.
facing up and facing Tighten the steering damper bolts to the specified
f toward the front. torque.
fr Reference the
model specific
Se,vice Manual for
r the specified
r torque.
r
r Raise the front wheel off the ground by placing a
r workstand or equivalent under the engine.
f Check that the steering moves smoothly from side-to-

side.
f Install the number plate.
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i
MEMO
20. SUSPENSION
.'
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r SYSTEM DESCRIPTIONS .......................... 20-2 SPRING PRELOAD··································· 20-16
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SUSPENSION SPRINGS ····························20-2 DAMPER ADJUSTMENT··························20-19
r DAMPER······················································20-3 SERVICE INFORMATION························· 20-21

r
r FRONT SUSPENSION (MOTORCYCLE TROUBLESHOOTING ······························ 20-22
r AND SCOOTER) ·········································20-4
FORK ························································20-23
FRONT SUSPENSION (ATV AND SIDE-BY-
SIDE VEHICLE) ···········································20-9
r SHOCK ABSORBER ······························· 20-43
, REAR SUSPENSION ································20-10
DAMPER DESIGN·····································20-14
SWINGARM··············································· 20-51
r SUSPENSION ARM ·································· 20-51

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r SUSPENSION ADJUSTMENT·················· 20-16
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SUSPENSION
SYSTEM DESCRIPTIONS
Suspension systems are designed for comfort and control. They support the motorcycle and load and offer an amount of isolation
from surface irregularities. A well designed suspension will absorb the bumps and ensure that the tires remain in contact with the
ground. Suspension has two primary components, a spring and a damping system. The spring supports the sprung vehicle weight,
isolates the vehicle from movement of the wheel{s), and provides initial shock absorbtion by converting kinetic energy (movement/
compression of the spring) into potential energy (compressed spring). The damping system controls the rate of spring compression
and rebound, and converts the kinetic energy of the spring's movement into heat energy through hydraulic resistance (friction).
Suspension designs differ primarily front to rear and vary according to model and how the vehicle will be used.
NOTE:
• Sprung wei(:jht is the mass of all vehicle components that move down against the spring, including a portion of the spring itself,
when a downward force is applied to the vehicle, such as a rider sitting on it.
• Unsprung weight is the mass of all vehicle components that do not move in the above scenario.
• The above examples describe a static situation (a vehicle at rest). When the vehicle is in motion and encounters a bump on
ridden-upon surface, the unsprung vehicle components move and the sprung components generally remain stationary.
SUSPENSION SPRINGS
The springs used for both front and rear motorcycle suspension systems
STRAIGHT PROGRESSIVE DUAL-RATE
are wound steel compression coil springs. Due to the packaging WOUND WOUND WOUND
differences, front fork springs are longer and narrower, rear shock absorber
springs are shorter and wider.
There are various ways the spring can be wound depending upon
application. A straight wound spring gives a linear compression rate
throughout its length. A progressively wound spring provides a gradually
rising compression rate, meaning it gets progressively stiffer the more it is
compressed . A dual-rate spring combines two straight wound sections that
offers an initially lighter rate to a certain amount of compression, and then a
heavier rate for the rest of its length.
Springs vary also with pitch, the distance between each coil, and may even
have a coil diameter taper that narrows or widens over the length of the
spring. Each provide different compression resistance characteristics.
NOTE:
• Unsprung weight is reduced slightly when the widely pitched (or spaced)
spring coils are positioned at the bottom of the spring.
Another means of achieving a progressive overall spring rate is to allow the
spring rates of two or three different springs to "crossover" or combine their COMBINATION TYPE AIR-ASSISTED TYPE
SHOCK ABSORBER SHOCK ABSORBER
individual qualities by simply stacking the springs atop one another. This
method is known as a combination type spring arrangement.
Another variation towards achieving a progressive spring action on rear
suspension is to add an air-assist bladder to the shock absorber. On these
types, air pressure is added up to a specified amount to compensate for
increased load requirements rather than adjusting the preload on the spring.
20-2
SUSPENSION
DAMPER
FRICTION DAMPER OPERATING PRINCIPLES
By far the simplest form of damper is the friction type. Instead of using oil to
dampen the movement of the spring and suspension , the friction type uses DAMPER ROD
only the friction of a single nonmetallic piston ring on the top of the damper
rod pressing against the greased damper inner cylinder wall. This design is
used primarily on only the smallest and simplest of vehicles.
GREASED
INNER WALL PISTON
OIL DAMPER OPERATING PRINCIPLES

The primary function of suspension dampers is to control the initial kinetic (movement) of spring compression and the rebound
energy of spring rebound so that traction and ride comfort are maintained.
An oil damper controls the spring action by forcing oil to flow through a specific set of holes in the damper piston as the fork or
shock absorber compresses and extends. The resistance of the movement of the damper piston created by the oil within the
damper controls the force of the spring. By varying the path the oil is forced to take on the compression and rebound strokes, the
desired damping rates can be achieved. On some types of suspension , flexible metal shims are stacked against the piston. These
shims flex under pressure to allow oil to flow through the orifices in the piston. The flexibility and order of the shims fine-tune the
damping rate.
f On the compression stroke, oil is forced through several large capacity damping orifices so that the wheel can respond quickly to
, terrain changes. Since the wheel is free to move quickly, the average ride height of the machine is not disturbed. On the rebound
stroke, the force of the compressed springs is slowed by forcing the damper oil through fewer and/or smaller damping holes. The
proper damping characteristics allow the suspension to extend quickly enough to meet the next bump, but not so quickly that the
t motorcycle bounces from one bump to the next.
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COMPRESSION STROKE: REBOUND STROKE:
DAMPER
ROD
COMPRESSION
SHIM
DAMPER
PISTON
DAMPER
PISTON
COMPRESSION REBOUND REBOUND

OIL OIL ORIFICE SHIM OIL ORIFICES
20-3
SUSPENSION
FRONT SUSPENSION (MOTORCYCLE AND SCOOTER)
TELESCOPIC FORK
Motorcycles and scooters have long relied on telescopic front suspension
TELESCOPIC FORK:
systems. Telescopic front suspension systems are made up of a pair of
upper fork tubes and lower fork sliders that telescope into one another.
Within the set of tubes on either side is a spring and an oil damping system.
Many systems utilize a cartridge damper within the fork sliders. Basically, FORK TUBE
the oil controls the natural tendency of the spring to continue to rebound
once acted upon by outside forces. This system forces the oil in each fork
leg through a series of small holes (orifices) and in some designs, also past FORK SLIDER
flexible shims, in effect, absorbing the energy from the road bump.
To achieve higher levels of performance, the Twin Chamber Inverted Fork
and Twin Chamber/Cartridge Fork were developed. The twin chamber fork
design, found on some CR and CRF competition models, use a sealed
damper cartridge within each fork leg. This creates the "twin chamber"
construction where the oil in the damper cartridge is isolated from the oil in
the fork tube/slider assembly. This twin chamber design was developed to
prevent aeration (air and fluid mixing) within the damper assembly. Aerated
fluid causes uneven damping characteristics that affect fork performance.
Inverted ("upside-down") forks are mounted with the outer fork tube in the
INVERTED TELESCOPIC FORK:
triple clamps and the inner slider mounted to the axle. This is done to
increase rigidity. The rigidly mounted outer tube houses large fork bushings
and large slider tubes, adding to the bike's increased stability. These
designs benefit the rider by providing increased handling precision.
Another variation of telescopic front suspension is the Big Piston Fork
(BPF). This variation doesn't use a separate damping cartridge but
effectively uses the whole interior of the fork leg as a cartridge. This allows
the damping piston, and the related orifices and shims, to be much larger,
which reduces the hydraulic pressure generated as the fork leg compresses
and extends. The size of the piston allows a far greater flow of oil and
therefore the forks are much more resistant to hydraulic lock. Hydraulic lock
can occur when the forks compress rapidly, such as when encountering a
square-edged bump in the road. During such circumstances, the oil cannot
flow through the orifices fast enough and the fork ceases to compress,
causing a very harsh ride and control problems as the tire cannot track the
road surface. The BPF provides more precise action during the initial stroke
and smoother damping action, which the rider perceives as improved
handling, enhanced front-end feedback and a more solid feel during hard
braking.
20-4
SUSPENSION
TELESCOPIC FORK - STANDARD, RIGHT-WAY-UP
TYPE
The components of a standard telescopic forks, where the damping
components are built into the fork tubes , include the fork tube, fork slider,
spring , oil seal , fork piston , piston ring, rebound spring , free valve rebound
stopper, oil lock piece, and three chambers.
When the fork sliders move telescopically on the compression stroke, oil in
Chamber B flows through the orifice in the fork tube into Chamber C, while
the oil in Chamber B pushes past the free valve and up into Chamber A.
The resistance in this oil flow absorbs shock on compression .
As the fork nears full compression , the tapered oil lock piece comes into
play to hydraulically prevent the fork from bottoming. Some fork designs use
a spring to prevent bottoming and to reduce the harshness felt when full
compression is reached .
On the rebound stroke , oil in Chamber A flows through the orifice in the top
of the fork piston into Chamber C. Here the resulting resistance serves as a REBOUND
damping force and the tendency of the spring to rebound quickly is SPRING
controlled .
The rebound spring absorbs the shock of the fork legs extending outward.
Oil in Chamber C flows through the orifice in the bottom of the fork piston
into Chamber B at this time .
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c:: CHAMBER A
- w
CHAMBERB
~~~~
FORK TUBE
CHAMBER B
IuLJ uI FORK TUBE
20-5
SUSPENSION
TELESCOPIC CARTRIDGE FORK - INVERTED TYPE
An advancement over the standard telescopic fork is the cartridge fork. To reduce fork flex, stiffer, larger fork tube diameters are
used and improved damping characteristics are obtained by using a separate damping cartridge within the fork. This style of fork
also improves the precision and serviceability of the forks over the standard type.
NOTE:
• The text and illustrations used to describe a cartridge fork are for the inverted type, where the fork slider is attached to the triple
clamps and the fork tube is attached to the front wheel. Cartridge forks can also be of the right-way-up type, where the fork tube
is attached to the triple clamps and the fork slider is attached to the front wheel.
The cartridge is attached to the fork tube. Inside the cartridge is a valved damper piston attached to a damper rod, the rod is
attached to the fork slider, and a fixed valve at the bottom, which is attached to the fork tube. Both the damper piston and valve
have flexible metal shims attached to them. Under pressure the shims flex to allow oil passed them. There are also ports that allow
oil flow from the cartridge chamber to the fork interior.
On the compression stroke, the fork tube and damper cartridge move up into the slider and past the damper piston. Oil pressurized
by the movement passes through the orifices .and past the compression shims of the piston and bottom valve, damping the
compression of the spring. Oil also flows through the ports in the cartridge to the interior of the fork and the oil-sealed gap between
the fork tube and slider.
When the fork extends during rebound , the fork tube and cartridge move down. Oil pressurized by the movement flows through the
piston and fixed valve orifices and past the rebound shims in the reverse direction. Oil also flows from the interior of the fork,
through the ports in the cartridge into the cartridge chamber.
FORK SLIDER
DAMPER
CARTRIDGE
COMPRESSION
DAMPING
SHIMS
FORK TUBE
AXLE HOLDER
20-6
SUSPENSION
,
r BIG PISTON FORK (BPF)
The damping components of a Big Piston Fork include a damper piston (with orifices and shims) attached to a damper rod, and
ports to an upper chamber of the fork tube and to the oil-sealed gap between the fork tube and fork slider. On the compression
stroke, the fork tube moves up into the slider and around the valved piston. Oil pressurized by this movement flows through the
orifices in the piston and past the compression shims. It also flows through ports into the upper chamber of the fork tube and into
the oil-sealed gap between the fork tube and slider. On the rebound stroke, the fork tube extends down from the slider and the oil
r flow reverses through the piston orifices, past the rebound shims, and through the ports into the interior of the fork tube.
FORK SLIDER DAMPER ROD
REBOUND
DAMPING
SHIMS
AXLE HOLDER
20-7
SUSPENSION
PNEUMATIC SPRING FORK (PSF)
Introduced on the 2013 CRF450R motocross bike , the Pneumatic Spring
Fork (PSF) uses a pneumatic spring instead of a traditional metal spring. By AIR VALVE PISTON
eliminating the need for metal springs , the spring rate can be adjusted by (EXTENSION)
changing the fork air pressure and oil capacity, instead of replacing the
metal springs. This system also provides for reduced weight, lower friction
near the end of the compression stroke, and an enlarged damper diameter,
which enhances vehicle stability.
The PSF consists of the following components :
• Air valve: To adjust the PSF air pressure
• Return rubber: Dampens the free piston impact when the fork is fully
compressed
• Free piston: Separates the air chamber from the oil chamber in the
damper
• Piston (compression/extension): Sets of leaf springs (orifices) that
control the damping of the fork FREE
• Rebound spring: Compresses when the fork is fully extended PISTON
• Balance spring: Balances the compression/extension force when the
fork is in a neutral-to-slightly extended state
During the compression stroke, the fork tube moves inside the fork slider
and the free piston rises by the force of the oil in the damper. As the fork
tube and free piston move, the volume of the air chamber decreases,
causing resistance as the air pressure increases. It is this compression of
the air that provides the spring action . The damping circuit works in a
conventional manner, as shown below and described on page 20-3.
PISTON BALANCE
(COMPRESSION) SPRING
When extended:
FREE PISTON FORK DAMPER FORK TUBE
When compressed: FORK SLIDER
~ :OIL
0 : AIR
FREE PISTON FORK DAMPER FORK TUBE
The volume of the air chamber decreases
Oil flow:
When compressed :
When extended:
20-8
SUSPENSION
LINK FRONT SUSPENSION
' In addition to the telescopic front suspension system, there are Link
Suspension systems. The pivoting link front suspension connects the axle
to the fork by means of a pivoting link extending from the ends of the axle to
TRAILING LINK SUSPENSION:
the upper front portion of the fork. Between the pivot points on the fork and
( the axle are mounts to which the shock absorbers are attached. The top of
each shock absorber is attached to the fork, up near the lower steering
head bearing.
There are two types of link suspension. The trailing link design has the axle
supported by links and shock absorbers that trail (are behind) from the
leading edge of the lower portion of the fork (see image to the right). The SHOCK
leading link type front suspension has the links pivoting toward the front and ABSORBER
the shock absorbers mounted to the leading edge of the fork.
Link front suspension systems use a coil-over-damper shock absorber
similar to those used for motorcycle and scooter rear suspension. AXLE
FRONT SUSPENSION {ATV AND SIDE-

BY-SIDE VEHICLE)
On four-wheeled ATV and side-by-side models, the front suspension
ATV INDEPENDENT SHOCK ABSORBER
comprises a shock absorber and pivoting A-arms, with each wheel FRONT SUSPENSION:
suspended individually from the frame. Power is sent to the wheels through
r halfshafts and constant-velocity joints, so that the vertical motion of one
wheel as it passes over a bump does not affect the other wheel. A-arms are
r a rugged, efficient method of implementing independent suspension. A pair
of A-arms pivot, one above the other, with their movement controlled by a
shock absorber. Steering is controlled via tie-rods connecting the steering
shaft/column to the wheel hub. side-by-side models use the same type of
suspension system.
The type of shock absorber used on ATV and side-by-side models are
similar in design as those used for motorcycle rear suspension.
LOWER A-ARM
20-9
SUSPENSION
REAR SUSPENSION
MOTORCYCLES AND SCOOTERS
Swingarm type rear suspension systems provide a comfortable ride while offering good traction and wheel control capabilities.
Using the front swingarm pivot as the fulcrum and mounting the rear axle at the trailing end of the swingarm allows the wheel to
respond quickly to variations in the road or trail surface.
Virtually all motorcycles have adopted this basic configuration for rear suspension. On some scooters, the entire engine and drive
unit pivots as the "swingarm." This basic swingarm type rear suspension design can be broken down into a few categories,
depending on the number of dampers used and the design of the swingarm.
DUAL SHOCK ABSORBER TYPE
Traditionally, two shock absorbers support the rear of the frame from the
rear section of the swingarm. This type of suspension is found on older
models, newer traditionally styled models, and smaller displacement
models, due to the simplicity of installation and fewer necessary
components. 0 )
Earlier models had the shock absorber positioned near to vertical. Later FRAME..._.(
models, especially off-road motorcycles, had the shock absorber positioned
at an angle, with the upper mount forward of the lower. The angle allows for
/
a longer shock absorber, and therefore greater suspension travel. It also
provides a rising rate of spring resistance and damping due to the changing
angle and leverage of the swingarm as it pivots upward.
I
SINGLE SHOCK ABSORBER - LINK-LESS TYPE
Certain rear suspension systems use only one rear shock absorber that is SHOCK ABSORBER
attached directly to the frame and swingarm without linkages, in a similar
fashion as the dual shock absorber type.
On certain applications the shock absorber is centrally mounted on the
frame and swingarm forward of the rear wheel. This type of mounting is
usually seen on motorcycle models.
Some scooter models utilize a single shock absorber attached to a single-
sided swingarm. Due to the configuration of the engine, transmission, and
swingarm, a centrally located single shock absorber is not possible.
SWINGARM
SINGLE SHOCK ABSORBER - PRO-ARM TYPE

Honda's unique cantilever-type, single-sided Pro-Arm is a functional and
REMOTE SHOCK ABSORBER
stylish departure from the conventional forked-type (doubled-sided) RESERVOIR
swingarms. High rigidity and durability are achieved through the use of a
box-section design and large diameter "axle."
There are two designs of rear wheel mounting, a center-lock type (shown),
using several locating drive pins and a single nut, and an automotive style
multiple-lug type. These allow easy wheel removal/installation, and the
design of the eccentric bearing carrier makes chain adjusting easy and
wheel alignment unnecessary. Other benefits include added room for
compact exhaust routing, slimmer overall machine shape, easier access for
damper adjustments, and the simple design lends itself to ease of
maintenance and cleaning .
20-10
SUSPENSION
SINGLE SHOCK ABSORBER - PRO-LINK TYPE
Honda's Pro-Link suspension system is designed to provide both comfort
NORMAL OPERATION:
and control without compromise. The linkages joining the shock absorber to
The relationship between axle movement (A)
the swingarm and frame provide a progressive action rising rate that and shock movement (B) is linear.
delivers an ideal proportion of springing and damping over a wide range of
riding conditions. Initial rates are soft for supple response to small bumps
and ripples. Should the riding surface become rougher, increasingly stiffer
rates provide the control necessary to prevent bottoming and keep the rear
wheel in contact with the surface.
As the axle stroke distance increases (A), the piston speed of the damper
and shock absorbing force increase progressively (B). Therefore, this type
of suspension is characteristically soft on initial travel so it absorbs small
riding surface inconsistencies well, and provides progressively firmer
resistance to prevent bottoming at full compression when a large bump is hit
or landing from a jump.
This arrangement offers a greater amount of suspension stroke compared
to the amount the damper unit compresses and, therefore, greater control
for improved suspension performance. It also enables the weight of the FULL COMPRESSION:
shock absorber to be centralized more compactly, nearer the center of the The relationship between axle movement (A) and
frame. shock movement (8) is progressive.
The later-developed Delta type Pro-Link is a further refinement which
lowers the motorcycle's center of gravity by a significant amount, and
reduces the weight of the shock arm.
20-11
SUSPENSION
SINGLE SHOCK ABSORBER - UNIT PRO-LINK SUSPENSION
Certain street bikes feature the unit pro-link rear suspension which consists of the swingarm, shock link, shock arm , shock absorber
and upper mounting bracket. The rear suspension unit is connected to the frame at the swingarm pivot and link arm, eliminating an
upper shock connection to the frame. The upper part of the rear shock is mounted on the upper mounting bracket through the
swingarm , therefore the whole rear shock absorber moves in response to rear wheel movement.
This unique system eliminates negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity
and improved rideability out of corners . As the rear wheel rises when passing over a bump, the pull of the tension links rotates the
link arms, compressing the shock from the bottom. The fact that the top of the shock moves upward with the swingarm is
compensated for by increasing the rate at which the bellcrank compresses it from the bottom . Depending on the geometry of the
linkage, the bottom of the shock moves more, and more rapidly, than the top of the shock.
The Unit Pro-Link design, due to the shock absorber being contained entirely within the swingarm, and the shock being positioned
lower than in a conventional design, contribute to mass centralization.
UPPER MOUNTING
BRACKET SWINGARM
REAR SHOCK
ABSORBER
REAR WHEEL
SHOCK LINK
A TV AND SIDE-BY-SIDE VEHICLE

SOLID REAR AXLE
With this type of rear suspension , the rear wheels are connected to a single-piece, solid rear axle that is held by a swingarm that
pivots from the rear of the chassis and/or engine. A single, centrally located shock absorber, or twin shock absorbers are connected
to the chassis and support the swingarm . The swingarm can be produced as a single arm or constructed as a forked arm.
-
OLIO REAR AXLE, TWIN SHOCK ABSORBER TYPE
20-12
SUSPENSION
INDEPENDENT REAR SUSPENSION (IRS)
On certain A TV models and all side-by-side models, the rear wheels are individually and independently suspended in a similar
fashion as ATV and side-by-side vehicle front suspension . Power is sent to the wheels through halfshafts, so that the vertical
motion of one wheel as it passes over a bump does not affect the other wheel. A-arms are a rugged, efficient method of
implementing independent suspension. A pair of A-arms pivot, one above the other, with their movement controlled by a shock
absorber.
On some IRS applications, such as side-by-side models, a stabilizer arm (torsion bar) is included. The stabilizer arm is connected to
each of the rear wheels' upper A-arms . When both wheels encounter a uniform bump that compresses both shock absorbers
equally, the stabilizer arm has no effect. However, when one wheel is deflected more than the other and the body rolls toward the
outside of the turn , the stabilizer bar is twisted . The arm 's resistance to twisting provides additional suspension spring tension , limits
the travel difference between the two wheels , and limits body roll.
INDEPENDENT REAR
SHOCK
SUSPENSION TYPES:
ABSORBERS
HALFSHAFTS
SHOCK
ABSORBERS
STABILIZER ARM
A-ARMS HALF SHAFTS
20-13
SUSPENSION
DAMPER DESIGN
There are two basic damper designs, each named for the method used to create the damping action: the friction type and the oil
damper type. The friction type damper is comparatively simple in design and is used on only the most lightweight and economical
models. This design uses only the friction of a nonmetallic piston against the greased inside wall of the damper cylinder to
counteract the natural rebounding action of the springs. ,,.
Many of the simplest and most lightweight motorcycles and scooters are equipped with single damping or single-effect type
dampers. This design provides damping force only on the rebound stroke and relies on the compression resistance of the spring
alone to absorb riding surface irregularities.
DOUBLE-EFFECT TYPE
The most effective damper design is the double damping or double-effect
DOUBLE DAMPING (DOUBLE-EFFECT) TYPE:
type. In these, damping force is provided for both compression and rebound
strokes.
Some damper designs include nitrogen gas within their bodies or within a
reservoir to prevent the oil from foaming, as described below. SPRING
PISTON
EMULSION TYPE
In emulsion type dampers the nitrogen is housed in the damper body and
EMULSION TYPE:
freely mixes with the oil.
GAS/OIL
CHAMBER
DECARBON TYPE
Decarbon design dampers keep the nitrogen gas separated from the oil by
DECARBON TYPE:
means of a free floating piston which acts as a diaphragm. This way the oil
can pass through the damping orifices without interference from gas
bubbles.
OIL CHAMBER
20-14
SUSPENSION
RESERVOIR TYPE
Reservoir equipped dampers are a variation of the simplest decarbon
RESERVE TANK TYPE:
design. A more consistent oil temperature, and therefore more consistent
r damping, is provided due to increased oil capacity; the shock body can be
entirely filled with oil since the gas chamber is elsewhere. A rubber bladder
' is used within the reservoir to separate the nitrogen gas from the damper
oil.
RESERVE TANK
BALANCE-FREE TYPE
In place of the conventional single-tube shock configuration, the Balance-Free type incorporates a double-tube design featuring a
damper case plus an internal cylinder. The damper piston does not include any valves; instead, the damping force is generated as
displaced oil passes through a separate damping valve.
In conventional shock absorbers, the damping force is generated in two places, the main and sub damping valves. In the Balance-
Free type, however, this action is handled in one circuit, allowing pressure changes to be controlled more smoothly by a larger body
of oil. The net result is more responsive damping and a smoother, better-controlled damping action, particularly during the transition
from compression to rebound. As a result, the Balance-Free Rear shock absorber delivers more consistent damping, improved
shock absorption, and greater traction.
INTERNAL INTERNAL
CYLINDER CYLINDER
DAMPER PISTON DAMPER PISTON
DAMPER CASE
20-15
SUSPENSION
SUSPENSION ADJUSTMENT
Rider weight, riding style and solo or two-up riding all affect the operation of a motorcycle's suspension system. Adjustable
suspension allows spring pre-load, and compression and rebound damping force to be adjusted to suit rider preference for ride
quality and handling. Not all front and rear suspension systems have a full compliment of adjusters. Refer to the model specific
Owner's Manual for information on suspension adjustability and adjustment procedures.
Spring preload adjustment allows a change in the pre-compression, or preloading of the suspension spring. The primary reason for
setting spring preload is to compensate for changes in load weight. A lighter load, for instance a lighter weight solo rider, will require
less spring preload. A heavier load, for instance a rider, passenger, and luggage, will require more spring preload . If preload is not
adjusted accordingly, ride quality, handling , and comfort can be compromised. Preload does not change the length of the fork or
shock absorber, but it does change the spring length.
Compression damping adjustment changes the reaction speed of suspension spring compression . Increasing the compression
damping will reduce the speed , decreasing the damping will increase the speed of spring compression . Rebound damping
adjustment changes the reaction speed of the spring extending (rebounding) after compression. Increasing rebound damping will
reduce the rebounding speed of the spring . Decreasing rebound damping will increase the reaction speed of the spring extending.
For complete suspension adjustment instructions and for standard and suggested alternative settings, reference the model specific
Owner's and Service Manuals.
SPRING PRELOAD
SPRING FORKS
Forks with spring preload adjustment have an adjuster incorporated into
fork cap on cartridge forks and at the bottom of the fork on big piston forks.
Turning the adjuster in clockwise increases the spring preload. Turning the
adjuster out counter-clockwise decreases the spring preload. To avoid
damaging the adjuster, use the appropriate type and size of tool to make
adjustments.
Often the adjuster stems on cartridge forks have graduated concentric lines
to allow a visual guide for adjustment. Both forks should be adjusted to the
same preload setting.
NOTE:
• Off-road motorcycles don't have spring preload adjustment. Due to their
different environment and usage, the fork springs themselves are
replaced for ones with a different spring rate. The exception to this is the
pneumatic forks, which can have their spring rate adjusted by changing
air pressure and/or oil volume page 20-17.
20-16
SUSPENSION
PNEUMATIC FORKS
The pneumatic forks introduced on the 2013 CRF450R do not have metal
fork springs. On standard off-road spring forks, the forks springs are
, replaced to change the spring rate , and therefore the effective point of initial
compression, which is what spring preload adjustment accomplishes. On
pneumatic forks , spring rate can be adjusted by changing the air pressure
via the air valve and/or changing the volume of oil in the fork.
Refer to the model specific Owner's and Service Manual for more
information.
,-
SHOCK ABSORBER -CAM TYPE

The cam type preload adjuster uses a collar with recessed steps that fits
around the damper body. Each step is positioned against a stop or pair of SHOCK ABSORBER PRELOAD ADJUSTER
~
stops built in to the damper body, allowing the spring preload to be adjusted
to several pre-set positions. On vehicles with a dual shock absorber setup,
/
both should be set with the same spring preload. To avoid damaging the
adjuster, use the appropriate type and size of tool to make adjustments.
Some styles of shock absorber have shrouds covering the springs. These
shrouds include holes at the bottom to allow adjustment of the cam
adjusters.
SOFT HARD
<> ====:>
SHOCK ABSORBER - THREADED TYPE

Spring preload is set by moving an adjuster nut to either compress or
LOCK NUT
extend the length of the spring . Once the desired preload is set, a lock nut is
tightened against the adjuster nut to prevent it from changing position. On
vehicles with a dual shock absorber setup, both should be set with the same
spring preload. To avoid damaging the adjuster, use the appropriate type
and size of tool to make adjustments.
A minimum and maximum spring length (spring preload) is recommended
for each model. These dimensions must be complied with. Failure to comply ADJUSTER
with the minimum and maximum spring length specifications may result in NUT
the spring coil binding near full suspension compression or the spring perch
retainers coming loose near full suspension extension .
SHOCK ABSORBER - REMOTE CONTROL TYPE

The remote type of spring preload adjuster uses hydraulic pressure to
reposition the spring seat. An adjuster knob on a conveniently located
control mechanism presses against a diaphragm, which in turn forces
hydraulic fluid through a line to the spring adjuster. This hydraulic system is
completely separate from the damping system and increases or decreases
the height of the spring to achieve the desired preload .
ADJUSTER KNOB
SPRING ADJUSTER
20-17
SUSPENSION
SHOCK ABSORBER - ELECTRIC CONTROL TYPE
This system, as used on the GL 1800 Gold Wing, adjusts the rear suspension spring preload by operating a hydraulic jacking
system that is driven by an electric motor. The shock absorber and actuator are connected with an oil hose. The piston in the
actuator is operated by the control motor, while the shock absorber piston is operated by hydraulic pressure. The piston stroke is
detected by an angle sensor and the motor is controlled with the control unit (ECU) inside the combination meter.
Preload can be adjusted by operating the "Up" and "Down" switch while monitoring the preload condition on the multi-display. Two
preload settings can be stored and retrieved by operating the memory buttons on the control pane. Reference the model specific
Service Manual for adjustment instructions, and standard and suggested preload settings.
ACTUATOR
SHOCK ABSORBER
PISTON
To Control Unit
20-18
SUSPENSION
DAMPER ADJUSTMENT
FORKS
Where included, fork compression and damping adjusters are small
threaded stems, designed to be turned with a small flat-head screwdriver.
The adjusters often have a punch mark on them that can be referenced
against a punch mark on the fork. Some adjusters may also emit an audible
"click." Both features allow for accurate adjustment.
Turning the adjusters clockwise (in) increases damping, turning them
counter-clockwise (out) decreases damping.
On inverted cartridge forks, the compression damping adjuster is located at
the bottom of the fork leg, the rebound adjuster is incorporated into the fork
cap at the top of the fork.
On big piston forks, both the compression and rebound damping adjusters
are incorporated into the fork cap.
20-19
SUSPENSION
SHOCK ABSORBER
Where included , both the compression and rebound damping adjusters are
STANDARD AND RESERVOIR TYPE:
small threaded stems , designed to be turned with a small flat-head
screwdriver.
The adjusters often have a punch mark on them that can be referenced COMPRESSION
against a punch mark on the fork. Some adjusters may also emit an audible DAMPING ADJUSTER
"click. " Both features allow for accurate adjustment.
On standard and reservoir type shock absorbers, the compression damping
adjuster is located at the top of the unit. The rebound damping adjuster is
located at the bottom of the unit.
REBOUND DAMPING
ADJUSTER
On the Balance-free type of shock absorber, both the compression and COMPRESSION
BALANCE-FREE TYPE:
rebound damping adjusters are located at the top of the unit. DAMPING ADJUSTER
REBOUND DAMPING ADJUSTER
20-20
SUSPENSION
SERVICE INFORMATION
GENERAL
• Loosening or removing a staked lock nut may cause a shock assembly to come apart unepectedly and lead to an injury.
• Heating a gas-filled damper can lead to an explosive release of pressure that can cause serious injury.
• Failure to firmly seat the snap ring may cause the shock assembly to come apart unexpectedly and lead to a serious injury.
• When servicing the suspension, support the motorcycle using a safety stand or hoist.
• The shock absorber contains nitrogen under high pressure. Do not allow fire or heat near the shock absorber.
• Before disposal of the shock absorber, release the nitrogen (page 20-48).
• Use Honda Genuine replacement bolts and nuts for all suspension pivot and mounting point.
TOOLS
When conducting suspension component inspection , servicing, and repair, the special tools listed below may be required . See the
model specific Service Manual for the part numbers of the specifically required tools . For a list of common hand tools , page iv.
Fork rod stopper Fork spring compressor Snap ring pliers

r
_,,./
r
Fork damper holder Damper rod holder
I
/I
Driver attachment Oil seal driver Rear shock absorber compressor
20-21
SUSPENSION
Spring compressor attachment Attachment Shock absorber compressor base
Air fork pump, 0-60 psi Fork cap socket
TROUBLESHOOTING
Soft front suspension
• Weak fork springs (page 20-2)
• Low fluid level in fork (page 20-40)
• Faulty anti-dive system (see model specific Service Manual)
Hard front suspension
• Bent fork components (page 20-30)
• Bent damper rod (bottom link type)
• Incorrect fluid weight (page 20-40)
• Bent fork tubes (page 20-30)
• Clogged fluid passage
Front suspension noisy
• Worn slider or guide bushings (bottom link type) (page 20-30)
• Low fluid level in fork (page 20-40)
• Loose fork fasteners
• Lack of grease in speedometer gearbox
Soft rear suspension
• Weak spring(s) (page 20-2)
• Oil leakage from damper unit
• Air or gas leakage
• Incorrect damper adjustment (page 20-19)
Hard rear suspension
Incorrectly mounted suspension components
Incorrect damper adjustment (page 20-19)
Bent swingarm pivot (page 20-51)
Bent damper rod (page 20-30 and page 20-46)
Damaged swingarm pivot bearing(s) (page 20-51)
Faulty suspension linkage (page 20-44)
Damaged linkage pivot bearings (page 20-44)
Steers to one side or does not track straight
• Bent fork tube or suspension arm (page 20-30 and page 20-51)
• Unequal fork oil quantity in each fork tube (page 20-40)
• Worn swingarm pivot components (page 20-51)
• Unevenly adjusted right and left fork legs (page 20-16)
• Unevenly adjusted right and left shock absorbers (page 20-16)
20-22
SUSPENSION
FORK
NOTE :
• The following instructions are generic for most styles
of forks . Each model of motorcycle and type of fork
will have slight differences to the removal ,
disassembly, and installation procedures. Reference
the model specific Service Manual for detailed
information and procedures for the model you are
working on .
REMOVAL
Refer to the model Remove the following when necessary for the model
specific Service being worked on: LOWER TRIPLE FORK CAP
CLAMP PINCH BOLTS BOLT
Manual for
- Handlebar(s)
component removal
- Front wheel
requirements and
- Front fender
instructions.
- Front brake caliper(s) and bracket(s)
Support the brake
- Fork brace
caliper so it does
,
not hang from its NOTE:
hose. • If the fork legs are to be disassembled, loosen the
Do not operate the fork cap bolts and bottom socket bolts, but do not
front brake after unscrew them. Also, turn all preload and damping
removing the adjusters to their lowest/softest position.
calipers. • On pneumatic forks, note the current air pressure for
reassembly and relieve the air pressure before
disassembly. FORK TUBE
• Because the clamping action of the pinch bolt(s) can
distort the fork tubes slightly and prevent the caps
from loosening, it is sometimes better to reposition
the legs in the clamps so that the caps are 2 to 3
inches above the clamps , as shown, prior to
loosening them.
I
I Loosen the fork pinch bolts.
r Pull each fork leg out of the fork triple clamps by twisting
I while pulling them down.
r If applicable, press the air valve core to release air
r pressure from the fork.
r
f DISASSEMBLY
,r STANDARD, RIGHT-WAY-UP TYPE
,
r
r
-
-
-
Fork boot
Fork cap bolt
Spring seat
FORK SPRING
- Collar
r - Fork spring
r Drain the fork oil by pumping the fork up and down
r several times .
r
f
r COLLAR
20-23
SUSPENSION
Hold the fork slider in a soft jaw vise or use a shop
SOCKET BOLT
towel. Remove the socket bolt with a hex wrench.
• Temporarily install the fork spring and fork cap bolt
to loosen the socket bolt.
~ BRACKET
Remove dust seal, washer, snap ring, and stop ring. SNAP RING PLIERS DUST SEAL
TOOL:
Snap ring pliers
NOTE:
• For models with a stop ring, use a small blade
screwdriver to carefully remove the stop ring from
the groove (page 20-29).
Be careful not to damage the fork slider or the fork
tube when removing the stop ring with the
screwdriver.
Pull the fork tube out of the fork slider. FORK TUBE FORK SLIDER
NOTE:
• If the type of fork being disassembled has a guide
bushing installed, remove the fork tube as follows:
Pull the fork tube out until resistance from the slider
bushing is felt. Then move it in and out, tapping the
bushing lightly until the fork tube separates from the
slider. The slider bushing and seal will be forced out
by the fork tube bushing.
Remove the following where applicable: BACK-UP RING FORK TUBE BUSHING
- Oil seal
- Back-up ring
- Fork tube bushing
- Guide bushing, if installed
- Rebound spring, if possible
NOTE:
• Do not remove the fork tube bushings unless it is
necessary to replace them with new ones.
OIL SEAL GUIDE BUSHING
20-24
SUSPENSION
NOTE:
• On the type of fork that has no guide bushing, the oil
seal may remain in the slider after the fork tube is
removed .
Be careful not to Remove the oil seal with a screwdriver or tire lever and OIL SEAL
damage the tube shop towel or specialized tool.
surface when
removing the seal.
FORK SLIDER SHOP TOWEL

OIL LOCK PIECE
- Oil lock piece from the fork slider
- Stop ring from the fork piston
Clean all disassembled parts.
STOP RING
CARTRIDGE, INVERTED TYPE

Be careful not to Remove the handlebar stopper ring.
FORK BOLT
scratch the fork Unscrew the fork bolt from the fork slider.
slider.
STOPPER RING
Push the fork slider slowly down, and gently seat the
dust seal onto the axle holder.
20-25
SUSPENSION
Attach the fork leg to the fork spring compressor post as FORK SPRING COMPRESSOR
shown.
TOOL:
Fork spring compressor
Align the spring collar holes with the pins.

To hold the spring collar, tighten the thumb screw
securely.
Tighten the nut and compress the fork.
POST PINS
Insert the stopper plate between the lock nut and spring FORK BOLT
STOPPER PLATE
seat stopper.
TOOL:
Stopper plate
Loosen the lock nut while holding the fork bolt.
Remove the fork bolt.

FORK BOLT
Remove the stopper plate and remove the fork from the
fork spring compressor.

- Spring seat stopper
- Spring collar
Fork spring
FORK SPRING
SPRING COLLAR
20-26
SUSPENSION
Pour out the fork fluid by pumping the fork tube several
times.
Pour out the fork fluid from the fork damper by pumping
the damper rod several times .
Hold the axle holder in a vise with soft jaws or a shop "
SOCKET BOLT/SEALING WASHER
towel.
'
Hold the fork damper with the special tool, then remove
the fork socket bolt and sealing washer.
''
TOOL:
Fork damper holder
Remove the fork damper assembly from the fork tube.
Remove the dust seal.

/
FORK DAMPER ASSEMBLY
Do not scratch the Remove the oil seal stopper ring .

fork tube sliding
surface.
20-27
SUSPENSION
Pull the fork tube out until you feel resistance from the
slider bushing. Then move it in and out, tapping the
bushing lightly until the fork tube separates from the
fork slider.
The slider bushing and seal will be forced out by the
fork tube bushing.

SLIDER BUSHING BACK UP RING
- Fork tube bushing
- Slider bushing
- Back up ring
- Oil seal
- Stopper ring
- Dust seal
FORK TUBE BUSHING
STOPPER RING DUST SEAL
BIG PISTON FORK TYPE

Remove the stopper ring, being careful not to scratch the
FORK CAP
outer tube.
Do not clamp the Place the outer tube in a vise with soft jaws or shop
tube too tight or it towels.
could get damaged.
~
Take care not toUnscrew the already loosened fork cap and remove it
scratch the capfrom the outer tube.
head. TOOL:
Lock nut wrench
Lower the outer tube slowly and rest it onto the axle
holder.
OUTER---...-
Remove the 0-ring from the fork cap. TUBE
Hold the axle holder on the slide pipe in a vise with soft
jaws or shop towels.
Loosen the rod guide case using the special tool.
The piston rod Remove the rod guide case from the slide pipe by
assembly is under turning the tool by hand.
spring pressure;
hold the fork cap TOOL:
securely when Rod guide case wrench
removing.
20-28
SUSPENSION
- piston rod assembly
PISTON ROD - - - - - - 1 :i
,t -
-
spring collar B
fork spring
,I
- spring collar A (pour out the fork fluid by pumping

the slide pipe up and down several times)
Be careful not to - dust seal

DUST SEAL
scratch the slide - stopper ring
pipe.
20-29
SUSPENSION
Using quick successive motions, pull the slide pipe out
of the outer tube.
Remove the following from the slide pipe: GUIDE

- slider bushing BUSHING
- guide bushing
-
-
back-up ring
oil seal
BUSHIN\
SLIDER \
- stopper ring
- dust seal
7\
OIL SEAL STOPPER
~~i
RING
Take care not to Loosen the piston rod nut while holding the fork cap
scratch the cap with the special tool.
head.
TOOL:
Lock nut wrench
Remove the fork cap.
WRENCH
INSPECTION (ALL TYPES)

Measure the fork spring free length by placing the
spring on a flat surface.
Refer to the model Replace the spring if it is shorter than the service limit.
specific Service
Manual for the
service limit.
FORK SPRING
20-30
SUSPENSION
Set the fork tube in V-blocks and measure the fork tube
DIAL INDICATOR
runout by rotating it with a dial indicator mounted
against it.
The actual run out is 1/2 of the total indicator reading.
Refer to the model Replace the fork tube if the service limit is exceeded, or
specific Service there are scratches or nicks that will allow fork oil to
Manual for the leak past the seals.
service limit.
FORK TUBE
Visually inspect the slider and fork tube bushings.
Replace the bushings if there is excessive scoring or BUSHING BACK-UP RING
scratching, or if the teflon is worn so that the copper
surface appears on more than 3/4 of the entire surface.
Check the back-up ring; replace it if there is any
distortion at the points shown.
CHECK POINTS
COPPER SURFACES
Check the fork sliders for internal scratches, dents that FORK SLIDER
are visible from both the inside and outside, or
abnormal wear. Replace the slider if necessary.
I
r
I
r
r
r
r
r
r Standard,
right-way-up type
Check the fork piston and other components for
damage, cracks , straightness or abnormal wear.
FORK TUBE FORK TUBE BUSHING
r
~
forks. Replace parts as necessary.
r
r
r
r
'tr
t
r
r
r FORK PISTON REBOUND SPRING
20-31
SUSPENSION
Cartridge, inverted Check the fork slider for damage or deformation.
FORK DAMPER OIL LOCK VALVE
type forks. Check the fork damper for bend or damage.
Check the oil lock valve for wear or damage.
Replace any components which are damaged.
FORK SLIDER
Big Piston Fork Check the piston rings for wear or damage and replace
Type. them if necessary.
RINGA
\
"' RING B
Pneumatic Fork Check the air valve and valve core wear or damage and
Type. replace them if necessary. AIR VALVE
VALVE CORE
ASSEMBLY
• Before assembly, wash all parts with a high flash or
non-flammable solvent and blow them dry.
• When installing the fork dust seal and oil seal, wrap
the edge and groove of the fork tube with tape.
TAPE
20-32
SUSPENSION
STANDARD, RIGHT-WAY-UP TYPE
Insert the fork piston into the fork tube. FORK PISTON
Install the following :
• Stop ring onto the fork piston
• Rebound spring onto the fork piston (if the rebound
spring has been removed)
• Oil lock piece
STOP RING OIL LOCK PIECE

Replace the dust seal with a new one whenever it is
OIL SEAL (Marked side facing up)
removed .
Insert the fork tube into the fork slider.
Install the back-up ring and a new oil seal.
NOTE:
• Inspect the fork tube sliding surfaces for damage
whenever the oil seal is replaced due to oil leaks.
• Apply fork oil to the oil seal lip.
• Install the oil seal with the marked side facing up.
Install the guide bushing if it has been removed.
BACK-UP RING GUIDE BUSHING
Place the fork slider in a vise, with soft jaws or a shop

towel, clamping it at the brake bracket or caliper bracket
as shown. Be careful not to distort the slider by
VISE
cw SOCKET BOLT
clamping it in a vise incorrectly.

Apply a locking agent to the socket bolt, thread it into
the piston, and tighten it.
NOTE:
• Temporarily install the fork spring and fork cap bolt
so that the piston is held in place when the socket
bolt is tightened .
Place the slider bushing over the fork tube and rest it on
the slider. Put the back-up ring and an old bushing or
equivalent tool on top. BRACKET FORK PISTON
Drive the bushing into place with the seal driver and
remove the old bushing or equivalent tool.
Reference the Coat a new oil seal with the recommended for oil and
model specific install it with the seal markings facing up. Drive the seal
Service Manual for in with the seal driver.
the recommended
TOOL: ATTACHMENT
fork oil.
Fork seal driver
Attachment
20-33
SUSPENSION
Install the snap ring with its radius edge facing down .
DUST SEAL
Seat the snap ring firmly in the groove.
Failure to firmly seat the snap ring may cause the fork
assembly to come apart unexpectedly and lead to a
serious injury.
TOOL:
Snap ring pliers
NOTE: SNAP RING PLIERS SNAP RING

• For models with a stop ring : STOP RING
Use a small flat-blade screwdriver to install the stop
ring into the groove. Be careful not to damage the
fork tube.
Install the dust seal using the fork seal driver.
GUIDE
...
BUSHING
Reference the Pour the specified amount of the recommended fork oil
model specific into the fork tube.
Service Manual for OIL
Pump the fork tube several times to remove trapped air
the recommended LEVEL
from the lower portion of the tube .
fork oil and amount.
Compress the fork leg fully and measure the oil level
from the top of the tube.
Wipe the oil off of the spring thoroughly using a clean,
lint free shop towel.
Pull the fork tube up and insert the spring.

NOTE :
• Most fork springs are designed to be installed with a
specific end toward the top and bottom.
• One end tapered : Install the spring with the tapered
end down.
.
BOTTOM
FORK SPRING
(Both ends tapered shown)
• Both ends tapered : If the distance between each of

the coils is the same (straight wound spring), either TAPER
end may be installed down . If the coils are closer
together at one end (progressive wound spring) , the
widely spaced coils should be at the bottom. BOTTOM . .
Reassemble the removed parts (spring, collar, etc.) in
the correct order. FORK SPRING
(One end tapered shown)
20-34
SUSPENSION
Install a new 0-ring into the fork cap groove. FORK CAP
Screw the fork cap into the fork tube.
._1, 0-RING
"ijjll
NOTE:
Reference the • Tighten the fork cap to the specified torque after
model specific installing the fork tubes into the bridges and before
SeNice Manual for tightening the upper pinch bolts.
the specified
torque.
COLLAR
CARTRIDGE, INVERTED TYPE

Apply fork fluid to new dust seal and oil seal lips.
SLIDER BUSHING BACK UP RING
Install the oil seal Install the dust seal, stopper ring and oil seal.
with its marked side
facing toward the
axle holder.
Remove any burrs Install the back up ring, slider bushing and fork tube
from the slider bushing.
bushing mating Install the fork tube into the fork slider.
surface, being
careful not to peel
off the coating. FORK TUBE BUSHING
See illustration for Drive the oil seal in using the special tool.
OIL SEAL
correct seating.
TOOLS:
Fork seal driver
SLIDER BUSHING
Do not scratch the Install the stopper ring into the fork slider groove
fork tube sliding securely.
surface. Install the dust seal into the fork slider.
20-35
SUSPENSION
Install the fork damper assembly into the fork tube.
FORK DAMPER ASSEMBLY
Install the socket bolt with a new sealing washer.
.,
SEALING WASHER / ~LT
Hold the axle holder in a vise with soft jaws or a shop
BOLT
towel.
Refer to the model Hold the fork damper with the special tool , then tighten
''
specific SeNice the fork socket bolt to the specified torque. ''
''
specified torque.
Fork damper holder
Refer to the model Pour the specified amount of recommended fork fluid
specific Service into the fork tube.
Manual for the
specified fork fluid
and amount.
20-36
SUSPENSION
Bleed the air from the fork leg as follows:
1. Extend the fork, cover the top of the fork slider with
your hand and compress the fork leg slowly.
2. Remove your hand and extend the fork slowly.
Repeat above procedure 2 or 3 times.
3. Pump the fork damper rod slowly 8 - 10 times.
Slowly push the fork slider, and gently seat the dust
seal onto the axle holder and leave it for 5 minutes.
Refer to the model After the oil level stabilizes, measure the oil level from
specific Service the top of the fork slider and compare it to the specified
Manualfor the level.
specified fluid level. Adjust the level as needed.
Be sure the oil level
is the same in the
both forks.
E - -""'=
----
1- - - -
Specified
---
1---
fluid level
Install the fork spring into the fork slider with the tapered
end facing up.
Install the damper rod holder to the fork damper rod.
UP ~
TOOL: SPRING SEAT
t
Damper rod holder STOPPER
Fully extend the damper rod. SPRING
Install the spring collar and spring seat stopper. COLLAR~
FORK
SPRING
Attach the fork leg to the fork spring compressor post as

FORK SPRING LOCK NUT
shown.
COMPRESSOR NUT
TOOL:
~
Fork spring compressor
Align the spring collar holes with the pins.

To hold the spring collar, tighten the thumb screw
securely.
While pulling the damper rod holder up, tighten the nut
to compress the fork spring.
Insert the fork rod stopper between the lock nut and
spring seat stopper, then remove the damper rod
holder.
TOOL:
n
POST PINS
Fork rod stopper
20-37
SUSPENSION
Refer to the model Check the length between the lock nut end and damper
specific Service rod end is the specified length .
Manual for the
specified length. NOTE:
When installing the fork bolt, turn the rebound adjuster
counterclockwise to the softest position.
Specified
length
LOCK NUT DAMPER ROD
Apply fork fluid to a new 0-ring and install it to the fork

bolt.
Tighten the fork bolt Install the fork bolt to the fork damper.
after installing the Tighten the lock nut to the specified torque with holding
fork slider into the the fork bolt.
fork bridges.
Refer to the model Remove the stopper plate and remove the fork from the
specific Service fork spring compressor.
Manual for the
specified torque.
STOPPER PLATE
Tighten the fork bolt Install the fork bolt to the fork slider.
after installing the
FORK BOLT
fork. Install the handlebar stopper ring .
STOPPER RING
BIG PISTON FORK TYPE

Assemble the piston rod and rod guide case.
Install the fork cap onto the piston rod and screw it until
the cap just touches the rod end.
Take care not to Hold the fork cap with the special tool and tighten the
scratch the cap rod nut to the specified torque.
head.
specific Service Lock nut wrench
Manual for the
specified torque.
WRENCH
20-38
SUSPENSION
Cover the slide pipe end with a plastic wrap or
equivalent to avoid damaging the seals on the edges.
Apply fork fluid to the lips of new dust and oil seals.
.... I
llijjilll
OIL SEAL
STOPPER
RING ~.,,
~
I
Install the following onto the slide pipe:
- dust seal
- stopper ring
- oil seal (with the marked side facing the axle holder)
Remove the plastic wrap.
WRAP
(Mark) ~
Axle holder side
NOTE:
• Remove the burrs from the slider bushing mating
BACK-UP RING
surface, being careful not to peel off the coating .
Be careful not to - back-up ring (with the groove facing the outer tube)
damage the coating - guide bushing
on the bushing. Do - slider bushing
not spread open the
Install the slide pipe into the outer tube.
bushing more than
necessary.
GUIDE BUSHING
SLIDER BUSHING
Drive the guide bushing into place together with the

back-up ring, using the special tool.
TOOL:
Fork seal driver OIL
SEAL
Drive the oil seal until the stopper ring groove is visible,
using the same tool.
BACK-UP
RING
I
GUIDE
BUSHING
Do not scratch the Install the stopper ring into the groove in the outer tube.
fork tube sliding NOTE:
surface.
• Make sure the stopper ring is securely set in the
groove.
Install the dust seal securely.
20-39
SUSPENSION
Lower the outer tube and rest it onto the axle holder.
COLLAR B
Note the installation
direction of the
collars.
Insert the following into the slide pipe:
- spring collar A (with the round side facing down)
~
- fork spring
- spring collar B (with the flange side facing down)
~OLLARA
Refer to the model Pour the recommended fork fluid up to the side holes in
specific Service the slide pipe with the fork leg compressed .
manual for the
recommended fork
fluid and capacity.
After installing the
piston rod
assembly, pour the
total amount of fluid
as described in the
later step.
Do not extend the Slowly pump the outer tube 8 - 10 times to remove any
outer tube more trapped air completely.
than 25 cm (10 in)
from the axle
holder. The fork
fluid will spill out of
the side holes in the
slide pipe.
Be careful not to Insert the piston rod assembly into the slide pipe while
damage the piston extending the outer tube with the fork cap held down.
ring B on the rod
Using the special tool, screw the rod guide case by
guide case on the
hand to install it into the slide pipe with the outer tube
edge or threads.
lifted up.
TOOL:
Rod guide case wrench
20-40
SUSPENSION
Hold the axle holder on the slide pipe in a vise with soft
jaws or shop towels.
Refer to the model Tighten the rod guide case to the specified torque .
specific Service
Manual for the
specified torque.
Fill the rod guide case with the remaining fork fluid .
Hold the fork cap down , then pump the outer tube
several times to remove any trapped air completely.
--·-·······-·············--·-····-
---·-----·-
Refer to the model Compress the outer tube fully and measure the fluid
specific Service level from the top of the outer tube by supporting the
Manual for the fork leg vertically.
specified fluid level.
Adjust the fluid level as required .
~-=
--=-=-=- - -::. Specified
level
OUTER TUBE
Do not clamp the Place the outer tube in a vise with soft jaws or shop
tube too tight or it
could get damaged.
towels .
Coat a new 0-ring with fork fluid and install it into the
~0-RING $/I FORK
CAP
fork cap groove.
Take care not to Install the fork cap into the outer tube and tighten it to
scratch the cap the specified torque.
head.
specific Service Lock nut wrench
Manual for the Install the stopper ring into the outer tube groove.
specified torque.
PNEUMATIC TYPE
Refer to the model Using the special tool, increase the air pressure in each
specific Service fork leg to the specified amount or the pressure noted
Manual for the prior to removal.
specified pressure.
TOOL:
Air fork pump, 0-60 psi
20-41
SUSPENSION
INSTALLATION
Refer to the model Before installation, ensure all preload and damping
specific Service adjustments are set to their original position or to the
Manual or Owner's standard setting.
Manual for
Install the fork boot, if applicable. LOWER TRIPLE CLAMP PINCH BOLTS
suspension preload
and damping Install the fork legs or fork sliders through the fork triple
standard settings. clamps by twisting while pushing them upward.
Position the legs or sliders in the clamps as specified in
NOTE:
• Make sure that the cables and wire harnesses are
routed correctly.
FORK TUBE
Refer to the model Tighten the fork bridge pinch bolts to the specified
UPPER TRIPLE CLAMP
specific Service torque. PINCH BOLT
Manual for the
Tighten the fork caps to the specified torque.
specified torque,
fork tightening Install the removed parts in the reverse order of
sequence, and for removal.
installation
With the front brake applied, compress the fork up and
instructions for
down several times to check for proper fork operation.
removed
components. NOTE:
• On pneumatic forks, add the air pressure specified
FORK CAP BOLTS
20-42
SUSPENSION
SHOCK ABSORBER
NOTE:
• The following instructions are generic for most styles
of shock absorber. Each model of motorcycle and
type of shock absorber will have slight differences to
the removal , disassembly, and installation
procedures. Reference the model specific Service
Manual for detailed information and procedures for
the model you are working on.
REMOVAL
DIRECT CONNECTION TYPE (NO LINKAGES)
Support the vehicle securely and raise the rear wheel(s)
off the ground.
Make sure the Remove the top and bottom mounting bolt(s) and/or
vehicle is properly nut(s) and any washers , spacers, or collars, then
supported before remove the shock absorber.
removing the shock
absorber.
i
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• SHOCK ABSORBER
I
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I LINKAGE TYPE
HARDWARE
,I
NOTE:
• Before removal, mark the position and direction of
the suspension linkage parts. The parts can have
,
f
r
specific installation directions and must be installed
correctly.
r -
-
Bolts/nuts
Shock link
- Shock arm(s)
I
r
Remove the shock absorber upper mounting nut and
bolt and the shock absorber.
J
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•
20-43
SUSPENSION
INSPECTION - NON-SERVICABLE
TYPE
SHOCK ABSORBER
NOTE:
• Certain types of shock absorbers are non-
serviceable and disassembly should not be
attempted.
• If the shock absorber is damaged or defective, it
should be replaced as an assembly.
Visually inspect the shock absorber for damage.
BEARINGS
- Damper rod for bends or damage
- Damper unit for deformation or oil leaks
- Bearings for damage and free movement
Inspect all the other parts for wear or damage.
If the bearings are damaged or do not move freely, refer
to the model specific Service Manual for replacement
procedures.
DAMPER ROD
LINKAGES
Where applicable, check the following for deformation, SAMPLE LINKAGE PARTS:
cracks, wear, or other damage: CONNECTING ROD
- Shock arm(s)
Shock link(s)
Connecting rod(s)
Collars(s)
Bearings
Bushings
Dust seals
Reference the Replace parts as necessary. SHOCK ARM ~
model specific
Service Manual for
bearing
replacement
PIVOTCOLLAR ~ /l@
/
procedures.
DUST SEAL
20-44
SUSPENSION
DISASSEMBLY - SERVICABLE TYPE
NOTE:
• Certain types of damper units are filled with high
pressure nitrogen gas.
• Refer to the Model Specific manual for disassembly
of gas damper units.
• Be sure to release the gas from the damper unit
before discarding it.
• To prevent loss of tension, do not compress the
spring more than necessary to remove it.
Remove the shock absorber (page 20-43).
SHOCK ABSORBER COMPRESSOR USE
Install the shock absorber compressor on the shock
absorber.
Reference the Some shock absorber compressors require adapters
model specificwhen the attachment is installed, while others do not.
Service Manual and TOOLS:
the tool manual for
specific procedures. Rear shock absorber compressor
Attachment
Install the shock absorber compressor holder securely HOLDER NUT SHOCK ABSORBER
onto the spring end that is near the lock nut or stopper COMPRESSOR
ring. Turn the compressor handle and slowly compress
the spring.
TOOL:
ATTACHMENT SPRING
HYDRAULIC PRESS USE

Install the spring compressor attachment and compress
SPRING COMPRESSOR HYDRAULIC
the spring with the hydraulic press. ATTACHMENT PRESS
Reference the Always use a specified tool to compress the spring.
model specific Certain types of shock absorbers are mounted with a
Service Manual and
stopper ring while other types are mounted with a lock
the tool manual for nut. SPRING
specific procedures.
~STOPPER RING
20-45
SUSPENSION
LOCK NUT REMOVAL
Do not loosen or remove the lock nut if it is staked.
Compress the spring and loosen the lock nut; then
remove the upper or lower joint and the spring.
HOLDER NUT
STOP RING REMOVAL

Compress the spring and remove the stopper ring . ATIACHMENT
SHOCK ABSORBER
Remove the spring. COMPRESSOR
TOOLS:
Attachment
STOPPER RING
INSPECTION - SERVICABLE TYPE

SPRING
Place the spring on a level surface and measure the
free length.
Reference the Replace the spring if it is deformed, cracked, or if its
model specific free length is shorter than the service limit.
Service Manual for
~~-FREELENGTH~--1~
the free length
service limit.
SPRING
20-46
SUSPENSION
DAMPER UNIT
Keep a gas-filled shock absorber away from fire or heat.
Check the damper unit for deformation or oil leakage
DAMPER UNIT
Check the damper rod for straightness. Also check for
stepped wear and replace if necessary.
Check the damper bump rubber for fatigue or damage
BUMP RUBBER
COMPRESSION FORCE (SERVICABLE GAS-FILLED

DAMPER ONLY)
Examine the damper rod and replace the damper unit if
the rod is bent or scored.
Mark the damper rod to indicate the specified
compressed stroke (i.e., 10 mm/0.4 in from the damper
body).
Reference the Place the damper rod on a scale and measure the force
model specific required to compress the damper until the mark is flush
Service Manual for with the damper body.
procedure
If the force required is less than the service limit, the
applicability, and if SPECIFIED
damper is leaking. COMPRESSED
applicable, the
compression force STROKE
and specified
compressed stroke.
Check the upper joint and collar for wear or damage

UPPER JOINT
and replace the parts if necessary.
Check the rubber bushing for wear or damage and
replace it if necessary.
NOTE:
Reference the • Apply the specified grease to the sliding surfaces of
model specific the collar and bushing, and reinstall them.
Service Manual for • If a needle roller and spherical bearing are installed
the specified grease instead of the bushing and collar, refer to the Model BUSHING
and for bearing Specific manual for replacement procedures.
replacement
procedures.
20-47
SUSPENSION
SHOCK ABSORBER DISPOSAL
PROCEDURE
Before disposal of gas-charged shock absorbers, the
nitrogen gas inside the gas chamber must be released.
Reference the Use the appropriate procedure to remove the gas.
model specific
Service Manual for
NOTE:
the appropriate • Put on safety glasses.
procedure. • Point the valve or plugged opening away from you.
• Before disposal of the shock absorber, release the
nitrogen by pressing the valve core. Then remove
the valve from the shock absorber reservoir.
VALVE TYPE
Do not remove the If included, remove the shock absorber reservoir cap.
valve core until
RESERVOIR CAP
Release the nitrogen from the reservoir by depressing
pressure is the valve core.
released.
After releasing all the gas, remove the valve core.
VALVE CORE
PLUG TYPE
Release the nitrogen from the reservoir by pushing and
PLUG 2 mm (0.07 in) SHAFT
dislodging the plug with a 2 mm (0.07 in) shaft.
l
..
Push
RESERVOIR CAP
DRILL TYPE
Reference the Center punch the damper case to mark the drilling point
model specific at the location specified.
Service Manual for
Wrap the shock absorber inside a plastic bag. SPECIFIED
the specified
location. Support the shock absorber upright in a vise as shown. LOCATION
DISTANCE
Through the open end of the bag, insert a drill motor
with a sharp 2 - 3 mm (5/64 - 1/8 in) drill bit.
NOTE:
• Hold the bag around the drill motor and briefly run
the drill motor inside the bag ; this will inflate the bag
with air from the motor and help keep the bag from
getting caught in the bit when you start.
Drill a hole in the shock absorber body to release the
nitrogen gas.
20-48
SUSPENSION
ASSEMBLY - SERVICABLE TYPE
Assemble the shock absorber in the reverse order of
disassembly.
NOTE:
• If the shock absorber does not have an even pitch
spring, the spring should be installed in the direction
specified in the model specific Service Manual.
• Always use a shock absorber spring compressor to
compress the spring on dampers with a rod screwed
into the upper or lower joint.
• Compressing the spring more than necessary may
cause a loss of spring tension.
SHOCK ABSORBER COMPRESSOR USE
Install shock absorber compressor on the damper unit
and spring.
Reference the Some shock absorber compressors require adapters
model specificwhen the attachment is installed, while others do not.
Service Manual and TOOLS:
the tool manual for
specific procedures. Rear shock absorber compressor ATTACHMENT
Attachment
Install the shock absorber compressor holder securely

HOLDER NUT
onto the spring end that is near the lock nut or stopper
ring. Turn the compressor handle and slowly compress
the spring.
TOOL:
ATTACHMENT SPRING
HYDRAULIC PRESS USE

Install the spring compressor attachment and compress
SPRING COMPRESSOR HYDRAULIC
the spring with the hydraulic press. ATTACHMENT PRESS
Reference the Always use a specified tool to compress the spring.
model specific Compress the spring until the stopper ring can be
Service Manual and
the tool manual for installed using a hydraulic press.
SPRING
specific procedures.
~STOPPER RING
20-49
SUSPENSION
JOINT INSTALLATION
Clean the lock nut threads before installing the lower
joint. LOCK NUT LOWER JOINT
Install the lock nut on the damper rod and tighten it by

hand as far as it will go.
Apply a locking agent to the damper rod threads. Install
the lower joint on the damper unit.
Reference the Hold the lower joint and tighten the lock nut to the
model specific specified torque .
Service Manual for TOOL:
the specified
torque. Shock absorber compressor
THREADS C)ma
INSTALLTION
DIRECT CONNECTION TYPE (NO LINKAGES)
Install the shock absorber on the upper mount, noting
the proper installation of the mounting hardware. UPPER MOUNTING
_.-.~- HARDWARE
Raise the rear wheel(s)/axle/swingarm enough to allow
installation of the lower mounts.
Install the lower mounts. Support the vehicle securely
and raise the rear wheel(s) off the ground .
Reference the Tighten the upper and lower mounts to the specified
model specific torque.
Service Manual for
the specified
torque. <--~
LOWER MOUNTING
HARDWARE SHOCK ABSORBER
LINKAGE TYPE
Support the rear Install the shock absorber and upper mounting point nut
wheel securely. and bolt.
Loosely install the following :
- Shock arms
- Shock link
- Bolts/nuts
Reference the Tighten the nuts to the specified torque.
model specific
Service Manual for
the specified
torque.
20-50
r SUSPENSION
f SWINGARM
t
r swingarm removal, disassembly, reassembly and
~
installation.
INSPECTION
r
Where applicable, remove the chain slider, chain guide,
I,
r
and brake torque rod.
If the motorcycle is a shaft-drive type, remove the
rubber boot.
Check the removed parts for wear or damage and
replace parts if necessary.
CHAIN SLIDER
Check the center collar/distance collar, if installed, for

wear, scoring, or scratches and replace if necessary. GREASE FITTING
J
\
I •c.o
I
I SUSPENSION ARM
,
r Refer to the model specific Service Manual for
suspension arm removal, disassembly, reassembly and
'
installation.
r INSPECTION
r SUSPENSION ARMS
r
Check the pivot bushings for wear or damage.
I Check the suspension arms for distortion or damage.
I
r
r
I BUSHINGS
'
r
r
r
r
r
t 20-51
f
SUSPENSION
STABILIZER ARM AND LINK
Check the stabilizer bushings for wear or damage.
Check the stabilizer arm for distortion or damage.
Inspect the ball joint boot of the link for tears or other
damage. JOINT BOOTS
20-52
21. FRAME
SYSTEM DESCRIPTIONS .......................... 21-2 TROUBLESHOOTING ································21-7
SERVICE INFORMATION···························21-7 INSPECTION··············································· 21-8
El
21-1
FRAME
SYSTEM DESCRIPTIONS
Motorcycle, scooter, ATV, and side-by-side vehicle frames serve as a skeleton to which most other components are attached.
Various forms and intensities of stress and vibration from each the engine, suspension , rider, and other loads act against the frame
when the vehicle is in use. These forces are major factors in determining the final design of each frame. Other factors that
determine frame design are engine type, the type of use for which the vehicle is designed, serviceability, cost factors, and by a
certain degree visual appeal.
The materials used for a frame are chosen by similar means. Frames are either made of steel or aluminum alloys. Aluminum alloys
are lighter than steel for the same strength, but are bulkier and more expensive to produce. A wide variety of steel or aluminum
tubing and pressed shapes as well as castings, forgings, and extrusions are combined to form the optimal framework for a
particular model.
Round tubing has the same strength in all directions. Square and rectangular tubing (as well as other variants) have different
strength characteristics in different directions. When the maximum strength is required in a vertical direction and the strength in a
horizontal direction is not as important, rectangular tubing with greater strength in the direction needed is chosen. At times a frame
is lightened by changing the combination of the types of tubing, its diameter, and wall thickness .
STRONGEST RECTANGULAR EXTRUDED MODIFIED HEXAGONAL

WEAKER ALUMINUM TUBING EXTRUDED ALUMINUM TUBING
•••••• WEAKEST
D
I D D
/
• ®
ROUND TUBING
Strength equal
RECTANGULAR
TUBING
Strength different
/CJD
RIB
©
D D
D
\
MODIFIED PENTAGONAL
D
in all directions EXTRUDED ALUMINUM TUBING
depending on
direction of force
applied
Thin-wall rectangular aluminum tubing is strengthened by internal stiffening ribs and extrusion production. Some models use a
special modified pentagonal or hexagonal extruded aluminum tubing with internal strengthening ribs in order to improve the frame
member's strength to weight ratio , its rigidity in one or more specific directions and, in some cases, to allow a more compact and
1
unobstructed riding position. Sophisticated metal forming processes extend these properties even further, allowing engineers to
fine-tune a frame to provide the best combination of properties for the best frame performance. This also includes using the engine
as a stressed-member; incorporating the engine's rigidity into the overall frame design, which may include having the swingarm
pivot being incorporated into the engine cases.
The various material types, forms, and dimensions used in frame design are linked directly to the experience gained from Honda's
ongoing racing programs around the globe. As new knowledge is gained through competition, it is combined with input from non-
competition testing and utilized in the construction of each new generation of production machine.
21-2
FRAME
FRAME TYPES
BACKBONE
This type of frame is made up of a combination of pressed steel plate and
steel tubing. This basic frame design is used mainly on scooters and some
t of Honda's early motorcycle designs. Back-bone construction allows added
freedom in the overall design of the vehicle and relatively economical
r production
r
r
If
t
STEEL TUBING
DIAMOND FRAME
With a diamond frame, the lower section of the down tube is not connected
with other frame tubes. The engine is a stressed member and forms the
final portion of the frame structure and contributes to overall frame strength.
The diamond frame is used mainly on small and middle-sized vehicles due
to the simplicity of its structure and its light weight and excellent
serviceability.
/
DOWN TUBE
SINGLE CRADLE FRAME

The single cradle frame has one down tube at the front of the frame and one
BACKBONE
main backbone tube at the top of the frame. The frame structure surrounds
~
the engine. This frame is often used on off-road vehicles and middle-sized,
street models due to its light weight, durability, and ease of serviceability.
DOWN TUBE
DOUBLE CRADLE FRAME - MOTORCYCLE

The double cradle design is similar to the single cradle frame, but has two
DOUBLE BACKBONE TUBES
down tubes, resulting in increased rigidity. A double cradle frame may either
have a single backbone tube or a double backbone, as shown in the image.
A part of the down tube can be removed to facilitate engine removal on
some models. This type of frame is mainly used on large displacement
street motorcycles.
REMOVABLE SECTION
21-3
FRAME
DOUBLE CRADLE FRAME - ATV
The double cradle frame design for ATV models is similar to the motorcycle type but generally has a double-tube backbone and a
double-tube undercarriage. Unlike the motorcycle type, the ATV double cradle frame doesn 't include an incorporated steering head.
UNDERCARRIAGE DOUBLE TUBES
TWIN-SPAR ALUMINUM FRAME

Twin-spar aluminum frames have two main spars at the top of the frame that connect the steering head to the swingarm pivot.
Some designs, such as the on-road sportbike frame to the left, use the engine as a stressed member, and are similar in layout to a
diamond frame . Others, such as the off-road motocross frame to the right, fully cradle the engine. The twin-spar aluminum frame
uses fine die-casting and other metal forming processes. The frame components are hollow or webbed and include internal ribbing
for additional strength , and are welded together to form the final structure.
ON-ROAD, TWIN-SPAR, DIAMOND-LIKE FRAME: OFF-ROAD, TWIN-SPAR, CRADLE FRAME:
STEERING HEAD
SWINGARM
PIVOT
DOWNTUBE
STRENGTH WEBBING
ENGINE MOUNTING POINTS SWINGARM PIVOT POINTS
21-4
FRAME
PIVOTLESS FRAME
The pivotless design features a substantial twin-spar design. The engine is
used as a stressed member and the aluminum swingarm mounts directly to
the engine. A pivotless design frame isolates the engine mounted swingarm
from the frame. This allows a simpler, lighter frame that's less affected by
swingarm-imposed loads during hard cornering and acceleration.
ENGINE MOUNTING POINTS
SEMI-LADDER SPACE FRAME

A ladder frame, named due to its resemblance to a ladder, is the oldest and simplest form of automotive frame. A space frame is a
lightweight structure constructed of multiple interconnected pieces that form geometric shapes, often triangles. Triangles provide
excellent rigidity for the amount of material used. A semi-ladder space frame uses a ladder frame structure with space framing to
add strength and to extend the structure. This type of frame is used for side-by-side models.
LADDER FRAME STRUCTURE
r
r
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J
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,,
r SPACE FRAME STRUCTURES
SUBFRAME
t Rather than having a single one-piece frame, some motorcycle models use
l subframes. Generally the main stress-bearing structure, to which the
engine, steering, and suspension components are attached is referred to as
MAIN FRAME
the main frame. Subframes, bolt onto the main frame and are sometimes
J called seat rails. Rear subframes hold the weight of the rider, passenger,
f cargo loads, and any components attached to it. Those components usually
r include the seat, battery, rear fender, rear light assembly, etc.
lr The advantages of a subframe are that it can ease servicing by allowing

access to other components once it has been removed.
SUBFRAME
21-5
FRAME
OTHER FRAME-RELATED STRUCTURES
ATV Bumpers and Carriers
A TV bumpers and carriers, along with their primary purpose, also serve as subframes. They are bolted to the main frame structure
and upon which are mounted other components such as fenders and light assemblies. This dual usages eases factory assembly,
allows for sub-assembly parts replacement, and eases service access. Note that bumpers are referred to as carry pipes in the
model specific Service Manuals.
REAR CARRIER
Side-by-side vehicle Occupant Protective Structure (OPS)

The side-by-side vehicle OPS is constructed of welded and bolted together steel tubes and is attached to the main frame at several
points. Components such as seat belts, headrests, and side nets are attached to the OPS.
21-6
FRAME
SERVICE INFORMATION
GENERAL
• Although it is possible to weld some cracked frames and straighten some frames that are slightly bent, it is recommended to
replace the frame with a new one when it is damaged.
• It is possible that a front end collision will bend the steering head, but not the fork, wheel, or even the axle.
• Failure of the front suspension , steering, or rear suspension may damage the frame enough to require replacement.
TOOLS
For a list of common hand tools that may be required when servicing the frame, page iv.
TROUBLESHOOTING
Abnormal engine vibration
• Cracked or damaged engine mounts
• Cracked, damaged, or bent welded portions
• Bent or damaged frame
• Engine problems
Abnormal noise when riding (banging or creaking)
• Damaged or bent engine mounts
• Damaged welded points
• Damaged or bent frame
Steers to one side when under acceleration or deceleration
• Bent frame
• Bent fork (page 20-30)
• Bent swingarm (page 20-51)
• Bent A-arms (page 20-51)
21-7
FRAME
INSPECTION
VISUAL INSPECTION
FRAME
Visually check the frame for damage such as cracks ,
dents, and bending, taking the following into STEERING HEAD
consideration :
• Paint or clearcoat that is cracked or flaking may
indicate the metal beneath it has flexed .
• Carefully inspect any areas and adjacent areas
where the vehicle has suffered an impact or that is a
vulnerable leverage point: REAROF
- Steering head FRAME
- Swingarm pivot(s)
- Rear of frame or rear subframe
- A-arm attachment points
SWINGARM PIVOTS
A-ARM ATTACHMENT POINTS
PENETRANT TESTING
Commercially available spray-on penetrant testing
products can be used to test frames for cracks .
Refer to the The penetrant testing process involves cleaning the
penetrant area to be tested, applying the penetrant, removing
manufacturer's excess penetrant, applying a developer, and visually
instructions for inspecting the area .
proper product use
If cracks appear in the paint on the frame, inspect the
and inspection
area(s) more closely to find out if the frame material
procedures.
itself is cracked.
Spray on vulnerable areas of the frame.
21-8
FRAME
WHEELS
Misalignment of the wheels can indicate damage to the
frame, swingarm, subframe, or steering and suspension
components.
Straighten the handlebar and check the alignment
between the front and rear wheels.
If the rear wheel does not align with the front, check that
the drive chain adjusters are adjusted correctly. Wheel alignment
If the rear wheel(s) lean to either side when viewed
from above, check whether the right or left arm of the
swingarm is twisted or bent.
Take a horizontal view of the swingarm and check the
alignment of . the rear shock mounts (on dual shock
models) in the same way.
View from front View from rear
Refer to the model Check the front and rear wheels of ATV and side-by-
specific Service side models to ensure they are aligned. Take into FRONT
Manual for toe consideration any specified toe (vertical angle) of the WHEEL TOE:
specification. front wheels.
If the wheels are out of alignment, check all connected
components.
Rear
21-9
MEMO
22. ELECTRICAL FUNDAMENTALS
. SYSTEMS DESCRIPTION .......................... 22-2 SERVICE INFORMATION ......................... 22-18

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ELECTRICAL THEORY .............................. 22-2 SERVICE PRECAUTIONS ........................ 22-21
r PROPERTIES OF ELECTRICITY ............... 22-3 FIVE STEP ELECTRICAL SYSTEM

TROUBLESHOOTING .............................. 22-28
r
t ELECTRIC POWER SOURCES .................. 22-9
! ELECTRICAL DIAGNOSTIC METHODS .. 22-29
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ELECTRIC CIRCUIT SCHEMATICS,
WIRING DIAGRAMS, AND ELECTRICAL CONNECTOR TERMINAL
ILLUSTRATIONS ...................................... 22-13 AND WIRE REPAIR .................................. 22-37
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22-1
SYSTEMS DESCRIPTION
Prior to the introduction of electronic components on powersports vehicles, electricity was used for only a few basic functions, such
as ignition and lighting, and therefore the elecrical systems were very simple. As components and systems such as electronic
ignition and fuel injection have been added to vehicles, electrical systems have become increasingly more complex. Despite the
sophistication of modern electrical systems, every electrical circuit follows the same simple rules. Knowing these rules allows an
understanding of how circuits function and therefore a knowledge of how to diagnose and correct electrical problems.
This chapter provides information on the properties of electricity, illustrates safety precautions, and gives the basic knowledge
required for servicing electrical systems. Read this section thoroughly in order to understand the basic safety procedures and
diagnostic methods before starting any service.
ELECTRICAL THEORY
Many of the common terms, expressions, and ways we talk about electricity derive from a time when we didn't fully understand
what electricty was or how it works. Electrical engineers and scientists may speak of electricity in terms of current scientific
understanding, but the general public, powersports technicians included, still refer to the conventional theory of electricity. To
explain this situation further, both the conventional and electron theories are described below.
CONVENTIONAL THEORY
Electric current flows from the positive terminal of the voltage source, through the circuit, to the negative terminal.
In the mid 1700's electricity was nothing more than a curiosity. One of the people studying it was Ben Franklin. History is unclear as
to who came up with the early theory of electricity, but Franklin is credited with the first use of the terms "battery," "positive," and
"negative" to describe the terminals of a battery. Many of the characteristics of electricity that we take for granted were not yet
known. At that time, it was thought that electric current flowed from the positive terminal of the voltage source, through the circuit, to
the negative terminal. One hundred and fifty years later scientists developed the electron theory of electricity. Like most new ideas,
the electron theory of electricity was not accepted at first. In many industries, including ours, it is still not in wide use. However, the
electron theory is the basis of modern electronics.
ELECTRON THEORY
Electricity is the flow of electrons from the negative terminal of a source through a conductor, completing the circuit back to the
positive terminal of the source.
The story of electricity begins with an atom. Atoms are one of the basic building blocks of nature, and all things are made of atoms.
Atoms are extremely small, and are made up of three parts: protons, which are positively charged ; neutrons, which have no charge;
and electrons, which are negatively charged. The protons and neutrons are massed in the center of the atom and the electrons
orbit, or spin rapidly around, the inner nucleus of protons and neutrons.
All atoms of a particular material normally have the same number of protons and electrons. For instance, copper has 29 electrons
and 29 protons. The difference in the number of electrons and protons is what actually makes one material copper and another
carbon. Electricity is actually a great number of electrons moving in the same direction at the same time.
SILK CLOTH
A simple example of electrical flow is when a piece of glass, like a test tube, is rubbed with a silk cloth . The heat generated by the
rubbing causes the free electons in the glass to move into the silk and creates static electricity. The glass then becomes positively
charged (has more protons than electrons) and the silk negatively charged (has more electrons than protons). As opposite charges
attract, the positively charged glass will attract any object with either a negative charge or that is neutral, such as a piece of tissue
paper. If enough static charge is created a spark may be created when the highly positively or negatively charged material gets
close to its opposite.
Materials can be divided into three categories depending upon the ability of electricity to flow through them ; conductors, insulators,
and semi-conductors. Conductors allow the flow of electricity as they contain a lot of free electons, insulators do not have any free
electrons and so resist flow, and semi-conductors fall between the other two.
22-2
PROPERTIES OF ELECTRICITY
CURRENT FLOW
When a positive charged material and a negative charged material are
connected with a conductor, free electrons flow from negative charged to
positive charged material. This flow of electrons is called electricity. For a
long time it was thought that electrical current flowed from the positive side
of the source to the negative side. When it was discovered that electrons
actually flow the other way, it was too late to change existing publications on FLOW OF CURRENT
electricity. As a result, just for convenience, technical publications
compromise by saying that electrical current flows from the positive to the
negative side, when in fact, electrons flow from the negative to the positive e e e e eeee
side.
FLOW OF ELECTRONS
It is convenient to think of the flow of electrical current as the flow of water.
, This analogy allows for the explanation of various aspects of electrictiy as

will be demonstrated later in this section.
The number of electrons passing any given point in a circuit in one second
determines the current flowing through the circuit. The amount of current
flow is measured in Amperes (A).
ALTERNATING CURRENT AND DIRECT CURRENT

All electrical components are supplied with either direct current (DC) or
alternating current (AC). The fundamental characteristic of the two currents
differ completely, and for the purpose of servicing the electrical system of a
powersports vehicle, the differences must be understood.
DIRECT CURRENT (DC)
Direct current is a current whose magnitude and direction remain constant.
Its form is shown in the graph. Direct current is abbreviated as DC.
Motorcycle batteries and household batteries supply DC.
(±)
DC has the following characteristics as opposed to AC:
• DC can be stored in batteries and discharged when needed; AC cannot t1
--- CURRENT
be stored 01-----------
• DC is capable of a large current flow, which is good for starter motors
• DC voltage cannot be stepped up or down; AC voltage can be changed
using a transformer l
e TIME
ALTERNATING CURRENT (AC)

Alternating current (AC) changes in voltage value and polarity with time. AC
current flows in one direction until peak voltage is reached and then drops
to zero volts. AC current then changes direction (polarity) until peak voltage
is achieved and again drops to zero and again changes polarity. From zero 1 CYCLE
voltage to peak positive voltage to peak negative voltage and back again to (±)
zero voltage is known as a cycle.
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22-3
In motorcycles, all electricity generated is AC. However, AC can be
converted to direct current (DC) by rectification. The DC current is then
supplied to components operating on DC. For example, some models use
DC for their headlights and others use AC.
For headlights operating on AC, the lights turn off when the current flow is
zero, and then go back on again as the polarity becomes reversed. This
ON-OFF cycle is repeated at a high frequency (number of cycles in one (±)
second) and is not noticeable.
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VOLTAGE
As illustrated in the figure to the right, when two water tanks, A and B, are
connected, water flows from tank A to tank B. This flow is the result of a
pressure difference between the two tanks. PRESSURE DIFFERENCE
(HEIGHT DIFFERENCE)
A
FLOW OF WATER ~ B
This same concept applies to electricity. The pressure difference, called the
electrical potential difference, causes current to flow through a circuit.
The pressure of the current is measured as voltage (V).
---- --------- t
PRESSURE
DIFFERENCE
(VOLTAGE)
_j _
RESISTANCE
Water flows through a larger pipe easier than a smaller pipe. This is
because the smaller pipe provides greater resistance. Similarly, electrical
current flows through a thicker wire (conductor) more easily than a thinner
wire. The resistance limiting the flow of electricity through a wire is
measured in Ohms (0).
In electrical schematics and wiring diagrams the symbol shown below
represents resistance.
THIN PIPE THICK PIPE

(Less flow) (More flow)
22-4
Resistance increases as the size of wire becomes smaller and longer. This
resistance value can be measured with an ohmmeter. BATTERY
THIN WIRE THICK WIRE

(More resistance) (Less resistance)
OHM'S LAW
The amount of current flowing through a conductor in a closed circuit is
proportional to the voltage applied to the conductor. The relationship OHM'S LAW
between voltage and current flow and resistance is known as Ohm's law.
For example, if a 6 0 resistor is connected to the+ and - terminals of a 12 V VOLTAGE (V)
battery, the current flowing through the resistor can be calculated by Ohm's CURRENT(C)=~~~~~- ¢ .£ ¢
law: RESISTANCE (0) ~
Current = Voltage + Resistance = 12 V + 6 0 = 2 A
¢ 1 VOLTAGE= CURRENT x RESISTANCE

CURRENT= VOLTAGE+ RESISTANCE
RESISTANCE= VOLTAGE + CURRENT
ELECTRICAL POWER
We use electricity to operate headlights or starter motors, or we convert it to
heat. The amount of work required to do these things is measured in Watts.
Changing voltage (Volts) or the rate of current flow (Amperes) increases or
decreases electrical power output (Watts). The relationship is defined as:
W = E.I (Power = Voltage x Current)
ELECTRICAL MEASUREMENT
Electrical power, flow, and resistence are measured are refered to using the
following units.
Unit Measures Description

VolWoltage (V) Current (pressure) The force or "push" of electricity
Amp/Ampere (A) Rate of current flow The quantity of electricty
Ohm (0) Resistance to current flow The opposition to electrcial flow
Watt (W) Rate of energy conversion or transfer The electricty used by a component
22-5
ELECTRICAL CIRCUITS
As shown in the diagram , when a light bulb is connected to a battery, the
current flows in the direction of the arrow and the light bulb turns on.
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The path in which an electric current flows is called a circuit. On Honda
powersports vehicles the ground wire of an electrical circuit is connected to
the engine or frame. Grounding the negative terminal is called a negative ~
terminal ground type.
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SERIES CIRCUIT
A series circuit is an electric circuit in which the current flows through one SERIES CIRCUIT
device (load) into another, and then to ground. There is only one current
path and the voltage is distributed by the loads. The total resistance (0) can
be found by simply adding all the resistances, e.g.: R = R1 + R2
R1 R2
PARALLEL CIRCUIT
A parallel circuit is an electric circuit that has two current paths, one for the PARALLEL CIRCUIT
positive and one for negative. The devices are connected across the two
paths. The voltage on each load is the same, but the current, measured in
amps (A), branches out to each load. The current flow to each load can be
calculated as A1 = E + R1 , A2 = E + R2.
The total amperage (A) is the sum of all current flowing to the loads.
22-6
CONDUCTORS, INSULATORS, AND

SEMICONDUCTORS
A characteristic of electricity is that current takes the path of least resistance. Different materials offer different lev~ls of resistance
to electrical flow. A conductor has very little resistance to current flow, while an insulator has a lar~e a_m ount of res~st~nce.
Depending on the conditions, a semi-conductor can act as a conductor or as an insulator. A material like copper wire 1s a good
conductor, while rubber is a good insulator.
CONDUCTORS
A conductor is any substance that allows current to flow very easily. In other words, conductors. offer a small ~mount of electrical
resistance. Metals such as copper, gold or silver are all good conductors. In a powersports vehicle, copper wires, metal connector
pins, and the frame are all used as conductors.
INSULATORS
Insulators block the flow of electricity. Glass, many types of plastic, and rubber are all composed of elements that resist the flow of
electricity. On a powersports vehicle, connectors and wire shielding are composed of insulating materials
SEMICONDUCTORS
Semiconductors are materials that contain atoms that can be made to act like insulators or conductors. This ability to change from
a conductor to an insulator is caused by the structure of the atom and how the material acts under different voltage conditions.
Semi-conductors change resistance depending on these conditions.
Semi-conductors are known as solid state components. These components use a very small amount of electricity to either control
the flow of larger amounts of electricity or to indicate the presence of voltage. There are several different types of semi-conductors.
Semi-conductors commonly found in powersports electrical systems include diodes, zener diodes, thyristors or silicon controlled
rectifiers (SCRs), transistors, and thermistors.
DIODE
The diode allows current to flow in only one direction. When current is
flowing, there is a slight voltage drop across the diode.
DIODE
-------~--
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<------
Current does not flow (reverse direction)
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ZENER DIODE
The zener diode allows current to flow in one direction similar to the diode
ZENER DIODE 1-
described earlier. When a certain reverse voltage is applied, current z
abruptly flows in the reverse direction. When the voltage is reduced below
the reverse voltage, current flow in the reverse direction stops.
<B \ - e i~:::,
()
~ERSE --===-----11"----®
VOLTAGE _____.
VOLTAGE
- - - • Current flows
, -c,;.---------· No current flows below reverse voltage
- - - - - Current flows above reverse voltage

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I 22-7
THYRISTOR/SILICONE CONTROLLED RECTIFIERS (SCR)
Thyristors have three terminals: anode, cathode, and gate. When turned on
the current only flows from the anode to cathode and is said to be in the
positive direction. THYRISTOR
Lik~ diodes, thyristors do not allow current to flow in the negative direction.
Until turned on, thyristors also do not allow current in the positive direction. ® e
ANODE - - -
GATE
<- - - - - - NO CURRENT FLOWS
- - - - - -> NO CURRENT FLOWS
The thyristor is turned on when a certain amount of voltage is applied to the

gate. This input to the gate is called gate voltage or trigger voltage.
Once the thyristor is turned on, there is no need to continuously apply
voltage to the gate, and its characteristics become identical to a regular ANODE ~ CATHODE
diode.
When turned on, the thryristor allows positive current flow from the anode to
,,. 1 11I
GATJ
GATE VOLTAGE
the cathode.
CURRENT FLOWS
- - - • WHEN SCR IS ON
• - - - - - NO CURRENT FLOWS
TRANSISTOR
A transistor has three terminals; emitter (E), collector (C), and base (B). TRANSISTOR SYMBOLS
There are two types of transistors: PNP and NPN type.
PNP TYPE NPN TYPE
B B
I
E: EMITTER
C: COLLECTOR I
B: BASE
In PNP type transistors, when a positive voltage is applied to the emitter

and negative voltage to the collector, almost no current flows from the
collector to the emitter. If the emitter voltage is raised slightly higher than
the base voltage and a small amount of current flows from the emitter to the "' '1 <J ) •
base, a large amount of current flows from the emitter to the collector. I> V 4
BASE CURRENT E
l -
B
C
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22-8
In the NPN type, almost no current flows when a positive voltage is applied
to the collector and a negative voltage to the emitter. When a small current
flows from the base to the emitter, a large current flows from the collector to
the emitter.
In this way, the transistor resembles an amplifier in that the amount of
collector-to-emitter current is controlled by the base current.
B
BASE CURRENT
,
, Transistors also resemble switching devices. The transistor is turned on,
allowing collector-to-emitter current to flow when there is base current, and
turned off when no base current exists.
THERMISTOR
In general, the resistance value of most metals, including copper, increases
as the temperature rises . THERMISTOR
SYMBOL
When heat is applied to a substance, the activity of its molecules increases
~
and prohibits the flow of free electrons. This increases the resistance.
In contrast, the resistance of a thermistor decreases as the temperature
rises .
This is because the number of free electrons increases as heat is applied to
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the thermistor. In this case , the activity of the molecules no longer obstructs
the flow of electrons and the resistance decreases.
--+ TEMPERATURE
ELECTRIC POWER SOURCES

BATTERY
A battery stores and supplies DC power by means of a chemical reaction. LEAD-ACID BATTERY
See section 23 for a detailed explanation of batteries.
- - UPPER LEVEL - -
- - LOWER LEVEL- -
22-9
ALTERNATOR
Alternators produce electric current by means of electro-magnetic induction.
See detailed information about alternators and their function starting on
page 23-5.
j
MAGNETISM
Magnetism is an invisible force, the nature of which has not been fully
determined. The properties of magnetism are well known, however, and we
are all familiar with the ability of a magnet to attract, and be attracted by iron '
and ferrous metals such as steel.
Magnetic force is concentrated in the ends of the magnet, called poles. The
poles are labeled north and south from the fact that a compass needle,
which is simply a thin bar magnet, aligns itself with the north and south
magnetic poles of the earth .
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REPRESENTING EARTH
NORTH MAGNETIC POLE
Opposite poles (north pole of one magnet and south pole of another
magnet) attract each other, while like poles (two north poles or two south
poles) repel each other. This principle, which makes a compass operate, is
also used to explain the operation of such devices as electric motors and
solenoids. The force of attraction or repulsion is increased when the
magnets are made stronger or when brought closer together. The force is
decreased when the magnets are weaker or farther apart.
Magnetic lines of force are considered to emanate from the north pole of the
magnet, pass through the surrounding space, reenter at the south pole, and
complete the circuit by passing through the magnet itself.
Magnetism and electricity are connected, and as will be explained later in
the text, magnetism is used to generate electricity and electricity can create
a magnetic force. NORTH POLE (N)
SOUTH POLE (S)
ELECTROMAGNETISM
When an electric current flows through a wire , it. creates a magnetic field
surrounding the wire . This field is regarded as magnetic lines of force WIRE MAGNETIC FIELD )
encircling the wire .
_/
,,,:,;.,, ~~\
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\~\ ,,,:,;.,
I,. ' '
, ~~'\\,,
+
ELECTRIC CURRENT
22-10
If the wire is wound in a coil, the magnetic lines of force form a pattern that
encircles all adjoining loops of wire.
This establishes a magnetic field resembling that of a bar magnet, though
many lines of force are dissipated between the loops of the coil. ·
,
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When a soft iron core is inserted into the wire coil, the lines of magnetic
force inside the coil will tend to travel through the iron, because it provides a
better magnetic path than air.
This property of iron, called permeability, concentrates the lines of force in
the center of the coil, strengthening the magnetic field. The combination of
f an iron core in a coil of wire creates an electromagnet.
When the electric current is switched off, the lines of force collapse, and the
soft iron core immediately loses its induced magnetism.
A soft iron core is used to produce a temporary electromagnet in this
manner, but a bar of steel, once magnetized, will retain its magnetism
indefinitely and is called a permanent magnet.
SOFT IRON CORE
SELF-INDUCTION
When current flowing in a coil is shut off, a counter electrical current is
........................ _
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_
induced in the coil to try to keep the current flowing. When current starts
flowing from a voltage source, a counter electrical current also flows in the
opposite direction, disturbing the current flow from the voltage source. This
phenomenon is termed self induction. When the peak primary voltage of a ~ ···-.........•.
12-volt ignition coil is tested, self-induction of the coil causes a higher
voltage to be shown in the primary circuit. COUNTER ~ FF CURRENT
ELECTROMOTIVE llllJ----li· FLOW
~t:~~;::
CURRENT ......~·········~····-~
MUTUAL INDUCTION
When a current flows through coil A, a current will be generated in coil B,
which shares the core with coil A.
This is termed "mutual electromotive current". , ----- ----- --------------~
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Coil A = Primary Coil
Coil B = Secondary Coil
Voltage generated in the secondary coil increases as the number of
windings increases. Motorcycle ignition coils use this principle. ,,' ,----....-----.. .-.. \
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COILA COILS
22-11
ELECTOMAGNETIC FORCE
When current flows through a wire located in a magnetic field, the magnetic
field below the wire increases while the magnetic field above decreases. As DECREASES
a result, the wire is forced to move up in direction A.
N s
INCREASES
N s
When a current passes through a wire loop in a magnetic field as shown at
right, the wire loop rotates in the direction of the white arrows. By switching
the direction of the current every 180°, the wire loop rotates continuously.
This is the principle electric motors use.
--------~----------------------~
-~----.... ....
........ - - .... , 'ff
_,.. ,;--:-:. . . . ~~' 1t / . .
,, 0,1' ·__,,
• ,.,.<8)'''',,,,~,
,...r, '..-:,,' , , , I ,
N I.,.
.,,,,,
,,.,
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.,
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// ..(1.. -- -
'~~~,,~,
, ,,,,~~-.,_~/JI'.,
,,
•
'. . ...., ,,::::::

,, , .... __ _
11,.
1 ' / ....
. . ,..,..
.... __ ., .,_.,,,,.
s
.... - - - _.,..-
------~-~--------------·--------
ALTERNATOR PRINCIPLE
When a magnetic rotor rotates in a coil of wire in a complete circuit, voltage
is induced in the wire and a current will flow. If the magnetic field moves
across the wire in the opposite direction, the current will flow in the opposite
direction. This occurs twice in every rotation of the magnet.
22-12
ELECTRIC CIRCUIT SCHEMATICS, WIRING DIAGRAMS, AND
ILLUSTRATIONS
Powersports vehicle electric systems are far easier to understand, locate, trace, and troubleshoot when graphic representations are
available. Honda powersport model specific Service Manuals include circuit schematics, wiring diagrams, cable and harness
routing illustrations, and electrical system component location illustrations. To gain the full benefits of these graphic representations
of electric systems, the symbols, terms, and abbreviations used must be understood.
,, WIRE COLOR ABBREVIATIONS

On Honda powersports vehicles, electric system schematics and wiring diagrams use the abbreviations below to identify wire
insulation colors. Wire insulation can be one color, or can be one color with another color stripe. In abbreviations the second color
listed is the stripe (ex. Bl/w: Black wire with a white stripe).
' Abbreviation
Bl
Wire Color
Black
Bu Blue
Br Brown
G Green
Gr Gray
Lb Light Blue
Lg Light Green
0 Orange
p Pink
Pu Purple
R Red
V Violet
w White
y Yellow
22-13
ELECTRICAL SYMBOLS
The symbols below are a selection of the most common and a selection of some specific types of symbols used in electrical circuits.
Abbreviations used in switching devices are: NO (Normally Open), where a switch this is open at rest; and NC (Normally Closed),
when a switch that is closed at rest. According to SAE (Society of American Engineers) standards, each component symbol in a
vehicle wiring diagram must have a written description or standard abbreviation identifier.
BATIE RY/POWER CONNECTION/ CONNECTOR CONNECTOR CONNECTOR

SOURCE SPLICE (PIN TYPE) (ROUND TYPE) (FLAT TYPE)
P = # of pin COLOR
LJ
+l ~ Male ~
-c::J<}-
Female Male Female
Male
Female side side side side
side side
COIL CAPACITOR FUSE GROUND DIODE
EYELET TERMINAL
T
LIGHT BULB LIGHT BULB LED MOTOR
(SINGLE FILAMENT) (DUAL FILAMENT)
-0-
PUMP RELAY RELAY RELAY PULSE
(NO TYPE) (NC TYPE) (STARTER) GENERATOR
SPARK PLUG SWITCH SWITCH SWITCH SWITCH

(TWO TERMINAL) (THREE TERMINAL) (IGNITION) (COMBINATION)
l
.i.
SOLENOID
--0~~
NO NC
IGNITION COIL
HL--o"'
,SJ-- Hi
o--Lo
IGNITION COIL
-e- SENSOR SENSOR
(SINGLE TYPE) (DUAL TYPE) (CRANKSHAFT) (FUEL LEVEL)
RESISTOR VARIABLE SINGLE PHASE THREE PHASE SINGLE PHASE

RESISTOR ALTERNATOR ALTERNATOR RECTI FIER
HORN
hi
SENSOR(GEAR
SHIFT SPINDLE)
MULTl-TESTER
(VOLTMETER)
MULTl-TESTER
(OHMMETER)
MULTl-TESTER
(AMMETER)
22-14
CIRCUIT SCHEMATICS AND WIRING DIAGRAMS
Wiring diagrams provide a graphic repesentation of a vehicle's entire electrical system. Every electrical component, wire,
connection, and grounds are illustrated . This allows for easy tracing of what wires are connected to which and what components.
Circuit schematics are a graphic representation of just the components and wires of an individual electrical system. They provide
greater detail than wirinig diagrams and make it much easier to understand the flow of electricity through the system . Wire diagrams
in the model specific Service Manuals and the circuit schematics in the Gold Wing Electrical Troubleshooting Manual (ETM) of new
models are in color, those of older models are in black and white.
SAMPLE WIRING DIAGRAM OF PCX150 SCOOTER:
i ~
n "
t V ·~·
•I II
;
;
i
I~
i;;--
j- - -
.~"t:'-
i=:
•LOO< - .. _
YYIIJ.Oi<I- ODIW<GI -
&.IUE - L>LO<ra.uo -
GOfl£EN- .. UOO*OllliEN -
~MD - ~- -
WMfl'I' - a,-v -
SAMPLE CIRCUIT SCHEMATIC OF TRX500 ATV IGNITION SYSTEM :

PCM/ECM
r--------,
• CONDENSER '
~
Bl: Black
Bu: Blue
G: Green
R: Red
G R W: White
Y: Yellow
Bu/Y G/W G G/Y BI/R BI/W ---C;nad~~p;-------1
~-----------+---+--+--+--
__ _ _ __ _ _ _ _ _ _ __ _]
BI/W-{) ~
ENGI NE STOP
SWITCH
: ::: 1
_ R ----<J From_regulator/rectifier !
------, r-- -----1 BI/R
Bu/Y G G G/Y BI/R

: i i ~
d 1~~[" M
~Bl lR~R_: R---+l__-+
_i - R ~ F BI IGNFUSE (10A)
[
o~
00
~Bl -----Q-../'0--- R/BI - - - - R
FM/FPM: MAIN FU SE (30A)
FE/FPE: MAIN FU SE 1 (30A)
SPA~
CKP SENSOR PLUG t CB 8
BATIERY
22-15
CABLE AND HARNESS ROUTING ILLUSTRATIONS
In the General Information section of each model specific Service Manual are included illustrations indicating the location and
routing of cables, hoses, pipes, electrical harnes wires, and their related components, connectors, and clamps. These illustrations
are very useful when locating, tracing, and ensuring the correct positioning of electrical system components and wires. It is
important that cables, hoses, pipes, and wires are routed correctly to avoid damage,
I NOTICE I
Ensure all cables, hoses, pipes, and wires are routed correctly to avoid damage and vehicle operation impairment.
SAMPLE FROM VFR1200F OCT:
No.1 LINEAR SOLENOID VALVE

2P(BLACK)CONNECTOR
SHIFT ANGLE SENSOR

3P(BLUE)CONNECTOR
CKP SENSOR WIRE
No.1 CLUTCH EOP SENSOR
RIGHT ENGINE
3P(GRAY)CONNECTOR
SUB-HARNESS 6P
(BLACK) CONNECTOR
No.2 CLUTCH EOP SENSOR RIGHT ENGINE SUB-HARNESS

3P(GRAY)CONNECTOR 8P(BLACK)CONNECTOR
WIRE BAND
CLUTCH LINE EOP SENSOR No.2 LINEAR SOLENOID VALVE

3P (BLACK)CONNECTOR 2P(BLUE) CONNECTOR I
22-16
,
, ELECTRICAL SYSTEM LOCATION ILLUSTRATIONS
Electrical system location illustrations are located at the beginning of those sections of model specific Service Manuals where they
will be of benefit. The illustrations are very useful for understanding the physical location of the system components on the vehicle.
On complex electrical systems, connector location illustrations, which are similar to cable and harness routing illustrations, may
also be included.
SAMPLE FROM VFR1200F DCT:
•f No.2 LINEAR SOLENOID VALVE
No.1 LINEAR SOLENOID VALVE
'
AT/MT MODE SWITCH
!
CKP SENSOR
I
r
ANGLE SENSOR
REAR WHEEL
EOT SENSOR OUTER MAINSHAFT
SPEED SENSOR
SENSOR
22-17
SERVICE INFORMATION
GENERAL
This section covers the safety precautions and the basic service and knowledge required for servicing electrical systems. Other
chapters related to electrical systems do not contain the basic information presented in this chapter. Read this chapter thoroughly in
order to understand the basic safety procedures and diagnostic methods before starting any service.
CONNECTOR INFORMATION J
Connector terminals are numbered according to the connector cavities they are located in . The cavities are numbered looking from )
the terminal side of the male terminal and from the wire side of the female terminal. Numbering is from left to right, starting from the
upper left, and from the top to the bottom row. Numbering for the male and female terminals is from the same direction, so the
numbers are the same. All cavities are numbered, even if they don't contain a terminal.
FEMALE MALE
TERMINAL TERMINAL
2 3
BEFORE TROUBLESHOOTING
- Check the main fuse and the fuse box.
- Check the battery for damage, state of charge , and clean , tight connec-
tions .
I NOTICE I
• Do not quick-charge a battery unless the battery ground cable has been
disconnected, or you will damage the alternator diodes.
• Do not attempt to crank the engine with the ground cable disconnected,
or you will severely damage the wiring.
l
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,•
22-18
TOOLS
When conducting electrical system troubleshooting and connector terminal and wire repairs, the special tools listed below may be
required. See the model specific Service Manual for the part numbers of the specifically required tools. For a list of common hand
tools, page iv.
Terminal pin crimper/wire stripper Terminal inspection tool set Terminal pin tool
I
f
Heat gun (with shield) Electrical tape Test probe
Digital multimeter
22-19
TEST LIGHT OR MULTIMETERNOLTMETER
I NOTICE
A number of circuits include solid-state devices. Voltage in these circuits should only be measured with a 1O megaohm or greater
impedance digital multimeter. Never use a test light on circuits that contain solid-state devices. Damage to the devices may result.
On circuits without solid-state devices, use a test light to check for voltage. A test light is made up of a 12 volt bulb with a pair of test
leads attached. After grounding one lead, touch the other lead to various points along the circuit where voltage should be present.
The bulb will light if there is voltage at the point being tested.
A mulitmeter/voltmeter can be used in place of a test light. While a test light shows whether or not voltage is present, a voltmeter
indicates how much voltage there is.
SELF-POWERED TEST LIGHT OR MULTIMETER/OHMETER
I NOTICE
Never use a test light on circuits that contain solid-state devices. Damage to the devices may result.
Diodes and solid-state devices in a circuit can make a multimeter/ohmmeter give false readings. To find out if a component is
affecting a measurement, take one reading, reverse the leads, and take another reading. If the readings differ, the component is
affecting the measurement.
A multimeter/ohmmeter can be used in place of a self-powered test light. The ohmmeter shows how much resistance there is
between two points along a circuit. Low resistance means good continuity.
Circuits that contain solid-state devices should only be tested with a 10 megaohm, or greater, impedance digital multimeter.
Use a self-powered test light to test for continuity. This tool is made up of a
light bulb, battery, and two leads. If the leads are touched together, the bulb SELF-POWERED TEST LIGHT
will light.
A self powered test light is only used on an un-powered circuit. First,
disconnect the battery or remove the fuse that feeds the circuit you are
working on. Next, select two points along the circuit through which there
should be continuity. Connect one lead of the self-powered test light to each
point. If there is continuity, the test light's circuit will be completed , and the
bulb will go on.
JUMPER WIRE
Use a jumper wire to bypass an open circuit. A jumper wire is made up of an
in-line fuse holder connected to a set of test leads. It should have a 5 amp JUMPER WIRE
fuse. Never connect a jumper wire across any load. This direct battery short
will blow the fuse.
SA
SHORT CIRCUIT FINDER

Short circuit finders are available to locate shorts to ground. The short circuit finder creates a pulsing magnetic field in the shorted
circuit, and shows you the location of the short through body trim or sheet metal. The short circuit finder's use is explained on page
36.
22-20
SERVICE PRECAUTIONS
Before using testers, read the instructions.
Do not drop the ECU, ECM, PCM, ICU, or any parts containing
semiconductors. Semiconductors are fragile and sensitive to shock and
could damage or destroyed.
When connecting harnesses, connect wires only with wires of the same
color. GREEN WHITE
TUBE
In the few instances when wires with different colors are connected, there is
always a colored tube near the terminal (see the illustration to the right).
Connect connectors with the same colored connectors.
BLUE
Disconnect the negative cable of the battery before working on any

electrical component.
Do not let the tool contact the frame when disconnecting the cable.
When measuring voltage/resistance of wire terminals using a tester, insert

the probes from behind the connector. ·
For waterproof connectors, only use "C" shaped probes designed for this
purpose.
TOOL:
Test probe
NOTICE
• Do not probe a connector from the front as it can spread the female
terminal and affect pin fit.
• Only use "C" shaped probes to probe a waterproof terminal from the
back, using a conventional probe may damage the waterproof
connector.
Connect the positive terminal first when connecting a battery.
Coat the terminals with clean dialectric grease after connection.
Make sure the protective cover is secured on the terminal.
22-21
After completing a job, check that all terminal protecters are placed
TERMINAL PROTECTOR
correctly.
BATTERY TERMINAL I
If a fuse blows out, diagnose the cause (short circuit) and repair it. Replace
the fuse only with one of the correct rating.
0 ~ 0
Always separate wire connectors with the ignition switch in the OFF
position.
Before separating a connector, check whether its locking mechanism is of
the push-in type or pull-up type.
I NOTICE I
• Some pull-up type locking mechanism, especially if old, can be delicate
and damaged during removal if care is not taken.
22-22
When separating connectors, pull only on the connector housing. Do not
pull on the wires.
CORRECT INCORRECT
Hold the connector Do not pull on
bodies the wires
( Make sure protectors completely cover the connectors.
GOOD NO GOOD
CONNECTOR
I
When installing a connector, push it until it clicks into place.
For connectors with locks, push the connector in lightly then unlock the lock.
Check that the lock is securely fastened when reconnected.
GOOD
CLICK
NO GOOD
Make sure that the harnesses are secured to the motorcycle properly.
Before connecting connectors, check that the pins are straight and that all GOOD
the wire terminals are intact and tight. See page 22-37 for pin fit tool usage.
Inspect terminals for oxidation or corrosion .
Clean or replace terminals as necessary.
BENT PIN
22-23
Pack the back side of multiple pin connectors with dielectric grease.
NOTE:
• Do not use dielectric grease on the inside of the connector as it may
impede the flow of electricity and dislodge the connector pins.
Pack with
dielectric grease
Check for torn protective covers and oversized, loose fitting, female
I
terminals before installation. GOOD GOOD
~
~
NO GOOD
Replace damaged wires with new ones.

LOOSE CONNECTOR
GOOD
' DAMAGED
NO GOOD
I
DAMAGED
Connectors with protectors facing up must have a drain hole.
22-24
Secure wires and wire harnesses to the frame with wire bands at the
designated locations. Install the bands so that only the insulated surfaces
contact the wires or wire harnesses.
GOOD NO GOOD NO GOOD
'
I Do not squeeze a wire against a weld or the end of its clamps.
NOT INSULATED LOOSE BAND
( GOOD NO GOOD
WIRE AGAINST WELD
Check that harnesses cannot come in contact with hot parts after clamping.
NO GOOD
GOOD
Protect wires and harnesses with at least two layers of electrical tape or
with electrical harness tubes if they contact a sharp edge or corner.
TOOL:
Electrical tape
f
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22-25
Check that the wire harness is securely clamped at all locations.
GOOD NO GOOD
Loose/open clamps
To unlock a wire harness or hose from a clip , use a screwdriver to open up

the tab.
When locking the clip, press firmly until it clicks . If the clip was removed
from the frame, replace it with a new one.
SCREWDRIVER
Check that the wire harness does not interfere with any moving or sliding
GOOD
parts after clamping.
Route wire harnesses to avoid sharp edges, corners or the projected ends
GOOD
of bolts and screws. I
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~
NO GOOD
22-26
Seat grommets in their holes properly.
GOOD NO GOOD
j
~
r Do not bend or twist wire harnesses.
GOOD NO GOOD
'
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Be careful not to pinch or trap wires or harnesses under items during
installation.
,
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,
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•
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Route wires and wire harness so that they are:
rr • not too tight or loose.
GOOD
• not too tight or loose when the handlebar is turned all the way to the right
' or left.
f • routed through sharp bends and around tight corners.
~.
r ;--~- ----- -
'f NO GOOD
,'
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22-27
'
i
FIVE STEP ELECTRICAL SYSTEM TROUBLESHOOTING
1. VERIFY THE COMPLAINT
Turn on all the components in the problem circuit to check the accuracy of the customer complaint. Note the symptoms. Do not
begin disassembly or testing until you have narrowed down the problem area.
2. ANALYZE THE SCHEMATIC OR WIRING DIAGRAM

From the schematic and/or wirinig diagram, determine how the circuit is supposed to work by tracing the current paths from the
power source, though the circuit components, to ground. Also trace circuits that share wiring with the problem circuit. Try to operate
any shared circuits you did not check in step 1. If the shared circuits work, the shared wiring is okay, and the cause must be in the
wiring used only by the problem circuit. If several circuits fail at the same time, the fuse or ground is a likely cause. i
Based on the symptoms and your understanding of the circuits operation, identify one or more possible causes of the problem.
3. ISOLATE THE PROBLEM BY TESTING THE CIRCUIT

Make circuit tests to check the diagnosis you made in step 2. Keep in mind that a logical, simple procedure is the key to efficient
troubleshooting. Test for the most likely casue of failure first. Try to make tests at points that are easily accessible. The cable and
harness, electrical system location, and connector location illustrations in the model specific Service Manual will help with finding
easily accessible locations (page 22-13).
4. FIX THE PROBLEM

Once the specific problem is identified, make the repair. Be sure to use proper tools and safe procedures.
5. MAKE SURE THE CIRCUIT WORKS

Turn on all components in the repaired circuit in all modes to verify that you have fixed the entire problem. If the problem was a
blown fuse, test all of the circuits on that fuse. Make sure no new problems arise and the original problem does not recur.
22-28
ELECTRICAL DIAGNOSTIC METHODS
NOTE:
• When conducting the following tests, the two halves
of connectors do not need to be separated. Use the
appropriate probe to contact the terminals from the
back of the connector.
• Always check both sides of the connector because
dirt and corrosion between its contact surfaces can
cause electrical problems.
, • Before conducting any test using a multimeter, verify

it is working correctly.
- Check the multimeter's fuse(s)
- Verify all scales (volt, ohm, amp) are working .
; TOOL:
Digital multimeter
VOLTAGE MEASUREMENT
Measuring voltage is a fundamental method of checking
circuit components. The measurement is conducted for
the following reasons:
• To check if voltage exists.
• To measure the actual value.
• A multimeter/voltmeter is used to determine if an
electrical component is operating normally.
MEASURING VOLTAGE USING A MULTIMETER/

e
MULTIMETER/
VOLTMETER
r
VOLTMETER
NOTE:
• Make sure the ground surface is clean and free of
paint. Use a bolt attached directly to the frame.
Select the voltage function and current range to
measure the expected voltage value. CONNECTED IN CONNECTED IN
PARALLEL (GOOD) SERIES (NO GOOD)
If the voltage value is unknown, start at the highest
scale on the meter and go to lower scales as necessary LIGHT BULB
to obtain an accurate reading .
Connect the black and red leads to the correct jacks on
the multimeter.
Apply the red probe to the positive end and the black
probe to the negative end of the circuit.
The diagram on the right shows that the multimeter/
voltmeter registers the voltage across the light bulb.
Multimeters/voltmeters are always connected in
parallel, not in series.
e 1! -
MULTIMETER/I
VOLTMETER
--
22-29
EXAMPLE 1
First study the circuit diagram.
LIGHT BULB A IGNITION SWITCH
If light bulbs B and C do not work, and A is OK, check
for voltage at bulbs B and C.
If there is voltage, the problem is in the ground side of
.;. ;-:::::::::
1 LIGHT
the circuit. I I r--, BULB C
If no voltage is found, the problem is on the "hot" side of
/-rr I
the circuit.
SWITCH A LIGHT BULB B
1. If both light bulbs B and C are not working and there

is no voltage at bulb B and C with the ignition switch
ON, check voltage at (1 ).
2. If no voltage is measured at (1 ), check voltage at (2) I
in case of a bad connection at connector A. If
voltage exists at (2) and not at (1 ), there is problem
at connector A.
If voltage registers at both (1) and (2), switch A

should be checked.
SWITCH A
3. If there is no voltage at (1) and (2), check voltage at
f
LIGHT BULB A IGNITION SWITCH
(3) and (4) in a similar manner.
- If there is no voltage at (3) and (4 ), check wiring CONNECTOR B
between the ignition switch and the battery. r------- - - -
- If there is voltage at (3) and (4), check for a broken I ------- --
I
wire or a short circuit in the wire harness. Replace I I
the wire harness with a new one if necessary. I I r- - , (3) (4)
l'r I
I I
- If there is voltage at (3) and not at (4), then check I 1
ifvLIGHT
connector B for looseness.
~CON~E~~OR/ BULBC
SWITCH A LIGHT BULB B
EXAMPLE 2
Sometimes it is easier to diagnose a component by
measuring voltage directly at the input terminals.
Place the multimeter/voltmeter(+) probe at the positive
input terminal and the (- ) probe at the ground wire of
the component.
If no voltage is measured, there are three possible
causes.
I
COMPONENT
1. Faulty battery: Check between the battery's positive
wire and ground.
2. Open circuit between battery and positive terminal:
Check for any intermediate circuits (i.e., switches).
3. Loose/shorted ground wire: Check for a secure MULTIMETER/
grounding; check for continuity of the wire itself. VOLTMETER
22-30
EXAMPLE 3 (AC HEADLIGHT CIRCUIT)
For instance, if a light bulb blows out frequently, the AC REGULATOR
system needs to be checked with the AC voltmeter
setting of the multimeter to see if excessive voltage is
present.
Select the AC voltage function and current range to
measure the expected voltage value.
the multimeter.
Refer to the model In this case, measure the AC voltage of the terminals to
specific Service the light bulb to see if it is within the specified voltage LIGHTING
Manual for the range. COIL
' specified voltage

range.
TESTING FOR VOLTAGE DROP

MULTIMETERNOLTMETER
Wires, connectors, and switches are designed to

conduct current with a minimum loss of voltage. A Hot at all times
voltage drop of more than one volt indicates a problem.
FUSE
Select the voltage function and current range to MULTIMETER/
measure the expected voltage value. VOLTMETER
scale on the meter and go to lower scales as necessary
to obtain an accurate reading.
the multimeter.
Apply the red probe to the positive (+) end and the
black probe to the negative(-) end of the circuit.
1. Connect the positive lead of the mulitmeter/
[ZJ SWITCH
voltmeter to the end of the wire (or switch or

connector) closest to the battery.
2. Connect the negative lead to the other end of the
,,
wire (or switch or connector).
3. Turn on the components in the circuit.
4. The voltmeter will show the difference in voltage
between the two points. A difference, or drop, of
more than one volt indicates a problem. Check the SOLENOID
circuit for loose or dirty connections.
22-31
TESTING FOR A SHORT WITH A TEST
LIGHT OR MULITMETERNOLTMETER
If using a mulitmeter/voltmeter select the voltage
function and current range to measure the expected TEST LIGHT OR
voltage value. MULIMETERNOLTMETER

scale on the meter and go to lower scales as necessary HOT AT
to obtain an accurate reading. r
ALL TIMES
'
FUSE BOX
the multimeter. (Fuse
1. Remove the blown fuse and disconnect the load. removed)
2. Connect a test light or mulitmeter/voltmeter across

the fuse terminals. Make sure that voltage is being I
applied to the fuse terminals. Check the schematic,
you might have to turn the engine stop switch to
RUN .
3. Beginning near the fuse box, wiggle the harness.
Continue this at convenient points about six inches
)
apart while watching the test light or voltmeter.
4. When the test light blinks or the voltmeter shows
voltage, there is a short to ground in the wiring near
SWITCH [ZJ
that point. ..
1
DISCONNECTED
~I SOLENOID }11 1
' ,I
MEASURING RESISTANCE
Along with voltage, resistance is another basic
,
parameter for diagnosing circuits and their components. CHECK FOR BROKEN
CHECKING COIL WIRES (open circuit)
Resistance is measured for the following reasons.
• To check if components are working properly.
- The resistance value of a coil (e.g., ignition coil)
indicates if it is normal or malfunctioning.
D D
• To check for a broken wire. Q Q
- A continuity check indicates if a wire is intact or
broken.
'l
J
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22-32
MEASURING RESISTANCE USING A MULTIMETER/
OHMMETER
Select the ohm function on the multimeter.
GOOD BAD
Connect the black and red leads to the correct jacks on R = R1 R _ R1 X R2
the multimeter. - R1 + R2
r NOTE:
• Since the polarity of the terminals is not important,
either probe may be applied to either terminal.
However, since diodes allow current to flow in one R2
direction only, the polarity is important when
, checking diodes.
• Unlike when measuring voltage, it is necessary to
disconnect the component from the circuit. If
resistance is measured with the entire circuit
connected, the ohmmeter will read an incorrect MULTIMETER/
f resistance. OHMMETER
• If a circuit has branches, the connector leading to R1 X R2
the specific branch needs to be disconnected in CONNECTOR CONNECTED: R = R1 + R2
order to read resistance correctly.
CONNECTOR DISCONNECTED: R = R1
r
I
t
R1
1
r
r
When the ohmmeter is connected in series, resistance
values will be high.
f =
CONNECTOR
= =
In the diagram, measure resistance R1 by moving the

J probe shown at (1) to ground.
r
R1
R = R1 + R2
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J
EXAMPLE
' To check the COi exciter coil, resistance can be
'
f
f
f
measured at (1) or (2). Measuring resistance between
(1) and ground automatically checks for a broken wire
(black/red) and for a bad connection at the alternator
connector. If the resistance is normal between (1) and
ground, (2) need not be checked .
r - -- - ,
I
I
I
r- - - --------..1
(2)
.
I
I (1)
I If the resistance between (2) and ground was checked

first and the correct resistance was measured, there is
still a possibility of a broken wire and/or loose
connection between (1) and (2). That would require
more testing to locate the fault.
CJ
CDI UNIT
f 0
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22-33
.I
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t
If, while measuring resistance at (1 ), the negative probe
is placed on the ground wire , then the connection to
ground is checked as well.
To check the operation of an exciter coil, place the
.------------"'
probes as shown in the diagram. If the resistance is
normal, then the exciter coil, the wire connected to the
coil, and the ground wire are all normal.
0
GROUND WIRE
If the resistance is far off the standard value, check the

following :
Broken ground wire
Place a probe at (3) and measure resistance to ground .
If O O is measured, then the green wire is properly
grounded. If 00 (infinity) is measured, then you may
suspect a broken wire (green) or loose connection at
r---- ----- --"'
I
the ground terminal. I
I
I
: (3)
I
I 0
I
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I
n'~--GROUND
0
TERMINAL
-=-
Faulty exciter coil

Disconnect the alternator connector. Compare the
resistance value at (2) (measured on page 22-33) and
at (4), which is the same location but with the connector r------- ------------,
1 , - -- - - ,
disconnected. I .-----------"'
I
I
I
• If the two values are not the same, suspect a broken I
I
exciter coil wire or loose alternator connector.
,I
• If both resistance values are the same, but not in the
correct range, the exciter coil may be faulty.
-=-
EXCITER COIL
'
J
J
J
Shorted wire or wire harness

To see if the ground or exciter coil wire is shorted ,
check the continuity between all other wires . If you have
continuity between the other wires, replace the wire
harness.
J
J
22-34
TESTING FOR CONTINUITY
This test checks for continuity within a circuit.
MULTIMETER/
When using a multimeter/ohmeter, select the ohm VOLTMETER OR
function and connect the black and red leads to the SELF-POWERED
correct jacks. TEST LIGHT
1. Disconnect the negative cable from the battery.
2. Connect one lead of the self-powered test light or
multimeter/ohmmeter to one end of the circuit you
wish to test.
3. Connect the other lead to the other end.
4. If the self-powered test light glows, there is continu-
ity. If you are using a multimeter/ohmmeter, low or
no resistance means good continuity. SOLENOID
I
TESTING FOR A SHORT WITH A SELF-
POWERED TEST LIGHT OR
MULTIMETER/OHMMETER
When using a multimeter/ohmeter, select the ohm
function and connect the black and red leads to the SELF-POWERED TEST LIGHT OR
correct jacks. MULIMETERNOLTMETER
1. Remove the blown fuse and disconnect the battery HOT AT

and load. ALL TIMES
2. Connect one lead of a self-powered test light or mul- FUSE BOX
timeter/ohmmeter to the fuse terminal on the load (Fuse
side. removed)
3. Connect the other lead to a known good ground.
4. Beginning near the fuse box, wiggle the harness.
Continue this at convenient points about six inches SHORT TO
apart while watching the test light or ohmmeter. GROUND
5. When the test light blinks or the ohmmeter shows
continuity, there is a short to ground in the wiring
near that point.
SWITCH~
DISCONNECTED
~
SOLENOID I111 1
.22-35
MEASURING CURRENT
Current is not normally checked during motorcycle
service procedures. Though it is used for testing SERIES CONNECTION PARALLEL
components, current measurements are not used for (Correct) CONNECTION (incorrect)
checking continuity within circuits.
HOW TO MEASURE CURRENT USING A
MULITMETER/AMMETER
Select the amp function and correct range on the
n
-
--
mulimeter and connect the black and red leads to the
correct jacks.
NOTE:
• Make sure the current flow does not exceed the
.
,,• "v
,, ..
" ~"
[
I JI =
-
maximum range selected , or the meter could be = = = =

damaged.
• Connecting the ammeter in parallel, like a voltmeter,
can damage the ammeter from a current overflow.
• Connecting the ammeter between the battery
terminals will damage the ammeter.
• Turning on the starter motor while the ammeter is f
connected between the battery terminal and the
battery cable will damage the ammeter.
Connect the multimeter/ammeter in series in the circuit
to measure the current flowing through it.
Touch the red (+) probe to the positive end of the circuit
and the black(-) probe to the negative end.
TESTING FOR A SHORT WITH A

SHORT CIRCUIT LOCATOR
1. Remove the blown fuse. Leave the battery con-
nected. FUSE BOX
(Fuse
2. Connect the short finder across the fuse terminals. removed)
3. Close all switches in series in the circuit you are test- SHORT FINDER CD
ing. cD
ct>
I'~'I
4. Turn on the short circuit locator. It sends pulses of
current to the short, creating a pulsing magnetic field cD
around the wiring between the fuse box and the METER ct>
short.
5. Beginning at the fuse box, slowly move the short O PULSING
.l
finder along the circuit wiring. The meter will show : MAGNETIC (]swlTCH
current pulses through sheet metal and plastic. As 1 FIELD
long as the meter is between the fuse box and the I
short, the needle will move with each current pulse.

Once you move the meter past the point of the short,
the -needle will stop moving. Check around this area
Move meter :
I
I
along wire ... 1

c1
cD f
to locate the cause of the short circuit. I
I ct>
*
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I cD
I
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ct>
I
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_,L ···PuIsing
. ,11 SHORT TO
GROUND
stops here
SOLENOID 1111 I
22-36
ELECTRICAL CONNECTOR TERMINAL
AND WIRE REPAIR
Electrical connectors ease wiring harness manufacture,
, provide for component and harness testing, and allow

componentremoval. Any electrical connector, however,
is vulnerable and many electrical system problems are
caused by intermittent, insufficient, or non-existent
electrical current flow through damaged connector
terminals.
Although connector assemblies are available for
replacement, connector problems may only stem from
indivdual terminals within the connector. The following
I procedures provide information on how to replace
terminals and repair wires.
CHECKING FOR POORLY FITTING

\ TERMINALS
Insert the terminal tool into the female terminal, and
f then remove the terminal tool. There should be some FEMALE TERMINAL
drag on the tool as it is removed .
Carefully select the TOOL:

correct terminal Terminal inspection tool set
tool..
NOTE:
• Make sure you do not select a terminal tool that is
larger than the example male terminal because it will
spread the female terminal and cause a loose fit.
Compare the drag to the other terminals in the
connector. If the drag is less, replace the terminal with
the appropriate replacement terminal.
22-37
SECONDARY LOCK REMOVAL
Certain connectors include a secondary lock that must
be removed to gain access to the terminals.
FEMALE SECONDARY LOCK
Compare the connector with the two examples shown.
Insert the terminal pin tool as shown for the type of SECONDARY LOCK
terminal to open the lock, then pry off the secondary
lock.
TOOL:
TERMINAL PIN TOOL
.,
(
PIN TOOL
FEMALE TERMINAL
MALE SECONDARY LOCK

Pull the secondary lock off the connector with needle-
SECONDARY LOCK
nose pliers.
/ "
MALE TERMINAL
NEEDLE-NOSE PLIERS
22-38
TERMINAL REMOVAL
Using the illustrations for the examples to identify the
type of terminal, follow the instructions to remove
terminals from the connector.
TOOL:
TERMINAL PIN TOOL
' EXAMPLE A TYPE CONNECTOR

1. Push the wire into the connector to relieve the
tension on the primary lock.
2. Insert the pin tool BELOW the terminal.
'
3. Lift the tool UP to release the primary lock.
4. Pull the terminal out of the connector.
t
(3)
' EXAMPLE B TYPE CONNECTOR

,
't
EXAMPLE C TYPE CONNECTOR

2. Insert the pin tool ABOVE the terminal.
3. Push the tool IN to release the primary lock.
,..
22-39
EXAMPLE D TYPE CONNECTOR
2. Insert the pin tool ABOVE the middle of the terminal. (4)
3. Push the tool DOWN to release the primary lock. ~::::

EXAMPLE E TYPE CONNECTOR

)
4. Pull the terminal out of the connector. )
t
(3)
EXAMPLE F TYPE CONNECTOR

2. Insert the pin tool ABOVE the middle of the terminal.
3. Push the tool DOWN to release the primary lock.
!
INSTALLING NEW TERMINALS

NOTE :
• Use a new terminal that matches the old one.
CRIMPING TERMINAL PIN CRIMPER/
• Ensure the replacement terminal's wire size range
matches the application. SLOT SIZES WIRE STRIPPER
• Depending upon the size of wire being repaired , use
the correct wire stripper slot and crimping slot on the
crimping tool.
TOOL:
Terminal pin crimper/wire stripper
MACHINE SCREW WIRE STRIPPER

CUTTERS SLOT SIZES
22-40
Strip the insulation off the end of the wire so the wire fits
in the new terminal as shown. INSULATl~RIML WIRE CRIMP
After stripping the end of the wire, make sure no wire

strands have been cut. If they are, cut the wire off even Q ~ ) 8
with the insulation , and strip it again. t c , : m of w;,e show;og hece
If the wire has a wire Install the wire seal, if necessary, before crimping the 1 mm of insulation
f
, seal, replace it with
a new one.
terminal. showing here
End of seal 1 mm beyond
F
the insulation crimp
r-
~
t End of wire
( Position the terminal in the crimping tool slot with the

WIRE SEAL
FORMER
insulation
,(
solid portion of the terminal toward the anvil and the
open section toward the former.
Insert the wire in the terminal to the position shown in
the illustration above right.
'
I
r
r
f
I
ANVIL TERMINAL
Squeeze the tool with both hands until the stops make
contact.
(
I
(
1 STOPS
t Crimp the insulation .

• If a wire seal is not used: Using the next larger size
crimp slot, position the crimping tool over the
insulation crimp section of the terminal.
I • If a wire seal is used: Position the insulation crimp in

the 5.5 crimping slot, then carefully squeeze the
t crimp closed until it ends are touching and making a

full-circle shape.
'
I
j
; 22-41
Inspect the quality of the terminal crimp. If it has any of
GOOD
the NO GOOD crimps as shown, cut it off and start
over. Wire should be visible here
Insert the terminal into the connector.
_____r---L +" )
Make sure the wire seals are pushed all the way into ~~~-
the connector. J
Lightly pull on the wires to make sure the terminal is NO GOOD
locked into place. Wire crimp is crimping on
If applicable, close or insert the secondary terminal lock the insulation, not the wire
~
and reconnect the connector.
rs/
~=
NO GOOD
Loose strands of wire
~---
t
= _....._,r---
NO GOOD
Wire crimp is not crimped evenly
~•
~
GOOD
Wire crimp is crimped evenly
NO GOOD
Wire crimp is not crimped evenly
'
J
22-42
REPARING A DAMAGED WIRE
NOTE:
• There may be circumstances where the repair would
leave the wire too short and make the repair likely to
be strained and fail. If this is the case, it will be
necessary to remove the damaged wire's terminal
from its connector, add a length of the same gauge
wire to a new terminal, and splice it back in.
I'
r Remove the damaged or faulty wire's terminal from the
Remove the damaged wire's
r connector using the proper removal tool (page 22-39).

Cut off the wire about an inch back from the damaged
or faulty area in the wire.
terminal from the connector
( TOOL:
( Select a terminal of the same kind and wire of the same

gauge as those to be replaced .
•~ Select the smallest solder splice (red or blue) that will fit
I onto the stripped end of the original wire.
DAMAGED AREA
[ Crimp the new terminal on the new piece of wire (page

22-40), creating a new pigtail.
NEW TERMINAL ~
NEWWIRE=
SOLDER SPLICE I l e'.I ! Ii==J
NEWPIGTAIL ~
Insert the new wire terminal into the connector cavity;
push it in until it locks in place. NEW WIRE PIGTAIL
'
.... Lay the new wire and the original wire side-by-side, and
cut off both ends at once.
NOTE:
• If making more than one splice, do not cut each
pigtail at the same location; the resulting "lump" of
splice connectors will interfere with rewrapping the
I harness. Instead, cut the first pigtail close enough to
I the terminal so there will be enough room to make
each remaining cut about 20 mm farther down on
f the next pigtail. CUT HERE
ORIGINAL WIRE
Strip the insulation off the end of the wire.

Strip 6 mm for NEW WIRE PIGTAIL
,,I.
TOOL: RED solder splice
• When using a red solder splice, strip about 6 mm of

insulation off the ends of both wires.
f • When using a blue solder splice, strip about 8 mm of
insulation off the ends of both wires.
NOTE:
f • If unsure of the wire size, start with a large enough
hole on the stripper that will not nick or cut off any Strip 8 mm for
strands of wires. BLUE solder splice
If any of the strands of wire are nicked or cut off, splice
again using a larger size hole on the stripper.
22-43
Slip the solder splice over one wire and then mesh the
stripped ends of the two wires together as shown . SOLDER SPLICE
Pull the solder splice over the meshed wire ends until
the solder-ring covers the meshed wires.
MESHED WIRE ENDS SOLDER-RING
Separate the other wires in the harness from the wire to ...
NON-FLAMMABLE
be repaired and shield them with non-flammable
material. MATERIAL
Using a heat gun , start at the middle of the solder splice

and apply heat evenly by rotating the curved heat ~
RED/BLUE
spreader around the center of the solder splice. BAND
TOOL:
Heat gun
I NOTICE J
Be careful when working with the high heat produced by J
the heat gun. J
SOLDER HEAT GUN
Soldering is complete when the solder turns shiny and
melts into the wires .
After the soldering is complete , apply heat to the red/
blue bands to shrink and seal the splice cover to the
wires.
After splicing , pull on the wires in the opposite directions
to make sure they are securely connected.
Re-wrap wire together using harness wrapping tape .
TOOL:
Harness wrapping tape j
I
'
'
J
22-44
23. BATIERY/CHARGING/LIGHTING SYSTEMS
SYSTEM DESCRIPTIONS .......................... 23-2 BATTERY REMOVAL/INSTALLATION····23-19
BATTERY ··············· ····· ······ ········ ····· ···· ···· ····· 23-2 BATTERY TESTING AND CHARGING···· 23-21
f
VEHICLES WITHOUT BATTERIES············23-4 CHARGING SYSTEM INSPECTION·········23-25
CHARGING SYSTEM··································23-5 REGULATOR/RECTIFIER INSPECTION · 23-26
SERVICE INFORMATION·························23-13 HEADLIGHT VOLTAGE INSPECTION····· 23-28
TROUBLESHOOTING······························· 23-15 ALTERNATOR ····· ···· ······ ····· ······· ····· ········ ·· 23-30
BATTERY STORAGE AND

ACTIVATION ·············································23-18
El
23-1
BATTERY/CHARGING/LIGHTING SYSTEMS
SYSTEM DESCRIPTIONS
Increasingly powersports vehicles rely on electric and electronic components . These components often replaced less reliable,
bulky, and heavy mechanical devices and so are advantageous in many way. However, these components require a reliable source
of electricity and without which they will not function . As they are integral and required for the functionality of the vehicle, the battery
and charging systems are very important, as are the lights that also use electricity.
BATTERY
All batteries used in Honda powersports vehicles are lead-acid batteries. A
lead-acid battery creates DC (Direct Current) electricity by the chemical
reaction of electrolyte (sulfuric acid) and pairs of plates (one lead peroxide
and one lead) that causes positively charged electrons to flow between the
plates. During this process the sulfate in the electrolyte combines with the (+) PLATE (-) PLATE
plate materials, forming lead sulfate {battery discharge). By passing an (LEAD (LEAD)
electric current back into the battery, the plates revert to lead peroxide and PEROXIDE)
lead {battery charge) .
Lead-acid batteries come in two types; conventional and maintenance-free.
Conventional batteries require periodic monitoring of their fluid level and
maintenance in the form of topping off the fluid level. Maintenance-free
batteries do not require maintenance other than ensuring sufficient
maintenance charging when stored for long periods of time .
Within these two types of lead-acid batteries are dry-charged and pre-filled
batteries. These terms relate to how the batteries are manufactured and
what action is required by the retail seller of the battery.
DRY-CHARGED (CONVENTIONAL AND MAINTENANCE-FREE) BATTERIES
The battery manufacturer charges , drains, dries, installs and seals each battery cell prior to shipment. This practice enables new
batteries to be stored for long periods of time without deterioration . Dry-charged batteries are retail seller activated by installing the
specified electrolyte and then charging them with a battery charger. The Yuasa battery code for conventional dry-charged batteries
is YB, for maintenance-free dry-charged batteries the code is YTX .
PRE-FILLED MAINTENANCE-FREE BATTERIES
Most Honda motorcycles since model-year 2000 and some 2012 and later ATVs have pre-filled maintenance-free batteries. These
batteries are completely filled , sealed, and charged at the factory, and therefore require no retail seller activation . Because these
batteries are factory-activated , they are subject to discharge while stored in vehicles or in retail sellers parts inventory. Battery
voltage, therefore , should be checked every three months and the battery charged as necessary. The Yuasa battery codes for pre-
filled batteries are YTZ and GYZ.
CONVENTIONAL LEAD-ACID BATTERY

Conventional lead-acid batteries can be physically distinguished by their removable filler caps . The caps allow distilled water to be
added, which is required to maintain the health of the battery.
FILLER CAP BREATHER
ELBOW
'
J
TERMINAL
The specific gravity (relative weight of sulfuric acid as compared with an equal volume of water) of electrolyte changes according to
the battery's state of charge . With conventional lead-acid batteries, where filler caps allow access to the electrolyte, a battery's state
of charge can therefore be determined by measuring the electrolyte's specific gravity.
23-2
When a lead-acid battery is charged, electrolysis breaks the water down
into its components, hydrogen and oxygen. Because of the generation of
these gases, the filler plugs must be removed while charging the battery.
The battery is equipped with a vent, usually routed outboard into a tube, to
allow the gases produced during normal use to vent. BATTERY
CHARGER
The battery is overcharged when an excess current is supplied to the
I battery. When the battery is overcharged, volatile gas is emitted from the
plates and electrolyte temperature rises. This temperature rise causes more
rapid loss of water from the battery electrolyte. This water loss and
temperature rise will shorten the battery life. If left unchecked, water loss
and high temperature will damage the battery beyond repair.
'
HYDROGEN GAS
Because of the constant charging and discharging cycles, the water in the
electrolyte is boiled off. When the water is boiled off to the point where the
plates become exposed, a white crystalline deposit forms. This process is
called sulfation (lead sulfate). The white crystalline lead sulfate, unlike the
lead sulfate produced by discharging, is difficult to revert to lead peroxide
and lead.
I This causes damage to the battery and shortens the battery life. This can
occur not only when the electrolyte level is low but also when the battery is
discharged for long periods. Remember that the electrolyte level goes down
when the water in the battery evaporates. Always add distilled water, not
electrolyte.
EXPOSED PLATES
MAINTENANCE-FREE BATTERY
Maintenance-free batteries are either dry-charged or pre-filled (see page 23-2), neither of which require or allow for water to be
added to the electrolyte after initial set-up, whether set-up is completed at the factory or retail seller. The pre-filled maintenance-free
battery is smaller, will stay charged longer, and only requires charging if the voltage drops below 12.4 volts.
SEALING CAP
(DRY-CHARGED TYPE ONLY) -
'
As the use of electric/electronic components on powersports vehicles increases, so does the demand on the battery. Therefore
careful attention must be paid to correct and complete battery preparation, including charging , and proper storage. Furthermore,
prolonged storage without charging results in gradual self-discharge that may end with a deeply discharged battery. This is
detrimental because a deeply discharged battery is prone to sulfation, which shortens the battery's service life.
Maintenance-free batteries have safety valves designed to open when excessive gas is produced. The safety valves close and seal
the battery again when the internal pressure returns to normal. A ceramic filter is placed over the safety valves to prevent any
internal ignition of the gases produced.
23-3
VEHICLES WITHOUT BATTERIES

Some motorcycles, almost exclusively off-road models, do not have batteries in their electrical systems. These models power
electrical components with the electricity generated by the alternator, which is regulated by an AC regulator. Modern motorcycles
with electronic components that require DC current use either a small rectifier (DC power unit) in conjunction with an AC regulator
or a combined regulator/rectifier. The rectifier converts alternating current (AC) to direct current (DC). As PGM-FI is introduced to
off-road models, the battery-less electrical systems use a condenser to store sufficient current to be produced when kickstarting to
power the fuel injection systems.
AC VOLTAGE REGULATOR
To provide a stable current without using a battery, a high power output
AC REGULATOR
alternator that feeds sufficient current at low engine rpm is utilized. If the
alternator continues supplying current as the engine rpm increases, the
excessive current may burn out light bulbs. ~ - - .--------+- TO LOAD
To prevent this, the AC regulator maintains the output voltage of the
alternator within the specified range. Some AC regulators have a protection
circuit built into the alternator regulator circuit to prevent abrupt voltage THYRISTOR
increases on cold engine starts.
REGULATOR WITH
ALTERNATOR PROTECTION CIRCUIT
The current generated from the alternator flows directly to the loads at
.
voltage levels lower than the regulated voltage value. As the engine rpm
increases, the regulator detects the rise and directs current to thyristor,
shorting the alternator output to ground. When the alternator voltage goes
r ..:+--UNREGULATED VOLTAGE
over the specified voltage, the regulator cuts off the excess voltage,
maintaining a constant voltage output.
>
t
REGULATED VOLTAGE
w
(.')
~
_J
0
>
ENGINE RPM
RECTIFIER (DC POWER UNIT)

Although most electrical components use AC current, there are systems such as the engine oil warning system that requires DC
current to operate their transistors and LEDs, and the PGM-FI system that requires DC current to operate its various components.
Therefore, a compact and lightweight rectifier (DC power unit) or combined regulator/rectifier rectifies the AC current to DC current
for these systems.
BATTERY-LESS ENGINE OIL WARNING SYSTEM CIRCUIT: BATTERY-LESS PGM-FI SYSTEM CIRCUIT:
DC VOLTAGE UNIT REGULATOR/RECTIFIER

~ CONDENSER
,
~_.L_~
ECM
To each
sensor
To ENGINE
OIL WARNING STOP SWITCH
LIGHT (LED) To FUEL PUMP,
IGNITION COIL
OIL LEVEL SWITCH

ALTERNATOR
CKP SENSOR
23-4
CHARGING SYSTEM
The charging system consists of the following basic components.
Component Name Function

Alternator A generator producing current (AC) which is powered - -,
by engine revolution . I
I
Battery Stores regulated DC current.

Regulator/rectifier Regulates voltage so that it stays within the specified
range. ·
Converts/rectifies alternating current (AC) to direct
current (DC).
/ ---------
REGULATOR/
RECTIFIER BATIERY
ALTERNATOR TYPES
The alternator consists of a rotor and a stator. The rotor is a flywheel with a
STATOR
series of magnets and is usually driven by the crankshaft. The stator is a
series of soft iron poles around which are wound coils of wire.
When the eng ine starts, the rotor rotates with the crankshaft. When the
outer (or inner) core of the coil passes through the magnetic field, current is
generated . This is called electromagnetic induction, and other systems such
as the ignition and AC lighting systems generate power under the same
principle.
In addition, the rotor acts as additional flywheel weight, smoothing out
engine pulsations at low engine rpm .
PERMANENT MAGNET TYPE
This is the most common type of alternator, which has the stator placed
inside the rotor (as shown in the image to the right). The permanent magnet ROTOR
is assembled on the inner walls of the rotor. ~-----------------~
BRUSHLESS EXCITED FIELD COIL TYPE
Unlike the permanent magnet type, this type of alternator is exposed
outside the engine because it is air cooled. In general, the rotor speed is
multiplied by gears or chains connected to the crankshaft.
Excited field coil type alternators do not utilize a permanent magnet. Q
Instead, the field coil magnetizes the rotor and generates power as the rotor
passes the stator.
I STATOR
23-5
EXCITED FIELD COIL TYPE WITH BRUSHES
This type has a field coil placed inside the rotor. Current flows through the
brushes to the field coil and magnetizes the rotor. This generator has a
strong magnetic force, large output, and is small and lightweight.
STATOR
BRUSHLESS ALTERNATOR/STARTER
Introduced on the CHF50 Metropolitan scooter and utilized on certain later scooter models, the combined alternator/starter
operates as a 3-phase AC generator and as a starter motor by applying current to the stator coil to turn the flywheel. The
component uses no brushes, resulting in a compact, light, and maintenance-free alternator.
f
An angle sensor is attached to the stator to detect crankshaft position. Signals from a magnet that is integrated in the outer
circumference of the flywheel boss are received by the sensor and sent to the ECM. The ECM adjusts current to the stator coil to
turn the flywheel when starting, and to increase charging current under 3,500 rpm to enhance charging capability.
The flywheel is designed with inner magnets integrated in the rotor core. The benefits of this design include:
• When functioning as a starter motor, magnetic flux occurs from the magnet and from the rotor core due to the strong motor drive
current, multiplying the magnetic force and providing a high torque from the alternator/starter.
• When functioning as an alternator, magnetic flux from the magnet passes through the rotor core, reducing the magnetic force to
allow low-friction spinning of the alternator/starter.
CRANKSHAFT ROTOR CORE MAGNET FUNCTIONING AS A STARTER:
-----i ROTATIONAL DIRECTION

------1 TORQUE
:'
J
u V w '
SENSOR FUNCTIONING AS A ALTERNATOR: •
MAGNET i
----l ROTATIONAL DIRECTION
- l TORQUE J
-
I
•
}
ANGLE SENSOR STATOR u V w
J
;
23-6 '
~
J
t
AL TERNATOR FUNCTION
SINGLE PHASE OUTPUT TYPE
Since this type uses only one charging coil, the output voltage is a single
ONE ROTATION OF ROTOR
phase AC wave. The output frequency varies depending on the number of
magnets on the rotor, and also the speed of the rotor.
The generator in the diagram on the right has two pairs of magnets, and its OUTPUT
output has two cycles for every rotation of the rotor.
The single phase output type has a low output, and its small size is best
suited for engines of small displacement and a small electrical load.
Single phase alternators can be of the half wave type and full wave type.
Half wave alternators can be identified by the grounding of one end of the
stator coil as shown in the image. Some half wave stators have a wire
attached to the center of the coil that provides power for AC lighting.
ALTERNATOR SYMBOL
Full wave, single phase alternators can be identified by two yellow wires
coming from the stator coil. The stator coil is also insulated from ground.
BI/RY Y
r' TRIPLE PHASE OUTPUT TYPE (THREE-WIRE)

This type consists of three coils connected to each other, producing three
single phase alternating currents. The output of the alternator is three single TRIPLE PHASE AC WAVE
phase AC wave forms where each is 120° out of phase with the others.
The symbol for this alternator has only three coils in the diagram, however,
each stator coil consists of several coils connected in series. The three coils
can be wound in a delta or wye configuration.
The triple phase output type is used in engines of medium to large
displacement with large electrical loads. Depending on how the coils are
connected, there are two symbols for this type. Servicing is the same for
both types.
DELTA WOUND WYE WOUND
Some triple phase output types use an electromagnetically induced type

I
t.
alternator. The excited field coil type alternator feeds current to the field coil
to magnetize the rotor which then acts like a permanent magnet. The
CHARGING COIL FIELD COIL
r symbol for this type has a field coil along with the charging coil.
1
SYMBOL
r
f
,~
i 23-7
TRIPLE PHASE OUTPUT TYPE (FOUR-WIRE)
This type of alternator has three coils set in a wye wound configuration, each spaced 120° apart, like a three-wire, triple phase
alternator. However, on the four-wire type, an additional common terminal (neutral) is connected to one end of each coil (where
they meet in the center). This type of alternator was first introduced by Honda on the 2006 GL 1800 Gold Wing.
R~0--B1 Bl
-{> TOECM
(ACGF)
MAIN FUSE A IGNITION No.14 FUSE
30A SWITCH 10A
MAIN FUSES
120A
IG
: (L)
I
I
I
I
I
8 E
-
F
I
Bl: Black
R: Red
W: White
Y: Yellow
BATTERY ALTERNATOR
REGULATOR/RECTIFIER
The regulator/rectifier uses semiconductors such as thyristors which radiate heat in operation. For this reason, these components
use printed circuit boards that are sealed with resin onto an aluminum case. The case has several fins to aid heat dissipation.
As engine revolutions increase, the output voltage of the alternator also increases. The function of the regulator/rectifier is to keep
this AC output voltage within a certain range and to convert the AC output voltage to DC voltage, for powering various components
and charging the battery.
TYPE OF REGULATOR/RECTIFIERS
A regulator/rectifier may be classified as one of several types, based on the method of regulation and rectification. The chart below
shows the different types of regulator/rectifiers.
lnRut A.C wave form Rictlflcitlon methocl Vo1taae feiclback mittiod nmithod
Single phase Half-wave rectification Internal or battery voltage feedback
Single phase Full-wave rectification Internal or battery voltage feedback SCR shorted
Triple phase Full-wave rectification Battery voltage feedback
I
Since the input waveform is the same as the output waveform of the alternator, refer to the alternator section for the types of input
waveform.
23-8
SINGLE PHASE, HALF-WAVE RECTIFIERS
Diode rectification method
This method uses only a diode to convert alternating current to direct
current. The diode allows current to flow in one direction only. When a
single phase AC waveform flows through the diode, the negative voltage of DIODE
the waveform is cut off and the positive voltage drops slightly. As a result,
the output consists of the positive half-cycles of the input waveform . The
signal is said to have been rectified because only half-cycles are utilized .
This is called half-wave rectification.
Single phase half-wave rectification is used in models with small electrical
EB * r-A_
loads. L-.(
A single phase half-wave rectifier utilizes one of two voltage feedback
methods; internal voltage regulation or battery voltage regulation . 8
AC WAVEFORM DC WAVEFORM
Internal Voltage Regulation Method

The circuit illustrated at right is the most basic regulator circuit. The signal
LIGHTING/
from the charging coil is half-wave rectified through diode D1 , which is CHARGING COIL
inside the regulator/rectifier circuit, and is then fed to the battery. Voltage is
regulated by the voltage regulation circuit and the SCR (thyristor) ~ r----'-=;>- - 0 - - = ~ -} - - ~
As engine speed increases, the alternator output increases and is rectified

by diode D2. This signal then goes to the zener diode (ZD). Current flows in
the normal direction of the zener diode but does not flow in the reverse
direction until a certain amount of voltage is applied in the reverse direction .
When this voltage is reached , the zener diode abruptly conducts current in
the reverse direction . In this way, current is fed to the gate of SCR which
then turns on.
f
_/_ I
RES ISTOR HEADLIGHT REGULATOR
When the SCR turns on , the output from the alternator is shorted to ground
through the SCR. This explains why the battery becomes overcharged if the
ground wires of the regulator/rectifier are broken or poorly connected . REGULATED
VOLTAGE
For alternators with a combined charging/lighting coil (charging and lighting
systems powered by the same coil), the headlight lighting system affects
battery charging . Since the input of the lighting system is taken from the
charging coil , if the lighting coil load is unstable, the battery charging will be
unstable. To prevent this from happening, when the headlight is off, the
''
..
'
output from the charging coil is connected to a resistor equivalent to the
impedance of the headlight.
Note that if the lighting output wires are broken or shorted or if the switch
has contact problems, the charging system will be adversely affected .
Battery Voltage Regulation Method

This method is similar to the method explained above except that the REGULATOR/
' voltage regulation is done after the signal is converted to DC at the input of
the battery. Since this method regulates output voltage of the alternator
RECTIFIER
VOLTAGE
DETECTING WIRE
.---------- 1
after it is rectified , its charging is precisely controlled .
'
-::- -::-
VOLTAGE REGULATOR
23-9
In order to regulate the current going to the headlight, there is sometimes a
REGULATOR/RECTIFIE~ ::-::-:....._ ______ _
resistor connected to the ground wire of the regulator/rectifier through the
~ I I
headlight switch . Since the charging coil powers the headlight as well , the
headlight fl ickers and dims when the output of the charging coil is shorted to
ground through the SCR. This happens when the ground wire of the
regulator/rectifier is connected to ground , the resistance AB becomes less A
than AC , so less current is diverted to the headlight. In order to keep current
flowing to the headlight steadily, a resistor, whose value is greater than
t
resistance between AC, is placed between AD.
HEADLIGHT HEADLIGHT SWITCH RESISTOR

SCR switching regulation/AC regulator built in type
This regulation method is used for models with small displacement engines. AC VOLTAGE REGULATOR
Unlike the type above, the SCR is used for switching and the ZD (zener -------------------
diode) is used for voltage regulation . '
HEADLIGHT DC VOLTAGE REGULATOR

I
The output of the alternator goes to the gate of SCR1 via the DC voltage
regulator. When the voltage at the cathode of SCR1 is less than the voltage
at the gate, the thyristor turns on and conducts current to the battery. When
AC output of the alternator changes from positive to negative, the gate
...
(1(-----......-:;;r--.....~---;1
ALTERNATOR
voltage of SCR1 becomes zero , turn ing off the thyristor and cutting off the
negative signal to the battery.
The output voltage is regulated by ZD1 and ZD2 which turn on (and short to (11'-----+-------lllk---~ ~
ground) when the output voltage of the charging coil increases beyond a ALTERNATOR BATTERY
specified value. When the ZDs turn on, the SCR1 turns off by reducing the
gate voltage of the thyristor and causes the output voltage to be regulated .
The regulator may overcharge the battery if the ground wire is broken or if
there are poor connections at the terminals.
SINGLE PHASE, FULL-WAVE RECTIFIERS
...
~· ...
These are used on medium engine displacement models. Compared to the
half-wave rectifier, the full-wave rectifier is more efficient in using the
alternator output for charging the battery.
In order to convert the AC output of the alternator to DC, the diodes are
I
<=
arranged as shown in the diagram at right, inside the regulator/rectifier.
When the alternator is positive, the current flows through D1 -+ battery
-+ 02 (shown by the white arrows), and when the alternator is negative,
the current flows through D3 -+ battery -+ D4 (represented by the fr t
black arrows).
,,,,,,,
I
• fr ALTERNATOR ~ t BATTERY
...
<=
23-10
In this way, the AC output of the alternator is converted to a DC waveform .
+ +
\ \ I
\
',
I \
,, I
AC WAVEFORM DC WAVEFORM
Similar to the single phase half-wave recitifier, the full-wave rectifier may be
a battery voltage feedback type or an internal voltage feedback type . The
circuit at right shows the battery voltage feedback rectification method.
CHARGING -=
COIL IGNITION SWITCH
I
AC REGULATOR
The AC regulator regulates the voltage to the headlight; no resistor is WAVEFORM
AC REGULATOR
required . When the negative output of the charging coil reaches a certain OF (R)
voltage, the AC regulator feeds current to the gate of SCR2 and turns it on.
~..=--~ ,~--:..,
.---.--{ \ WAVEFORM
The SCR2 is shorted and a negative current to the coil regulates its output
voltage . (R) OF (L)
SCR2
Since the negative output voltage of the charging coil is not used for
(L)
charging the battery, the AC regulator has no effect on charging the battery.
However, since when the negative output of the coil is cut off the headlight
voltage is also cut off, the AC regulator regulates the output voltage to the
headlight. t
HEADLIGHT POWER
Most medium engine displacement motorcycles have independent lighting
REGULATOR
and charging coils. For these models, the lighting coil has its own
independent AC regulator. The regulator detects the AC voltage of the
lighting coil inside the regulator/rectifier and shorts out all excess output.
There are regulators that regulate both positive and negative outputs and
ones which regulate negative output only.
Since these regulators have lighting and charging coils that operate
; independently, even if one of the coils does not work, the other is not
affected.
• L -
-=- LIGHTING -=- VOLTAGE -=-

COIL REGULATOR
23-11
TRIPLE PHASE FULL-WAVE RECTIFIER
This type is mainly used in medium and large engine displacement models.
The rectifier is connected directly to the three phase alternator. This circuit VOLTAGE FEEDBACK
has no lighting coil, instead the battery feeds DC current to the lighting
system.
/ -
REGULATOR/ VOLTAGE IGNITION
RECTIFIER REGULATOR SWITCH
The rectified waveform of the triple phase AC output is more stable than the
single phase AC type.
c>
RECTIFY
TRIPLE PHASE DC WAVEFORM

AC WAVEFORM
TRIPLE PHASE FULL-WAVE RECTIFIERS WITH FIELD COILS

This type regulates the alternator output using the current flowing through
the field coil. The regulator/rectifier has a voltage regulator for the field coil.
The voltage regulator detects the voltage at the battery and feeds current to
the base of a transistor, turning it on . When the transistor is on , the battery
feeds current through the ignition switch --+- field coil --+- transistor-+-
ground. The field coil magnetizes the rotor, and the alternator generates
power.
When the alternator reaches a certain voltage, the voltage regulator turns
off the transistor and cuts off current to the field coil ; hence the alternator
1
stops generating power.
TRANSISTOR
-=- -=-
FIELD COIL IGNITION SWITCH
Voltage regulation is performed by the high frequency on/off cycle of the

alternator. When the DC voltage of the output waveform is measured, the
reading will always be less than the specified peak voltage.
T T T T T T T T T "'
A broken wire in the field coil in this type of system will result in insufficient
alternator charging . If the ground wire of the field coil is shorted to ground
(transistor shorted), the battery will be overcharged.
~ ~I.ON IOFF~ ~ . ~ .
,l
23-12
SERVICE INFORMATION
GENERAL
AWARNING
• The battery gives off explosive gases; keep sparks, flames, and cigarettes away. Provide adequate ventilation when charg-
ing or using batteries in an enclosed space.
• The battery contains sulfuric acid (electrolyte). Contact with skin or eyes may cause severe burns. Wear protective clothing
and a face shield.
- If electrolyte gets on your skin, flush with water.
- If electrolyte gets in your eyes, flush with water for at least 15 minutes and call a physician immediately.
• Electrolyte is poisonous. If swallowed, call your local poison control center or a physician immediately!
• KEEP OUT OF REACH OF CHILDREN.
NOTICE
Always tum off the ignition switch before disconnecting any electrical component. Some electrical components may be damaged if
terminals or connectors are connected or disconnected while the ignition is ON and current is present.
NOTE:
• Refer to Section 22 for basic electrical service.
• Refer to page 2-38 for battery fluid and specific gravity.
• This section explains the basic steps for diagnosis and service. Refer to the Model Specific manual for the location of specific
components.
• Batteries can be damaged if overcharged or undercharged, or if left to discharge for long periods. These same conditions
contribute to shortening the "life span" of the battery. Even under normal use, the performance of batteries deteriorates after 2 to
3 years.
• Battery voltage may recover after battery charging. However, if the battery is subjected to a heavier load than it is designed for,
the battery voltage will drop quickly and eventually die out (even if the charging system is working properly).
• A battery overcharge symptom may be caused by a shorted battery cell. If one of the battery cells is shorted, battery voltage will
not increase to the specified level. Under these conditions, the regulator allows the alternator to supply excess voltage to the
battery and the electrolyte level will drop quickly.
• Before troubleshooting the charging system, check for proper use and maintenance of the battery. Check if the battery is
frequently under heavy load, such as having the headlight and taillight on for long periods of time without the engine running.
• The battery will self-discharge if allowed to stand idle for a long time. For this reason, charge the battery every two weeks to
prevent sulfation from forming when the vehicle is not in use.
• Filling a new battery with electrolyte will produce some voltage, but will not allow the battery to achieve its maximum
performance. Therefore, you should always charge a new battery. Battery life is lengthened when a new battery is charged
before installation.
• When checking the charging system, always follow the steps in the troubleshooting flow chart.
• Question the customer to determine how his riding habits affect battery charging:
- High rpm riding may overcharge the battery (on motorcycles without a regulator).
- Low rpm riding with frequent brake/brake light usage may result in discharging the battery.
CONVENTIONAL BATTERIES
NOTICE
• The life of dry-charged, conventional batteries depends largely upon the proper amount and type (specific gravity) of electrolyte
being added at the start of service. Use only the type identified for the battery being set up and where applicable from the
electrolyte container designated for the specific battery.
• Avoid filling the battery above the UPPER LEVEL line to prevent an electrolyte overflow which could corrode the engine or
nearby parts.
• Use only distilled water to top off the electrolyte level in the battery, tap water will shorten the service life of the battery. Do not
use electrolyte either.
• When installing the battery, make sure the breather tube is properly routed and not obstructed or kinked. Improper routing can
result in the vehicle being damaged by acid. If a new tube was supplied with the battery, discard the old tube and connect the
new one.
- Immediately wash off any spilled electrolyte using a mixture of baking soda and water.
' - If the vent tube is kinked, place it in boiling water for a few minutes to remove the kink.
NOTE:
• Due to size, mounting position, and venting requirements, conventional and maintenance-free battery types should not be
interchanged. Only the specified type and size of battery should be used when replacement is required.
• A battery should not be delivered to the customer that has not been properly filled and charged .
• Do not use an automotive-type charger to charge a powersports battery as it may damage the battery.
23-13
MAINTENANCE-FREE BATT ERIES
I NOTICE I
• The life of dry-charged, maintenance-free batteries depends largely upon the proper amount and type (specific gravity) of
electrolyte being added at the start of service. Use only the type identified for the battery being set up and where applicable from
the electrolyte container designated for the specific battery.
• Avoid filling the battery above the UPPER LEVEL line to prevent an electrolyte overflow which could corrode the engine or
nearby parts.
- Immediately wash off any spilled electrolyte using a mixture of baking soda and water.
• Removing the sealing caps from the cells of a dry-charged, maintenance-free battery may damage the battery.
NOTE:
• A maintenance-free battery must be replaced when it reaches the end of its service life.
TOOLS
When conducting battery, charging, and lighting system troubleshooting, maintenance, and repairs the special tools listed below
may be required . See the model specific Service Manual for the part numbers of the specifically required tools. For more
information about the Midtronics battery analyzer see page 28-2 and for the Christie battery charger, see page 28-3. For a list of
common hand tools, see page iv.
Midtronics Micro 404XL Christie MC1012/2T battery charger Digital multimeter

battery analyzer
Rotor holder Flywheel puller Rotor puller
Universal holder Test probe I
23-14
TROUBLESHOOTING
IF THE OUTPUT VOLTAGE DOES NOT REACH THE SPECIFIED VALUE (NO CHARGE)
1. Charging System Output Voltage Inspection
Measure and record the charging system output voltage (page 23-25).
Is the specified voltage reached when the engine speed increases?
YES - GO TO STEP 2.
NO - GO TO STEP 3.
2. Battery Current Leakage Inspection
Check the battery current leakage (page 23-26).
Is the current leakage within the specified value?
YES - Faulty battery.
NO - • Shorted wire harness.
• Faulty ignition switch.
3. Regulator/Rectifier Ground Wire Inspection
Check the voltage between the battery positive (+) cable and ground wire of the regulator/rectifier (page 23-26).
Is the voltage within the specified value?
• Poor contact at the connector.
r
YES - GO TO STEP 4.
4. Charging Coil Resistance Inspection
f Check the resistance of the charging coil(s) at the charging coi l wire of the regulator/rectifier connector (page 23-27).
Is the resistance within the specified value?
r
,
t NO - GO TO STEP 5.
I YES - GO TO STEP 6.
5. Charging (Charging/Lighting) Coil Inspection
Check the alternator charging coil (page 23-30).
Is the alternator coil resistance within the specified value?
YES - Poor contact at alternator connector.
I
NO - Faulty charging coil.
6. Check Field Coil Resistance
Check the resistance of the field coil at the field coil wire of the regulator/rectifier connector (page 23-27).
(For field coil type only.)
f Is the resistance within the specified value?
NO - • Open circuit in wire harness.
I
; • Faulty alternator. (Open circuit in field coil.)
• YES - GO TO STEP 7.
I
{
7. Headlight Voltage Inspection
Measure the headlight voltage, for regulator/rectifier with AC regulator built in (page 23-28).
NO - GO TO STEP 8.
I'
'.
!
J,
(
,
23-15
•
8. Headlight Resistor/Headlight Switch Inspection
Check the resistance of the headlight resistor and headlight switch of the regulator/rectifier connector (page 23-28), (appropriate
models only).
• Faulty headlight switch.
• Faulty headlight resistor.
YES - GO TO STEP 9.
Replace the battery with a fully charged battery (page 23-20).
Is the standard charging voltage reached when the engine speed increases?
NO - Faulty regulator/rectifier.
IF THE OUTPUT VOLTAGE EXCEEDS THE SPECIFIED VALUE (OVERCHARGE)

Does the charging voltage greatly exceed the standard value?
YES - GO TO STEP 2.
2. Charging Coil Wire Inspection
Check the continuity between the battery negative (-) terminal and the ground wire at the regulator/rectifier connector (page 23-
26).
• Poor contact at connector.
YES - GO TO STEP 3.
3. Field Coil Resistance Inspection
Check the resistance of the field coil at the field coil wire of the regulator/rectifier connector (page 23-27).
(For field coil type only.)
• Faulty alternator. (Short circuit in field coil.)
YES - GO TO STEP 4.
4. Feedback Wire Voltage Inspection
Check for battery voltage at the voltage feedback wire of the regulator/rectifier connector (page 23-26).
(For voltage feedback type only.)
Is the voltage within the specified value? .
I
YES - • Shorted wire harness.
• Poor contact at connector.
NO - GO TO STEP 5. I'
Replace the battery with a fully charged battery (page 23-20).
l
)
Does the voltage greatly exceed the standard value?

YES - Faulty regulator/rectifier.
NO - Faulty battery.
23-16
IF THE OUTPUT VOLTAGE REACHES THE SPECIFIED VALUE ONLY AFTER THE ENGINE SPEED EXCEEDS THE
SPECIFIED RPM (UNDERCHARGE)
Is the charging voltage reached only after the engine speed greatly exceeds the specified rpm?
YES - GO TO STEP 2.
2. Charging Coil Inspection
Check the resistance of the charging coil at the charging coil wire of the regulator/rectifier connector (page 23-27).
I
NO - GO TO STEP 3.
YES - GO TO STEP 4.
I
f
3. Charging (Charging/Lighting) Coil Inspection
Check the alternator charging coil (page 23-30).
; Is the alternator coil resistance within the specified value?
j NO
YES
- Poor contact at alternator connector.
- Faulty charging coil.
I
4. Headlight Resistor/Headlight Switch Inspection
Check the resistance of the headlight resistor and headlight switch of the regulator/rectifier connector (page 23-28), (appropriate
models only).
I Is the resistance within the specified value?

• Faulty headlight switch .
l
• Faulty headlight resistor.
YES - GO TO STEP 5.
t• Replace the battery with a fully charged battery (page 23-20).

Measure and record the charging system output voltage (page 23-25) .
Is the charging voltage reached only after the engine speed greatly exceeds the specified rpm?
f YES - Faulty regulator/rectifier.
rt NO - Faulty battery.
I
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!
23-17
L
BATTERY STORAGE AND ACTIVATION
STORAGE
PRIOR TO DELIVERY TO THE RETAIL CUSTOMER
Follow the storage procedures listed below to ensure pre-delivered batteries provide optimum battery efficiency
and longevity once they are activated.
• Store batteries in a level position in a cool , dry place.
• Do not activate batteries for new units until they are ready for delivery (dry-charged batteries only).
- If batteries are activated and then allowed to stand unused, sulfation may destroy the cells soon after the
vehicle is first ridden.
- The quick charging capability of the Christie Battery Charger eliminates the need to have activated
batteries on hand for new vehicle sales, since it can bring a new battery to full charge in approximately
one hour. This includes electrolyte filling , charging time, and cool down time.
• Do not remove the sealed breather tube or sealing strip until battery activation (dry-charged batteries only).
- The seal preserves the dry-charged battery's shelf life.
• Check the charge on pre-filled batteries prior to storage and every three months (pre-filled batteries only).
IN-USE AFTER DELIVERY TO RETAIL CUSTOMER
Follow the storage procedures listed below to ensure in-use batteries provide optimum battery efficiency and
longevity. Any in-use battery that will be out of service for longer than two weeks should be properly stored.
• Check the electrolyte level and add distilled water to any cells that are low (conventional batteries only).
• Charge the battery fully prior to storage.
• Connect a battery tender to the battery.
- For a battery remaining in a stored motorcycle, disconnect the negative battery cable from the battery
terminal.
- For extended storage, remove the battery from the vehicle and store it in a cool, dry, well-ventilated place.
ACTIVATION
Do not activate new conventional batteries or new dry-charged maintenance-free batteries until the sale and
customer pickup time has been confirmed . Activated batteries can sulfate if inactive (not charged) for more than
two weeks .
NOTE:
• Conventional maintenance-free batteries require special electrolyte that has a specific gravity of 1.320, do
not use electrolyte of any other specification.
• Ensure the acid pack is correct for the battery.
• Use only the exact amount packed with the battery.
• Maintenance-free batteries have a built-in safety relief valve to control internal pressure. They have an
external vent, but no vent tube.
CONVENTIONAL BATT ERIES
The breather seal Remove the battery warning label, breather fitting seal, FILLER CAP
must be removed to and filler caps .
prevent potentially
Attach the breather hose to the battery, if applicable.
explosive internal
pressure from NOTE:
building up with the • If the hose is kinked , reform it first by placing it in
battery is charging. boiling water for a few minutes.
Add electrolyte to the upper level line on the case and
let the battery stand for 5 to 10 minutes.
After the bubbling has stopped, tap the battery gently to
dislodge gas bubbles from the plates. Then , adjust the
electrolyte level to the upper line.
Charge the battery (page 23-21 ). BREATHER FITTING SEAL
23-18
DRY-CHARGED MAINTENANCE-FREE BATTERIES
I
Remove the aluminum seal covering the filler holes.
ALUMINUM SEAL
' Following the directions packaged with the battery, add
I the special electrolyte.

Let the battery stand for the required amount of time :
• For batteries rated 3-12 AH, let the battery stand for
I at least 30 minutes.
• For batteries rated greater than 12 AH , let the
battery stand a minimum of 1 hour.
I Charge the battery (page 23-21 ).
I
! PRE-FILLED MAINTENANCE-FREE BATTERIES
This type of battery is filled , sealed , and charged at the
factory and requires no activation. However, it may
need charging if the battery voltage is below 12.4 volts.
l Test the battery voltage (page 23-21 ).

If required , charge the battery (page 23-21 ).
I
j
t
J BATTERY REMOVAL/INSTALLATION
'f REMOVAL
Turn off the ignition switch.
I Refer to the model specific Service Manual for battery

location and how to gain access to it.
f Disconnect the negative (-) battery cable first; then
l remove the terminal cover and disconnect the positive
(+) cable.
I NOTICE I
J Disconnecting the positive(+) cable first could cause an
accidental direct short if the tool used to loosen the
J terminal contacts the frame. The spark could ignite or
damage the battery.
,
~-~BATTERY
I
f
f
I
1
.
{
23-19
I
For conventional batteries, always disconnect the
breather hose before removing the battery.
NOTE:
• Some electrolyte may remain in the breather hose.
• Keep electrolyte away from your eyes or skin while
disconnecting the battery breather hose.
INSTALLATION
Be sure to route the breather hose properly on
conventional batteries.
ROUTING LABEL
NOTE:
• Take care to prevent spilling electrolyte from the
breather hose because it can corrode the
components.
• Take care with the breather hose. Pay attention to
the following points:
- Connect the breather hose securely.
- Follow the caution label and route the hose
accordingly.
- Avoid bending or squeezing the breather hose.
Check that the breather hose has not been bent or
squeezed by the surrounding components.
Place the battery into the battery box or tray. !
'
Secure the battery with the battery holder or band. '
t
I NOTICE I r
Improper installation may cause vibrations which can I
damage the battery case.
NOTE:
.
)
l
• To prevent shorting, always connect the positive (+)

cable first.
After installing the battery, coat the terminals with I
dielectric grease to prevent corrosion. ,'
Connect the battery positive (+) cable and secure
terminal cover onto the positive terminal; then connect f
the negative(-) cable.
Coat the terminals with dielectric grease to prevent
corrosion then cover the positive (+) terminal with the
i
I
..
..•
23-20 I
!
BATTERY TESTING AND CHARGING
NOTE:
• If the symptom of a battery/charging system problem
is a dead battery, test and charge the battery before
testing the charging system . In order to do a valid
charging system test, the battery must be fully
charged . Testing the charging system with a low
battery will give inaccurate readings, especially
when comparing results to the model specific
Service Manual specifications.
• Before replacing a battery, test it with the Midtronics
battery analyzer. If the battery requires charging, do
so with the Christie charger. This is the most
accurate way to test and charge batteries.
• Many Honda models have "key-off memory draw"
that will slowly discharge the battery over time . This
draw exists to maintain odometer, trip meter, clock,
radio station presets, etc.
• If the idle is set too low the battery will discharge
while the engine is idling.
• If the idle is set too low for cruising in stop-and-go
traffic, with the high beam, brake lights and cooling
fan on, the battery will discharge.
• All style of batteries need to be tested and, if
necessary, charged at Set-Up/Pre-delivery
Inspection (page 23-21 ). Although pre-filled,
maintenance-free batteries are filled , sealed and
charged at the factory, they can lose charge if they
are stored for long periods before the unit is sold .
BATTERY TESTING WITH THE

MIDTRONICS ANALYZER
The following procedure is for testing a battery using the
Midtronics battery analyzer, a Honda dealer required
tool (page 28-2).
,
TOOL:
Midtronics Micro 404XL battery analyzer
NOTE:
• Do not charge the battery for the initial test; check it
in its "as is" condition.
• Clean both battery terminals before testing.
• Check that the analyzer's leads and clamps are in
good condition, with no frayed wires or corrosion .
Make sure the Attach the red analyzer lead to the positive (+) battery
clamps are securely terminal of the battery, then the black analyzer lead to
attached, otherwise the negative (-) battery terminal.
the test results may NOTE:
be inaccurate.
• When the analyzer is first connected , it will function
as a voltmeter until the ENTER button is pressed .
,
23-21
Set the analyzer to the service type the battery falls
under:
• Before Delivery: The battery has not been delivered
to the consumer.
• In Service: The battery has received initial set-up
and has been used in a vehicle.
Set the analyzer to the correct test:
• In-vehicle: The battery is connected to the vehicle.
- Connect the analyzer to the actual battery
terminals as instructed.
Out-of-vehicle: The battery is not connected to the
vehicle.
Set the analyzer to the correct test type:
• Honda P/N: The battery is a Honda model.
• Other P/N: The battery is not a Honda model.
Set the analyzer to the correct battery model number:
• Honda Model#: If Honda P/N was selected.
• Select Model#: If Other P/N was selected.
Press ENTER to start the test. The analyzer displays
the selected model number as it analyzes the battery.
The analyzer may display the following questions:
• Is temperature above or below 32°F? (select as
appropriate).
• BEFORE or AFTER CHARGE? (select as
appropriate).
- If the vehicle has just been ridden , select BEFORE
CHARGE.
Read the test results (see charts) and proceed with the
appropriate action.
Results for Before-delivery Test Action

READY TO INSTALL The battery is good and can be installed in the vehicle.
NEEDS CHARGING Fully charge the battery and retest.
Results for In-service Test Action

GOOD BATTERY Return the battery to service.
GOOD-RECHARGE Fully charge the battery and return it to service. To have the analyzer
calculate the time needed to charge, press INFO and select TIME TO
CHARGE.
CHARGE AND RETEST Fully charge the battery and retest. Failure to fully charge the battery be-
fore retesting may cause false readings. To have the analyzer calculate
the time needed to charge, press INFO and select TIME TO CHARGE.
REPLACE BATTERY Press INFO and select TEST CODE to retrieve the code for warranty
purposes.
BAD CELL REPLACE Press INFO and select TEST CODE to retrieve the code for warranty I
purposes.
UNSTABLE Disconnect terminals and retest. If UNSTABLE, charge for two hours at
the recommended amperage range, allow the battery to cool , and retest.
If still UNSTABLE, replace the battery.
After the BEFORE DELIVERY and IN-SERVICE battery
tests, the analyzer can calculate the time needed to I
charge a battery that tested as GOOD-RECHARGE,
CHARGE AND RETEST, or NEEDS CHARGE.
To have the analyzer determine the time-to-charge a
battery, press the INFO button to display the
ADDITIONAL INFO screen and then select TIME-TO-
CHARGE.
23-22
The analyzer will display the required number of
minutes using the Christie MC 1012/2T battery charger
at a recommended amp/hr range.
Press ENTER for the time in minutes using a 2-amp
t- charger.
r Press ENTER to return to the battery test results.
I After the battery results, the analyzer generates a test

code.
NOTE:
I • A test code is not generated for the BEFORE-

DELIVERY test.
To retrieve a test code, press the INFO button to display
f
~
the ADDITIONAL INFO screen and select TEST CODE
to display the code. The test code is used for warranty
• purposes .
•
f CHARGING WITH THE CHRISTIE
BATTERY CHARGER
• All newly activated batteries require an initial charge
f using the Christie Battery Charger (page 28-3).
TOOL:
II Christie MC1012/2T battery charger
For pre-filled maintenance-free batteries, check the

voltage using a digital voltmeter or the Midtronics
Battery Analyzer (page 23-21) to determine if charging
is required.
CHARGING PROCEDURE
Determine the battery amp/hour rating by looking on the
battery cover label. Examples:
1 • 12V 6Ah = 6 amp/hr

• STD 1.8A x 5-1 Oh = 18 amp/hr (multiply 1.8 by 10,
or simply move the decimal point to the right one
1 place) YTX20L·BS1
CHARBINO
::s,.(~ t::i~~~:s:=~~·
,,.,,. ......................
STATfDIILOW.
I Set the main power switch to the OFF position. METHOD !STD.: 1 . 8A x 5- 10II or QUICK:9.0A x 1.0hl
I4
'I Select the appropriate range on the battery amp/hr

selector switch. Pick the range that the battery amp/hr
falls between (ie., a 9 amp/hr battery would use the 5.5
BATIERY LABEL
5.5 to go
.
to 9 .0 position).
0 to 3.0 16.5 to 30
,_r
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{
'
1
f
fI
.. 23-23
Set the Timer Selector to the appropriate position.
• For a new battery receiving its initial charge, set the
timer to the NEW BATT (30 minute) position.
• For an in-use battery, set the timer to the time
indicated by the battery analyzer test (page 23-21 ).
Attach the red charger lead to the positive (+) battery
terminal, then attach the black charger lead to the 150
negative (-) battery terminal.
Push the power switch to the ON position.
When the timer reaches the zero or trickle position,
push the power switch to the OFF position and remove 90
the charger leads. Minutes
NOTE:
• When the timer reaches the zero or trickle position,
the charger automatically switches to trickle
charging.
For in-use batteries being tested , let the battery sit for
one hour and retest using the Midtronics Battery J
Analyzer (page 23-21 ). J
J
Never strike the Install the sealing cap strip by applying only hand
battery sharply as it pressure. I'
will permanently
damage the battery. I NOTICE I
• Do not tap the sealing cap strip as it may damage
the plates. J
l
'
J
.'
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)
,
I
,
•
••
I
1
,
23-24 :•
!
CHARGING SYSTEM INSPECTION

CHARGING VOLTAGE INSPECTION
NOTE:
• Make sure the battery is in good condition before
MULTIMETER/VOLTMETER
performing this test.
• Do not disconnect the battery or any cable in the
charging system without first switching the ignition
switch to OFF. Failure to follow this precaution can
I
damage the tester or electrical components.
Warm up the engine to normal operating temperature.
Stop the engine.
To prevent a short, Connect a tachometer.
make absolutely
certain which are With the headlight on high beam, restart the engine.
the positive and Measure the voltage on the multimeter/voltmeter when
negative terminals the engine runs at the engine speed (rpm) stated in the NEGATIVE (- ) PROBE
or cables. model specific Service Manual.
TOOL:
Multimeter
Test probe
STANDARD:
Measured BV < Measured CV < Model specific
Service Manual voltage specification.
• BV = Battery Voltage
• CV = Charging Voltage
Refer to the model If the voltage reading increases to the specified voltage
NORMAL CHARGING VOLTAGE
specific Service from the battery voltage when the engine speed
Manual for the reaches the specified rpm, the charging is normal.
CHARGING
specified voltage. VOLTAGE
NOTE:
The rpm at which the charging starts varies j i - - - -- - - - ·---- --- - ----- -- ·BATTERY
VOLTAGE
depending on the battery condition and/or load of
the electrical component(s). ~
If the battery voltage drops quickly or the battery ; CHARGING START
eventually dies out even if the charging is normal, it is ~ ENGINE SPEED
likely the battery's effective life span has passed.
ENGINE SPEED (rpm) -+
For the following conditions, the problem is most likely

ABNORMAL CHARGING VOLTAGE
related to the charging system. Conduct the following
inspection.
1. Standard charging voltage is not reached when the
~ (2)
,,
engine speed increases.
- Open or shorted circuit of the wire harness, poorly
connected connector.
i ;', :f(3)
- Open or shorted circuit of the AC generator. UJ ,, ,,
CJ ~ _C"ll_:"C
_~_ IC'
_ ~- _
C"ll_:"C _ ':':.= = = = = = =~ - - - - •
_~_ IC' (1 )
- Faulty regulator/rectifier. ~
:...I
- The battery is bad. 0
2. Charging voltage greatly exceeds the standard >
value.
- The battery is bad or incorrect (the capacity is
I
I
t
underrated).
- Faulty regulator/rectifier.
- The battery is bad.
ENGINE SPEED (rpm) -+
3. Standard charging voltage is reached when the

engine speed greatly exceeds the specified rpm .
- Excessive electric load due to the use of light
bulbs beyond the specified rating .
- The battery is bad.
23-25
CURRENT LEAKAGE TEST
Turn the ignition switch to OFF and disconnect the
negative(-) cable from the battery. MULTIMETER/AMMETER
Connect the multimeter/ammeter (+) probe to the

negative(-) cable and ammeter(-) probe to the battery
(-) terminal.
..
TOOL:
Multimeter
Test probe
(®
With the ignition switch turned to OFF , check for current
leakage.
NOTE :
When measuring current using a multimeter/ NEGATIVE(-) CABLE
ammeter, set it to a high range , and then bring the ~ - - - - - - - - - - - - - - - - - ~
range down to an appropriate level. Current flow
higher than the range selected may blow the fuse in
I
the tester.
• While measuring current, do not turn the ignition
switch ON and engine stop switch "O", A sudden
surge of current may blow the fuse in the tester.
Refer to the model If current leakage exceeds the specified value, a
specific Service shorted circuit is likely.
Manual for the
Locate the short by disconnecting connections one by
specified value. one and measuring the current.
REGULATOR/RECTIFIER INSPECTION
Use the troubleshooting chart (page 23-15) to make a
preliminary diagnosis of the service problem.
•
Since the regulator/rectifier is an electrical component
which uses semiconductors , it cannot be serviced.
Instead , check the unit at the connectors.
Inspect the regulator/rectifier with a multimeter at the
terminals of each connector by following the chart
below.
'
TOOL:
Multimeter
Test probe
REGULATOR/RECTIFIER CONNECTOR
(Wire harness side)
Items (wire colors) Function

Battery wire Check that there is voltage between battery cable (+)
(Red/white or red) and ground wire.
Ground wire (green) Check continuity between ground and frame.
Voltage detection wire (black) Check that there is battery voltage between voltage
(External voltage detection type on permanent detection wire(+) and ground wire when the ignition is
magnet and exciter field types only) ON .
Charging coil Check that the resistance of the coil is within the
(refer to model specific Service Manual specified range .
Charging/lighting coil (refer to the model Check that the resistance of the coil is within the
specific Service Manual) specified range . (Because the lighting system affects
I
the resistance value , follow the steps below.)
23-26
With integrated charging/lighting coils (charging and
lighting shared by a single coil), disconnect the coil CONNECTOR
output connector before measuring resistance. The (Disconnected)
headlight resistance will be included in the ohmmeter
measurement if the connector is not disconnected. (If REGULATOR/
the headlight connector is connected, the measured RECTIFIER
resistance will be smaller, because the headlight CONNECTOR
resistor is connected in parallel.)
• For lighting systems whose headlight connector is
connected to a resistor when the headlight is turned
OFF, either disconnect the handlebar switch
connector or the lighting output wire of the charging/ I
lighting. (Refer to the diagram at right.) CHARGING/
LIGHTING COIL
• For earlier model lighting systems that have a
,
t headlight ON and OFF switch, just turn OFF the
headlight switch. (Refer to the diagram at right.)
HEADLIGHT
SWITCH (OFF)
\ ~~
fJ
.. - - l
t
r
I
[
t • Disconnect the starting enrichment thermal valve
connector if applicable (refer to the diagram at right). CONNECTOR
'I
r • If the readings taken based on the chart above
reveal that there is an abnormality, check the
following :
D
- Battery wire ~ Broken wire harness (repair or
replace)
- Ground wire ~ Broken wire harness (repair or
r replace)
- Charging coil ~ Check the charging coil of the
f• alternator
- Charging/lighting coil ~ · Check the charging/
lighting coil of the alternator I
( If the resistance value of the alternator is normal (i.e.,
the resistance value measured by the above method is
J different from the alternator resistance), check for a
broken or shorted wire harness between the regulator/
( rectifier and alternator, or for a poor connection at the
• alternator connector.
•~
t
i
1
J
I 23-27
.J
HEADLIGHT VOLTAGE INSPECTION
REGULATOR/RECTIFIER WITH
BUilT-IN AC REGULATOR
NOTE:
• For a regulator/rectifier with a built-in AC regulator,
measure the headlight lighting voltage.
• Failure to measure the headlight voltage may lead to
electrical damage of lighting components.
• Use the specified multimeter. The measured
headlight-regulated voltage may vary depending on
the multimeter used because of the characteristics
of the output waveform.
If the model is not equipped with a tachometer, connect
an engine tachometer.
Remove the headlight and start the engine.
Turn the headlight on Hi-beam.
With the headlight wires still connected, measure the
'
headlight lighting voltage between the terminals HEADLIGHT CONNECTOR
connected to blue(+) and green(- ) wires.
TOOL:
Multimeter
Test probe
Refer to the model Gradually increase the engine speed and read the
specific Service voltage at the rpm specified in the model specific
Manual for specifiedService Manual.
values and testing Select the AC range on the multimeter (AC current
specifics. flows to the headlight).
I
RESISTOR INSPECTION
Refer to the model For models with a headlight resistor or a starting
specific Service enrichment valve, measure the resistance of the
Manual for the resistor and compare it to the standard.
standard.
TOOL:
Multimeter'
Test probe
'
RESISTOR
'
I
23-28
AC REGULATOR TYPE
NOTE:
• This section explains the inspection procedures for
models which have an independent lighting coil
powering the headlight system.
• For models with combined lighting and charging coil ,
refer to the regulator/rectifier inspection section .
• Use the specified multimeter. The measured
headlight-regulated voltage may vary depending on
the multimeter used because of the characteristics
of the output waveform .
For models not equipped with a tachometer, connect an
engine tachometer.
,
Remove the headlight by following the procedure in the
model specific Service Manual, and switch the headlight
to Hi-beam.
With the headlight wires connected, start the engine
HEADLIGHT WIRES
and measure the headlight lighting voltage between the
blue(+) and green(-) wire terminals.
TOOL:
Multimeter
Test probe
I• Refer to the model Increase the engine speed gradually and read the
specific Service voltage at the specified engine rpm .
I Manual for the

specific engine rpm .
Select the AC range on your multimeter (AC current
flows to the headlight).
!
!
• If the headlight lighting voltage is abnormally high,
check the alternator connector and the alternator
unit.
• If there is no headlight lighting voltage , check:
'~
- For loose or poor contact at a connection in the
lighting circuit.
- For continuity at the dimmer switch.
- The AC regulator.
f - The alternator lighting coil.
( AC REGULATOR INSPECTION
I' NOTE:
• The resistance readings will not be accurate if the
' Refer to the model

specific Service
Manual for the
probes our touched by fingers.
• An old, weak multimeter battery could cause
inaccurate readings. Check the battery if the
specific engine rpm . multimeter registers incorrectly.
After checking that all connections are correct and
secure, inspect the alternator unit by measuring the AC REGULATOR
resistance between the terminals. (Refer to the Model
Specific manual for service data .)
TOOL:
Multimeter
Test probe
If the resistance between the terminals is out of
standard value, replace the regulator with a new one.
t 23-29
t•
ALTERNATOR
CHARGING (CHARGING/LIGHTING)
COIL INSPECTION
NOTE:
• It is not necessary to remove the alternator from the
engine to complete this inspection.
Disconnect the alternator connector and using a
multimeter/ohmmeter, check continuity between the (1) (2)
wires.
TOOL:
Multimeter
Test probe
1. For single phase coils on which the end is grounded,

measure the resistance between the output wire and I
ground. (If the measured value is not correct, check
for continuity between the stator ground wire and Q
ground, and between the alternator cover ground
wire and ground.)
2. For coils with two output wires, measure resistance
between the wires. Check that there is no continuity
between engine ground and the output wires.
3. For single phase, combined charging/lighting coils,
measure the resistance at the charging output wire (3) (4)
and at the lighting output wire.
4. For three phase coils, measure resistance between D D
each output wire , and check that there is no
continuity between each output wire and ground.
5. For the three phase coils used on after 2005 J

GL 1800 motorcycles, measure resistance between (S)
each of the three "A" wires and between each
I
combination of "A" and the "8" wire (see the model
specific Service Manual for wire identification).
If the stator's tested resistance shows infinite (co),
replace the stator.
,
Refer to the model If measurements differ only slightly from the specified ,
J
specific Service value, the stator may not need to be replaced . Check
Manual for the other areas and decide if replacement is required.
specified value.
'.
1
.•
1
I
j
23-30
'
STATOR REMOVAL
NOTE:
• The following procedure is generic for the most
common type of stator. See the model specific
Service Manual for exact instructions.
Remove alternator cover.
Hold the flywheel rotor with a universal or rotor holder
UNIVERSAL HOLDER
and remove the rotor bolt.
TOOLS:
Universal holder
Rotor holder
I NOTICE
Choose the correct holder. Using the wrong tool may
damage components. Refer to the model specific
I Service Manual for the correct holder.
ROTOR HOLDER
Insert the flywheel puller into the rotor and remove the
rotor. ATTACHMENT
TOOLS:
Flywheel puller
Rotor puller
To remove the rotor, screw in the puller attachment,
,
hold it securely with a wrench , and then screw in the
.. puller shaft.
I NOTICE I
• Hitting forcefully with a hammer on the puller shaft
may damage the rotor.
• Always use a holder and a puller to remove the FLYWHEEL PULLER
rotor. Do not try to remove the rotor by hammering 1---- - - - - - - -- - - - --------j
directly on it. The crankshaft or other components ROTOR PULLER
could be damaged.
I
i
t
SHAFT
I
23-31
Remove the woodruff key and check it and the
crankshaft for damage. Replace any damaged parts. WOODRUFF KEY
\ ~
CRANKSHAFT
STATOR REMOVAL
Disconnect the alternator connector.
STATOR BOLTS
Remove the bolts (or screws) securing the alternator
wire to the cover or engine.
Remove the stator.
Stator bolts are often secured with a locking agent. Use
an impact driver to remove the bolts.
STATOR
STATOR INSTALLATION
Install the stator in the crankcase cover.
STATOR C'u J
Refer to the model Apply a locking agent to the bolt (or screw) threads and
°a
GROMMETS
BOLTS I
specific Service tighten them to the specified torque.

Manual for the If the stator bolts/screws work loose, they may come
specified torque. into contact with the rotor and cause damage.
Route the stator wire correctly on the crankcase cover.
NOTE:
• Route the stator wire so that it will not come into
contact with the rotor.
• If there is a wire clamp or clip, secure the wire with it.
• Apply sealant to the grommet groove to prevent oil STATOR I
or water leakage.
23-32
ROTOR INSTALLATION
Clean the tapered portion of the crankshaft.
WOODRUFF KEY
NOTE:
\
• If the rotor is installed over dust or dirt on the taper,
the taper will not make secure contact with the rotor
and there will be excessive force on the woodruff
key.
Insert the woodruff key into the key groove in the
crankshaft.
, Set the rotor groove over the woodruff key and install
the rotor on the crankshaft.
Install the rotor bolt (or nut) and turn it finger tight.
CRANKSHAFT
HOLDER (use the same holder

used to remove rotor bolt)
NOTE:
• Before installing the rotor, check that no nuts or bolts
are magnetically attached to the rotor.
- Installing the rotor with anything attached to it
could damage the stator coil.
Refer to the model Hold the flywheel rotor with a holder and tighten the bolt
specific Service (nut) to the specified torque .
Manual for the
specified torque.
NOTE :
,, • Before bolting on the crankcase cover, check that

the wires are not pinched.
Install the crankcase cover onto the engine.
NOTE:
Wire should not be pinched.
• Some models use a crankcase (white metallic)

ground bolt to ensure continuity between the engine
and crankcase cover. (All other crankcase bolts are
'
black.) The white bolt must be grounded properly to
allow the electrical system to operate normally.
For reassembly, install the white metallic bolt in the
case hole with the unpainted seating surface.
WHITE METALLIC BOLT
1,
23-33
MEMO
24. IGNITION SYSTEMS
SYSTEM DESCRIPTIONS ····················· .. ···24-2 SERVICE INFORMATION ......................... 24-20

; CONTACT BREAKER SYSTEMS···············24-2 TROUBLESHOOTING .............................. 24-21
COi SYSTEM ............................................... 24-8 SPARK TEST ............................................ 24-24
DIRECT CURRENT (DC) CDI ................... 24-12 POINTS INSPECTION ............................... 24-25
TRANSISTORIZED IGNITION SYSTEM···24-14 SPARK ADVANCE MECHANISM

INSPECTION ............................................. 24-26
DIGITALLY CONTROLLED
TRANSISTORIZED IGNITION SYSTEM···24-16 IGNITION TIMING ..................................... 24-26
SPARK PLUG, ........................................... 24-17 IGNITION SYSTEMS INSPECTION
' IGNITION/STARTER SAFETY

OVERRIDES·· ........ ···· ................... ···· ......... 24-18
(PEAK VOLTAGE MEASUREMENT
METHOD) .................................................. 24-28
, IGNITION COIL ......................................... 24-31
Ill
•
24-1
IGNITION SYSTEMS
SYSTEM DESCRIPTIONS
Since the mid-1990s new powersports vehicles have used electronically controlled ignition systems. These ignition systems can be
divided into COi or transistorized types, depending on how they operate. Although their function is the same, the way they operate
is different. In order to service these systems, it is important to understand their basic operation. Since both control their ignition-
system components electronically, there is no mechanical wear, and periodic maintenance and adjustment are unnecessary.
Prior to the use of electronically controlled ignition systems, a mechanical contact breaker was used. Depending upon application,
this type of ignition control system was either driven from the camshaft or crankshaft and used power from a battery or directly from
an alternator. These mechanical systems required periodic maintenance and adjustment and were phased out from Honda
powersports vehicles beginning in the early 1980s until the mid-1990s.
CONTACT BREAKER SYSTEMS

OPERATING PRINCIPLES
Mechanical contact breaker ignition systems are comprised of two circuits, a low tension/voltage primary circuit and a high tension/
voltage secondary circuit. The primary circuit includes a power source, contact breaker, condenser, and the low tension input side
,I
of the ignition coil. The secondary circuit includes the high tension output side of the ignition coil , the HT (High Tension) lead, and
spark plug(s).
ET (ENERGY TRANSFER) SYSTEM:
SECONDARY CIRCUIT PRIMARY CIRCUIT

(HIGH TENSIONNOL TAGE): (LOW TENSIONNOL TAGE):
LOW TENSION AL TERNATOR (POWER SOURCE)

On DC systems the power would come from the battery.
HIGH TENSION I
(HT) LEAD
SPARK PLUG
BREAKER POINTS
COIL SECONDARY WINDING COIL PRIMARY WINDING CONTACT BREAKER
I
I
24-2
IGNITION SYSTEMS
PRIMARY CIRCUIT (LOW VOLTAGE)
On vehicles with a battery, the power source is the battery, which systems are called the DC (Direct Current) type. DC type systems
utilize an expanding-field coil. On vehicles without a battery, the power comes from a low tension coil alternator (sometimes called
an AC generator, source coil, or energy transfer magneto), which are known as the ET (Energy Transfer) type. ET type systems
use a collapsing-field coil.
Contact breakers have contacts (points) where one point is stationary and the other mounted to an arm that follows a cam on a
rotating shaft. The shaft may be the camshaft, crankshaft, or a driven secondary shaft. The condenser in this system absorbs and
retains surges of electricity. It is installed between the points and the ignition coil to prevent arcing of electricity at the points.
SINGLE POINTS: DUAL POINTS:
FOLLOWER ARM CAM BREAKER' POINTS
SECONDARY CIRCUIT (HIGH VOLTAGE)

The ignition coil actually straddles the primary and secondary circuits as the primary winding is a part of the low-voltage primary
circuit and the secondary winding is a part of the high-voltage secondary circuit. The coil greatly increases the input voltage from
the primary circuit to the level sufficient to cause a spark at the spark plug. For more information about the ignition coil, see page
24-4.
The HT (High Tension) lead is heavily insulated and transfers the high voltage created by the coil to the spark plug. The spark plug
has two electrodes between which the electricity arcs, causing the spark to ignite the air/fuel mixture in the combustion chamber.
For more information about the spark plug, see page 24-17.
(
24-3
IGNITION SYSTEMS
IGNITION COIL
The ignition coil increases the input voltage from a low 6-12 volts (depending upon system) to the several thousands of volts level
necessary to create a spark at the spark plug . It accomplishes this through induction (see page 22-11 ). The coil is comprised of a
laminated soft iron core around which two copper wire windings are wound . The primary winding has several hundred winding turns
and is connected to the primary power source and ignition controller. The seconding coil winding has several thousand turns and is
connected to the HT lead. The HT lead is heavily insulated and transfers the high voltage created by the coil to the spark plug.
PRIMARY WINDING
TO SPARK PLUG \ __ SECONDARY WINDING
FROM POWER SOURCE/

IGNITION CONTROLLER
0 0
IGNITION COIL WITH BUilT-IN IGNITER

On the GL 1800, each coil (three coils serving two cylinders each) has a built-in igniter that boosts the ignition signal (5V) from the
ECM to generate the primary side voltage.
DIRECT IGNITION COIL
Rather than having a remote coil or coils that serve pairs of cylinders on twins or multiple-cylinder engines, a direct ignition coil is
integrated into each spark plug cap and are equipped with igniters. The ignition coil signal voltage from the ECM is converted to
high voltage inside the ignition coils. The use of direct ignition coils allows for less weight, fewer parts for the ignition system, and
improved serviceability.
from MAIN RELAY
I
i SECONDARY COIL
L.._ .. _ ··-··-··- . - - - _j
SPARK
PLUG
PRIMARY COIL
...
24-4
IGNITION SYSTEMS
OPERATION
ET TYPE
When the ignition switch is on and the breaker points are closed, low voltage current from the power source flows through the
closed points, which is the path of least resistance, creating a circuit to ground. The time period during which the contact breaker
points are closed is known as dwell. When the breaker points open, the electrical current flows through the primary winding, which
causes a rapidly expanding magnetic field (expanding flux field) that is concentrated by the laminated core. The expanding flux
induces high voltage in both coils. Due to the ratio of secondary to primary windings, the voltage created in the secondary winding
is greatly multiplied. This very high voltage, in the thousands of volts, is directed through the HT wire(s) to the spark plug(s). The
high voltage arcs across the electrodes of the spark plug, causing a spark that ignites the air/fuel mixture in the combustion
chamber.
POINTS CLOSED (Energy source power shorted to ground through points):
ENERGY SOURCE (LOW TENSION COIL AL TERNATOR)
SPARK PLUG ALTERNATOR
PRIMARY CIRCUIT (LOW TENSIONNOLTAGE): ......._
SECONDARY CIRCUIT (HIGH TENSIONNOLTAGE): ........_
POINTS OPEN (Energy source power energizes coil through coil primary winding, expanding flux field induces spark voltage in
secondary winding):
II
I 24-5
IGNITION SYSTEMS
DC TYPE
When the ignition switch is on and the breaker points are closed, current from the power source (battery) flows through the coil
primary winding before completing a circuit through the closed points to ground. The current flowing through the coil primary
windings creates a magnetic field in the coil that is concentrated by the laminated core. When the breaker points open, the circuit is
open and the electrical current flowing through the primary winding stops, which causes the magnetic field to rapidly collapse
(collapsing flux field). The collapse of the magnetic field induces high voltage in both coils. As with the ET type, the Voltage is
greatly multiplied, which travels through the HT lead and arcs across the electrodes of the a spark at the spark plug, igniting the
mixture.
POINTS CLOSED (Energy source power completes circuit through coil primary winding through points to ground):
ENERGY SOURCE (BATTERY)
CONDENSER
SPARK PLUG
/.
PRIMARY CIRCUIT (LOW TENSIONNOLTAGE): ........._
SECONDARY CIRCUIT (HIGH TENSIONNOLTAGE): ........._
POINTS OPEN (Energy source power current cut to the coil primary winding, collapsing flux field induces spark voltage in the coil
secondary winding):
24-6
IGNITION SYSTEMS
SPARK ADVANCE MECHANISM
To ensure efficient combustion of the air/fuel mixture when the engine is running at higher speeds, the mixture needs to be ignited
earlier. To accomplish this on breaker points systems, a spark advance mechanism is used. The mechanism consists of spring-
loaded, weighted arms that pivot when subjected to the centrifugal force created by high engine speeds. One end of each arm
connects with the cam plate and causes the plate and cam to rotate when the arms pivot.
During idle and lower engine speeds, the springs keep the weighted arms in. As engine speeds increase, centrifugal force causes
the weighted arms to overcome the spring tension and pivot outward. When this happens, the toe-ends of the arms cause the cam
plate to rotate forward and the cam opens the points earlier and advances the timing of the spark relative to crankshaft position.
IDLE/LOW ENGINE SPEED: HIGH ENGINE SPEED:

Springs keep arms in and timing is normal. Centrifugal force makes arms move outward , causing
the cam plate to turn and advance the timing.
TENSION SPRING DEGREE OF
ARM TOE-END
SINGLE AND MULTIPLE CYLINDER SYSTEMS

Single cylinder engines only need one set of points. Honda parallel twins also only need one set of points. On twins the points
trigger one coil that sends high voltage electricity through two HT leads, one to each cylinder's spark plug. Whether the parallel
,• engine has a 360° or 180° crankpin, the system creates a spark at both plugs simultaneously. One spark ignites the air/fuel mixture
in the cylinder at just before TDC (Top Dead Center) of its compression stroke, the spark in the other cylinder is wasted. Using the
same principle, inline four-cylinder engines use two sets of points. As with the twins, each set of points serves two cylinders with
one coil and triggers a spark at both connected spark plugs, one igniting the mixture in one cylinder, the other wasted .
SINGLE CYLINDER, SINGLE POINTS ET SYSTEM: FOUR CYLINDER, DUAL POINTS DC SYSTEM:
IGNITION SWITCH POINTS

COIL/CONDENSER
------,
l\
1
SPARK I L BATTERY
PLUG L __
(
LOW TENSION COIL ALTERNATOR
l CONDENSER
24-7
IGNITION SYSTEMS
CDI SYSTEM
The term COi is an abbreviation for Capacitive Discharge Ignition. The COi produces quick and stable secondary voltage and is
resistant to spark plug fouling . It is also designed to increase its secondary voltage as rpm increases.
As the alternator rotor turns, current is induced in the alternator (exciter coil) . This current (AC) is fed to the ignition control module
with a voltage of 100 - 400 volts. This AC current is half-wave rectified by a diode and is stored in the capacitor inside the ignition
control module.
IGNITION/ENGINE STOP SWITCH
~ rr-- - --+--tl~~- /--4..._--l I--+------,
SPARK PLUG
EXCITER COIL
IGNITION CONTROL MODULE THYRISTOR (OFF)
When the engine is turned off, the current induced by the exciter coil is shorted to ground , therefore cutting off current to the
capacitor and preventing a spark.
The capacitor cannot discharge until the SCR (Silicone Controlled Rectifier) is turned ON. The SCR is turned ON as the ignition
pulse generator sends pulses to the trigger circuit which, in turn, feeds current to the gate of SCR.
IGNITION PULSE GENER....A_:r_o_R_ _ _T_R-/IG'--G-E_R?(CAPACITOR
GATE SIGNAL
\
PRIMARY COIL CURRENT IGNITION COIL
'
24-8
IGNITION SYSTEMS
When the SCR is turned ON, the capacitor discharges current to the coil primary winding where a quickly rising magneti flux field is
generated. A high voltage surge induced in the coil secondary winding jumps the spark plug gap. This circuitry is also controlled by
one additional circuit on models equipped with a side stand ignition cut-off system.
SPARK PLUG WIRE
f
r SPARK PLUG
- - - -
u -
PRINCIPLES OF IGNITION TIMING ADVANCE

Another function of the electronically controlled ignition system is that the ignition timing advance or retard is controlled
electronically. This system requires no mechanical advance and has no mechanical wear. The overall design eliminates periodic
adjustments and maintenance.
This section explains the operating principles of the ignition timing advance. The ignition timing retard system operates under the
same principles.
The trigger circuit consists of a wave A and wave B generating circuit which converts the output from the ignition pulse generator to
wave forms A and B, and an ignition timing determination circuit.
IGNITION CONTROL MODULE DIODE CAPACITOR
,---~
\ - - -~- l-1
WAVE A rr=-----1 'I
~ - - - -- GENERATING I AAND B I I
CIRCUIT VOLTAGE I I
I I
COMPARITOR I I
'---"1
I : I I
I I
WAVE S _J I I I
GENERATING _ _ I
@
~/ ~;CUIT ---------- f -----l--+----'
IGNITION
PULSE / IGNITION TIMING
GENERATOR GATE CIRCUIT DETERMINATION CIRCUIT
;
24-9
IGNITION SYSTEMS
The ignition pulse generator produces positive and negative voltage pulses
when the rotor reluctor crosses the generator.
(-)
OUTPUT PULSE OF IGNITION

PULSE GENERATOR
The output from the ignition pulse generator is converted into basic waves A
PULSE GENERATOR OUTPUT
and B. Basic wave A is unaffected by engine speed and remains constant.
Basic wave B changes its gradient as the engine speed increases as shown
in the graph at right.
The ignition timing determination circuit sends current to the gate of the
SCR when a negative voltage pulse from the ignition pulse generator is sent
to the determination circuit, or when wave A becomes greater than wave B.
The current to the gate of the SCR turns it on and induces a spark.
Since wave A remains constant and wave B changes its wave form as the WAVE
engine speed increases, wave B becomes smaller than wave A. As the
engine speed increases, the timing at which wave A becomes greater than
l:.ORM A
wave B advances. When the engine speed increases above N4, ignition
timing no longer advances because basic wave A is not inclined. 1iAVE
At N1, wave Bis larger than wave A and so ignition timing is determined by LtORM B
the negative voltage pulse from the ignition pulse generator.
IGNITION T MING
DETERMINATION
CIRCUIT OUTPUT
L~
CRANKSHAFT
ANGLE
35° 10°
(BTDC) (BTDC)
24-10
IGNITION SYSTEMS
CDI SYSTEM ITEGRATED WITH SIDESTAND
COi Systems integrated with a side stand switch and a neutral switch operate similar to other COi systems except that the ICM
{Ignition Control Module) also controls the circumstances that allow ignition through an interface and transistor. The interface
determines whether to turn the transistor on or off. The transistor determines how the ignition control circuit works by turning the
SCR (thyristor) on or off.
The interface receives information through the external detection circuit consisting of the sidestand and neutral switches. A diode in
this circuit prevents current from flowing in the reverse direction. This circuit must have a ground path for ignition to be possible.
Ignition is not possible if both of the following conditions occur:
1. Sidestand is lowered
2. Transmission is in gear (Scooters do not have neutral switch or clutch circuits, so condition 2 does not apply)
r
t IGNITION CONTROL MODULE
NEUTRAL INDICATOR SIDESTAND INDICATOR
, ~ "~,- ~~--/--
'
i
SPARKPLUG
1
' _I_
STARTER
RELAY SWITCH
r
STARTER
MOTOR
IGNITION PULSE TRANSISTOR FOR IGNITION/STARTING

GENERATOR IGNITION CONTROL SIDESTAND SWITCH SIDE CONTACT
Under conditions 1 and 2, the interface in the ignition control module is activated and sends the base signal to the transistor and the
transistor is turned on. When the transistor is turned on, it conducts the gate signal from the trigger to ground . Therefore, the SCR
(thyristor) cannot be turned on and ignition is not possible.
When the sidestand is retracted and the transmission is in neutral , the transistor is turned off as the interface is deactivated.
Therefore, the gate signal from the trigger can be applied to the SCR and ignition is possible.
IGNITION IS NOT POSSIBLE: IGNITION IS POSSIBLE:
TO IGNITION COIL INTERFACE
-~...-1H~
........+--+--1f-ri~~UHTCH
~ SIDESTAND
--.
GATE
1\1~: ~: L
SIGNAL
BASE
--. --.
SIGNAL
SWITCH
TRANSISTOR
(Turned off)
I
f
24-11
IGNITION SYSTEMS
DIRECT CURRENT (DC) CDI
The DC-COi ignition system is one that uses the battery is the voltage source. The DC-COi ignition control module includes a DC-
DC converter which amplifies the battery voltage to about 220V, which is then stored in the capacitor. Except for the DC-DC
converter, the DC-COi ignition control module is identical to an AC exciter coil powered COi unit. Compared to conventional exciter
coil powered COi, the DC-COi provides greater spark energy at low rpm since the power source is stable battery energy. This type
of ignition system was introduced in the early 1990s, primarily on ATV models.
IGNITION CONTROL MODULE ~ THYRISTOR CAPACITOR
r -
-~
DC-DC I
CONVERTER
SPARK PLUG
BATTERY
l L------------.J
IGNITION PULSE
GENERATOR IGNITION COIL
DC-CDI SYSTEMS INTEGRATED WITH SIDESTAND SWITCH AND/OR NEUTRAL SWITCH

DC-COi Systems integrated with a sidestand switch and a neutral switch operate similar to other DC-COi systems except that the
ICM also controls the circumstances that allow ignition through a resistor and a transistor. The external detection circuit is similar to
the system described on page 24-11 but the method of ignition control is different.
The resistor determines whether the transistor is turned off or turned on . The transistor determines how the ICM works by activating
or deactivating the DC-DC converter. If the transistor is turned off, the DC-DC converter is activated to make ignition possible. The
resistor receives information through the external detection circuit consisting of the sidestand and neutral switches. A diode in this
circuit must have a ground path to make ignition possible. Ignition is not possible if both of the following conditions occur:
1. Sidestand is lowered
IGNITION CONTROL MODULE
IGNITION COIL NEUTRAL INDICATOR SIDESTAND INDICATOR IGNITION SWITCH
SPARKPLUG
1 MAIN FUSE
STARTER
l
RELAY SWITCH
-------~:~~
R2
SWITCH
1
IGNITION/STARTING
SIDESTAND SWITCH SIDE CONTACT
24-12
IGNITION SYSTEMS
Under conditions 1 and 2, the signal from the DC-DC converter is applied to the transistor through the resistor, turning the transistor
on. When the transistor is turned on , the signal from the DC-DC converter is deactivated . This means that no electrical current from
the DC-DC converter is applied to the capacitor, and ignition is not possible .
When the sidestand is retracted and the transmission is in neutral, the signal from the DC-DC converter is grounded through the
sidestand and the neutral switches. The signal is not applied to the transistor, and therefore the transistor is turned off. When the
transistor is turned off, the signal from the DC-DC converter is activated and, therefore, applied to the capacitor to make ignition
possible.
TO IGNITION TO IGNITION DC-DC CONVERTER

COIL SWITCH
1\----1 - - - - , ,---------- I 1\----1
TO CLUTCH
SWITCH
1
I
~
l . ! 0
TRANSISTOR SIDESTAND TRANSISTOR NEUTRAL

(Turned on) SWITCH (Turned off) SWITCH
24-13
IGNITION SYSTEMS
TRANSISTORIZED IGNITION SYSTEM
The transistorized ignition system or Transistor Pointless Ignition (TPI) was introduced in the early 1980s. It also utilizes the battery,
but its ignition operation works differently. Since the duration of time the spark plug fires is longer than that of a COi system, the
transistorized ignition system is well suited for large displacement engines.
IGNITION
PULSE
GENERATOR
i
7
\ IGNITION
TIMING
CONTROL
ENGINE
SWITCH SWITCH
CIRCUIT
-=- BATTERY
/~
I
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IGNITION
CONTROL
MODULE TRANSISTOR
1
The battery supplies current to the ignition coil primary winding via the ignition switch and the engine stop switch . When the
transistor in the ignition control module is switched on, current flows through the primary winding of the coil. This current is turned
off when the transistor inside the ignition control module is turned off.
When the engine is turned on, the pulse signal from the ignition pulse generator is sent to the ignition timing control circuit. The
ignition timing control circuit determines the ignition timing based on the pulse signal , and sends current to the transistor.
After current flows through the primary winding , the transistor is turned off. At that moment, an induced voltage in the secondary
winding ignites the spark plug .
PRIMARY
l_
WINDING
CURRENT
PULSE SIGNAL
BASE CURRENT
.J
1 1 I
As the engine speed increases, the duration of current flowing through the coil primary winding becomes shorter and eventually the
secondary winding voltage is not high enough . The ignition timing control circuit also controls the duration of current flow through
the coil primary winding to ensure the correct plug-firing voltage from the secondary winding .
I DURATION
BASE CURRENT TO TRANSISTOR ~ ----
COIL PRIMARY WINDING VOLTAGE
COIL SECONDARY WINDING VOLTAGE
24-14
IGNITION SYSTEMS
TRANSISTORIZED IGNITION SYSTEM INTEGRATED WITH SIDESTAND SWITCH AND
NEUTRAL SWITCH
Transistorized ignition systems integrated with a sidestand switch and neutral switch operate similar to other TPI systems except
that the TPI unit also controls the circumstances that allow ignition through a resistor and a transistor. The ignition control circuit in
the ignition control module is deactivated in the same way as the DC-CDI ignition system (page 24-12).
1. Side stand is lowered
Under condition 1 and 2 the signal from the ignition control module power supply line is applied to the transistor through the resistor
to turn the transistor on . When the transistor is turned on , the signal from the ignition control module power supply line is
deactivated. This means that no electrical current from the ignition control module power supply line is applied to TR2 (power
transistor) and ignition is not possible.

TO IGNITION
SWITCH TPI SPARK UNIT
,-------.-----------1\ , ___ __ ___ - / __ I
: L. : I l_. I
I I
I I
TRANSISTOR SIDESTAND TRANSISTOR

(Turned on) SWITCH (Turned off)
'
24-15
IGNITION SYSTEMS
DIGITALLY CONTROLLED TRANSISTORIZED IGNITION SYSTEM
This system digitally controls the ignition timing using a microcomputer inside the control module. Note that depending upon
application and when the model and model specific Service Manual were produced, the control module may be called the: ICM
(Ignition Control Module), ECM (Engine Control Module), or PCM (Power Control Module). Depending upon application, the module
will also control the PGM-FI and such systems as the Dual-clutch Transmission (OCT) and Honda Electronic Steering Damper
(HESD). For the purposes of this text the item will be referred to as the ECM, which is the currently used term. The ECM calculates
the ideal ignition timing at all engine speeds. The microcomputer also has a fail-safe mechanism that cuts off power to the ignition
coil(s) if the ignition timing becomes abnormal.
The system consists of an ignition pulse generator rotor, one or two ignition pulse generators, the ECM, ignition coil(s), and spark
plug(s).
• The ignition pulse generator rotor has projections called reluctors that rotate past the ignition pulse generator(s), producing
electronic pulses that are sent to the ECM. The engine rpm and crankshaft position of each cylinder are detected by the relative
positions of the projections of the ignition pulse generator rotor(s ).
• The ECM is non-serviceable and consists of a power distributor, a signal receiver, a microcomputer and a transistor.
- The power distributor distributes battery voltage to the ECM when the key is turned on.
- The signal receiver receives the electronic pulse from the ignition pulse generator(s) and then converts the pulse signals to a
digital signal. The digital signal is sent to the microcomputer which has a memory and an arithmetic unit.
- The microcomputer memory stores the desired characteristics of the timing for each rpm and crankshaft position. The I
arithmetic unit relays the rpm and crankshaft position to microcomputer memory. The memory then determines when to turn
the transistor on and off to achieve the correct spark plug firing time.
- When the transistor is turned on, the primary windings of the ignition coils are saturated. Memory then turns the transistor off
when it is time to fire the spark plug.
The system illustration below features a simplified single ignition pulse generator rotor system. This type is used on many models
produced from early 1989 onward. Dual ignition pulse generator systems are very similar in design and are found on most engines
produced before this time.
ENGINE
SIGNAL POWER DISTRIBUTOR STOP IGNITION
IGNITION PULSE RECEIVER SWITCH SWITCH
GENERATOR ROTOR
BATTERY-=-
IGNITION
I
1: COIL
IGNITION PULSE I MEMORY
1
..
!SPARK PLUG
GENERATO/'. _ - - - - - - - - - - - - - : : - ~
ECM MICRO-COMPUTER
ARITHMETIC UNIT TRANSISTOR
BATTERY-LESS DIGITALLY CONTROLLED TRANSISTORIZED IGNITION SYSTEM

Introduced on the 2009 CRF450R motocross bike, the battery-less digitally controlled transistorized ignition system is a part of the
PGM-FI system. This system allows PGM-FI to be used on a kick-start motorcycle without a battery. The ignition system works in
the same way as that described above but the power to drive the system comes directly from an alternator via a condenser.
The components of the system function as described below. Not all the components listed relate to system ignition function:
• Alternator: generates the A.C. power during kickstarting .
• Regulator/rectifier: supplies D.C. power to the ECM, condenser and related components.
• Condenser: provides stable power to the components stably and suppresses injection dispersion at idle.
• ECM: controls the proper fuel injection and ignition parameters by calculating the data from the sensors linked to the ECM.
• IAT sensor: detects changes in the intake air temperature and sends the information to the ECM as variations in voltage.
• MAP sensor: detects changes in the intake manifold air pressure and sends the information to the ECM as variations in voltage. I
• TP sensor: detects the opening angle of the throttle and sends the information to the ECM as variations in voltage.
• ECT sensor: detects changes in the coolant temperature with a thermistor and sends the information to the ECM as variations
in voltage.
• CKP sensors: send crank angle information to the ECM for accurate ignition and injection operation. Two CKP sensors are
used for highly accurate detecting of the crank angle and which allow the PGM-FI system to correctly coordinate ignition timing
and fuel injection
24-16
IGNITION SYSTEMS
SPARK PLUG
The high voltage generated at the ignition coil travels through the insulated
core of the spark plug and arcs between the plug's center and side
electrodes. The arc's spark ignites the air/fuel mixture in the combustion
chamber.
Although spark plugs look quite similar, there are various types, sizes, and
heat ranges . It is important to use the correct spark plug for the application .
NOTE :
• Use spark plugs of the proper type, size, and heat range appropriate for
the engine, or the engine will not perform to its full potential and damage
r to the engine may occur.
SPARK PLUG HEAT RANGE

As the spark plug is constantly exposed to the engine combustion, heat HEAT
must be dissipated in order to keep the spark plug at a certain temperature DISSIPATION
at which carbon deposits are burned off. The capacity to dissipate heat is
called "heating value" or heat range .
It is important to install spark plugs of the proper heating value because the
combustion temperature varies according to the engine type and usage
conditions.
• Hot type : Heat is dissipated slowly
• Cold type: Heat is dissipated quickly
The heating value is indicated by a number on the spark plug . As different
plug manufacturers use different numbering conventions, see the
manufacturer for specifics.
HOT TYPE .....-------ii-~ COLD TYPE
If an improper cold type spark plug is installed , the spark does ndt jump
HEAT RANGE OF HOT TYPE AND COLD TYPE
across the electrodes as easily and the electrodes may become
contaminated with oil/gasoline. If an improper hot type is installed, it causes Pre-ignition zone
,
f
11
overheating or pre-ignition, and may result in melted electrodes
hole in the piston .
and/or a
For information about plug servicing and iridium center electrode plugs, see
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page 2-12. ~Cl) : Self-
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Fouling: : Cold type heat range :
(j)
Riding speed
24-17
IGNITION SYSTEMS
IGNITION/STARTER SAFETY OVERRIDES
To allow for the safe starting of a powersports vehicle, various safety override switches are incorporated into the ignition or starter
circuits. The override switches include versions incorporated into the clutch lever, brake lever, and sidestand. On units with a
manually or electrically operated transmission , the neutral switch or gear position sensor provides the primary input that determines
when the override switches prevent the engine from starting or turning it off if already running . On motorcycles with a sidestand
indicator light, the sidestand cut-off switch also triggers the light to illuminate when the stand is down. On scooters, the brake lever
cut-off switch is also used to operate the brake light, on ATV models there are separate switches for the light and cut-off switch .
CLUTCH LEVER AND SIDESTAND IGNITION CUT-OFF SWITCHES

The sidestand ignition cut-off switch is included to ensure the motorcycle cannot move under engine power when the sidestand is
deployed (down). When the sidestand is down , the engine will not start if the transmission is in gear. If the engine is running and the
transmission is in gear, the engine will stop if the sidestand is deployed . The clutch lever ignition cut-off switch ensures the engine
will not start in gear unless the clutch lever is pulled in.
Side stand position Transmission Clutch lever Ignition (spark) Starter Motor Turns
Lowered In Yes Yes
Neutral
r
Out Yes Yes
In No No
In Gear
Out No No
Retracted In Yes Yes

Neutral
Out Yes Yes
~
I In Gear
In Yes Yes
Out Yes No
SIDESTAND SWITCH OPERATION

The sidestand switch is located on the sidestand pivot bolt and detects the sidestand position electrically. The switch has a fixed
contact set to the frame . The switches rotary contact rotates inside the switch housing following the movements of the side stand.
TOINDICATOR~ l
TO IGNITION/STARTING
/TOGROUND
ROTARY CONTACT
-1 SIDESTAND POSITION
Lowered Position Retracted Position
Contact of indicator side: ON (Closed) __. OFF (Open)
Contact of ignition/starting side: OFF (Open) --. ON (Closed)
SIDESTAND LIGHT OPERATION

When the side stand is lowered, the indicator contact of the sidestand switch is connected to ground and battery current flows
through the circuit to illuminate the sidestand indicator. When the side stand is retracted, the indicator contact of the side stand
switch is open and therefore current from the battery cannot flow and the indicator light goes off.
24-18
IGNITION SYSTEMS
BRAKE LEVER CUT-OFF AND INHIBITOR SWITCHES
On scooters the brake light switches on both the front and rear brake levers serve also as starter cut-off switches. As both switches
are wired together, one or the other brake levers must be pulled in for the engine to start with the starter button. On those models
with a kick starter, the levers need not be pulled in. On ATVs, the inhibitor switch is located on the front brake lever but is a separate
switch from the one for the brake light. The inhibitor switch is a part of the starter circuit and prevents starting unless the front brake
lever is pulled in. It also sends a signal to the ECM/PCM and inhibits ignition spark depending upon throttle position .
OTHER SAFETY OVERRIDES

On vehicles with a OCT (Dual Clutch Transmission), the engine will not start unless the transmission is in neutral. This is
determined by the PCM from information received from the neutral switch. On some models a bank angle sensor prevents starting
if the vehicle is positioned beyond a certain lean angle. Also a Throttle Position (TP) sensor may be included that will not allow fuel
to flow if the throttle is opened fully, preventing starting.
SAFETY OVERRIDE COMPONENT FUNCTION

Component Function
When starter switch is:
Starter switch Pushed: ON (Continuity)
Released: OFF (No continuity)
When relay coil in the switch is:
Starter relay switch Energized: Starter motor turns
Not Energized: Motor stops
When clutch lever is:
Clutch switch In: ON (Continuity)
Out: OFF (No continuity)
Clutch switch diode Prevents current from flowing in reverse direction
When sidestand is:
Down: Contact point of ignition/starting side is open
Contact point of indicator side is closed
Sidestand switch
Sidestand switch illuminates
Up: Contact point of ignition/starting side is closed
Contact point of indicator side is open
Brake Lever Switch When the brake lever is:
In: ON (Continuity), brake light operates
Inhibitor Switch When the brake lever is:
In: ON (Continuity), engine speed limited under certain conditions
'
24-19
IGNITION SYSTEMS
SERVICE INFORMATION
GENERAL
NOTICE
• The PCM, ECM, or ICM may be damaged if dropped. Also, if the connector is disconnected when current is flowing, the
excessive voltage may damage the module. Always turn the ignition switch OFF before servicing.
• Use spark plugs with the correct heat range. Using spark plugs with an incorrect heat range can damage the engine. Refer to
page 2-12 for servicing spark plugs.
• Some electrical components may be damaged if terminals or connectors are connected or disconnected while the ignition switch
is turned to ON and current is present.
• When servicing the ignition system , always follow the steps in the troubleshooting tables.
• A faulty ignition system is often related to poor connections . Check those connections before proceeding.
• Make sure the battery is adequately charged. Using the starter motor with a weak battery results in a slower engine cranking
speed as well as no spark at the spark plugs.
• CDI , transistorized, and digital ignition systems use an electrically controlled ignition timing system. No adjustments can be
made to the ignition timing.
• For multi-cylinder engines, a rough diagnosis can be made by identifying the cylinder on which the spark timing is incorrect.
TOOLS
When conducting ignition system troubleshooting , maintenance, and repairs the special tools listed below may be required. See the
model specific Service Manual for the part numbers of the specifically required tools. For information on the Midronics battery
analyzer see page 28-2 and for the lgnitionMate peak voltage tester, see page 28-4. For a list of common hand tools, see page iv.
Midtronics Micro 404XL lgnitionMate peak voltage tester Digital multimeter

battery analyzer
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Test probe
24-20
IGNITION SYSTEMS
J TROUBLESHOOTING
r
I
• The information provided in the following troubleshooting charts are generic based on general-type ignition systems. The
inspection sequences and procedures may be different for a specific model. Refer to the model specific Service Manual for
detailed information .
• Before troubleshooting, check that no spark jumps at the spark plug using a known good spark plug (to ensure that the plug is
not the cause of the problem). Also, check for the correct spark plug gap, for a loose spark plug wire, and for leakage of the
ignition coil secondary current caused by moisture.
• If no spark jumps at one cylinder or one part of the ignition system on multi-cylinder engines, exchange the ignition coil with a
known good one and perform the spark test. If a good spark is created, the exchanged ignition coil is faulty.
J • For peak voltage inspection, first measure the primary coil voltage of the ignition coil. If the voltage is abnormal, check each item
r in numerical order in the "Probable Cause" column described on the Troubleshooting chart.
"
NO SPARK AT PLUGS (CDI, DC-CDI)
Condition Probable Cause (check in numerical order)
Ignition coil Low peak voltage . 1. Incorrect peak voltage tester connections . (System is normal if primary
primary voltage measured voltage is over the specifications with reverse connections.)
2. The multimeter impedance is too low.
3. Cranking speed is too slow.
- Battery is undercharged (or operating force of the kickstarter is weak).
4. The sample timing of the tester and measured pulse were not synchronized.
(System is normal if measured voltage is over the standard voltage at least
once .)
5. Poorly connected connectors or an open circuit in ignition system.
6. Faulty ignition system control circuit such as side as stand switch or reverse
switch circuit (for appropriate models only).
7. Faulty exciter coil. (Measure the peak voltage.)
8. Faulty ignition coil.
9. Faulty ignition control module (in case when above No. 1 - 8 are normal).
No peak voltage. 1. Incorrect peak voltage tester connections.
2. Battery is undercharged.
- Voltage drops largely when the engine is started (DC-COi only).
3. Short circuit in engine stop switch wire (except DC-COi).
4. Faulty ignition switch or engine stop switch.
5. Loose or poorly connected ignition control module connector(s).
6. No voltage at the power source wire of the ignition control module (DC-COi
only).
7. Open circuit or poor connection in ground cord of the ignition control module.
8. Faulty ignition system control circuit such as side stand switch or reverse switch
circuit (for appropriate models only) .
9. Faulty peak voltage tester.
10.Faulty exciter coil. (Measure peak voltage.)
11 .Faulty ignition pulse generator. (Measure peak voltage .)
12.Faulty ignition control module (in case when above No. 1 -11 are normal).
Peak voltage is normal, but 1. The multimeter impedance is too low.
no spark jumps at plug. 2. Faulty ignition coil.
f Exciter coil Low peak voltage . 1. The multimeter impedance is too low.
r - Battery is undercharged (or operating force of the kickstarter is weak).
I 3. The sample timing of the tester and measured pulse were not synchronized .
(System is normal if measured voltage is over the specifications at least once.)
4. Faulty exciter coil (in case when above No. 1 - 3 are normal).
I
r
Ignition pulse
generator
No peak voltage .
Low peak voltage .

1. Faulty peak voltage tester.
2. Faulty exciter coil.
1. The multimeter impedance is too low.
- Battery is undercharged (or operating force of the kickstarter is week).
3. The sample timing of the tester and measured pulse were not synchronized .
.' 4 . Faulty ignition pulse generator (in case when above No. 1 - 3 are normal).
No peak voltage. 1. Faulty peak voltage tester.
2. Faulty ignition pulse generator.
24-21
IGNITION SYSTEMS
NO SPARK AT PLUGS (TRANSISTORIZED IGNITION SYSTEM)
"Initial voltage" of the ignition primary coil is the voltage measured with the ignition switch ON and engine stop switch at
RUN (when the engine is not cranking with the starter motor).
CONDITION PROBABLE CAUSE (CHECK IN NUMERICAL ORDER)
Ignition coil No initial voltage 1. Faulty engine stop switch .
primary voltage with the ignition switch 2. Open circuit between the engine stop switch and ignition coil.
ON and engine stop 3. Loose or poor connection of the ignition coil circuit. (Other electrical open circuit in
switch at RUN. (Other primary coil. Check at the ignition control
electrical components are module connector.)
normal.) 4. Faulty ignition control module, in case when the initial voltage is
normal with the ignition control module connector(s) disconnected.
Initial voltage is 1. Incorrect peak voltage tester connections.
normal, but it drops 2. Battery is undercharged. (Voltage drops largely when the engine is started.)
by 2 - 4 volts while 3. No voltage at the power source wire of the ignition control module, or loose or poorly
cranking the engine. connected ignition control module connector(s).
4. Poor connection or open circuit in ground wire of the ignition control module.
5. Loose or poor connections, or open circuit between the ignition coil and
ignition control module.
6. Short circuit in ignition primary coil (except in case the coils are exchanged and
checked on multi-cylinder engine).
7. Faulty ignition system control circuit such as side stand switch or reverse switch
circuit (for appropriate models only).
8. Faulty ignition pulse generator. (Measure peak voltage.)
9. Faulty ignition control module (in case when above No. 1 - 8 are normal).
Initial voltage is 1. Incorrect peak voltage tester connections.
normal, but no peak 2. Faulty peak voltage tester.
voltage exists while 3. Faulty ignition control module (in case when above No. 1 and 2 are normal).
cranking the engine.
Initial voltage is 1. The multimeter impedance is too low.
normal, but peak 2. Cranking speed is too slow.
voltage is lower than the - Battery is undercharged (or operating force of the kickstarter is weak).
standard value. 3. The sample timing of the tester and measured pulse were not synchronized.
4 . Faulty ignition coil (except in case the coils are exchanged and checked on multi-
cylinder engine).
5. Faulty ignition control module (in case when above No. 1 - 4 are normal, but no
spark jumps at plug).
Initial voltage and 1. Faulty spark plug .
peak voltage are 2. Faulty ignition coil(s).
normal, but no spark
jumps at plug.
Ignition pulse Peak voltage is 1. The multimeter impedance is too low.
generator lower than the 2. Cranking speed is too slow.
standard value. - Battery is undercharged (or operating force of the kickstarter is week).
3. The sample timing of the tester and measured pulse were not synchronized.
4. Faulty ignition pulse generator (in case when above No. 1 - 3 are normal).
No peak voltage. 1. Faulty peak voltage tester.
2. Faulty ignition pulse generator.
24-22
IGNITION SYSTEMS
NO SPARK AT SPARK PLUGS (DIGITALLY CONTROLLED TRANSISTORIZED IGNITION SYSTEM)
, Ignition coil
CONDITION PROBABLE CAUSE (Check in numerical order)
No initial voltage with the ignition switch 1. Faulty engine stop relay.
primary voltage turned to ON and the engine stop switch 2. An open circuit in Black/white wire between the ignition coil and
at "O" (Other electrical components are engine stop relay.
normal). 3. Loose or poor connection of the primary terminal, or an open
circuit in the primary coil.
4. Faulty ECM (in case when the initial voltage is normal with the
ECM connector disconnected).
Initial voltage is normal, but it drops by 2 1. Incorrect peak voltage adaptor connections (System is normal if
- 4 V while cranking the engine. measured voltage is over the specifications with reverse
connections).
2. Battery is undercharged (Voltage drops largely when the engine
is started).
3. No voltage between the Black/white(+) and body ground(-) at the
ECM connector or loosen ECM connection.
4. An open circuit or loose connection in Green wire at the ECM.
5. An open circuit or loose connection in Blue/yellow or Yellow/blue
wires between the ignition coils and ECM.
; 6. Faulty sidestand switch, clutch switch or neutral switch.
7. Loose or poor connection or an open circuit in No. 6 related wires.
- Sidestand switch line: Green/white wire
- Neutral switch line: Light green wire
- Clutch switch line: Green/white wire
8. Faulty CKP sensor (Measure peak voltage).
9. Faulty ECM (in case when above No. 1 through 8 are normal).
Initial voltage is normal but there is no 1. Incorrect peak voltage adaptor connections (System is normal if
peak voltage while cranking the engine. measured voltage is over the specifications with reverse
connections).
2. Faulty peak voltage adaptor.
3. Faulty CKP sensor (Measure peak voltage).
4. Faulty ECM (in case when above No. 1 and 2 are normal).
Initial voltage is normal but peak voltage 1. The multimeter impedance is too low; below 10 MO/DCV.
is lower than the standard value. 2. Cranking speed is too slow (Battery is undercharged).
",, 3. The sampling timing of the tester and measured pulse were not
synchronized (System is normal if measured voltage is over the
standard voltage at least once).
4. Faulty ECM (in case when above No. 1 through 3 are normal).
Initial and peak voltages are normal but 1. Faulty spark plug or leaking ignition coil secondary current
no spark jumps. ampere.
2. Faulty ignition coil(s).
CKP sensor Peak voltage is lower than the standard 1. The multimeter impedance is too low; below 10 MO/DCV.
value. 2. Cranking speed is too slow (Battery is undercharged).
3. The sampling timing of the tester and measured pulse were not
synchronized (System is normal if measured voltage is over the
standard voltage at least once).
4. Faulty CKP sensor (in case when above No. 1 through 3 are
, No peak voltage.
normal).
1. Faulty peak voltage adaptor.
2. Faulty CKP sensor.
'
'•
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l
24-23
l
IGNITION SYSTEMS
SPARK TEST
I NOTICE
Avoid touching the spark plug wires to prevent electric
shock.
Remove the spark plugs from the cylinder head and
reconnect them to the plug caps.
For multi-cylinder engines, remove the spark plug from
each cylinder.
Ground the spark plug to the cylinder head and turn the
ignition ON. Check if a good spark occurs while
cranking the engine with the starter.
NOTE:
• On some models with the COi system, the ECM
includes a circuit designed to turn off the spark at
low cranking speeds (below 200 - 500 rpm).
- If this is the case, leave the spark plug in the
cylinder head and try the spark test with a known SPARK PLUG
good spark plug. '-------------------_,
• Some ECMs are designed to turn off the spark when
the transmission is in gear or reverse position.
A high voltage spark should appear at the spark plug
gap. If the plug fires , the spark plug is good.
'
NOTE:
• Spark plugs are more difficult to fire in dense air than
under normal atmospheric conditions. Therefore,
even though a spark occurs under normal
conditions , it may not occur in the compressed
cylinder environment.
- For this reason , check that the secondary coil has
sufficient voltage by following the procedure that
follows:
Attach a spark plug adaptor. Ground the black wire to
the engine and conduct the spark plug test.
If there is a spark across the gap in the adaptor, the
ignition coil is good .
TOOL:
Spark adaptor
J
If a spark occurs across the spark plug gap, but no
spark occurs with the adaptor on, the secondary coil i
voltage is insufficient.
I
I
•
J
I
I
I
r
24-24
IGNITION SYSTEMS
POINTS INSPECTION
INSPECTION AND CLEANING
Inspect the points for pitted or burned contacts or other
damage.
GOOD MISALIGNED PITTED
, If the breaker points are slightly pitted, file them

carefully with a point file .
If the breaker points are excessively pitted , replace
them as an assembly.
After inspection, filing , or replacement, clean the points
with contact cleaner before setting the gap.
POINTS
GAP INSPECTION
Rotate the engine until the breaker points are fully
open. FEELER GAUGE
Check the gap between the points using a feeler gauge.
SPECIFIED MAXIMUM GAP: 0.3-0.4 mm
rI
POINTS
If the gap is outside the specifications, loosen the

' breaker arm screws and adjust the gap by moving the
breaker point plate.
SCREWDRIVER
Tighten the breaker arm screws after is made

adjustment is made.
,
24-25
IGNITION SYSTEMS
SPARK ADVANCE MECHANISM
INSPECTION
Clean any foreign matter from the cam friction surfaces.
Move the weighted arms outward and release them . If

CAM SPRING
the weighted arms snap back quickly and, at the same
time, the cam rotates slightly, the system is operating
correctly.
If any components are damaged or not working
correctly, replace them.
CENTRIUFUGAL
WEIGHT ROTOR
IGNITION TIMING
VERIFYING TIMING
NOTE:
• On breaker points systems, set the correct gap
before verifying ignition timing .
• CDI and DC-CDI ignition systems may or may not
allow timing adjustment. Refer to the model specific
Service Manual for more information .
• On transistorized and digitally controlled transistor-
ized ignition systems, the ignition timing is a verifying
procedure only as the systems to not require or
allow timing adjustment.
Warm up the engine. I
Read the For models with multiple cylinders , connect a timing
instructions for light to the No. 1 spark plug wire.
timing light For models with no tachometer, connect an engine
operation. tachometer.
Refer to the model Remove the timing hole cap from the engine.
specific Service
Manual for the
timing cap location.
TIMING LIGHT
24-26
IGNITION SYSTEMS
Start the engine and check for the following results:
On vehicles with • If the F mark on the rotor is aligned with the index INDEX FMARK ADVANCE
non-adjustable, mark on the case at the correct idling speed, then MARK MARKS
automatic ignition the timing is correct.
advance systems,
timing is verified at
• Increase engine speed by rotating the stop screw on
the carburetors.
+
engine idle speed. Check if the F mark begins to move when the engine
Refer to the model speed reaches the advance (or retard} start rpm.
specific Service (This inspection cannot be done on models with a
Manual for more large ignition timing variation.)
information. • At full advance/retard rpm, the ignition timing is ADVANCE FULL
correct if the index mark is between the two (RETARD) ADVANCE
advance/retard marks. (FULL
FMARK RETARD)
NOTE:
• Because models with large ignition timing variations
cannot be checked this way, there are no advance/
retard marks on the rotor for these models. In that
case, check only the F mark position.
Depending on the kind of timing light used when
r TIMING LIGHT
+~A-+~
checking the ignition timing, you could detect abnormal
advance timing. This is because the spark plug wire FLASH POINT
being measured is not receiving a negative pulse. (Most
timing lights are designed to receive negative pulses.)
If the spark plug wire being measured is receiving
positive pulses, the input of the timing light will be
receiving the alternated portion of the waveform and the
timing light will flicker.
[
I POSITIVE NEGATIVE
WAVEFORM WAVEFORM
r
I If this is the case, reverse the inductive pick-up lead of

the timing light, or, since the polarity of the waveform
has no effect on the spark plug, connect the ignition
DOUBLE
IGNITION
COIL
primary coil wires to the opposite terminals.
For double ignition coil types (a single coil firing two
r spark plugs), connect the timing light to the opposite
wire of the same coil. The correct timing should then be
observed.
Connect the
primary coil
wires to the
opposite 1 11 Reconnect
the timing
terminals light
ADJUSTMENT
BREAKER POINTS
Refer to the model If the ignition timing is incorrect, loosen the points plate
specific Service screws and adjust the contact point gap using the SCREWDRIVER
Manual for the exact adjuster.
I
t
I
procedure and
screw and adjuster
access location with
the flywheel
attached.
Rotating the plate in the opposite direction of cam
rotation advances the timing , rotating the plate in the
same direction of cam rotation decreasing the gap
retards the timing.
Tighten the points plate screws after adjustment.
ADJUSTER
24-27
IGNITION SYSTEMS
IGNITION SYSTEMS INSPECTION
(PEAK VOLTAGE MEASUREMENT
METHOD)
If no spark jumps at the plug(s), check all connections
for loose or poor contact before measuring each peak
voltage.
TOOL:
lgnitionMate peak voltage tester
IGNITION COIL PRIMARY VOLTAGE

INSPECTION
NOTE:
• Check all system connections before this inspection.
Poorly connected connectors can cause incorrect
readings.
• Make sure that the cylinder compression is normal
and check that the spark plug and plug cap are
installed correctly. On models with a transistorized
ignition system, readings measured with the plug
cap disconnected result in abnormally high peak
voltage values.
In case of a multi-cylinder engine, the ignition caused
by normal cylinder spark will result in an unstable
cranking speed.
When this is the case, leave the spark plug installed in
the cylinder head and install a known good spark plug
into the plug cap and ground it to the engine.
If no spark jumps at the plug and the engine does not
start, however, the system can be checked with the
spark plug and cap installed normally.
Connect the peak voltage tester test leads to the

ignition coil primary terminals. IGNITION COIL PRIMARY TERMINALS
Refer to the model

NOTE:
• If the peak voltage is lower than specified, recheck
/
specific Service peak voltage with reverse connection. The ignition
Manual for peak system is normal if measured voltage is over the
voltage specification with reverse connection.
specifications.
Turn the ignition switch ON. If equipped with an engine
stop switch, turn it to RUN position.
In case of transistorized ignition system, measure the
voltage (initial voltage). If the tester indicates a value
close to the battery voltage, the ignition coil power
supply circuit is normal. If there is no voltage, the power
supply circuit is defective.
TEST PROBE
Check each item by referring to the troubleshooting
chart.
Measure the peak voltage of the ignition coil primary
side with the ignition switch ON and the engine stop
switch to RUN position, while cranking the engine with
the kickstarter or starter motor.
TOOLS:
Test Probe
24-28
IGNITION SYSTEMS
If there are connectors between the ECM and the
ignition coil, it is possible to check an open circuit or
poorly connected connectors by comparing the peak
voltage measured at every point. If no defects are found
in the harness after checking it completely, the peak
voltage is abnormal.
In case of a configuration where several ignition coils
are driven by one ECM, disconnected or a loose
connection in another ignition system circuit may cause
abnormal voltage readings.
On models that use two or more ignition coils,
measured voltage may differ. As long as the measured
voltages exceed the specified value, the system is
normal.
EXCITER COIL
NOTE:
• Install the spark plug(s) into the cylinder head and
measure the peak voltage under normal cylinder
compression.
Refer to the model Test the exciter coil peak voltage at the ECM connector,
specific Service do not disconnect the connector. Connect the tester
Manual for the probes to the exciter coil wire and ground.
exciter coil wire
Crank the engine with the kickstarter or starter motor
color.
and measure the peak voltage of the exciter coil.
Reverse the test leads and retest.
Refer to the model Compare the higher of the two voltage readings against
the specified peak voltage.
,
specific Service
Manual for specified TOOL:
peak voltage.
If the peak voltage measured at the ECM connector is
abnormal, disconnect the nearest connector to the
exciter coil and connect the adaptor probes to the
exciter coil wire terminal and ground.
In the same way as at the ECM connector, recheck the
peak voltage and compare it to the voltage measured at
the ECM.
If the exciter coil wire is directly connected to the ECM,
the test points will be on the same potential, therefore
not allowing a value comparison.
If there are connectors between the ECM and exciter
coil, it is possible to check the wire harness for open
circuit or loose connections by comparing the peak
voltage measured at different points. If no defects are
found in the harness after checking it completely, the
peak voltage is abnormal.
If the peak voltage measured at the ECM is abnormal
and the one measured at the exciter coil is normal, the
wire harness has an open circuit or loose connections.
If both peak voltages measured are abnormal, check
each item in the troubleshooting chart. If all items are
normal, the exciter coil is faulty.
24-29
IGNITION SYSTEMS
Install the spark plug(s) into the cylinder head and
measure the peak voltage under normal cylinder
compression .
Refer to the model Test the ignition pulse generator peak voltage at the
specific Service ECM connector, do not disconnect the connector.
Manual for the
Connect the tester probes to the pulse generator wires.
ignition pulse IGNITION PULSE GENERATOR
If there is only one wire, touch the other test probe to
generator wire
ground.
color.
Crank the engine with the kickstarter or starter motor
and measure the peak voltage of the ignition pulse
generator.
Reverse the test leads and retest.
Refer to the model Compare the higher of the two voltage readings against
specific Service the specified peak voltage.
Manual for specified TOOL:
peak voltage.
lgnitionMate peak voltage tester or
Imrie Ignition Analyzer TEST PROBES
If the peak voltage measured at the unit connector is

abnormal, disconnect the nearest connector to the
ignition pulse generator and connect the adaptor probes
to the ignition pulse generator wire terminal and ground.
In the same way as at the unit connector, recheck the
peak voltage and compare it to the voltage measured at
the ignition control module.
If the ignition pulse generator wire is directly connected
to the ECM, the test points will be on the same
potential, thus not allowing a value comparison.
If there are connectors between the ECM and ignition
pulse generator, it is possible to check the wire harness
for open circuit or loose connections by comparing the
peak voltage measured at different points. If no defects
are found in the harness after checking it completely,
the peak voltage is abnormal.
On the models equipped with two or more ignition pulse
generators, various voltages may differ. As long as the
measured voltages exceed the specified value, the
system is normal.
If the peak voltage measured at the ECM is abnormal
and the one measured at the ignition pulse generator is
normal, the wire harness has an open circuit or loose
connections .
If both peak voltages measured are abnormal, check
each item in the troubleshooting chart. If all items are
normal, the ignition pulse generator is faulty.
24-30
IGNITION SYSTEMS
IGNITION COIL
NOTE :
• Measure the peak voltage at the ignition coil primary
side first.
• Since the resistance value of the coil primary
winding is inherently very small , it is difficult to
distinguish it from a shorted wire. Measure the coil
resistance as a guideline for checking the coil.
COIL PRIMARY WINDING INSPECTION

Measure the resistance between the two terminals of
the ignition coil primary winding . COIL PRIMARY WINDING:
Refer to the model If the resistance value is within the specified range, the
rn
specific Service primary winding is good.
Manualfor specified If resistance is oo (infinite), replace the coil with a new
resistance range . one.
COIL SECONDARY WINDING

INSPECTION
With the spark plug cap on, measure the resistance
COIL SECONDARY WINDING (With plug cap):
between the primary winding terminal and the spark
r
plug cap.
For a double ignition coil, measure the resistance
rn
) between the spark plug caps .
Refer to the model If the resistance value is within the specified range , then
specific Service the secondary winding is good .
If the resistance is oo (open wire), disconnect the spark
resistance range.
plug cap(s) and measure the secondary winding
resistance at the wires .
Measure resistance between the primary coil winding

terminal and the spark plug wire . COIL SECONDARY WINDING (Without plug cap):
For a double ignition coil, measure the resistance [Tl
between the spark plug wires.
Refer to the model If the resistance value is within the specified range , the
specific Service coil is good.
resistance range.
24-31
IGNITION SYSTEMS
IGNITION COIL WITH BUilT-IN
IGNITER INSPECTION
NOTE:
Refer to the model • If the ignition primary voltage is normal but there is
specific Service no spark at the plug , perform this inspection .
Manual for wire
colors and
procedure Disconnect the ignition coil connector.
specifics. POWER INPUT LINE
Turn the ignition switch ON and engine stop switch "O".
IGNITION COIL CONNECTOR
Measure the voltage between the positive (+) wire
terminal of the ignition coil connector and ground(-).
There should be battery voltage .
If there is no voltage , check the following :
• Open circuit in the positive wire between the ignition (+)
coil and relay box
• PGM-Fl/ignition relay and its circuits
(-)
GROUND LINE
Check for continuity between the Green ground wire
terminal of the ignition coil connector and ground . IGNITION COIL CONNECTOR
There should be continuity.
• If there is no continuity, repair the open circuit in the
Green wire between the ignition coil and ground
terminal.
/
Green
f
'
DIRECT IGNITION COIL INSPECTION

Refer to the model Turn the ignition switch OFF.
specific Service Disconnect the direct ignition coil connector.
Manual for wire DIRECT IGNITION COIL CONNECTOR
colors and Turn the ignition switch ON and engine stop switch "O".
procedure
specifics.
Measure the voltage between the positive (+) wire
terminal of the ignition coil connector and ground (-).
There should be battery voltage .
24-32
25. ELECTRIC STARTER/STARTER CLUTCH
SYSTEM DESCRIPTIONS ········ .. ················25-2 STARTER RELAY SWITCH· .. ···················25-12
SERVICE INFORMATION ···························25-6 CLUTCH SWITCH DIODE INSPECTION··25-14
TROUBLESHOOTING·································25-7 STARTER CLUTCH INSPECTION ····· ····· · 25-15
STARTER MOTOR······································ 25-9 STARTER PINION INSPECTION··············25-16
25-1
ELECTRIC STARTER/STARTER CLUTCH
SYSTEM DESCRIPTIONS
A starter motor's operation is somewhat similar to that of an alternator, but instead of using mechanical movement to create
electricity, electricity is used to create mechanical movement. See Section 22 Electrical Fundamentals for information about the
electromagnetic force utilized in both alternators and starter motors.
On the interior of the starter motor case are permanent magnets. Suspended within the case by the front and rear covers is an
armature, which is a shaft with a conductive coil of many windings of copper wire. Positive and negative brushes, held in the brush
holders, contact the armature windings with pressure from springs. The brushes are connected to ground and the positive terminal.
When voltage is applied to the armature via the brushes, an electromagnetic field is created. This field reacts with the permanent
magnets on the motor case and causes the armature to rotate, creating mechanical torque. The rotating motion of the armature is
transferred through its splined shaft of the starter driven gear and one-way starter clutch (sprag) to drive the crankshaft.
SEAL RING
SEAL RING
FRONT COVER
0-RING
WASHER
INSULATOR
TERMINAL STOPPER
ARMATURE
25-2
STARTER CIRCUIT OPERATION
MODEL WITH A MANUAL CLUTCH
When the ignition switch is turned on and the starter switch is pushed, battery voltage is applied to the starter relay switch coil. If the
switches in the ground circuit of the starter relay switch are not turned on (condition 1 or 2 below), the circuit cannot be grounded
and the starter motor does not operate.
1. Neutral switch is turned on
2. Both clutch and side stand switches are turned on
If either condition 1 or 2 (above) is met, current from the battery flows through the circuit as shown in the diagram below, the starter
relay switch is turned on and the starter motor operates.
NEUTRAL INDICATOR SIDE STAND INDICATOR IGNITION SWITCH
SIDESTAND SWITCH
ECM
NEUTRAL SWITCH \ STARTER RELAY

SWITCH
! STARTER MOTOR
,.,..-L--, Current flow when starter switch is

~ turned ON
.. Current flow when both clutch and

-411-• sidestand switches are turned ON
25-3
MODEL WITH CENTRIFUGAL CLUTCH
To prevent vehicles with a centrifugal clutch from lurching forward when the engine starts, a circuit is used that prevents voltage
from reaching the starter relay switch unless the brake is applied (brake light switch is turned on). The sidestand switch is part of the
ground circuit. Only when the sidestand is retracted is the ground circuit complete and the starter motor able to operate.
BRAKE LIGHT SWITCH
SIDE STAND INDICATOR

~ STARTER SWITCH
~ --_MAIN FUSE
BRAKE LIGHT ECM
STARTER MOTOR
-=-
Current flow when ignition/starting

<;== side contact of the sidestand
switch is turned ON (closed)
25-4
BRUSH LESS AL TERNATOR/STARTER
, Some scooters use a combination alternator/starter. The alternator operates as a 3-phase AC generator. The alternator/starter also
functions as a starter motor by applying current to the stator coil from the ECM to turn the flywheel. This component uses no brush ,
resulting in a compact, light and maintenance-free alternator.
An angle sensor is attached to the stator to detect crankshaft position . Signals from a magnet, that is integrated in the outer
circumference of the flywheel boss, are received by the sensor and sent to the ECM. The ECM adjusts current to the stator coil to
turn the flywheel when starting , and to increase charging current under 3,500 rpm to enhance charging capability.
l~ ROTOR CORE
MAGNET
' ! STATOR
FLYWHEEL
When functioning as a starter motor, the magnetic flux occurs from the magnet and from the rotor core due to the strong motor drive
current, multiplying the magnetic force and providing a high torque from the alternator/starter.
When functioning as an alternator, the magnetic flux from the magnet passes through the rotor core, reducing the magnetic force to
allow low-friction spinning of the alternator/starter.
STARTER MOTOR FUNCTION: AL TERNA TOR FUNCTION:
----, ROTATION DIRECTION ----, ROTATION DIRECTION

-------< TORQUE --J TORQUE
..._____,..__N s I
~
u V w u V w
25-5
SERVICE INFORMATION
GENERAL
Always turn the ignition switch OFF before servicing the starter motor. The motor could suddenly start, causing serious injury.
• Refer to the model specific Service Manual for removal and installation of the starter motor.
• A weak battery may be unable to turn the starter motor quickly enough or supply adequate ignition current.
• The starter motor may be damaged if current is allowed to flow to it when the engine cannot turn over.
• For models with a centrifugal clutch, incorrect adjustment of the brake light switch could prevent the starter motor from
operating. .
• The starter motor will not operate unless the conditions under which the engine can be started are met on models with the
sidestand ignition cut-off switch.
• See page 26-24 for sidestand switch and page 26-26 for sidestand indicator descriptions and inspections.
• When servicing the starter system, always follow the steps in the troubleshooting flow chart (page 25-7).
TOOLS
When conducting starter motor troubleshooting, maintenance, and repairs the special tools listed below may be required. See the
Digital multimeter Test probe
25-6
TROUBLESHOOTING
Starter motor does not turn
1. Fuse Inspection
Check for blown main fuse or circuit related sub fuse.
Is the fuse blown?
YES - Replace the fuse.
NO - GO TO STEP 2.
2. Battery Inspection
Make sure the battery is fully charged and in good condition (page 23-21 ).
Is the battery in good condition?
r YES - GO TO STEP 3.
NO - Charge or replace the battery.
3. Starter Relay Switch Operation
Check the starter relay switch operation.
You should hear the relay "CLICK" when the starter switch button is depressed.
Is there a "CLICK"?
YES - GO TO STEP 4.
NO - GO TO STEP 5.
4. Starter Motor Inspection
Apply battery voltage directly to the starter motor and check the operation.
Does the starter motor turn?
YES - • Poorly contacted starter motor cable (page 25-9)
• Faulty starter relay switch (page 25-12)
NO - Faulty starter motor (page 25-9)
5. Relay Coil Ground Lines Inspection
Disconnect the starter relay switch connector, and check the relay coil ground wire line for continuity:
YES - GO TO STEP 6.
NO - • Loose or poor contact connector
• Open circuit in wire harness
• Faulty neutral diode, where applicable
• Faulty neutral switch, where applicable (page 26-17)
• Faulty sidestand switch , where applicable (page 26-24)
• Faulty clutch switch (page 25-14 and page 26-18)
6. Starter Relay Input Voltage Inspection
Connect the starter relay switch connector (page 25-12).
With the ignition switch ON and engine stop switch "O" and the starter switch is pushed , measure the voltage at the starter relay
switch connector (between Yellow/red(+) and ground (- )).
; Does the battery voltage exist?
YES - GO TO STEP 7.
NO - • Faulty ignition switch (page 26-15)
• Faulty starter switch (page 25-12)
• Faulty engine stop switch (page 26-15)
• Loose or poor contact connector
7. Starter Relay Switch Continuity Inspection
t Remove and check the operation of the starter relay switch (page 25-12).
YES - Loose or poor contact starter relay switch connector
NO - Faulty starter relay switch
25-7
The starter motor turns when the transmission is in neutral, but does not turn with the transmission in any position except
neutral, with the sidestand up and the clutch lever pulled in.
1. Clutch Switch Inspection I
Check the clutch switch operation (page 25-14 and page 26-18).
Is the clutch switch operation normal?
YES - GO TO STEP 2.
NO - Faulty clutch switch
2. Sidestand Switch Inspection
Check the sidestand switch operation (page 26-24 ).
Is the sidestand switch operation normal?
YES - • Loose or poor contact connector
NO - Faulty sidestand switch
Starter motor turns slowly

• Low battery voltage (page 23-21)
• Poorly connected battery terminal cable (page 23-19)
• Poorly connected starter motor cable (page 25-9)
• Faulty starter motor (page 25-9)
• Poorly connected battery ground cable
Starter motor turns, but engine does not turn
• Starter motor is running backwards (page 25-9)
- Case assembled improperly
- Terminals connected improperly
• Faulty starter clutch (page 25-15)
• Damaged or faulty starter idle gear and/or reduction gear (page 25-16)
Starter motor relay "clicks," but engine does not turn over
• Crankshaft not turning due to engine problems
• Excessive reduction gear friction (page 25-16)
• Faulty starter pinion engagement (page 25-16)
Starter motor turns, but engine does not turn
Starter motor is running backwards (page 25-9)
- Brushes assembled improperly
- Case assembled improperly
- Terminals connected improperly
Faulty starter clutch (page 25-15)
Damaged or faulty starter pinion
Damaged idler gear or reduction gear (page 25-16)
Broken starter motor drive chain
Starter motor will not turn
• Check for a burnt main or sub fuse before servicing .
• For models with a centrifugal clutch, check that the brake light switch is correctly adjusted.
• Check that the sidestand is positioned and/or transmission is placed in the conditions under which the engine can be started on
models which employ the side stand ignition cut-off switch .
,I
25-8
STARTER MOTOR
DISASSEMBLY
Before disassembling the starter motor, mark the index
INDEX MARKS
r lines on the case and covers so the starter can be
assembled correctly later.
Remove the starter motor case screws and remove the
covers .
NOTE:
• For models with shims between the armature and
r
cover, record the location and number of shims and
their order so the parts can be installed correctly
later.
SCREWS
INSPECTION
Check for continuity of the starter motor case .
• Between the cable terminal and the, case. There
should be no continuity.
• Between the cable terminal and the brush (black
wire) . There should be continuity.
TOOLS:
Digital multimeter
Test probes
If the readings are abnormal, replace the case with a
new one.
Measure the brush length.
Refer to the model Replace the brush if it is worn beyond the service limit.
specific Service
Manual for the
service limit.
Check for continuity between the (+) and H terminals TERMINAL H TERMINAL(+)
of the brush holder.
TOOLS:
Digital multimeter
Test probes
t
t If there is continuity, replace the holder with a new one.
t
•
l TERMINAL(+) TERMINAL(-)
I
25-9
Check the armature for:
ARMATURE
• Damage or abnormal wear.
• Discoloration of the armature bar.
• Replace the armature if it is damaged or discolored.
I
• Check for and remove any metallic debris from
between commutator bars.
'
.J
Check for continuity between pairs of armature bars.
TOOLS:
Digital multimeter
Test probes
Make a continuity check between individual armature
bars and the armature shaft.
There should be no continuity.
Refer to the model Check the bearings. (For applicable models only.)
specific Service BEARING
If the bearings are loose or noisy, or if they do not turn
Manual for bearing smoothly, replace the cover.
applicability.
ASSEMBLY
Align the case notch with the brush holder pin and
install the holder on the case.
Refer to the model Place the 0-ring on the case. (For applicable models
specific Service only.)
Manual for O-ring Carefully insert the brushes into the brush holder.
applicability.
NOTICE
The sliding surfaces of the brushes can be damaged if
they are not installed properly.
NOTCH
25-10
Apply grease to both ends of the armature shaft.
Push and hold the brushes inside the brush holder, and
insert the armature into the case and through the brush
holder from the rear side.
When inserting the armature into the case, hold the
armature tightly to keep the magnet from pulling the
armature against the case.
I NOTICE I
The coil may be damaged if the magnet pulls the
armature against the case.
ARMATURE
Refer to the model Insert the shims in the correct order on the armature
specific Service shaft. (For applicable models only.)
Manual for shim and
Insert the 0-ring. (For applicable models only.)
0-ring applicability.
Align the mark (that you made earlier) and install the
covers.
When installing the cover, take care to prevent
damaging the oil seal lip with the shaft.
Tighten the cover screws.
BEARING
For starter motors that are mounted within a motor

mount hole, check for a damaged 0-ring.
In order to prevent damage, grease the 0-ring.
installation instructions.
I NOTICE I
Overtightening the cable terminal nuts may cause the
terminals to turn inside the starter motor, resulting in
serious damage to the inner connectors.
-"710-RING
25-11
STARTER RELAY SWITCH
The starter system can be divided into two basic
circuits. There is the clutch safety type (A circuit) and
the brake safety type (B circuit).
(A): When the starter switch is turned ON, battery CLUTCH NEUTRAL STARTER
voltage reaches the starter relay switch. SWITCH DIODE INDICATOR RELAY SWITCH
If the neutral or clutch switch of the ground line is turned
ON, current flows through the relay and the starter
motor operates.
NEUTRAL IGNITION STARTER

SWITCH SWITCH MOTOR
(81): When the brake light switch is turned ON, the
same voltage as that at the brake light switch is applied
to the starter relay switch. If the starter switch is turned
ON, current flows through the relay and the starter
motor operates. This type is commonly used with a
centrifugal clutch on scooter models.
BRAKE
LIGHT
I
BATTERY
STARTER STARTER
SWITCH RELAY SWITCH
(B 1): A similar type as that described above uses an
INHIBITOR
inhibitor switch instead of the brake like switch to SWITCH
complete the circuit. The inhibitor switch is located next BRAKE ~ ___-IGNITION SWITCH
to the brake light switch. This type is commonly used LIGHT .,,,,,----
with a centrifugal clutch automatic transmission ATV SWITCH _c,-<> STARTER
models. ---.......!, , -
~ MOTOR
~l~ E1;r STARTER

SWITCH
STARTER
I
BATTERY
RELAY SWITCH
INSPECTION
For a suspected starter motor/system problem, check if
the starter relay switch "clicks" when it is turned ON.
Clicks:
• Poorly connected battery terminal and motor
terminal of the switch
- Check the relay switch
No click:
• No relay input voltage
- Check the relay input voltage
• Faulty relay ground line
- Check ground line
• Faulty relay switch
- Check relay switch.
25-12
STARTER RELAY VOLTAGE
r Circuit A
r Refer to the model
r Measure the voltage between the Yellow/red wire (+)
specific Service and ground at the starter relay switch connector. STARTER RELAY SWITCH
Manual for wire
colors. TOOLS:
Digital multimeter
Test probes
D
V
If battery voltage is measured only when the starter
switch is pressed, the relay is good.
CONNECTOR YELLOW/RED
Circuit B
Measure the voltage between the Green/yellow wire
'
and ground at the starter relay switch connector.
CONNECTOR D
If battery voltage is measured when the front or rear
brake is applied, the relay is good.
NOTE: / V
• If the brake light adjustment is incorrect, no voltage
will appear when the brake is ON.
[
,j STARTER RELAY SWITCH GROUND LINE

Circuit A
Refer to the model
Disconnect the connector from the starter relay switch
specific Service and check for continuity between the ground wire
Manual for wire
(Green/red) and ground.
colors.
TOOLS: D
Digital multimeter
Test probes Q
If there is continuity when the transmission is in neutral
I or when the clutch is disengaged, the ground circuit is

normal. (In neutral, there is a slight resistance due to
the diode.)
GREEN/RED
[ Refer to the model

Circuit B
Disconnect the connector from the starter relay and
specific Service check for continuity between the ground wire (Yellow/
Manual for wire
colors.
red) and ground.
TOOLS:
D
Digital multimeter Q
Test probes
If there is continuity only when the starter switch is

pressed, the ground circuit is normal.
STARTER RELAY
SWITCH
25-13
OPERATION CHECK
I NOTICE I
Take care to prevent direct short between the battery
terminals. The spark could ignite or damage the battery.
Apply battery voltage between the two relay coil
terminals. Check for continuity between the battery and
motor terminals.
Circuit A
Refer to the model Apply battery voltage between the Yellow/red and
specific Service Green/red terminals.
Manual for wire
colors. TOOLS:
e
Digital multimeter
Test probes
If there is continuity between the battery and motor
terminals, operation is normal.
Circuit B
Refer to the model
When battery voltage is applied between the starter
specific Service
relay Green/yellow wire and Yellow/red terminals, there STARTER RELAY SWITCH
Manual for wire
colors.
should be continuity between the red and Red/white
terminals. D
TOOLS:
Q
Digital multimeter
Test probes
The terminals are distinguished by the corresponding

wire color of the wire harness connector.
CLUTCH SWITCH DIODE INSPECTION

The purpose of the clutch switch diode is to prevent
2-PRONG TYPE:
reverse current flow from the neutral indicator to the
clutch switch.
• Faulty diode
- Neutral indicator turns ON when clutch is A 8
disengaged 0>--+----11•..i--.--o
• Loose connections at diode terminal
- Starter motor does not turn when transmission is
A
in neutral
Check for continuity between the diode terminals. When
there is continuity, a small resistance value is
measured. ~CLUTCH
SWITCH DIODE
TOOLS:
Digital multimeter
Test probes 3-PRONG TYPE:
8
If there is continuity in one direction and not in the other
~ t ~I I1• h
direction, the clutch switch diode is good.
I
8 C
25-14
STARTER CLUTCH INSPECTION
,
Refer to the model specific Service Manual for starter
clutch removal and installation. DRIVEN GEAR
Turns in one
Install the driven gear into the housing. direction only
With all parts assembled, check the starter clutch .
Check that the gear, or sprocket, turns smoothly in one
direction and locks up in the other direction.
HOUSING
DISSASSEMBLE THE HOUSING

Check for the following:
( • Damaged rol~r contact surface of the gear/sprocket

- Replace with a new one
• Damaged roller contact surface of the housing
STARTER DRIVEN
GEAR BOSS
PLUNGER
~ _R/LER
- Replace with a new one HOUSING .......~ tr"
• Damaged roller
• Deformation or damage to the spring
Refer to the model Measure the starter driven gear boss inner and outer
specific Service diameter and compare it to the service limit.
Manual for the SPRING
service limit.
ROLLER CONTACT
SURFACE
Inspect the one-way sprag clutch: check each sprag,

the clutch housing, and all inner contact surfaces. CLUTCH HOUSING ONE-WAY CLUTCH
• Abnormal wear or damage to sprag

• Irregular movement of the sprag
Damage to the clutch housing or inner portion
contact surface
Reassemble the housing by following the instructions in
NOTE:
• Upon assembly, ensure the one-way clutch is SPRAG
installed to operate in the correct direction. ' - - - - - - - -- - - - - - -- - - ~
25-15
STARTER PINION INSPECTION
Refer to the model specific Service Manual for starter PINION GEAR
pinion removal and installation.
Check the pinion and reduction gears for damage and/
or abnormal wear. Check the gear journals for
abnormal wear.
Replace parts as required.
REDUCTION GEAR
Check if the pinion gear moves smoothly along the axis.

If it does not, replace it.
25-16
26. LIGHTS/METERS/SWITCHES
SYSTEM DESCRIPTIONS ················· .. ·······26-2 FUEL GAUGE .......................................... 26-12
SERVICE INFORMATION ........................... 26-2 LOW FUEL INDICATOR ........................... 26-13
OIL PRESSURE WARNING LIGHT HEADLIGHT BULB ................................... 26-15

(FOUR-STROKE ENGINE) .......................... 26-3
IGNITION SWITCH AND OTHER
DCT CLUTCH EOP SENSOR ..................... 26-4 SWITCHES ................................................ 26-15
HFT OIL LEVEL/PRESSURE INDICATOR·26-4 TURN SIGNAL LIGHTS ............................ 26-20
OIL LEVEL INDICATOR HORN ........................................................ 26-23

(TWO-STROKE ENGINE) ........................... 26-5
SIDESTAND SWITCH ............................... 26-24
FAN MOTOR SWITCH ................................ 26-8
SIDESTAND INDICATOR ......................... 26-26
COOLANT TEMPERATURE GAUGE, .. ·.. ·26-10
•
26-1
SYSTEM DESCRIPTIONS
Due to the topics and content of this section, the system and operation descriptions for each component are given at the beginning
of each inspection procedure. The descriptions and procedures provided are generic and relate to the greatest number of
powersports vehicles. However, due to the specificity of some components, either on older or newer vehicles, refer to the model
specific Service Manual for detailed information about each components on any given model.
Furthermore, with PGM-FI equipped vehicles, operational issues with switches and sensors, etc., are diagnosed by the ECM and
an Diagnostic Troubleshooting Code (OTC) is recorded . When an issue has been diagnosed, the Fl or Check Engine light on the
meter assembly will flash or stay on. The OTC can be output to the light on the meter assembly, and which code relates to the
troubleshooting table included in the model specific Service Manual. Refer to page 9-32 for more information about DTCs.
SERVICE INFORMATION
GENERAL
Halogen headlight bulbs bec0me very hot while the headlight is ON, and remain hot for awhile after they are turned OFF. Be
sure to let them cool down before servicing.
Keep all flammable materials away from the electric heating element. Wear protective clothing , gloves and eye protection.
• Refer to Section 22 for general service rules for electrical components.

• This section covers general inspection/service procedures for lights, meters, and switches. Refer to the model specific Service
Manual for the location and arrangement of components, and wire colors on the model being serviced.
• Note the following when replacing a halogen headlight bulb:
- Wear clean gloves while replacing the bulb. Do not get fingerprints on the headlight bulb, as they may create hot spots on the
bulb and cause it to break.
- If you touch the bulb with your bare hands, clean it with a cloth moistened with alcohol to prevent its early failure.
- Be sure to install the dust cover after replacing the bulb.
• A continuity test can be made with the switches installed on the motorcycle.
• Check the battery condition before performing any inspection that requires proper battery voltage.
• There are two types of lighting systems: AC lighting that takes power from the alternator coil , and DC lighting that takes power
from the battery. On DC lighting systems, the headlight comes on without starting the engine. On AC lighting systems, the
headlight comes on when the engine starts (see page 23-29).
• Use an electric heating element to heat the water/coolant mixture for thermo sensor inspection.
TOOLS
When conducting lights, meters, and switches troubleshooting, maintenance, and repairs the special tools listed below may be
required. See the model specific Service Manual for the part numbers of the specifically required tools. For a list of common hand
tools, see page iv.
Digital multimeter Test probe
LW
~
~
y:
-~\c..
0 -
t, I
::::::::.•. " -=~c.:i
OT'30A ~q
26-2
OIL PRESSURE WARNING LIGHT
(FOUR-STROKE ENGINE)
OPERATION
When the oil pressure is below specifications, the oil
pressure switch senses it and the oil pressure warning IGNITION MAIN
light comes on. It should be OFF while the engine is SWITCH FUSE
running.
WARNING
LIGHT
o OIL
PRESSURE
SWITCH
=
INSPECTION
TOOLS:
Digital multimeter
Test probes
Oil pressure warning light does not come on with

the ignition switch turned ON
1. Oil Pressure Switch Voltage Inspection
Disconnect the oil pressure switch wire.
Check for battery voltage between the wire and
ground.
YES - Faulty oil pressure switch.
NO - GO TO STEP 2.
2. Warning Light Voltage Check

Check for voltage between the Black/brown terminal
of the instruments and ground.
Is voltage present?
NO - • Faulty ignition switch.
• Sub fuse blown.
• Main fuse blown.
YES - • Broken wire between the warning light
and oil pressure switch.
• Bulb burnt out.
• Faulty oil pressure switch.
26-3
Oil pressure warning light stays ON when the
engine is running
1. Oil Level Check
Check the engine oil level.
Is the oil at the specified level?
NO - Add oil to specified level.
YES - GO TO STEP 2.
2. Oil Pressure Switch Check
Disconnect the oil pressure switch wire and turn the
ignition switch ON.
Does the warning light come ON?
NO - • Faulty oil pressure switch.
• Low oil pressure.
YES - Shorted Blue/red wire between the
warning light and pressure switch.
DCT CLUTCH EOP SENSOR

OPERATION
The Dual Clutch Transmission (OCT} includes three
No. 1/No. 2 LINEAR SOLENOID VALVE
Engine Oil Pressure (EOP) sensors. One sensor
monitors oil line pressure and the other two monitor the CLUTCH
pressure to both of the two linear solenoid valve CLUTCH EOP
actuated clutches. Signals from all of these sensors are \ SENSOR
used by the PCM to operate and monitor the clutches.
The PCM self-monitors the operation of the EOP
sensors and stores OTC (Diagnostic Troubleshooting
Code) that can be output to the meter assembly.
As there are numerous checks for the OCT clutch EOP
sensors, refer to the model specific Service Manual for
inspection procedures.
CLUTCH LINE EOP SENSOR
HFT OIL LEVEL/PRESSURE

INDICATOR
OIL PRESSURE WARNING INDICATOR
If the oil system on the HFT has any problem, the oil
pressure warning indicator stays on or blinks.
If the oil pressure and oil level are abnormal at the same
time, the oil pressure warning indicator stays on.
INDICATOR RESET PROCEDURE

1. Warm up the engine until the engine oil temperature
reached 50 °C (when the cooling fan is activated).
2. Turn the ignition switch OFF and let the motorcycle
stand for at least four minutes (don't let the oil
temperature fall below 35 °C).
3. Retract the side stand, hold the motorcycle upright ;
on a firm, level surface, and turn the ignition switch
ON. Leave the motorcycle in this position and with
the ignition switch ON for at least five minutes.
26-4
INDICATOR DOES NOT COME ON
TOOLS:
Digital multimeter
Test probes
If the engine can be started but the oil pressure/level
warning indicator does not come on when the ignition
switch is ON and engine stop switch " 0 ,"check as
follows:
• Check the combination meter power input line
1. Oil Pressure/level Warning Indicator Input Line
Open Circuit Inspection
Remove the bolt, washer and disconnect the EOP EOP SWITCH WIRE
switch wire.
"() ."
Check the continuity between the EOP switch wire
Refer to the model
and ground.
specific Service
Manual for the
CONNECTION: Blue/red - Ground
appropriate wire
color(s). Is there battery voltage?
YES - Inspect the EOP switch.
NO - Open circuit in Blue/Red wire.
BAND SCREWS
OIL LEVEL INDICATOR

(TWO-STROKE ENGINE)
OPERATION
The oil level switch float in the oil tank moves up and INDICATOR
down depending on the volume of oil in the tank. When IGNITION SWITCH
the oil level is low, the float also goes down and the
reed switch (oil level switch) circuit is closed by
magnetic force of the float.
/
..-
When the ignition switch is turned ON, current flows

through the reed switch and the oil level indicator
comes on.
REED SWITCH FLOAT
26-5
INSPECTION
TOOLS:
Digital multimeter
Test probes
Oil level indicator comes ON when the oil level in

the tank reaches a certain level (Oil level is not
below spec.)
1. Oil Level Switch Inspection
Disconnect the wires from the oil level switch and
IGNITION OIL LEVEL SWITCH
turn the ignition switch ON . SWITCH (ON) ~
Does the indicator light come ON? ,
, ,,
NO - Faulty oil level switch. ,,
YES - Shprted wire between the indicator light
and oil level switch .
INDICATOR // CONDENSER
(Comes on for a
few seconds)
Oil level indicator does not come ON with no oil or a

low oil level in the tank
connect a jumper wire between the wire terminals.
Turn the ignition switch ON and check the indicator.
Does the indicator turn ON?
YES - • Faulty oil level switch. JUMPER
• Poor wire connection . WIRE
NO - GO TO STEP 2.
INDICATOR
2. Oil Level Switch Voltage Inspection

check for voltage between the wires and ground . IGNITION
SWITCH FUSE
Is voltage present?
NO - • Broken wire between the oil level
indicator and the oil level switch.
Bulb burnt out.
YES - • Faulty oil level switch.
• Poor contact at the oil level switch
connector.
INDICATOR OIL LEVEL

SWITCH
26-6
TIMER TYPE INDICATOR OPERATION
A timer type indicator has a bulb check function to
check the oil level indicator for proper operation.
When the ignition switch is turned ON, current flowing
through the exciter coil to the condenser generates an
electromagnetic force at the exciter coil and closes the
reed switch circuit.
Current flows from the reed switch through the resistor
R2 to the oil level indicator and turns it on. When the
condenser is fully charged , current flow through the
exciter coil to the condenser decreases, and
consequently, electromagnetic force at the coil
decreases. The reed switch opens and the oil level
indicator turns off.
When the ignition switch is turned OFF, current stored
in the condenser flows through the exciter coil and IGNITION
resistor R1 and R2 to the oil level indicator. The oil level SWITCH (OFF) ~ - - - - - ~
indicator does not come on in this case. ,·,
' '
INDICATOR
(Goes off)
TIMER TYPE INDICATOR INSPECTION

Oil level indicator comes ON when the oil in the
tank reaches a certain level (Level is not below the
spec.)
• Shorted wire between the indicator light and oil level
switch.
• Faulty oil level switch.
Oil level indicator does not come ON with no oil or a

low oil level in the tank
TOOLS:
Digital multimeter
Test probes

Disconnect the oil level switch connector and
connect a jumper wire between the power supply IGNITION MAIN
wire (Black or Black/brown) terminal and the FUSE SWITCH FUSE
indicator wire (green/red) terminal to short.
Turn the ignition switch ON and check the oil level
indicator. ~ OIL LEVEL
~ ¥ SWITCH
Does the indicator turn ON?
INDICATOR
YES - • Faulty oil level switch.
• Poor wire connection at the switch.
NO - GO TO STEP 2.
' - -- - - ' '---' , ~
-::-
JUMPER WIRE
26-7
2. Oil Level Switch Voltage Inspection
Disconnect the oil level switch connector and check
for voltage between the power supply wire (Black or
Black/brown) and ground.
NO - • Broken power supply wire.
• Faulty sub fuse.
• Poor sub fuse connection.
YES - GO TO STEP 3.
-= -= -=
3. Indicator Light Voltage Inspection

Connect the jumper wire between the power supply
and oil level indicator wires to short.
Check for voltage between the indicator wire and
ground.
~
NO - Broken indicator wire.
- .
YES
. Bulb burnt out.
Faulty ground connection . JUMPER
WIRE
IND~
-=- -= -=
FAN MOTOR SWITCH

OPERATION
NOTE:
• There are some model specific differences to fan
motor operation that do not follow the standard
conditions mentioned below. Refer to the model
specific Service Manual as one of the following may
apply:
- The fan motor may continue to run, even when the
ignition switch is turned OFF.
- The fan motor turns off at a certain speed,
regardless of coolant temperature.
When the coolant temperature rises to a certain level,
the fan motor switch turns on to operate the motor. IGNITION MAIN
When the coolant temperature is below the FUSE SWITCH FUSE
specification, the switch turns off to stop the motor.
NOTE:
• Check the coolant level and bleed air from the
cooling system if the coolant is apt to overheat (see
page 5-9 and page 5-10 for coolant replacement and
air bleeding).
RADIATOR
26-8
INSPECTION
, TOOLS:
Digital multimeter
Test probes
Fan motor does not stop

1. Fan Motor Switch Inspection
Disconnect the connector from the fan motor switch .
Does the fan motor stop?
NO - Shorted wire between the fan motor and
switch.
YES - Faulty fan motor switch.
Fan motor does not start
,
1. Fan Motor Switch Inspection
Disconnect the connector from the fan motor switch
and ground the connector to the frame using a CONNECTOR FAN MOTOR SWITCH
jumper wire.
Turn the ignition switch ON and check the fan

motor.
Does the fan motor start?
YES - • Faulty fan motor switch.
• Poor connection at fan motor switch.
NO - GO TO STEP 2.
2. Fan Motor Switch Voltage Inspection

Check for battery voltage between the fan motor
switch and ground. IGNITION MAIN
FUSE SWITCH FUSE
YES - Faulty fan motor.
NO - • Broken wire harness.
• Blown sub fuse.
• Faulty ignition switch .
• Poor connection at the ignition switch/
fuse box connector.
THERMO SWITCH
•'
26-9
COOLANT TEMPERATURE GAUGE
OPERATION
The thermo sensor changes the amperage of the
current that flows to the coolant temperature gauge and SUB IGNITION MAIN
FUSE SWITCH FUSE
moves the gauge needle according to the changes in
coolant temperature.
THERMO
SENSOR
COOLANT
TEMPERATURE GAUGE
INSPECTION
TOOLS:
Digital multimeter
Test probes
1. Thermo Sensor Inspection
Disconnect the wire from the thermo sensor.
Ground the thermo sensor wire using a jumper wire.
TEST PROBES
Turn the ignition switch ON and check the coolant
gauge. Disconnect the wire from the thermo sensor
immediately if the gauge needle moves fully to "H"
(hot).
NOTE:
• Immediately disconnect the wire from the ground
TEMPERATURE
if the needle moves to "H" (hot) to prevent GAUGE
damage to the gauge.
Does the needle move fully to "H" (hot)?
YES - Faulty thermo sensor.
NO - GO TO STEP 2.
2. Thermo Sensor Voltage Inspection
Check for voltage between the thermo sensor wire
and ground. IGNITION MAIN
FUSE SWITCH FUSE
YES - Faulty coolant gauge.
NO - GO TO STEP 3.
Bl/Br
~ G,/B,
COOLANT
TEMPERATURE GAUGE
3. Coolant Temperature Gauge Voltage Inspection

Check for voltage between the Black/brown and
Green/blue wires of the gauge.
NO - Broken Black/brown or Green/blue wire.
YES - Faulty coolant temperature gauge.
26-10
THERMO SENSOR INSPECTION
Drain the coolant (page 5-9).
THERMO SENSOR
Disconnect the wire from the thermo sensor and
remove it.
Suspend the thermo sensor in a pan of 1: 1 mixture of
Refer to the model coolant and water over an electric heating element and
specific Service measure the resistance through the sensor as the
Manual for the coolant heats up.
[]
specific resistance .
Soak the thermo sensor in coolant up to its threads with
at least 40 mm from the bottom of the pan to the bottom
0
of the sensor.
Keep temperature constant for 3 minutes before testing.
A sudden change of temperature will result in incorrect
readings. Do not let the thermometer or thermo sensor
touch the pan. ~-----------------~
Apply sealant to the thermo sensor threads prior to
reinstallation .
'
26-11
FUEL GAUGE
OPERATION
Fuel unit resistance changes in relation to the level of
the fuel unit float. The fuel gauge needle is moved by
the varying amperage that flows through the fuel gauge.
There are two types of fuel gauges: The "Return type"
where the needle returns to "Empty" when the ignition
switch is turned OFF, and the "Stop type" where the
needle stays in position when the ignition switch is
turned OFF.
Check the fuel gauge if its needle does not move.
INSPECTION
1. Fuel Gauge Sending Unit Inspection
If the fuel gauge sending unit connector has two 2-TERMINAL UNIT:
terminals , short the gauge terminals using a jumper
wire.
FUEL GAUGE
SENDING UNIT
If the fuel gauge sending unit connector has three

3-TERMINAL UNIT:
terminals, short the gauge side Yellow/white
terminal and the green terminal using a jumper wire.
Turn the ignition switch ON and check the gauge

needle.
Does the needle move?
YES - Check the fuel gauge sending unit.
NO - GO TO STEP 2.
2. Fuel Gauge Wire Continuity Inspection

Check for continuity in both wires between the fuel
gauge sending unit and the fuel gauge.
NO - Broken wire between the sending unit and
the gauge.
YES - GO TO STEP 3.
3. Fuel Gauge Voltage Inspection
Check for voltage at the black or Black/brown

Refer to the model
(positive power line) and ground wire of the fuel
specific Service
gauge.
Manual for the
appropriate wire Is the voltage within the specified value?
color(s).
NO - Broken positive power line.
YES - Faulty fuel gauge.
26-12
FUEL UNIT INSPECTION
TOOLS:
Digital multimeter
Test probes
Refer to the Model Specific manual for the fuel unit

removal/installation and inspection specifications.
1. Fuel Gauge Inspection
Connect the fuel unit connector.
Move the float up and down to be sure that the fuel

gauge needle moves to "F" and "RES."
Does the needle move to "F" and "RES"?
NO - GO TO STEP 2.
2. Fuel Gauge Sending Unit Resistance Inspection

Measure the resistance between the connector
terminals with the float in the full up and down
positions.
Is the resistance within the specified range?
YES - Check the fuel gauge.
NO - Replace the sending unit.
LOW FUEL INDICATOR

OPERATION
A thermistor is built into the fuel level sensor in the fuel
tank. The fuel warning light's function is controlled by IGNITION MAIN
the thermistor's automatic heat generation. FUSE SWITCH FUSE
When the thermistor is submerged in gasoline, heat

generated by the thermistor is absorbed by the liquid
(gasoline), and the self-heating action is reduced. As
the resistance is maintained and the current does not
flow at this time, the fuel warning light does not turn on .
When the thermistor is exposed, i.e., fuel level low,
radiation of heat decreases and the heat absorption
process increases. When the resistance drops below a
specified point, current flows and the low fuel indicator INDICATOR
turns on. LIGHT THERMISTOR
26-13
INSPECTION
TOOLS:
Digital multimeter
Test probes
If the low fuel indicator does not go off
1. Fuel Level Sensor Voltage Inspection
Check for battery voltage between the fuel level
sensor connector terminals .
YES - • Faulty fuel level sensor.
• Poor connection.
NO - • Shorted wire between the indicator light
and sensor.
• Faulty ground .
If the fuel warning light does not turn on

1. Fuel Level Sensor Voltage Inspection
Check for battery voltage between the fuel level
sensor connector terminals. IGNITION MAIN
FUSE SWITCH FUSE
YES - • Faulty fuel level sensor.
• Poor connection.
NO - GO TO STEP 2.
2. Low Fuel Indicator Voltage Inspection

Check for battery voltage between the battery side
of the indicator wire and ground. IGNITION MAIN
FUSE SWITCH FUSE
YES - • Bulb burnt out.
• Broken wire between the warning light
and sensor.
• Faulty ground.
NO - • Faulty sub fuse .
• Poor connection of the fuse holder
connector.
26-14
HEADLIGHT BULB
f Before replacing the bulb, be sure to check the switches
t for loose connectors.
I I
,'
r
NOTICE
A void touching halogen headlight bulbs. Finger-prints
can create hot spots that cause a bulb to break.
If the bulb is touched with your bare hands, clean it with
a cloth moistened with denatured alcohol to prevent
early bulb failure.
Be sure to install the dust cover after replacing
the bulb.
IGNITION SWITCH AND OTHER

SWITCHES
INSPECTION
TOOLS: D
Digital multimeter
Test probes
Disconnect the connector that is nearest to the switch
that you are to inspect and check for continuity between
the switch side terminals of the connector.
Refer to the model There should be continuity between the 0---0
specific Service positions on the continuity chart.
Manual for the
continuity chart and
appropriate wire SAMPLE TESTS
colors. Ignition Switch SAMPLE IGNITION SWITCH:
Check for continuity between the switch side connector
terminals in each switch position .
Continuity should e·sist between the color codes wires
as shown in the chart.
OFF
Turn Signal Switch
With the turn signal switch at N (neutral), there should COLOR R/BI R
be no continuity between the wires.
With the switch at L (left), there should be continuity
between the orange and gray wires, and with the switch SAMPLE TURN SIGNAL SWITCH:
at R (right), there should be continuity between the blue
and gray wires.
\ Wire color
Orange Gray Blue
Switch position \
-- --
-- -
; 26-15
CONTACT BASE REPLACEMENT
CONTACT BASE MOUNTED WITH SCREWS
Remove the ignition switch.
Remove the band and three screws; then remove the
switch from the switch cylinder.
BAND (Cut
and discard)
Reassemble the switch and cylinder with the cylinder

shaft aligned with the notch in the switch hole. SHAFT
Tighten the contact base with the three screws.

SCREWS
Clamp the wires with a wire band and cut off the excess
portion of the band. Check the ignition switch.
BAND (Replace
with new one)
CONTACT BASE SECURED WITH TABS

Remove the ignition switch and band.
Insert the ignition switch key and turn it to the position
between ON and OFF.
26-16
Push the contact base tabs in with a screwdriver to
release them from the slots in the ignition switch body, TABS
and remove the contact base.
Insert the contact base on the ignition switch body with
its tabs aligned with the slots in the ignition switch body.
NOTE :
• Be sure that the ignition switch key is in the position
between ON and OFF before attempting to reinstall
the contact base.
Clamp the wires with a wire band and cut off the excess
portion of the band .
Check the ignition switch .
NEUTRAL SWITCH OPERATION

When the ignition switch is ON and the transmission is
in neutral, the neutral switch turns the indicator on . IGNITION MAIN
FUSE SWITCH FUSE
Refer to the model Some models are equipped with a change switch and/
specific Service or overdrive switch .
Manual for change
• The change switch detects the gear position by the
and overdrive (OD) INDICATOR
position of the shift drum and sends a signal to the
switch inspections.
gear position indicator/ignition control module.
• The overdrive switch turns the overdrive indicator on
when the transmission is in OD position. NEUTRAL
SHIFT DRUM
SWITCH
NEUTRAL SWITCH INSPECTION

TOOLS:
Digital multimeter
Test probes
Neutral indicator does not go off

1. Neutral Switch Inspection
Place transmission in gear.
Disconnect the Light green/red wire from the neutral
switch.

Does the indicator light come ON?
YES - Shorted light Green/red wire.
NO - Faulty neutral switch .
26-17
Neutral indicator does not come on
1. Neutral Switch Inspection
Disconnect the Light green/red wire from the neutral

Refer to the model
switch.
specific SeNice
Manual for the
appropriate wire
Check for battery voltage between the light Green/
color(s) .
red wire and ground.
YES - Faulty neutral switch.
NO - • Broken Light green/red wire between
Lg/R---.
the indicator and neutral switch .
• Bulb burnt out.
• Blown sub fuse.
• Poor contact at the fuse connector.
CLUTCH SWITCH OPERATION

The clutch switch allows the starter motor to work when
the transmission is in gear if the clutch lever is pulled in .
This system allows for quick starting if the engine stalls
while in gear.
CLUTCH SWITCH INSPECTION

TOOLS:
Digital multimeter
Test probes
Check the starter system if the starter motor turns with

the transmission in positions other than neutral.
The starter motor should turn with the clutch lever
pulled in and not turn with the lever released while the
transmission is in gear.
If the starter system is not normal, check the following :
Disconnect the wire from the clutch switch and check
for continuity between the clutch switch terminals while
operating the clutch lever.
When the clutch lever is pulled in :
There should be continuity between the terminals.
When the clutch lever is released :
There should be no continuity between the terminals.
If the clutch switch is normal , check the following :
• Check for a broken wire between the starter relay
switch and the clutch switch.
• Check the neutral switch. CLUTCH
SWITCH
26-18
BRAKE LIGHT SWITCH OPERATION
The brake light comes on when the brake lever (or
pedal) is applied. IGNITION MAIN
SWITCH FUSE
Starter motor-equipped scooters: To prevent the
accidental start-up of the scooter, current does not flow
to the starter motor unless the brake lever (or pedal) is
applied.
FRONT BRAKE
LIGHT SWITCH BRAKE
LIGHT
REAR BRAKE
LIGHT SWITCH
BRAKE LIGHT SWITCH INSPECTION

TOOLS:
Digital multimeter
Test probes
( If the brake light does not come on, check the following :
! • Bulb burnt out.
'f • Poor connection of the brake light switch connector.

If normal, disconnect the brake light switch connector
and check for continuity between the terminals while
operating the brake lever (or pedal).
When the brake lever (or pedal) is depressed:
There should be continuity between the terminals.
When the brake lever (or pedal) is released :
There should be no continuity between the terminals.
If the brake light switch is normal, check the following :

• Blown sub fuse.
• Ignition switch.
• Poor connection of the fuse connector.
• Broken wire between the sub fuse and brake light
switch.
• Broken wire between the brake light switch and
brake light.
26-19
TURN SIGNAL LIGHTS
If the turn signal light does not blink, check the
following :
• Is the battery normal?
• Is the bulb burnt out?
• Is the bulb of the specified wattage?
• Is the fuse blown?
• Are the ignition and turn signal switches normal?
• Are the connectors properly connected?
If normal, check as noted below.
IF THE TURN SIGNAL RELAY HAS

TWO TERMINALS
1. Turn Signal Relay Inspection
Disconnect the connector from the relay and short
2-TERMINAL RELAY:
the connector with a jumper wire . MAIN FUSE
Turn the turn signal switch ON and check the turn

signal light.
Cl)
...J
Does the turn signal light come ON? <(
z
YES - • Faulty turn signal relay. (9
• Poor connection. en
NO - Broken wire harness.
TURN SIGNAL
SWITCH

THREE TERMINALS
1. Turn Signal Relay Inspection
Disconnect the connector from the relay and short 3-TERMINAL RELAY:
Refer to the model
the Black and Gray terminals of the turn signal relay MAIN FUSE
specific Service
connector using a jumper wire.
Manual for the
appropriate wire
color(s) .
Turn the turn signal switch ON and check the turn
signal lights.
Do the turn signal lights come ON?
NO - Broken wire in harness.
YES - GO TO STEP 2.
TURN SIGNAL SWITCH
2. Turn Signal Relay Ground Wire Inspection
Check for continuity between the Green terminal of

Refer to the model
the relay connector and ground .
specific Service
Manual for the Is there continuity?
appropriate wire
NO - Broken ground wire.
color(s).
YES - • Faulty turn signal relay.
• Poor connection .
26-20
FOUR TERMINALS
1. Battery Power Source Line Open Circuit
Inspection
Disconnect the turn signal relay 4P connector from
the turn signal relay.
Check the following at the wire harness side 4P
connector.
Measure the voltage between the 4P connector
Refer to the model
terminal and ground.
specific Service
Manual for the Connection: Red/white (+) - Ground (-)
appropriate wire
r color(s).
YES - GO TO STEP 2.
r NO - • Open circuit in the Red/white wire
~
• Blown sub fuse
(
2. Ground Line Open Circuit Inspection
Check for continuity between the 4P connector

Refer to the model
specific Service
Manual for the Connection: Green - Ground G
appropriate wire
color(s).
YES - GO TO STEP 3.
NO - Open circuit in the Green wire
4P CONNECTOR
3. Turn Signal/hazard Switch Line Open Circuit

Inspection
Connect the 4P connector terminals with a jumper

Refer to the model 4P CONNECTOR
wire.
specific Service
Manual for the Connection: Red/white - Gray
appropriate wire
Operate the turn signal switch or push the hazard
color(s).
switch.
r Do the turn signal light illuminate?
YES - GO TO STEP 4.
NO - • Open circuit in the Gray wire
• Faulty turn signal switch or hazard
switch (left handlebar switch)
• Faulty turn signal light circuits
26-21
4. Ignition Switch Power Source Line Open Circuit
Inspection
Measure the voltage between the 4P connector
Refer to the model
specific Service P/Bu
Manual for the Connection: Pink/blue (+) - Ground (-)
appropriate wire
color(s).
YES - System is normal, replace the turn signal/
hazard relay.
NO - • Open circuit in the Pink/blue wire 4P CONNECTOR
• Blown sub fuse

SEVEN TERMINALS
Disconnect the turn signal position relay 9P (Black)
connector from the turn signal position relay, inspect the
following.
Power Input Voltage Inspection
9P CONNECTOR
Measure the voltage at the turn signal position relay 9P
Refer to the model connector terminals of the wire side.
specific Service
Manualfor the CONNECTION: Black(+)- Green(-)
appropriate wire STANDARD: Battery voltage
color(s) . There should be standard voltage.
If there is no standard voltage, inspect the following :
- Open circuit in Green wire
- Open circuit in Black or Black/red wire between the
turn signal position relay and ignition switch
8
Turn Signal Circuit Inspection
9P CONNECTOR
Short the following terminals of the turn signal position
Refer to the model relay 9P connector with a jumper wire.
specific Service
Manual for the
Front right turn signal light:
appropriate wire Black - Light blue/white
color(s). Front left turn signal light:
Black - Orange/white
Rear right turn signal light:
Black - Light blue
Rear left turn signal light:
Black - Orange
Turn the ignition switch ON and check the turn signal
light.
If each turn signal light does not come on, inspect the
following:
- Open circuit in each wire between the turn signal
position relay and turn signal light
- Open circuit in green wire between the turn signal
light and ground
26-22
Turn Signal Switch Line Inspection
9P CONNECTOR
Check the continuity at the turn signal position relay 9P
Refer to the model connector terminals of the wire side.
f- specific Service
CONNECTION:
l Manual for the
appropriate wire Right turn signal light: Gray - Light blue
color(s). Left turn signal light: Gray - Orange
There should be continuity with the turn signal switch
operated.
If there is no continuity, inspect the following :
- Open circuit in Gray or Light blue or Orange wire
between the turn signal position relay and turn signal
switch
If the wire is OK, replace the turn signal position relay.
HORN
I Horn does not sound
1. Ignition and Horn Switch Inspection
Check the ignition and horn switches.
Do the ignition and horn switches check OK?
NO - Replace faulty switch(es).
YES - GO TO STEP 2.
2. Horn Switch Voltage Inspection
Disconnect the wire from the horn.
Turn the ignition switch ON and press the horn
Refer to the model
switch (or start the engine and press the horn switch
specific Service
if your motorcycle is battery-less type) and check for
Manual for the
voltage between the light green and ground.
appropriate wire
color(s). Is battery voltage present?
NO - • Broken light green wire.
• Faulty sub fuse.
• Faulty horn switch.
YES - GO TO STEP 3.
3. Horn Ground Wire Inspection
Check for continuity between the green wire and
ground. IGNITION MAIN
FUSE SWITCH FUSE
,.
YES - Faulty horn.
NO - • Broken green wire.
• Faulty ground connection .
HORN
; 26-23
SIDESTAND SWITCH
INSPECTION
TOOLS:
Digital multimeter
Test probes
NOTE:
If there is an open circuit in the ignition circuit of the
sidestand switch, the following symptoms will occur
with the sidestand retracted .
- Models with centrifugal clutch: Starter motor will
not operate.
- Models with manual clutch: Starter motor will not
operate with the transmission in gear and the
clutch disengaged. (The engine stops when the
transmission is shifted into gear.)
- Models with kickstarter: Engine will not start. (No
spark at plug.)
• If the sidestand circuit is suspected as the cause of
the problem, first check the operation of the
sidestand indicator. If the indicator operation is
normal, the problem is in the sidestand ignition
circuit.
Disconnect the connector from the ignition control
module.
Check for continuity between the sidestand switch wire
Refer to the model (ignition side: Green/white) of the harness side
specific Service connector and ground.
Manual for the
Sidestand retracted: Continuity
appropriate wire
Sidestand deployed: No continuity
color(s).
If there are any faults in above continuity check,

disconnect the side stand switch connector. SIDESTAND SWITCH CONNECTOR
Check for continuity between the wire terminals of the

switch side connector.
Sidestand Green/ Yellow

Green
Position white /black
Deployed
Retracted -- - --
-
'
DEPLOYED
(LOWERED)
POSITION
26-24
, REPLACEMENT
NOTE:
' • The switch is installed on either the front or the rear

of the sidestand pivot, depending on the model.
REMOVAL
Remove the switch attaching bolt from the side stand
SIDESTAND SWITCH
r pivot.
Disconnect the switch wire connector from the harness
' and remove the switch.
NOTE:
• Do not attempt to disassemble the switch because it
r( is permanently sealed .
r
r
ATTACHING BOLT
,I INSTALLATION
Install the switch, aligning its U-groove with the
sidestand return spring hook pin.
U-GROOVE HOOK PIN
Align the lug of the switch rotor with the hole in the
sidestand bar pivot by moving the stand bar slightly.
While holding the switch to prevent the lug from slipping

r out of the hole, tighten the attaching bolt.
Route the switch wire properly and connect the
connector.
HOLE
Check the switch operation after installation. (In stand bar)
...•
f
,,
'
26-25
SIDESTAND INDICATOR
OPERATION
When the sidestand is deployed (lowered), the
sidestand switch is turned ON (closed) and the indicator
comes on .
IGNITION
When the sidestand is retracted, the indicator goes off.
SWITCH
SIDESTAND -
''
SWITCH
INDICATOR SIDE CONTACT

IGNITION/STARTING
SIDE CONTACT
l
(Continuity at lowered position)
INSPECTION
TOOLS:
Digital multimeter
Test probes
Check the indicator operation by moving the sidestand .
Sidestand Position Indicator
Retracted Goes off
Deployed (lowered) Comes on
DEPLOYED (LOWERED) INDICATOR

POSITION
Indicator does not go off

1. Sidestand Indicator Inspection
Disconnect the side stand switch connector from the
SIDE STAND SWITCH
harness.
CONNECTOR (Disconnected)
Turn the ignition switch ON, and check the side
stand indicator.
Does the indicator come ON?
NO - Faulty side stand switch .
YES - GO TO STEP 2.
J'
SIDESTAND SWITCH .J
26-26
2. Sidestand Harness Inspection
Disconnect each connector of the Yellow/black wire
between the bulb and side stand switch connector in
order, referring to the wiring diagram, and check the
indicator with the ignition switch turned ON.
Does the indicator go OFF when a connector is
disconnected?
YES - Short circuit in the Yellow/black wire
between the connector that caused the
indicator to go off and the last connector
disconnected.
Indicator does not come ON
1. Side Stand Switch Inspection
Disconnect the side stand switch connector from the
wire harness.
Ground the Yellow/black wire terminal of the wire
Refer to the model
harness side connector to the frame.
specific Service
Manual for the
Turn the ignition switch ON , and check the indicator.
appropriate wire
color(s). Does the indicator come ON?
YES - • Faulty side stand switch.
• Poor contact at the side stand switch
connector.
NO - GO TO STEP 2.
BODY GROUND
2. Sidestand Indicator Bulb Voltage Inspection

Check the voltage between the power supply (+)
wire of the indicator bulb and ground with the
ignition switch ON.
D
!
NO - • Blown fuse
• Poor connector contact. @
• Open circuit in power supply wire .
r
l
YES - • Bulb burnt out.
• Poor contact at bulb socket.
' • Open circuit between bulb and switch
connector.
. BETWEEN INDICATOR AND
SWITCH CONNECTOR
I
f
'•.
I 26-27
'
MEMO
I
J 27. PERSONAL WATERCRAFT (PWC)
Ir
J
f
'
i
SYSTEM DESCRIPTIONS ·················· .. ······27-2 SERVICE INFORMATION·························27-18
f ENGINE LUBRICATION······························27-2 COOLING SYSTEM INSPECTION ........... 27-19
I EOP SWITCH OPERATION························27-5 IM PELLER ..... ······················· ....... ··· ........... 27-19
I
r COOLING SYSTEM .................................... 27-6 RUBBER COUPLING ................................ 27-20
OPERATION WHEN OVERHEATED··· ... ·.. ·27-8 TURBOCHARGER SERVICE ··················· 27-20
'
f WATER MUFFLER TEMPERATURE ANODE····································· ............... ·· 27-20
(WMT) SENSOR··· ....................................... 27-8
BILGE STRAINER..................................... 27-22
',
f
f
TURBOCHARGER······································ 27-9
DRIVE/JET PUMP ..................................... 27-12
STEERING·················································27-13
DRAIN PLUG ............................................. 27-22
BEARING HOUSING·· ............................... 27-22
REVERSE SYSTEM ···· ···· ···· ····· ······· .......... 27-23

f QUICK TRIM SYSTEM .............................. 27-14
I STEERING SYSTEM ................................. 27-25
OFF-THROTTLE STEERING (OTS) ......... 27-15
COOLING SYSTEM FLUSHING ............... 27-27
LIMIT MODE .............................................. 27-16
STORAGE .. ···· ···· ······· ····· ···· ···· ··............ ··· ·· 27-28
SPEED SENSOR ....................................... 27-17
! NOISE REDUCTION DAMPER ................. 27-17

IF THE WATERCRAFT IS
SUBMERGED··········· ................................. 27-30
ff
f El
I'
~
Iii
f 27-1
l
PERSONAL WATERCRAFT (PWC)
SYSTEM DESCRIPTIONS
Although the engines used in Honda Personal Watercraft (PWC) are specifically designed for the application, the basic structure of
the engines and fueling systems are similar to other Honda powersports products. This being the case, much of the general
service , engine , and fueling system related information provided in other chapters of this manual also relate to PWC. However, as
PWC were designed for a completely different environment than Honda's other powersports products, there are many unique PWC
components not used on other models. This section describes some of the unique PWC components and their operation. Due to J
the extent of the PWC specific components and.their servicing, this section is designed as an overview of PWC components . Refer
to the model specific Service Manual for PWC servicing information.
ENGINE LUBRICATION
DRY SUMP LUBRICATION SYSTEM
GENERAL DESCRIPTION I
The dry sump lubrication system consists of an external oil tank on the front of the engine and a dual rotor oil pump (scavenge and
feed) located within the oil tank. The feed pump draws oil from the oil tank and supplies it to various engine components and the
turbocharger (where installed). The scavenge pump transfers oil from the sump to the oil tank.
The installed engine height can be mounted lower compared to conventional engines, because the oil is not stored in the sump (oil
pan). I
ARX1500T3/T3D:
OIL FILTER
;
J
SUMP (OIL PAN)
OIL PUMP (SCAVENGE) . '
27-2
OIL MANAGEMENT SYSTEM/OIL THERMOSTAT
GENERAL DESCRIPTION
PWC models incorporate an oil thermostat in the oil passage. The oil thermostat, which is located between the oil cooler and oil
cooler bypass passage, helps shorten the engine warm up period by directing the oil into the bypass circuit while closing the oil
cooler circuit.
SYSTEM CONSTRUCTION
When the engine oil temperature is below the opening threshold of the oil thermostat (95 - 101 °C/203 - 214 °F), the valve is
completely closed and the engine oil bypasses the water-cooled oil cooler and circulates back to the engine.
When the engine oil temperature reaches the opening threshold of the oil thermostat, the valve opens and engine oil is circulating
through the oil cooler.
ARX1500T3/T30 MODELS:
EOP (Low) SWITCH

OIL THERMOSTAT
During engine warm up:
t
After the engine is warm:
OIL STRAINER SCREEN
OIL PUMP (FEED)

~~~ OIL PUMP (SCAVENGE) BALANCER SHAFTS
OIL MANAGEMENT SYSTEM DIAGRAM
:- - -- OIL TANK ------- -------1
I Oil Cooler ;
CYLINDER HEAD :
Camshaft Journal
EOP(High) Switch
Balancer Journal (R)
Main Gallery
Balancer Journal (L.)
Strainer Screen I
:
L______ __________ 'l
27-3
ARX1500N3 MODEL:
EOP (Low) SWITCH PRESSURE CAMSHAFTS

RELIEF VALVE \.
c=O~
During engine warm up: I\ I\ I\ I\
EOP (High) SWITCH

OIL PUMP (FEED) OIL PUMP (SCAVENGE)
OIL MANAGEMENT SYSTEM DIAGRAM

:-
1
-- OIL TANK --- ------ --1
Oil Cooler 1
CYLINDER HEAD :
EOTsensor ~ Camshaft Journal Valve lifter
EOP(Low) Switch
CRANKCASE
EOP(High) Swnch
----- Attenator
Oil Jets (Piston)
Main Gallery Crankpin
Cam Chain
OIL PAN
Oil Pump (scavenge) - - - - - - + - -----+----< Strainer Screen
L______________ _ _ L_ _____ _
27-4
OIL THERMOSTAT OPERATION
The oil thermostat consists of the valve, thermowax and spring .
When the engine is cold, the oil cooler passage is held closed by the spring
pressure and the bypass passage is fully open .
•
l
r-
THERMOWAX BYPASS PASSAGE
( As the engine warms up, the thermowax inside the thermostat is expanded
by the heat The expansion overcomes the spring pressure and opens the
oil cooler passage while closing the bypass passage.
OIL
COOLER
PASSAGE
'
['
'I
EOP SWITCH OPERATION
THERMOWAX
PWC models incorporate a fail-safe function in the event that the engine oil pressure becomes abnormal. If the EOP (High) switch
detects an engine oil pressure below a certain level when the engine speed is above specified value , the ECM limits the engine
speed to prevent engine damage. A specific OTC will be stored in the ECM and the oil pressure warning light, warning indicator,
and PGM-FI warning indicator will notify the rider of the problem .
If the EOP (Low) switch detects an engine oil pressure below a lower preset level the ECM initiates the fail-safe function and stops
the engine. A different specific OTC code will be stored in the ECM and the oil pressure warning light, warning indicator, and PGM-
FI warning indicator will notify the rider of the problem.
EOP (LOW) SWITCH
27-5
COOLING SYSTEM
PWC models utilize the water in which it is running as coolant. The rotating force of the impeller draws water from the cooling water
inlet (water strainer screen) and supplies the water to each cooling circuit. The water is mixed with exhaust gas inside the water
muffler and discharged.
The exhaust body does not have a cooling circuit, instead, the water is sprayed inside the ex~aust body.
SYSTEM FLOW PATTERN

ARX1500T3/T3D :
Outlet (Exhaust
Port)
WATER MUFFLER
To outlet
(pilot water nozzle)
INTERCOOLER
CYLINDER
~========!:3EJ~
OIL COOLER To outlet (flushing connector)
ENGINE SIDE ONE-WAY VALVE

COOLING WATER
Cylinder Block Oil Cooler JET PUMP INLET
(WATER STRAINER
SCREEN)
Outlet Flushing Connector Cylinder Head

One -way Valve Jet Pump
- - - - - - - - - - - ________ ___,'
--i
Turbo Charger Exhaust Manrrold
I
'
Pilot water Hole

I
Inter Cooler
Outlet
waterMaffler
L________________________ _j
27-6
ARX1500N3:
EXHAUST PIPE
(
Outlet (Exhaust
Port)
WATER MUFFLER
~ ~ = = = ~ ~===:::i~
r To outlet \Y
(pilot water nozzle)
f
r
" ' -- - ' 11 ~- -=::::::i 13E===~~IEJ..-

,-
J ~
OIL COOLER To outlet (flushing connector)
<:= ~
COOLING WATER
r JET PUMP INLET
(WATER STRAINER
: ENGINE SIDE '
r SCREEN)
r Cylinder Block Oil Cooler
f
r Outlet Flushing Connector Cylinder Head
One -way Valve Jet Pump
r ' - - - - - - -- - _ _______ _____:

- ---------------- -
1 EXHAUST SIDE
I Exhaust Pipe Exhaust Man[old
f Pilot Water Hole
l
r waterMaffler
Outlet
'
L _____ __ __ _ ----- - - ___ _J
'l
I
r
t 27-7
OPERATION WHEN OVERHEATED
PWC models include a fail-safe function in the event that the engine overheats. If the ECT sensor detects an engine temperature
above 85°C (185°F), the ECM initiates fail-safe function to limit the engine speed to 3,000 rpm . However, if the ECT sensor detects
an engine temperature above 95°C (203°F) and/or Manifold Surface Temperature (MST) switch operation, the fail-safe function
stops the engine.
ECT SENSOR OPERATION

1. If the ECT sensor detects an engine temperature above 85°C (185°F),
the ECM will limit the engine speed to 3,000 rpm to prevent engine
.'
damage. DTC code #47-1 will be stored in the ECM, and the coolant
temperature warning light, warning indicator and PGM-FI warning
indicator will notify the rider of the problem.
2. If the ECT sensor detects an engine temperature above 95°C (203°F),
the ECM initiates the fail-safe function and stops the engine. DTC code
#47-2 will be stored in the ECM, and the coolant temperature warning
light, warning indicator and PGM-FI warning indicator will notify the rider
of the problem.
'I
MANIFOLD SURFACE TEMPERATURE (MST)

SWITCH OPERATION
1. If the MST switch detects an exhaust manifold temperature above 150°C
(302°F), the ECM initiates the fail-safe function and stops the engine. A
specific DTC code will be stored in the ECM, and the coolant
temperature warning light, warning indicator and PGM-FI warning
indicator will notify the rider of the problem.
WATER MUFFLER TEMPERATURE (WMT) SENSOR

GENERAL DESCRIPTION
A water muffler temperature (WMT) sensor is located on the side of water
muffler. If the WMT sensor detects the surface temperature above 93° C
(199° F), the ECM limits the engine speed to 2,500 rpm in order to prevent
the rubber and resin parts around the water muffler from being damaged. A
specific DTC will be stored in the ECM, and the warning indicator and PGM-
FI warning indicator will notify the rider of the problem.
27-8
TURBOCHARGER
GENERAL DESCRIPTION
Turbocharging adds significant power and performance to PWC engines by forcing a greater amount of air/fuel mixture into the
engine cylinders, the combustion of which provides the additional power. ·
The Honda PWC turbocharger uses ceramic ball bearings on the turbine shaft. Compared to a turbocharger that uses floating
bushing type bearings, the ceramic bearings result in lower friction, and provide faster acceleration of the turbine shaft. The ceramic
bearings also excel in terms of durability and reliability.
'
-- COMPONENTS
The main components of the turbocharger system include:
WASTEGATE
• Turbine driven by the exhaust to drive the compressor. LINKA E
• Compressor designed to force more air/fuel mixture into the engine
I cylinders.
• Wastegate designed to limit maximum boost at high speeds by allowing
TURBINE
some of the exhaust gases to bypass the turbine rotor.
• lntercooler designed to cool the intake charge before it enters the
,
engine.
COMPRESSOR
LUBRICATION
The shaft bearings require special protection because of their high speed.
The pressurized engine lubricating system provides lubrication to the shaft
bearings at a steady flow. As the engine oil circulates through the
turbocharger, it also removes excess heat.
SHAFT BEARINGS
COOLING
Water flows through the bearing housing to help control bearing and oil
temperature. This helps to cut down on clogged lubrication passages.
Water flow
27-9
INTERCOOLER
The intake air temperature increases considerably as a result of
INTERCOOLER
turbocharging . Higher air temperature means that the air is less dense, so
less air is delivered to the engine.
The intercooler is designed to cool turbocharger boost air before it enters
the engine. This is accomplished by directing coolant through a passage in
the intercooler in order to transfer heat from the boost air back to the engine
cooling system. This cooler air is more dense, so more air is delivered to the
engine. This allows the ECM to command delivery of additional fuel, while
maintaining the best air-fuel ratio for combustion. As a result, the engine
power output is increased.
OPERATION
1. As the throttle is opened, the engine exhaust gases pass through the
turbine housing. The passage of these gases cause the turbine wheel to COMPRESSOR
turn. Since the compressor is directly connected to the turbine by a
shaft, it turns at the same speed . Filtered air drawn into the intake
system is compressed and forced through the intercooler and throttle
body, and into the intake manifold.
The compressed air is called boost. The increased amount of oxygen in
the combustion chamber allows for more fuel to be delivered while
maintaining an optimum air/fuel ratio.
2. The cooled intake air is regulated by the throttle valve and then enters
the cylinders.
TURBINE
3. Intake boost pressure is regulated by a wastegate which , when open,

directs exhaust gas away from the turbocharger exhaust turbine. An
actuator opens the wastegate. The wastegate actuator consists of a
diaphragm, return spring, and valve. The wastegate valve is held closed
by the spring. When the wastegate control solenoid valve is closed,
pressure applied to the diaphragm increases, it overcomes the spring
pressure and opens the wastegate valve, thereby reducing boost.
4. Besides the pressure control on the exhaust side mentioned above, the
ECM and wastegate solenoid valve also controls the boost pressure in
order to regulate the engine output depending on the intake air
temperature. The intake air temperature is detected by IAT sensor,
whereas the boost pressure is detected by TCP sensor. To increase
boost pressure, the ECM closes the wastegate valve by bleeding off the
pressure applied to actuator diaphragm, the turbine spins at a higher
speed and the boost air pressure rises.
5. To decrease boost pressure, ECM opens the wastegate valve by closing WASTEGATE
the bleed circuit to pressurize the actuator diaphragm. The pressure on WASTEGATE OPEN:
the actuator overcomes the return spring force and opens the
wastegate. As the wastegate opens, the turbine spins at a lower speed COMPRESSOR
and the boost air pressure decreases.
27-10
TURBOCHARGER SYSTEM DIAGRAM:
WASTEGATE CONTROL SOLENOID VALVE
Flow of intake air

ECM
Flow of exhaust gas
RETURN
= AIRBOX
.-1...1 - - ~ -
SPRING
TURBINE
Muffler
COMPRESSOR L -
WASTEGATE
IAT SENSOR
n VALVE
THROTTLE BODY ' INTERCOOLER
TURBOCHARGER COMPONENT LOCATION :
TURBOCHARGED
PRESSURE SENSOR
INTAKE AIR
TEMPERAT
SUB AIR BOX
WATER COOLED INTERCOOLER
27-11
r

DRIVE/JET PUMP
Unlike some PWC designs, the Honda AquaTrax does not require a power-robbing , gear-reduction system before engine motive
force is transmitted to the final drive. Instead , the impeller shaft is connected directly to the engine's crankshaft. The final drive on
PWC is a jet pump that propels the craft through the water using an impeller. The jet pump used in the Honda Aqua Trax PWC is an
axial-flow, single-stage, Solas design with a three-blade impeller. The impeller shaft is connected to the drive shaft with drive,
driven, and rubber couplers .
IMPELLER
RUBBER COUPLING
STATOR CAP
'
IMPELLER SHAFT DRIVE SHAFT
27-12
STEERING
A simple and durable mechanical cable steering system is used on PWC. Handlebars attach to a steering shaft to which is mounted
a cable arm. The cable operates the pivoting jet nozzle, which directs the thrust created by the impeller for directional control.
HANDLEBAR
STEERING CABLE
RETAINER
PIVOT BOLT-
STEERING NOZZLE
CABLE ARM
/ STEERING CABLE
27-13
QUICK TRIM SYSTEM
This system controls the attitude of the hull (trim) by tilting the vertical direction of the jet stream down with the steering nozzle. The
trim adjustment is continuously variable from flat to a maximum of 8 degrees down. The nozzle can be locked in the maximum trim
position .
To adjust the trim , operate the trim lever located on the left handlebar as needed. Squeezing the lever tilts the steering nozzle down
which will lower the bow of the craft. The steering nozzle returns to the original (flat) position when the lever is released .
The trim lever is equipped with a lock mechanism that will lock the nozzle in maximum trim, this is recommended when the
watercraft is loaded with two people. To lock the nozzle, squeeze the trim lever fully with your middle finger and push the lock lever
with your index finger. To unlock the nozzle, pull on the lock lever.
By lowering the bow of the craft the Quick Trim System offers the following effects:
• Improved acceleration performance from rest
• Improved turning performance with less effort from the driver
• Less porpoising (up and down, front-to-aft movement) in rough water
• Leveling the attitude of the watercraft when it is loaded with two people
TRIM LEVER
LEFT HANDLEBAR
u
CABLE LINK BOX
' P-----L-J~--lUJ.__[_J-LJ....__J---'---.
/
/
/
/
/
/
/
RETURN SPRING / STEERING NOZZLE
/
/
JET PUMP ·c=::J~==~~
27-14
OFF-THROTTLE STEERING (OTS)
When the throttle is closed (released), resulting in no thrust at the jet pump, the watercraft cannot be steered. When an obstruction
in the water is encountered (e.g., another watercraft, rocks, etc.), the proper evasive maneuver is to continually engage the throttle
and turn to avoid the hazard. To a novice operator, the concept of actually accelerating when coming upon an obstruction in the
water seems counter-intuitive. Most watercraft riders, when confronted with a hazard, will instinctively release the throttle in an
r attempt to avoid a collision. However, as mentioned above, this will result in no thrust at the jet pump, and no ability to steer the
craft. The OTS is designed to provide some turning thrust when the rider lets go of the throttle when the handlebar is in fully steered
position.
f
OPERATION
1. The ECM detects the engine speed by the signal from CKP sensor. If the engine speed is above 3,000 rpm, OTS will be in
r stand-by mode.
2. The throttle position sensor detects a completely closed throttle position.
',
3. When the handlebar is turned fully to the right or left, the limit switch, which is located below the steering shaft retainer on the
inside of the hull, is switched on, causing a signal to be sent from the switch to the ECM.
4. Under these conditions the ECM holds the IACV slide valve in a specified position, resulting in maintained engine speed which
provides enough thrust for turning .
5. The ECM sends a signal to the combination meter. The tachometer segments flashes rapidly and alternately to notify the rider
that the OTS is operating.
r STEERING
IACV
) THROTTLE BODY
OTS LIMIT SWITCH
Segments alternate rapid flashing
~
FUEL INJECTOR
COMBINATION METER
27-15
LIMIT MODE
GENERAL DESCRIPTION
In addition to ordinary running mode, PWC models incorporate a limit mode that limits the maximum running speed to 35 - 45 mph.
To initiate the limit mode, depress and hold the MODE button for more than 5 seconds. (Selectable only when engine is stopped)
When the limit mode is selected, ECM controls the following when the engine speed is above 4 ,500 rpm.
• Deactivating the cylinder: Fuel injection halts completely on one of four cylinders; fuel injection halts every fourth time on another
cylinder. (example: When No. 1 cylinder is completely deactivated, fuel injection stops every fourth time on No. 4 cylinder.)
• Retarding the ignition timing: ECM retards the ignition timing on each cylinder.
• Limiting the boost pressure to the minimum
The ECM switches the halted cylinders every 10 minutes to prevent the spark plugs from being wet (example: If No. 1 cylinder is
completely deactivated/No. 4 cylinder halts every fourth time for 10 minutes, No. 2 cylinder will be completely deactivated/No. 3
cylinder will halt every fourth time for next 10 minutes).
I
MODE SWITCH LIMIT MODE LIMIT MODE operation

(depress and hold the MODE operate starts Engine starts and
(maximum running speed
button for more than 5 (LIMIT MODE accelerates
within
seconds) indicator stays on) 35-45 mph)
LIMIT MODE
operation starts
¢ 8 ¢ (1) Fuel Injection halts completely on one of fou,cyUnde,s;
Fuel injection halts every fourth time on another cylinder
(2) Retarding the ignition timing
(3) Limiting the boost pressure to the minimum
27-16
SPEED SENSOR
The speed sensor is located on the upper left side of the ride plate. The speed sensor detects speed as water flows through the
paddlewheel. The sensor consists of a permanent magnet and sensor unit (Hall element), and is connected to the combination
meter via a wire. When one of the paddles passes across the sensor unit, voltage pulses are generated at the sensor. The voltage
pulses are sent as signals to the combination meter, which converts the signals to speed. The frequency of the signals increases
proportionally to the rotating speed of the paddlewheel.
---./ I
/,
I
PADDLEWHEEL
/,ff (PERMANENT MAGNET)
//
,
!/
r /I
,fJI
,,/,
I JIJi
f J
,!/
I Flow of water
r SPEED SENSOR
NOISE REDUCTION DAMPER

GENERAL DESCRIPTION
PWC models incorporate a noise reduction damper that is designed to
minimize running noise. Running noise occurs when the vibration generated
by the impeller resonates with the hull. The noise reduction damper, which
is located near the impeller inside the hull, absorbs the vibration of the
impeller to reduce running noise.
27-17
SERVICE INFORMATION
The following information is PWC specific maintenance procedures not covered in the other generic sections of this manual. For a
complete maintenance schedule and all related procedures, refer to the model specific Service Manual.
GENERAL
IMPORTANT SAFETY PRECAUTIONS
• Flushing must be performed in a well ventilated area. Never run the engine in an enclosed area. The exhaust contains
poisonous carbon monoxide gas that may cause loss of consciousness and lead to death.
• Keep hands, feet, and loose clothing away from the jet pump when running the engine. Never touch any electrical parts.
• Do not turn over the engine when cleaning the jet pump area. Remove the safety lanyard and disconnect the negative battery
cable to prevent accidental engine starting .
THE IMPORTANCE OF FLUSHING
• Flushing the cooling system with fresh water is essential to neutralize corroding effects of salt or other chemical products
present in water. The flushing water will help to flush out any sand, salt, shells or other particles in water jackets (engine,
exhaust components, turbocharger (ARX1500T3/T3D)) and/or hoses.
• Clean the watercraft thoroughly and flush the cooling system with only fresh water after each use, or before storage.
Also, use the flushing procedure to provide engine cooling when running the engine out of the water for service purposes.
• A flush connector fitting (flushing connector) is located near the reverse bucket to attach a garden hose for flushing .
NOTICE
Failure to properly flush the cooling system after riding will severely damage the engine and/or exhaust system.
FLUSHING PROCEDURE
It is extremely important to perform the following procedure when flushing . If you do not follow this procedure, water will flow into the
exhaust and possibly enter the cylinder head and engine, resulting in damage, contamination, or hard starting. Flush for
approximately 5 minutes.
1. Connect a garden hose to the flush connector fitting. DO NOT TURN ON THE WATER!
2. Start the engine.
3. Turn on the water to begin flushing .
4. Turn off the water to end flushing .
5. Stop the engine.
THE IMPORTANCE OF PROPER STORAGE
• A watercraft that is not properly prepared prior to storage, may result in component damage or corrosion .
• During the winter, or whenever the watercraft will not be in use for an extended period, proper storage is essential.
Proper storage consists of checking the entire watercraft for damage or broken parts; lubricating parts to ensure that they do not
become rusted; and, in general , preparing the watercraft so that when the time comes to use it again, it will be in top condition.
• If the watercraft will be stored outside, cover it with an appropriate cover.
TOOLS
There are special tool required for specific maintenance on Honda AquaTrax PWC model, however, as those more involved
procedures are not included in this manual, the tools are not listed. For information on the required special tools, reference the
model specific Service Manual. For a list of common hand tools, page iv.
27-18
COOLING SYSTEM INSPECTION
Check the intake grate (water intake area) for
obstructions or foreign matter.
INTAKE GRATE
r
r
JET PUMP
Flush the system (page 27-27) and check for clogs in

the water passages. PILOT WATER HOLE
A sufficient amount of water should flow out from the

pilot water hole.
Check for water leakage from the water hoses and hose
joints.
I
; Check the water hoses for cracks or deterioration .
Check that all hose clamps are tight.
I
(
IMPELLER
Check the impeller for deep scratches, pitting or nicks
by looking from both the water outlet and inlet sides. IMPELLER
Check the jet stator inner wall for scratches.

Check the impeller seal for cracks or damage.
IMPELLER SEAL
Measure the clearance between each impeller blade

and the jet stator, using a feeler gauge 12-inches long .
Refer to the model Check the measurement against the standard and
specific Service service limit.
Manual for the
standard and Impeller clearance is critical for proper performance. If
the clearance is out of specification, disassemble and
service limit
inspect the impeller and impeller housing area.
measurements.
FEELER GAUGE
IMPELLER BLADE
27-19
'
RUBBER COUPLING
Remove the coupler cover by following the instructions
Check the rubber coupling for cracks, damage or
deterioration.
Install the coupler cover in the reverse order of removal.
TURBOCHARGER SERVICE
Lubricate and rustproof the turbocharger (especially the
wastegate link) with a water-displacement corrosion-
proof lubricant (without Teflon or molybdenum
additives, such as CRC 6-56 or an equivalent) as ,.
shown in the illustration after confirming the engine is
cool.
ANODE
TURBOCHARGER
Remove the rear storage box by following the
Remove the anode cap from the turbocharger. Remove
the 0 -ring.
Check the anode for excessive wear.
Measure the anode height. If it is smaller than 4 mm,
replace with a new one.
Remove the anode.
Refer to the model Apply locking agent to the threads of a new anode
specific Service (Coat 6.5 mm from tip) and tighten it to the specified
Manualfor the torque.
specified torque.
Install the anode cap with a new 0-ring and tighten it to
the specified torque.
27-20
EXHAUST MANIFOLD
Remove the required items to gain access to the
exhaust manifold anode by following the instructions in
,I
Check the anode retaining screw to be sure it is tight.
If the anode O.D. is worn to the screw head, replace
with a new one.
Remove the screw and anode.
Apply locking agent to the retaining screw threads and
install a new anode with the screw.
f Replace the 0-ring

with a new one.
removal.
I OIL COOLER
Remove the required items to gain access to the oil
cooler anode by following the instructions in the model
Replace the 0-ring If the anode O.D. is worn to the screw head, replace
with a new one. with a new one.
Apply multi-purpose
grease to the cap
threads. Apply locking agent to the retaining screw threads and
install a new anode with the screw.
Refer to the model
specific Service removal.
Manual for the
specified torque. Tighten the anode cap to the specified torque.
CYLINDER HEAD
Remove the required items to gain access to the
cylinder head anode by following the instructions in the
If the anode O.D. is worn to the screw head, replace
with a new one.
Apply locking agent to the retaining screw threads
(Coat 6.5 mm from tip) and install a new anode with the
screw.
Replace the 0 -ring Install the removed parts in the reverse order of
with a new one. removal.
27-21
BILGE STRAINER
Remove the seats and rear storage box by following the
'
•
Release the band.

Remove the bilge strainer out of the strainer holder
while sliding it forward .
Flush the strainer and hose thoroughly with fresh water
to clean it.
Check the strainer for cracks or other damage.
Check the hoses for cracks, deterioration or loose
connections. Also check that they are not kinked or
pinched.
Do not clear the Clean the breather hole in the bilge joint with BILGE STRAINER HOLDER
breather hole with a compressed air.
needle or a piece of Clean the inner surface of hull if there is foreign
wire. material.
I
removal, making sure to align the grooves in the
strainer with the holder.
DRAIN PLUG
Check the bilge drain plugs for cracks or damage and
the mounting screws are tightened securely.
Clean the 0-ring and threads to remove any dirt or sand
and check them for wear or damage.
BEARING HOUSING
Remove the coupler cover by following the instructions
BEARING HOUSING
Remove the Check the boot and support areas of the bearing
watercraft from the housing for cracks or deterioration.
water immediately if
Check for water leakage from the bearing housing (e.g.,
there is any water
drive shaft seals) with the watercraft in the water.
entering the hull.
27-22
Fill slowly and Using a grease gun, fill the bearing housing with
carefully, as high 2.0 - 3.0 g (0.07 - 0.11 oz) of water resistant grease #2
pressure can through the grease nipple (fill with 12 g (0.4 oz) if the
damage the hose bearing housing was disassembled).
and the joints.
;
GREASE NIPPLE
I
REVERSE SYSTEM
CABLE LUBRICATION
I Remove the front storage box by following the
REVERSE SYSTEM LUBRICATION POINTS:
instruction in the model specific Service Manual.
I Operate the reverse lever so the inner cable is exposed
from the outer cable. Then, apply a water-displacement
corrosion-proof lubricant (without Teflon or
molybdenum additives, such as CRC 6-56 or an
equivalent) to the inner cable.
Apply a water-displacement corrosion-proof lubricant to
I each cable joint pivot and the reverse lever pivot.

each pivot of the reverse bucket.
Apply a water resistant molybdenum disulfide grease to

the guide groove in the reverse bucket arm .
27-23
INSPECTION AND ADJUSTMENT
Operate the reverse lever and check the movement of
the reverse bucket. BUCKET CATCH
If the reverse bucket moves tightly or binds, inspect

around the reverse bucket linkage. _..,...,....:.,...__ GUIDE
Pull the reverse lever up to set the reverse bucket COLLAR
down.
Check to make sure the upper bucket catch (spring)
should catch the guide collar of the bucket as shown.
Adjust the reverse bucket position as follows.
Lower the reverse lever to move the reverse bucket up.
Loosen the cable joint lock nut and disconnect the
reverse cable from the bucket arm by sliding the outer
sleeve of the cable joint.
The cable joint must Turn the cable joint as required (turn in; the clearance
be screwed in at between reverse arm and guide collar is decreased)
least and connect the reverse cable. REVERSE BUCKET
12.0 - 13.0mm.
After adjustment, tighten the lock nut to the specified
torque.
Refer to the model
specific SeNice Operate the reverse lever and recheck the bucket
Manual for the position.
correct torque.
OUTER SLEEVE
v~ _J
l
12.0 - 13.0 mm
Disconnect the air vent ducts.
27-24
If the proper bucket position cannot be obtained,
perform the adjustment at the reverse lever side. CABLE JOINT
Remove the front storage box by following the
,'
Loosen the cable joint lock nut.
Remove the E-clip and disconnect the reverse cable LOCK NUT ~ . . - - 2 mm
from the reverse lever.
The cable joint must Turn the cable joint as required and connect the reverse
be screwed in so cable.
the clearance
between the cable After adjustment, secure the cable with the E-clip and
tighten the lock nut to the specified torque .
end and joint hole is
,
less than 2 mm.
I Refer to the model
specific Service
Manual for the
, correct torque.
I
STEERING SYSTEM
CABLE LUBRICATION
Remove the front storage box by following the
( instructions in the model specific Service Manual.
Lower the reverse lever to turn the reverse bucket up.
Turn the handlebar so the steering inner cable is
exposed from the outer cable . Then, apply a water-
displacement corrosion-proof lubricant (without Teflon
or molybdenum additives, such as CRC 6-56 or an
equivalent) to the inner cable.
each cable joint pivot.
each steering nozzle pivot.
27-25
Remove the handlebar covers by following the
Apply a water-displacement corrosion-proof lubricant
(without Teflon or molybdenum additives, such as CRC
6-56 or an equivalent) to the sliding area (groove) in the
steering shaft.
INSPECTION AND ADJUSTMENT

Check that the handlebar moves freely from side-to-
side.
If the handlebar moves unevenly, binds, or has vertical
movement, inspect around the steering shaft.
I'
Position the handlebar straight ahead.

Check that the steering nozzle is centered by
measuring the distance between the edges of the
steering nozzle (projection) and jet nozzle (rib) on right
and left side.
Refer to the model Check the measurement against the specified distance.
specific Service Make sure that the measured distances are equal on
Manual for the both sides.
specified distance.
Adjust the steering alignment as follows .

Loosen the cable joint lock nut and disconnect the JOINT PIVOT NUT
steering cable from the nozzle by removing the joint
pivot nut and washer.
The cable joint must Turn the cable joint as required and connect the
be screwed in at steering cable with the joint pivot nut and washer.
least 8 mm Tighten the joint pivot nut to the specified torque.
(0.3 in). After adjustment, tighten the lock nut to the specified
Refer to the model torque.
specific Service Turn the handlebar from side-to-side and recheck the 8mm
Manual for the steering alignment. WASHER
specified torque.
27-26
COOLING SYSTEM FLUSHING
Secure the watercraft on a stand or trailer and check
that the stern is not higher than the bow.
1. Pull the reverse lever up to lower the reverse bucket.
Connect a garden hose to the flushing connector
(Do not turn on the water).
' NOTICE I
Always start the engine before turning on the water to
prevent water entering the exhaust and engine where it
could cause severe damage .
,I HOSE
1 2. Start the engine and immediately (within 15

seconds) turn on the water.
i NOTICE I
Do not run the engine without cooling water supply for
more than 15 seconds to prevent severe engine and
exhaust damage.
If the engine stops 3. Make sure the water flows out of the pilot water hole.
t during this proce-

dure, immediately
turn off the water,
Let the engine idle for about 10 minutes while the
water continues to flow.
and resume the If water does not flow out of the pilot water hole,
work from step 2. immediately turn off the water and then the engine.
Then , troubleshoot for possible problems.
4. Turn off the water, leaving the engine idling .
Allow about 15 seconds to rev the engine (below
4,000 rpm) to clear the water out of the exhaust
system. Stop the engine.
Disconnect the garden hose.
27-27
STORAGE
PREPARATION FOR STORAGE
1. Flush the cooling system.
2. Remove the bilge drain plugs to drain any water.

Raise the bow (front) of the watercraft about
1 foot to allow complete draining.
3. To prevent rusting the intake valves, proceed as

follows after confirming the engine is cool.
- Remove the seats by following the instructions in
Remove the maintenance port cap from the
throttle body.
NOTICE I
Do not raise the engine speed above the idling speed
(1,200 ± 100 rpm) while spraying the lubricant.
- Start the engine at idle speed (without pulling the
throttle lever) and spray a water-displacement
corrosion-proof lubricant (without Teflon or
MAINTENANCE PORT CAP
molybdenum additives, such as CRC 6-56 or an
equivalent) into the maintenance port for
20 seconds.
- Then immediately stop the engine.
- Install the maintenance port cap and make sure it
is tightened securely.
4. To prevent the cylinders from rusting, perform the

following:
- Remove all the spark plugs by following the
- Disconnect all the fuel injector connectors.
- Pour a tablespoon (15 - 20 cc) of clean engine oil
into each cylinder through the spark plug holes
and cover the spark plug holes with a shop towel.
- Insert the safety lanyard lock clip in engine stop
switch.
NOTE:
• To stop the warning beeper, press and hold any of
the SET, MODE, ID SET and ID No. buttons for 2
seconds.
- Push the starter switch several times to crank the

engine and distribute the oil.
- Remove the safety lanyard clip.
5. Spray a water-displacement corrosion-proof

lubricant (without Teflon or molybdenum additives,
such as CRC 6-56 or an equivalent) into the throttle
body.
6. Remove the battery by following the instructions in

7. Drain the fuel tank, using a commercially available

Fluid Evacuator.
8. Remove the drain plugs, and clean the outside of the

engine and bilge. Rinse and drain thoroughly.
- Use a shop towel to dry the water craft and then
spray a water-displacement corrosion-proof
lubricant (without Teflon or molybdenum additives,
such as CRC 6-56 or an equivalent).
27-28
- Also rinse and dry the turbocharger, and spray it with the same
,
lubricant.
r
NOTICE
Never clean the fiberglass and plastic parts with a strong detergent or
degreasing agent. These products will damage the gel-coat finish.
f 9. Wash the exterior of the watercraft and rinse thoroughly.
Apply a fiberglass marine wax to the hull and deck.
10.Lubricate the following control cables:

- throttle lever
- handlebar and steering nozzle
- reverse lever and reverse bucket
11.Store the watercraft in an unheated area, with low humidity, away from
sunlight, and with a minimum of daily temperature variation.
REMOVAL FROM STORAGE

• Before starting the engine, remove the seats and front storage box to
ventilate the engine compartment.
I 1. Remove the following:
- seats
- body panel
2. Lubricate the control cables and check the following for smooth
operation.
- throttle lever
- handlebar and steering nozzle
- reverse lever and reverse bucket
3. Lubricate the following engine components.

- throttle body
- turbocharger and wastegate link
4. Check the following hoses for loose connections or damage:

- fuel system
- cooling system
5. Install the battery after making sure it is in good condition.
6. Fill the fuel tank.
7. Flush the cooling system and check the engine operation.

Also check for water, oil and exhaust leakage.
8. If the watercraft has been stored for more than 4 months, change the
engine oil
9. Check the bilge drain plugs
10. Check the fire extinguisher is not beyond its expiration date and charge
or replace, if necessary.
11 . Install the following :

- body panel
- seats
27-29
IF THE WATERCRAFT IS SUBMERGED
I NOTICE I
If the watercraft is submerged or flooded with water, act quickly to avoid severe damage.
URGENT PROCEDURE AFTER REMOVING WATERCRAFT FROM THE

WATER
The watercraft must be serviced immediately using the following procedure. If not, it will cause severe engine
damage.
1. Remove the bilge drain plugs to drain the water out of the engine compartment.
2. Remove all the spark plugs and insert shop towels into the spark plug holes.
3. Disconnect all the fuel injector connectors.
4. Open the throttle fully. Press the starter switch to crank the engine for 15 seconds.
5. Continue this procedure until the water stops coming out.
6. Remove the shop towels and pour a tablespoon of clean engine oil into each cylinder through the spark plug
hole.
7. Cover the spark plug holes with a shop towel.
8. Push the starter switch several times to crank the engine and distribute the oil.
PROCEDURE FOR DEALER AFTER REMOVING WATERCRAFT FROM THE

WATER
1. Remove the engine and overhaul it.
2. Replace the turbocharger assembly.
3. Inspect the battery.
4. Drain the water muffler.
5. Inspect the fuel tank for water entry and clean it.
6. Clean the inner surface of the hull thoroughly. I
7. Inspect the operation of the throttle valve, steering and reverse system.
8. Lubricate all the control cables.
9. Inspect all the electrical system.
27-30
28. SERVICE AND DIAGNOSTIC TOOLS
,
r
MIDTRONICS MICRO 404XL BATTERY PGM-FI TEST HARNESS (PINOUT BOX)··28-5
' ANALYZER··················································28-2
HDS/MCS (HONDA DIAGNOSTIC
f CHRISTIE MC1012/2T BATTERY
CHARGER ···················································28-3
SYSTEM/MOTORCYCLE
COMMUNICATION SYSTEM) .. ···················28-6
I
r
IGNITION MATE PEAK VOLTAGE PGM-FI SETTING TOOL·····························28-7
l TESTER ·······················································28-4
TIRE PRESSURE MONITORING
CONTROL MODULE TOOLS ·····················28-5 SYSTEM (TPMS) TESTER··························28-7
El
28-1
MIDTRONICS MICRO 404XL BATTERY ANALYZER
TOOL DESCRIPTION
The Midtronics Micro 404XL battery analyzer is a required special tool for Honda Powersports Dealers and is the preferred tool for
analyzing the health and charge of batteries on Honda powersports vehicles. The analyzer has a test code function, which
produces the required code for warranty claim submissions.
KEYPAD
STATE OF HEALTH SCREEN t
STATE OF CHARGE
0% 100%
STATE OF CHARGE SCREEN

TEST LEADS AND CLAMPS
TOOL USE
Keypad
A: Use the UP or DOWN arrow buttons to choose test parameters and menu options.
B: Use the ENTER button to confirm selections.
C: Use the INFO button to display the previous screen or move one space when entering characters.
Use the INFO button to calculate the time to charge a good battery with an insufficient state of charge or to generate a test code
for a bad battery.
D: Press and hold the MENU button to display options in the menu. Use the arrow buttons to scroll up or down through the list, and
press ENTER to select.
State of Health (SOH)
The battery's state of health is a measure of its condition relative to a fresh battery. A deteriorating SOH is often the result of normal
wear, which depends on the vehicle needs, climate, age, and operating conditions . This results in irreversible physical and
chemical changes until eventually the battery can no longer hold a charge and supply the power necessary to start the vehicle and
provide auxiliary power to the electrical system .
State of Charge (SOC)
The SOC is a measure of the battery's remaining capacity expressed as a percentage of its original rated capacity and becomes an
indicator of the amount of energy that is available in a particular battery.
28-2
CHRISTIE MC1012/2T BATTERY CHARGER
1
J
TOOL DESCRIPTION
The Christie MC1012/2T Battery Charger is a required special tool for Honda Powersports Dealers and is the preferred tool for
charging the batteries on Honda powersports vehicles. The charger has two stations, allowing two batteries to be charged at once.
I
I
I
f
~
'
I
(
'
'I
POWER SWITCH
L
(
I
I •
•
•
•
AMMETER: Indicates the amount of amperage going to the ba.ttery during charging.
VOLTMETER: Indicates the amount of voltage going to the battery during charging.
TIMER: Controls the length of the charger time in minutes.
Battery amp/hr Selector Switch: Selects the amp/hr range at which the battery will be charged . The range is determined by the
battery's amp/hr rating and selecting the charger range within which the battery amp/hr rating falls.
TOOL USE
The Christie battery charger is used in conjunction with the Midtronics analyzer or a digital multimeter. The testing results from the
Midtronics analyzer or digital multimeter provide information about the health and present charge of a battery. Using this
information and the amp/hour rating of the battery (found on the battery cover label), select the appropriate charging settings on the
Christie charger. For full use instructions see (page 23:21 ).
t
t
"
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I
I
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t 28-3
{
,r
r SERVICE AND DIAGNOSTIC TOOLS
IGNITIONMATE PEAK VOLTAGE TESTER
TOOL DESCRIPTION
The input or output voltage of the ignition system is a pulse voltage that increases and decreases within short periods of time (see
the illustration below). If an ordinary voltmeter was used to measure these kinds of signals, it would read an incorrectly low voltage
value. For example, the primary side pulse of the ignition coil reaches the range of some hundred volts for a moment whereas an
ordinary voltmeter would read only millivolt values. ,,.
t
w
<.9
PEAK VOLTAGE
~
_J
0 9 TIME
..
>
Rather than using an expensive oscilloscope which is suitable to measure such short-length pulses, a much more affordable device
is the peak voltage tester. The lgnitionMate peak voltage tester is a required special tool for Honda dealerships in the U.S.A.
.,,
,,_
,....
,,._
LEFT LED BAR DISPLAY •-
,-
,_
RANGE SELECTOR KNOB
..'
l
FUNCTION SELECTOR
FOR LEFT DISPLAY 1 ,_
FOR RIGHT BAR DISPLAY
POWER ON/OFF SWITCH
TOOL USE
The lgnitionMate peak voltage tester is used in the diagnosis of ignition system problems by isolating the cause of a problem and
identifying the part(s) that need to be replaced . Specifically, the tester measures:
• Ignition coil output voltage
• Spark plug firing voltage
• Ignition coil primary voltage
• Ignition pulse generator voltage
• Exciter coil or battery input voltage
For specific usage information see Section 24.
28-4
CONTROL MODULE TOOLS

Engine Control Modules (ECM) and Power Control Modules (PCM) have become increasingly sophisticated and more widely used
to electronically control various systems, which include the following:
• Programed Fuel Injection (PGM-FI)
f • Dual Clutch Transmission (OCT)
I • Electric Shift Program (ESP)
• Honda Electronic Steering Damper (HESD)
• Combined ABS (C-ABS)
• Electric Power Steering (EPS)
• Airbag System
• Tire Pressure Monitoring System (TPMS)
• Traction Control (TC)
Each of these systems uses sensors for input and various devices for output, all of which are monitored by the control module's
self-diagnosis function. On earlier control modules, the self-diagnosis function records Diagnostic Troubleshooting Codes (OTC),
which are viewable by reading the code blinked by the Malfunction Indicator Lamp (MIL), which is the Fl or Check Engine Light on
the instrument panel. These codes are very useful in helping to diagnose and repair electronically controlled systems. See page 9-
32 for further information on retrieving DTCs. To test the various components inputs and outputs of the ECM, the pinout box was
created to allow isolation of the component connector terminals and to prevent damage to them during the testing process.
Later control modules have been designed to also be read by the Honda Diagnostic System (HOS) and Motorcycle Communication
System (MCS) tools. These tools not only read more detailed OTC codes than provided by the MIL, which provides more
information about the state of the component, but it can also perform other checks and functions. These checks and functions
include troubleshooting assistance information, freeze data, data lists, snapshots, health checks, component function tests, and
. ECM reset.
I
~
PGM-FI TEST HARNESS (PINOUT BOX)

TOOL DESCRIPTION
The PGM-FI pinout box is a proprietary Honda special tool. It is designed to be connected between the ECM and wire harness of
earlier model PGM-FI equipped vehicles (those on which the HDS/MCS is not compatible) and eases testing and troubleshooting
procedures. Once connected , each terminal of the ECM/wire harness connection has a corresponding port on the pinout box. This
enables every input and output to and from the ECM to be voltage tested.
VEHICLE WIRE HARNESS

CONNECTORS
.-C
,..
TOOL USE
To connect the pinout box, first turn the ignition switch OFF, then follow the instructions in the model specific Service Manual to gain
access to the ECM. Disconnect the two wire harness connectors to the ECM, then connect the pinout box connectors to the ECM
and the disconnected wire harness connectors.
To use the pinout box, follow the procedures in the model specific Service Manual or the PGM-F/ Pinout Box Troubleshooting
Manual.
28-5
HDS/MCS {HONDA DIAGNOSTIC SYSTEM/MOTORCYCLE
COMMUNICATION SYSTEM)
TOOL DESCRIPTION
The Honda Diagnostic System (HOS) was introduced in 2003 for the CBR600RR, with each subsequent PGM-FI equipped
powersports vehicle being compatible with the tool. The tool consists of a PDA (Personal Digital Assistant) pocket personal
computer, computer software, a remote trigger, and cables to connect the device to the ECM/PCM and a computer. The second
generation digital tool, the Motorcycle Communication System (MCS) was introduced in 2012 and which can be used on all HOS
compatible models. The MCS tool consists of an interface device, computer software, and cables to connect the interface device to
the vehicle's ECM/PCM and a computer. The HDS/MCS tool is a required special tool for Honda Powersports Dealers.
HONDA DIAGNOSTIC SYSTEM (HOS): MOTORCYCLE COMMUNICATION SYSTEM (MCS):
,...
,
TOOL USE
To connect the HDS/MCS, first turn the vehicle's ignition switch OFF. Refer REPRESENTATIVE IMAGE:
to the model specific Service Manual to instructions to gain access to the
Data Link Connector (DLC).
Remove the dummy connector from the DLC and connect the HDS/MCS to
the DLC. Then turn the vehicle's ignition switch ON.
For complete usage instructions see the Honda Diagnostic System (HDS)
Powersports User Guide and Motorcycle Commuication System (MCS) '
Powersports User Guide or the relevant HDS/MCS tool generation. Also,
refer to the model specific Service Manual.
DUMMY CONNECTOR DLC
28-6
PGM-FI SETTING TOOL

TOOL DESCRIPTION
,r,
• On carburetted motocross models, owners re-jet the carburettor to adjust the air/fuel ratio for weather, elevation, and various other
race conditions. With the introduction of PGM-FI on the 2009 CRF450R and later CRF250R, there needed to be a way to also
adjust fueling for the same reasons. Introduced in 2009, the PGM-FI Setting Tool allows customization of the vehicle's fueling and
ignition timing to accommodate for different race conditions and desired power delivery.
f The PGM-FI Setting Tool is an interface that links the bike's ECM to a computer. The tool comes with computer software and
cables to connect the device to the ECM, computer, and a battery. The software allows fuel injection duration and ignition timing to
be adjusted. Several base maps are provided that can be further customized to the rider's preference.
~~~~R SETTING TOOL INTERFACE
'l• EYELETS
~ ~-------: \
---....(Q::n:l;~---=
----:l:.~~~================S~t;:::.==========::::::-
SERIAL-USS 1/ F
'
DLC
CONNECTOR
FUEL PUMP
~©)
OFF RESET
1 CONNECTOR
(2009 ONLY)
I
r
i TOOL USE
fI
To use the setting tool the USB driver and software on the included CD-ROM must first be uploaded to a computer. Once the
process has been successfully completed, the setting tool's USB cable must be connected to the computer's USB port to be
detected.
I
,-- To connect the setting tool to the motorcycle, connect the following:
• Setting tool USB cable to computer USB port
• Setting tool DLC cable 4P (Red) connector to the wire harness side of the vehicle's DLC 4P (Red) connector
• Setting tool fuel pump 2P (Natural) connector (2009 only) to the vehicle's fuel pump 2P (Natural) connector on the harness side
• Setting tool power cable eyelets to a fully charged 12 V battery
For complete usage instructions refer to the PGM-FI Setting Tool Owner's Manual that comes with the tool.
TIRE PRESSURE MONITORING SYSTEM (TPMS) TESTER

l
r TOOL DESCRIPTION
Introduced on the 2009 GL 1800, the Tire Pressure Monitoring System (TPMS) constantly assesses frorit and rear tire air pressure
( and notifies the rider of low pressure. The AEQVT55 TPMS Tester is required for sensor registration when replacing any sensors
and/or the receiver. The tool can also test the sensors and reads their output signals.
TOOL USE
See page 17-48 and refer to the model specific Service Manual for tool usage instructions.
28-7
MEMO
_r
.- '
)
29. TROUBLESHOOTING
GENERIC WHOLE-VEHICLE POOR PERFORMANCE AT IDLE AND

TROUBLESHOOTING································· 29-2 LOW SPEED ············································· 29-10
ENGINE DOES NOT START OR IS HARD POOR PERFORMANCE AT HIGH

TO START ·········· ········· ········· ····· ···· ········· ····· 29-2 SPEED·······················································29-12
ENGINE LACKS POWER ···························29-4 POOR HANDLING ···································· 29-13
,-,
'
~
29-1
TROUBLESHOOTING
GENERIC WHOLE-VEHICLE TROUBLESHOOTING
The troubleshooting procedures provided in this section will help to identify the cause of several problematic conditions. The
procedures are generic and therefore cover a wide range of current models, but are not model specific. Due to this, certain steps
may not relate to the vehicle being worked on. Many model specific Service Manuals have a troubleshooting section where specific
procedures can be found. Individual system and component troubleshooting information is provided in each relevant section of this
manual.
ENGINE DOES NOT START OR IS HARD TO START

ALL VEHICLES (PGM-FI)
1. Spark Plug Inspection
Remove and inspect spark plug (page 2-12).
Are the spark plugs in good condition?
NO - • Incorrect spark plug heat range
• Incorrect spark plug gap
• Dirty air cleaner
YES - GO TO STEP 2.
2. Spark Test
Perform spark test (page 24-24).
Is the spark quality good?
NO - • Faulty spark plug
• Loose or disconnected ignition system wires
• Faulty direct ignition coil
• Faulty CKP sensor
• Faulty CMP sensor
• Faulty engine stop switch
• Faulty ECM or PCM
YES - GO TO STEP 3.
Check for operation of the fuel pump, inspect the fuel pressure and fuel flow (page 8-46, and page 9-38).
Is the fuel pump unit normal?
NO - Faulty fuel pump unit
YES - GO TO STEP 4.
4. PGM-FI System Inspection
Check the fuel injection system (page 9-33).
Is the fuel injection system normal?
NO - Faulty fuel injection system.
YES - GO TO STEP 5.
5. Cylinder compression Inspection
Test the cylinder compression (page 3-4).
Is the compression as specified?
NO - • Valve stuck open
• Worn cylinder and piston rings
• Damaged cylinder head gasket
• Seized valve
• Improper valve timing
YES - GO TO STEP 6.
6. Engine Start Condition
Start by following the normal procedure.
Does the engine start but stops?
Yes - • Leaking insulator
• Improper ignition timing (Faulty ECM or PCM, CKP sensor or CMP sensor)
• Contaminated fuel
29-2
TROUBLESHOOTING
ALL VEHICLES (CARBURETOR)
1. Fuel Line Inspection
Check fuel flow to carburetor (page 8-38).
Does fuel reach the carburetor?
NO - • Clogged fuel hose or fuel strainer
• Clogged fuel valve
• Clogged fuel tank breather hose
YES - GO TO STEP 2.
Is the spark plug wet?
YES - • Flooded carburetor
• Throttle valve open
• Dirty air cleaner
• Improperly adjusted pilot screw
NO - GO TO STEP 3.
3. Spark Test
Perform spark test (page 24-24 ).
Is there weak or no spark?
YES - • Faulty spark plug
• Fouled spark plug
• Broken or shorted ignition coil wire
• Faulty ignition coil
• Faulty igniting pulse generator
• Faulty exciter coil
• Faulty engine stop button
• Faulty ignition control module (ICM)
NO - GO TO STEP 4.
4. Engine Starting Condition
Start engine by normal procedure.
Does the engine start then stops?
YES - • Improper choke operation
• Incorrectly adjusted carburetor
• Leaking carburetor insulator
• Improper ignition timing (Faulty ICM or ignition pulse generator)
• Contaminated fuel
• Improper hot start operation
NO - GO TO STEP 5.
5. Cylinder Compression Inspection
Test cylinder compression (page 3-4).
Is the compression low?
YES - • Valve clearance too small
• Valve stuck open
• Seized valve
• Faulty decompressor cam
29-3
TROUBLESHOOTING
ENGINE .LACKS POWER
VEHICLES WITH CONSTANT MESH TRANSMISSION (PGM-FI)
1. Drive Train Inspection
Raise wheel off the ground and spin by hand.
Does the wheel spin freely?
NO - • Brake dragging
• Worn or damaged wheel bearings
• Wheel installed improperly
YES - GO TO STEP 2.
2. Tire Pressure Inspection
Check the tire pressure (page 2-56).
Are the tire pressures correct?
NO - • Faulty tire valve
• Punctured tire
YES - GO TO STEP 3.
3. Clutch Inspection
Accelerate rapidly low to second.
Does the engine speed change accordingly when clutch is released?
NO Clutch slipping
Worn clutch discs/plates
Warped clutch discs/plates
Weak clutch spring
Faulty hydraulic assist system
Additive in engine oil
YES - GO TO STEP 4.
4. Engine Performance Inspection
Accelerate lightly.
Does the engine speed increase?
NO - • Clogged air cleaner
• Restricted fuel flow
• Clogged muffler
• Faulty ECV
YES - GO TO STEP 5.
Are the spark plugs in good condition?
NO - • Plugs not serviced frequently enough
• Incorrect spark plug heat range
YES - GO TO STEP 6.
6. Engine Oil Inspection
Check the oil level and condition (page 2-17).
Is the engine oil in good condition?
NO - • Oil level too high
• Oil level too low
• Contaminated oil
YES - GO TO STEP 7.
29-4
TROUBLESHOOTING
7. Ignition Timing Inspection
Check the ignition timing (page 24-26).
Is the ignition timing as specified?
NO - • Faulty ECM or PCM
• Faulty knock sensor
• Faulty rear wheel speed sensor
YES - GO TO STEP 8.
NO - • Valve clearance too small
' YES - GO TO STEP 9.

Check for operation of the fuel pump, inspect the fuel pressure and fuel flow (page 8-46, and page 9-38).
YES - GO TO STEP 10.
YES - GO TO STEP 11 .
11. Lubrication Inspection
Remove cylinder head cover and inspect lubrication (page 4-12).
Is the valve train lubricated properly?
NO - • Oil level too low
• . Faulty oil pump drive mechanism
• Faulty oil pump
12. Over Heating Inspection
Check for engine over heating (page 5-8).
Is the engine overheating?
YES - • Coolant level too low
• Fan motor not working (Faulty fan motor relay)
• Excessive carbon build-up in combustion chamber
• Use of poor quality fuel
• Clutch slipping
NO - GO TO STEP 13.
29-5
r
TROUBLESHOOTING
13. Engine Knocking Inspection
Accelerate or run at high speed .
Is the engine knocking?
YES - • Worn piston and cylinder
• Wrong type of fuel
• Ignition timing too advance (Faulty ECM or PCM)
NO - • Engine does not knock
VEHICLES WITH CONSTANT MESH TRANSMISSION (CARBURETOR)

Raise wheel off the ground and spin by hand.
Did the wheel spin freely?
• Worn or damaged wheel bearings
• Bent axle
• Drive chain too tight "
YES - GO TO STEP 2.
Check tire pressure (page 2-56).
Is the tire pressures low?
YES - • Faulty tire valve
• Punctured tire
NO - GO TO STEP 3.
3. Clutch Inspection
Accelerate rapidly from low to second.
Did the engine speed change accordingly when clutch is engaged?
NO Clutch slipping
Worn clutch discs/plates
Warped clutch discs/plates
Weak clutch spring
Sticking clutch lifter
Additive in transmission oil
YES - GO TO STEP 4.
4. Engine Condition Inspection
Accelerate lightly.
Did the engine speed increase?
NO - • Fuel/air mixture too rich or lean
• Clogged air cleaner
• Clogged muffler
• Clogged fuel tank breather hose
• Carburetor choke is on
YES - GO TO STEP 5.
29-6
TROUBLESHOOTING
5. Engine Knocking Inspection
Accelerate or run at high speed.
Is there knocking?
• Ignition timing too advance (Faulty ICM)
• Lean fuel mixture
NO - GO TO STEP 6.
Check ignition timing (page 24-26).
Is the ignition timing correct?
NO - • Faulty ignition control module (ICM)
• Faulty ignition pulse generator
I
,'
r YES - GO TO STEP 7.
Is the compression low?
,,
YES - • Valve clearance too small
• Valve stuck open
• Faulty decompressor cam
NO - GO TO STEP 8.
8. Carburetor Inspection
Check carburetor for clogs (page 8-44).
Is the carburetor for clogged?
YES - • Carburetor not serviced frequently enough
• Carburetor dirty
• Dirt getting past air cleaner
NO - GO TO STEP 9.
Is the spark plug fouled or discolored?
YES - • Plug not serviced frequently enough
NO - GO TO STEP 10.
Check oil level and condition (page 2-17).
Is the level correct and good condition?
29-7
TROUBLESHOOTING
Check engine overheating (page 5-8) .
Is the engine overheating?
YES - • Coolant level too low
• Use of poor quality fuse
• Clutch slipping
NO - GO TO STEP 12.
Remove cylinder head cover and inspect lubrication (page 4-12).
NO - • Faulty oil pump
• Faulty pressure relief valve
• Clogged oil passage
• Clogged oil strainer
YES - Valve train lubrication is normal.
''
SCOOTER WITH CVT (PGM-FI)
Raise wheel off the ground and spin it by hand.
Does the wheel spin freely? '
I
• Damaged final reduction system
• Worn or damaged wheel bearings '
YES - GO TO STEP 2.
Check tire pressure (page 2-56).
Are the tire pressures low?
YES - • Faulty tire valve
• Punctured tire
NO - GO TO STEP 3.
Check the drive train (page 16-17).
Is the drive train normal?
NO - • Fouled or faulty drive belt, drive pulley, or driven pulley
• Worn clutch shoes
YES - GO TO STEP 4.
4. Engine Performance Inspection
Accelerate lightly.
Does the engine speed increase?
NO - • Dirty air cleaner
• Clogged exhaust system
YES - GO TO STEP 5.
Is the spark plug fouled or discolored?
YES - • Plugs not serviced frequently enough
• Incorrect spark plug heat range or spark plug gap
NO - GO TO STEP 6.
29-8
TROUBLESHOOTING
Check oil level and condition (page 2-17).
Is the engine oil in good condition?
YES - GO TO STEP 7.
NO - • Faulty ECM
YES - GO TO STEP 8.
8. Cylinder Compression Inspection
Test cylinder compression (page 3-4).
NO - • Valve stuck open
,,
• Improper valve timing or clearance
• Seized valve
• Faulty decompressor
YES - GO TO STEP 9.
Inspect the fuel flow(page 9-38).
Check the PGM-FI system (page 9-28).
Is the PGM-F/ system normal?
NO - Faulty PGM-FI system
Remove the cylinder head cover and inspect lubrication (page 4-12).
NO - • Clogged oil passage
• Faulty oil pump
• Oil strainer screen not serviced frequently enough
Check for engine over heating (page 5-8).
Is the engine over heating?
YES - • Excessive carbon build-up in combustion chamber
• Coolant level too low
• Thermostat stack closed
• Clutch slipping
NO - GO TO STEP 13.
29-9
TROUBLESHOOTING
r 13. Engine Knocking Inspection
Accelerate or run at high speed .
Is there knocking?
• Ignition timing too advance (Faulty ECM or CKP sensor)
POOR PERFORMANCE AT IDLE AND LOW SPEED

Remove and inspect spark plugs (page 2-12).
Are the spark plugs in good condition? j
NO - • Plugs not serviced frequently enough

i
YES - GO TO STEP 2.
2. Ignition Timing Inspection I
NO • Faulty ECM or PCM
YES - GO TO STEP 3.
Check for operation of the fuel pump, inspect the fuel pressure and fuel flow (page 9-38 and page 9-39)
YES - GO TO STEP 4.
NO - Faulty fuel injection system
YES - GO TO STEP 5.
5. Intake Air Leak Inspection
Check for leaks on the intake manifold .
Check for vacuum in the EVAP and PAIR systems.
Are there leaks?
YES - • Loose insulator
• Damaged insulator
• Loose or damaged vacuum hose
29-10
TROUBLESHOOTING
1. Pilot Screw Inspection
Check carburetor pilot screw adjustment (page 8-41 ).
Is the adjustment correct?
NO - See page 8-41 .
YES - GO TO STEP 2.
2. Accelerator Pump Inspection
Check accelerator pump for clogs (page 8-33).
Is the accelerator pump clogged?
YES - Accelerator not serviced frequently enough.
NO - GO TO STEP 3.
I
3. Intake Air Leak Inspection
f
Check for leaks on the intake manifold and vacuum (EVAP, PAIR systems (page 7-13).
Is there leaking?
YES - • Loose carburetor insulator bands
f • Damaged insulator
• Loose or damaged vacuum hose
( NO - GO TO STEP 4.
4. Spark Test
Perform spark test (page 24-24 ).
Is there weak or intermittent spark?
YES - • Faulty spark plug
r • Fouled spark plug
• Broken or shorted ignition coil wire
• Faulty ignition coil
• Faulty exciter coil
• Faulty engine stop button
• Faulty ignition control module (ICM)
NO - GO TO STEP 5.
YES - Ignition timing is normal.
29-11
TROUBLESHOOTING
POOR PERFORMANCE AT HIGH SPEED
NO - • Faulty ECM or PCM
YES - GO TO STEP 2.
Check for operation of the fuel pump, inspect the fuel pressure and fuel flow (page 9-38 and page 9-39).
Is the fuel pump unit normal? '
YES - GO TO STEP 3.
Is the fuel injection system normal? )
YES - GO TO STEP 4.
4. Valve Timing Inspection
Check the valve timing page 10-13.
Is the valve timing correct?
'
NO - Camshafts not installed properly
YES - GO TO STEP 5.
5. Valve Spring Inspection
Check the valve springs (page 10-20).
Is the valve spring free length as specified?
NO - Faulty valve spring
YES - Not weak

1. Fuel Line Inspection
Disconnect fuel line at carburetor.
Does fuel flow freely?
NO - • Clogged fuel line
• Clogged fuel tank breather
• Faulty fuel valve
• Clogged the fuel strainer screen
YES - GO TO STEP 2.
2. Carburetor Inspection
Check carburetor for clogs (page 8-44).
Is the carburetor clogged?
YES - Carburetor not serviced frequently enough.
NO - GO TO STEP 3.
29-12
TROUBLESHOOTING
YES - GO TO STEP 4.
4. Valve Timing Inspection
Check valve timing page 10-13.
Is the valve timing correct?
NO - Cam chain not installed properly.
YES - GO TO STEP 5.
5. Valve Spring Inspection
Check valve springs (page 10-20).
Are the valve springs weak?
YES - Faulty valve spring .
NO - Not weak.
POOR HANDLING
MOTORCYCLE/SCOOTER
Steering is heavy
• Steering bearing adjustment nut too tight (page 19-34)
• Damaged steering head bearings (page 19-27)
• Insufficient tire pressure (page 2-56)
Either wheel is wobbling
• Excessive wheel bearing play (page 17-23)
• Bent rim (page 17-9)
• Improper installed wheel hub (page 17-12)
• Swingarm pivot bearing excessively worn (page 20-51)
• Excessively worn engine mounting bushings (scooter)
• Bent frame (page 21-8)
The motorcycle/scooter pulls to one side
• Front and rear wheel not aligned (page 17-9)
• Faulty shock absorber (page 20-43)
• Bent fork (page 20-23)
• Bent swingarm (page 20-51)
• Bent axle (page 17-22)
ATV/SIDE-BY-SIDE VEHICLE
Steering is heavy
• Steering shaft nut or holder too tight (page 19-34)
• Damaged steering shaft bushing (page 19-34)
• Damaged steering shaft bearing (page 19-34)
Any wheel is wobbling
• Excessive knuckle or hub bearing play (page 19-48)
• Bent rim (page 17-9)
• Improperly installed wheel hub (page 17-2)
• Loose suspension arm (page 20-51)
• Bent frame (page 21 -8)
'
f
4
Vehicle pulls to one side
• Tire air pressure incorrect (page 2-56)
• Faulty shock absorber (page 20-43)
• Bent tie-rod (page 19-48)
• Incorrect tie-rod adjustment (page 19-48)
• Improper wheel alignment (page 2-59)
; 29-13
MEMO
30. INDEX l
AIR CLEANER ......... .......... ... .... .. ... ... ... ... ...... ..... ........ .. . 2-10 SYSTEM DESCRIPTIONS · .. .............. .. ........ .. ........ 18-1 1
AIR CLEANER HOUSING DRAIN TUBE .. ...... .. ........... 2-11 COMMON HAND TOOLS .............................. .... .. .. .... .. .. .... iv
ALTERNATOR .. ..... ..... ... .................... .... ..... ....... .. .... ... 23-30 COMPACT FINAL GEAR CASE ................................... 16-2
ANTI-LOCK BRAKE SYSTEM (ABS) CONNECTING ROD .. .. .. ........ .. .......................... .. .. .. .. . 15-13
INSPECTION ... ...... ............................. .. .. ... ..... ... .... 18-60 BEARINGS .. .............................. ............ ...... .......... . 15-11
SYSTEM DESCRIPTIONS .... .. ........ ...................... 18-23 CONSTANT MESH TRANSMISSION .......................... 14-2
AUTOMATIC TRANSMISSION SYSTEM CONSTANT MESH TRANSMISSION/
INSPECTION .................. .. ... ....... ........ .. .. ..... ... ....... 14-45 SUB-TRANSMISSION INSPECTION/GEARSHIFT
SYSTEM DESCRIPTION ........ .. ............................. 14-14 LINKAGE ................................................. .... ............... 14-38
BALL BEARING REPLACEMENT .......... .... .. .. .. .... ........ 1-22 CONSTANT VELOCITY (CV) CARBURETOR .. .. ........ . 8-20
BANK ANGLE SENSOR INSPECTION ............. .... ....... 9-41 CONTACT BREAKER SYSTEMS .. .. .. .. ...... .. ................ 24-2
BATTERY CONTROL MODULE TOOLS .......................... .... .. .. .... . 28-5
MAINTENANCE .. ........ .. ....... .. ... ............................... 2-38 COOLANT .. ............ ............... ..... ... ....... ..... .. ..... ..... .2-27, 5-9
REMOVAL/INSTALLATION .. .... .. ........ .... .... .. .. .... ... 23-19 RESERVE TANK ·........... ......... .... .... ... ........................ 5-6
STORAGE AND ACTIVATION .................. .. .... .. .... 23-18 TEMPERATURE GAUGE ................... .. .......... .... ... 26-10
SYSTEM DESCRIPTIONS ........ .. .... .. .... .. .... .. .......... 23-2 COOLING FAN .. ...................................... ........ .. ............ . 5-4
TESTING AND CHARGING .. ................................. 23-21 COOLING FAN SWITCH/FAN MOTOR RELAy ............. 5_5
BATTERY/CHARGING/LIGHTING SYSTEMS COOLING SYSTEM
SYSTEM DESCRIPTIONS ........ .... .......................... 23-2 COOLING SYSTEM FLOW PATTERNS .......... .. ........ 5_2
BATTERY/CHARING/LIGHTING SYSTEMS MAINTENANCE ............. ........ ... .. .... ..... ....... ... .. ........ 2-28
SERVICE INFORMATION .... .... .. ........................... 23-13 SERVICE INFORMATION ............ ... .............. ..... .... ... 5-8
TROUBLESHOOTING ................ .. ........ .... ............ . 23-15 SYSTEM DESCRIPTIONS ·........ .. .... ..... ......... .. ... ....... 5-2
BELT CASE AIR CLEANER .. .... .. ..... .. ...... .. .. ...... .. .. ...... 2-37 TESTING .......... ...... ....... ....... ................ ..... ....... .. ... .. . 5-11
BRAKE FLUID .............................................................. 2-40 TROUBLESHOOTING ... ... .. .. ... ... .... ........ .... ...... ......... 5-8
BRAKE LIGHT SWITCHES ............ .. .. ...... .... .... .... ..... .. · 2-49 CRANKCASE
BRAKE PAD .. ...... .. .................................... .. .. .... .. ...... ... 2-41 ASSEMBLY .... ... .. .... .. .. ...... .......... .... .... ...... .. .. .. .. ..... 15-15
BRAKE SERVO-PRESSURE SENSING ANTI-DIVE BREATHER ...... ... ..... ........................ .. ... .. ... .. ............ 2-12
SYSTEM .... ····· .. ·........... ·.. ····· .. .. ..... ·.... ·· ·....... .. ..... ·.. ·· ·· 18-37 EMISSION CONTROL SYSTEM .... .... .. .. .. ........ ... ..... .. 7-3
BRAKE SHOE ...................... .... .... .. ..... .... ........ ............. 2-41 CRANKCASE/CRANKSHAFT
BRAKE SYSTEM SERVICE INFORMATION .. .. ........ .. .... .... ...... .. ........ . 15-4
INSPECTION ................... .. ....... .................... ... ........ 2-41 SYSTEM DESCRIPTIONS ·...................................... 15-2
TROUBLESHOOTING (CONVENTIONAL) .... ...... . 18-40 TROUBLESHOOTING .... .. .. .. .. .... ........ .. .... .. .. .. .... ..... 15-4
TROUBLESHOOTING ABS AND C-ABS) ............. 18-41 CRANKSHAFT
BRAKES INSPECTION ......... .·.... .. .... .. .. .. ... .. ... .... ............... .. ... 15-5
SERVICE INFORMATION ........ .. ........................... 18-38 INSTALLTION .......... .. .... .. .. ...... ...... .... .................... 15-14
SYSTEM DESCRIPTIONS ................ .. .................... 18-2 MAIN BEARINGS .... .. .............. ................. .. ........ .. .... 15-6
CAMSHAFT ...... .. .... ........ ..... ......... .... ................. ... ...... 10-16 CTBOLT .............. .. .......... .. ...... .... .... .. .. .. .. .... .............. .. . 1-13
CARBURETOR CYLINDER
ADJUSTMENT/ INPECTION/SERVICE .... .. .......... ... 8-40 COMPRESSION TEST ................................ .......... 10-16
FLOAT SYSTEM ................ .. ...... .. ...... .. .................... .. 8-7 IDENTIFICATION/NUMBERING .................... .......... 11 -2
FUELING PRINCIPLES ...... .. .. .. .... .. .. .... .... .. .. .. .. ...... ... 8-5 INSTALLATION ........................................ .. .. .. .. .. .... 11 -14
HIGH SPEED CIRCUIT ........................... ..... .. .... .... . 8-16 SYSTEM DESCRIPTION ........ .. .. .. .............. .. ........... 11-3
IDLE AND LOW SPEED CIRCUITS ........ .... ............ 8-12 CYLINDER HEAD
INTERMEDIATE CIRCUIT ........ .. ............................. 8-14 ASS EMBLY .... ............ .. ........ ......... .. .............. .. ....... 10-27
STARTING/ENRICHMENT SYSTEMS ...................... 8-9 DISASSEMBLY ...... .. ...... .. .... .......... .... .. .... ...... ...... .. 10-20
SYNCHRONIZATION .......... .. .... .. .......... .... .... .. ........ 2-25 INSPECTION ........ .. ...... .. .... .. ............ ...... .......... .... . 10-19
THROTTLE SYSTEMS ............ .. .. .. .... .... ............ .. .... 8-17 SYSTEM DESCRIPTION .... .. ........ .. .... ........ .. ........ ... 10-2
TROUBLESHOOTING .. ....... ... ..... ...... .. .................... 8-38 CYLINDER HEADNALVES
CARBURETOR CHOKE/FUEL INJECTOR SERVICE INFORMATION ........ .. ...... .. .... .... .......... . 10-13
ENRICHMENT .. .. ..... .. ... ... ....... .. .. ... .. ..... .. ........................ 2-9 SYSTEM DESCRIPTIONS ....................... .. .......... .. .. 10-2
CATALYTIC CONVERTER ...... .. .......... ...... .. .. ....... 6-11 , 7-7 TROUBLESHOOTING ............................ .... .... .... ... 10-14
COi SYSTEM· ... ............ ·.................. ....... ·.... .. ... .. ........ .. 24-8 CYLINDER INSPECTION AND SERVICE ........ .. ......... 11-8
CHARGING SYSTEM CYLINDER/PISTON .. .. .. .. .. .... .. .. .. .. .. ............................. 11-7
INSPECTION ..... ... .. .......... ..... ..... ..... ... .. .. ....... .. ...... 23-25 SYSTEM DESCRIPTIONS ........................... .. ....... .. . 11-2
SYSTEM DESCRIPTIONS .... .......... .. .... .. ............ .. .. 23-5 TROUBLESHOOTING .......... .... .................... .. ........ . 11-7
CHRISTIE MC1012/2T BATTERY CHARGER ............. 28-3 DAMPER
CLUTCH ADJUSTMENT .... .. ..... .. ..... ... .. ..... .. ....... ... .. ... ... .. ..... 20-19
INSPECTION ................ ...... ................... .. ............. . 12-21 DESIGN ... ... .. .... ... ....... .... ......... .... ....... .. ... .. .... ... ...... 20-14
MAINTENANCE ...... ..... .......... .. .... .. .... ....... ... .. ......... . 2-50 SYSTEM DESCRIPTIONS ·........ ... .............. ............. 20-3
SERVICE INFORMATION .......... ........................... 12-19 OCT CLUTCH EOP SENSOR .... .. ........ .... .......... .......... 26-4
SYSTEM DESCRIPTION ...... .. ...... .. ............ .... ........ · 12-2 DECARBORNIZING
TROUBLESHOOTING .. ............ .. ...... .... ...... .... .... .. . 12-20 TWO-STROKE ENGINE .............. .. ........ ... .. ... .. ... .. ... 2-21
CLUTCH SWITCH DIODE INSPECTION ................... 25-14 TWO-STROKE EXHAUST VALVE ...... .... ...... .... ....... 2-22
CLUTCH/DRIVEN PULLEY .......... .. ...... .. ............ .. ...... 13-11 DECOMPRESSORSYSTEMS
COMBINED ANTI-LOCK BRAKE SYSTEM (C-ABS) SYSTEM DESCRIPTION ...... .. ............................... 10-10
INSPECTION .. ...... ..... ............................ ............. ... 18-61 DIFFERENTIAL
SYSTEM DESCRIPTIONS .................................... 18-31 LOCK CLUTCH OPERATION ...................... .. .. ...... 16-15
COMBINED BRAKE SYSTEM (CBS) OPERATION .. ... ................ .. ........ .. ......... .......... ....... . 16-9
SERVICE ............ ....................... .. ................ ........ .. 18-58
Ill
30-1
INDEX
DIGITALLY CONTROLLED TRANSISTORIZED EXHAUST PORT VALVES (TWO-STROKE) ··· ··· 10-2, 11-6
IGNITION SYSTEM· ········ ··········································· 24-16 EXHAUST PULSE SCAVENGE EFFECT ·· ····· ·· ··· ·· ········ 6-3
DIRECT CURRENT (DC) COi························· ······· ···· 24-12 EXHAUST SYSTEM
DRIVE BELT· ·· ·· ·························· ·· ·· ················ ···· 2-37, 13-6 COMPONENTS······· ·············· ························ ······· ······ 6-2
DRIVE CHAIN ····················· ·············· ··············· ············ 2-30 SERVICE INFORMATION ....... ......... ....................... 6-12
DRIVE CHAIN SLIDER, CHAIN GUIDE, GUIDE SYSTEM DESCRIPTIONS·································.. ······6-2
SLIDER, AND ROLLERS ·················· ·············· ············· 2-36 TROUBLESHOOTING ·········································· ··· 6-12
DRIVE PULLEY·········· ······································· ··········· 13-7 FAN MOTOR
OTC RELAY················ ···· ············· ····· ································5-15
ERASING CODES ......................... ............. ............. 9-32 SWITCH ··· ·· ·· ······· ······· ······· ·· ··· ··············· ·· ··· ·· ······· ·· ·· · 26-8
READOUT ····· ·· ················ ·· ·· ··· ········· ·· ···· ········ ·· ···· ··· · 9-32 FASTENERS· ···· ········· ································· ····· ············ 1-10
DUAL CLUTCH TRANSMISSION (OCT) MAINTENANCE·································· ···· ················· 2-55
INSPECTION ······································ ··················· 14-43 FINAL DRIVE· ············ ················ ········ ············ ············· 16-26
SYSTEM DESCRIPTION ···························· ········ ····· 14-8 ASSEMBLY··· ·· ··············································· ········ 16-40
ECM POWER/GROUND LINE INPECTION ···· ············ 9-43 INSTALLATION·············· ······ ····················· ······ ······ · 16-45
EGCA CABLE··················································· ··········· · 2-23 OIL LEVEL ········· ····· ·· ·· ·· ·· ·· ··· ··········· ········ ·· ·· ·· ·· ·· ·· ·· ··· 2-38
ELECTRIC CIRCUIT SCHEMATICS, WIRING FINAL DRIVE/OUTPUT SHAFT
DIAGRAMS, AND ILLUSTRATIONS····· ····· ······ ········ ·· 22-13 SERVICE INFORMATION ································· ···· 16-17
ELECTRIC POWER SOURCES ········ ········ ·· ······ ·· ··· ·· ··· 22-9 SYSTEM DESCRIPTIONS··············· .. ··.. ··· ········ ······· 16-2
ELECTRIC POWER STEERING TROUBLESHOOTING· ···· ·························· ····· ······· 16-19
SYSTEM DESCRIPTIONS ·· ··· ······· ···· ·· ·· ·················· 19-4 FLOATING FINAL GEAR CASE········ .. ·············· ······ ····· 16-3
ELECTRIC POWER STEERING (EPS) FORK··· ······· ···· ········· ··········· ·· ·· ···· ··· ······· ······················20-23
INSPECTION ····································· ······ ······ ········ 19-57 FOUR-STROKE EXHAUST SYSTEM VALVES ·· ·········6-10
ELECTRIC SHIFT PROGRAM (ESP) FRAME
INSPECTION ········· ············· ··········· ········· ···· ··········· 14-42 INSPECTION ················· ············ ······························21-8
SYSTEM DESCRIPTIONS ···· ···· ·········· ·· ······ ············ 14-6 SERVICE INFORMATION ················ ·········· ·· ···· ······· 21-7
ELECTRIC STARTER/STARTER CLUTCH SYSTEM DESCRIPTIONS ·· ······· ···· ··························21-2
SERVICE INFORMATION ······················ ···· ······· ·· ···· 25-6 TROUBLESHOOTING ·················· ···························21-7
SYSTEM DESCRIPTIONS ···· ······· ··························· 25-2 FRONT SUSPENSION
TROUBLESHOOTING ····· ····· ··· ·· ········· ········· ··········· · 25-7 ATV AND SIDE-BY-SIDE VEHICLE ·· ···· ··················20-9
ELECTRICAL CONNECTOR TERMINAL AND MOTORCYCLE AND SCOOTER ······ ··· ········ ·· ··········20-4
WIRE REPAIR······· ········ ·············· ······· ······················ ·· 22-37 FUEL CUT OFF VALVE······ ·· ·· ······· ····· ···· ······· ·· ··········· ···· 7-8
ELECTRICAL DIAGNOSTIC METHODS··· ····· ······· ···· 22-29 FUEL CUT RELAY INSPECTION ................................. 9_39
ELECTRICAL FUNDAMENTALS FUEL DELIVERY SYSTEM ············· ·············· ·· ········ ····· 9-16
FIVE STEP ELECTRICAL SYSTEM FUEL FLOW INPECTION ······················· ····· ················· 9-38
TROUBLESHOOTING ·· ·········· ······· ···················· ···· 22-28 FUEL GAUGE··· ········································ ····· ······· ······ 26-12
PROPERTIES OF ELECTRICITY·· ···· ··············· ······ 22-3 FUEL INJECTION····················· ···················· ··· ········ ······· 9-3
SERVICE INFORMATION··················· ·· ·· ···· ·········· 22-18 FUEL FILTER/SCREEN·· ······· ··········· ·················· ······· 2-5
SERVICE PRECAUTIONS· ···· ············· ·········· ········ 22-21 FUEL INJECTOR INSPECTION ·· ··········· ················· 9-40
SYSTEMS DESCRIPTION ············· ·· ················ ······· 22-2 GENERAL TROUBLESHOOTING· ······· ··················· 9-29
THEORY·· ·· ················································· ············· 22-2 SERVICE INFORMATION ··· ···················· ················9-28
EMISSION CONTROL INFORMATION LABELS······ ··· 7-11 SYSTEM DESCRIPTIONS .. ········· ···················· ·········· 9-2
EMISSION CONTROL SYSTEMS TROUBLESHOOTING ···· ······· ················ ····· ········ ····· 9-30
INSPECTION ········ ······· ······ ··············· ········· ··· ··········· 7-13 FUEL LINE ................................................ ....... ............... 2-5
SERVICE INFORMATION ........................ ............... 7-12 REPLACEMENT ··· ··· ·· ······ ····· ········ ·· ··· ···· ·· ·········· ······ 9-34
SYSTEM DESCRIPTIONS·· ··· ·· ············ ····················· 7-2 FUEL PERMEATION EMISSION CONTROL
TROUBLESHOOTING· ············································ 7-12 SYSTEM ··········· ···· ··························· ········ ····· ····· ···· ······· 7-10
EMISSION REQUIREMENTS AND INFORMATION····· 7-2 FUEL PRESSURE TEST········ ·· ··· ······ ········· ··· ··············· 9-38
ENGINE CONTROL MODULE (ECM) FUEL PUMP INSPECTION ······················ ·· ········· ········· 9-39
CIRCUIT INSPECTION ......................... .................. 9-33 FUEL STRAINER SCREEN··········· ························· ········ 2-5
INPUTS AND OUTPUTS ······ ········ ······ ······················· 9-7 FUEL SYSTEM ADDITIONAL INFORMATION ·········· ··8-32
SYSTEM DESCRIPTION······ ·········· ·· ························· 9-4 FUEL SYSTEMS PRINCIPLES/CARBURETOR
ENGINE IDLE SPEED···· ······················· .. ·· ···· ····· ·········· 2-27 SERVICE INFORMATION ····· ······ ····· ······ ·················8-37
ENGINE OIL················· ························ ························ 2-17 SYSTEM DESCRIPTIONS··················· ·················· ···· 8-2
FILTER······ ···· ····· ················ ·· ·· ··· ···· ·········· ················· 2-20 FUELING OPERATING PRINCIPLES········· ········· ······ ····8-3
FILTER SCREEN· ······ ····· ················ ························· 2-21 GENERIC WHOLE-VEHICLE
ENGINE STOP RELAY INSPECTION······· ·· ·············· ·· 9-43 TROUBLESHOOTING ·············· ····················· ·· ········ ····· 29-2
ENGINE TESTING HANDLEBARS· ······················ ························· ············ 19-18
COMPRESSION TESTING ····· ······························· ··· 3-4 HDS/MCS TOOL· ······· ··· ···· ········· ··· ············ ·············· ······28-6
FOUR-STROKE LEAK-DOWN TEST ············· ··········· 3-5 HEADLIGHT AIM·· ······ ·· ··· ······· · ·················· ···· ··· · ·· ······ ·· · 2-49
SERVICE INFORMATION······································ ··· 3-2 HEADLIGHT BULB·········································· ···········26-15
TROUBLESHOOTING ········ ·········· ····························· 3-3 HEADLIGHT VOLTAGE INSPECTION ······················ 23-28
TWO-STROKE PRESSURENACUUM LEAK-DOWN HFT OIL LEVEL/PRESSURE INDICATOR ····· ·············26-4
TEST· ························· ······································ ········· · 3-5 HONDA PROGRESSIVE STEERING DAMPER
EVAP PURGE CONTROL SOLENOID VALVE (HPSD)·· ··············· ······················································· 19-59
INSPECTION······· ··· ······················ ·· ······················· ····· ·· 9-46 HONDAMATIC/HFT
EVAPORATIVE EMISSION CONTROL SYSTEM···· ··· 2-29 INSPECTION ··········· ····················· ························· 14-49
SYSTEM DESCRIPTION··········································· 7-9 SYSTEM DESCRIPTION······ ································· 14-21
EXHAUST EMISSION CONTROL SYSTEM·········· ········ 7-5 HORN ········································ ·· ·· ········· ············ ······ ··26-23
30-2
INDEX
HOW TO USE THIS MANUAL ........ .. ... .. .. ........ .... ... .. ... ...... v PAIR CONTROL SOLENOID VALVE INSPECTION···· 9-45
HYDRAULIC DISC BRAKES PARKING BRAKE
SERVICE····· ·········· ······················ ····· ··· ·· ··· ... ···· ·· ····· 18-4 7 MAINTENANCE ·· ··· ····· ······ ··· ······ ·· ···· ······· ···· ······· ······ 2-45
SYSTEM DESCRIPTIONS ····· ·· ······· ··· ····· ·· ···· ·· ···· ····· 18-4 SYSTEM DESCRIPTIONS ······ ······ ··· ··· ··· ······· ······ ···· 18-9
HYDRAULIC DRUM BRAKES·· ·· ··· ··· ···· ·· ···· ··· ··· ···· ··· ····· 18-8 PERSONAL WATERCRAFT (PWC)
HYDRAULIC OPERATING SYSTEM SERVICE ········· 12-38 ANODE ·· ·· ··· ·· ··· ···· ·· ··· ··· ··········· ····· ···· ·· ····· ····· ·· ··· ····· 27-20
HYDRAULIC VALVE ADJUSTER (HVA) BEARING HOUSING ····· ·· ·· ······ ·· ······ ···· ······ ····· ····· ·· 27-22
SYSTEM DESCRIPTIONS ··· ······· ··· ····· ··· ······· ·· ···· ····· 10-9 BILGE STRAINER ... ..... ... ... .. .... .... ... ..... ..... ... .. ....... 27-22
HYDRAULIC VALVE ADJUSTER (HVA) COOLING SYSTEM ···· ···· ··· ···· ·· ······ ·········· ·· ········· ···· · 27-6
INSPECTION ··· ··· ··· ···· ··· ····· ······ ····· ·· ···· ·· ·· ·· ·· ··· ········ ·· ··· 10-27 COOLING SYSTEM FLUSHING ···· ····· ···.... .... .. ...... 27-27
HYDRAULICALLY ASSISTED CLUTCH COOLING SYSTEM INSPECTION ..... ...... .... ........ . 27-19
INSPECTION· ·· ··· ····· ····· ··· ··· ······· ···· ···· ···· ····· ···· ····· ··· ···· 12-51 DRAIN PLUG ...... ... ... ... .. ..... .... ... ...... .... ........ ... ... .... 27-22
IDLE AIR CONTROL··· ··· ·· ······ ····· ···· ······· ······· ··· ··· ·· ········ 9-24 DRIVE/JET PUMP ·· ··· ·· ······· ····· ·· ·· ·· ··· ···· ····· ··· ·· ·· ··· ·· 27-12
IACV INSPECTION ········· ···· ····· ··· ··· ·· ······ ··· ······ ······· ·· 9-40 ENGINE LUBRICATION ·· ··· ··· ·· ······· ········· ·· ······ ···· ··· · 27-2
IGNITION EOP SWITCH OPERATION ····· ··· ·· ·· ···· ······· ······· ·· ··· · 27-5
COIL ········ ······· ······ ···· ·········· ··· ·· ····· ·· ··················· ····· 24-31 IF THE WATERCRAFT IS SUBMERGED ······· ··· ··· 27-30
IGNITION/STARTER SAFETY OVERRIDES ····· ···· 24-18 IMPELLER ······ ····· ·· ··· ······ ·· ·· ····· ··· ··· ·· ····· ··· ·· ···· ··· ···· · 27-19
TIMING ···· ···· ··· ····· ··· ··· ·· ·· ··· ··· ······· ···· ·· ··· ·· ··· ···· ···· ··· ···24-26 LIMIT MODE ............. ......... .. ... .... .. ........ .. .... .... ..... .. 27-16
IGNITION CUT-OFF SWITCHES ···· ·· ·· ········· ···· ······· ···24-18 NOISE REDUCTION DAMPER· ··· ··· ····· ········· ··· ··· ·· 27-17
IGNITION SYSTEMS OFF-THROTTLE STEERING (OTS) .. ... .. ........ ....... 27-15
INSPECTION (PEAK VOLTAGE OPERATION WHEN OVERHEATED ········· ····· ········ 27-8
MEASUREMENT METHOD)· ······· ··· .. ·· ·.. ······ ··· ··· ··· ·24-28 QUICK TRIM SYSTEM ···· ····················· ··· ····· ····· ··· · 27-14
SERVICE INFORMATION ··· ········· ···· ·· ····· ···· ······· ···· 24-20 REVERSE SYSTEM ······ ·· ··· ··· ·· ···· ··· ······ ······ ······· ··· · 27-23
SYSTEM DESCRIPTIONS ··· ····· ····· ········ ····· ········ ···· · 24-2 RUBBER COUPLING ······ ········· ··· ······· ··· ······ ········ ·· 27-20
TROUBLESHOOTING ······ ······················ ···· ··········· 24-21 SERVICE INFORMATION ······· ···· ··· ·· ······ ········ ····· ·· 27-18
IGNITIONMATE PEAK VOLTAGE TESTER ·· ··· ····· ···· ·· 28-4 SPEED SENSOR ....... ..... ... ..... ..... ..... ..... ... ..... .. ...... 27-17
INDEPENDENT REAR SUSPENSION {IRS)· ······ ··· ····· 16-5 STEERING·· ······ ··· ·· ·· ····· ·· ···· ··· ······· ··· ···· ···· ·· ···· ····· ·· · 27-13
INITIAL CAMSHAFT LUBRICATION ····· ···· ··· ······· ····· ·· 10-29 STEERING SYSTEM· ···· ··· ··· ··· ···· ······· ···· ····· ····· ····· · 27-25
LIGHTS/METERS/SWITCHES STORAGE· ······ ·· ··· ···· ···· ··· ···· ··· ···· ·· ···· ·· ·· ······· ·· ··· ···· ·· 27-28
SERVICE INFORMATION ··· ·· ···· ··· ·· ··· ··· ··· ··· ··· ·.. ···· ·· ·· 26-2 SYSTEM DESCRIPTIONS ·· ··· ··· ···· ·· ···· ········ ··· ········· 27-2
SYSTEM DESCRIPTIONS ······ ········ ··· ····· ·· ··· ··· ··· ······ 26-2 TURBOCHARGER··· ···· ··· ·· ···· ···· ·· ··· ·· ··· ······· ···· ······· ··· 27-9
LIMITED SLIP DIFFERENTIAL .. ···· ·· ·· ·· ·· ···· ··· ··· ··· .. ···· ···· 16-6 TURBOCHARGER SERVICE .. ··· ·· ··· ··· ·· ··· ··· ··· ·· ·· ·· ·· 27-20
LOW FUEL INDICATOR ·· ····· ··· ·· ·· ··· ··· ·· ····· ··· ···· ···· ··· ·· ·· 26-13 WATER MUFFLER TEMPERATURE (WMT)
LUBRICATION SENSOR·· ···· ··· ········· ··· ··· ··· ·· ··· ········· ···· ······· ··· ···· ··· ·· ·· 27-8
FOUR-STROKE LUBRICATION SYSTEMS ···· ··· ··· ·· ··4-2 PGM-FI SETTING TOOL .. ··· ········ ······· ·· ··· ·· ·· ····· ··· ·· ···· ··· 28-7
SERVICE INFORMATION ·.. ·· ····· ······ ···· ······· ···· ······· ·-4-12 PGM-FI TEST HARNESS {PINOUT BOX) .. ... .... ......... . 28-5
SYSTEM DESCRIPTIONS ·········· ······· ·· ···· ···· ··· ··········· 4-2 PISTON
TROUBLESHOOTING ··· ·· ········· ···· ···· ········· ···· ··· ··· ···-4-14 INSTALLATION ···· ·· ·· ········· ······ ·········· ···· ······· ···· ····· · 11-14
TWO-STROKE LUBRICATION SYSTEMS ·· ··· ···· ··· ···-4-7 RINGS ·· ··· ····· ······ ·· ·· ··························· ···· ··· ··· ···· ·· ··· ···· 11-5
MAINTENANCE SYSTEM DESCRIPTION .. ... ... ... ............ .. ... .... ...... ... 11-4
IMPORTANCE OF MAINTENANCE ····· ···· ······ ··· ·· ····· ·2-3 PISTON/PISTON RING INSPECTION ·· ······ ······ ·· ··· ···· 11-10
SERVICE INFORMATION ·· ··················· ···· ···· ············· 2-3 POINTS INSPECTION ·········· ··· ··· ··· ·· ···· ······ ····· ··· ·· ·· ··· · 24-25
MANUALS··· ··· ··· ··· ·· ····· ······· ········ ·· ···· .. .. ...... ..... ...... .. .... ... .. . iv POWER TRAIN ··· ···· ·· ·· ··· ·· ·· ·· ··· ······ ···· ·········· ····· ····· ·· ····· 16-4
MECHANICAL DRUM BRAKES PRESSURE RELIEF VALVE· ··· ········ ···· ·· ··· ····· ············ ·· 4-18
INSPECTION/SERVICE ······ ···· ··· ·· ··· ········· ···· ·· ······ ·· 18-43 RADIATOR
SYSTEM DESCRIPTIONS ········· ··· ·· ··· ···· ····· ····· ····· ··· 18-2 CAP ·· ········· ·············· ·· ··· ···· ······ ······· ·· ······ ···· ··· ·· ····· ····· ·· 5-5
MEMORIZING THE TIRE PRESSURE SENSOR 10 ·· 17-48 SYSTEM DESCRIPTION· ······· ······ ···· ··· ··· ··· ·· ··· ·· ····· ·· ·· 5-4
MIDTRONICS MICRO 404XL BATTERY REAR SUSPENSION· ····· ·············· ·· ··· ··· ··········· ·· ········ 20-10
ANALYZER ·· ···· ··· ··· ····· ······· ·· ··· ·· ··· ·· ··· ·· ·· ·· ··· ·· ···· ···· ·· ··· ·· ·· 28-2 REGULATOR/RECTIFIER INSPECTION .......... ........ 23-26
NOISE EMISSION CONTROL SYSTEM ····· ····· ······ ······7-10 ROCKER ARM , ROCKER ARM SHAFT ······· ···· ·· ···· ··· 10-18
OFFSET-PIVOT SWINGARM ···· ······ ·· ··· ···· ·· ······ ······· ····· 16-3 SAFETY
OHC VALVE TRAIN· ······ ·· ·· ··· ····· ····· ······ ····· ····· ····· ······ ··· 10-5 A FEW WORDS ABOUT SAFETy .... ..... .......... .... ........... i
OHV VALVE TRAIN ···· ·· ·· ··· ·· ·· ······· ···· ···· ········ ·· ······ ········ 10-4 GENERAL SAFETY·· ·· ····· ·· ······ ···· ·········· ······ ···· ·············· ii
OIL COOLER INSPECTION ···· ······ ········ ··· ··· ·· ···· ······ ····· 4-20 SECONDARY AIR SUPPLY SYSTEM ···· ···· ·········· ·· ···· · 2-29
OIL LEVEL INDICATOR (TWO-STROKE ENGINE) ····· 26-5 SECONDARY AIR SUPPLY SYSTEM INSPECTION ·· 9-44
OIL PRESSURE CHECK ········ ···· ····· ···· ···· ···· ·· ··· ············ 4-16 SELECTABLE 4WD SYSTEM (CABLE OPERATED
AUTOMATIC TRANSMISSION ·· ···· ······ ··· ········ ···· ··· 14-45 WITH DIFFERENTIAL LOCK) .. ··· ···· ··· ························ 16-12
OIL PRESSURE WARNING LIGHT SELECTABLE 4WD SYSTEM
(FOUR-STROKE ENGINE) ··· ··· ····· ···· ···· ···· ···· ··· ····· .. ······ 26-3 (ELECTROMAGNETIC MECHANICAL
OIL PUMP CLUTCH TYPE)· ···· ········· ·· ····· ···· ···· ···· ···· ········ ···· ········· 16-10
INSPECTION ··· ·········· ·· ······ ······· ···· ·················· ·· ····· ··-4-17 SERVICE RULES ····· ······ ··· ·· ··· ·· ··· ··· ········· ·· ·· .. ··· ······· ··· ···· 1-6
OIL PUMP AND OIL LINE MAINTENANCE ··· ·· ···· ··· ·· ·2-8 SERVICE TERMS AND COMPONENT
OIL PUMP/OIL LINE BLEEDING ······· ·· ··· ···· ·· ·· ··· ···· ·-4-19 ABBREVIATIONS ······· ···· ··· ······ ··· ······· ·· ········ ·· ···· ··· ·· ·· · 1-2
SYSTEM DESCRIPTIONS ·· ····· ·········· ·· ·· ······· ··· ····· ··· 4-10 MARKS· ·· ·· ···· ····· ···· ··· ····· ·· ······· ······· ·· ··· ·· ···· ······ ··· ······ ·· 1-4
OUTPUT SHAFT····· ···· ·· ···· ········ ····· ··· ····· ······ ···· ·· ··· ······ 16-20 SYMBOLS ··· ·· ···· ········ ··· ··.. ···· ··.. ... ········ ····· ··· ·....········ ·· 1-5
OXYGEN(02)SENSOR SHOCKABSORBER··· ··· ··· ··· ··· ··· ··· ······ ···· ······· ··· ····· ····2~43
EXHAUST LOCATION ···· ········ ···· ····· ···· ······· ······ ··· ···· 6-11 SI DESTAND
SYSTEM DESCRIPTION ···················· ···· ······· ············ 7-7 INDICATOR .. .. ... .. .. ... .... ... .. ..... ..... .... ... ..... .... ..... ..... 26-26
PAIR CHECK VALVE INSPECTION .. ······ ·· ·· ··· ··· ·· ····· ··· ·9-46 INSPECTION .... .. ... .... ..... ......... ... ........ .... ... ... .. ... ..... . 2-52
30-3
r INDEX
SWITCH····· ········· ································ ······ ·········· ··· 26-24 TIRES
SPARK ADVANCE MECHANISM INSPECTION······ · 24-26 INSTALLATION ......................... ........................ ..... 17-28
SPARK ARRESTER REMOVAL (MANUAL, NON TPMS)·· ·· ·· ·"'·· ·.. ······ ··· 17-24
MAINTENANCE················ ····························· ·········· 2-54 SYSTEM DESCRIPTIONS ···.. .. .. .............................. 17-3
SYSTEM DESCRIPTION ............... .... ...................... 6-11 WHEEL/TIRE REMOVAL/INSTALLATION
SPARK PLUG ATV/SIDE-BY-SIDE VEHICLE ········ ··················· ···· 17-37
MAINTENANCE· ····································· ··········· ····· · 2-12 TORQUE BIASING FRONT DIFFERENTIAL ··············· 16-7
SYSTEM DESCRIPTIONS························· ·· ··· ······ 24-17 TPMS TIRE PRESSURE MONITORING SYSTEM
SPARK TEST······················ ···················· ····· ··· ··········· 24-24 (TPMS)
SPRING PRELOAD······ ····· ···· ······ ··········...... .. ............. 20-16 SENSOR REPLACEMENT/TIRE REMOVAL
STARTER CLUTCH INSPECTION ····· ············· ···· ······ 25-15 AND INSTALLATION······ ······· ········· ······· ····· ·· ········· 17-31
STARTER MOTOR··· ····· ························· ················· ···· 25-9 TRACTION CONTROL SYSTEM (TCS) .. ···"'················9-14
STARTER PINION INSPECTION ·············· ····· ······· ···· 25-16 TRANSISTORIZED IGNITION SYSTEM ······ .. ···.. ······· 24-14
STARTER RELAY SWITCH .. ······· ···· ···· ·· ·········· ·········· 25-12 TRANSMISSION
STARTER VALVE SYNCHRONIZATION .......... .... .. .... 2-26 OIL· ·· ···· ················· ···· ················.. ........ .. .. ..... .... ... ...... 2-29
STEERING SERVICE INFORMATION ................ ...... ........ ....... 14-33
COLUMN AND SHAFT SYSTEM DESCRIPTIONS ... .. ........ .. .......... .......... .... 14-2
(SIDE-BY-SIDE VEHICLE) ···· ··· ····························· 19-45 TROUBLESHOOTING ... ...... ... .............................. . 14-34
DAMPER···· ············ ········································ ····· ····· 19-8 TROUBLESHOOTING
GEAR BOX (SIDE-BY-SIDE VEHICLE) ······ ·········· 19-49 ENGINE DOES NOT START OR IS HARD
HEAD BEARINGS ································· ·················· 2-58 TO START ···· ·································· ················ ·· ········ 29-2
MOTORCYCLE/SCOOTER/ATV/MUV ·· ····· ············· 19-2 ENGINE LACKS POWER .......... ..... ... ........... ..... .. .... 29-4
SERVICE INFORMATION ······· ····· ··· ······················ 19-12 POOR HANDLING ·········· ·························· ··········· ·· 29-13
SHAFT (ATV) ···· ························ ····· ························ 19-34 POOR PERFORMANCE AT HIGH SPEED ··········· 29-12
SHAFT HOLDER BEARING ··············· ····················· 2-59 POOR PERFORMANCE AT IDLE AND
SHAFT/ELECTRIC POWER STEERING LOW SPEED ·················· ··························· ... ····· ····· 29-10
UNIT (ATV) ························ ··· ··················· ··· ··· ··· ····· 19-39 TURN SIGNAL LIGHTS ............. ............ ... ....... .... .. ..... 26-20
STEM (MOTORCYCLE AND SCOOTER) ····· .. ······ 19-25 TWO-STROKE EXHAUST PORT VALVES ··· ···· ...······· ··· 6-5
SYSTEM DESCRIPTIONS ................ ...................... 19-2 UNICAM SYSTEM ············· ······· ········· ······· ·············· ······ 10-6
SYSTEM MAINTENANCE ......... ... ..... ....... ............... 2-59 VALVES ....... .... ..... .... .... ... .... ..... .. .. ............................. . 10-21
TROUBLESHOOTING ······························ ········· ··· · 19-14 CLEARANCE ................... ....... ....... ............ ......... .... . 2-14
WHEEL (SIDE-BY-SIDE VEHICLE) ····· ··············· ·· 19-25 GUIDES· ········ ··············································· ········· · 10-21
SUB-TRANSMISSION··························· ···· ··················· 14-5 SEAT INSPECTION/REFACING ... ........................ 10-24
SUSPENSION SPRINGS ··· ·· ····· ····· ···· ···· ·· ··· ·· ···· ····························· 10-20
ADJUSTMENT ·········································· ··· ······ ···· 20-16 VALVE TRAIN DRIVES .... .. ... .......... ... .. ..... .............. . 10-3
ARM·· ······· ········ ···················· ······· ········· ····· ··· ······· ·· · 20-51 VEHICLES WITHOUT BATTERIES ......... ................ .... 23-4
MAINTENANCE····················· ··· ......···· ······ ······ .. ···· ··· 2-52 V-MATIC BELT DRIVE SYSTEM
SERVICE INFORMATION ............... ... ................... 20-21 SERVICE INFORMATION .......... .... .......... ............... 13-5
SPRINGS······ ············ ·· ············ ··.. .. ...... ...... .......... ..... 20-2 SYSTEM DESCRIPTION ... ............... ...................... . 13-2
SYSTEM DESCRIPTIONS ............... .. ....... ... .. ..... .... 20-2 TROUBLESHOOTING .................... ......................... 13-5
TROUBLESHOOTING .................... ........ ... ....... ..... 20-22 VTEC SYSTEM ······ ·· ·············· ·· ··.. ·· ...····················· ······· 10-6
SWINGARM ················ ······ ··· ·········· ·· ··· ·· ······ ·········· ·· ··· 20-51 WATER PUMP
SWITCHES················ ···················· .. ......... ........ ..... ..... 26-15 SYSTEM DESCRIPTION .... ............ ... ......... ... ............ 5-7
TCS (FUEL CONTROL TYPE) ············ ........ ... .. .. .......... 9-15 WATER PUMP SERVICING .. ·········· ·············· ···············5-13
TCS (IGNITION CONTROL TYPE) ················· .. .. ... ...... 9-14 WET MULTl-PLATE ASSIST AND BACK TORQUE
TECHNICAL TRAINING ...... .. ............................................ iv LIMITER TYPE INSPECTION ····· ·· ····· ························ 12-45
THERMOSTAT WET MULTl-PLATE CENTRIFUGAL CLUTCH
SYSTEM DESCRIPTION ········..... .......... .................... 5-7 TYPE B INSPECTION ···· ······························· ······ ··· ···· 12-47
THERMOSTAT INSPECTION····......... .... ............... ..... . 5-12 WHEELS
THROTTLE···· ················· ·· ··················...... ...................... 2-7 BALANCING· ········· ·· ···· ········· ···................... ........ ... . 17-36
THROTTLE BODY CLEANING ... ....................... .... ...... 9-40 BEARING REPLACEMENT ... ........ .. ...... .. .... ...... .... 17-23
THROTTLE BY WIRE (TBW) SYSTEM .... ................... 9-13 REMOVAL/INSTALLATION .... .. .... ........ .. ........ .... .. . 17-12
TIE-ROD AND JOINT BOOTS ··········· ···· ·········· ·· ·········· 2-58 SYSTEM DESCRIPTIONS ..................... ...... ............ 17-2
TIE-ROD BALL JOINT (ATV AND SIDE-BY-SIDE WHEELS/TIRES
VEHICLE)· ·············· ····· ·············· ············· ·········· ·· ···· .. ·· 19-47 MAINTENANCE .... .................... .... .... .... ................... 2-56
TIRE PRESSURE MONITORING SYSTEM (TPMS) SYSTEM DESCRIPTIONS .. ... .. ............ .. .................. 17-2
SERVICE INFORMATION ··································· ···· 17-9 WIRE SPOKED WHEELS
SYSTEM DESCRIPTIONS ............................. .... ..... 17-6 ADJUSTMENT ....... ...... ....... ..... ... .. .. .. ..... ........... ..... 17-45
TESTER······ ····· ················ ····· ··· ···· .. ......... ........ .. ....... 28-7 LACING ........ .............. ........ .. ... .. .. ... ....... ....... ..... .. .. . 17-41
TROUBLESHOOTING············ ······· ........................ 17-11
30-4

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Honda Common Service Manual 2017

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HOW TO USE THIS MANUAL

A FEW WORDS ABOUT SAFETY

FOR THE VEHICLE OPERATOR'S SAFETY

FOR YOUR SAFETY

BATTERY HYDROGEN GAS AND ELECTROLYTE

USED ENGINE/TRANSMISSION OIL

GENERIC TECHNICAL TRAINING

COMMON HAND TOOLS

MODEL SPECIFIC SERVICE MANUALS

LAYOUT AND NAVIGATION

© American Honda Motor Co., Inc.

ABBREVIATIONS ················ ......................... 1-2 SERVICE RULEg .......................................... 1-6

MARKS··························································1-4 FASTENERS ............................................... 1-10

SYMBOLS ..................................................... 1.5 BEARING REPLACEMENT ........................ 1-22

Abbreviated term Full term

Abbreviated term Full term

' MUV Multi-Utility Vehicle

Abbreviated term Full term

•*' Replace the part(s) with new one(s) before assembly.

Use the recommend engine oil , unless otherwise specified .

Use silicone grease.

I Use fork or suspension fluid .

Control cables must not be bent, distorted, or corroded. Such damage or

Complex assemblies, such as transmission parts, should be stored in the

Grease or oil sliding or turning parts with the recommended lubricant

Rubber or plastic dust/dirt boots should be replaced securely in the exact

Diameter Pitch Diameter Pitch

Description *Symbols (typical examples) Example of application

HEX-HEAD BOLT STRENGTH MARKINGS

Uniform Bearing Stress (UBS) bolts are designed to resist loosening. A

TORQUE VALUES (Tightening Force)

Tightening and Torque

Plastic Region Angle Method

BOLT TURNING ANGLE

Torquing with Extentions and Adaptors

when great force is applied, avoid using them . i ·. 900

Certain areas of a vehicle are subject to repeated and severe external

The nut includes a spring plate on

The tongues (claws) are bent

Inserting a cotter pin through a nut

• Set the pin head in any position within the

Bearings are removed using special tools that apply

Operate the bearing remover with the shaft threads

, Universal bearing puller 07631-0010000 or its

, Remove wheel bearings using a bearing remover shaft

r The bearing must be installed squarely in the recess.

BEARING REMOVER COMPATIBILITY FOR WHEEL BEARING

BEARING ID BEARING REMOVER HEAD

6202 15 077 46-0050400

SERVICE INFORMATION ............................. 2-3 EGCA CABLE ............................................. 2-23

FUEL LINE ..................................................... 2-5 CARBURETOR SYNCHRONIZATION ....... 2-25

FUEL STRAINER SCREEN .......................... 2-5 STARTER VALVE SYNCHRONIZATION ···2-26

FUEL INJECTION FUEL FILTER/SCREEN··2-5 E.NGINE IDLE SPEED ................................. 2-27

THROTTLE .................................................... 2-7 COOLANT ................................................... 2-27

CARBURETOR CHOKE/FUEL INJECTOR SECONDARY AIR SUPPLY SYSTEM ........ 2-29

CRANKCASE BREATHER ········· .. ··············2-12 DRIVE CHAIN······ ........................................ 2-30

SPARK PLUG······································ ........ 2-12 DRIVE CHAIN SLIDER, CHAIN GUIDE,

BRAKE FLUID ............................................ 2-40 SUSPENSION ·············································2-52

BRAKE SHOE ............................................ 2-41 SPARK ARRESTER .................................... 2-54

BRAKE PAD ............................................... 2-41 FASTENERS ............................................... 2-55

BRAKE SYSTEM INSPECTION ................. 2-41 WHEELS/TIRES .......................................... 2-56

PARKING BRAKE ...................................... 2-45 STEERING HEAD BEARINGS ................... 2-58

CLUTCH SYSTEM ...................................... 2-50 STEERING SYSTEM ................................... 2-59

SIDESTAND ................................................ 2-52