Ignition System Troubleshooting - Honda CRF1000 Shop Manual

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TROUBLESHOOTING
• Inspect the following before diagnosing the system.
– Faulty spark plug
– Loose spark plug cap and spark plug connection
– Loose ignition coil connectors
– Water got into the spark plug cap (Leaking the ignition coil secondary voltage)
• If there is no spark at one cylinder, temporarily exchange the direct ignition coil with the other good one and perform the spark
test. If there is spark, the original direct ignition coil is faulty.
• "Initial voltage" of the ignition primary coil is battery voltage with the ignition switch turned ON and engine stop switch turned " "
(The engine is not cranked by the starter motor).
No spark at spark plug
Unusual condition
Ignition No initial voltage with the
coil ignition switch ON and engine
primary stop switch " " (Other
voltage electrical components are
normal).
Initial voltage is normal, but it
drops by 2 – 4 V while cranking
the engine.
Initial voltage is normal, but
there is no peak voltage while
cranking the engine.
Initial voltage is normal, but
peak voltage is lower than the
standard value.
Initial and peak voltages are
normal, but no spark jumps at
plug.
CKP Peak voltage is lower than the
sensor standard value.
No peak voltage
Probable cause (Check in numerical order)
1. Faulty ignition switch
2. Faulty engine stop switch
3. Faulty FI relay or its related circuits
4. An open circuit in Black/white wire between the FI relay and ignition coil
5. Loose or poor connection of the primary terminal, or an open circuit in the
primary coil
6. Faulty ECM/PCM (in case when the initial voltage is normal with the
ECM/PCM connector disconnected).
1. Incorrect peak voltage adaptor connections (System is normal if
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 (+) wire and body ground (–) at the
ECM/PCM connector or loosen ECM/PCM connection
4. An open circuit or loose connection in Green wire at the ECM/PCM
5. An open circuit or loose connection in Blue/black, Blue/white, Blue/red,
or Blue/yellow wires between the ignition coil and ECM/PCM
6. Faulty following components:
– CRF1000/A: sidestand switch, clutch switch, or gear position switch
– CRF1000D: sidestand switch or neutral switch
7. Loose or poor connection or an open circuit in No. 6 related wires
– Sidestand switch line: Green/white and Green wires
– Clutch switch line (CRF1000/A): Green/red and Green/white wires
– Gear position switch line (CRF1000/A): Light green wire
– Neutral switch line (CRF1000D): Light green wire
8. Faulty CKP sensor (Measure peak voltage)
9. Faulty ECM/PCM (in case when above No. 1 through 8 are normal).
1. Incorrect peak voltage adaptor connections
2. Faulty peak voltage adaptor
3. Faulty CKP sensor
4. Faulty ECM/PCM (in case when above No. 1 through 3 are normal).
1. The multimeter impedance is too low; below 10 MΩ/DCV.
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/PCM (in case when above No. 1 through 3 are normal).
1. Faulty spark plug or leaking ignition coil secondary current ampere
2. Faulty ignition coil
1. The multimeter impedance is too low; below 10 MΩ/DCV.
2. Cranking speed is too low. (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 normal).
1. Faulty peak voltage adapter
2. Faulty CKP sensor
IGNITION SYSTEM
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