Text preview for : YAMAHA - FJR1300 service manual.pdf part of Yamaha FJR1300 (N) Wiring Diagram, Manual de Taller, Manuale d'Officina - (18.303Kb) 7 Part File - pag. 597
Back to : wiring_diagram_.part01.ra | Home
2001
FJR1300(N)
5JW1-AE1
SERVICEMANUAL
EAS00000
FJR1300(N) 2001 SERVICE MANUAL © 2001 by Yamaha Motor Co., Ltd. First edition, January 2001 All rights reserved. Any reproduction or unauthorized use without the written permission of Yamaha Motor Co., Ltd. is expressly prohibited.
EAS00002
NOTICE
This manual was produced by the Yamaha Motor Company, Ltd. primarily for use by Yamaha dealers and their qualified mechanics. It is not possible to include all the knowledge of a mechanic in one manual. Therefore, anyone who uses this book to perform maintenance and repairs on Yamaha vehicles should have a basic understanding of mechanics and the techniques to repair these types of vehicles. Repair and maintenance work attempted by anyone without this knowledge is likely to render the vehicle unsafe and unfit for use. Yamaha Motor Company, Ltd. is continually striving to improve all of its models. Modifications and significant changes in specifications or procedures will be forwarded to all authorized Yamaha dealers and will appear in future editions of this manual where applicable. NOTE: Designs and specifications are subject to change without notice.
@
EAS00004
IMPORTANT MANUAL INFORMATION
Particularly important information is distinguished in this manual by the following. The Safety Alert Symbol means ATTENTION! BECOME ALERT! YOUR SAFETY IS INVOLVED!
WARNING
Failure to follow WARNING instructions could result in severe injury or death to the motorcycle operator, a bystander or a person checking or repairing the motorcycle. A CAUTION indicates special precautions that must be taken to avoid damage to the motorcycle. A NOTE provides key information to make procedures easier or clearer.
CAUTION:
NOTE:
EAS00007
HOW TO USE THIS MANUAL
This manual is intended as a handy, easy-to-read reference book for the mechanic. Comprehensive explanations of all installation, removal, disassembly, assembly, repair and check procedures are laid out with the individual steps in sequential order. 1 The manual is divided into chapters. An abbreviation and symbol in the upper right corner of each page indicate the current chapter. Refer to "SYMBOLS". 2 Each chapter is divided into sections. The current section title is shown at the top of each page, except in chapter 3 ("PERIODIC CHECKS AND ADJUSTMENTS"), where the sub-section title(s) appears. 3 Sub-section titles appear in smaller print than the section title. 4 To help identify parts and clarify procedure steps, there are exploded diagrams at the start of each removal and disassembly section. 5 Numbers are given in the order of the jobs in the exploded diagram. A circled number indicates a disassembly step. 6 Symbols indicate parts to be lubricated or replaced. Refer to "SYMBOLS". 7 A job instruction chart accompanies the exploded diagram, providing the order of jobs, names of parts, notes in jobs, etc. 8 Jobs requiring more information (such as special tools and technical data) are described sequentially.
1
2
EAS00008
SYMBOLS
The following symbols are not relevant to every vehicle. Symbols 1 to 9 indicate the subject of each chapter.
1 General information 2 Specifications 3 Periodic checks and adjustments 4 Chassis 5 Engine 6 Cooling system 7 Fuel injection system 8 Electrical system 9 Troubleshooting
GEN INFO
3
SPEC
4
CHK ADJ
5
CHAS
6
ENG
7
COOL
8
+
FI
9
ELEC
0
Symbols 0 to G indicate the following.
0 Serviceable with engine mounted A Filling fluid B Lubricant C Special tool D Tightening torque E Wear limit, clearance F Engine speed G Electrical data
TRBL SHTG
A B
C
D
T.
R.
E
F
G
H
I
J
Symbols H to M in the exploded diagrams indicate the types of lubricants and lubrication points.
M
H Engine oil I Gear oil J Molybdenum disulfide oil K Wheel bearing grease L Lithium soap base grease M Molybdenum disulfide grease
E
K
B
G
L
LS
M
M
N
O
Symbols N to O in the exploded diagrams indicate the following.
LT
New
N Apply locking agent (LOCTITE®) O Replace the part
EAS00012
TABLE OF CONTENTS
GENERAL INFORMATION SPECIFICATIONS PERIODIC CHECKS AND ADJUSTMENTS CHASSIS ENGINE COOLING SYSTEM FUEL INJECTION SYSTEM ELECTRICAL SYSTEM TROUBLESHOOTING
GEN INFO
1 2 3 4 5 6 7
+
SPEC
CHK ADJ
CHAS
ENG
COOL
FI
ELEC
8 9
TRBL SHTG
GEN INFO
1
GEN INFO
CHAPTER 1 GENERAL INFORMATION
MOTORCYCLE IDENTIFICATION..................................................................1-1 VEHICLE IDENTIFICATION NUMBER .....................................................1-1 MODEL CODE .......................................................................................... 1-1 FEATURES...................................................................................................... 1-2 OUTLINE ...................................................................................................1-2 FI SYSTEM................................................................................................1-3 COMPONENTS......................................................................................... 1-5 FUEL INJECTION SYSTEM.................................................................... 1-17 THREE-WAY CATALYTIC CONVERTER SYSTEM...............................1-26 AIR INDUCTION SYSTEM...................................................................... 1-30 COMPONENTS....................................................................................... 1-31 IMPORTANT INFORMATION ....................................................................... 1-35 PREPARATION FOR REMOVAL AND DISASSEMBLY......................... 1-35 REPLACEMENT PARTS.........................................................................1-35 GASKETS, OIL SEALS AND O-RINGS .................................................. 1-35 LOCK WASHERS/PLATES AND COTTER PINS ................................... 1-36 BEARINGS AND OIL SEALS .................................................................. 1-36 CIRCLIPS ................................................................................................1-36 CHECKING THE CONNECTIONS.......................................................... 1-37 SPECIAL TOOLS .......................................................................................... 1-38
GEN INFO
MOTORCYCLE IDENTIFICATION
EAS00014
GEN INFO
GENERAL INFORMATION
MOTORCYCLE IDENTIFICATION
EAS00017
VEHICLE IDENTIFICATION NUMBER The vehicle identification number 1 is stamped into the right side of the steering head pipe.
EAS00018
MODEL CODE The model code label 1 is affixed to the frame. This information will be needed to order spare parts.
1-1
FEATURES FEATURES
GEN INFO
OUTLINE The main function of a fuel supply system is to provide fuel to the combustion chamber at the optimum air-fuel ratio in accordance with the engine operating conditions and the atmospheric temperature. In the conventional carburetor system, the air-fuel ratio of the mixture that is supplied to the combustion chamber is created by the volume of the intake air and the fuel that is metered by the jet that is used in the respective chamber. Despite the same volume of intake air, the fuel volume requirement varies by the engine operating conditions, such as acceleration, deceleration, or operating under a heavy load. Carburetors that meter the fuel through the use of jets have been provided with various auxiliary devices, so that an optimum air-fuel ratio can be achieved to accommodate the constant changes in the operating conditions of the engine. As the requirements for the engine to deliver more performance and cleaner exhaust gases increase, it becomes necessary to control the air-fuel ratio in a more precise and finely tuned manner. To accommodate this need, this model has adopted an electronically controlled fuel injection (FI) system, in place of the conventional carburetor system. This system can achieve an optimum air-fuel ratio required by the engine at all times by using a microprocessor that regulates the fuel injection volume according to the engine operating conditions detected by various sensors. The adoption of the FI system has resulted in a highly precise fuel supply, improved engine response, better fuel economy, and reduced exhaust emissions. Furthermore, the air induction system (AI system) has been placed under computer control together with the FI system in order to realize cleaner exhaust gases.
1 Ignition coil 2 Air filter case 3 Intake temperature sensor 4 Fuel delivery hose 5 Fuel tank 6 Fuel pump 7 Fuel return hose
8 Intake air pressure sensor 9 Throttle position sensor 0 Fuel injector A O2 sensor B Catalytic converter C Crankshaft position sensor D Coolant temperature sensor
E Spark plug F Cylinder identification sensor G Pressure regulator H Battery I ECU J Atmospheric pressure sensor K Fuel injection system relay
L Engine trouble warning light M Lean angle cut-off switch N Air cut-off valve
1-2
FEATURES
GEN INFO
FI SYSTEM The fuel pump delivers fuel to the injector via the fuel filter. The pressure regulator maintains the fuel pressure that is applied to the injector at only 2.55 kg/cm2 higher than the intake manifold pressure. Accordingly, when the energizing signal from the ECU energizes the injector, the fuel passage opens, causing the fuel to be injected into the intake manifold only during the time the passage remains open. Therefore, the longer the length of time the injector is energized (injection duration), the greater the volume of fuel that is supplied. Conversely, the shorter the length of time the injector is energized (injection duration), the lesser the volume of fuel that is supplied. The injection duration and the injection timing are controlled by the ECU. Signals that are input from the throttle position sensor, crankshaft position sensor, intake air pressure sensor, atmospheric pressure sensor, intake temperature sensor, coolant temperature sensor, and O2 sensor enable the ECU to determine the injection duration. The injection timing is determined through the signals from the crankshaft position sensor and the cylinder identification sensor. As a result, the volume of fuel that is required by the engine can be supplied at all times in accordance with the driving conditions. Illustration is for reference only.
#4 #3 #2 #1
1 Fuel pump 2 Pressure regulator 3 Fuel injector 4 Throttle body 5 Intake temperature sensor
6 Throttle position sensor 7 Intake air pressure sensor 8 ECU 9 Atmospheric pressure sensor
0 Coolant temperature sensor A O2 sensor B Cylinder identification sensor C Crankshaft position sensor
È Fuel system É Air system Ê Control system
1-3
FEATURES
Fuel control block The fuel control block consists of the following main components: Component Control block ECU Throttle body Pressure regulator Sensor block Intake air pressure sensor Atmospheric pressure sensor Coolant temperature sensor Intake temperature sensor Throttle position sensor O2 sensor Cylinder identification sensor Crankshaft position sensor Speed sensor Actuator block Injector Fuel pump Air Induction system, air cut valve An FI warning light is provided on meter panel. Function Total FI system control Air volume control Fuel pressure detection
GEN INFO
Intake air pressure detection Atmospheric pressure detection Coolant temperature detection Intake temperature detection Throttle angle detection Gas emission O2 concentration detection Reference position detection Crankshaft position detection and engine RPM detection Speed detection Fuel injection Fuel feed Induction of secondary air
1-4
FEATURES
GEN INFO
COMPONENTS ECU (Electronic Control Unit) The ECU is mounted underneath the seat, below the toolbox. The main functions of the ECU are ignition control, fuel control, self-diagnosis, and load control. · ECU's internal construction and functions The main components and functions of the ECU can be broadly divided into the following four items: A. Power supply circuit The power supply circuit obtains power from the battery (12 V) to supply the power (5 V) that is required for operating the ECU. B. Input interface circuits The input interface circuits convert the signals output by all the sensors into digital signals, which can be processed by the CPU, and input them into the CPU. C. CPU (Central Processing Unit) The CPU determines the condition of the sensors in accordance with the level of the signal that is output by the respective sensor. Then, the signals are temporarily stored on the RAM in the CPU. Based on those stored signals and the basic processing program on the ROM, the CPU calculates the fuel injection duration, injection timing, and ignition timing, and then sends control commands to the respective output interface circuits. D. Output interface circuits The output interface circuits convert the control signals output by the CPU into actuating signals for the respective actuators in order to actuate them. They also output commands to the indicator and relay output circuits as needed.
ECU
Battery
Input interface circuit
Power supply circuit
Output interface circuit
Hall sensor signal (for cylinder identification) Pickup coil signal (for identifying the crankshaft position)
Waveform shaping circuit
CPU
Injector drive output circuit
Injector
Waveform shaping circuit
Ignition output circuit
Ignition coil
Switches
Digital input circuit RAM/ROM MEMORY
Lamp drive output circuit
Indicating lamp
Sensors
A/D converter input circuit
Relay drive output circuit
Relay
1-5
FEATURES
GEN INFO
· Ignition control The ignition control function of the ECU controls the ignition timing and the duration of ignition energizing. The ignition timing control uses the signals from the throttle position sensor (to detect the angle of the throttle), and the crankshaft position sensor and speed sensor (to detect the speed of the engine). This control establishes an ignition timing that suits the operating condition of the engine through compensations made to the basic ignition timing control map. The ignition energizing duration control establishes the energizing duration to suit the operating conditions by calculating the energizing duration in accordance with the signal received from the crankshaft position sensor and the battery voltage. · Fuel control The fuel control function of the ECU controls the injection timing and injection duration. The injection timing control controls the injection timing during the starting of the engine and the injection timing during the normal operation of the engine, based on the signals received from the crankshaft position sensor and the cylinder identification sensor. The injection duration control determines the duration of injection based on the signals received from the atmospheric pressure sensors, temperature sensors, and the position sensors, to which compensations are made to suit various conditions such as the weather, atmospheric pressure, starting, acceleration, and deceleration. · Load control The ECU effects load control in the following manner: 1. Stopping the fuel pump and injectors when the motorcycle overturns The ECU turns OFF the fuel injection system relay when the lean angle cut-off switch is tripped. 2. Operating the headlight illumination relay On the model for Europe, the ECU causes the headlight relay 2 to output a constant ON signal, provided that the main switch is ON. On the model for Australia, the ECU controls the headlight relay 2 in accordance with the engine speed as required by the daytime illumination specification. 3. Operating the radiator fan motor in accordance with the coolant temperature The ECU controls the radiator fan motor relay ON/OFF in accordance with the coolant temperature. 4. Operating the AI system solenoid valve The ECU controls the energizing of the solenoid valve in accordance with the driving conditions. · Self-diagnosis function The ECU is equipped with a self-diagnosis function to ensure that the engine control system is operating normally. The ECU mode functions include a diagnosis mode in addition to the normal mode. Normal mode · To check for any blown bulbs, this mode illuminates a warning light while the main switch is turned ON, and while the starter switch is being pressed. · If the starting disable warning is activated, this mode alerts the rider by blinking the warning light while the start switch is being pressed. · If a malfunction occurs in the system, this mode provides an appropriate substitute characteristic operation, and alerts the rider of the malfunction by illuminating a warning light. After the engine is stopped, this mode displays a fault code on the clock LCD. Diagnosis mode · In this mode, a diagnostic code is input into the ECU through the operation of the operating switch on the meter, and the ECU displays the values output by the sensors or actuates the actuators in accordance with the diagnostic code. Whether the system is operating normally can be checked by observing the illumination of the warning light, the values displayed on the meter, or the actuating state of the actuators.
1-6
FEATURES
GEN INFO
Fuel pump The fuel pump, which is mounted in the fuel tank, draws the fuel directly from the tank and pumps it to the injector. A filter that is provided in the fuel pump prevents any debris in the fuel tank from entering the fuel system downstream of the pump. The pump consists of a pump unit, electric motor, filter, and valves. The pump unit is a Wesco type rotary pump that is connected to the motor shaft. A relief valve is provided to prevent the fuel pressure from rising abnormally if the fuel hose becomes clogged. This valve opens when the fuel pressure at the discharge outlet reaches between 440 and 640 kpa, and returns the fuel to the fuel tank.
1 Fuel filter 2 Fuel inlet strainer 3 Outlet È Fuel
1-7
FEATURES
GEN INFO
Pressure regulator It regulates the fuel pressure that is applied to the injectors that are provided in the cylinders in order to maintain a constant pressure difference with the pressure in the intake manifold. The fuel that is delivered by the fuel pump fills the fuel chamber through the fuel inlet of the regulator and exerts pressure on the diaphragm in the direction for opening the valve. A spring that is provided in the spring chamber exerts pressure on the diaphragm in the direction for closing the valve, in contrast to the pressure of the fuel. Thus, the valve cannot open unless the fuel pressure overcomes the spring force. An intake vacuum is applied to the spring chamber via a pipe. When the pressure of the fuel exceeds the sum of the intake vacuum and the spring force, the valve that is integrated with the diaphragm opens, allowing the fuel to return from the fuel outlet to the fuel tank, via the fuel return hose. As a result, because the intake vacuum fluctuates in accordance with the changes in the operating conditions in contrast to the constant volume of fuel supplied by the pump, the valve opening/closing pressure also changes to regulate the return fuel volume. Thus, the difference between the fuel pressure and the intake manifold pressure remains constant at a prescribed pressure.
1 Spring chamber 2 Spring 3 Diaphragm
4 Fuel inlet 5 Fuel outlet 6 Fuel chamber
7 Valve 8 Intake manifold vacuum pressure
È Spring pressure É Fuel pressure Ê Vacuum pressure
1-8
FEATURES
GEN INFO
Fuel injector Upon receiving injection signals from the ECU, the fuel injector injects fuel. In the normal state, the core is pressed downward by the force of the spring, as illustrated. The needle that is integrated with the bottom of the core keeps the fuel passage closed. When the current flows to the coil in accordance with the signal from the ECU, the core is drawn upward, allowing the flange that is integrated with the needle to move to the spacer. Since the distance of the movement of the needle is thus kept constant, the opening area of the fuel passage also becomes constant. Because the pressure difference of the fuel to the intake manifold pressure is kept constant by the pressure regulator, the fuel volume varies in proportion to the length of time the coil is energized. The injector that has been recently adopted has a four-hole type injection orifice that enhances the atomization of fuel and improves combustion efficiency.
1 Fuel 2 Coil 3 Core 4 Spacer
5 Needle 6 Inject 7 Flange
1-9
FEATURES
GEN INFO
Crankshaft position sensor The crankshaft position sensor uses the signals of the pickup coil that is mounted on the right side of the crankshaft. When the rotation of the pickup rotor that is attached to the crankshaft causes the projections on the rotor to pass by the pickup coil, an electromotive force is generated in the coil. The voltage of this force is then input into the ECU, which calculates the position of the crankshaft and the speed of the engine. The ignition timing is then determined in accordance with the calculated data, in order to determine the corresponding injection timing. Based on the changes in the time intervals of the signals generated by the pickup coil, the ECU calculates the ignition timing advance to suit the operating conditions. The injection timing is also advanced in accordance with the ignition timing in order to supply fuel to the engine at an optimal timing.
5 7T
56
5°
180°
1 Pickup rotor È Direction of rotation É #1 cylinder compression stroke, 5° BTDC Ê Pickup signal Ë Trigger pole
W 5J
F
180°
180°
180°
1 - 10
FEATURES
GEN INFO
Cylinder identification sensor The cylinder identification sensor is mounted on the exhaust head cover of the #4 cylinder. When the exhaust cam of the #4 cylinder rotates and the lift of the cam passes by the sensor, the sensor generates a signal and sends it to the ECU. Based on this signal and the signal from the crankshaft position sensor, the ECU then actuates the injector of the cylinder that is currently in order to supply fuel.
180°
180°
180°
180°
#1 #2 #4 #3
1 Cylinder identification sensor 2 Cam
È Cam lift É Crankshaft position sensor signal Ê Cylinder identification sensor signal
Ë Cylinder firing order Ì #4 cam lobe onto exhaust camshaft Í Combustion
Î Exhaust Ï Injection Ð Intake Ñ Compression Ò Ignition
1 - 11
FEATURES
GEN INFO
Throttle position sensor The throttle position sensor measures the intake air volume by detecting the position of the throttle valve. It detects the mechanical angle of the throttle valve through the positional relationship between the moving contact that moves in unison with the throttle shaft and the resistor board. In actual operation, the ECU supplies 5 V power to both ends of the resistor board and the voltage that is output by the throttle position sensor is used to determine the angle of the throttle valve.
50 40 30 20 10 0.68 V
10° 5°
95° 100° 5°
110°
1 Moving contact 2 Resistor board 3 Spring
È Output voltage É Idling output position Ê Mechanical stopper Ë Mechanical stopper Ì Effective electrical angle Í Sensor operating angle
1 - 12
FEATURES
GEN INFO
Intake air pressure sensor and atmospheric pressure sensor · Intake air pressure sensor The intake air pressure sensor is used for measuring the intake air volume. The intake air volume of every intake stroke is proportionate to the intake air pressure. Therefore, the intake air volume can be measured by measuring the intake air pressure. The intake air pressure sensor converts the measured intake air pressure into electrical signals and sends those signals to the ECU. When the intake air pressure is introduced into the sensor unit, which contains a vacuum chamber on one side of the silicon diaphragm, the silicon chip that is mounted on the silicon diaphragm converts the intake air pressure into electrical signals. Then, an integrated circuit (IC) amplifies and adjusts the signals and makes temperature compensations, in order to generate electrical signals that are proportionate to the pressure. · Atmospheric pressure sensor The atmospheric pressure sensor is used for making compensations to the changes in the air density caused by the changes in the atmospheric pressure (particularly at high altitudes). The operating principle and function of the atmospheric pressure sensor are the same as those of the aforementioned intake air pressure sensor.
(V)
P
1 EMI shield 2 Sensor unit 3 Through condenser 4 Hybrid IC 5 Cap
6 Silicon diaphragm 7 Vacuum chamber 8 Solder 9 Silicon chip 0 Gold wire
A Lead pin È Output voltage B Stem É Input pressure C Pressure induction pipe D Atmospheric pressure, intake air pressure
1 - 13
FEATURES
GEN INFO
Coolant temperature sensor The signals from the coolant temperature sensor are used primarily for making fuel volume compensations during starting and warm-up. The coolant temperature sensor converts the temperature of the coolant into electrical signals and sends them to the ECU.
15.5
0.322
-20
0
20
40
60
80
1 Connector 2 Terminal
3 Tube 4 Thermistor
5 Holder
È Resistance k É Temperature °C
Intake temperature sensor The intake temperature sensor corrects the deviation of the air-fuel mixture that is associated with the changes in the intake air density, which are created by the changes in the intake air temperature that occur due to atmospheric temperatures. This sensor uses a semi-conductor thermistor that has a large resistance at low temperatures and a small resistance at high temperatures. The thermistor converts the temperature-dependent changes in resistance into electrical resistance values, which are then input into the ECU.
6.0
0.34
-20
0
20
40
60
80
1 Connector 2 Terminal 3 Tube 4 Thermistor 5 Holder
È Resistance k É Temperature °C
1 - 14
FEATURES
GEN INFO
O2 sensor The O2 sensor has been adopted to enable the catalyst to function at a high degree of efficiency by maintaining the air-fuel mixture near the stoichiometric ratio (14.7:1). This sensor, which is a zirconia type, utilizes the oxygen ion conductivity of the solid electrolyte for detecting the oxygen concentration levels. In actual operation, a zirconia tube made of solid electrolyte is exposed in the exhaust gas, so that the exterior of the zirconia tube is in contact with the exhaust gas and the interior is in contact with the atmosphere whose oxygen concentration level is known. When a difference in the oxygen concentration level is created between the outside and the inside of the zirconia tube, the oxygen ion passes through the zirconia element and generates an electromotive force. The electromotive force increases when the oxygen concentration level is low (rich air-fuel ratio) and the electromotive force decreases when the oxygen concentration level is high (lean air-fuel ratio). As electromotive force is generated in accordance with the concentration of the exhaust gas, the resultant voltage is input into the ECU in order to correct the duration of the injection of fuel.
1 Inner cover 2 Outer cover 3 Zirconia tube
4 Exhaust gas 5 Atmosphere
È Atmosphere É Inner electrode Ê Zirconia element
Ë Outer electrode Ì Porous ceramic layer Í Exhaust gas
1 - 15
FEATURES
GEN INFO
Lean angle cut-off switch The lean angle cut-off switch stops the supply of fuel to the engine in case the motorcycle overturns. When the motorcycle is in the normal state, the cut-off switch outputs a constant voltage of approximately 1.0 V (low level). When the motorcycle tilts, the float in the switch tilts in proportion to the tilt of the motorcycle. However, the voltage output to the ECU remains unchanged at the low level. When the tilt of the motorcycle exceeds 70 degrees (according to the tilt of the float), the signal from the sensor increases to approximately 4.0 V (high level). When the ECU receives the high-level voltage, it determines that the motorcycle has overturned, and stops the delivery of fuel to the engine by turning OFF the fuel injection system relay that powers the fuel pump and the injectors. Once the cut-off switch is tripped, the ECU maintains this state; therefore, even if the motorcycle has recovered its upright position, this state will not be canceled unless the main switch is turned OFF, and then turned back ON.
° 70
70
°
V 4.0
1.0 20° 40° 60° 80° 70°
1 Thyristor 2 IC unit 3 O-ring 4 Shaft 5 Float È Output voltage É High level Ê Low level Ë Cut-off switch tilt angle Ì Fuel injection system relay OFF
1 - 16
FEATURES
GEN INFO
FUEL INJECTION SYSTEM Operation and control The fuel injection timing, injection duration, ignition timing, and the coil energizing duration are controlled by the ECU. To determine the basic injection timing, the ECU calculates the intake air volume through the signals from the intake air pressure sensor, throttle position sensor, cylinder identification sensor, and crankshaft position sensor. Furthermore, the ECU calculates the final injection timing by adding the following compensations to the aforementioned basic injection duration: those obtained from the state of acceleration, as well as those based on the signals from various sensors such as the coolant temperature, intake temperature, atmospheric, and exhaust pipe oxygen concentration level. At the same time, the ECU assesses the crankshaft position through the signals from the cylinder identification sensor and the crankshaft position sensor. Then, when the ECU determines that it is time to inject fuel, it sends an injection command to the injectors. Furthermore, the ECU also controls the length of time the coil is energized by calculating the ignition timing and the coil energizing duration based on the signals from these sensors. Determining the basic injection duration The intake air volume determines the basic injection duration. In order to operate the engine in an optimal condition, it is necessary to supply fuel at an air-fuel ratio that corresponds appropriately to the volume of intake air that is constantly changing, and to ignite it an appropriate timing. The ECU controls the basic injection duration based on the intake air volume and engine speed data. Detection of intake air volume The intake air volume is detected primarily through the signals from the throttle position sensor and the intake air pressure sensor. The intake air volume is determined in accordance with the signals from the atmospheric pressure sensor, intake temperature sensor, and the engine speed data. Composition of basic injection duration
È RPM É Injection duration Ê Cranking
Ë Warm-up Ì Idle Í Acceleration
Î Constant Ï Deceleration Ð Start
Ñ After start Ò Basic injection duration Ó Voltage compensation duration
1 - 17
FEATURES
GEN INFO
Determining the final injection duration The intake air volume determines the basic injection duration. However, at a given intake air volume, the volume of fuel that is required varies by the engine operating conditions such as acceleration or deceleration, or by weather conditions. This system uses various sensors to precisely check these conditions, applies compensations to the basic injection duration, and determines the final injection duration based on the operating condition of the engine.
Intake air pressure
Atmospheric pressure
Battery voltage
Engine rpm
Basic injection quantity
Compensation
Injection command
Degree of opening of throttle
Water temperature
Intake air temperature
The fuel is cut off under conditions that do not require fuel, in order to stop the injection.
1 - 18
FEATURES
Composition of final injection duration
GEN INFO
1 Injection at start *1 2 After-start enrichment *2 3 Warm-up enrichment *3 4 Acceleration compensation *5 5 Oxygen feedback *6
6 Fuel cut-off Deceleration compensation *5 7 Basic injection duration 8 Voltage compensation duration
È RPM É Injection duration Ê Cranking Ë Warm-up Ì Idle Í Acceleration Î Constant Ï Deceleration
Ð Start Ñ After start
Reactive injection duration: A lag is created between the time the ECU outputs a fuel injection signal to the injector and the time the injector actually opens. Therefore, the ECU calculates this lag in advance before sending the actuation signal to the injector. The battery voltage determines the reactive injection duration. · High voltage short reactive injection duration · Low voltage long reactive injection duration LIST OF FUEL INJECTION COMPENSATIONS Compensation item Starting injection *1 After-start injection: After-start enrichment *2 Warm-up enrichment *3 Intake temperature compensation *4 Coolant temperature Coolant temperature Intake temperature Coolant temperature sensor Coolant temperature sensor Intake temperature sensor Intake air pressure sensor Throttle position sensor Coolant temperature sensor Check item Coolant temperature Sensor used Coolant temperature sensor
Acceleration compensation/decelera- Intake air pressure tion compensation *5 Throttle position Coolant temperature
Air-fuel ratio feedback compensation Exhaust gas residual oxy- O2 sensor *6 gen concentration
1 - 19
FEATURES
GEN INFO
Fuel control during normal driving In synchronous injection during normal driving, fuel is injected on a cylinder-by-cylinder basis when all of the conditions below are met:
1 Other than the stop mode 2 Cylinder identification completed 3 Other than overrun
To determine the injection timing, the ECU calculates the injection timing through the use of the 3D control map provided in the ECU, which is based on the throttle position and the engine speed. The injection duration is based on the basic injection duration (obtained through the throttle position, intake air pressure, and engine speed) to which injection duration compensation (based on the signals from various sensors such as the intake temperature sensor, atmospheric pressure sensor, and O2 sensor) is added to determine the final injection duration. As a result, fuel is supplied to the cylinders. · Normal synchronous injection
#2
#4
#3
#1
#2
#4
#3
#1
1 Injector #1 2 Injector #2 3 Injector #3
4 Injector #4 È Cylinder identification signal
É Crankshaft identification signal Ê Injection
Ë Stop
· Fuel injection control during normal driving
È #1 cylinder fuel injection timing
É Basic injection duration
Ê Various types of fuel Ë Synchronous injection injection duration comduration (final injecpensations tion duration)
1 - 20
FEATURES
GEN INFO
Fuel injection compensation control · Starting injection control The coolant temperature is used for determining the injection duration in order to ensure proper start ability. To suit the engine's operating conditions, the starting injection duration is determined by applying a starting compensation coefficient to the basic injection duration, which forms the basis of the injection duration. (Starting injection duration = basic injection duration × injection compensation coefficient) During starting, injection cylinder control is effected together with injection duration compensation. To effect injection cylinder control, the injectors of all the cylinders inject fuel only once immediately upon receiving the signals from the sensors during the cranking of the engine. This is called asynchronous injection, in contrast to synchronous injection, which is a normal cylinder injection that is effected on a cylinder-by-cylinder basis. After the asynchronous injection is completed, and until the ECU receives signals from the cylinder identification sensor, the injectors are actuated in pairs in sync with the signals from the crankshaft position sensor: cylinders #1 and 4, and cylinders #2 and 3. Controlling both the injection duration and the injection cylinders in this manner enables a precise supply of fuel in accordance with the starting conditions of the engine. · Starting injection duration
0
(°C)
1 Basic injection duration 2 After-start compensation injection duration 3 Low 4 High
È Injection duration É Coolant temperature Ê Extended duration
1 - 21
FEATURES
· Starting cylinder control
GEN INFO
#1/4
1 Injectors #1,4 2 Injectors #2,3 3 Starting asynchronous injection 4 Group injection
È Cylinder identification sensor É Crankshaft position sensor
Ê Injection Ë Stop Ì Synchronous injection
· After-start enrichment After-start enrichment provides enrichment compensation during a prescribed duration following the starting (firing) of the engine. While the amount of fuel enrichment is determined by the after-start enrichment coefficient, the coefficient varies by the coolant temperature. Although the coolant temperature determines the initial starting enrichment coefficient, the coefficient subsequently changes in accordance with the damping factor. The enrichment ratio is the highest immediately after the engine is started, and diminishes gradually. The enrichment of fuel in this manner ensures a stable engine operation immediately after the engine is started. Changes in compensation coefficient and compensation injection duration
Engine speed Stopped Long Injection duration Short Starting enrichment coefficient Duration After-start enrichment Basic injection duration
Cranking
Initial starting enrichment coefficient (determined by coolant temperature)
Changes in compensation coefficient
Compensation injection duration
1 - 22
FEATURES
GEN INFO
· Warm-up enrichment When the coolant temperature is low, a warm-up coefficient is applied in accordance with the signals from the coolant temperature sensor in order to effect fuel enrichment. Because the coolant temperature determines the coefficient, the coefficient changes with the fluctuations in the coolant temperature. The coefficient increases with the decrease in the coolant temperature, and decreases with the increase in the coolant temperature. The ratio of fuel enrichment also changes with the changes in the coefficient. Changes in compensation coefficient and compensation injection duration
Large Enrichment coefficient
Long Short
60 (°C)
Injection duration
Warm-up enrichment
Basic injection duration
Small
1.0
Duration
Coolant temperature Low High Changes in compensation coefficient Compensation injection duration
1 - 23
FEATURES
GEN INFO
· Acceleration enrichment Acceleration enrichment is provided in accordance with the signals from the throttle position sensor. As the rider operates the accelerator to accelerate the motorcycle from a constant speed, the throttle position sensor actuates in unison with the accelerator. The ECU interprets that acceleration has taken place through the throttle position sensor signal and executes acceleration enrichment. The enrichment volume is determined by the acceleration enrichment coefficient. The coefficient increases with the changes in the throttle position sensor, which also increases the actual enrichment volume. The enrichment volume is executed in accordance with the acceleration enrichment coefficient when the movement of the throttle position sensor has met the acceleration condition as defined by the ECU. Thereafter, the enrichment volume is regulated by the coefficient that changes in accordance with the damping rate. (Acceleration injection duration = basic injection duration × acceleration compensation coefficient) Changes in compensation coefficient and compensation injection duration
Changes in acceleration compensation coefficient Large Long
Changes in throttle position sensor angle
Acceleration enrichment volume
Injection duration Short Duration Basic injection duration Duration Starting of acceleration Starting of acceleration Compensation injection duration
Small
1 - 24
FEATURES
GEN INFO
· Deceleration control Deceleration control is effected in accordance with the signals from the throttle position sensor. As the rider operates the accelerator to decelerate the motorcycle that is in motion, the throttle position sensor acutates in unison with the accelerator. When the engine speed is greater than a prescribed value with the throttle fully closed (thus applying engine braking), the ECU executes a deceleration fuel cut-off. The injection of fuel to all the cylinders is stopped when fuel cut-off control is executed, thus improving fuel economy.
È Engine speed É Duration Ê Fuel cut-off control (stopping fuel injection) Ë Basic injection duration Ì Basic injection duration
· Over-revving control This function effects fuel cut-off control when the engine speed becomes greater than the prescribed value. The fuel cut-off control regulates the engine speed by stopping the injection of fuel into two cylinders when the engine speed becomes greater than the specified value. If the engine speed increases further, this control stops the injection of fuel to all the cylinders. Thus, the overrevving control effects fuel cut-off control in two stages.
1 - 25
FEATURES
GEN INFO
THREE-WAY CATALYTIC CONVERTER SYSTEM System outline This is a highly efficient exhaust gas cleaning system that effects air-fuel control through a joint effort by the FI system, O2 sensor, and the three-way catalytic converter system. By effecting comprehensive control of the air-fuel ratio in this manner, this system reduces the CO, HC, and NOx in the exhaust gases. The FI system controls the mixture to an optimal air-fuel ratio (basic air-fuel ratio) that matches the operating condition of the engine in order to realize an ideal combustion. Furthermore, an O2 sensor that detects the concentration of oxygen that remains in the exhaust gas is provided in the exhaust pipe for the purpose of maximizing the performance of the three-way catalytic converter and to clean the exhaust gas at a high degree of efficiency. Based on this data, the ECU applies more precise compensation to the basic air-fuel ratio, in order to maintain the mixture in the vicinity of the stoichiometric air-fuel ratio of 14.7:1. Through the joint effort of these control systems, the exhaust gas is cleaned in a highly efficient manner without sacrificing engine performance. Three-way catalytic converter system diagram
1 Ignition coil 2 Injector 3 Intake temperature sensor 4 Throttle position sensor
5 Intake air pressure 9 Cylinder identification sensor sensor 0 Spark plug 6 Crankshaft position sensor A ECU 7 O2 sensor 8 Coolant temperature sensor
B Igniter C Atmospheric pressure sensor D Catalytic converter
1 - 26
FEATURES
Functions of components Equipment Catalyzer (honeycomb type) Three-way catalytic converter system Air-fuel compensation equipment Functions Simultaneously reduces CO, HC, and NOx emissions.
GEN INFO
Main components · Catalytic converter · Catalyst case
Reduces CO, HC, and NOx · O2 sensor emissions. The catalyst pri- · ECU marily cleans the exhaust gases in order to ensure the stoichiometric air-fuel ratio. Reduces CO and HC emis- · Throttle position sensor sions, improves fuel econ- · ECU omy, and cuts off fuel during deceleration.
Fuel cut-off equipment
Catalyst Because the conditions in which NOx is generated are directly opposed to those of CO and HC, there is a limit to the extent to which the concentration levels of these harmful elements can be reduced in the combustion stage. Hence, the function of the catalyst is to clean the exhaust gas at a high degree of efficiency by removing CO, HC, and NOx in the exhaust stage. This model has adopted a monolith type metallic catalyst with a honeycomb construction, which achieves a low exhaust resistance through the large surface area of the catalyst body (with a high level of cleaning efficiency). Catalytic substances consisting of precious metals such as platinum and rhodium are adhered to the wall surface of these honeycomb cells, which are enclosed in the exhaust pipe. As the exhaust gas comes in contact with these catalytic substances, the chemical reactions of oxidation and reduction advance in order to clean the exhaust gas. · The CO and HC oxidize with the oxidation function of platinum, and are converted into harmless carbon dioxide (CO2) and water (H2O), resulting in cleaner exhaust gases. CO + 1/2 O2 HC + O2 CO2 CO2 + H2O
· The NOx is reduced by the reduction function of rhodium, which converts NOx into harmless nitrogen (N2) and oxygen (O2), resulting in cleaner exhaust gases. NOx N2 + O2
To clean the exhaust gases at a high rate of efficiency through the maximization of these catalytic capacities, it is necessary to maintain and control the mixture in the vicinity of the stoichiometric airfuel ratio of (14.7:1) at all times. As a means of maintaining the stoichiometric ratio, this system has adopted an O2 feedback compensation method that uses an O2 sensor, which will be described in the next section.
1 - 27
FEATURES
GEN INFO
Large amounts of both CO and HC are generated when the mixture is rich (as indicated by insufficient O2 region A). Conversely, large amounts of NOx are generated when the mixture is lean (as indicated by excessive O2 region B). Under these conflicting characteristics, the system maintains the mixture within an extremely narrow range C of stoichiometric ratio (14.7:1). As a result, the function of the catalyst is maximized, making it possible to clean the exhaust gases at a high degree of efficiency.
100 NOx 80 Conv. (%) 60 40 20 0 13 13.5 HC CO 14.7 14 14.5 15 15.5 16
1 - 28
FEATURES
GEN INFO
Air-fuel ratio compensation equipment An O2 sensor is provided in the exhaust pipe upstream of the catalyst, to enable the catalyst to operate at a high degree of efficiency. The O2 sensor detects the level of concentration of the oxygen remaining in the exhaust gases. A high level of oxygen concentration signifies a lean air-fuel mixture, and when the O2 sensor detects this condition, it inputs a lean signal into the ECU. Conversely, when the level of oxygen concentration is low, the O2 sensor inputs a rich signal into the ECU. The ECU system applies minute corrections to these signals so that the injection volume (the duration of the current applied to the injectors) comes to be within the vicinity of the stoichiometric ratio. Thus, the system is designed to maximize the cleaning function of the catalyst. Feedback compensation circuit Illustration is for reference only.
Prolongs the duration of the current applied to the injectors
Injection duration correction circuit Shortens the duration of the current applied to the injectors Basic injection duration circuit
Air-fuel ratio judged as lean Air-fuel ratio judged as rich
Lean signal Rich signal
Signal from various sensors
Injector O2 sensor
È The ECU determines the basic injection volume based on the signals that are input from various sensors and regulates the duration of the current applied to the injectors. É Current is applied to the injectors, enabling them to inject fuel. Ê The engine undergoes combustion and exhaust. Ë The O2 sensor detects the level of oxygen concentration in the exhaust gases, and outputs a lean or rich air-fuel ratio signal in accordance with the detected data. Ì In accordance with the signals from the O2 sensor, the ECU applies minute corrections to the basic injection duration, determines the subsequent injection volume, and provides instructions to the injectors. The above processes are repeated in order to maintain the mixture at the stoichiometric ratio.
1 - 29
FEATURES
GEN INFO
AIR INDUCTION SYSTEM The air induction system (AI system) introduces fresh air into the exhaust port in order to burn the unburned gas (which is present in the exhaust gas) in the exhaust pipe. The burning of the unburned gases in this manner enhances the efficiency of the catalyst and results in cleaner exhaust gases. The AI system takes a portion of the air from the air cleaner, sends it to the reed valve via the air cut-off valve, and introduces it directly into the exhaust port through the reed valve. The air cut-off valve is controlled by the signals from the ECU in accordance with the combustion conditions. Ordinarily, the air cut-off valve opens to allow the air to flow during idle and closes to cut off the flow when the motorcycle is being driven. However, if the coolant temperature is below the specified value, the air cut-off valve remains open and allows the air to flow into the exhaust pipe until the temperature becomes higher than the specified value. The reed valve is provided on the cylinder head cover above the cylinders, and sends air to the exhaust pipe through the inside of the cylinder head.
1 Air cut-off valve 2 Reed valve 3 Exhaust port 4 Resonator
1 - 30
1
2
3
4
FEATURES
GEN INFO
COMPONENTS 1.Air cut-off valve The air cut-off valve consists of a plunger that is mounted inside the core of a solenoid coil, and a valve at the end of the plunger for opening and closing the air passage. Due to the force of a spring, the valve is in constant contact with valve block A, and thus keeps the air passage open. As a result, the air from the air cleaner passes through the air passage and flows into the reed valves of the cylinders. When the current flows to the solenoid coil in accordance with a signal from the ECU, the plunger in the core becomes attracted towards the coil. When this attraction force overcomes the pressure of the spring, the valve is pulled in along with the plunger, comes in contact with valve block B, and closes the air passage. The ECU controls the operation of the air cut-off valve so that it operates in an optimal condition to suit the driving conditions.
1 Valve block A 2 Valve
3 Spring 4 Coil
5 Core 6 Valve block B
È To reed valve É From air cleaner
1 - 31
FEATURES
GEN INFO
Instrument panel Function indication The indications of the self-diagnosis function can be checked and inspection operations can be performed through the use of the multi-function meter on the instrument panel. Based on the signals received from the sensors, the ECU inputs the signals into the multi-function meter. Then, the conditions of the sensors appear on the clock and trip/odometer display of the multi-function meter. 1. ECU transmission data and meter display Mode Common to all modes Normal mode CO/DIAG mode selection CO adjustment mode ECU transmission data Vehicle speed Engine warning indicator lamp Self-diagnostic fault code Coolant temperature CO/DIAG selection CO adjustment cylinder No. CO adjustment volume Diagnostic code DIAG mode Diagnosis sensor value Trip LCD Meter indication Trip meter Indicator lamp Clock LCD Coolant temperature meter LCD Clock LCD Clock LCD Trip LCD Clock LCD Display description 4 digits including decimals ON/OFF Shows trouble code in numbers Coolant temperature Shows CO or DIAG in letters Shows adjustment cylinder No. in numbers Shows adjustment volume in numbers Shows diagnostic code in numbers Shows data for sensors
Note: If the exchange of data between the ECU and the meters is abnormal, the clock LCD shows error "Er-1~4". The clock LCD reverts to showing the time after the error has been corrected.
180 200 220 240 260 280 L Km/h
TRIP E ODO
SELECT RESET
F
H
km mile km mile
TRIP
1 Fuel meter 2 Clock
3 Coolant temperature meter 4 TRIP meter
1 - 32
5 TRIP/ODO meter 6 RESET button 7 SELECT button
8 Engine trouble warning light 9 Oil level warning light
FEATURES
2. DIAG and CO mode inspection and adjustment (multi-function meter)
GEN INFO
Mode Selection (Make sure to disconnect the coupler from the fuel pump.) CO/DIAG mode 1. While keeping both the SELECT and RESET buttons pressed, turn "ON" the main switch. Keep the buttons pressed for 8 seconds or more. * All the segments are "OFF" except the clock and the trip LCD. * "DIAG" appears on the clock LCD. Switching between CO adjustment mode and DIAG mode 1. Press the SELECT button in order to switch the display to "CO" or "DIAG". 2. Simultaneously press the SELECT and RESET buttons for 2 seconds or more to select an item. CO adjustment mode Enables the adjustment of CO for any of the four cylinders by pressing the SELECT and RESET buttons. 1. Adjustment cylinder selection * Press the SELECT and RESET buttons to select the cylinder. * The adjustment cylinder appears on the clock LCD. * RESET button = decrement * SELECT button = increment * Execute the selection of the cylinder by simultaneously pressing the SELECT and RESET buttons for approximately 2 seconds. 2. CO adjustment * After selecting the adjustment cylinder, change the adjustment volume by pressing the SELECT and RESET buttons. * The adjustment volume appears on the trip LCD. * RESET button = decrement * SELECT button = increment * The selection is executed upon releasing the finger from the switch. * Simultaneously press the SELECT and RESET buttons to return to the cylinder selection. Cancel the mode by turning "OFF" the main switch. Normal mode Turn "ON" the main switch. * The self-diagnostic function starts a system check. System normal Normal meter display Malfunction detection A fault code number appears on the clock LCD. The engine trouble warning light illuminates.
(The engine cannot be started in this mode.) Diagnosis mode Enables the verification of the operation of the actuator and various sensors. * Turn the engine stop switch to "OFF". (Turn it "ON" when the diagnostic code is 09 or 03.) 1. Press the SELECT and RESET buttons to select the Diagnosis mode. * RESET button = decrement * SELECT button = increment * A diagnostic code number appears on the clock LCD. 2. Checking the operation of the actuator * Turn "ON" the engine stop switch to start the operation. 3. Checking the operation of various sensors * The condition of the operation appears on the TRIP LCD.
1 - 33
FEATURES
180 200 220 240 260 280 L Km/h
TRIP E ODO
SELECT RESET
GEN INFO
F
H
km mile km mile
TRIP
1 Clock 2 TRIP meter 3 RESET button 4 SELECT button 5 Engine trouble warning light
1 - 34
IMPORTANT INFORMATION
EAS00020
GEN INFO
IMPORTANT INFORMATION
PREPARATION FOR REMOVAL AND DISASSEMBLY 1. Before removal and disassembly, remove all dirt, mud, dust and foreign material. 2. Use only the proper tools and cleaning equipment. Refer to the "SPECIAL TOOLS". 3. When disassembling, always keep mated parts together. This includes gears, cylinders, pistons and other parts that have been "mated" through normal wear. Mated parts must always be reused or replaced as an assembly. 4. During disassembly, clean all of the parts and place them in trays in the order of disassembly. This will speed up assembly and allow for the correct installation of all parts. 5. Keep all parts away from any source of fire.
EAS00021
REPLACEMENT PARTS Use only genuine Yamaha parts for all replacements. Use oil and grease recommended by Yamaha for all lubrication jobs. Other brands may be similar in function and appearance, but inferior in quality.
EAS00022
GASKETS, OIL SEALS AND O-RINGS 1. When overhauling the engine, replace all gaskets, seals and O-rings. All gasket surfaces, oil seal lips and O-rings must be cleaned. 2. During reassembly, properly oil all mating parts and bearings and lubricate the oil seal lips with grease.
1 - 35
IMPORTANT INFORMATION
EAS00023
GEN INFO
LOCK WASHERS/PLATES AND COTTER PINS After removal, replace all lock washers/plates 1 and cotter pins. After the bolt or nut has been tightened to specification, bend the lock tabs along a flat of the bolt or nut.
EAS00024
BEARINGS AND OIL SEALS Install bearings and oil seals so that the manufacturer's marks or numbers are visible. When installing oil seals, lubricate the oil seal lips with a light coat of lithium soap base grease. Oil bearings liberally when installing, if appropriate.
1 Oil seal
CAUTION:
@
Do not spin the bearing with compressed air because this will damage the bearing surfaces.
1 Bearing
EAS00025
CIRCLIPS Before reassembly, check all circlips carefully and replace damaged or distorted circlips. Always replace piston pin clips after one use. When installing a circlip 1, make sure the sharp-edged corner 2 is positioned opposite the thrust 3 that the circlip receives.
4 Shaft
1 - 36
IMPORTANT INFORMATION
EAS00026
GEN INFO
CHECKING THE CONNECTIONS Check the leads, couplers, and connectors for stains, rust, moisture, etc. 1. Disconnect: · lead · coupler · connector 2. Check: · lead · coupler · connector Moisture Dry with an air blower. Rust/stains Connect and disconnect several times.
3. Check: · all connections Loose connection Connect properly. NOTE: If the pin 1 on the terminal is flattened, bend it up.
@
4. · · ·
@
Connect: lead coupler connector
NOTE: Make sure all connections are tight. 5. Check: · continuity (with the pocket tester) Pocket tester 90890-03112 NOTE: · If there is no continuity, clean the terminals. · When checking the wire harness, perform steps (1) to (3). · As a quick remedy, use a contact revitalizer available at most part stores.
@
1 - 37
SPECIAL TOOLS
EAS00027
GEN INFO
SPECIAL TOOLS
The following special tools are necessary for complete and accurate tune-up and assembly. Use only the appropriate special tools as this will help prevent damage caused by the use of inappropriate tools or improvised techniques. Special tools, part numbers or both may differ depending on the country. When placing an order, refer to the list provided below to avoid any mistakes. Tool No.
Bolt 90890-01083 Weight 90890-01084
Tool name/Function
Slide hammer bolt Weight
Illustration
These tools are needed to remove the main axle assembly. Coupling gear/middle shaft tool
90890-01229 This tool is needed when removing or installing the coupling gear nut. Final gear backlash band 90890-01230 This tool is needed when measuring the final gear backlash. Rotor holding tool 90890-01235
This tool is needed to hold the camshaft sprocket when loosen or tighten the camshaft sprocket bolts. Piston pin puller set
90890-01304 This tool is used to remove the piston pin. Tester 90890-01325 Adapter 90890-01352 Radiator cap tester Radiator cap tester adapter
This tester and its adapter are needed for checking the cooling system. Flywheel puller
Puller 90890-01362 This tool is needed to remove the rotor.
1 - 38
SPECIAL TOOLS
Tool No. Tool name/Function
Steering nut wrench 90890-01403 This tool is needed to loosen and tighten the steering stem ring nut. Oil filter wrench 90890-01426 This tool is needed to remove and install the oil filter. Fork seal driver 90890-01442
GEN INFO
Illustration
This tool is needed when installing the slide metal, oil seal and dust seal into the fork. Gear lash measurement tool
90890-01467 This tool is needed when measuring the middle gear backlash. Damper rod holder 90890-01447
This tool is needed to hold the damper rod assembly when loosen or tighten the damper rod assembly bolt. Pivot shaft wrench
90890-01471 This tool is needed to loosen or tighten the spacer bolt. Sheave holder 90890-01701 This tool is needed to hold the rotor when removing or installing the rotor bolt, starter clutch and pickup coil rotor bolt. Compression gauge Compression gauge adapter
Gauge 90890-03081 Adapter 90890-04136
These tools are needed to measure engine compression.
1 - 39
SPECIAL TOOLS
Tool No. Tool name/Function
Vacuum gauge 90890-03094 This gauge is needed for throttle bodies synchronization. Dial gauge 90890-03097 This tool is used to measure the middle gear backlash. Pocket tester 90890-03112 This instrument is needed for checking the electrical system. Pocket tester 90890-03132 This instrument is needed for checking the engine oil temperature. Exhaust attachment 90890-03134 This tool is needed for checking the CO. Timing light 90890-03141 This tool is necessary for checking ignition timing. Gauge 90890-03153 Oil pressure adaptor B 90890-03124 Pressure gauge Oil pressure adaptor B
GEN INFO
Illustration
These tools are needed to measure engine oil pressure. Valve spring compressor Valve spring compressor attachment
Compressor 90890-04019 Attachment 90890-04108
These tools are needed to remove and install the valve assemblies.
1 - 40
SPECIAL TOOLS
Tool No. Tool name/Function
Bearing retainer wrench 90890-04050
GEN INFO
Illustration
This tool is needed when removing or installing the final drive housing bearing retainer. Bearing retainer wrench
90890-04057
This tool is needed when removing or installing the middle drive shaft bearing retainer. Middle driven shaft bearing driver Mechanical seal installer
Driver 90890-04058 Installer 90890-04078
These tools are needed to install the water pump seal. Universal clutch holder
90890-04086
This tool is needed to hold the clutch when removing or installing the clutch boss nut. Damper spring compressor
90890-04090 This tool is needed when removing or installing the damper spring. Valve guide remover (5 mm) 90890-04097 This tool is needed to remove and install the valve guide. Valve guide installer (5 mm) 90890-04098 This tool is needed to install the valve guide. Valve guide reamer (5 mm) 90890-04099 This tool is needed to rebore the new valve guide.
1 - 41
SPECIAL TOOLS
Tool No. Tool name/Function
Valve lapper 90890-04101 This tool is needed to remove and install the valve lifter. Piston ring compressor 90890-05158
GEN INFO
Illustration
This tool is used to compress the piston rings when installing the piston into the cylinder. Ignition checker
90890-06754 This tool is used to check the ignition system components. Vacuum/pressure pump gauge set 90890-06756 This tool used to measure the vacuum pressure. Engine tachometer 90890-06760 This tool is needed for observing engine rpm. Yamaha Bond No. 1215 90890-85505 This sealant (bond) is used on crankcase mating surfaces, etc. Bearing retainer wrench 90890-04140
This tool is needed when removing or installing the middle driven shaft bearing retainer. Fuel pressure adapter
90890-03176 This tool is needed to measure fuel pressure.
1 - 42
SPEC
2
SPEC
CHAPTER 2 SPECIFICATIONS
GENERAL SPECIFICATIONS ....................................................................... 2-1 ENGINE SPECIFICATIONS ..........................................................................2-2 CHASSIS SPECIFICATIONS ....................................................................... 2-11 ELECTRICAL SPECIFICATIONS ................................................................2-15 CONVERSION TABLE ................................................................................. 2-18 GENERAL TIGHTENING TORQUE SPECIFICATIONS ..............................2-18 TIGHTENING TORQUES ............................................................................. 2-19 ENGINE TIGHTENING TORQUES ........................................................ 2-19 CHASSIS TIGHTENING TORQUES ......................................................2-23 LUBRICATION POINTS AND LUBRICANT TYPES ................................... 2-25 ENGINE LUBRICATION POINTS AND LUBRICANT TYPES ............... 2-25 CHASSIS LUBRICATION POINTS AND LUBRICANT TYPES ............2-27 OIL FLOW DIAGRAMS ................................................................................ 2-28 COOLING SYSTEM DIAGRAMS .................................................................2-38 CABLE ROUTING ........................................................................................ 2-42
SPEC
GENERAL SPECIFICATIONS
SPEC
SPECIFICATIONS
GENERAL SPECIFICATIONS
Item Model code Standard 5JW1 (for Europe) 5JW2 (for F) 5JW3 (for Oceania) 2,195 mm 760 mm 1,420 mm 805 mm 1,515 mm 135 mm 3,100 mm 268 kg 237 kg 208 kg Limit ----------------------------------------
Dimensions Overall length Overall width Overall height Seat height Wheelbase Minimum ground clearance Minimum turning radius Weight Wet (with oil and a full fuel tank) Dry (without oil and fuel) Maximum load (total of cargo, rider, passenger, and accessories)
2-1
ENGINE SPECIFICATIONS ENGINE SPECIFICATIONS
Item Engine Engine type Displacement Cylinder arrangement Bore × stroke Compression ratio Engine idling speed Vacuum pressure at engine idling speed Standard compression pressure (at sea level) Fuel Recommended fuel Fuel tank capacity Total (including reserve) Reserve only Engine oil Lubrication system Recommended oil Standard Liquid-cooled, 4-stroke, DOHC 1,298 cm3 Forward-inclined parallel 4-cylinder 79.0 × 66.2 mm 10.8 : 1 1,000 ~ 1,100 r/min 33.3 kPa (250 mm Hg) 1,600 kPa (16 kg/cm2, 16 bar) at 400 r/min Regular unleaded gasoline 25 L 5L Wet sump SAE 20W40SE SAE 10W40SE
SPEC
Limit -------------------------
-------------------
Quantity Total amount Without oil filter cartridge replacement With oil filter cartridge replacement Oil pressure (hot) Relief valve opening pressure Final gear oil Recommended oil Total amount
4.9 L 3.8 L 4L 30 kPa at 1,000 r/min (0.30 kg/cm2, 0.30 bar) at 1,000 r/min 490 ~ 570 kPa (4.90 ~ 5.70 kg/cm2, 4.90 ~ 5.70 bar) Shaft drive gear oil (Part No. : 9079E-SH001-00) 0.2 L
----------------
-------
2-2
ENGINE SPECIFICATIONS
Item Oil filter Oil filter type Bypass valve opening pressure Oil pump Oil pump type Inner-rotor-to-outer-rotor-tip clearance Outer-rotor-to-oil-pump-housing clearance Cooling system Radiator capacity Radiator cap opening pressure Valve relief pressure Radiator core Width Height Depth Coolant reservoir Capacity Water pump Water pump type Reduction ratio Max. impeller shaft tilt Starting system type Spark plugs Model (manufacturer) × quantity Spark plug gap Cylinder head Volume Max. warpage Standard Formed type 78.4 ~ 117.6 kPa (0.78 ~ 1.18 kg/cm2, 0.78 ~ 1.18 bar) Trochoid 0.09 ~ 0.15 mm 0.03 ~ 0.08 mm
SPEC
Limit -------
---0.23 mm 0.15 mm
3.2 L 93.3 ~ 122.7 kPa (0.93 ~