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ULTIMA IGNITION MODULE AND KIT INSTALLATION MANUAL FOR HARLEY DAVIDSON

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Filed Under (Harley Davidson) by admin on 03-03-2011

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Disconnect battery. 2. Mark location of timing plate in relation to inside of cam cover. This will give a starting point for timing on new module. Remove old ignition if applicable (see manual) Clymer, Haynes. 3. If your bike is not equipped with timing rotor M/W# 53-528 OEM#32402-83 you must buy one (included in kit). Also a single fire coil is needed (included in kit) M/W# 53-632. Any single fire coil rated 2-4 ohms can be used. NO SOLID CORE PLUG WIRES (copper, silver) they will damage the unit. 4. Install module: helpful hints, early model nose cones, i.e. Shovel Heads, the hole for the wire may need to be drilled out. Align with previously scripted mark for timing. Use lockwashers for stand offs for correct clearance of cover plate. Run wire loom. 5. Connect wires, see wiring diagram. Tape unused wires, green or brown. 12v to tach (brown) will damage module. Set timing. 1996 and later should not be timed 20˚ BTDC as the OEM module, but at 35˚ BTDC. Use this mark when using timing light. If VOESswitch is not used you must ground VOES wire (green) while timing. Refer to manual for correct identification of timing marks. At start up and timing, set spark advance in middle position. FUNCTION SWITCHES LED timing indicator light: When out, shows TDC. When ignition is on, LED will light up. When engine is cranking LED will blink. Electric Start/Kickstart: Set accordingly. VOES/Race mode: VOES switch lets the motor run smoother and improves gas mileage. If you don’t use it or add one tape up green wire and switch to race. VOES switch to use, M/W# 53-652. Spark advance: High compression motors should use race mode and 93 octane or better gas. Changing from VOES to race changes advance curves. Agood rule of thumb is if the engine knocks when throttle is applied in high gear, turn back spark advance curve until it stops engine knock. RPMlimiter: Set at desired RPM to cut engine power. Rear Cylinder: This is for racing and should be set at a dyno. +/-5˚. Rear cylinder timing is achieved through this adjuster. Most should dial to middle setting and leave alone. After all switches are set, install cover with supplied gasket and feel the increased performance of a solid state single fire ignition. Again, we remind you, if you don’t feel confident about installing this unit, let a qualified mechanic do it and be assured you are getting the best performance and gas mileage possible.

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YAMAHA XS650H/ SH Supplementary Service Manual

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Filed Under (Yamaha) by admin on 21-11-2010

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Ignition timing check 1. Ignition timing is checked with a timing light by observing the position of the rotor pointer and the marks stamped on the timing plate. The timing plate is marked as follows. “ll” Firing range for No. 1 (L.H.) “T” Top Dead Center for No. 1, fL.H.1 cylinder 2. Connect the timing light to the left cylinder spark plug lead wire. 3. Start the engine and keep the engine speed as specified. Use a tachometer to check the engine speed. B. PICK-UP COIL ASSEMBLY The method of mounting the pick-up coil assembly is changed for easier service work. Thus, the followings “Pick-up coil assembly removal” and “Pick-up coil assembly reinstallation” should be changed. Pick-up coil assembly removal Remove the pick-up coil securing screws and remove the pick-up coil assembly. Pick-up coil assembly reinstallation Install the pick-up coil assembly on to the stator assembly. _ L 4. Specified engine speed: 1,200 r/min The rotor pointer should be within the limits of ” fl ” on the timing plate. If it exceeds the limits or does not steady, check the timing plate for tight- ness and/or ignition system for damage. NOTE: Ignition timing is not adjustable. C. FUEL LEVEL The carburetor is furnished with a drain screw to provide easy access to service work. Thus, the following “Fuel level measurement” should be added. Fuel level measurement NOTE: Before checking the fuel level, note the follow- ing: 1. Place the motorcycle on a level surface. 2. Adjust the motorcycle position by placing a suitable stand or a garage jack under the engine so that the carburetor is positioned vertically. 1. 2. Connect the level gauge (special tool) or a vinyl pipe of 6 mm (0.24 in) in inside diameter to the float bowl nozzle left or right side carburetor. Set the gauge as shown and loosen the drain screw 3. Start the engine and stop it after a few minutes of run. This procedure is neces- sary to obtain the correct fuel level. NOTE: Make sure the fuel petcock is “ON” or “RES” oosition. 4. Note the fuel level and bring the gauge to the other end of the carburetor line and repeat step 3 above. Note the fuel level again and compare it with the previous gauge reading. They should be equal. If not, place a suitable size of wooden piece or the. alike under the center stand and adjust. 5. Check the fuel level one by one. The level should be in the specified range.

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Harley-Davidson Electronic Ignition Module Installation instructions

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Filed Under (Harley Davidson) by admin on 23-04-2012

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Step 1: Switch main dashboard switch to “off” position (Ignition& light switch) Step 2: Disconnect negative (ground) cable from the Battery Step 3: Remove the Condenser and Breaker points from the circuit breaker timing base. Step 4: Disconnect advance/ retard cable from timing base Step 5: Remove timing base from timer shaft and housing (see your manual for instructions) Step 6: Remove circuit breaker wire stud or circuit breaker to coil wire assembly from timing base Step 7: Remove circuit breaker wire from Ignition coil, and mark terminal on coil with piece of tape. Step 8: Install the Electronic Ignition Module on the timing base. Mount this short black wire to one on the timer base screws by keeping some slack in this wire so the timing base can turn free. Solder the flag terminal to this short black wire and mount it under the timer to motor bolt. This way of mounting provides a much better grounding. Do NOT use the screws (number 1 or 2 screws from picture below) from the timing base!!!! Step 9: Now three wires pass this hole via the rubber grommet. Figure 1 Figure 2 Step 10: Reinstall the timer base on the timer shaft housing, and keep some slack in the wires before protruding the hole in the timer shaft housing, and secure with ground spring and cover retainer. Reconnect the advance/retard cable to the timer base. Step 11: Route the two long wires to the ignition coil. Check in the HD service manual for a proper route to the ignition coil. (Keep away from hot surfaces like exhaust systems). Cut the wires to the exact length necessary for mounting. Step 12: Determine the exact length of the wire loom. Keep in mind that one end of the loom enters the timer shaft housing by 1cm. Cut the loom to the proper length. Step 13: Insert both wires in the loom. Strip both wire ends and solder the two flag terminals on the wires. Step 14: Connect the red wire to the ignition coil, on the terminal where the 6 or 12 volt is supplied to. This terminal has at minimum one wire connected which runs to the main switch. Step 15: Connect the black wire to the ignition coil on the terminal which is empty, and has piece of tape on it. (Old place where the circuit breaker wire was connected to) Step 16: Install the trigger rotor on the timer shaft cam, and tighten the hex screw by using the hex key tool. Do not over tighten the screw! Step 17: Check for clearance between trigger rotor and Electronic Ignition Module. Appropriate clearance is between 0,5mm and 1,5mm . Minor adjustments can be made by unlocking the two screws and slightly shift/move the Electronic Ignition Module. Check if the rotor moves free. Timing instructions: Remove the spark plugs from the engine, but keep them connected to the spark coil cables and engine ground. This enables normal operation of the spark, and prevents unwanted engine firing on compression stroke. See service manual or handbook for timing instructions of your model Step 18: Reconnect the negative (ground) cable to the battery. Step 19: Switch main power to “on” position. The red light in the Electronic Ignition Module might already light up. If not, turn the kick starter slowly. The red light is on while charging (closed points)the Ignition coil, facing solid metal of the trigger rotor. The light goes off (open points) when the end of the solid surface of the trigger rotor passes the centre of the Electronic Ignition Module. At that point a spark is generated by the coil

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2003 Ducati ST4s Timing Belt Adjustment

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Filed Under (Aprilia) by admin on 31-10-2010

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This instruction on cam belt adjustment starts after you remove the fairing pieces. Plan on an hour to remove these. Since you are performing your own service, buying Ducati belts may not be that expensive. There may be another belt source, but I have not confirmed this for the 996 engine of the 02-03 ST4s. Fig 1 – ST4s ready for belt adj./ repl. Fig 2 – Crank tool installed. See dwg. 1) Ensure maximum of ½ tank of gas. Fuel will leak into the charcoal canister, then onto the floor if the tank is over half full and the tank is tilted up on its hinge. So put the tank up on its hinge. 2) Remove spark plugs. Cover sparkplug wells with boots or rags. This is a great time to toss out those Champions for a set of NGK DCPR8E’s. 3) Remove the front shield from the horizontal cylinder head. 4) Remove crankshaft cover on Riders LH side and insert crank tool. A crank tool can be made by following the drawing at the end of this document. See Fig 2 above. The flat head screws used are kind of soft so beware on their removal. 5) Remove oil pressure sending unit cable and remove oil sending unit. No oil should pour out. 6) Remove battery and remove bolts fastening battery box to engine/frame. You can let the battery box dangle or partially support it via a bungee cord. Be careful of the cable on the ground of the ECU. By dangling the battery box excess stress could be placed on this cables connector and you don’t want to troubleshoot an intermittent electrical issue. 7) Remove cam belt covers. The two covers over the cams are real easy. The center piece is removed by pulling it down. You may have to move some hoses and cables out Timing belt adj. doc 1
of the way because it is a tight fit. Removing the oil pressure sending unit gave clearance for the removal. Fig 1 shows bike ready to be worked on. On the Rider’s LH is a window on the case cover. Using a flashlight to illuminate the area, marks can be rotated into view using the engine turning tool. There are two marks denoting the TDC of each of the cylinders. When a mark in the window aligns with the pointer, look at the crank driving pulley on the Rider’s RH of the engine. If the driving pulley’s mark is aligned with the pointer on the engine case, you are at TDC horizontal cylinder. If the pulley mark and the pointer on the engine do not align, rotate the engine until the mark in the window on the Rider’s LH side case cover aligns as well as the pulley’s mark and the engine’s pointer. Fig 3 shows the engine pulley and pointer. You can check that the horizontal piston is at TDC by inserting a welding rod into the spark plug well and touch the top of the piston with it to sense its position. Timing marks on cam pulleys are clearly stamped on all four pulleys. When the crank driving pulley aligns with its corresponding pointer on the engine case and the marks on the pulleys align with their corresponding marks on both cylinders, you are in position for belt adjustment and replacement

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4-STROKE TRIUMPH SINGLE CYLINDER MOTORCYCLES ELECTRONIC IGNITION SYSTEM INSTALLATION INSTRUCTIONS

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Filed Under (Triumph) by admin on 27-10-2010

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1. Remove the petrol tank (and seat if necessary) to gain access to the ignition coil, condensor and wiring. 2. For safety, disconnect the battery, if fitted (preferably both terminals). 3. Remove the spark plug. 4. Remove the alternator rotor cover (if fitted). 5. Loosen the auto-advance centre bolt. Rotate the engine to the correct full advance timing position for your machine (see table on page 6), using one of these methods: • Models from 1967 on: use the marks provided for strobe timing on the rotor & chaincase (inside the rotor cover). Unless these marks are known to be accurate it is recommended that they are checked for correct alignment. These marks should line up at the full advance position, check using one of the methods below and, if necessary, re-mark the rotor. • Models from 1969 on: use the timing plug on the left-hand crankcase • Use a degree disc on the crankshaft / camshaft (see table on page 6) • Use a dial guage down the spark plug hole (see table on page 6) 5. Remove kickstart, gear lever and outer timing cover. 6. Remove the contact-breaker plate and lead from the outer timing cover. 7. Taking the ignition trigger assembly, insert a small cable tie into the two holes in front of the connector block on the ignition trigger. This will be used later to secure the two wires to the plate. 8. Fit the ignition trigger plate with the adjustable slots at approx. 6 & 12 o’clock, using the original pillar fixings & washers, positioned in the centre of the slots (to allow for adjustment in either direction). Handle the trigger with care. • RED EARTHING WIRE • CRIMP CONNECTORS & INSULATORS • LARGE & SMALL CABLE TIES • CABLE TIE ADHESIVE MOUNTING BASE 3
9. Remove the centre bolt securing the auto-advance unit. Remove the complete auto-advance unit with an extractor bolt or by tapping it gently sideways. 10. Fit the magnetic rotor in place of the auto-advance unit, with the magnets/ red marks positioned at approx. 3 & 9 o’clock. The magnetic rotor has a male taper which fits into the taper in the end of the camshaft. There is no keyway, allowing it to be fitted in any desired position. 11. Using the ¼” washer and the appropriate bolt (UNF or BSF), pass the bolt through the centre of the magnetic rotor and into the thread in the camshaft. Finger tighten only at this stage. The magnetic rotor centre thread (metric M8) is provided for attaching a puller, if the rotor should need to be removed for engine servicing, etc. 12. Replace the outer timing cover, gear lever & kickstart. 13. Check that the engine is still at the correct full advance position, then adjust the magnetic rotor position so that one of the red marks is centrally behind the static timing hole at 9 o’clock (see fig. 4, page 7). If your machine’s camshaft rotates clockwise, refer to fig. 3. Gently tap the rotor into the taper & tighten the centre bolt, using a 3/16″ allen key. WIRING: 14. All connections must be of the highest quality, use crimped or soldered connections; twisted wires will not give a satisfactory operation. Avoid coiling up surplus lead.

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2003 – 2007 4Runner OIL LEAK FROM FRONT TIMING COVER

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Filed Under (Toyota Manuals) by admin on 31-10-2011

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evidence of a small oil leak located where the Bank 1 cylinder head, engine block, and timing cover meet. Use the following repair procedure to address this condition. 2003 – 2007 model year 4Runner vehicles equipped with the 1GR-FE engine and produced BEFORE the Production Change Effective VINs shown below. MODEL PLANT DRIVETRAIN PRODUCTION CHANGE EFFECTIVE VIN 2WD JTEZU17R#68064608 Hino 2WD JTEZU14R#78076191 4Runner Hino 4WD JTEBU14R#78078323 4Runner 4WD JTEBU14R#78090468 Tahara 2WD JTEZU14R#70091230 Tahara 4WD JTEBU14R#70117349 OP CODE DESCRIPTION TIME OFP T1 T2 EG7036 Reseal FrontTiming Cover with FIPG 2WD7.6 113100P0306548 EG7036 Reseal Front Timing Cover with FIPG 4WD8.5 11310-0P030 65 48 Applicable Warranty*: This repair is covered under the Toyota Powertrain Warranty. This warranty is in effect for 60 months or 60,000 miles, whichever occurs first, from the vehicle’s in-service date. *Warranty application is limited to correction of a problem based upon a customer’s specific complaint

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Kawasaki KX250F Factory Tuning And Fuel Injection to keep expert riders at the front of the pack

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Filed Under (Kawasaki) by admin on 08-02-2011

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Battery-less fuel injection system Designed specifically for motocrossers, the fuel injection system incorporates a small lightweight ECU and operates without a battery to further eliminate unnecessary weight. And of course, fuel injection eliminates the need to adjust engine settings to suit track and climate conditions. Ensuring quick starting without a battery was a prime directive when developing this fuel injection system. Using only electricity generated by the kick starter, the engine can be started with only three rotations of the crankshaft. The system delivers electricity in the following order:1) ECU, 2) fuel pump, 3) injector. With a warm engine, starting can be accomplished in a single kick. The compact, lightweight ECU, located just in front of the steering head (behind the number plate), was designed specifically for motocross use. To help cope with the shocks and vibrations of motocross riding, the fuel pump relay is built into the ECU. A 43 mm throttle body makes use of a progressive throttle link to deliver airflow in much the same way as would a FCR carburettor. Using two linked shafts, the throttle body opens more quickly after the 3/8 open position, delivering sharp response and excellent power. Lightweight throttle body is approximately half the weight of a FCR carburettor – a weight savings of about 600 g. To ensure the high-rpm engine’s demand for a high flow of fuel in a short period is met, the KX250F’s injector features larger holes than that used on the KX450F. A fine atomising injector with 4 holes disperses spray particles with a droplet size of 120 µm. Fuel flow is about 20% greater than on the KX450F. The newly designed fuel pump, located in the fuel tank, is a lightweight aluminium construction. (Fuel tank capacity is now 7.2 litres.)

HI-4 DUAL FIRE MOTORCYCLE IGNITION INSTALLATION INSTRUCTIONS

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Filed Under (Yamaha) by admin on 09-11-2010

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Turn ignition switch off and disconnect battery ground cable. 2. Refer to Figure 3. Remove OE ignition module and wire harness (items 1-4). You will disconnect two wires at the coil (15), a wire going to the VOES (Vacuum Operated Electrical Switch) (18), a black ground wire at the ignition module, and the 3 pin plug (20) that connects to the sensor plate (11). Refer to shop manual for locations. 3. Remove ignition cover plates and gasket (items 5- 9). This will require drilling out two rivets. The rivets will later be replaced with two supplied self- threading screws. 4. In order to remove the sensor plate cable, the cable plug (20) must be removed first. Use needle nose pliers to pull the terminals out of the plug. Then pull the cable through the exit hole at the bottom of the timing cover. 5. Note location of sensor plate (11). There is a V notch in the sensor plate used for alignment. When you install the HI-4, you should align the V notch in the same location. This should set the timing close enough to start the engine. Remove and save the two standoffs and washers (10). Remove the sensor plate (11). HI-4 INSTALLATION Refer to Figure 4. The HI-4 requires use of the OE timing rotor P/N 32402-83 (used only on 1985 and newer models). If you have an older model or are not sure, check the rotor (9) for the correct part number. For models prior to 1980, use the supplied 10-32 x ¾”bolt and washer to mount the rotor. 1. Install the HI-4 system in place of the OE breaker or sensor plate. Rotate the HI-4 about 90 degrees to give better access to the cable exit hole. Install the HI-4 first, then push the cable through the hole. On some early models it may be necessary to enlarge the wire harness exit hole in the gear cover. Align the V notch on the HI-4 same as the OE plate you removed. Use the OE standoffs to secure the HI-4. You must use lockwashers under the standoffs for proper clearance between the HI-4 and cover plate. Do not fully tighten the standoffs until the timing has been set. 2. Route the HI-4 wire harness along the frame rails up to the coil. Make sure that harness will not be chafed or burned by exhaust heat. Secure harness with tie wraps. Do not install timing cover. HI-4 HOOKUP Crimp terminals and hardware are supplied for your convenience. Use the ring terminals for coil hookup. Use male-female quick disconnects for connections to the tach and vacuum switch (VOES). Tape up any unused wires. 1. Circuit Breaker Cover Screws (2) 2. Circuit Breaker Cover 3. Circuit Breaker Cover Gasket 4. Breaker Plate Screws (2) 5. Breaker Plate Screw Lockwashers & Washers (2 each) 6. Retainer (1971 to early 1972) 7. Circuit Breaker Cam Bolt 8. Breaker Plate Assembly 9. Breaker Cam 10. Advance Assembly 11. Gear Case Cover 11 10 9 8 7 6 5 4 3 2 1 NOTE: Damage will result if the brown tach wire comes in contact with +12V. Figure 1. Harley-Davidson®OE Points System
9000-4002A REV A 3 2/05 1. Identify switched +12 volt wire and tach wire (if equipped) going to the coil. Refer to your service manual, or reconnect the battery and use a test light or voltmeter. The switched +12 volt wire will be hot when the ignition key is turned on. 2. Refer to Figure 5. Connect the HI-4 red wire and switched +12 volt wire to Coil positive. 3. The HI-4 white wire is not used and should be taped. 4. Connect the HI-4 black wire to the Coil negative terminal. 5. Connect the HI-4 green wire to the vacuum switch (Figure 3, item 18), if used. 6. Connect the HI-4 brown wire to the tach wire, if equipped with tach. Tape up if unused. 7. The HI-4 is grounded via the timing housing; a separate ground connection is not required. 8. Reconnect battery ground cable. Verify proper ground connections to the frame and engine. VOES HOOKUP The OE vacuum switch (VOES) is normally an open circuit. Above 3-5 inch-Hg vacuum, the VOES closes and grounds the vacuum input on the OE ignition module. This increases the total advance generated by the OE ignition module. Vacuum advance improves part throttle 17 16 1. Cover Screws (2) 2. Ignition Timer Cover 3. Ignition Module 4. Timer Plate Screws (2) 5. Washers (2) 6. Screws & Washers (2 each) 7. Shield 8. Sensor 9. Trigger Rotor Bolt 10. Timer Plate 11. Trigger Rotor 12. Advance Assembly 13. Gear Case Cover 14. Ignition Coil 15. Spark Plug Wires (2) 16. Ignition Coil Terminal (FX) 17. Ignition Coil Terminal (FL) 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 NOTE: Most motorcycle coils do not have terminals marked. Use either terminal for Coil+ (positive) and the other one for Coil- (negative). Warning: The HI-4 (8-1100) Dual Fire ignition will not work with 2 plugs per head, dual coil application. Damage will result if attempted. Use the HI-4 (8-2100) single fire ignition for 2 plugs per head applications

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HONDA GL1800 TIMING CHAIN COVER INSPECTION NUT INSTALLATION MANUAL

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Filed Under (Honda) by admin on 28-02-2011

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GL1800 TIMING CHAIN COVER INSPECTION NUT 1. Place bike on center stand. 2. Remove the inspection nut on the bike using a 17mm socket. 3. Remove the rubber o-ring seal from the inspection nut and place on new inspection nut. 4. Install the new inspection nut using the 17mm socket.

2006 KAWASAKI KX250F Service Manual

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Filed Under (Kawasaki) by admin on 02-12-2010

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Gasket, Oring Hardening, shrinkage, or damage of both gaskets andO-rings after disassembly can reduce sealing performance. Remove old gaskets and clean the sealing surfaces thoroughly so that no gasket material or other material remains. Install new gaskets and replace used O-ringswhenre-assembling Liquid Gasket, Locking Agent For applications that require Liquid Gasket ora Locking agent, clean the surfaces so that no oil residue remains before applying liquid gasket or locking agent. Do not apply them excessively. Excessive application can clog oil passages and cause serious damage. Press For items such as bearings or oil seals that must be pressed into place, apply small amount of oil to the contact area. Be sure to maintain proper alignment and use smooth movements when installing. GENERAL INFORMATION 1-5 Before Servicing Ball Bearingand Needle Bearing Do not remove pressed ball or needle unless removal is absolutely necessary. Replace with new ones whenever removed. Press bearings with the manufacturer and size marks facing out. Press the bearing into place by putting pressure on the correct bearing race as shown. Pressing the incorrect race can cause pressure between the inner and outer race and result in bearing damage. Oil Seal, Grease Seal Do not remove pressed oil or grease seals unless removal is necessary. Replace with new ones whenever removed. Press new oil seals with manufacture and size marks facing out. Make sure the seal is aligned properly when installing. Apply specified grease to the lip of seal before installing the seal.

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