What Should the Ohm Reading for the Ignition Coil for V Star 1100 Be

How to:
diagnose motorcycle problems

Motorcycle electrical systems have been known to strike fear even into some of the nigh seasoned habitation motorcycle mechanics. To brand information technology worse, the wiring is only getting more intricate with the new bicycle models. Electrical problems frequently cause an instant phone telephone call to schedule an appointment at the bike store. But it doesn't have to be that style. Troubleshooting electric bug is only understanding what each component'south function is and then troubleshooting to eliminate them as the source of the problem. Knowing where to start is the biggest hurdle.

In that location have been entire books written on this subject field and this guide is not meant to supplant them. It will, however, help riders empathize what each electrical component's function is and what issues they can cause if they are malfunctioning. The purpose of this guide is to assist riders to begin the process of troubleshooting motorcycle electrical problems.

You volition demand a multimeter and the store manual for your specific motorcycle to troubleshoot the electric arrangement.

Before you go through the process of technical troubleshooting, you should become back and eliminate the possible "whoops, forgot about those" problems. Information technology'south happened to even the most knowledgeable mechanics. Check the kill switch/button and the central. Your wheel may also accept safety cut outs that will prevent y'all from starting the engine. Some bikes will not commencement with the side stand downward, if the bike is in gear or if the clutch lever is not pulled in. Move on if you are withal having issues while doing the proper starting sequence.

Battery

A groovy place to commencement is at the source of power. You need to make certain that your bombardment is in working condition. (If your bike does not have a battery, y'all can move on to the next steps.) First, bank check to make sure that the battery has a full charge. The battery should have 12 volts or higher with no load on it (ignition and lights off). If the battery only measures to a maximum of x.v volts after being charged, it is likely that one of the cells of the battery is shorted.

If the battery has a full charge with no load on it, you can then check information technology while yous plough the engine over. A battery may fully charge, but so driblet significantly when nether load. If the bombardment drops below ten.8 volts, information technology is possible that the bombardment is no longer operable. Significant engine problem can too crusade the voltage to drop also far if information technology is making it difficult for the starter to plow the engine over. A skillful way to tell if this is happening is to check the bombardment cables for excessive heat. The charging system of the motorcycle should bring the voltage of the battery upwardly to about xiv.2 to 14.8 volts. Anything over that and the organisation is overcharging. Anything under and the charging organization is not able to go on upwardly. In both cases, something in the charging organization needs to exist stock-still.

It's possible for your motorcycle to offset and run with a bad bombardment, but that can create fifty-fifty more problems like causing the bike to run poorly and miss. It's also important to make sure that the battery that you utilise produces plenty amps to properly power all of the electrical components.

Main Fuse

A diddled or faulty main fuse can be a source of frustration for many riders as information technology will impale everything electrical. A motorcycle with a faulty main fuse may create an intermittent connexion that tin make the bike run poorly or completely dice at what seems to exist random times. This can exist frustrating if not diagnosed right away as information technology will brand information technology seem similar there is something else wrong with your bicycle. A master fuse tin become faulty due to age or excessive vibration. It's a good idea to keep a spare main fuse on hand at all times because they can get at whatever time. If the fuse continues to blow, y'all will have to check other components of your electrical organisation to see what is causing the excessive amperage.

Ground Wires

Faulty wire grounds are a very common trouble, but can sometimes be difficult to track downwards. Symptoms of a bad ground can range from a completely dead bike to electrical components working intermittently. Checking all of the grounds on your motorbike tin be done quickly if y'all know where they all are. If you don't, your service transmission should take all of the locations noted.

Fixing faulty grounds is inexpensive and merely requires a chip of patience. It'south a good idea to cheque for faulty grounds early in the troubleshooting procedure.

Stator

If you are having problems with charging, you should first check your stator since its task is to provide the extra power needed to charge the battery during functioning. If the stator doesn't provide plenty ability, the battery will begin to drain. For troubleshooting, the stator connector that runs to the engine chiliad ust exist unplugged. With the connector unplugged, you can test the stator for both resistance and voltage.

To begin, you should first cheque for continuity from the final tabs of the connector and then see if anything goes to the ground. Prepare your multimeter to Ohms to check this. First, use the multimeter leads to check the resistance of the tabs by checking A to B, B to C then A to C. The multimeter should read nether i Ohm for all iii (make sure to have into account the resistance between the leads). Readings over one.5 Ohms are an indication that the stator is faulty.

Next, check to make sure nothing is going to basis past connecting the red pb to the connector and the black lead to the negative terminal of the bombardment. This should exist an open circuit and the meter should not read annihilation. If it does, the stator is faulty.

Now, switch your multimeter to read AC voltage. To cheque for voltage, the motorbike must be running and should be at near 2000 rpm. And then, measure the voltage from tab to tab, just similar before. The bodily number of the voltage is non terribly important. What you lot are looking for is that all three of the numbers are similar. If the voltage numbers are more than than a few apart, the stator is faulty.

Regulator/Rectifier

The regulator/rectifier on your motorcycle performs two functions. The rectifier portion converts the AC power from the alternator into DC power so that information technology can charge the battery. The regulator ensures that the voltage is delivered within certain limits, as non to damage the bombardment. Excess power is converted into heat past the regulator to become rid of it. The regulator and rectifier are often together in i unit, but for some bikes (more often than not older), they tin be separate.

To test the rectifier, you volition need to disconnect all of the wires and turn your multimeter to the diode function. First, check the positive diode. To exercise this, place the positive lead into the positive diode. Then connect the negative lead to each of the stator inputs. The meter should not read anything on any of these. If that checks out, connect the negative lead to the positive diode and connect the positive lead to each of the stator inputs. The meter should now be reading something. The numbers are not important.

Repeat the procedure for the negative diode. This time you lot should go a reading with the positive lead connected to the negative diode while connecting the negative lead to the stator inputs. With the negative lead connected to the negative diode, the meter should non read anything while connecting the positive lead to the stator inputs.

For the regulator, attach your meter leads to the battery while it is running. It should not read higher than xiv.5 volts and no lower than thirteen.v volts. If it is higher, the battery will be over charged and if it is lower, the battery will proceed to drain every bit the bike runs.

If these tests practice not check out, you will need a new regulator/rectifier.

Ignition Whorl/Plug Wires & Caps

If you are having a no-spark problem, a good identify to start later ruling out shorts, grounds, switches and spark plugs, is the ignition curl, spark plug caps and wires. The plug wire runs from the ignition coil to the plug cap. You lot can first check to brand sure that the plug wires and caps are all intact. A breakup in the insulation can cause arcing in the plug wire. You will be able to come across the wire spark in low light weather condition. Plug caps may exist cracked, which can cause corrosion or an open up excursion. To test the cap, you will need to remove it. Use your multimeter to cheque for resistance. Information technology should read in the thousands for Ohms.

If your plug wires and caps check out, you tin now test your ignition whorl. Showtime measure out the resistance between the primary wire that comes from the CDI box and the footing or ground wire. The resistance should measure effectually .5 to 1.5 Ohms. If that checks out, you tin so mensurate the resistance between the secondary wire (plug wire), w hich should measure out in the thousands. The plug cap should be removed for this exam because it tin can add together resistance. Your store manual should take the correct specifications for your specific ignition gyre.

Pickup Coil

Pickup coils rarely get bad, but at times they practice. Fortunately, they are not that difficult to examination. To begin, you volition demand to unplug the connector. Connect your multimeter leads to the connector and check for resistance by setting your meter to Ohms. Compare your readings with your shop manual'southward specifications to come across if they are within range. You can also check the gap between the coil and the magnet. Brand certain that information technology is gapped to the manual's specs.

Source Whorl

To test the source scroll, y'all volition need to check the resistance between the output wire and the ground. The reading should measure betwixt 300 and 500 Ohms, but refer to your store manual for your motorbike'southward specifications.

CDI Box

Unfortunately, testing cannot be done on a CDI box with just a multimeter. The only way for a home mechanic to test for the CDI is to swap information technology with a CDI that is known to piece of work. It's for this reason that the CDI should be the terminal affair that you check. They can be expensive and if information technology was not the problem, yous can be stuck with two working CDI boxes. Eliminate everything else before you buy a new CDI, unless you lot are fortunate enough to have access to another working box.

Note- If your motorcycle starts and runs fine, just then dies in one case it warms up, there could be a wire somewhere in the ignition circuit that is losing connectivity every bit it warms. If this is the case, yous may take to purchase or take a store test your coils with a load tester. You lot might also be able to simulate the heat by using a heat gun to warm the coils. Y'all tin then test the coils every bit they are being warmed up.

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Source: https://www.denniskirk.com/learn/how-to-diagnose-motorcycle