HOW TO USE THIS MANUAL CONTENTS

This ma nual explains the theory of operation

G E N E RAL I NFORMATION
of the various systems common to H O N DA
motorcycles and motor scooters and ATVs. It
a l s o p ro v i d e s b a s i c i n f o rm a ti o n o n MAINTENANCE
trouble shooting, inspection and repair of
components and systems found on these E N G I N E l'ESTING
machines.

Refer to the M odel Specific Service Manual

for adjustments, maintenance and repair infor­
L U B R I CATI O N
� = = == = == = = ========== == ======== �
COOLING SYSTEM
mation specific to the model you are servicing .

EXHAUST SYSTEM
Section 1 provides general information on the
whole motorcycl e a s well as Wa rnings and
Cautions to remember when performing E M I SSION CONTROL SYSTEMS
maintenance a nd repairs.
F U E L SYSTEM
Sections 2 through 15 cover a l l as pects of the
engine and drive train.

Sections 16 through 20 include a l l of the

compo nent g roups that make up the chassis.

Section 21 through 25 apply to the various

e lectrical components and systems found on
V-MATIC BELT DRIVE SYSTEM
Honda motorcycles.

An extensive alpha betized I ndex provides TRANSM ISSION/GEARSHIFT LINKAGE

rapid access to information on s pecific com­
ponents or systems. CRANKCASE/CRANKSHAFT

F I NAL D R IVE/OUTPUT SHAFT

All information, illustrations, directions and
specifications included in this publication are bas­
W H EELS/TIRES
ed on the latest product information available at
the time of approval for printing. Honda Motor
Co., LTD. reserves the right to make changes at BRAKES
any time without notice and without incurring any
obligation whatever. No part of this publication
may be reproduced without written permission.

REAR SUSPENSION
H O N DA M O T O R CO., LT D.
Service Publications Office FRAME/BODY PANELS

ELECTRICAL FUN DAMENTALS

BATTERY/CHARG IN G/LIGHTING SYSTEM

ELECTRI C STARTER/STARTER CLUTCH

LIGHTS/METERS/SWITCHES

Date of Issue: M arch , 1995 I NDEX

© H O N DA MOTO R CO.,LTD.
Symbols
These symbols used throughout this manual show specific service procedures. If supplementary information i s required per­
taining to these symbols, it would be explained speci fically in the text without the use of the symbols .

.., Use recommended engine oil, u nless otherwise specified .

Use molybdenum solution (mixture of the engine oil and molybdenum grease with the ratio 1 : 1 ).
,
_ ...*i Use multi-purpose grease (Lithium based multi-purpose grease NLGI #2 or equivalent)

Use molybdenum disulfide grease (containing more than 3% molybdenum disulfide, NLGI #2 or
equivalent)
� Example: Molykote® BR-2 plus manufactured by Dow Corning, U . S .A.
M ulti-purpose M-2 manufactured by Mistubishi Oil Japan

Use molybdenum disulfide paste (containing more than 40% molybdenum disulfide, N LG I #2 or
equivalent)
Example: Molykote® G-n Paste manufactured by Dow Corning, U .S.A.
� H and Moly 6 0 ( U . S . A . only)
Rocol ASP manufactured by Rocol Limited , U . K .
Rocol P·aste manufactured b y S u mico Lubricant, Japan

Use silicone grease

�

t4tnHi Apply locking agent. Use a middle-strength thread locking agent unless otherwise specified .

Apply sealant.
.('CD!

1ft Replace the part(s) with new one(s) before assembly.

I U se brake fluid, DOT 3 or DOT 4. Use the recommended brake fluid, unless otherwise speci fied .

... Use Pro H onda S uspension Fluid .

Is ;:c;OL ) Use special tool

lo.P�OoLI U se optional tool . These tools a re obtained the same way you order parts .

Date of I ssue: March, 1 995

© H O N DA MOTO R C O. , LT D .
Abbreviations
The following a bbreviations may be used in this man ual . They stand for;
Assy . . . . . . . . . . . . . . . . . . Assembly
R . . . . . . .... . . . . . .. . . . . . . Right ( Right side viewed from rear side)
L ... . . . . . . . . .... . . . . . . . . Left ( Left side viewed from rear side)
IN .. . . . . . . . . . . . . . . . . . . . . Intake side/Inside
EX .. . . . . . . . . . . .. . . . . . . . Exhaust side/Exterior side
STD . . . . . . . . . .. . . . . . . . . Standard
OP . . . . . .. . . .. . . . . . . .... Optional
OS . . . . . . ... . . . . . . . . . . . . Oversized
L ( 1 OOL) . . . . . . . . . . . . . Number of links ( 1 00 links)
C2 . . . . . . . . . . . . . . . . . . . . . Countershaft 2nd gear ( Number indicates the stage of gear)
M5 . . . . . . . . . . . . .... . . . . Mainshaft 5th gear (Number indicates the stage of gear)
rpm . . . . . . . . . . . . . . . . . . . Revolutions per minute
BTDC . . . . . . . . . . . . . . . . . Before Top Dead Center
ATDC . . . . . . . . . .. . . . . . After Top Dead Center
BBDC . . . . . . . . . . . . . . . .. Before Bottom Dead Center
ABDC . . . . ... . . . . . . . . . After Bottom Dead Center
AC . . ... . . . . . . . . . . . . . . . . Alternating current
DC . . . . . . . . . . . . . . . . . . . . . Direct current
CDI . . . . . . .. . . . . . . . . . . .. Capacitive discharge ignition
4P . . ... . . . . . . . . . . . . . . . . N u m ber of connector pins

The following letters or marks stam ped on parts indicates the i nstallation directi o n .
I N . . . . . . . . . .. . . . . . . . . . . . I nstall with " I N " toward inside/exhaust side.
TOP . . . . . . . . . . .. . . . . . . . Install with "TOP" toward up. ( Do not install with the letter upside down . )
U P . . . . . . . . . . . . . . . . . . . . . Install with the "UP" toward up. (Do not install with the letter upside down.)
U P 6. . . . . . . . . . . . . . . . . . . I nstall with the triangula r mark facing/pointing u p . (Some parts might be stam ped with an arrow. )
F +- . . . . .. . . . . . . . . . . . . . . Install with the arrow toward front. (Some parts might be stamped with a triangular mark . )
R IRH) . . . . . . . .. . . . . . . . Install o n the right side, viewed from rear side.
If an arrow or triangular mark is stamped, install with the mark toward right.
L ILH) ... . . ... . . . . . . . . . Install on the left side, viewed from rear side.
If an arrow or triangular mark is stamped, install with the mark toward left.
F (FRl . . . . . . . . . . . . . . . . . Indicates the front side of the vehicle.
R IRA) .. . .... . . . . . . . . . Indicates the rear side of the vehicle.
OUT ( OUTSIDE) . . . Install with the letter toward out.
LOWER . . . . . . . . . . . . . . Indicates lower level.
UPPER (FULL) . . . . . . Indicates upper level.
... . . . . . . . . . . . . . . . . . . . . . Indicates the rotating direction, if stamped on a rotating part.

If a p unch mark ( ) is stamped on a part, it i n dicates the installation d irection or an alignment point. Pay atte ntion to the
·

mark when assembling .

Date of Issue: July, 1 989

@ H O N DA M OTOR C O . , LTD .
MEMO

G E N E RAL SAFETY 1-1
SERVICE RULES 1-3
GEN ERAL SAFETY
Carbon Monoxide
If the engine must be running to do some work, make sure
the area is well ventilated. Never run the engine in an
enclosed area.
• The exhaust contains poisonous carbon monoxide
gas that can cause loss of consciousness and may
lead to death.
R u n the engine only in an open area or with an exhaust
evacuation system in an enclosed area .
Gasoline
Work i n a well ventilated area. Keep cigarettes, flames or
sparks away from the work area or where gasoline is
stored.
• Gasoline is extremely flammable and is explosive
under certain conditions. KEEP OUT OF REACH OF
CHILDREN .
Battery Hydrogen Gas & Electrolyte
• The battery gives off explosive gases; keep sparks,
flames and cigarettes away. Provide adequate ven­
tilation when charging.
• The battery contains sulfuric acid (electrolyte). Con­
tact with skin or eyes may cause severe burns. Wear
protective clothing and a face shield.
If electrolyte gets on your skin, flush with water.
- If electrolyte gets in your eyes, flush with water
for at least 1 5 minutes and call a physician.
Electrolyte is poisonous.
•
- If swallowed, drink large quantities of water or
milk and follow with milk of magnesia or
vegetable oil and call a physician. KEEP OUT OF
REACH OF CHILDREN.
Date of Issue : March, 1 995
© H O N DA M OTOR C O . , LT D .
1. GENERAL INFORMATION
II
FASTEN ERS 1-6
BALL BEARING R E PLACEM ENT 1-16
Coolant
Under some conditions, the ethylene glycol in engine
coolant is combustible and its flame is not visible. If the
ethylene glycol does ignite, you will not see any flame, but
you can be burned.
• Avoid spilling engine coolant on the exhaust system
or engine parts. They may be hot enough to cause
the coolant to ignite and burn without a visible
flame.
•
Coolant (ethylene glycol) can cause some skin irrita­
tion and is poisonous if swallowed. KEEP OUT OF
REACH O F CHILDREN .
• Do not remove the radiator cap when the engine is
hot. The coolant is under pressure and could scald
you.
•
Keep hands and clothing away from the cooling fan,
as it starts automatically.
If coolant contacts your ski n , wash the affected areas
i mmediately with soap a nd water. If coolant contacts you r
eyes, fl ush them thoroughly with fresh water a n d get im­
mediate medical attentio n . If coolant is swallowed, the
victim must be forced to vomit then rinse mouth and
t h roat with fresh water before obtaining medical atten­
tio n . Because of these dangers, always store coolant i n
a safe place, away from the reach o f children.
Brake Fluid
CAUTION
• Spilling fluid on painted, plastic or rubber parts will
damage them. Place a clean shop towel over these
parts whenever the system is serviced. KEEP OUT
OF REACH OF CHILDREN.
Brake Dust
Never use an air hose or dry brush to clean brake
assemblies. Use an OSHA-approved vacuum cleaner or
alternate method approved by OSHA, designed to
mini mize the hazard caused by airborne asbestos fibers.
• Inhaled asbestos fibers have been found to cause
respiratory disease and cancer.
1 -1
GEN ERAL I N FORMATION

Nitrogen Pressure
For shock absorbers with a gas-filled reservoir:

• Use only nitrogen to pressurize the shock absorber.

The use of an unstable gas can cause a fire or explo­
sion resulting in serious injury.
• The shock absorber contains nitrogen under high
pressure. Allowing fire or heat near the shock ab­
sorber could lead to an explosion that could result in
serious injury.
•
Failure to release the pressure from a shock absorber
before disposing of it may lead to a possible explo­
sion and serious injury if it is heated or pierced.

To prevent the possibility of an explosion, release the

nitrogen by pressing the valve core. Then remove the valve
stem from the shock absorber reservoir. Dispose of the oil
in a manner acceptable to the Environement Protection
Agency (EPA ) .

Before disposal of t h e shock absorber, release the nitrogen

by pressing the valve core. Then remove the valve stem
from the shock absorber.

Hot Components

• Engine and exhaust system parts become very hot

and remain hot for some time after the engine is run.
Wear insulated gloves or wait until the engine and
exhaust system have cooled before handling these
parts.

Used Engine/Transmission Oil

• Used engine oil (or transmission oil in two-strokes)

may cause skin cancer if repeatedly left in contact
with the skin for prolonged periods. Although this is
unlikely unless you handle used oil on a daily basis, it
is still advisable to thoroughly wash your hands with
soap and water as soon as possible after handling
used oil. KEEP OUT OF REACH OF CHILDREN.

Date of Issue : Sep . , 1 988

1 -2 © HONDA MOTOR CO., LTD.
 GENERAL I NFORMATION

SERVICE RULES
Use only metric tools when serv1cmg this m otorcycle,
scooter, ATV or p i l ot. Metric bolts, nuts and screws are not
interchangea ble with Engl ish fasteners. The use of incorrect
tool s and fasteners may da mage the moto rcycle, or
scooter, ATV o r pilot.
loosening a part with multiple fasteners sizes should be
done from the outside-to-inside in a crisscross pattern,
loosening the small fasteners first. Loosening the big
fasteners first will place an excessive force on the smaller
fasteners .

Special tools are designed to remove or replace a specific Complex assemblies, such as transmission parts, shou ld
part or assemblies without damage. The use of other pro­ be stored in the proper assembly order and held securely
cedures, without using the specified special tools, may with wire . This will simplify reassembly late r .
damage the parts.

Clean the outside of a part or assembly before removing it

from the motorcycle or opening its cover for service. Dirt
that has accumulated on the outside could fal l into the
engine, chassis or brake system and cause damage later.

Clean the parts after disassembly but before measuring

them for wear. Parts should be washed in high-flash point
solvent and dried with compressed air. Beware of parts
containing 0-rings or oil seals since these are adversely af­
fected by most cleaning solvents.

Reassembly position of critical parts should b e noted

before the parts are disassembled. This will allow those
d imensions (depth, distance, or position) to be correctly
duplicated upon reassembly.

Non-reuseable parts are always replaced whenever

something is disassembled . These include the gaskets,
metal sealing washers, 0-rings, oil seals, snap rings, and
cotter pins.

Control cables must not be bent or distorted. This will lead

to stiff operation and premature cable failure.

WRONG WRONG

CAUTION

• Coolant or brake fluid will damage the appearance of

painted parts. In addition, these fluids can damage
the structural integrity of plastic or rubber parts.

Rubber parts can deteriorate with age and are highly­

susceptible to damage from solvents and oils. Check these
parts before reassembly and replace as necessary.

Date of Issue: M a rc h , 1995

© H O N DA MOTO R C O . , LTD . 1 -3
GEN ERAL I N FO RMATION
Ball bearings are removed using tools which apply force
against one or both (inner and outer) bearing races. If the
force is applied against only one race (either inner or
outer). the bearing will be damaged during removal and
must be replaced . If the force i s applied against both races
equally, the bearing will not be damaged during removal .
Both examples ruin the bearing
Ball bearings are cleaned i n high flash-point solvent then
dried with compressed air. Air dry the bearing while
holding both races t o prevent it from spinning. If the bear­
ing is allowed to spin, the high speed generated by the air
jet can overspeed the bearing and cause permanent
damage.
Ball bearings are checked (after cleaning) by slowly
rotating the inner race while holding the outer race sta­
tionary. If any radial play or roughness is felt, it must be
replaced . The bearing should have no axial play; if it has
noticeable axial play, it must be replaced.
·�
'
'
1 -4
Ball bearings are always installed with the manufacturer's
name and size code facing out. (facing out meaning- the
name and sizing code should be visible from the side the
bearing is installed from.) This is true for open, single­
sealed and double-sealed bearings. Apply the proper
grease to open and single sealed bearings before
reassembly.
S I N GLE-SEALED
TYPE
OPEN
TYPE
MANUFACTURER'S
NAME, BEARING No.
Snap rings are always installed with the chamfered (rolled)
edge facing away from the thrust of the mating part. This
way, pressure against the snap ring presses against the
areas in the snap ring groove with the most parallel con­
tact area against one another. Installed incorrectly,
pressure against the rolled or chamfered edge could com­
press the snap ring with the possibility of dislodging it.
Never reuse snap rings since they are often used to control
end play and become worn with normal use. Wear is
especially critical on snap rings w h ich retain spinning parts
such as gears. After installing a snap ring, always rotate it
in its groove to be sure it is fully-seated.
Grease or oil sliding or turning parts with the recommend­
ed lubricant before reassembly.
Replacement parts and fluids must be genuine Honda or
recommended by Honda. The use of non-Honda parts and
non-recommended fluids can have an adverse affect on
performance and durability.
Reassembly operation should be tested, whenever possi­
ble, before the part is installed onto the motorcycl e .
Date o f Issu e : N ov 1 989
© H O N DA M OTO R CO . . LTD .
. •
 GEN ERAL INFORMATION

Bolt or screw lengths can vary for an assembly, cover, or Rubber hoses (fuel, vacuum, or coolant) should be install­
case. These different lengths must be installed into the ed so the end is bottomed onto its fitting. This allows ade­
correct locations. If you become confused, place the bolts quate area for the hose clip to grip the hose beneath the
into their holes and compare the exposed lengths; each flared end of the fitting .
should be exposed by the same amount.
CAVITY "-..._ n
CLIP----
---
��
�
s

FITTING ---fl
..
Rubber or Plastic Dust/Dirt Boots should be replaced
To prevent warping i m portant components and ensure securely in the exact positions they were designed for.
proper gasket sealing , m ultiple sized fasteners should
be torqued as follows: tighten all to ha nd-tight, then
torque big fasteners before little fasteners. Torque
pattern should be crisscross from inner-to-outer. To
minimize d istortio n , critical fasteners should be torqued
in two or three i ncrements . U nless specified otherwise,
bolts and fasteners are i nstalled clean and dry; do not
use oil on the thread s .
Oil seals are always installed with grease packed into the
seal cavity and the manufacturer's name facing the out­

�N
side (dry side) . When installing seals, always check that
the shaft over which the seal fits is smooth and free of
burrs which could damage the sea l .

BOOTS

uf
MANUFA AME

Old gasket material or sealant must be removed before

reassembly. If the gasket surface is damaged slightly, it
may be possible to smooth that area with an oil stone.

1-5
Date of Issue: N ov . , 1 98 9
© H O N DA M OTO R CO . , LTD .
GEN ERAL I NFORMATION

FASTEN E RS
A motorcycle is composed of a number of connected parts. A
variety of fasteners are used to connect these parts. Unlike
permanent connection methods like welding, riveting and
g lueing, threaded fasteners a re essential as a means of non­
permanent connection which can be d isconnected whenever
necessary .

Roughly estimated, the thread diameter is the O . D . of the male

thread or the I. D. across the full width of the "valleys" of the
female thread.
The pitch is the thread-to-thread distance that a male/female
bolt moves in one complete t u rn.

TYPES O F TH R EA D S

Metric threads, as specified b y t h e International Standards

Organization (ISO), are used on HONDA motorcycles.

The typical ISO threads found on Honda products are the

following threads and pitches. a:
w
1-
Diameter (mm) Pitch (mm) Diameter (mm) Pitch (mm) w
::i!
<(
3
4
5
0.5
0.7
0.8
12
14
16
I 1.25
1.5
1.5
0

6 1.0 18 1.5
8 1.25 20 1.5
10 1.25

The few parts which do not have conventional (ISO) metric

threads are listed below.
The threads are NOT INTERCHANG EABLE with conventional (ISO) metric threads.

Description !
*Symbols (typical examples) Example of application
Parallel threads for tubes PF 1/8 Oil pressure switch
Tapered threads for tubes PT 1/8 Thermostatic units
Thread type used on bicycles BC 3.2 Spokes and nipples
Spark plug threads M 1 2S Spark plugs
Automobile tire
TV8 Tire valve stem
valve stem
The figures given above represent screw sizes. An example
i s given for each type of screw or thread type.
*

TH REA D SIZES
WIDTH ACROSS
Thread sizes are represented by male thread diameters. Wid­ FLATS
ths across flats represent applicable tool sizes. Note that these (TO O L SIZE)
widths are not related to thread sizes. MALE THREAD DIAMETER
On Honda motorcycles, scooters and A TVs, the size of the {TH READ SIZE)
bolt, nut or screw is considered to be the thread diameter.

Date of Issue: N ov . , 1989

1 -6 0 H O N DA M OTOR C O . , LTD .
 GEN ERAL IN FORMATION

WI DTH ACROSS FLATS

Width (Thread diameter)
Hexagon portion
The width across flats is the portion where tools such as a across flats x (pitch)
wrench or a socket are applied. Applicable tool sizes are 8 5 X0.8
represented by these widths. The denomination of a " 1 0 mm 8 1 .0

-it=j;-3:
6 X
wrench, " for example, represents a wrench to be used on hex­ I 10 6 X 1 .0
heads with widths across flats of 1 0 m m . 12 8 X 1 .25

O n the right is a table t o show representative widths across

flats and thread sizes often used for Honda motorcycles. Not
tt 14
17
19
1 0 x 1 .25
1 2 x 1 . 25
1 4 X 1 .5
all widths across the flats are shown.
5 6 X 1 .0
'

-t {&3-=t !
6 8 X 1 .25
Some other common widths across the flats are 22, 24, 27,
8 1 0 x 1 . 25
30, 32 mm, etc. Spark plugs have particular width across
10 1 2 X 1 .25
flats; they should be removed with special spark plug wren­
ches 116, 1 8 and 20.6 m m ) .

H EX-HEA D BOLT STREN GTH M A R K I N G S

Strength marks, indicating material type, are visible o n the

head of some hex-headed bolts. Bolts are classified into stan­
dard bolts and high-tension bolts by material types. During
assembly, take care not to install any high-tension bolts in the
wrong place . Note that while standard bolts are tightened to a
standard torque unless otherwise specified, high-tension bolts
always have their own specified torque values. 6 mm SH bolts
without strength marks (small-headed flange bolts with a STRENGTH
width across flats of 8 mm and a thread size of 6 mm) are all MARK
considered standard bolts.

Mark No mark 8 or8 10 12

Strength
5.8 8.8 10.9 12.9
Class.

Tension 50-70 80-100 100-120 120-140

stren gth kg/mm2 kg/mm2 kg/mm2 kg/mm2

Class. Standard Bolts High tension

O R-type (or d ished-headed) bolts without strength m arkings

(flange bolts with hex-heads and weight reduction holes in
them) a re classified by outer flange diameters. Be careful
DISHED H EAD
about the installation points and the torques of high-tension
bolts having the same hexagon d imensions as standard bolts,
but having larger flanges.

STA NDARD H I-TENSION

BOLT BOLT

D R-TYPE
BOLT

Date of Issue: Nov. , 1 989

CO H O N DA M OTOR CO . , LTD . 1 -7
GENERAL INFORMATION

U BS bolts are in the high-tension category. They can be

recognized by undercuts under their bolt necks. U BS bolts are
marked either with or without strength marks. Furthermore,
these bolts are so structured so they will not easily loosen, by
the provision of a slight slope of 5 to 60' on the bottom of the
flange.

U N DERCUT

11 TORX11 BOLT 'T' TYPE

"TORX" was developed by CAMCAR/TEXT R O N I NC . ,

R ockford , Illinois, U . S . A . . Its portion which transfers the
tightening torq u e has hex-globe shape a s shown in the figu re .
The inside TORX i s classified a s "T"type, a n d t h e outside
@0 (
TORX is as "E"type .
"E" TYPE
Drive size represent the sizes of "T' o r " E" portion and also
a p plicable tool sizes.
�� (
'

On the right is a table to show representative drive sizes and Thread Drive size
thread sizes often used for H onda motorcycles. diameter
(mm) T type E type

4 T20 E8 ( nut)

4.5 T20

5 T25 o r T2 7 E6( (bolt) E1 0 ( nut)

6 T30 E8 ( bolt) E 1 2 ( n ut )

8 T40 o r T45 E1 0 (bolt) E 1 6 ( n ut)

10 T50 E 1 2 ( bolt) E 1 8 ( n ut )

"T"type TROX has a special type which has a projection at

the bottom of its hollow .
This type of TORX bolt is used for the parts not to be d isas­
sembled . (ex: throttle sensor installation a n d etc . )

To remove and insta l l , specific type (with a recess for the

projection) of TORX wrench is requ i red .

Be careful that the parts using 'T'type TORX bolt basically

should not be removed or the adjustment is req u i red when
reinstalled .

P ROJECTIO N

D ate of Issue : M a rch, 1 9 95

1 -8 © H O N DA M OTOR CO . , LT D .
 GENERAL I NFORMATIO N

CT BOLT
STA N DA R D TH R EA D
CT ( Combination bolt) makes the female threads when they
screw into the u nthreaded pilot hole . LOW T H R EAD

The lower half of the CT bolt features the combination of the

standard threads and the low threads .

When the CT bolt is screwed into the u nthreaded pilot hole,

the bolt makes the female threads i n the pilot hole by AFTER PLASTIC
deforming the wal l of the hole . Few chips and shavings are D E FO RMANTION
produced this time, which is different from threading by a
machine .
The threads remain in the part after the CT bolt is remove d .

N OTE "'.l..,j:r4-.f'At�--- I NT R O D U CT I O N PART

LOWER HALF OF B O LT
• When the CT bolt is reused, tighten the bolt with care
( C O M B I NATI O N O F STA N DA R D
not to rui n the female threads that were made when the
T H R EA D S A N D LOW T H R EADS)
bolt was tightened first tim e .
• A standard bolt c a n be used i n t h e female threads that L_______ U PP E R HALF O F B O LT
were made by the CT bolt. (STA N DA R D T H R EADS)
•
The service replacement parts a lready have the threads .

When the CT bolt replacement is requ i red, use a new CT bolt

or H onda genuine standard bolt ( length l). Do not use the
length l' sta ndard bolt .
CT B O LT

-
I NT R O D U CTION
PART
STA N DA R D
B O LT

Date of Iss ue: M a rch, 1995

© H O N DA MOTOR C O . , LT D . 1 -9
GENERAL I N FORMATION

TORQUE VALU ES (Tightening Force)

When two or more parts are connected by a fastener, their F: TIGHTENING FORCE
connection should not be affected by external forces; i . e . there f: BOLT AXIAL FORCE
should be no gap between the parts which are fastened F=f
together. The first priority of threaded fastener connected
parts is the state of being tightened with a sufficient force.
When any tightening force is sufficient for the intended func­
tion, it is called "proper tightening force".

The tightening force of one bolt is equal to bolt axial tensile

strength. Bolt tightening force is, therefore, often called "bolt
axial force".

A decrease in tightening force ( initial tightening force) due to

the passage of time, external forces, or vibration a pplied
d uring use is called "fastener loosening". Even when the
i n itial tightening force was correct, loosening may cause it to
decrease in later use, finally damaging some parts. As a
countermeasure against fastener loosening, retightening i s
carried out after a certai n period o f time. Periodically tighten­
ing wheel spokes is an example of this operation.

Proper tightening forces are specified according to fastener

strength, strength of fastened parts and intensity of external
forces. Tightening must be carried out in strict accordance
with this specification, especially at important points. Tighten­
ing a connecting rod bearing cap with a stronger force than is
proper, for example, will deform the tightened part {bearing
cap) slightly and cause the oil clearance for the bearing to
become smaller than specified, which may lead to the bearing
seizing. An insufficient tightening force, on the other hand ,
may allow the nuts or bearing caps to loosen and fall off during
engine operation, leading to serious engine trouble.

BEARING CAP CRANKSHAFT

As mentioned earlier, the most important point in fastener

tightening is the tightening force. The problem is that this
tightening force {axial tension) i s difficult to measure.
Using a predetermined tightening torque is, therefore, the

t
most common method of controlling fastener tension.

z
0
Vi
z
w
1-­
...J
<(
x -�-- TIGHTENING TORQUE
<(

Date of I ssue : March, 1 99 5

1 -1 0 © H O N DA M OTOR CO . , LTD.
 GEN ERAL I N FORMATION

It must be noted that, in this control method using torque

values, the axial tension is proportional to the torque under
certain conditions. Under other conditions, this i mportant axial
A B OIL
tension varies even when the fastener i s tightened to the same
torque.

Threaded portion Kerosene O iled

in a dry state applied (fA= 0.09 - 0 . 1 4)
(fA 0 . 3 5 - 0 . 54) (f.1=0 . 22- 0. 34)

The table on the right gives some examples of friction

Effect of Friction Coefficient <;.t>
coefficient < ;.t > when oil has a dhered to the threaded portion .
Under the sa me conditions from the viewpoint of the c
tightening torq u e and the material of the pa rts that are
fastened together, < ;.t > varies largely. Of the tightening
torque applied on an unlu bricated fastener, 88 to 92 percent
is consumed by the friction of flanges and thread su rfaces and
t
z
0
only 8 to 1 2 percent is effectively transformed into axial en
tension . This percentage of transformation into axial tension z
A
w
increases as the above-mentioned friction decreases: i . e . as 1-
the value < ;.t > decreases, the axial tension increases. Axial
_l
<t:
tension varies when the same tig htening torq ue va lue is x
obtained . Fu rthermore, in a d ry (unlubricated) state, the value
<t:
< ;.t > varies in a wider range and has a tendency to increase - TIGHTENING TORQUE
as the tightening/loosening procedure is repeated .

It is important to oil the threads of specific fasteners when in­

structed to do so in the Model Specific manual. Oi ling the
threads of these fasteners ensures stable fastening tension in
critical areas. No other bolts besides those specifically pointed
out in the Model Specific servicjil manual text require oil on
their threads.

Lubrication of the threaded portion or of the bottom of the

flange reduces friction and the anti-loosening effect. However,
this lubrication also increases fastener axial tension and
results in a sufficient tightening strength, so that the fastener
is less likely to loosen.

Torque values are determined according to fastener size and

strength, and the strength of the parts that are fastened
together. In many of our previous service manuals, torque
values are specified within a certain range. Due to slight varia­ 1 kg-m
tion in torque wrench precision and fastener friction co­ ( 1 00 kg-em)
efficient, the target torque value should be the m iddle of the
range of the torque value specified. The Model Specific
1 kg
manuals provide only the simplified, middle-range torque
1---0
--- . 2 m -----1
va lues. Kg-m is used as a tightening torque unit.
(20 em)
Example; A torque of 1 kg-m refers to the mo ment of force ob­
tained when a 1 -meter long wrench i s loaded with 1 kilogram. 1 kg-m
At the same moment, a heavier load is needed a s the effective ( 1 00 kg-em)
wrench length is shorter.
1 kg-m= 1 0 N•m
1 kg-m = 7 ft-lb

Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR CO . , LT D . 1 -1 1
GENERAL IN FORMATION

FASTEN ER LOOSE N I N G

I n most o f the cases, fastener loosening is d u e t o external

FAT I G U E
forces repeatedl y applied to, or working against, the fastener
(such as vibration). thus reducing screw axial tension.

Certain areas of a motorcycle or scooter a re subject to

SPEC IAL BOLTS
repeated and severe external forces. Special bolts w ith a high
percentage of elastic deformation capability are used in these
areas .

Installing common bolts in these areas with special re­

quirements may lead to loosening or shearing of the fastener.
Therefore it is important to identify both these specially
designed bolts and the positions where they are req uired .

D
Follow any special bolt instructions given in the M odel
Specific manuals .

Always clean fasteners thoroughly if there is a ny dirt present

anywhere on the fastener.

Installing fasteners with dirt or other foreign matter on their

threads or on the bolt or nut bearing surfaces will result in im­
proper axial tension, despite the use of the proper torque
specification.

As the dirt o r foreign matter breaks down due to vibration and

the attached parts working against each other, the fastener
will soon work its way loose . FOREIGN MATTER

There are several methods of preventing the various types of

fasteners from loosening . Some representative examples are
presented on the next page, together with the necessary
instructions for proper use .

D ate of Issue : M arch , 1 99 5

1 -1 2 © H O N DA M OTOR CO . , LT D .

Locking
TYPES OF FASTENERS
1. Lock washer (Conventional split­
ring type)
LOCK WASH E R
� washer.
When the washer is compressed
under the bearing surface pressure,
the elasticity of the spring and the
edges of the ring ends prevent
loosening .
2 . Self-locking nut
SPRING PLATE
This is a nut with a spring plate on
top. This spring plate presses
against the thread, making it dif­
ficult for the nut to loosen. After
removal, this type of nut can be
used again.
3. Double nut
ADJUSTING NUT
The lock nut, applied to the ad­
justing nut from outside, presses
against the l atter thus preventing
loosening.
4 . Cone spring lock washer
CONE-TYPE
LOCK WASHER
The bearing surface presses on the
cone spring washer and the spring
reaction presses against the nut to
prevent it from loosening.
Date of Issue : M arch , 1995
© H O N DA M OTOR C O . , LT D .
APPLICATIONS
• Various points on frame
( Bolts-incorporating washers
are also availabl e . )
• I mportant points on t h e frame
PRO-Link pivot point nuts
Axle nuts
• C ha i n adjusters
• Cable adjusters
(Also used for removing or in­
stalling stud bolts)
• Important points inside the
engine
Clutch lock nut
Primary gear lock nut
• Drive sprocket center bolt
GENERAL I NFORMATIO N
CAUTION
• Do not use lock washers w hich have lost
their elasticity or are deformed or eccentric.
• Excessive torque will open or deform the
washer and render it useless.
• Use an appropriate size for thread dia. or
hex point.
• When using with a plain washer, always put
the lock washer between the nut and plain
LOCK WASHER
PLA I N WASHER
• Avoid using spring plate nuts with deformed
or damaged spring plates.
• The bolt head must be held during nut in­
stallation and removal due to the resistance
of the nut spring plate against the bolt.
• If the bolt length is too short, the spring
plate portion of the lock nut will not engage
with the thread fully.
• Hold the adjusting nut securely and tighten
the lock nut.
• Any attempt to loosen both nuts ( adjusting
and lock nuts) simultaneously will damage
the bolt threads.
• Installing in the opposite d i rection prevents
effective locking. Always install cone
washers with their "OUTSIDE" mark facing
out. If unmarked, install cone spring was­
hers as shown in the colum n at left.
• Do not use if damaged or deformed.
• When using a lock nut chamfered on one
side, install the nut with chamfered side fac­
ing the lock washer as shown below.
1-13
GENERAL INFORMATION

TYPES O F FASTENERS APPLICATIONS CAUTION

5. Tongued lock plate
Bend the tongue (claw) to the flat
face of nut or into the groove of
the nut to lock the nut or bolt head .
• I mportant points inside engine
- Clutch lock nut
• I mportant safety points on the
frame
Steering head bearing top
nut
- Driven sprocket nuts
• Ensure that a tongue (claw) has locked the
nut properly.
• Since repeated bending/straightening
damages the tongue, replace the lock plate
with a new one whenever the lock plate is
removed.
• Align the tongue to the nut in such a manner
that the nut aligns perfectly when proper nut
torque is reached, or so that the nut must be
tightened further to align the tongue.
• Do not align the nut in a position where the
locking tongue aligns, but the nut torque is
less than specified.

RIGHT

6. Castle-headed nut • I mportant safety points on the • Since repeated bending/straightening

frame damages cotter pins, always use new cotter
- Axle nut pins during assembly.
Brake torque rod • Tighten the nut to the specified torque. Then
align the next possible pin hole while tighten­
ing the nut just beyond the specified torque.
• Do not align the holes in a position where
the nut torque is less than the specified
torque.
/"""
Inserting a cotter pin through a nut
and bolt prevents loosening.

•
RIGHT WRONG
9'
Bend the cotter pin as shown below.
::

WRONG
7. Slip pin/cotter pin • Frame i mportant safety points • Since repeated bending /straightening
Brake rod damages cotter pins, a lways use new cotter
COTTER pins during assembly. Although slip pins can
be used again, replace slip pins with new
� PIN
ones if they are deformed or fatigued.
-'==== - � SLIP PIN • When using a cotter pin or slip pin on
suspension and wheel components, install
�� the pin with the head facing forward. If in­
�� stalled in the opposite direction, these pins
may be bent and eventually broken and
knocked out due to hitting stationary objects
Inserting a slip pin or cotter pin or from thrown stones on off-road bikes. Be

��
through a bolt prevents the nut sure to bend cotter pins properly as shown
from loosening. below.
;- :
FORW R D

•
.j_ �
-

g
Ri H T WRONG
Set the pin head in any position within the
range A shown above.

D ate of Issue : M a rch, 1 99 5

1-14 © H O N D A MOTOR CO . , LT D .
 GEN ERAL I N FORMATION

TYPES OF FASTENERS APPLICATIONS CAUTION

8. Stake-type lock nut Important points inside the During disassembly, elim inate the staking
engine point to loosen the nut .
• •

STAKE POINT - Clutch center lock nut Replace the nut, if the old staked area of the
Wheel bearing retainer nut aligns with the groove of the shaft after
•

Shift drum stopper plate tightening the nut to specified torque.

•

After tightening the nut to the specified tor­

•

que, stake the nut collar by striking it with a

•

drift punch in such a way that the staking

point matches the shaft groove. Ensure that
the staking point has entered into the groove
at least 2/3 of the groove depth .

Stake (or indent) the collar of the

nut to make it match the groove in
the shaft.
9. Thread locking agent Rotating points inside the Application of a locking agent increases
engine, points which if loosening torque. Take care not to damage
• •

loosened, may contact the bolt during remova l .

rotating parts. Before applying a locking agent clean off all
- Stator coil bolt oil and/or residual adhesive remaining on the
•

- Bearing retainer bolts threads and dry them completely.

- Shift drum stopper plate Application of an excessive amount of
bolt adhesive may, during loosening, damage the
•

Frame thread or cause the bolt to be broken. Apply­

Fork socket bolts ing a small amount of adhesive to the end of
•

Brake disc bolts the bolt threads distributes the adhesive

throughout when the bolt is threaded in.

APPLY LOCKI N G AGENT

,....._._
Apply a thread locking agent to the �mmmna
thread to prevent loosening.
Locking agent may cause plastic parts
to crack . Don't let l ocking agent touch
•

plastic parts.
1 0 . U BS bolt on critical areas of The tightening surface where the bolt flange
the engine/frame where a nut seats should be level and smooth .
•

cannot be used to tighten.

Engine;
cylinder
cylinder head
Frame;
- foot peg
- bracket

The threads are pressed by the

reaction on the inclined bolt flange.

Date of Issue: March , 1 99 5

© H O N DA M OTOR C O . , LT D . 1 - 15
GENERAL IN FORMATI ON

BALL BEAR ING REPLACEMENT

I N N ER
Removing Ball Bearings RACE
Ball bearings are removed using tools which apply force
against one or both (inner and outer) races. If the force is ap­
plied against only one race (either inner our outer), the bearing
will be damaged during removal and must be replaced. If the
force is applied against both races (equally). the bearing can be
reused.

If the bearing is in a blind hole in the crankcase and cannot be

removed by hammering on the opposite side, remove it with a
bearing remover. For recommended bearing removers, refer to
REMOVER WEIGHT
the Tool Compatibility Table on page 1 - 1 8 and Chart on page
1-19.

l
HANDLE SHAFT

2n�
CAUTION
• Operate the bearing remover with the shaft threads pro­
perly engaged. A poor fit may lead to damage to the

•
threads.
Replace the remover if it is worn or damaged.
¢
Do not reuse bearings that have been removed .

If the use of a beari ng remover is not possible, remove the

bearing by thermally expanding the case; slowly and uniformly
heating the case with a heat gun (ind ustrial d ryer) , or a h ot HEAT G U N
plate .

• To avoid burns, wear insulated gloves when handling the

heated case.

CAUTION
•
Using a torch to heat the case may cause warping.

Remove the bearing from the shaft using a bearing puller. 1 s rooL 1
Avoid using a bearing that has been removed by pulling on the
BEARING PULLER
outer race with a bearing puller.

Is Tc;OL I
Universal Bearing Puller 07631 -001 0000 or its
equivalent should be used.

D ate of Issue: M arch , 1 99 5

1 -1 6 H O N DA MOTOR CO . , LT D .
 GEN ERAL IN FORMATION

Remove the wheel bearing using a bearing remover shaft and

remover head .
Do not reuse the removed bearing.

For recommended bearing remover shafts and remover heads,

refer to the Tool Compatibility Charts on the following pages.

Installing Ball Bearings

Clean the bearing recess before the bearing is installed to en­
sure that it is free from dust or debris and that the bearing
seats fully in its recess.
Caution should be taken regarding the direction in which the
bearing is installed. Ball bearings are always installed with the
manufacturer's name and size code facing out.

This is true for open, single sealed and double sealed bearings. MAN UFACTURER'S
Apply the proper grease to the bearing before reassembly. The NAME/BEARING No.
outer race should be installed with a driver, attachment and
pilot.

The bearing must be installed in a parallel manner.

CAUTION
• Dust in the bearing recess or failure to install the bearing
parallel to the case may result in bearing failure. OIL GUIDE
PLATE
If a new bearing fails to fit tightly in the bearing recess, replace
the case.

NOTE
•
If there is an oil g u ide plate, the pilot m ust not be used .

CAUTION

If the pilot contacts the oil guide plate when instal l ing
the bearing , the oil guide plate may be damaged .
•
Before removing the bearing , m ake sure whether or
not a pi lot can be used .

When the bearing is installed onto a shaft, the inner race

should be set by using an inner driver handle . a nd inner driver.

Clean the bearing recesses thoroughly before installing the

new bearing.
INNER RACE
The bearing must be installed in a parallel manner.

CAUTION
• Dust in the bearing recess or improper fit may result in
bearing failure.

If a new bearing fails to fit tightly onto the shaft, replace the
shaft.

CAUTION
• An improper fit between the bearing and shaft may
cause bearing damage when in use.

For adaptability between drivers, attachments and pilots, refer

to the Tool Compatibility Charts on the following pages.

1-17
Date of Issue: March, 1995
© H O N DA MOTOR CO . , LT D .
GENERAL IN FORMATION

TOOL C O M PATI B I LITY CHART FOR

S I NG LE-SEALED
TYPE
STA N DARD BEA R I N G S

Bearing Size
Select the bearing tool according to the size stamped on the
bearing race.
A "U" or "Z" indicates a bearing with a metal shield or rubber
seal respectively. These letters have no connection with bear­
ing size and can be ignored.
U: Single-sealed type
Z: Single-sealed type
OPEN
UU: Double metal sealed type MANUFACTU RER'S
TYPE
ZZ: Double rubber sealed type NAME, BEARING No.

Bearing Remover Compatibility for Wheel Bearing

Use the remover heads listed below in combination with shaft
ID BEARING REMOVER HEAD
BEARING NUMBER
{mm) TOOL NUMBER
(07746-0050 100).
There is a kit comprising of 1 0-20 mm remover heads and
6000

shafts.
6200 10 07746-0050200
6300
{s ;;oLI
Wheel Bearing Remover Kit: 07746-0050001
equivalent commercially
6001
620 1
630 1
1 12
'
07746-0050300

a vailable in U . S.A. 6002

Refer to Service Tool 6202 15 07746-0050400
Catalog , General Tool 6302

STN-#38 in U . S . A . 6003 i
i
6203 17 07746-0050 500
I
6303 i

I
6004
6204 20 07746- 00 50600
6304

B earing Remover Compatibility Table

*Not available in U . S . A . **07936-3710 100 U. S.A. only '**07936-37 10200 U . S . A. only
TOOL NUMBER

07741
...

660110 07741-001020 1 '07936-1660001

.. .
630 1

600 2 '0 7936-C

K 10000
6202 '07936-C
K 10200 ! '07936-C
K 10100
''lncluded wih
s h a ft
t
0201 079 36 K- 0
C 1500
,

6302 !Does not include weight)

r-----��--+---+---+- ------ ·······--------- ------- � --�-- � ------ � --�------- ------ t------
6003
6203 17 07936-3710300
Included wit h
remover
07936-3710 100 97.741-0010201
6303 47

6004 42
6204 : 20 47 07936-3710600
Included wit h
remover
07936-371 0 100 *07936-3710001
6304 52

: �� i 1 :;
7
Included with
i 9.�741-001020 1

I
'07936-4250 100

�:
25 07936-3710100
remover

I 1
- _
�------r-
6006 5 '07936-8890101

___j
1
Included with
97.741-001020

I :i-+---
6206 30 • 62 . 07936-8890200 07936-3710 100 07936-8890300
remover

:���
!Does
, not include weight)
------ --· -· ..

-
Included wih
t
6207 35 ' 72 07936-3710400 07936-3710100 07741-0010201 '
remover ...
6307 80

Date of Issue : March , 1 995

1 -1 8 © H O N D A MOTO R C O . , LTD .
 GEN ERAL I N FORMATIO N

Tool Compatibility Chart

. FITTING POINT OUTER RACE INNER RACE

�
!INNER.! INNER
ATTACH- ATTACH-
!
I
ATTACHMENT PILOT DRIVER •DRIVER 1 DRIVER
c
MENT MENT
l
B

II
o' g lo
II
�18
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

I
0 0
TOOL
0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0
ID 0 N N
NUM BER
...
0
"'
0
"'
0
.,.
0
"'
0
"'
0
0 0
"'
0
� "'g
0 0 0 0
"'
0 0 0
"'
0
.,.
0 0
"'
0
.,.
0
0 0 <t 0 N N
0
N
0
N I'

<t <t N

8
Cl
... ... ... ... ... .,. "' "' "' "'
OJ 0 0 0 0
�

0 0 0 0 0 0 0 0 0
BEARING
0
0
0
0
0
0 8 g 0
0
0
0 "'
0 0 0 0 g 8 8 0 0 0 g 0 g 0 0 0
I
0 0
I I I I I I
�

1\
co Cl <0 <D co <0 (0
I
ID ID ID ID
I I I I
00
I I I I I I I I
"' "' "' "' "' "' "' "' "' "'
I
"' "' J, "' "'

�� ...
"'
<(
"'

...
� ... .,. ... ... ... ... ... ... I ... .,. ... ... ... ... ... ... ... <t ... ... ... ... ... ... ... ... ...
imml "' ... ... ... ... .... "' (!) ... .... ... "' ... ... ... ... ... ... ... ... ... ... ... ... "' "'
,.._
...
,... ,.._ ...
....
... ... ... ... "' ... ... ... ...

ID
"'"'

'?�
...
0 0
...
0
...
0 0
...
0 0
...
0
...
0 0 o ot o 0 0
...
0
...
0
...
0 0 0 0 0 0 0 0 0

(mm)
··-

24 26 28 30 32 X 35 37 40 42 47 52 55 62
i 68 72 75 78 90 10 12 22 25 40 - 15 17 20 1221 25 30 35 140!
�NuMBER\ n
X X X X X X X X

6000 10 26 • • •
6001

6002

6003
12

15

17
28

32

35
•
•
•
•
i.
I •
•
•
•
. , •
•
•
6004

6005

6006
20

25

30
I
42

47

55
•
. , •
I '•
. ,
I•
'

I
•
•
•
• •
•
•
•
•

m
6007 35 • • • I • •

�
I

6008 40 I • • • •
6009 45 i
--
• •
6200 10 • • ! •
6201

6202
-·
:---
6203
12

15

17
32

35

40
•
•
•
i
•
•
• I
m •
•
•
i
•
•
•
•

ffi
6204 20 47 • • • •

;
• • •
*f+=t
6205 25
'

6206 30 : I • I • •
6207 35 72 I • • • • •
6208 40 80 • • -
•
6210 50 90 •
H= I •
··
I

6300 10 35 • . . I • I
6301 12 37 • • • --
6302 15 42 :• • • • •
6303 I 17 47 • • • • •
6304 20 52 • • • • •
6305 25 62 • I • • • •
6306 30 72 I '
• !• i • • •
6307 35 80 I • • •
6308 40 90
' • • •
62122 22 50
- I ,. • •

�
63/22 22 . ,
I I • • •
16002 15 • • I • • • :

35 • • • I • •
��To
16005 1 25
42

47
••

•
-·-
•
•
I
•
•
. .
..•

•
•
·

•
1---

16006

16007
16008
30

40
55

68
. ;
•
•
·-
·-

m: •
•
, .
•
•
•
•
•
•
•
•

Date of Iss ue: M a rch, 1 9 9 5

© H O N DA MOTOR C O . , LTD . 1 -1 9
MEMO
 2. MAl NTENANCE
FUEL LINE 2-2 DRIVE CHAIN 2-21 -=-
FUEL STRAINER SCREEN 2-2 D RIVE CHAIN SLIDER, CHAIN G U IDE, llliil
G U I D E SLIDER AND ROLLERS 2-27
THROTTLE OPERATION 2-3
D RIVE BELT 2-27
OIL PUM P AND OIL LINE (2-stroke
separate oil supply motorcycles) 2-4 BELT CASE AIR CLEANER 2-28

CARBU RETOR CHOKE 2-5 FINAL D RIVE O I L LEVEL 2-28

AIR CLEANER 2-6 BATTERY 2-29

AIR CLEANER H O U S I N G D RAI N T U B E B RAKE FLUID 2-30

{off-road motorcycles and ATVs) 2-7
BRAKE S H O E WEAR 2-31
CRANKCASE BREATHER 2-7
BRAKE PAD WEAR 2-3 1
SPARK PLUG 2-8
BRAKE SYSTEM 2-32
VALVE CLEARANCE 2-9
BRAKE LIGHT SWITCHES 2-35
ENGINE OIL 2-1 1
H EADLIGHT AIM 2-35
ENGINE OIL FILTER 2-13
CLUTCH SYSTEM 2-36
ENGINE OIL F I LTER SCREE N 2-14
S I D E STAND 2-37
DECARBONIZING ( 2-stroke engine) 2-15
S U S PENSION 2-38
CARBURETOR SYNCHRONIZATION 2-16
SPARK ARRESTER (U SA only) 2-40
CARBURETOR I D L E SPEED 2-17
N UTS, BOLTS, FASTEN ERS 2-40
RADIATOR COOLANT 2-17
W H EELS/TIRES 2-41
COOLING SYSTEM 2-18
STEERING H EAD BEARI NGS 2-43
SECONDARY AIR S U PPLY SYSTEM 2-19
WHEEL ALIGNMENT (FOUR TRAX) 2-43
EVAPORATIVE EMISSION CONTROL
SYSTEM 2-19

TRANSMISSION OIL
(2-stroke engine) 2-20

NOTE
This section covers the normal inspections and adjustments that are necessary to maintain the vehicle in good condi­
tion. Perform this maintenance at each scheduled maintenance period. Refer to the Model Spec i fic manual for the pro­
•

per maintenance schedule and applicable items.

Date of Issue : Marc h , 1 995

© H O N DA MOTOR CO . , LT D . 2- 1
MAINTENANCE

FUEL LI N E
Check the fuel line for:
- Gasoline leakage
- Loose or i mproperly positioned line clip
- Deteriorated or damaged line

Replace any defective parts.

FUEL STRAI N ER SCREEN ._.,

�
Turn the fuel valve to "OFF" position. 0-RING

�
Remove the strainer cap below the fuel valve, and drain the
gasoline into a suitable container.
STRA
�
SCREEN I iFWI!- t>

• Gasoline is extremely flammable and is explosive under

certain conditions.
CUP �T
STRAINER I '--
J
FUEL VALVE
Work in a well ventilated area. Keep cigarettes, flames or
sparks away from the work area or any area where gasoline i s
stored.

Remove the 0-ring and strainer screen.

Clea n the c u p and strai ner screen with non-flam mable or high
flash point solvent.

Replace the 0-ring with a new one.

Reinstall the strainer screen, 0-ring and cup, then tighten the
cup to the speci fied torque.

CAUTION
•
Overtightening the cup may break or deform the 0-ring,
causing a fuel leak.

Turn the fuel valve to "ON" and check that there are no leaks.

Date of Issue: March, 1 9 95

2-2 © H O N DA MOTO R CO . , LT D .
 MAINTENANCE

TH ROTTLE OPERATION
Check for any deterioration o r damage to the throttle cable.
Check that the throttle automatically closes completely in all
steering positions.

If the throttle grip does not return properly, l ubricate the throt­
tle cable and overhaul and l ubricate the throttle grip housing.
If the throttle grip sti l l does not return properly, the cable may
need replacement.

With the engine idling, turn the handlebar all the way to the
right and left to ensure that the idle speed does not change.
If idle speed increases, check the throttle grip free play a nd the
throttle cable connection.

T H ROTTLE GRIP TYPE TH ROTTLE LEVER TYPE

•
Reusing a damaged or abnormally bent or kinked throttle
cable can prevent proper throttle slide operation and may
lead to a loss of throttle control while riding.

Throttle free play should be checked and adjusted as follows:

Throttle grip free play is correct if there is a prescribed amount

of play on the outer circumference of the throttle grip flange.

Throttle lever free play is correct if there is a prescribed

amount of play at the tip of the throttle lever. FREE PLAY

M inor free play adjustments can be made with the adjuster on

TY PICAL
the throttle grip side.

Loosen the lock nut and turn the adjuster to obtain the desired
amount of free play.

Tighten the lock nut after the adjustment has been made.

If the adjuster has a boot, reposition it properly after adjust­

ment is made.

With a forced opening/closing-type th rottle, the major adjust­

ment of free play can be made by loosening the lock nut o n
ADJUSTER
the pull side o f the cable a n d turning the adjuster.

Tighten the lock nut after the adjustment has been made.

Date of Issue: March , 1 995

© H O N DA M OTOR CO . , LTD . 2-3
MAINTENANCE

If the throttle cable has an adjuster anywhere within its length

TH ROTTLE CABLE
besides the ends, major adjustment is made there.

Adjust the free play by loosening the lock nut and turning the
adjuster.

Tighten the lock nut after the adjustment has been made.
If the adjuster has a boot, reposition it properly after adjust­
ment is made.
After adjustment, verify correct throttle free play i n all
steering positions .

OI L PUM P AND O I L LI N E
(2-stroke separate oil supply
motorcycles)
The oil supply on some 2-strokes is controlled by a throttle
cable that is coupled with an oil pump.
Oil flow is regulated, i n a direct relation to throttle movement
and position, by a combined oil control/throttle cable that
simultaneously moves the throttle slide i n the carburetor and a
control arm on the oil pump.

When the inner cable of the oil control cable stretches, the
amount of the oil flow changes and is not suitable for the size
of throttle opening. Therefore, it is necessary to inspect and
readjust it periodically.

There is matching mark on the oil pump that must be aligned

with the matching mark o n the control arm, pump body, etc.
Refer to the Model Specific manual before making any
adjustments.

Oil line
Check the oil line for leaks, deterioration or damage: Replace
parts if necessary.

Oil strainer
Loosen the tube clip located on the bottom of the oil tank.
Drain oil into a suitable container.
O I L STRAINER '! OIL TUBE
Remove the oil strainer joint from the bottom of the tank.
TUBE-CUP �
�
Remove the strainer screen.

O I L STRA I N ER
JOINT

-fi
.....c

JOINT

D ate of Issue : March , 1995

2-4 © H O N DA M OTOR CO . , LT D .
 MAINTENANCE

Clean the strainer screen by blowing it out with compressed

air.
To replace the screen , reverse the removal procedure.
Fill the oil tank to the upper level mark with 2-stroke engine oil .
Remove any air from the oil l i n e a n d oil pump ( See page 4- 1 1 ) .

NOTE
•
Check each part for oil leakage after completing the oil
strainer cleaning and oil tube and pump air bleed
procedures.

CARBURETOR CHOKE
MANUAL C H O K E

On a manual choke system , check to see i f t h e choke lever CHOKE LEVER

(or knob) can be opened and closed completely.

Inspect the choke cable to see if i t is bent, crimped or damaged

i n any way.

Check to be sure that cable movement is correct on machines

with manually operated chokes.

Check by pushing with your finger to see if there is a maximum

of 1 - 2 mm of free play i n the inner choke cable when the
choke lever is in its completely off position.

If the amount of free play i s not sufficient, loosen the cable

clamp screw and adjust the play of the inner cable by moving
the position of the outer cable. Tighten the cable clamp
securely when the adjustment is complete.

STARTI NG EN R I C H M E NT VALVE

The choke action on motorcycles equipped with a starting

e n richment valve can be checked by the way the engine
starts a nd ru ns.
NOTE
•
Difficulty in starting before it is warmed u p (easy once it
is warmed u p ) : starting enrichment valve is not
completely opened (off) .
I d l e speed is erratic even after warm-up (imperfect
combustion ) : starting e n richment valve is not
completely closed (on ) .

When the a bove-mentioned symptoms occur, inspect and

overhaul the starting enrichment system according to the
procedures specified i n the Model Specific manual . If you find
nothing wrong with it, proceed with the overhau l of the
other items on the breakdown diagnosis list .

Date of I ss u e : M a rch , 1 99 5
© H O N DA M OTOR C O . , LTD . 2-5
MAINTENANCE

AI R CLEANER A I R CLEANER
COVER
When the element becomes dirty, the air/fuel m i xture will
become too rich.

Periodic cleaning or replacement is necessary.

Vehicles used in dusty areas require more frequent
inspections.

When replacing the air clea ner element, be careful to n ote

the following poi nts :

NOTE
• If the element joint has a rubber seal, the joint will
become more airtight if a small amount of grease is ap­
plied to the seal .
•
Check to see that both the air cleaner a n d the h older
are clea n a n d properly secured .

Oiled U rethane Foam Element

Remove the air cleaner from the holder and wash away any ac­
cumulated dust or dirt, by gently squeezing it in non­
flammable or high flash point solvent .

•
Using gasoline or low flash point solvents for cleaning
parts may result in a fire or explosion.

CAUTION

•
Cleaning the element with gasoline or any acid, alkaline,
or organic, volatile type oil may cause improper ignition,
deterioration of the element, or a loosening of the ele­
ment adhesive, that can result in engine damage.

Be sure to allow the element to dry thoroughly before applying

oil . Otherwise, the oil w i l l be diluted by the solvent and the
filtering ability of the filter w i l l be m uch less effective.

Apply Pro Honda Air Filter Oil o r equ ivalent to the entire
su rface of the element and rub it with both hands to saturate
the element with oil. Squeeze out the excess oil. Apply a thin
coat of Pro Honda White Litium Grease, or equivalent to the
sealing surface.

CAUTION

Fai lure to use a i r filter oil when riding in - --· - ·-·1

dusty condition can result i n premature engine wear

due to dust/ d i rt drawn i nto the engine .

D ate of Issue : M a rch, 1 995

2-6 © H O N DA M OTOR CO . , LT D .
 MAINTENANCE

Paper Element
ELEMENT
If the surface of the element is dirty, remove the dust first by
tapping the element gently. Then, blow away any remai ning
dust on the surface of the filter with compressed air from the
clean side (or carburetor side) toward the d i rty side.

Viscous Paper Element

This particular type of paper element cannot be cleaned as the
element contains a dust adhesive. These must be changed
periodically.

AIR CLEANER HOUSING DRAIN TUBE AI R C LEAN E R

I�==�
HOUSING
(off-road motorcycles and ATVs)
Loosen the d rain tube clip a n d remove the d rain tube to empty
any accum ulation of fluids or dirt from the air cleaner h ousing
into a proper container.

Check the d rain tube for damage a n d replace if necessary.

Reinstal l the d rain tube and set the clip in place.

CRAN KCASE BREATHE R CARBU R ETOR A I R CLEAN E R

Honda motorcycle engines are equipped with a closed
crankcase system to prevent d ischarg i ng crankcase emissions
i nto the atmosphere . B l ow-by gas is retu rned to the
combustion chamber through the air cleaner and carburetor .

A crankcase breather separator is necessary within t h e system

to prevent moisture from contaminating the engine. Vapor is
allowed to pass through the a i r cleaner and into the engine to SEPARATOR
be burned off. M oisture is collected i n a sealed crankcase
lli._._
. _CRAN KCASE
breather tube . Periodic maintenance is to remove the and B R EATH E R TU B E
d ra i n deposits into a suitable conta i ner, then reinstal l the
c ra n kcase breather tube plug . TU B E PLU G

A portion of the crankcase breather tube is transparent so it

is easy to confirm the a mount of accum ulation .

Date of Issue : March , 1 9 9 5

© H O N DA MOTOR CO . , LTD . 2-7
MAINTENANCE

SPARK PLUG
For more information on spar k plugs refer to page 2 3-9 . CENTER
ELECTRODE
NOTE
•
Clean around the spark plug seat with compressed air
before removing, and be sure that no debris is allowed to
SIDE
enter the combustion chamber. ELECTRODE

Remove the spark plug cap and then remove the spark plug
I N SULATOR
and inspect or replace as described in the Model Specific
manual maintenance schedule.

Inspection
Check the following and replace if necessary.
•
insulator for damage
•
electrodes for wear
burning condition, coloration;
- dark to light brown shows good condition.
•

- excessive lightness shows faulty ignition timing or lean

mixture.

R E U S I N G A SPARK PLUG

Clean the spark plug electrodes w i t h a wire brush o r special

plug cleaner.
PLUG
Check the gap between the center and side e lectrodes with a GAP
wire-type feeler gauge. If the gap is not as specified, bend the
side electrode to adjust it.
SEALIN G WASHER
Replace the spark plug in the cylinder head and hand tighten.
Torque to specification .

CAUTION
•
Make sure there is no dirt or debris on the seat of the
spark plug hole before inserting the spark plug.
•
To prevent damage to the cylinder head, hand-tighten
the spark plug before using a wrench to tighten to the
specified torque.

REPLAC I N G A SPARK PLUG

In the case of new spark plugs, set the gap with a wire-type
feeler gauge. Install and hand tighten, then tighten about 1 /4
of a turn after the sealing washer contacts the seat of the plug
hole. Reused plugs should be tightened to the specified torque.

Do not overtighten the spark plug.

CAUTION
•
Overtightening the spark plug may damage the cylinder
head. Be sure to use the proper spark plug torque.

D ate of Issu e : M a rc h , 1 99 5
2-8 © H O N DA M OTOR CO . , LTD .
 MAINTENANCE

VALVE CLEARANCE
Adjustment is unnecessary on motorcycles equipped with
hydraulic lash adjusters (hydraulic tappet) . However, ap­
propriate clearance is needed between both the intake and ex­
haust valves and the valve opening/closing mechanisms in all
other 4-cycle engines . This clearance a llows for a change in
the size of the valve caused by thermal expansion as the heat
of the combustion chamber is transmitted to the valve .

If there is too much clearance, it may result in engine noise

(tappet noise). If there is too l ittle clearance, the valve is push­
ed during the heated period, causing a drop in compression,
resulting in bad idling and, eventually, burned valves.

NOTE
CRANKSHAFT CRANKSHAFT
•
Inspect and adjust the valve clearance when the engine I
i s cool (under 3 5 ° C/9 5 ° F ) . I

I nspection a n d adjustment of valve clearance should be per­

formed with the piston at top dead center of the compression
stroke. This position can be obtained by confirming that there
is slack in the rocker arm when the stamped "T" mark on the
flywheel rotor and the index mark on the crankcase cover are
aligned. If there is no slack i n the rocker arm, even when the T­
mark and index mark are aligned , it is because the piston is
moving through the exhaust stroke to top dead center. Turn
the crankshaft one full rotation and match u p the T-mark ' 'T ' ' MARK
again. The p iston will then be at the top of the compression
stroke (top dead center) . On in-line 4-cylinder engines with the
firing order 1 2 - 4 - 3, the inspection of valve clearance can
be conducted by rotati ng the crankshaft twice. After the
above procedure has been properly carried out, the inspection
and adjustment of all cylinders is complete.

( I n-line 4 cylinder engines are numbered 1 - 2 - 3 - 4 starting

from the left cylinder.)

Cylinder at top
of compression
stroke Cylinder number

#1 #2 #3 #4
#1 I N , EX EX IN --

#4 IN EX I N , EX

On V-twin and V-4 engines, inspection and adjustment are

performed by placing each cylinder in the compression, top
dead center position.

Date of I ssue : March , 1 99 5

© H O N DA M OTO R CO . , LTD . 2-9
MAINTENANCE

The valve clearance adjustment is correct when the specified ADJUSTING SCREW
feeler gauge fits snugly, but the next size larger feeler gauge
will not fit i n .

NOTE
•
On motorcycles that have a decompression mechanism
which lifts the valve when starting the engine, the ad­
justment for decompression must be carried out first in VALVE STEM
order to provide an accurate valve clearance inspection.

Valve clearance inspection on engines with common, screw­

type adjusters is measured by inserting a feeler gauge directly
between the end of valve stem and the adjusting screw.

In the case of one-sided ball-joint type engines, the clearance

is measured by inserting the feeler gauge between the rocker
arm and the cam.

I n the case of valve lifters in direct push-type engines, the

clearance between the cam lobe and lifter or shim is measured
with a feeler gauge.

If adjustment is needed, loosen the lock nut and the adjusting

screw and insert the proper d i mension feeler gauge . Proper in­
take and exhaust valve clearance specifications are given i n
t h e M odel Specific manua l .

Turn the adjusting screw and adjust the clearance until the in­ ADJUSTING SCREW
\
serted feeler gauge can only be pulled out with a little \
difficulty. 1=-'---,_,_
,.,. _--rr"n \
�
Leaving the feeler gauge inserted, and being careful not to turn
the adjusting screw, tighten the lock nut to the designated
torque.

CAUTION

• An improperly tightened lock nut may loosen and cause

engine damage.

Be sure to use any special tools specified for valve adjustment.

D ate of Issue : M arch , 1 9 9 5

2- 1 0 H O N DA M OTOR CO. , LT D .
 MAINTENANCE

When the lock nut is tightened, the clearance may change. So <DIRECT-PUSH-TYPE>
be sure to recheck the clearance after tightening the locknut.

Adjustment is properly carried out only when the feeler gauge

can be pulled out with a little difficulty. I f tension on feeler
gauge is too great or too little, readjust.

In the case of valve lifters in direct-push-type engines, change

the shim to adjust the valve clearance . Refer to the M odel
Specfic manual for the a ppropriate adjustment method .

ENGI N E O I L
NOTE
Do not screw i n the oil cap/level gauge when checking
oil level.
•

•
The oil level cannot be correctly measured if the motor­
cycle is not supported perfectly upright on a level
surface.
As the oil i s gradually consumed, it i s necessary to
periodically check the oil level and replenish the oil
•

volume to its proper leve l .

•
If the oil level is too high, overall engine performance and
the actuation of the clutch may be effected. Too little oil
may cause engine overheating as well as premature
wear to various parts.
If a different brand or grade of oil or low quality oil i s mix­
OIL LEVEL CHECK:
•

ed when adding oil, the l ubricating function deteriorates.

Check the oil level only after starting the engine and OIL CAP/
allowing the oil to circulate through the engine LEVEL
•

UPPER
GAUGE
throughly. I t is especially important to run the engine LINE
before checking the oil level on a dry sump engine, due
to the comparatively large volume of oil. LOWER
LINE

4-stroke, Wet Sump Engines:

Start the engine and let it idle for a few m inutes.

Stop the engine, remove the oil level gauge and wipe the oil
from the gauge with a clean cloth.

Two or three minutes after stopping the engi ne; with the
motorcycle in an upright position, insert the level gauge into
the engine without screwing it i n .

The engine contains a sufficient amount o f oil if t h e level i s

between the upper a n d lower li nes o n t h e gauge.

If the oil level is near or below the lower line, add the recom­
mended engine oil up to the upper line.

Refer to the Model Specific manual for the recommended oil.

Date of Issue : M a rch , 1 9 9 5

H O N DA M OTOR C O . , LT D . 2-1 1
MAINTENANCE

4-stroke , Dry Sump Engines :

For more information refer to page 4-4 .

For day sump oil systems it is very important to follow the

checking procedu re exactly, so the oil flow is stabiliyed .
Otherwise, it might seem like there is too much, or not
enough oil .
Start the engine and a l low the engine oil to warm u p
thoroughly.

NOTE
•
Do not snap the throttle or the oil level reading will be
inaccurate.

Allow the engine to idle for about 3 minutes and stop the
engine. Remove the oil level gauge immediately and wipe it
clean. With the motorcycle in a n upright position on a level sur­
face, check the oil level by inserting the gauge into the oil tank
without screwing it in.

The engine contains a sufficient amount of oil if the oil level is

between the upper and lower lines on the gauge.

If the oil level i s near or below the lower line, add the recom·
mended engine oil up to the upper line.

See the Model Specific manual for the recommended oil.

Leak Inspection:
I nspect to see that there is no oil leaking from any part of the
engine, oil pipes, oil hoses, etc.
If any oil leaks are detected, perform the proper maintenance
to correct the problem .

O i l Chang e :
In 4-stroke engines, sludge can build u p , due in part to the gas
which blows past the piston rings which contaminates the
oi l , causing a weakening of oil ' s performance . To alleviate this
contamination problem , change the oil periodically .

Because many newly machined surfaces are moving against

one another for the first time in new motorcycle engines, a
noticeable amount of powdered metal circul ates with the oil
during this early stage of use.
Therefore, it is extremely important to change the engine oil
and to replace the oil filter or clean the oil strainer screen at the
first maintenance interval (after 1 ,000 km/600 miles) in order
to prolong engine life.

See the Model Specific manual for oil change intervals.

NOTE
•
Draining the engine oil while it is still warm is the most
rapid and efficient method.

D ate of Issue : Marc h, 1 99 5

2- 1 2 © H O N DA M OTOR CO. , LTD .
 MAINTENANCE

Remove either the oil level gauge or filler cap to allow rapid
draining.
Remove the oil drain bolt at the bottom of the crankcase and
drain the oil.

Used engine oil may cause skin cancer if repeatedly left SEALING
•

in contact with the skin for prolonged periods. Although WASHER

this is unlikely unless you handle used oil on a daily
basis, it is still advisable to thoroughly wash your hands �,---
. -- -------=

with soap as soon as possible after handing used oil.

/
DRAIN
��===�
After the oil is completely drained, clean and install the drain BOLT
bolt and sealing washer and tighten to the designated torque.

NOTE
•
Replace the sealing washer if it is damaged.

Pour the recommended engine oil into the engine through the
oil level gauge/filler hole . The oil fil ler cap is separate from
the oil level gauge o n some engines.

Pour i n the oil, periodically checking with the level gauge until
the upper line on the gauge is reached.
Install and tighten the level gauge and/or filler cap after
replenishing.

ENGI N E OIL FILTER O I L F I LTER

Small dust particles and metal dust which do not filter through
the net-type oil strainer screen are trapped by the paper oil
filter. When the filter is clogged, the oil flow is reduced and
contaminants may reach various parts of engine by way of the
relief passage, causing premature wear and possible damage.

I
[ s rooL ) OIL FILTER WRENCH

Date of Issue : N ov . , 1 989

© H O N DA M OTO R CO . , LTD . 2- 1 3
MAINTENANCE

Cartridge-Type Paper Filter

Cartridge-type oil filters are removed using a filter wrench.

•
Engine and exhaust system parts become very hot and
remain hot for some time after the engine is run. Wear in­
sulated gloves or wait until the engine and exhaust
system have cooled before handling these parts.

Clean the filter area of the engine with a clean cloth.

Spread engine oil thinly over the 0-ring of the new filter and at­
tach the filter to the engine . -, 0-RING
Tighten the oil filter with the proper filter wrench.

!s �oLI
Oil Filter Wrench l s :;-;;oL l O I L F I LT E R W R E N C H

1 1 1 2 TU R N
�

(For small-type cartridge) 07HAA- PJ70100 <.,..

(For large-type cartridge) 0791 2 - 6 1 1 0001
Torque :
Small-type cartridge : 1 0 N · m ( 1 . 0 kg-m, 7 ft- l b )
Small-type cartridge with sca le : 26 N m(2.6 kg-m 1 9 ft-lb)
• ,

Large-type cartridge : 1 8 N • m(1 . 8 kg-m , 1 3 ft-lb)

Small-type cartridge with scale can be tighten by the following

procedure.
Instal l the oil filter and fully hand-tighte n .
Tighten t h e oil filter using a filter wrench t o rotate 1 I 1 2 turn .
NOTE
• Tighten 1 I 1 2 turn along the oil filter marker line.

Confirm that there is no oil leakage by starting the engine after SPRING
the engine oil has been set at its proper level. O I L F I LTER COVER

R u n . the engine for about a m i nute, then stop it and i nspect

carefully for leaks.

Element-Type Paper Filter

Remove the oil filter cover and replace the filter element.
Reinstall the cover with a new 0-ring.
FILTER
NOTE ELEMENT
I nstall the element with the ru bber seal side facing out,
making sure that the spring i s installed between the
•

element and crankcase. 0-RING

If the element is i nstalled i ncorrectly, it will reduce oil
flow .
•

•
Replace the 0-ring on the filter cover with a new one .

Replenish the engine oil with the proper type a nd viscosity,

and to the proper level . Always run the engine and check for
oil leaks a n d verify the oil level after an oil or oil a n d filter
change.

ENGI NE OIL FILTE R SCREEN

Check t o see i f there i s any dirt o r debris on the o i l filter screen
which might hinder the flow of oil. Remove and clean the
screen in solvent if any deposits are found on the screen .
Refer to the Model Specific manual for oil filter screen remova l , O I L FILTER SCREEN
cleaning a n d installation procedures for specific models.

D ate of Issue : March , 1 99 5

2- 1 4 © H O N DA M OTOR C O . , LT D .
 MAINTEN ANCE

DECARBON IZING (2-stroke engine)

Carbon accu mulation occurs more rapidly in 2-stroke
engines than 4-stroke engines because 2-stroke engines burn
engine oil. If the build-up of carbon is not removed
periodically, the carbon accu mu lation increases to an
excessive amount, causing hot spots on the cylinder head and
piston crown . This may cause knocking due to preignition a n d
m a y cause poor engine performance . Accumulated carbon in
the exhaust port hinders the flow of the exhaust, causing a
drop in power output. Therefore, removal of accumulated
carbon should be performed according to the maintenance
schedule in the Model Specific man u a l .

CAUTION

When removing carbon, be careful not to damage the

COMBU STION
•

combustion chamber, piston and cylinder.

CHAM BER

Take off the cylinder head and remove the carbon from the
piston crown when the piston is in the top dead center
position.

Remove carbon from the combustion chamber a rea of the

cylinder head .

Take off the cylinder and remove accumulated carbon from the
walls of the exhaust port. EXHAUST PORT

Remove any remaining carbon within the cylinder.

In liquid-cooled engines, be sure to remove carbon particles

that may have fallen into the coolant jackets around the
cylinder by blowing them out with compressed air.

Refer to the Model Specific manual for the proper procedures

for cylinder and cylinder head removal and instal lation.

Date of Issue : M arch , 1 99 5

© H O N DA M OTO R C O . , LTD . 2- 1 5
MAINTENANCE

CARBURETOR SYNCHRON IZATION

NOTE
•
Carburetor synchronization adjustment is required to ad­
just the throttle valve opening, and to synchronize the
vacuum i n each carburetor's intake port, whenever 2 or
more carburetors are reassembled.
•
Synchronize the carburetors with the engine at normal
operating temperature, the transmission in neutral and
the motorcycle on its center stand.
• Carburetor numbers match the cylinder number.

ADAPTER
Remove the plugs from each cylinder head port and install the
vacuum gauge adapters.

If the motorcycle is equipped with an a utomatic fuel valve,

VAC U U M TUBE
d isconnect the vacuum tube from the i ntake manifold of the
carburetor, d raw vacuum a nd pinch the tube with a clip as
show n .

CLIP

Connect the vacuum gauge.

VACUUM GAUGE

1 . Adjust the idle rpm to the specified idle speed. ( Refer to the
Model Specific manual for the specification . )
\
2. Turn t h e synchronization adjusting screw so that the dif­
ference between the vacuum i n the base carburetor's in­
SYNCHRON IZATION
take port and the vacuum i n the other carburetor's intake ADJUSTING SCREWS
port is below the specification. ( Refer to the Model Specific
manual for base carburetor, location of each synchroniza­
tion adjusting screw and difference in vacuum between the
carburetors. I

3. Be sure that the synchronization is stable by snapping the

throttle grip several times .

4. Repeat steps 1 through 3 for each carburetor.

5. Snap the throttle grip several times and recheck the idle
speed and differences i n vacuum between each carburetor.

D ate of Issue : M a rc h, 1 99 5
2- 1 6 © H O N DA M OTO R CO . , LTD .
 MAINTENANCE

CARBURETOR I DLE SPEED

Check for any unusual noise while the engine i s idling. I f noise
is detected, investigate with a stethoscope to locate the
source. Carry out the appropriate maintenance inspection,
depending o n results of noise investigation.

Check to see that the engine speed increases smoothly from

idle. Check the idle speed and adjust if necessary by turning
the throttle stop screw .

NOTE
Check and adjust after first warming up the engine.
There are differences i n idle speed between hot and cold
engines.
•
Place the vehicle on the center stand or support upright
on level ground when checking and adjusting the idle
speed. If the vehicle is tilted, there will be fluctuations in
fuel flow from the carburetor which prevents a n ac­
curate determination of the idle speed.

RADIATOR COOLANT THERMOSTAT

•
Wait until the engine i s cool before removing the radiator
cap. Removing the cap while the engine is hot and the
coolant is under pressure may cause serious scalding.
•
Radiator coolant is poisonous. Take care to avoid getting
coolant in your eyes, on your skin, or on your clothes.
•
If coolant gets in your eyes, flush repeatedly with water
and contact a doctor immediately.
•
If coolant is accidentally swallowed, induce vomitting
and contact a doctor immediately.
•
KEEP OUT OF REACH OF CHILDREN .

Coolant evaporates naturally, so check it regularly.

Coolant is both an antifreeze and a n anti-rust agent.

CAUTION

•
Be sure to use the proper mixture of antifreeze and distill­
ed water to protect the engine.
•
Use distilled water. Tap water may cause the engine to
rust or corrode.

2- 1 7
Date of Issue: Sep . , 1988
© HONDA MOTOR CO., LTO.
MAINTENANCE

LEVEL CHECK

Always check the coolant level with t h e motorcycle in a ver­

tical position on a flat, level surface.

Always check the coolant level at the reserve tank ( not the
radiator) .

Check to see if the coolant level in the reserve tank is

somewhere between the upper and lower lines.

If the level is somewhere between the upper and lower lines or LOWER LINE
below the lower line, add a 50/50 mixture of a ntifreeze and RESERVE TANK
distilled water to the upper line. (See Coolant M ixture Prepara­
tion page 5-6)

Check to see if there are any coolant leaks when the liquid
level decreases very rapidly.

If the reserve tank becomes completely e m pty, there is a

possibility of the air getting into the cooling system . So, be
sure to remove all air from the cooling system as described on
page 5-7.

NOTE
• The effectiveness of coolant decreases with the ac­
cumulation of rust or if there is a change in the mixing
proportion during usage. Therefore, for best perfor­
mance, change the coolant regularly. (See page 5-6)

COOLI NG SYSTEM

• To prevent injury. keep your hands and clothing away

from the cooling fan. It may start a utomatically. without
warning.

Check the radiator air passages for clogging or damage,

straighten bent fins with a small, flat blade screwdriver and
remove insects, m u d or other obstructions with compressed
air or low water pressu re . If 1 /3 or more of the fins are
crushed or twisted, the fins should be repaired using a small
flat blade screwdriver .

Remove t h e body panels a n d f u e l tank, and check for a n y

coolant leakage from water p u m p , water hoses, a n d hose
joints.

Check for any deterioration or damage to the water hoses. A

rubber hose deteriorates natural ly over time due to heat and
wear. If the hose deteriorates too much, it will rupture due to
the pressure in the cooling system. Squeeze the hose and look
for cracks.

WATER HOSE

2- 1 8
Date of Issue : M a rch , 1 99 5
© H O N DA M OTOR C O . , LTD .
 MAINTENANCE

PULSE SECONDARY AIR SUPPLY (PAIR)

SYSTEM
• To prevent injury, keep your hands and clothing away
from the cooling fan. It may start automatically, without
warning .

NOTE
• The pulse secondary air supply system introduces filtered
air i nto the exhaust gases in the exhaust port. The
secondary a i r is d rawn i nto the exhaust port whenever
there is a negative pressure pulse in the exharst system
This charged secondary air promotes burning of the
u nburned exhaust gases and cha nges a considerable
'1 :
'I
a mount of hydrocarbons and carbon monoxide i nto rVACUUM HOSE ROUTI Nil DIAGRAM
ENGINE FAMILY RHM.5BPAGARA
relatively harmless carbon d i oxide and wate r . EVAI'IlliAT IYE FAMILY Rllll10241l111011 i

I
CALI FORNIA YEHICLE
Check t h e air supply tubes between the valve and exhaust
ports for deterioration, damage, or loose connections. Make
sure the tubes are not kinked, pinched, or cracked .
NOTE
• If the tubes show any signs of heat d amage, i nspect the
reed valve in the system for damage.

Check the vacuum hose between the intake pipe and valve for
deterioration, damage or a loose connection. Make sure the
hose is not kinked, pinched, or cracked.
Refer to the vacuu m hose routing diagram label for hose
connections.

EVAPORATIVE E M I SSION CONTROL

SYSTEM

•
To prevent injury, keep your hands and clothing away
from the cooling fan. It may start automatically, without
warning.

NOTE
• Fuel vapor from the fuel tank is directed i nto the
evaporative emission canister while the engine is stopped .
When the engine is running , the evaporative emission
purge control valve opens and fuel vapor in the evaporative
emission canister is drawn into the engine through the
carburetor. The tubes deteriorate naturally due to wear and
time. Check the condition of these tubes at the intervals
specified in the Model Specific manual .

Check the hoses between the fuel tank, evaporative emission

canister, evap orative e m issio n p u rg e control valve ,
evaporative emission carburetor a i r vent control valve a n d
carburetors f o r deterioratio n , damage o r loose connections.
Check the evaporative emission canister for cracks o r other
damage.
Refer to the vacuum routing diagra m label f o r hose
connections .

Date of Iss ue : March, 1 9 9 5

© H O N DA M OTOR C O . , LTD . 2- 1 9
MAINTENANCE

TRANSM I SSION OI L (2-stroke engine)

Check for oil leakage over all sections of the transmission.
Check the oil level.
LEVEL
Excessive oil leakage necessitates disassembly. CORRECT CHECK BOLT
LEVEL

�J
With the engine stopped, remove the oil check bolt and make
sure that the oil level is up to the lower edge of the bolt hole .
Refill to the lower edge of the oil level check bolt hole with the
recommended oil if the level is low.
NOTE
• Oil level checks should be carried out on level ground SEALING
WASHER
with the vehicle on the center stand or while in an
upright position.

I n scooters, check for leakage and oil level of the final reduc­
CHECK BOLT
tion gear case in the same way as for the engine.
Remove the level hole cap from the gear case and check
whether the oil level comes u p to lower edge of the hole. If the
level is low, refill to the lower edge of the hole with the recom­
mended oil.
NOTE
• Oil level checks should be carried out o n level ground
with the vehicle on the center stand or while in an
upright position.

Transmission oil change

CHECK BOLT HOLE
Two stroke engine transmission lubrication is achieved by the
spray of transmission oil within the sealed crankcase. Com­
pared to 4 stroke engines, there is little oil degradation, and the
period for change is longer.

Consult the Model Specific manual for the proper oil change
interval.

•
Used engine oil may cause skin cancer if repeatedly left
in contact with the skin for prolonged periods. Although
this is unlikely unless you handle used oil on a daily
basis, it is still advisable to wash your hands with soap

__A
as soon as possible after handling used oil.

DRAIN SEALIN G
NOTE BOLT WASHERS
• Oil is more easily drained when the engine is warm.

Remove the oil filler cap.

Remove the drain bolt located at the bottom of the crankcase

and drain the oil.

When all the oil is drained, clean the drain bolt with its sealing
washer and tighten to the designated torque.

NOTE
• Be sure to replace the sealing washer if it is damaged.

Remove the oil check bolt, and refill to the prescribed level
with the recommended oil. Replace the check bolt or cap.

2-20
Date of Issue: Sep., 1 988
© HONDA MOTOR C O . , LTD.
 MAINTENANCE

DRIVE CHAIN
ADJ U STMENT

• Inspecting the drive chain while the engine is running

can result in serious hand or finger injury.

When there is too little slack, a change in the distance bet­

ween sprocket centers, due to suspension movement, results
in excessive tension on the chain. DEPEND I N G ON MODEL

In this condition, the chain and transmission or crankcase may

be damaged, and the large amount of friction adversely effects
the running performance of the vehicle.

Too excessive slack in the chain leads to large oscillations

when the vehicle is running.
In this condition, the chain may come off the sprockets or
damage parts it contacts.

With the vehicle in neutral, support on the center or side stand.

(Some models need to be checked with the rear wheel raised.
Refer to the Model Specific service manual for details).
Check the slack i n the chain at the mid point between the two
sprockets.

(On models with a chain tensioner, loosen the tensioner before LOCK NUT
checking) .

Carry out the following procedure for adjustment;

Loosen the rear axle nut until the wheel can be moved.

Loosen the adjuster lock nut, turn the adjuster nut or bolt and
LOCK NUT
adjust the play.
I N DEX MARK
On snail cam types, rotate the adjuster plates. ADJUSTER

A scale is included on the adjuster. Be sure that the reading on

the scale is the same for both sides.

CAUTION
• If the adjustment value is not the same, the wheel is out PIN
of alignment and can cause excessive tire, sprocket and
chain wear.

As the rear suspension moves through its travel, the distance

between the drive and driven sprocket centers varies.
Therefore, it is important to adjust the chain so that it has at
least the minimum amount of acceptable slack when the
sprockets are farthest apart - or when the center of the drive
sprocket, swingarm pivot bolt and the rear axle are in align­
ment. The Model Specific manual provides a proper dimension
for each model based on this minimum slack and maximum
distance position, but it is measured i n a much more conve­
nient suspension position.

Date of Issue: Sep. , 1 988

© HONDA M OTOR CO. , LTD . 2-2 1
MAINTENANCE

After adjustment, retighten the axle nut to the specified

torque.
NOTE
• Pu lling the lower chain row firmly up toward the swing­
arm when tightening the axle nut helps ensure that the
adjusters on both sides are seated against their stops
and that the axle is in proper alig n ment. Always check to
be sure both sides are adjusted to the same marks on the
adjustment scales.
Re-check the chain play.

Tighten the adjusters and lock nuts.

Adjust the rear brake pedal play. (This step can be omitted in
the case of disc brakes) .

jifM
Adjust the rear brake light switch actuation point {on cable
operated rear drum brake models) .

If, after adjustment, the adjuster's alignment mark i s within

the red zone of the chain wear indicator label, replace the drive
chain and both sprockets (Only for vehicles with an indicator RED ZONE
label affixed) .
NOTE
• Always replace both sprockets when replacing the drive
chain for optimum wear characteristics. ARROW
After replacing and adjusting the drive chain, attach a wear in­
dicator label so that the alignment mark is at the start of the PIN RED ZONE
green zone.
On models without d rive chain wear indicators measure the
B EA R I N G H O LD E R FLA N G E BOLT
length between the chain's pins {see next page) .

ADJ USTM ENT O F PRO-ARM TYPE

Loosen the bearing holder flange bolt.

R otate the bearing holder using the pin-s panner in the
vehicle's tool set to adjust the d rive chain play .

After adjustment, retighten the beari ng holder flange bolt to

the specified torque .

If, after adjustment, the d riven sprocket outer circle is withi n

t h e r e d z o n e of the chain wear indicator label , replace the PI N-SPA N N E R
d rive chain {only for behicles with a n indicator label affixed . )
After replacing a n d adjustment of the d rive cha i n , attach a
wear i n dicator label so that the d riven sprocket outer circle
is at the start of the green zone (the other side of the red R E D ZON E
zone) .

N OTE
Always replace both sprockets when re placing the d rive
chain for opti m u m wear characteristi cs .

On models without d rive chain wear indicators measure the

length between the chain's pins {see next page) .

O UTER C I RCLE

Date of Issue : M arch , 1 99 5

2-22 H O N DA M OTOR C O . , LTD .
 MAINTENANCE

I N S PECTIO N O F CHAI N R E PLAC E M ENT P E R I O D

(Only f o r the models without a d rive chain wea r
indicators)
-
1 -. 4 1 PINS (40 LINKS)
...-
R emove the drive cha i n , measure the chain length ( 4 1 pins,
40 links) and replace the chain if the prescribed limits specified
in the following table a re exceeded .

Some endless chains require removal of the swingarm for

_ _ ,.::; -- - -
1< �oJio:of,go o)(�To o)}o .(!)1
--
drive chain replacement.
Others use a special tool to remove and install the master link.
The outer plate of this type of master link is secured by
-- - -\\ �-¢:J
� �--- CHAIN CLIP
expanding the ends of the pins with the special tool . ROTATING
DI RECTION
Position the master link clip so that its open end is opposite
the normal rotation of the chain . This p revents the clip being
knocked off through contact with the chain g uide or passing
objects. Check that the clip is fully seated .
CAUT I O N

• Improper positioning of the master link m a y cause Drive C

hain Length (41 pin s/40 lin ks) U n it : mm {in )

the driVe chain to came a part and possibly damage CHAIN SIZE SERVICE
PITCH STANDARD
CODE LIMIT
the crankcase, rear wheel or exhaust.
5 1 1 {20. 1 )
41 5/420/428 1 2 . 7 0 { 0 . 500) 508 {20.0)
< 5 1 8 (20. 4)>
6 3 8 (25. 1 )
520/525/50 1 5 . 8 7 5 { 0 . 625) 635 { 2 5 . 0 )
<648 ( 2 5 . 5)>
7 66 (30.2)
630 1 9 . 05 ( 0 . 750) 762 (30 . 0)

:
< 7 7 7 (30 . 6) >
< > Wit
hout o-ri n g c
h ain

Check that each chain link pivots freely on the pins. Where
binding is light , a pply a little cleaning oil or paraffine making
sure that it penetrates. When the stiffness has been removed ,
lu bricate the chai n . On chains with 0-ri n g , q u ickly wi pe off
the cleaning fluid or paraffin oil, and thoroughly dry the chain .
Replace the chain if stiffness of the chain cannot be alleviated ,
the movement of the links is not smooth, or there is damage
to the link plates or rollers. Master links with 0-rings have 4
0-rings fitted between rollers a n d master link plates . I nstall
the 0-rings as shown i n the illustration to the right and fit the
chain clip to the pins. Be sure there is no gap between the
master link plate and the cli p .

Cleaning, I n spection a n d lubrication

KINKING or MASTER 0-RI NGS
BINDING LINK
0-ring Chains
0-ring drive chains are eq u i pped with small 0-rings between
the link plates that retain g rease within the pivot areas a n d
improve its service life . T h e 0-rings i n this chain c a n be
damaged by steam cleaning, high pressure washers a n d
certain solvents . Damaged 0-rings o r contaminated grease i n
the pivot areas will shorten drive chain service life .

Clean the chain with non-flammable or high flash point

solvent and wipe it d ry . B e sure the chain has dried completely
before lubricating .

I nspect the drive chain for possible wear or damage. R eplace

any chain that has damaged rollers, loose fitting l inks, or
WIPE AND DRY
otherwise a p pears unserviceable. I nstalling a new chain on
badly worn sprockets will cause the new chain to wear
q u ickly. I nspect and replace sprockets as necessary .

Date of Issue : March , 1 99 5

© H O N DA M OTOR C O . , LTD . 2-23
MAINTENANCE

Lubricate the chain with Pro Hond a Chain Lube "> r equivalent
chain l ub ricant designed specifically for use o n 0-ring chains . LU B RI CATE
Some commercial chain l ubricants may contain solvents
whitch could damage the 0-rings. Wipe off the excess chain
lube to prevent it from flinging off when i n operation .

N on 0-ring Chain
Clean the chain with non-flammable o r high flash point
solvent and wipe it d ry . Be sure the chain has dried completely
before lubricating .

I nspect the d rive chain for possible wea r or damage . Replace

any chain that has damaged rollers, loose fittin g links , o r PRO H O N DA C H A I N
otherwise a ppears u nserviceable. Installing a n e w chain on LU B E O R EQU I VALENT
badly worn sprockets will cause the new chain to wear
q uickly. I nspect a nd replace sprockets as necessary.

Lubricate the chain with Pro H onda Chain Lube or equiva lent
chain l u b ricant designed specifically for motorcycle chains .
Wipe off the excess chain lube to prevent it from flinging off
when in operation .

Sprockets
I nspect the drive and driven sprocket teeth for wear or
damage . Replace if necessary . Never use a new drive chain
or worn sprockets . Both chain and sprockets m ust be i n good
condition , or the new replacement chain or sprockets will
wear rapidly.

Check the attachment bolts or nuts on the drive and driven

sprockets. If any are loose, torque the m .

R E PLACEM ENT O F E N D LESS C H A I N

CAUTI O N

• Because of the drive chain i s master link joint pin

staking type (the ends of the pins are expanded with
the special too l ) , the specified types of chain and
special tool must be used to replace .
Do not use clip type chains .

Loosen the drive c ha i n .

Assemble the special tool .

l s.�ot.. )
Drive chain cutter 07 H M H - M R 1 01 02
Link plate holder
( R efer to the Model Specific service manual . )

N OTE
• When using the special tool, follow the manufacturer's
operating i nstructions.

D R I V E CHAI N C U TI E R

D ate o f Issue : M arch , 1 9 9 5

2-24 © H O N DA M OTOR CO. , LT D .
 MAINTENAN CE

Locate the drive chain cutter on the staked part of the drive
chain and cut the sta ked pins. MASTER LI N K

! s .�o!J
Drive chain cutter · 07H M H - M R 1 0 1 02

Remove the drive cha in .

l s 7o'oLJ D R IV E CHAIN CUTIER

Remove the excess drive chain links from the new d rive chain
with the d rive chain cutter .

Standard link : Refer t o t h e M odel Specific service manua l .

Replacement chain : Refer to the Model Specific service

manua l .

NOTE
•
One ( 1 ) l i n k i s i n d icated as the fig u re on the right .
•
I nclude the master l i n k when you count the drive chain
links .
14---- STA N DA R D LI N K ------IIIIo-!
I nsta l l the new d rive chain over the swingarm .

CAUTI O N
•
N ever reuse the old master link , master link plate and
0-rings .
��� P LATE

I nstall the 0-rings onto the new master link, and i nsert the
master link from the i nside of the d rive chain taking care to
prevent squeezing .
Install the 0-rings and the link plate with the d rive chain
cutter.

{ s ;:;OL I MASTE R
LI N K LI N K PLATE H O LD E R
Drive chain cutter 07H M H - M R 1 0 1 02
link plate holder
(Refer to the Model Specific service manua l . I

N OTE
•
I nstall the l i n k plate with the identification mark facing
the outsid e . STA N DA R D LEN GTH
Take care to prevent squeezin g o f t h e 0-rings.
Do not remove i n itially applied g rease from the l i n k to
•

-'---­
•

l u b ricate .

Remove the special tool and check the master l i n k pin length
projected from the plate .
,� - ���
Standard length : Refer to the Model Specific service
manual .

Date of Issue : M arch , 1 9 95

© H O N DA M OTOR CO . , LTD . 2-25
MAINTENANCE

I nstall the drive chain cutter and stake the ends of the master
MASTER LI N K
link pins .

! s.;:zoL I
Drive chain cutter 07H M H - MR 1 01 02

N OTE
To prevent over staking , stake g radually checking the
diameter of the staked area using a slide calipers.
•

After staking , check the staked area of the master link using
a slide calipers . SLI D E CALI P E R

D iameter of the staked area : Refer to the Model Specific

service manua l .

N OTE
When the measured staked area i s over the prescribed
value, restake using the new master l i n k , plate a n d 0-
•

rings.
•
When the measured staked area is below the prescribed
value, reinstall the d rive chain cutter and restake .

Check the staked area of the master link for cracks and the 0-
rings for damages.
If there is any cracking or damage, replace the master link,
plate and 0-rings .

Check that master link pivots freely on the pins .

If the movement is not smooth, restake using the new master
link, plate a n d 0-rings.

Adjust the drive chain play. =ll �

0 X

Date of Issue : March , 1 99 5

2-26 © H O N DA M OTOR C O . , LTD .
 MAINTENANCE

DRIVE CHAI N SLIDER, CHAI N GUI DE, CHAIN GUIDE

GUI DE SLI DER AND ROLLERS
Together, the drive chain slider, chain guide, guide slider and
rollers all do their part to keep the chain running i n its proper
-�·· ·····
····- ··-

path, while preventing it from cutting into the swingarm,

0

frame or other components.

Each of these components is made of a type of plastic that of­

fers minimal friction and wear. Sti l l , periodic inspection for
wear or damage and replacemant is necessary as these parts
deteriorate. G U I D E SLIDER

The chain slider, attached to the front of the swingarm near its
pivot point, must be replaced when the depth of its wear
grooves reaches a depth specified for each particular model .
Failure to replace a worn slider will result in chain damage to
the swingarm and damage to the chain .

Off-road and dual-purpose motorcycles are fitted with a chain

guide that ensures that the chain is guided directly to rear
sprocket. The guide itself should be checked for proper a lign­
ment as it can be bent through contact with passing objects,
rocks or crash damage. Straighten or replace as necessary. A
plastic guide slider centers the guide on the sprocket with
minimal friction and prevents the chain from wearing the
guide. A wear window is often provided to aid i n determining a
replacement time.

A lower chain roller, or a pair of upper and lower rollers are us­
ed to take up excess slack in the drive chain as the rear
suspension compresses and extends to its furthest points.
These rollers also help prevent the chain from cutting into
other components on the motorcycle, l i ke the airbox or ex­
haust on some motorcycles, when the suspension is near or
fully compressed. These must also be periodically i nspected
for wear, damage and security of mounting.

DRIVE BELT
A drive belt is used on the Honda V-matic belt automatic
transmission .
COG
The belt must be checked periodically according to the
maintenance schedule shown in the Model Specific manual.

A worn or damaged drive belt may cause a loss in scooter

performance.
�b
Remove the drive belt cover (see the Mode l Specific manual)
and check the drive belt for wear, cracks or peeling of the cogs
or plies; replace with a new one if necessary.

Date of Issue : March , 1 99 5

© H O N DA M OTOR C O . , LTD . 2-2 7
MAINTENANCE

BELT CASE A I R CLEAN ER A I R CLEANE R

O n scooters with a cleaner element i n the air inlet t o the drive
belt case, remove the element and clean.

Wash the element i n water and dry it thoroughly before

reinstalling.

FI NAL DRIVE O I L LEVEL I N SPECTION

HOLE
Check for leakage and proper o i l level .

Remove t h e inspection/level hole c a p from t h e gear case and

check that the oil level is up to the lower edge of the hole. If
the oil level is low, refill to the lower edge of the hole with the
recommended oil.

NOTE
• Oil level checks should be carried out on level ground
with the vehicle o n the center stand.

OIL CHANGE
CAP
Refer to the Model Specific service manual for information o n
the oil change interval.

Remove the level hole cap from the final gear case.

Remove the oil drain bolt from the lower portion of the gear
case, slowly turn the rear wheel and drain the oil.
When the oil is completely drained, clean the drain bolt,
replace the sealing washer and tighten to the specified torque.
'
NOTE DRAIN BOLT ' SEALING
WAS H E R
• Replace the sealing washer if it is damaged.

Refill to the prescribed level with the recommended oil.

Coat the level hole cap 0-ring with oil and replace the cap.

Tighten the cap to the specified torque.

2-28
D ate of Issue : M arch , 1 99 5
© H O N DA MOTOR CO . , LT D .
 MAINTENANCE

BATTERY
Fluid level
Battery fluid level checks are unnecessary on MF
( M aintenance Free ) batterie s .
Open type batteries should be checked for fluid level.
-uPPER LEVEL - - U PPER LEVEL LINE

•
Do not allow battery fluid (sulphuric acid) to come into -LOWER LEVEl - - LOWER LEVEL LINE
contact with the skin, eyes or clothes as it will cause
burning. If acid is spilled on you. be sure to wash off
quickly with large amounts of water. If battery fluid
enters the eyes. wash with water and consult a
physician.

Check for cracks in the battery case .

If the battery's electrodes show accumu lation of a white
substance (sulphation) or heavy deposits are observed at the
base of the battery, the battery should be replaced.
Check the level of each cell by the U PPER and LOWER level
lines inscribed on the side of the battery.
If levels are a pproaching the LOWER level line, remove the bat­
tery. take off the filler caps and refill to the UPPER level with
distilled water.
Check the battery capacity with a battery tester ( page 22-1 1 ) .
If the battery tester i s not available, check the g ravity of the
battery fluid (see below) .

CAUTION

• Always refill batteries with distilled water. Tap water

contains minerals that will shorten the life of the battery.
• Filling the battery above the UPPER level mark may
cause spillage while riding and subsequent corrosion of
vehicle parts.

After refilling, replace each of the filler caps firmly and re­
install the battery.

Follow the instructions on the battery's CAUTION label. M a ke

sure that the breather tube is correctly positioned, and not
kinked, trapped or bent in such a way as to obstruct the
passage of air.
lf l
CAUTION
•
If the tube is blocked, the battery's internal pressure will
not be relieved, the breather may come off, or the bat­
tery could crack as a result.
!. 31
: 1 . 304 BATTERY TEMPERATURE
VS SPEC IFIC G RAVITY
r

Specific gravity of fluid

Checks are unnecessary in the case of M F (Maintenance
Fre e ) batteries .

The specific gravity of the battery fluid should be checked on

open type batteries . !::1 1
u..

Measure the specific gravity of each cell with a hydrometer.

u
w
1
0..
C/) 1
Specific gravity of fluid at 20 ° C (68 ° FJ
o · s · 1o· 1 5· 2o· 25· so· as· 4o·
ELECTROLYTE TEMPERATURE
Fully charged condition 1 .27 - 1 .29
Low charge condition 1 .23 and below

Date of Issue : M a rch , 1 99 5

© H O N DA M OTOR C O . , LT D . 2-29
MAINTENANCE

NOTE
• If the difference in specific g ravity between cells ex­
ceeds 0.01 , re-charge the battery. If the difference in
specific gravity is excessive, replace the battery.
• There is a change in specific gravity of approximately
0.007 per 1 0°C change in temperature. Be sure to con­
sider this when taking measurements.
•
Reading of the hydrometer's fluid level should be taken
in the horizontal position.

Refer to section 2 2 for details of battery testing and charging.

Condition of terminal connections

Make sure that terminal connections are not loose. If corrosion WIRE BRUSH
is evident, remove the battery, wash rust with warm water
and use a wire brush to remove completely.
Reconnect the battery and lightly coat the terminals with
grease.

BRAKE FLU I D
Firmly apply the brake and check for fluid leakage from the
brake system . If there is any leakage of fluid from any part of
the system, quickly replace the damaged parts.
Check for degradation and damage of the hoses, pipes and
joints. Check for looseness of joints and clamps. Also make
sure that hoses and pipes do not come i nto contact with
mechanical parts when the fork is turned, or due to vibration
when the vehicle is running.

PIPE H OS E

Before removing the reservoir cover, turn the handlebar until

the reservoi r is level.
Place a rag over painted, plastic or rubber parts whenever the
system is serviced.

CAUTION

• Brake fluid will damage painted. plastic or rubber parts.

Refill with the recommended fluid.

•
Mixing incompatible fluids can impair braking efficiency.
•
Foreign materials can clog the system. causing a reduc­
tion or complete loss of braking ability.

Date o f Issue : M a rch , 1 99 5

2-30 © H O N DA M OTO R CO . , LT D .
MAINTENANCE

When the fluid level is low (i.e. near the LOWER level inscribed
on the reservoir) remove the reservoir cover and diaphragm,
and refill to the UPPER level.

Check the brake pads for wear when refilling with brake fluid.
A low fluid level may be due to wear of the brake pads. If the
pads are worn, the caliper piston is pushed out, and this ac­
counts for a low reservoir level.
If the brake pads are not worn and the fluid level is low, check
for leakage.

o
A leak in the brake system can lead to reduced braking
LOWER LOWER
efficiency and possible loss of braking ability.
o
The recommended brake fluid differs according to
models. Certain models take DOT 4, and others take
either DOT 3 or DOT 4. Do not use DOT 3 standard brake
fluid in a model designated for DOT 4, brake failure may
result.

BRAKE SHOE WEAR

If the wear indicator arrow aligns with the "!;:,." mark on the
brake panel when the brake is applied, remove the wheel and
brake panel and check for shoe wear.

NOTE
o
If no adjustment remains before the wear indicator l imit
I N D ICATOR
is reached, this indicates excessive wear and the brake
shoes need to be replaced .

Specific brake shoe checks are listed in the Brakes section of

the manual.

Inspect the brake drum for wear or damage any time you
remove the wheel and brake panel.

If the brake drum shows any signs of cracking or excessive

corrosion that cannot be removed with emery cloth, be sure to
replace it. BRAKE PANEL "D." MARK

BRAKE PAD WEAR WEAR L I M IT WEAR LIMIT

DISC LINES
LINE
Replace pads as a set if worn to the brake pad wear l imit line
(or wear limit groove ) .

A quick visual inspection c a n b e made a t t h e leading edge of

the pads (where the disc enters the caliper) .

However, if this proves difficult, a check can be made at the

indicator on the caliper marked by the arrow ( A. ) .

ROTATIN G
D I RECTIO N
PADS LEAD ING SIDE

2-3 1
Date o f Issue : March , 1 99 5
© H O N DA M OTOR CO . , LT D .
 MAINTENAN CE

BRAKE SYSTEM
I N SPECTION FOR A I R I N SYST E M

O n hydraulic brakes, firmly apply the brake lever o r pedal, and

check that no air has entered the system . If the lever or pedal
feels soft or spongy when operated, bleed the air from the
system.

FREE PLAY ADJ U S T M E N T

On mechanical brakes, measure t h e free play a t t h e t i p o f the

brake lever or pedal as indicated here and below.

Brake pedals on scooters should be measured for free play as

indicated here.

Make adjustments for free play on cable-operated brakes at

the end of the cable. BRAKE PEDAL BRAKE PEDAL
Major adjustments are made on the brake panel end of the
cable.
Loosen the lock nut and turn the adjuster nut to correct play at
the lever.
ADJUSTER C LA M P
NOTE
•
If the u pper adjuster (on the lever) is screwed in most
(but not all) of the way before adjustment is carried
l
out, subsequent adjustment by use of the u pper adjuster •

can be conducted more easily.

When the brake cable is fastened to the fork by a clamp ,
I' J
•

. loosen the clamp before making brake adjustments .

. .

Secure the adjuster nut and tighten the lock nut on completion
of adjustment. Be certain to tighten the fork cable clamp as
well . BRAKE PANEL

I n cases where there i s only an adjuster nut, a s on many rear PIN

brakes, turn the nut to adjust the brake pedal free play.

NOTE
The adjuster nut's indentation and brake ar·m pin should
tti�- o
•

seat against one another a s shown here i n the upper

SEATED
right portion of the i l lustration to the right. If they do not
seat, there may be a change in brake play when the ad­
juster finally seats in its proper position. I
Check for play after adjustment.
X
U N S EATED
ADJUSTER mtJla.tiOOllim
NUT

Date of Issue : M a rc h , 1 99 5
2-32 © H O N DA M OTO R C O . , LTD .
 MAINTENANCE

Minor adjustment is made at the lever end of the cable.

It is necessary to turn back the lever dust boot to gain access
to the adjuster.

NOTE
•
There may be damage to the adjuster if it is positioned
too far out, leaving minimal thread engagement. When
there is more than 8 mm of threads showing, screw i n
the adjuster most, b u t not all the w a y a n d make ad­
justments on the brake panel end of the cable.

Check for looseness of the following:

•
Brake lever and pedal fasteners and adjuster lock nuts
•
Brake torque rod fasteners
•
Brake rod, cable (mechanically operated drum brake)
•
Brake arm (mechanical linkage drum brake)
•
Caliper attachment bolt (hydraulic disc brake)

Check that the cotter pins on the brake rod, torque rod etc. are
securely in place.

Operate brakes independently while riding in order to deter­

mine the effectiveness of each brake.

B RAKE PE DAL H EI G HT ADJ USTM E NT

Hydraulic brake type :

Loosen the lock n ut, a nd turn the push rod until the correct
pedal height is obta ined .

LOC K N UT B RA K E P E DAL

If adjust the brake peda l to the lower positi o n , make sure

that the clearance between the l ower end of the push rod
and the brake pedal end does not fal l below 1 mm (0 . 04 i n ) ,
a s shown .

Check for brake light switch operation after adjustment.

CLEARAN C E

B RA K E
P E DAL E N D

Date of Issue : M a rch, 1 9 95

© H O N DA MOTOR CO . , LT D . 2- 33
MAINTENANCE

If adjust the brake pedal to the highe r positi o n , never enter

the lower e n d of the push rod thread into the brake pedal
lower joint, as shown .

Check for brake light switch operation after adjustment.

If adjust the brake pedal to the highe r position , make sure

that the lower end of the push rod pin contact the brake
pedal lower joint, as shown .

Check for brake light switch operation after adjustment.

PIN

Drum brake type :

Loosen the lock nut, a nd turn the pedal adj uster bolt u nti l
the correct pedal height is obta ined .

Check for free play and brake light switch operation after
adjustment.

When free play adjustment, never enter the end of the brake
rod thread into the adjuster n ut , as shown .

0 X
B RAKE R O D

D ate of Issue : March, 1 99 5

2-34 © H O N DA M OTOR CO . , LTD .
 MAINTENANCE

BRAKE LIGHT SWITCHES

Check the brake light switch operation and adjustment by ap­
plying the brakes. Visually inspect for any damage and make
sure the reflector plate is clean within the light.

Adjust the rear brake light switch so that the brake light comes
on just prior to the brake actually being engaged . If the light
fails to come on, adjust the switch so that the light comes on
at the proper time.

NOTE REFLECTOR
PLATE
•
The brake light switch on the front brake lever cannot be
adjusted . If the front brake light switch actuation and
brake engagement are off, either replace the switch u n it
or the malfunctioning parts of the system .
•
M ake all rear brake l i g ht switch adjustments after the
height adjustment and the brake pedal free play adjust­
ment have been made.

Turn the adjusting nut on the brake light switch and not the
switch body and wires to make switch actuation adjustments.

Be sure to hold the switch body firmly while turning the ad­
justing nut.

CAUTION
• Allowing the switch body to turn during adjustment can
break the wires in the switch.

After adjustment, recheck to be sure the brake light comes on

at the proper time.

HEADLIGHT A I M
To make a vertical adjustment, loosen the headlight mounting
bolts, matching the punch mark o n the case and the bracket by
moving the headlight up or dow n . Some motorcycles have an
adjusting screw on the bottom of the headlight. I n this case,
turn the screw to make the vertical adjustment.
����"'\
For those having an adjusting screw on the side of headlight \\
HEADLIGH T
rim, turn this screw to make the horizontal adjustment.
MOUNTING
BOLT /
On some models the headlight is completely encased . The ad­
justment can be made either with the light beam adjustment
knob on the back of the light case or with a remote-type cable \" ;' I /

and knob. Refer to the Model Specific manual for the proper � PUNC H ! ADJ U STING SCREW
adjustment method. MARKS

Date of I s s ue : M a rc h, 1 99 5
H O N DA M OTO R CO . , LT D . 2- 35
MAI NTENANCE

CLUTCH SYSTEM
CLUTCH LEVER

-r
Check the play a t the end o f t h e lever on cable operated
clutches. FREE
A lot of play results i n clutch drag and stiffness in operation of PLAY �
,
the shift pedal . \
--,,'::
\

::::::::
:::: :::::_-
_ __ _
__ .
....
,

Too little play, however, results in clutch slippage.

When the clutch play is not adjusted within the prescribed

amount, correct this using the adjuster located at the end of
the cable.

Major adjustment is carried out at the clutch arm. Loosen the

lock nut and turn the adjuster nut to adjust play.

NOTE
•
Before adjusting cable play at the clutch arm, screw the
adjuster at the lever end of the cable in most, but not all
the way. This makes subsequent adjustment at the lever
end easier.

After adjustment i s complete, hold the adjuster nut securely

while tightening lock nut.

Minor adjustments are made at the lever.

On models equipped with a dust cover, turn back the cover to ADJUSTER
a l low adjustment. LOC K NUT ADJUSTER LOCK NUT
Loosen the lock nut and turn the adjuster to correct the play.

CAUTION
• The adjuster may be damaged if it is positioned too far
out, leaving minimal thread engagement.

When more than 8 mm of thread is showing, screw the ad­

juster in most, but not all the way , and make adjustments on
the clutch arm end of the cable.
CLUTCH ARM
On models with the adjuster located within the length of the
cable ( i . e . not at the end). loosen the lock nut and turn the ad­
juster to alter the play, in the same manner as described
above. LOCK NUT

On centrifugal clutch
Loosen the lock nut, tighten the adjuster bolt by about 1 turn,
then screw it back in until pressure is felt o n the bolt.
From this position, loosen the bolt 1 /8 of a turn and tigh­
ten the lock nut.

NOTE
•
When tightening the lock nut, be sure that the adjuster
bolt does not turn with it.
•
Check the operation of the clutch after adjustment.

D ate of Issu e : March, 1 99 5

2-36 © H O N DA M OT O R CO . , LTD .
 MAINTENANCE

Clutch fluid level UPPER LEVEL LINE

Adjustment for play cannot be made on hydraulic c lutches.
However, a check should be made of the fluid leve l .
I f the level i s near t h e LOWER limit inscribed o n t h e reservoir,
remove the reservoir cover and diaphragm, and refill to the UP­
PER level with the proper type of fluid .

Before removing the reservoir cover, turn the handlebar until

the reservoir is leve l .
Place a r a g over painted, plastic o r rubber parts whenever the
system is serviced.

CAUTION

• Spilling fluid on painted, plastic or rubber parts will

damage them.

Refill with the recommended fluid .

CAUTION
•
Mixing incompatible fluids can impair clutch operating
efficiency.
•
Foreign materials can clog the system, causing a reduc­
tion or complete loss of clutch ability.

SIDE STAND SIDE STAN D RU BBER

Conventional Type
Check the wear of the side stand rubber.

Replace it if it has become worn.

Support the motorcycle in an upright and level position, using

a support ( u se the center stand if available).

Hook a spring scale to the end of the side stand rubber and
check the load before the stand starts moving.
GOOD WEAR LINE WORN
Acceptable load measurements for side stands:
2 - 3 kg (4.4 - 6.6 lbs) ( Road-type)
3 - 5 kg ( 6 . 6 - 1 1 . 0 lbs) (On/Off Road type)
If the stand moves too easily, tighten the pivot bolt and
recheck. If it still does not have the required tension measure­
ment, replace the return spring.

If
See if the side stand moves smoothly and retracts fully.
If not, grease the pivot. SIDE
STA N D
Check the side play on the side stand.
If it is too great tighten the pivot bolt.
Recheck and if it is still too great, replace the parts as
"��
SIDE
necessary. PLAY

S P R I N G SCALE

Date of Issue : March, 1 995

© H O N DA MOTO R CO . , LT D . 2- 37
MAINTENANCE

Dual Motion Type

The side stand should lower easily to its first stop, then lock
after moving farther forward to support the motorcycle as the
rubber touches the ground.

When the motorcycle is lifted upright, the stand should

automatically move to the first position, and retract when kick­
SIDE STAND R U BBER
ed up.

If the side stand does not move freely, disassemble it:

�
Remove the return spring at the retracted position.
Remove the pivot bolt and remove the side stand assembly
from the frame. F IRST POSITION
Check the following parts for wear or damage:
inside of the pivot and pivot collar
- pivot dust seals
RETURN SPRING
Lubricate the pivot area with clean grease and reassemble the
side stand. \\
CAUTION
I
•
Install the dust seal with its mark side facing in.
•
Make sure that the dust seal spring is seated on the out­
side of the seal lips after installing the pivot collar.

Recheck the side stand movement.

Inspection For Side Stand With Ignition Cut-off Switch

Check the spring for damage or loss of tension.
Check the side stand assembly for freedom of movement.
Lubricate the pivot bolt and the side stand pivot area if
necessary
Tighten the pivot bolt and nut. Refer to the Model Specific
manual for specified torque.

Check the side stand ignition cut-off switch :

Sit astride the motorcycle and raise the side stand.
Start the engine with the transmission in neutra l , then shift
the transmission into gear, with the clutch lever squeezed.
Move the side stand full down.
The engine should stop as the side stand is lowered.
If there is a problem with the system, check the side stand
switch.

SUSPENSION
Compress the front a n d rear suspension a few times.
On models with exposed suspension springs, check for cracks
and damage.

•
Loose, worn, or damaged suspension parts impair vehi­
cle stability and control. Repair or replace any damaged
components before riding. Riding a vehicle with faulty
suspension increases your risk of an accident and possi­
ble injury.

Date of Issue : M a rch , 1 99 5

2-38 © H O N DA M OTOR C O. , LTD .
 MAINTENANCE

Check for squeaks in the suspension movement that could in­

dicate a lack of lubrication. Try to push the swingarm from side
to side to check for worn, damaged or loose suspension pivot
components.

If any play is detected, check for looseness of the swingarm

pivot bolt.

Check also for wear or damage to the pivot bearings (or

bushings).

If looseness is detected in the up-down motion at the end of

the arm on Pro-link suspensions, check for wear or damage to
the shock absorber mount pivot point.

Check for leakage from the oil seals on the fork, damage
from stones or scratch marks o n the working surface of the
fork tubes, and wear and peeling of the chrome plating .

On models equipped with rubber boots on the fork legs, turn

back the boots to allow inspection.
If the fork is in poor condition, disassemble and replace parts
as necessary.

NOTE
·
Replace a ny fork tube that is heavily scored .

On models with bottom link type front suspension, check for

cracks and damage to the fork rocker arms (bottom links) .
Check for play in the fork rocker arm bearing section, and in­
spect all fasteners for looseness.

Check for oil leakage around the shock absorber piston rod.
Inspect the rod for scoring, wear and peeling of the chrome
plating on the working surface.

Check for looseness, cracks and damage to the attachment

points of the shock absorber assembly. Re-tighten nuts/bolts if
necessary.

Date of Issue : March, 1995

© H O N DA M OTOR CO . , LT D . 2- 39
MAINTENANCE

SPARK ARRESTER (USA only)

• Wait until the pipe has cooled before removing or install·

ing the muffler lid. Touching the hot exhaust may result
in severe burns.
•
Perform this operation in a well-ventilated area free from
combustible materials.
Carbon particles may blow out of the clean out hole
when performing this service. Wear safety glasses to
prevent possible eye injuries .

Remove the muffler l i d . Block the end of the muffler with a

shop towel.

Start engine and rev it u p to blow accumulated carbon

deposits out of the muffler.

Be sure that the muffler lid bolts and gasket are in good condi­
tion . Replace the bolts and gasket if necessary.

Install the muffler lid and gasket and tighten the bolts securely.

NOTE
•
Do not remove the two screws that hold the exhaust
baffle in the end of the spark arrester/muffler.
The two mounting screws must be installed in the spark
arrester body at all times for the spark arrester to be
•

effective.

N UTS, BOLTS, FASTEN ERS

Check that all chassis nuts, bolts and screws are tightened to
their correct torque values at the intervals shown in the
Maintenance Sched ule.
Check all cotter pins, slip pins, hose clamps and cable stays.

Date of Issue : M a rc h , 1 99 5
2 -40 © H O N DA M OTOR CO . , LT D .
 MAINTENANCE

WHEELS/TI R ES
Making sure the fork is not allowed to move, raise the front
wheel and check for play. Turn the wheel and check that it
rotates smoothly with no unusual noises.

If faults are found, inspect the wheel bearings.

Raise the rear wheel, and check for play in either the wheel or
the swingarm pivot. Turn the wheel and check that it rotates
smoothly with no unusual noises.

If abnormal conditions are suspected, check the rear wheel

bearings.

NOTE
o
As the swingarm pivot is included in this check, be sure
to confirm the location of the play; i.e. from the wheel
bearings or the swingarm pivot.

Check for looseness of bolts/nuts in connection with the AXLE HOLDER NUT
RIM BOLT
following.
o Axles
o Axle nuts
o Rim/hub bolts

On models that have cotter pins, check that the pins are at­
tached correctly.

Check for cracks, deformation, damage and corrosion etc. of

the following parts.
• Rim
• Wheel AXLE NUT COTTER PIN AXLE
• Spokes

Raise the wheel, turn slowly and check for lateral and vertical
oscillation.

Service limit (front and rear wheels)

Lateral direction - U p to 2 . 0 m m (0 . 08 in)
Vertical direction- U p to 2 . 0 m m (0 . 08 in)

Oscillation of Comstar or cast wheels cannot be corrected.

Therefore, check for bearing play or a bent axle shaft. If
necessary, replace the wheel assembly.
If there is deformation of the rim on spoked wheels, replace
the rim.

Date of Issue : March, 1 995

© H O N DA M OTOR CO . , LT D . 2 - 41
MAINTENANCE

I nspect the spokes for looseness by tapping them with a

screwdriver.
[ s ";''oL )
If a spoke does not sound clearly, or if it sounds different from SPOKE WRENCH
the other spokes, tighten it.
Tap on the spokes and be sure that the clear metallic sound of
the same tone can be heard on all spokes.

NOTE
The spoke nipples are made of soft material. Be sure to
tighten the spokes with the proper size spoke wrench.
After tightening, check the rim for runout.

Check the pressure of each tire with a pressure gauge.

Check tire pressures when the tires are cold to assure ac­
curate, comparative measurements. Checking tires after they
are warm will give inaccurate readings.

• Riding with incorrect tire pressure can affect and impair

steering response and may result in a sudden tire
deflation.

CAUTION
• Operation without optimum tire pressure will cause
uneven tire wear.

Tire pressure specifications differ with each model. Refer to

the Model Specific manual for the correct pressures.

Check for cracks and damage to the tire tread and walls and
replace the tire if necessary.

Check for nails, pieces of metal and stones etc. which may
have become lodged within the tread or embedded in the tires.

Tread depth can be observed directly or by use of the depth

gauge.
•
If the tread depth is below minimum tread depth the tire
should be replaced.
•
Replace the tire if the wear limit indicator can be observed.
Check also for uneven wear of the tires .

NOTE
Wear indicators "I:::." are distributed a t several locations
around the tire's side wall for ease of i nspection .
•

"1:::. " MARK

D ate of Issue : March, 1 99 5

2 -42 © H O N DA M OTO R CO . , LT D .
 MAINTENANCE

STEER I NG H EAD BEARI N GS

Securely support the vehicle from beneath the frame with the
front wheel off the ground. Turn the handlebar from left to
right and check that the movement is smooth. If the operation
is not smooth or the handlebar snags or has a heavy feel in cer­
tain locations, check that there is no interference from cables
or wire harnesses. If these are not the cause, check for wear or
damage to the steering head bearings.

Check for misalignment of the front wheel with respect to the

handlebar. If the wheel is out of alignment, loosen the wheel
and fork assembly bolts/nuts, align and re-tighten. I f the wheel
cannot be aligned, check for bent suspension components or a
bent frame.

If the handlebar shows unusual shake during normal running

conditions, check the handlebar mounting fasteners and wheel
etc.

Turn the handlebar fully from left to right, and vice-versa, to

check that there is no difference between the two directions of
movement. Check also that there is no interference between
the handlebar and frame.
Also inspect for snagging of wires and harnesses on the fork
stops on the lower fork bridge.

I f the handlebar moves unevenly, binds or has vertical move­

ment, adjust the steering head bearings by turning the steering
bearing adjustment nut. Refer to the Model Specific manual for
proper procedure.

WHEEL ALIGN M ENT (FOUR TRAX)

On Four Trax models, i nspect and adjust the front wheel
alignment (toe-in, camber and caster) a s necessary.

TO E- I N

Place the vehicle o n level ground with the front wheels facing
straight ahead .

Mark the centers of the tires with chalk to indicate the axle
center height.
TOE-IN GAUGE

Align the toe-in gauge with the marks on the tires as show n.
Check the readings on the gauges scales.

Slowly move the vehicle back until the wheels have turned
1 80° so the marks on the tires are aligned with the gauge
height on the rear side.

CENTER O F WHEEL

Date of Issue : Marc h , 1 99 5

© HO N DA M OTOR CO . , LT D . 2 -4 3
MAINTENANCE

Measure the toe-in on the rear part of the tires at the same
points.
t----- A ----<-1
When the toe-in is out of specification, adjust it by changing
the length of the tie-rods equally while measuring the toe- i n .

CAMBER/CASTER

Remove t h e wheel cap, cotter p i n a n d front axle nut.

Install an attachment onto the front axle.

Put the camber and caster gauge onto the attachment.
Measure the camber.

Set the turn gauge under the front wheels.

Measure the caster.

Camber and caster are not adjustable. If they are out of

specification, check the suspension and frame for damage and
replace any parts necessary, then recheck alignment.

Date of Issue : March, 1 995

2-44 © H O N DA M OTOR C O . , LT D .
 3. ENG I N E TESTI NG
SERVICE I N FORMATION 3-1 COMPRESSION TESTING 3-2

TROUBLESHOOTIN G 3- 1 LEAK-DOWN TESTIN G 3-3

�------� 11

SERVICE I N FO RMATION
Compression and leak-down tests offer important knowledge of the mechanical condition of the engine i n question. Both
tests must be done to accurately evaluate engine condition. A compression test can quickly show if all contributing factors
allow engine operation withi n basic service limits or if either the piston rings/cylinder(s). or the valves/valve seats in the case
of 4-strokes, are suspect. In order for a compression test to be accurate, the instructions must be followed closely, the engine
must contain only standard components and the battery on electric start models must be in perfect condition. A leak-down
test can effectively pin-point whether the piston rings/cylinder(s). valves/valve seats, head gasket, or crankcase seals and
gaskets i n the case of 2-strokes, individually or all together are i n need of service.

TROUBLESHOOTI NG
Cylinder compassion i s low o r uneven
Faulty valve mechanism
- Incorrect valve clearance
- Bent, burned or sticking valves
- Worn or damaged valve seat
- Incorrect valve timing
- Broken valve spring
- Faulty hydraulic valve adjuster
Faulty cylinder head
- Leaking or damaged head gasket
- Warped or cracked cylinder head surface
Faulty cylinder or piston
- Worn or damaged piston ring (s)
- Worn piston or cylinder
- Stuck piston ring i n the ring g roove

2-stroke engines , compression is low or uneven with signs of lean air/fuel mixture
o
Crankcase primary compression too low ( 2-stroke engines)
- Damaged reed valve
- Damaged crankshaft seal
- Damaged crankcase or cylinder base gasket

High cylinder compression

o Excessive carbon build-up on piston or combustion
chamber

3- 1
Date of Issue : March, 1 99 5
© H O N DA M OTOR CO . , LT D .
ENGINE TESTI NG

COM PRESSION TESTING

G E N E RAL

A compression test is a quick and easy way to check the general condition of an engine. This test should be P.erformed prior to
any tune-up work, especially if the machine did not come in under its own power. I f the engine has a burnt valve for instance,
the customer should be notified that the tune-up will have no benefit without the other necessary engine work. A compres­
sion test should also be done if you feel that the motorcycle, scooter or ATV l acks power, especially during acceleration.

A compression test can be inconclusive though, if the engine i s not completely stock, if the battery is not in perfect condition
(in electric-start models, engine cranking speed may be low) or if, the test instructions are not followed completely. In each of
these situations, the compression registered will be lower than the service limit in the Model Specific service manual .
When you do get a valid compression test, there is something else to consider.
What if the compression is below the service l imit, or if the compression is relatively even between each cylinder, and the
engine is not smoking ? There may be no reason for an expensive rebuild on a good running engine. If, on the other hand, the
compression on any one cylinder in a twin o r multi-cylinder engine i s significantly lower, the engine must be rebuilt.

TESTI N G
N OTE
I f the motorcycle has a decompressor, be sure it is
adjusted properly before checking compression . On
•

motorcycles equipped with an automatic demcom­

pression sta rtin g system, the decompressors m u st be
deactivated prior to checking .

Warm up the engine to normal operating temperature.

Ten minutes of stop and go ridi ng i s sufficient.

Stop the engine and remove a spark plug from each cylinder.
Install the compression gauge attachment to the cylinder to be
tested .
Connect the compression gauge
NOTE
•
Make sure that there are no leaks around the attach­
ment.

TOOL:
COMPRESSION GAUGE 0730 5 - 00 1 0000

Kick start models:

Fully open the throttle and choke valves, strongly kick the
starter pedal through several times, and check the
compression. ATTACHM ENT
Electric start models:
Turn the engine stop switch "OFF"
N OT E
•
If the engine stop switch is in the " O FF" position the
starter motor will not operate . Remove the spark plug
cap from the spark plug . Using tape o r strings, secure
the cap to any convenient plastic body part. Then turn
the engine stop switch " R U N " and c ra n k the engine with
the starter moto r .
Fully open t h e throttle and choke valves, cra n k t h e engine
with the starter motor, and check the compression .

NOTE
To avoid discharging the battery, do not operate the
electric starter for more than seven seconds.
•

Date of Issue : M arch , 1 995

3-2 © H O N DA M OTO R CO . , LT D .
 ENGINE TESTING

If compression is low, d rop a small amount of clean engine

oil into the cylinder, then recheck the compression .
- I f compression increases to more than the previous
readi n g , I nspect the cylinder a nd piston rings.
- If com pression remains low, check the valves, valve seats
and cyl inder head .
If compression is hig h , check for the accum u lation of car­
bon deposits i n the combustion chamber a nd/or on the
piston h ea d .

LEAK-DOWN TESTI NG
4-STROKE LEAK-DOWN TEST I N FO RM AT I O N

A leak-down test i s a more comprehensive engine d iagnostic

� P R ES S U R E
test than a compression test. A leak-down tester consists of S U PPLY
a calibrated pressure gauge connected to a pressure regulator
and a flow restrictor .
The tester a llows you t o measure the rate a t which a i r leaks
past a cyl inder's rings and valves.

There are several tools, specifically designed for leak-down

testing 4-stroke engines, that are commercially available from
ATIAC H ME N T
several general tool sources.

A leak-down test provides a clear indication of whether or not FROM

P R ESS U RE
the combustion chamber is sealing properly. The test involves
SOURCE
pressurizing the combustion chamber and measuring the rate
at which the air is lost past the rings and valves (or head
gasket ) . A range of the allowable percentage of leak-down
past the rings and valves is suggested by each tester manufac­
ture r . For instance, if the supply of air pressure is 1 00 psi ,
and the cylinder is a ble to maintai n a pressure of 90 psi , the
cylinder is said to have 1 0-percent leakage, based o n the sup­
ply flow rate.

But perhaps m ore i mportant than a determination of whether TDC ( CO M PR ES S I O N )

the engine needs repair, is to find out more precisely where
the problem lies.

The first step i n the test is to instal l the hose from the tool into
the spark plug hole, as you would i n a compression test. Next
position the crankshaft with the piston at top dead center. Be
sure to remove the wrench from the crankshaft after postion­
ing in case the air pressure against the piston puts the
cran kshaft i n motion .

Then pressurize the combustion chamber with a steady,

regulated pressure, again, as instructed by the tester manufac­
turer. Now you simply listen to the airbox, exhaust and
crankcase filler cap to determine whether the intake valve(s),
exhaust valve(s) or rings, respectively, are leaking.

3-3
Date of Iss ue : March, 1 99 5
© H O N DA MOTOR CO . , LTD .
ENGINE TESTING

Squirting a little soapy water around the cylinder a n d head mating area will tell you if the head gasket i s leaking to the outside
atmosphere. C�ecking for bubbles in the cooling system of a liquid-cooled machine will tell you whether or not the head
gasket is leaking into the cooling passages. The only thing this test won't tell you is the difference between a head gasket lea k
into the adjacent cam chain (or gear) well, and a leak past the piston rings.

Be sure to follow the leak-down test tool manufacturer's instructions precisely when making this inspection.

2-STROKE PRESS U R E/VAC U U M LEAK-DOWN TEST I N FO RM AT I O N

Regular crankcase leak-down testing is much more important to the lifespan of a 2-stroke engine than a 4-stroke. Because the
engine relies on a very precise air/fuel mixture to ensure proper engine lubrication, the slightest air leak can lead to an engine
seizure. Consider these regularly scheduled tests as cheap insurance.

Pressure/vacuum tests on 2-stroke engines should always include both a pressure and a vacu um tests, both or which are per­
formed with essentially the same equipment.

Pressure/vacuum leak-down test equipment, specifically designed for 2-stroke engines, is commercially availablE;! through
various motorcycle and general tool sources.

A pressure/vacu u m leak-down test tool consists of hand pressure/vacuum p u m p and various adaptors to seal you r engine .
The test provides a clear i ndication of where a leak , or leaks, exist. Possible areas for leaks i nclude anywhere downstream
of the carburetor until the mixture is ignited and forced out the exharst . Leaks can occur between the mating su rfaces of
the crankcases if the gasket fails . If this gasket fails between the crankcase a nd the transmission , the mixture will become
much richer as transmission oil i s slowly drawn into the engine . Similarly, a leaking crankshaft seal on the transmission
primary gear side will also consume transmission oil . Other air leaks include the cylinder base gasket, the magneto side
cra n kshaft sea l , leaks between the reed valve assembly and its gaskets, and leaks in the carburetor mounting boot between
the carb and the reed valve .

Although some cyl inders are more d ifficult to seal for leakage down testing , such as those equ ipped with H . P . P . valves, the
general procedu re that follows can be used o n most two-stroke engines.

The first step i n the testing prodecure i s to remove the exhaust and to effectively seal the exhaust port . This is done by bolting
a piece of i nner tube between the exhaust manifold and the exhaust port, with a plate made specifically to bolt over the
exhaust port, backed by a rubber seat, or with some form of expandable rubber plug . N EXT the carb u retor is removed and
a plug i s clam ped sn ugly in place where the carburetor was . This leaves only the seals and gaskets to show any defects they
may have . Then an attachment is inserted i nto the spark plug hole and pressure a pplied with a hand p u m p . Often a brake
bleeder pressure/vacu u m tool i s used for this pu rpose .

Spraying soapy water around the inlet tract, reed valve and crankcase mating a reas will produce bubbles where there are
leaks.

The vacuum portion of the test ensures that the negative sealing characteristics of the crankshaft seals are adequate.

Be sure to follow the leak-down test tool man ufacturer's instructions precisely when making this inspection.

Date o f Issue : M a rc h , 1 99 5
3-4 © H O N DA M OTO R CO . , LTD .
 4. LU BRICATION
SERVICE IN FORMATION 4- 1 OIL PUMP I NSPECTION 4-9

SERVICE DATA 4- 1 PRESSU RE RELIEF VALVE 4- 1 0

TROUBLESHOOTIN G 4-2 OIL PUMP/OIL LINE BLEEDING

(2-Stroke Engine) 4- 1 1

IE
SYSTEM DESCRIPTIONS 4-3
OIL COOLER INSPECTION 4- 1 2
OIL PUMP DESCRIPTIONS 4-7

OIL PRESSURE CHECK 4-9

SERVICE I N FORMATION
4-Stroke Engines:
Refer to the Model Specific manual for:
- Oil pump removal/installation
- Oil strainer screen cleaning
- Oil filter replacement
- Oil level inspection/oil change
The service procedures in this section can be performed with the engine oil drained .
When removing and installing the oil pump use care not to allow dust or dirt to enter the engine.
If any portion of the oil pump is worn beyond the specified service l imits, replace the oil pump as an assembly.
After the oil pump has been installed check that there are no oil leaks and that oil pressure is correct.

2-Stroke Engines:
•
When removing and installing the oil pump, clean the engine around the pump and oil pump itself.
•
Do not attempt to disassemble the oil pump.
• Bleed air from the oil pump if there is air in the oil inlet line and each time the oil line is disconnected .
•
Fill the oil outlet line with oil whenever the oil outlet line is disconnected .
•
Refer to section 2 for oil strainer screen cleaning and oil pump control cable adjustment.

SERVICE DATA
Use only recommended oil for your vehicle. Viscosity requirements vary according to the air temperature range encountered
during operation. Refer to the Model Specific manual for specific oil recommendations for the model you are servicing .

G EN ERAL
Oil recommendations:
4-Stroke engine/ API Service Classification: S F or SG
transmission and Viscosity: SAE 1 0W - 40
2-Stroke transmission oil
Other viscosities shown in the chart may be used OIL VISCOSITIES
when the average temperature in your riding area
is within the indicated range .

0 20 40 60 80
I
1 00 ° F
-20 - 1 0 0 10 20 30 40 ° C

2-Stroke engine oil Separate lubrication Pro-Honda Two-Stroke oil or equivalent

Mechanical lubrication
systems
Premix-Type systems Pro- H onda Two-Stroke oil or equivalent ( n o concentrates)
Refer to M odel Specific man uals for recom mended fuel/oil ratios .

Date of Issue : March , 1 99 5

© H O N DA MOTOR CO . , LT D . 4- 1
LUBRICATION

TROUBLESHOOTI NG
4-Stroke Engines: 2-Stroke Engines With Separate Oiling System:
Oil level low Excessive smoke and/or carbon on spark plug
•
Oil consumption Faulty oil pump (too much oil flow)
External oil leaks
•

• •
Low quality engine oil
•
Worn piston ring or incorrect piston ring installation
•
Worn valve guide or seal
•
Oil pump worn or damaged ( D ry sump engine)

Overheating or seized piston

No oil in tank or clogged oil line
Air in oil l ines
Oil contamination (White appearance) Faulty oil pump (too l ittle oil flow)
•
From coolant mixing with oil (liquid-cooled engine) Clogged oil strainer
- Faulty water pump mechanical seal Oil not flowing out of tank
- Faulty head gasket Clogged oil tank cap breather hole
Water leak in crankcase Clogged oil strainer

Low or no oil pressure 2-Stroke Engines Using Premixed Fuel/Oil:

•
Clogged oil orifice and/or orifices Excessive smoke and/or carbon on spark plug
•
Incorrect oil being used •
Improper jetting for altitude, air temperature and track
conditions
•
Improperly mixed fuel/oil - too much oil in fuel
•
Fuel/oil mixture too old - gasoline has evaporated/gone
bad
Only On Models Equipped With Oil Pressure Switch:
High oil pressure
•
Pressure relief valve stuck closed
•
Plugged oil filter, gallery, or metering orifice
•
Incorrect oil being used Overheating or seized piston
•
I mpro pe r jetting for altitude, air temperature and track
conditions
• F ue l/o i l mixture too o l d o xi d ized o i l /d e gra de r
-

lubrication
Low oil pressure Premix oil too old- oxidized/degraded lubrication
Pressure relief valve stuck open
•

•
•
Poor quality premix oil
Clogged oil filter screen Improperly mixed fuel/oi l - too little oil in fuel
O il pump worn or damaged
• •

Using fuel/oil premix ratio other than recommended

Internal oil leaks
• •

Incorrect oil being used

•

•
Low oil level

No oil pressure
•
O i l level too low
•
O i l pump drive chain or drive sprocket broken
•
Oil pump damaged (pump shaft)
•
Internal oil leaks

Date of Issue : March , 1 995

4-2 © H O N DA M OTOR CO . , LTD .
 LUBRICATION

SYSTEM DESCRI PTIONS

4-STROKE SYSTE M S

TYPICAL OIL FLOW PATTERN OIL PIPE

CAMSHAFT

OIL
CO NTROL -+!----=!"!�
ORIFICE

NOTE
Some systems include
a relief valve that
opens to maintain
the oil flow when the
filter is excessively
restricted due to
contaminants, or,
when the oil temperature
is so low that it will not
OIL P U M P
flow through the filter.

ROCKER ARM, CONN ECTING R O D S MALL

CAMSHAFT •• • • • ROCKER ARM S HAFT END, P I STON, CYLINDER

-+ : Forced
•
•
pressure path

• •t : Spray path

Date of Issue: Sep . , 1 988

© HONDA MOTOR CO . , LTD. 4-3
LUBRICATION

FOU R-STROKE E N G I N ES

Wet-Sump Type
Wet-sump engines contain their total oil volume within their
crankcases. In these systems, oil is pumped from the sump in
the crankcase, through a strainer screen and/or oil filter and
then is pressure fed to various engine components. Oil return­
ing from these now lubricated areas flows back into the sump
by gravity.

Some wet-sump engines use only a strainer screen to filter the

oil. Others use a combination of a strainer screen and a
centrifugal-type filter, or a more conventional pleated paper­
type filter.

OIL PUM P

Dry-Sump Type
Dry-sump systems use an external oil tank and dual-function
oil pumps. In this system, the pump draws in oil for delivery to
the various components and pumps oil out of the sump and
back to the oil tank.

Since this design eliminates the need for space to contain the
oil within the lower portion of the crankcases, the engine can
be positioned lower than would otherwise be possible . This
design often incorporates routing and oil storage configura­
tions that aid in lowering oil temperature.

General
A spray-type system is often utilized in either design illustrated
here as well as in some two-strokes engine designs. Here oil is
literally sprayed through oil jets directly into internal com­
ponents such as the connecting rod, to help ensure l ubrication
and cooling of the rods and pistons.
Some systems include oil pressure-controlling relief valves to
help ensure lubrication even if the filter is clogged or the oil
temperature is so low that it will not flow through the filter.

Oil filters and/or strainer screens are postioned within the

lubrication sytem to trap contaminants before the oil is routed OIL PUMP
back into the lubricant pathways.

Date of Issue: Sep . , 1 988

4-4 © HONDA MOTOR C O . , LTO.
 LUBRICATION

TWO-STR O K E L U B L I C AT I O N SYSTEM S SCAVENGING SCAVENGING

PORT PORT
Unlike four-stroke engines, two-stroke engines use the i nternal
crankcase area as a suction chamber and, therefore, cannot
use a sump-type oiling system . Consequently, the following
two systems have been adopted in order to provide lubrication
to the cylinder, piston rings, connecting rod and crankshaft C RAN KSHAFT
bearings. Each system type relies on oil i ngested together with
the gasoline. I n Separate Oil systems, engine l ubrication oil is CRANKCASES
introduced downstream of the carburetor. Oil is combined
with the gasoline before it reaches the carburetor i n Premixed
systems.

C O N N ECTING ROD

SEPARATE OIL SYSTEMS:

Virtually all street motorcycle and scooter two-stroke engines use a pump-operated system to lubricate engine components.
Oil in this type of system is drawn from a separate oil tank by an oil pump that introduces the oil directly into the air/fuel inlet
tract beyond the carburetor.

Periodic level checks and refilling of the oil tank is required since the oil in the tank is continually drawn u po n when the engine
is running.

FUEL TANK

CHECK VALVE

I N TAKE PIPE

The amount of lubricant delivered to the engine is dependant

on both engine rpm and throttle position.

Some of these systems include provisions for circulating the

transmission oil within the gearbox portion of the crankcases
with the same oil pump.

4-5
Date of Issue: Sep. , 1 988
© HONDA MOTOR C O . , LTD .
LUBRICATION

PREMIXED COIL IN FUEL) SYSTEMS:

Premixing engine oil with gasoline i s the most widely used system on competition models.

The combined air/fuel/oil mixture is introduced directly through the inlet tract with the assistance of the carburetor. Lubrica­
tion to the crankshaft and both connecting rod bearings as well as the piston rings and cylinder walls i s achieved as this mix­
ture i s drawn into the crankcase by the suction of the piston movement.

It is important to USE O N LY THE R E CO M M EN DE D FUEL/OIL RATIO . All Honda engines are designed to operate most efficiently
and with greatest durability using the recommended premix ratio. All standard carburetor jetting is based on this ratio .

Standard jetting is based on the recom m ended premix ratio at sea level and 20 'C (68'F) .

CAUTI O N
•
Use of a fuel/oil premix ratio other than the recommended may affect overal l jetting , engine performance and may
lead to premature engine wear or damage .

Freshness of the fuel/oil mixture is very i mportant to both the overall performance of the machine as well as the lubricating ef­
ficiency of the oil .

Only use gasoline that has been pumped from a high-volume station within the previous two weeks i f optimal competition
performance i s req uired. Even general use applications call for gasoline that is no more than eight weeks old.

For optimal lubrication efficiency in this system, use the premixed fuel/oil within 24 hours after it i s mixed. Two-stroke premix
oil that is not stored in resealable containers should be discarded in a proper manner if it i s not used completely within one
month after opening . Oil stored i n non sealed container i s subject to oxidation that degrades the oil's lubrication qualities.

Vegetable-type premix oils separate from gasoline more easily than mineral oils, especially in cold weather. It is advisable to
use mineral oil when ambient temperatures below 0 ° C ( 3 2 ° F ) are expected.

CAUTION
•
Mixing vegetable and mineral-based oils will causa premature engine wear or damage.

D ate of Issue : March, 1 995

4- 6 © H O N D A M OTO R C O . , LTD .
 LUBRICATION

OIL PUMP DESCRI PTIONS

TROC H O I D TYPE
The trochoid-type oil pump is the most common oil pump
design used in 4-stroke engines. It is designed to turn two
rotors within a casing, with an inner rotor fixed on the pump
shaft (drive shaft) and an outer rotor on its circumference.
When the i nner rotor is turned by means of the oil pump shaft,
the outer rotor also turns, with the clearance between the two
rotors varying. Lubricant is drawn through by suction when
the clearance is enlarged. Oil is delivered to the opposite side
through this clearance and i s then routed into the discharge
passage when the clearance lessens. The more teeth the i nner
and outer rotors have, the less the amount of pulsation. The oil
flow volume increases in direct proportion with the increase in
thickness of the rotor dimension.

Some models have a double rotor trochoid-type oil pump

which collects oil directly from both the oil cooler and the OUTER ROTOR D ISCHARGE
sump.

I N N ER ROTOR

M A I N GALLERY

4-7
Date of Issue: Sep . , 1 988
© HONDA MOTOR C O . , LTD.
LUBRICATION

PLUN G E R TY PE

Virtually all non premix lubricated 2-stroke engines are equip­

ped with a plunger-type oil pump.

Some plunger pumps are driven by crankshaft via the oil pump
gear shaft, and others are directly driven by crankshaft.

The oil pump cam i s depressed under a spring. Turning the cam
causes the plunger to reciprocate so that the pumping move­
ment is repeated . The amount of lubricant is controlled propor­
tionally with the cam rotation.

The pump i s designed to control the amount of lubricant

discharged per crankshaft rotation by varying the plunger
stroke through the operation of the cam interlocked with the
carburetor throttle.

The combined function of these two mechanisms allows the

proper flow of lubricant depending on load conditions and
engine rpm.

Oil Pump Operating Principle

V LVE

s)

D I SCHARGE
PORT

( 1 ) As the valve descends, it blocks the outlet passage while gradually opening the inlet passage.
(2) Here at the "bottom dead center" position, the outlet passage is completely closed while the i nlet passage is completely
opened allowing free flow of oil into the p u m p chamber.
(3) With the oil chamber filled, the valve ascends closing the inlet passage.
(4) The valve ascends further, allowing free flow of oil through the outlet passage.
(5) The plunger also ascends, compressing the oil inside the pump chamber and pumping oil out through the outlet passage,
towards the intake pipe via the outlet line.

Date o f Issue: Sep. , 1 988

4-8 © HONDA MOTOR CO., LTD .
 LUBRICATION

OIL PRESSU RE CHECK

NOTE
This procedure is for vehicles equipped with an oil
pressure switch.
•

•
If the engine is cold, the pressure reading will be abnor­
mally high. Warm up the engine to normal operating
temperature before starting this test.
•
Refer to the Model Specific manual for specifications.

Stop the engine and pull off the switch cover. Disconnect the
switch wire by removing the screw.
Turn the ignition switch O N and check that the oil warning
light does not come on.

If the warn i ng light comes o n , there is a short circuit in the

switch wire . Repair or replace as necessary.
NOTE: Apply sealant only to the area shown.
Remove the oil pressure switch (see the Model Specific
manua l ) . APPLY
Install t h e attachment as necessary and connect t h e oil SEALANT
pressure gauge.

( s Tc:oL)
OIL PRESSURE GAUGE: 07506 - 3000000
ATTACHMENT: Refer to Model Specific manual.

Check the oil level and add the recommended oil i f necessary. 3 - 4 mm

Start the engine and check the oil pressure. If it is normal,

replace the oil pressure switch.

Stop the engine. BODY CLEARANCE FEELER

Apply 3-BON D® sealant or equivalent to the pressure switch GAUGE
threads and install.

CAUTION
•
Overtightening the switch can cause crankcase damage.

Connect the oil pressure switch wire and start the engine.

Check that the oil pressure warning indicator goes out in one
or two seconds.

If the oil pressure warning indicator stays on, stop the engine
SHAFT
immediately and determine the cause.

OIL PUM P I NSPECTION TIP CLEARANCE -��v F EELER GAUGE

TR O C H O I D TYPE
NOTE
•
Where there are two pair of inner and outer rotors, check
each side of the pump as described below.
Measure at several places and use the largest reading to
compare to the service limit.
•

Disassemble the oil pump and clean the parts with clean oil.
Set the inner and outer rotors into the pump body properly.
Measure body clearance (pump body-to-outer rotor) and tip
clearance (inner rotor-to-outer rotor) using a feeler gauge.

Date of Issue : N ov . , 1 989

CO H O N DA M OTO R CO. , LTD . 4-9
LUBRICATION

Measure the side clearance (rotor side-to-body) with a straight SIDE

edge and feeler gauge. CLEARANCE
STRAIGHT EDGE
NOTE
•
If there i s a cover gasket, measure the clearance with the
gasket installed.

Refer to the Model Specific manual for all clearance

specifications.

0-RING
PLUN G E R TYPE

NOTE
Do not disassemble and try to repair a two-stroke oil
pump; it will not operate properly once reassembled.
•

•
Replace the pump if it is w·orn or damaged.

Remove the oil pump and inspect for the following:

- Worn or damaged pump gear
Oil leaks from seals
Binding pump shaft

Connect the oil tube from the oil tank to the suction side, then
turn the shaft. Check that oil flows out of the outlet.

PRESSURE RELI EF VALVE

Remove the snap ring, washer, spring and valve from the valve
body.
Check the valve and body for wear, scratches or damage.
WASHER
Check the snap ring groove for damage. If the snap ring groove
is damaged, the oil supply will be reduced and the engine may
seize.

NOTE
Install the valve with the open side facing toward the
VALVE
spring .
•

In-Set Type Oil pump VALVE

Remove the cotter p i n , seat, spring and valve.
Check the valve for wear or damage.

NOTE
• Install the valve with the closed side facing the spring.

COTTER
SPRING PIN

Date of Issu e : N ov . , 1 989

4- 1 0 © H O N DA M OTOR CO . , LTD .
 LU BRICATION

OIL PUMP /OIL LI N E BLEEDING O I L OUTLET L IN E .

(2-STROKE ENG I N ES)

CAUTION

• Be sure to bleed all air from the oil system. Air in the oil
system will block or restrict oil flow and can cause
serious engine damage.

NOTE
\
Bleed air from the oil suction line and oil pump whenever
the oil lines and pump have been removed, there is no oil C LEAN
i n the tank, or there i s air i n the oil lines. C LOTH
•
Bleed air from the oil suction line and pump first, then
bleed the oil outlet line.

S U CTI O N L I N E , O I L PU M P BLEEDI N G
Fill the o i l tank with the recommended oil.
Place a shop towel around the oil pump.
Disconnect the o i l l ines from the oil pump, and fill the pump
with oil through the pump outlet.
Let oil drip from the inlet line to expel any air that may be in the
line, and then reconnect the suction line to the pump inlet.
If there i s a bleed bolt, loosen it until there are n o air bubbles i n
the oil coming out of the bolt hole, then retighten the bleed
bolt.
Check that there is no air in the oil line.
Next, bleed air from the oil outlet line.

OUTLET L I N E BLEEDI N G
O I L OUTLET LINE
Remove the oil outlet line and close t h e intake pipe joint.
Bend the oil outlet line into a "U" form with both the ends
parallel, and fill the oil outer line with clean o i l .

Connect the o i l outlet l i n e t o t h e o i l pump joint.

Start the eng i ne and allow it to idle with the oil control lever i n
t h e fully open position, making sure that oil i s flowing o u t of
the oil outlet line.

•
Perform this operation in a well ventilated area. Exhaust
contains poisonous carbon monoxide gas that can cause
loss of consciousness and may lead to death.
CAUTION

• Run the engine at the lowest necessary rpm level to

avoid possible engine damage if oil flow is restricted.

Stop the engine and again bleed air from the oil inlet line and oil
pump if oil does not flow out within one minute. Then recheck
oil flow.

Connect the oil outlet l i ne to the intake pipe joint.

Date of Issu e : N ov . , 1 989

© H O N DA M OTO R CO . , LTD . 4- 1 1
LU BRICATION

OIL COOLER I NSPECTION FIN

Check the oil line connections for leaks.

Check the oil cooler for bent or collapsed fins.

Straighten the bent or collapsed fins with a suitable, small,
blade-type screw driver if necessary.
Check the air passages for clogging or restriction.
Blow dirt out from between core fins with compressed air or
wash off dirt with water.

Date of Issue: Sep . , 1 988

4- 1 2 © HONDA MOTOR CO . , LTO.
 5. COOLI NG SYSTEM
SERVICE INFORMATI O N 5-1 SYSTEM TESTING 5-7

TROUBLESHOOTING 5- 1 THERMOSTAT 5-8

SYSTEM DESCRIPTIONS 5-2 WATER PUMP 5-8

COOLANT 5-6

SERVICE I N FO RMATION

• Wait until the engine is cool before slowly removing the radiator cap. Removing the cap while the engine is hot and the
coolant is under pressure may cause serious scalding.
•
Radiator coolant is toxic. Keep it away from eyes, mouth, skin and clothes.
- If any coolant gets in your eyes, rinse them with water and consult a doctor immediately.
- If any coolant is swallowed, induce vomiting, gargle and consult a physician immediately.
- If any coolant gets on your skin or clothes, rinse thoroughly with plenty of water.
•
KEEP OUT OF REACH OF CHI LDREN

• Add coolant at the reserve tank. Do not remove the radiator cap except to refill or drain the system .
• A l l cooling system service c a n be made with t h e engine i n the frame.
• Avoid spilling coolant on painted surfaces.
• After servicing the system, check for leaks with a cooling system tester.
• Refer to section 25 for fan motor thermostatic switch and temperature sensor inspections.

TROUBLESHOOTI NG
Engine temperature too high
• Faulty temperature gauge or gauge sensor (see section 2 5 )
• Thermostat stuck closed
• Faulty radiator cap
• Insufficient coolant
• Passages blocked in radiator, hoses, or water jacket
•
Air in system
•
Faulty cooling fan motor
• Faulty fan motor switch (see section 2 5 )
• Faulty water pump

Engine temperature too low

• Faulty temperature gauge or gauge sensor
•
Thermostat stuck open
•
Faulty cooling fan motor switch (see section 2 5 )

Coolant leaks
•
Faulty pump mechanical seal
• Deteriorated 0-rings
• Faulty radiator cap
•
Damaged or deteriorated gaskets
•
Loose hose connection or clamp
•
Damaged or deteriorated hoses

5- 1
Date of Issue : Sep. , 1988
© HONDA MOTOR CO., LTD.
COOLING SYSTEM

SYSTEM DESC R I PTIONS

A liquid cooling system a llows optimal engine operating temperature while preventing overheating and overcooling.
The coolant is pumped through the system by means of a water pump. Combustion heat is absorbed by the coolant in the
course of its passage through the water hoses, water jacket around the cylinder, and through the cylinder head . The coolant
then passes into the radiator through the thermostat and upper radiator hose . The hot coolant is cooled by air in the course of
its passage through the radiator and is then returned i nto the water pump through the lower radiator hose.

SYSTEM FLOW PATTERN S

TYPICAL 4-STROKE ENGINE:

RADIATOR ---�...""l
CAP

RADIA

LOWER
HOSE

WATER PIPE

TYPICAL 2-STROKE ENGINE:

RADIATOR

CYLINDER

WATER
PUM P

5-2
Date of Issue: Sep. , 1 988
© HONDA MOTOR CO., LTD.
 COOLI N G SYSTEM

RADIATOR

Coolant temperature is decreased by dissipating heat into the

air by means of the radiator fins as the coolant passes through TUBE
.
the radiator tube. The larger the fin's surface area, the more
the radiator exerts its cooling capacity.

It is important that air is permitted to pass through the radiator

fins so that the heat i s dissipated from the coolant to the fins
and into the atmosphere. Crushed or twisted fins will not per­
mit heat to be dissipated because of inability of the air to pass
through them, resulting in lowered cooling capacity. If 1 /3 or
more of the fins are crushed or twisted, the fins should be
repaired using a small flat blade screwdriver.

HOT CO OLANT COOLING FAN

C O O LI NG FAN

Heat i s dissipated into the atmosphere because of the dif­

ference i n temperature between the air and the coolant which
has absorbed the heat.

If air around the radiator i s stagnant, or when the atmospheric

temperature is high, since the temperature difference between
the atomosphere a n d the coolant becomes smaller, heat
dissipation is decreased , adversely affecting engine cooling .

A cooling fan mai ntains the cooling performance u nder severe

conditions. It forces air to flow through the radiator and around COOLED COOLANT
the engine to dissipate heat, whether the machine is moving or
not.

C O O L I N G FAN SWITC H

The fan switch a u tomatically starts or shuts down the cooling

fa n dependi n g o n the temperature of the coolant. While the
coolant temperature is low, the fa n motor switch is turned
O F F . When the coolant temperature rises, the thermo-wax
in the switch is expa n d to the switch is turn ON a n d causes
the cooling fan to t u rn .

Date of Issue : M a rch , 1 99 5

© H O N DA M OTOR C O . , LT D . 5-3
COOLING SYSTEM

RADIATOR CAP

The boiling point of the coolant may be increased by providing

a pressure-type cap (hereafter, radiator cap) on the coolant in­
let. The radiator cap serves to increase the coolant
temperature as well as to retain pressure in the cooling
system.

Coolant Boiling P o i nt ( Coola nt of 50-50 mixture) PRESSU R E

VALVE
Pressure Boiling Point
0 (Atomospheric pressure) 1 09' C ( 2 2 8'F) approx.
U nder 1 2 . 8 psi (0. 9 kg/cm2) 1 29'C ( 26 4'F) approx . VENT VALVE
Under 1 5 . 7 psi ( 1 . 1 kg/cm2) 1 3 1 'C (268'F) approx.

• Wait until the engine is cool before slowly removing the

radiator cap. Removing the cap while the engine is hot
and the coolant is under pressure may cause serious
scalding.

As the coolant temperature increases, the difference i n

temperature between the coolant a n d atmosphere becomes
greater.
Due to the pressurized system , coolant vapor loss is prevented
while the cooling effect is enhanced. TO
RESERVE
The radiator cap is provided with a pressure valve and vent TAN K
valve which maintain the pressure in the cooling system at a
-
constant leve l .

PRESSURE
If the pressure in the cool ing system i s increased due t o t h e in­
crease in coolant temperature, the pressure is kept constant
by means of a pressure valve .

If the pressure exceeds the prescribed l imit, the pressure valve

is opened so that the pressure in the cooling system is
regulated by releasing the coolant ( whose vol u me has expand­
ed due to the increase in temperature ) . The pressure at which FROM
the pressure valve begins to open i s called the radiator valve RESERVE
opening pressure. TANK

When the coolant temperature i s decreased after shutdown of

the engine and the coo ling system pressure i s reduced (with
the coolant volume contracted ) , the vent valve is opened by
atmospheric pressure and coolant from the reserve tank flows
back into the cooling system.

D ate of Issue : March , 1 99 5

5-4 © H O N DA M OTOR CO . , LTD .
 COOLING SYSTEM

RESERV E TANK

A s explained i n the preceding paragraph " Radiator Cap", the

reserve tank serves to temporarily store the reserve volume of
the coolant.
This aids to control the coolant level in the cooling system . The
reserve tank is connected to the radiator by means of a siphon
tube.

THERM O STAT COLD ENGINE

TO RADIATOR
The thermostat is installed between the water jacket of the
cylinder head and the radiator.

The thermostat helps warm up the engine by preventing

coolant circulation when the temperature of the engine
(coolant) is low by closing a valve.

It is an automatic valve designed so that when the engine

temperature increases, thermostat wax expands to open the
valve, allowing the coolant to circulate through the radiator.
FROM CYLINDER
�
H EAD

Even if atmospheric temperature varies, the thermostat con­ H OT E N G I N E T O RAD IATOR

trols the engine temperature at a constant level.

If the thermostat is stuck open , the coolant circu lates even at

low temperatures. This prevents optim u m engine operating
temperature and leads to overcooling .

If the thermostat is stuck closed , it contributes to overheatin g ,

since i t prevents coolant circulation and prevents the radiator
from dissipating the heat if the engine temperature exceeds ___
..._

�
the critical limit .

FROM CYLINDER H EAD

WATE R P U M P

The water pump prompts the natural circulation o f the coolant

i n the cooling system, which is carried out by convection. It
also feeds the coolant uniformly to the cylinder and cylinder
head water jacket so that effective cooling is maintained .

When the impeller turns, centrifugal force draws the coolant

through the water pump inlet and discharges it into the
engine's water jacket.
FROM RADIATOR

WATER PUMP
I MPELLER

5-5
Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR CO . , LT D .
 /t.�
COOLING SYSTEM

COOLANT
ANTIFREEZE
PREPARATION
SOLUT ION
J
, {
--
(ETHYLENE •
G LYCOL BASE
Radiator coolant i s toxic. Keep it away from eyes,
D ISTILLED WATER
•

SOLUTIO N )
mouth, skin and clothes.
If any coolant gets in your eyes, rinse them with
water and consult a doctor immediately.
If any coolant is swallowed, induce vomitting, gargle
and consult a physician immediately.
- If any coolant gets on your skin or clothes, rinse
thoroughly with plenty of water.
•
KEEP OUT OF REACH OF CHILDREN

NOTE
The effectiveness of coolant decreases with the ac­
cumulation of rust or if there is a change i n the mixing
•

proportion duri n g usage. Therefore, for best perfor­

mance change the coolant regularly as specified in the
maintenance schedule.
Use coolant designed for use in aluminum engines
(ethylene glycol base solution).
•
M ix o n ly d istilled water with the antifreeze.

RECOMMENDED MIXTURE:
50150 (Distilled water and coolant)

R EPLAC E ME N T

• Wait until the engine i s cool before servicing the cooling

system. Removing the radiator cap while the engine is
hot and the coolant is under pressure may cause serious
scalding.

Remove the coolant reserve tank. Empty the coolant and rinse
the inside of the reserve tank.

Remove the radiator cap and drain bolt(s), and drain the
coolant.
Reinstall the drain bolt(s) .

Refer to the Model Specific manual for drain bolt locations.

Pour the recommended coolant through the radiator filler

opening up to the filler neck.

Reinstall the reserve tank and fill it to the upper level l i ne with
fresh coolant.

Bleed air from the system .

I nstall the radiator cap securely . DRAIN BOLT

D ate of Issue : March, 1 99 5

5-6 H O N DA M OTOR C O . , LT D .
 COOLING SYSTEM

A I R BLE E D I N G FILLER NECK

Shift the transmission into neutra l . �

Start the engine a n d snap t h e throttle 3 -4 times t o bleed air
from the system .

Stop the engineand add coolant u p to filler neck.

I nstall the radiator cap securely.

Check the coolant level of the reserve tan k and fill to the u pper
level if the level is low .

SYSTEM TESTI NG
H Y D RO M ET E R TEST

Check the coolant gravity using a hydrometer.

Look for contamination and replace the coolant if necessary.

Coolant gravity chart

I
COOLANT TEMPERATURE
O C ( O F) 0 5 10 15 20 25 30 35 40 45 50
,______ ( 32 ) (41) ( 50) ( 59 ) (68) (77) (86) (95) ( 104) ( 1 1 3 ) II ( 122)
%

1 .001 0.999 0.9 97

LOOS 1 .001; - UJ06
1.016 1 .0 14 1.012
1 .()23 1 .021 1 . 01 9
1 . 03 1 1 .028 1 .025
1 .038 · 1 :036 . J;032

Date of Issue : Marc h , 1 9 9 5

© H O N DA M OTO R CO . , LT D . 5-7
COOLING SYSTEM

RADIATOR CAP TEST RADIATOR CAP COOLING SYSTEM TESTER

(COMMERCIA LLY AVAILABLE)
Test the radiator cap using the cooling system tester.
Replace the cap if the relief pressure is too high or too low, or i f
the cap does n o t h o l d the specified pressure for a t least 6
seconds.

NOTE
•
Before i nstalling the cap on the tester, wet the sealing
surfaces with clean water.

SYSTEM PRESSURE T EST

CAUTION
•
Exeeding the radiator cap relief pressure can damage
cooling system components.

Check that the system holds the specified pressure for at least
6 seconds.

If the system will not hold the specified pressure, check the
following and correct as necessary :
- All hose and pipe connections
- Water pump installation
- Water pump seal (for leakage) COOLING SYSTEM TESTER (COMMERCIALLY
Deformed radiator filler neck AVAILABLE)

THERMOSTAT
Remove the thermostat (refer to the Model Specific manual ) .
Inspect the thermostat visually for damage.
Suspend the thermostat i n heated water to check its
operation.
NOTE
•
Do not let the thermostat or thermometer touch the pan,
or you will get false readings.
•
Replace the thermostat i f valve stays open at room
temperature, or if it responds at temperatures other than
those specified.
•
Check for the correct valve lift temperature with the
water heated to operating temperature for 5 minutes.
Refer to the Model Specific manual for the specific
temperature.

Reinstall the thermostat.

WATER P U M P

WATER P U M P
MECHANICAL SEAL I N S PECT I O N
Inspect the telltale hole for signs of coolant leakage.
If there is leakage, the mechanical seal is defective and must
be replaced.
See the Model Specific manual for mechanical seal replace­
ment procedures.
If the mechanical seal is the b uilt-in type, the water pump TELLTALE HOLE
must be replaced a s a n assembly .

D ate of Issue : M a r c h , 1 99 5
5-8 © H O N DA M OTOR C O . , LTD .
 COOLING SYSTEM

RE PLAC EM ENT BY-PASS TUBE

Drain the engine oil and coolant.

Remove the water pump mounting bolts.

Disconnect the water hoses and by-pass tube, then remove

the water pump.

HOSES BOLTS

Replace the water pump with a new one. 0-RING

( Replace)
I nstall a new 0-ring into the groove i n the pump cover, then in­
stall the cover on the pump.

PU M P COVER

Install a new 0-ring onto the water pump, a n d o i l the 0-ring .

Align the water pump shaft groove with the water pump drive
shaft and instal l the water pump.

Tighten the pump mounting bolts.

Connect the water hoses and secure the bands and clamp.

Fill the cooling system with coolant and add the recommen­
ded engine oil to the engine (see naintenance sectio n } .

Date o f Issue : March, 1 99 5

H O N DA MOTO R CO . , LT D . 5-9
MEMO
 6. EXHAUST SYSTEM
SERVICE IN FORMATION 6- 1 SYSTEM DESCRIPTION 6-2

TROUBLESHOOTI N G 6- 1

SERVICE I N FORMATION

• Serious burns may result if the exhaust system is not allowed to cool before components are removed or serviced.

• Always replace the exhaust pipe gasket when removing the exhaust pipe from the engine.
• Note the positions of the clamps installed between the exhaust pipe and m uffler, the tab on the clamp should a lign with the
groove o n the m uffler.
• \1\itl en installing the exhaust system , install all the fasteners loosely. Always tighten the exhaust clamp n ut first, then
tighten the mou nting fasteners. If you tighten the mounting fasteners first, the exhaust pipe may not seat properly.
• Always inspect the exhaust system for leaks after installation.

TROUBLESHOOTI NG
Excessive exhaust noise
• Broken exhaust system
• Exhaust gas leaks

Poor performance
• Deformed exhaust system
• Exhaust gas leaks
• Clogged muffler

6- 1
Date of Issue : March , 1 99 5
© H O N DA M OTOR CO LTD . . •
EXHAUST SYSTEM

SYSTEM DESCRIPTIONS
The exhaust system serves a n other functions i n addition to discharging the exhaust gas.
Since the exhaust gas discharged from the exhaust port is pressurized and very hot, it swells suddenly and produces a loud
noise if it is discharged from the exhaust port directly into the atmosphere. It also lowers the exhaust efficiency as the gas is
diffused from the exhaust port. To prevent the above problems, the exhaust gas is drawn from the exhaust port into the muf­
fler to be swelled and is discharged into the atmosphere after its temperature and pressure are lowered. By varying the sizes
and diameters of sections of the exhaust system, the air/fuel mixture can be drawn into the cylinder more effectively. This is
called the EXHAUST PULSE SCAVENGE EFFECT. Utilizing this effect i n exhaust system design results i n significant im­
provements in engine performance, especially on 2-stroke engines.

EXHAUST PULSE SCAV E N G E EFFECT

INTAKE VALVE OPENS
When the exhaust valve (or port) opens with the engine on the
exhaust stroke, the exhaust gas flows rapidly from the ex­
haust port into the muffler. At the end of the exhaust stroke,
the gas flow slows down, but due to the inertia of liquid mass,
pressure i n the cylinder goes down below the atmospheric
pressure; in other words, negative pressure is applied to the
cylinder for a short time. As the intake valve (or scavenge port)
opens, the air/fuel mixture quickly drawn into the cylinder.

N E GATIVE P R ESSU R E
A T E N D O F EXHAUST
STROKE

The discharged gas flows through the muffler forming a high EXHAUST VALVE OPENS
speed pressure wave . Due to the inertia of liquid mass,
negative pressure is applied to the exhaust port where the
pressure wave had passed. When the exhaust valve (or port)
opens on the next exhaust stroke, the exhaust gas is drawn
out by the negative pressure, and the exha ust efficiency is
improved.

Date of Issue : M a rc h , 1 99 5
6-2 © H O N DA MOTOR CO . , LT D .
 EXHAUST SYSTEM

On 2-stroke engines, there is the possibility that the air/fuel AIR/FUEL M IXTURE
mixture that was scavenged just before the end of the exhaust
stroke may leak out to some degree and be discharged into the
exhaust port.
The gas is discharged into the muffler, forming a high pressure
wave. This pressure wave impacts against the taper at the end
of the muffler, rebounds, and appl ies a positive pressure to the
exhaust port. The air/fuel m i xture that was about to be
discharged before the exhaust port closes is thus forced back
into the cylinder and the exhaust pulse scavenge effect is
improved.

Since the pressure wave cycle changes in accordance with the

change in engine speed, the exhaust pulse scavenge effect is
not always as effective as it could be at all engine speeds.
The exhaust pulse scavenge effect is regulated to a certain
range of engine speed. Therefore, the exhaust system is
designed to be most effective and most suitable for each
model, depending on its intended use.
Note that if the exhaust system is deformed due to denting or
exhaust gas leakage, it can effect the exhaust pulse and result
in a drop in engine horsepower.

C O M M O N EXHAUST PI PE

The muffler of the conventional 4-stroke multicylinder engine

uses a n independent pipe for each cylinder, but most recent
models adopt a common exhaust pipe for all cylinders.
The new system features a system in which the exhaust pipes
join in the exhaust chamber, and a n other in which the exhaust
pipes are directly joined. In both systems gas pressures ex­
hausted from individual cylinders intermingle. The pulse wave
i n the muffler, generated by the staggered combustion i n ad­
joining cylinders, promotes the "pulse scavenge effect" ,
which Increases exhaust energy absorption a n d reduces ex­
haust noise effectively. The resulting smaller muffler has a
decreased capacity and increased silencing capability, due to
the reduced weight and decreased volume.
The method of exhaust pipe connection depends on the
cylinder arrangement or the requ i red engine characteristics.
For example, an inline four cylinder engine can be connected
with "4-into- 1 " system or "4-2- 1 " system etc .

4-into - 1 EXHA

Date of Issue : March, 1 99 5

H O N DA M OT O R C O . , LT D . 6-3
MEMO
 7. E M I SSION CONTROL SYSTEM S
SERVICE I N FO RM ATION 7-1 SYSTEM I N S PECTIONS 7-5

TROUBLESHOOTI N G 7-1 EMISSION CONTROL I NFORMATION

LABELS 7- 9
SYSTEM DESCRIPTIONS 7-2

SERVICE I N FORMATION
CAUTION
•
To prevent damage, be sure to remove the diaphragms before cleaning air and fuel passages with compressed air.

• All hoses used i n the pulse secondary air supply and evaporative emission control systems are n u m bered for identification .
When connecting one of these hoses, compare the hose n u mber with the Vacuum Hose Routing D iagram Label ( R efer
to the Model Specific manua l ) .
• Refer to the Model Specific manual for e m ission control system application .

TROUBLESHOOTI NG
Engine sta l l s , h a rd t o start, rough idling
• Evaporative emission purge control valve ( EVAP purge control valve) faulty
• Evaporative emission carburetor air vent control valve ( EVAP CAV control valve) faulty
• Hoses in the emission control system faulty

Afterburn when engine braking is used

• Pulse secondary air supply system faulty
• H oses in emission control system faulty

Poor poerformance (driveability) and poor fuel economy

• Faulty evaporative emission carburetor air vent control valve ( EVAP CAV control valve)
• Damaged/misconnected e mission control system hoses

Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR C O . , LT D . 7-1
EMISSION CONTROL SYSTEMS

SYSTEM DESC R I PTIONS

The U . S . Environmental Protection Agency and California Air Resources Board (CARB) require manufacturers t o certify that
their motorcycles comply with applicable exhaust emissions standards during their useful life, when operated and maintained
according to the instructions provided, and that motorcycles built after January 1 , 1 98 3 comply with applicable noise emis­
sion standards for one year or 6,000 km ( 3 , 730 miles) after the time of sale to the ultimate purchaser, when operated and
maintained according to the instructions provided. Compliance with the terms of the Distributor's Warranties for Honda
Motorcycle Emission Control Systems is necessary in order to keep the emissions system warranty in effect.

SOURCE OF E M I S S I O N S

The combustion process produces carbon monoxide a n d hydrocarbons. Control o f hydrocarbons i s very important because,
under certain conditions, they react to form photochemical smog when subjected to sunlight. Carbon monoxide does not
react in the same way, but it is toxic.

Honda Motor Co . , Ltd . utilizes lean carburetor settings a s well as e mission control systems, to reduce carbon monoxide
and hydrocarbon s .

CRAN KCASE E M I S S I O N C O N T R O L SYSTEM

The crankcase emission control system routes crankcase emissions through the air cleaner and into the combustion chamber.
Condensed crankcase vapors are accumulated in an air/oil separator a n d cran kcase breather tube which m ust be e m ptied
periodical l y . Refer to the Maintenance Schedule for each modeLThe crankcase breather tube needs t o be checked for oil
accu m ulation more frequently if the machine has been consistantly ridden at high speeds or in rain .

A I R CLEANER

�------C RA N KCASE B R EATH E R T U B E

r------C RAN KCASE B R EATH E R

TUBE PLUG

FRESH AIR

- BLOW-BY GAS

7-2
D ate of Issue : March, 1 99 5
© H O N DA MOTOR CO. , LT D .
 EMISSION CONTROL SYSTEMS

EXHAUST EM I SS I O N C O NTROL SYSTEM ( P U LS E SECO N DARY AI R S U P PLY SYST E M }

The exhaust emissio n control system i s com posed o f lean carburetor setti ngs and n o adjustment should b e made except idle
speed adjustment with the throttle stop screw.

On some models the exhaust emission control system also consists of a pulse secondary air supply system which introduces
filtered a i r into the exhaust gases in the exhaust port. Fresh a i r is drawn i nto the exhaust port whenever there is a negative
pressure pulse in the exhaust system . This charg e of fresh a i r promotes burning of the u nburned exhaust gases and changes
a considerable amount of hydrocarbons and carbon monoxide into relatively harmless carbon dioxide a n d wate r .

A pu lse secondary a i r i njectio n check valve ( PAI R check valve) prevents reverse air flow through the system . The pulse
secondary a i r i njection control valve ( PA I R control valve) reacts to high intake manifold vacu u m and will cut off the supply
of fresh air during engine deceleratio n , thereby p reventing afterbu rn in the exhaust system .

No adjustments to the secon d a ry a i r su pply system should be made, although periodic i n spection of the components i s
remommendeg .

P U LSE SECON DARY

AIR INJECTION
CONTROL VALVE A I R CLEAN ER
( PA I R CONTROL VALVE)

P U LS E S E C O N DARY AIR I NJ ECTION C H EC K VALVE ( PA I R C H EC K VALVE)

Date of Issue : M a rc h , 1 99 5
H O N DA M OTO R CO . , LT D . 7-3
EMISSION CONTROL SYSTEMS

EVAPO RATIVE E M I S S I O N (EVAP) CONTROL SYSTEM ( California model only)

All H onda motorcycles and scooters sold i n California for street use comply with the California Air Resources Board
requirements for evaporative emission regu lations.

Fuel vapor from the fuel ta nk and carburetors is routed into the evaporative em ission canister ( EVAP ca nister) where it is
absorbed and stored while the engine is stopped . When the engine is running and the evaporative emission p u rge control
valve (EVAP p u rge control valve) is open fuel vapor i n the E VAP canister is d rawn into the engine through the carburetor .
At t h e same tim e , t h e evaporative emission carburetor air vent control valve ( E VA P CAV control valve) is o pen a n d air i s
drawn into t h e carburetor through t h e valve .

CARBURETORS
EVAPORATIVE E MISSION
P U R G E CONTROL VALVE
( EVAP P U R G E CONTROL VALVE)
f19��_::�

EVAPORATIVE E MISSION
CAN I STER ( EVAP CANI STER)
EVAPORATIVE EM ISSION CAR B U R ETO R
- AI R V E NT CONTROL VALVE
( EVAP CAV CONTROL VALVE)

EVAPORATIVE EMISSION
CARBURETOR
AI R VENT CONTROL
TO OPEN VALVE (AT ENGINE STOP)
AIR
-c:::::t : FRESH AIR
-+-- : FUEL VAPOR

N O I SE E M I SS I O N C O N TR O L SYSTEM

TAM PERING WITH THE NOISE CONTROL SYSTEM IS PROH I BITED: Federal law prohibits the following acts or the causing
thereof: ( 1 I The removal or rendering inoperative by any person, other than for purposes of maintenance, repair or replace­
ment, of any device or element of design incorporated into any new vehicle for the purpose of noise control prior to its sale or
delivery to the ultimate purchaser or while it is in use; or (2) the use of the vehicle after such device or element of design has
been removed or rendered inoperative by any person .

AMONG THOSE ACTS PRESUMED TO CONSTITUTE TAMPERING ARE THE ACTS LISTED BELOW:

1 . Removal of, or puncturing the muffler, baffles, header pipes or any other component which conducts exhaust gases.

2. Removal of, or puncturing of any part of the intake system .

3 . Lack o f proper maintenance.

4 . Replacing any moving parts of the vehicle, or parts of the exhaust or intake system, with parts other than those specified
by the manufacturer.

D ate of Issue : March, 1 99 5

7-4 © H O N DA MOTOR CO . , LTD .
 EMISSION CONTROL SYSTEMS

SYSTEM I NSPECTI ON
EVAPO RATIVE E M I S SI O N CO NTROL
SYSTEM ( Cal ifornia model only)

Check the system hoses for deterioratio n , clogging , damage,

and loose joints and connectio n s .

Replace a n y hose that shows signs o f damage or deterioratio n .

Check the evaporative emission canister fo r cracks o r

damag e .

EVA PO RAT I V E E M I S S I O N P U R G E C O N T R O L
VALVE ( EVA P P U R G E CONTROL VALVE)
EVAP PU R hV ALVE

N OTE
D IAPH RAGM
•
The evaporative emission p u rg e control valve should be
i nspected if hot restart is difficult .

Disconnect the EVAP purge control valve hoses from their

connections and remove the EVAP purge control valve from
its mount. Refer to the vac u u m hose routing diagram label for TO VACUUM PORT
hose con nections .

Connect a vacuum p u m p to the hose that goes to the vacu u m

t u b e fitting .

Apply the specified vacuum to the EVAP p u rg e control valve . EVAP P U R G E

TO CARBU RETOR CONTROL VALVE
( EVAP PU R G E CONTROL
l s-�oL J
VAC U U M P U M P ST-AH -260-MC7 VALVE OUTPUT PORT)
( U . S . A . only)

S P EC I F I E D VAC U U M : 250 m m (9 . 8 in) H g

T h e specified vacuum should be maintained . Replace the

EVAP p u rg e control valve if vacuum is not m ai ntai ned .
VACU U M PUM P
Remove the vacuu m p u m p and connect it to the hosefitting
( EVAP o utput port) that goes to the carbu retor(s) .

N OTE
I f the EVAP purg e control valve has two hose fitti ngs
that go to the carburetor(s ) , connect the blocked tube
onto the other fitting to prevent air leaks .

Apply the specified vacu u m to the EVAP purg e control valve .

S P E C I F I E D VAC U U M : 250 mm (9 . 8 in) H g

T h e specified vacuum should be m a i ntained . Replace the

EVAP pu rge control valve if vacuum is not maintained .

Date of I s s ue : March, 1 9 9 5
H O N DA M OTOR C O . , LTD . 7-5
EMISSION CONTROL SYSTEMS

Connect a pressure p u m p to the hose fitting that goes to the TO EVAP CAN ISTER
EVAP canister .

NOTE
If the EVAP p u rg e control valve has two hose fittings
that go to the charcoal EVAP canister, connect the
•

blocked tube onto the other fitting to prevent air leaks .

While a pplying the specified vacuu m to the EVAP p u rge

control valve hose that goes to the vacuu m port, p u m p air
through the EVAP canister hose . Air should flow through the
EVAP p u rge control valve and out the hose that goes t o the
carburetor. R eplace the EVAP p u rge control valve i f a i r does
not flow out.

I s 7ooL I
P R ESS U R E P U M P S T-AH-255-MC7
( U . S . A . only)

CAU T I O N

Damage to the EVAP purge control valve may result

from use of a high pressure air source . Use a hand­
operated air pump only.

R emove the p u m p , install the EVAP p u rg e control valve on its

mount, route and reconnect the hoses according to the
vacuum hose routing diagra m label .

EVA PO RATIVE E M M ISSION CAR B U R ETO R AI R TO

VENT CONTROL VALVE ( EVA P CAV CONTROL VACUU M EVAP
VALVE) PORT CAV
CONTRO L
NOTE VALVE

The EVAP CAV control valve should be i nspected if

engi ne restart i s difficult .
•

Disconnect the EV AP CAV control valve hoses from their VACUUM

connections and remove the EVAP CAV control valve from its PUMP
mou n t . Refer to the vac u u m hose routing diagra m label for
hose connections.

Connect a vacuum pump to the hose that goes to the vacuum

tube fitting .

l s-�oLJ
VAC U U M P U M P ST-A H -260-M C7

Apply the specified vacu u m to the EVAP CAV control valve .

S P EC I F I E D VAC U U M : 250mm (9 . 8 in) H G

The specified vacu u m should b e maintained . R eplace the

EVAP CAV control valve i f vacu u m i s not maintained .

Date of Issue : March, 1 99 5

7-6 © H O N DA M OTO R C O . , LT D .
 EMISSION CONTROL SYSTEMS

Connect the vacuum p u m p to the a i r vent fittin g o n the

EVAP CAV control valve that goes to open a i r .

N OT E
•
If the EVAP CAV control valve has two hose fittings that
go to open air, connect the blocked tube onto the other
fitting to prevent air leaks .

AIR VENT
Apply vacuum to the EVAP CAV control valve. The vacu um
PORT
should hold steady . Replace the EVAP CAV control valve if
vacuu m leaks.

Connect the vacuu m pump to the hose that goes to the

vacuum tube fittin g .
TO VACUUM
( s_rooL I PORT
VAC U U M P U M P ST-AH-260-MC7 VAC U U M
( U . S . A . only) PUMP

Connect the pressure pump to the air vent fitting on the EVAP
CAV control valve that goes to o pen a i r .

i s.ToLo J
P R ESS U R E P U M P ST-AH-255-M C 7
( U . S . A . only)

N OT E
If the EVAP CAV control valve has two hose fittings that
go to open air, connect the blocked tube o nto the other
fitting to prevent air leaks.

While a pplying the vacuu m to the EVAP CAV control valve

hose that goes to the vacuum tube fittin g , pump air through
the air vent fitti n g . Air should flow through the EVAP CAV
control valve a nd out the h ose that goes to the carburetor.

CAUTIO N
• Damage to the EVAP CAV control valve may result
from use of a high pressure a i r source . U se a hand­
operated a i r pump only .

Plug the hose that goes to the carburetor.

N OTE
• If the EVAP CAV control valve has two hose fittings
that go to open air, connect the blocked tube o nto the
other fitting to prevent air leaks.

While applying vacuu m to the EVAP CAV control valve h ose

that goes to the vacuum tube fittin g , a pply a i r p ressure to the
a i r vent fittin g .
I t should hold steady.
Replace the EVAP CAV control valve if pressure is not
retained .
Remove the pumps, install the EVAP p u rge control valve o n
its mount , route and reconnect t h e hoses according to the PRESSURE
vacuu m hose routing diagram label . PU M P

Date of Issue : M a rch, 1 99 5

© H O N DA M OTO R CO . , LT D . 7-7
EMISSION CONTROL SYSTEMS

P U LSE SECON DARY A I R S U P P LY ( PAI R) SYSTEM AIR CLEANER

CASE
Start the engine and warm it up to operating temperature.

Stop the engine and remove the air cleaner element.

Check that the PAI R intake ports are clean and free of carbon
deposits.

Check the PAI R check valve in the secondary air passage if the
ports are carbon fouled .

PAI R C H E C K VALVE

Disconnect the air clea ner-to-pulse secondary a i r i njection

control valve hose from the air cleaner housing .
VACUUM PUMP
Remove the vacuum tube from the carburetor intake pipe; in­
stall a plug to keep air from entering.
Connect a vacuum pump to the vacu u m hose.

[ s ;:;OL I
VACUUM PUMP ST -AH-260-MC7 r
. r�
(U.S.A. only)

Start the engine and open the throttle slightly to be certain II

,) v J
'=====""
a-'I.tL-
u "
ll "
that air is sucked in thro u g h the air cleaner-to - PA I R control II II

valve h ose. _�Jj.... )/

�

If air is not drawn i n , check the air cleaner-to PAI R control

valve hose and vacuum hose for clogging.

With the engine running, gradually apply vacuum to the

vacuum hose . HOSE
[A I R CLEA N E R-TO­
Check that the air intake port stops drawing air, and that the PAI R CONTROL VALVE]
vacuum does not bleed .

SPECIFIED VACUUM: Refer to the Model Specific manual.

If air is still d rawn i n , or if the specified vacuu m is not

maintained , install a new PAI R control valve .

If afterburn occurs on deceleration, even when the secondary

air supply system is normal, check the slow air cutoff valve for
correct vacuum operation.

Date of Issue : Marc h, 1 99 5

7-8 © H O N DA M OTOR CO . , LTD .
 EMISSION CONTROL SYSTEMS

P U LSE SECONDARY A I R I NJ ECTI ON C H E CK VALVE

( PAI R C H ECK VALVE) PAI R C H EC K VALVE REED STOPPER

N OTE
Certain types of secondary air supply systems have the
reed valve built in the PAI R control valve . Refer to the
M odel Specific manual for PAI R check valve location .

Remove the PAI R check valve covers and PAI R check valves .

Check the PAI R check valves for damage or fatigue, and

REED
replace if necessary .

I nstall a new PAI R check valve if the seat rubber is cracked o r

damaged, o r i f there i s clearance between t h e reed a n d seat .

CAUTION

Disassembling or bending the reed stopper or PAI R

check valve will damage it .
•
Replace the PAl R check valve as a unit if the stopper ,
reed , o r seat i s faluty .

E M I SSION CONTROL I N FO RMATION EXAMPLE:

VACUUM HOSE ROUTING DIAGRAM
LABELS ENGINE FAMILY RHN.58PAGARA
EVAPORATIVE FAMILY RHN1 024DNMOH
CALIFORNIA VEHICLE
Labels for the emission control system consist of three kinds
of information labels as described below.

1 . Emission control information label

- Gives basic tune-up specifications.
Q
VEHIClE EMISSION CllNTROL INFOIIMATION UPDATE
.fiONDA MOTOR CO., LTD.

2. Emission control information update label
- After making a high altitude carburetor adjustment, at­
tach this label at the specified location.
Instructions for obtaining the update label are given in
Service Letter No. 1 32 .
�
THIS VEHIClE HAS BEEN ADJUSTED TO
IMPROVE EMISSION CONTROL PERFORMANCE
Wlf(N OPERATED AT Hl611 ALTITUDE.
ALTITUDE PERFORMANCE ADJUSTMENT INSTRUCTIONS
ARE AVAILABLE AT YOUR AUTHORIZW HONDA DEALER.

3 . Vacuum hose routing diagram label (California model only)

- Route the vacuum hoses as shown on this labe l .
On after '85 models, all hoses used in the secondary air
supply and evaporative emission systems are numbered
for identification, so compare the hose number with this
label when connecting one of these hoses.

NOTE
•
Refer to the Model Specific manual for the location of
each label .

7-9
Date of Issue : March , 1 99 5
© H O N DA M OTOR CO . , LT D .
MEMO
 8. FUEL SYSTEM
S ERVICE I N FORMATI ON 8-1 FUEL AUTO VALVE 8-8

TROU BLESHOOTING 8-2 CARB U R ETOR DISASS EM BLY I

I NSPECTION 8-9
SYSTEM DESCRIPTION 8-3
CARBU RETOR ASSEMBLY 8-14
ACCELERATOR PUM P 8-7
PILOT ( O R AIR) SCREW ADJUSTM ENT 8-18
AIR CUT-OFF VALVE 8-7
ACCELERATOR PU MP ADJUSTMENT 8-24
REED VALVE 8-7
H IG H ALTITUDE ADJUSTM ENT 8-24
FUEL L I N E 8-8

SERVICE I NFORMATION

•
Gasoline is extremely flammable and is explosive under certain conditions.

• Work i n a well ventilated area. Smoking or allowing flames or sparks i n the work area or where gasoline i s stored can cause
a fire or explosion.

CAUTION
•
Bending or twisting the control cables will impair smooth operation and could cause the cables to stick or bind, resulting
in loss of vehicle control.
•
Be sure to remove the diaphragms before cleaning air and fuel passages with compressed air. The diaphragms might be
damaged.

• Refer to Model Specific manual for carburetor and reed valve removal/installation.
• When disassembling fuel system parts, note the locations of the 0-rings. Replace them with new ones on reassembly.
• Before disassembling the carburetor, place a suitable con tainer u n der the carburetor d rain bolt, l o osen the bolt, and d rain
the carbu retor .
• · After removing the carburetor, wrap the i ntake port of the engine with a shop towel or cover it with piece of ta pe t o prevent
any foreign material from d ro pping i nto the engi n e .

N OTE
•
If vehicle is to be stored for more than one month , d ra i n the float bowls . Fuel left in the float bowls may cause clogged
jets , resulting in hard starti ng or poor driveability .

FUEL FRESHN ESS A N D TROUBLESHOOTING

Engine performance i s directly related t o the quality and freshness o f the gasoline consumed. Therefore, it is important t o b e
sure t h e fuel w i t h i n t h e motorcycle, scooter or A T V y o u a r e servicing is usable for your testing procedures. You m a y save
valuable troubleshooting time by replacing fuel if its quality or age is i n doubt.

Detonation (or pinging) o n acceleration is an indication that the fuel is either not of good quality or is too low in octane rating
for your application.

Fuel should be n o m ore than six to eight weeks o l d .

Date of Issue : M a rch, 1 9 9 5

© H O N DA MOTOR CO . , LTD . 8- 1
FUEL SYSTEM

TROUBLESHOOTI NG
Engine won't start Engine stalls. hard to start. rough idling
• No fuel to carburetor
•
Fuel line restricted
Fuel strainer clogged • Ignition malfunction
- Fuel tube clogged
•
Fuel mixture too lean/rich
Float valve stuck • Fuel contam inated/deteriorated
- Float level misadjusted • Intake air leak
Fuel tank breather tube (or hole) clogged
•
Idle speed misadjusted
- Fuel pump malfunction • Fuel pump malfunction
Fuel auto valve malfunction
•
Fuel auto valve malfunction
•
Too much fuel getting to the engine • Air screw or pilot screw misadjusted
Air cleaner clogged
•
Slow circuit or starting e nrichment valve circuit clogged
Flooded carburetor • Float level misadjusted
Fuel tank breather tube (or hole) clogged
I ntake air leak
•
•

• Fuel contaminated/deteriorated • Evaporative emission carburetor air vent control valve

•
Slow circuit o r starting enrichment valve circuit clogged ( EVAP CAV control valve) fau lty
•
Hoses of the emission control system faulty
• Evaporative emission p u rge control valve ( EVAP p u rge
control valve) faulty

Lean mixture
•
Fuel jets clogged Afterburn or misfiring during acceleration
•
Float valve faulty
•
Air cut-off valve malfunction
•
Float level too low
•
Lean mixture i n slow circuit
•
Fuel line restricted
•
Secondary air supply system faulty
• Carburetor air vent hole (or tube) clogged
•
Hose of emission control system faulty
• I ntake air leak
•
Fuel pump malfunction
•
Fuel auto valve malfunction
•
Vacuum piston faulty (CV type only)
• Throttle valve faulty Afterburn or misfiring during acceleration
• Ignition system faulty
•
Fuel mixture too lean

Rich mixture
•
Choke valve or startin g enrichment valve i n O N position
Poor performance (driveability) and poor fuel economy
Float valve faulty
•
Float level too high
•
Fuel system clogged
•
Air jets clogged
•
Ignition malfunction
•
Air cleaner element contaminated
•
Faulty evaporative emission carburetor air vent control
•
Flooded carburetor valve ( EVAP CAV control valve)
•
Damaged/m isconnected e mission control system house

Hesitation during acceleration

• Accelerator pump malfunction

D ate of Issue : Marc h , 1 99 5

8-2 © H O N DA MOTOR CO . , LT D .
 FUEL SYSTEM

SYSTEM DESCR I PTION

VENTURI
CARBURETOR �
As the piston begins its descent at the start of the induction
phase (the period when the air-fuel m ixture is drawn in).
pressure i n the cylinder drops, causing air to flow from the air
cleaner, through the carburetor and into the cylinder. The
function of the carburetor is to atomize the fuel and create a n
air-fuel mixture.

As in the figures on the right, air drawn into the carburetor

passes through constriction A, where it gains speed . The con­ Large drop in pressure Small drop in pressure
striction is known a s the venturi section of the carburetor. This
increase i n flow speed is accompanied by a fall in pressure in
the venturi, which i s used to draw off fuel from the outlet. The
fuel is atomized as it is drawn into the venturi under the in­
fluence of atmospheric pressure, and is mixed with the incom­
ing air.

Carburetors are also equipped with mechanisms for regulation

of the air and mixture volumes. A throttle valve is used to
regulate the flow of air-fuel mixture, and a choke is included
for adjusting the air flow u nder starting conditions.

Types of carburetors CV TYPE

Carbu retors which alter the diameter of the venturi by PISTON VALVE TYPE
th rottle valve movement are known as va riable venturi types. ( S L I D E TYPE)
The variable venturi cotin u ously changes i n diameter from low VAC UUM P ISTON
to high speed in proport i o n to the i ntake air volume to g ive
smooth aspiration at low speeds a n d i m p roved power output
i n the high speed ra nge . Honda motorcycles, scooters a n d
ATVs u s e o n e o f two variable venturi d esigns.
1 . The constant velocity type ( CV ) : the venturi diameter is
altered automatically by vacuu m piston that rises a n d falls
to alter the d i a meter. (The th rottle valve i s i nsta lled as a
AIR
c=>
�� /
sepa rate mechanism . ) FLOW
2 . The piston valve o r flat slide type: a throttle-controlled
piston is used to alter the venturi diameter.
II �� II

SPRING

MAIN BO RE
ATMOSPHERIC
Principle of the vacuum piston operated CV type
As the engine is started and the throttle valve opens, the air
flow i n the main bore exerts a strong negative pressure on the
lower section of the vacuum piston (see Carburetor theory ) . At
PRESSUR E
A I R FLOW
---=�""'"'

c:=J Q
:-!/
: :�
: :�
this point, air is drawn out of the carburetor's vacuum chamber
' '
·-·

and pressure in the chamber drops. The d iaphragm is lifted due

to atmospheric pressure, and the vacuum piston is raised.
When the throttle valve i s closed, air flow in the main bore is
obstructed . Pressure returns to that of the atmosphere and the
vacuum piston is lowered by spring force.

Date of Issue : M a rch, 1 99 5

© H O N DA M OTO R CO . , LTD . 8-3
FUEL SYSTEM

O peration of systems
The carb u retor is com prised of a starting system which uses
either a choke valve or starting enrichment valve , a float MAIN
system for fuel supply, and slow and main jet systems, etc .
J ET NEEDLE (Clip position)
The fuel supply system varies with the degree of throttle open­
ing and regulates fuel according to a slow system at low throt­
tle openings (throttle opening: fully closed to 1 /4 open). At � J ET NEEDLE ( Straight section)
medium throttle openings (opening: 1 /8 - 3/4) . the main
system's jet needle is used to regulate the fuel. The straight SLOW J ET and A I R SCREW
section of the jet needle regulates at 1 /8 - 1 /2, and the jet nee­
Full 1 /8 1 /4 1 /2 3/4 Full
dle clip position or jet needle tapered section diameter open
closed
regulates at 1 /4 - 3/4. When the throttle is fully open (actually
a range of 1 /2 - fully open) the fuel is regulated by the main jet
of the main system.

Float system
The float chamber holds a constant level of fuel so the engine
is provided with a stable s u pply of the requ ired air-fuel
mixture .

As fuel is consumed and the level i n the chamber falls, the

float and float valve are lowered and the chamber i s
i mmediately refilled to a specified level . A rise i n fuel level
causes the float and its valve to rise, the valve contacts the
valve seat and the fuel s upply is cut off. This operation repeats
while the engine runs.

FLOAT ARM FLOAT

The float valve contains a spring which lightly depresses the

valve so that it does not become d islodged from the seat by
vibration when the vehicle is running .
To keep the i n side of the float chamber at atmospheric
pressu re , there is a connection to the outside of the carburetor FLOAT VALVE
known as the a i r vent passage.
SPRING
An overflow tube is provided to drain off any excess fuel to the
outside of the carburetor, should the valve and seat become
separated due t o the intrusion of dirt o r other foreign matter.

VALVE PIN

Starting system
To improve starting when the engine is cold and the fuel is not
sufficiently gaseous, the carburetor is equipped with either a AIR FLOW
choke or starting enrichment valve to enrich the mixture .

<Choke system>
A valve is fitted to the air cleaner side of the carburetor. The
valve is shut down during starting to reduce the mass flow of
air and create an increase i n negative pressure i n the main
bore. The resulting mixture i s rich, having a proportionally low
volume of air.

The choke valve is provided with a relief mechanism which en­

sures the optimum opening of the valve under conditions of
negative pressure above a certain level, thus preventing the
supply of an over-rich mixture to the engine.

D ate of Issue : March, 1 995.

8-4 © H O N DA MOTOR C O . , LTD .
 FUEL SYSTEM

< Starting en richment valve system (manua l ) >

As the startin g enrichment valve is opened , the sta rti ng
enrichment circuit con nects with the main bore . As a vacuum
is created i n the main bore o n starti n g , air and fuel ( d rawn
from the starti n g e nrichment air jet a n d starting e n richment AIR FLOW
fuel jet respectively) are injected into the main bore to supply =�::52J
a rich mixture.

STARTI N G
E N R I C H M E NT
AIR J ET STARTI N G
E N R I C H M ENT
FUEL J ET

<Starting e nrichment thermal valve system>

The startin g e n richment thermal valve is a device for increasing
the volume of fue l . It i s comprised of compone nts such as a
PTC heating element, thermo-wax, a liquid medi u m , piston
and the starting enrichment valve.
PTC HEATER
The principle of operation is as follows:
When the engine is stopped and there is no productio n of
current from the alternator, the e n richment valve is
mai ntained in the raised position by a spri n g . In this position
the fuel increase circuit is fully o pe n , ready for su pply at any
time.
When the engine starts, fuel is supplied through the fuel
increase circuit.
At the same time, the alternator sends cu rrent to the PTC for
heating . The i ncrease in heat is sensed by the thermowax
which begins to expand . The movement is transmitted
throu g h the liquid medi u m to the piston , set collar and set
spri n g , and the e nrichment valve is depressed . As the valve is
lowered , the jet needl e starts to s h ut off the fuel i n crease
circuit, which , after a few minutes closes fully, ending fuel
compensation .

To
IN LET
PIPE

NEE LE JET

TH ROTTLE VALVE BY-PASS

Slow system (low degree of opening)
As the throttle valve is only slightly open at low engine speeds
(degree of openi n g : fully closed 1 /4) , pressure on the intake
side is low, which allows some residual gas from combustion
to be sucked back into the i ntake manifold where it is m ixed
with a fresh charge from the carburetor . The resulti ng m ixture
is lea n .

Low engine speed i s linked with lower compression i n the

cylinder, resulting in a richer mixture, and it is necessary to
raise the combustion velocity.
For this purpose, the engine i ncludes a slow fuel supply
system which is separate from the main system.

Date of Issue : M a rc h , 1 9 9 5
© H O N DA MOTOR CO . , LT D . 8- 5
FUEL SYSTEM

Piston valve type throttle valves have a cut-out on the intake THROTTLE VALVE !PISTO N VALVE TYPE)
side. The larger the cut-out, the greater the volume of air
entering and the leaner the mixture.

��
;- - - I
CUT-OUT
STAMP (indicates cut-out)
The larger the number is,
the leaner the mixture becomes.

Main system (medium throttle opening)

When the throttle valve is opened to raise the engine speed, a
greater volume of air-fuel mixture is required than for idling .
The carburetor is equipped with the main system for this pur­
pose. The degree of opening of the throttle valve is divided into
two stages.
With a degree of opening 1 /8 - 1 /2 : the air flow in the main
bore facilitates a drawing u p of the fuel from the gap between
the jet needle and needle jet (see Carburetor Theory ) . The
fuel is aerated by air which has entered the air bleed hole of
the needle jet h o lder from the main air jet .

MAIN J OLE
J E T HOLDER

With a degree of opening 1 /4 - 3/4: the fuel drawn from the SMALL LARGE
tapered section of the jet needle is regulated. The greater the C LEARA C LEARANCE
valve opening, the further the tapered jet needle rises, increas­ (Fuel passage
ing the cross sectional area for fuel passage and thus the is narrow . )
volume of fuel supplied. In piston type throttle valves, the jet
needle contains clip grooves in five stages !Stage 1 , 2, 3, etc
counted from the top ) . The clip position stage n umber in­
creases with an increase in the degree of th rottle opening ,
raising the cross sectional area of fuel passage, and hence the
volume of fuel.

The size of the main jet does not affect the air-fuel mixture
ratio at this stage, as the fuel flow at main jet is g reater than
at the needle jet .

Main system (fully open)

With a degree of throttle opening of 1 /2 - fully open, the ven­
turi bore d i ameter and mass flow of air become maximum. At
this time the volume of fuel drawn from the gap between the
needle jet and jet needle becomes too great and exceeds the
flow volume of the main jet.

When the clearance between the needle jet and jet needle is
too great, the fuel flow is regulated by the main jet to prevent
an overly rich fuel-air mixture.

D ate of Issue : March, 1 99 5

8-6 © H O N DA MOTO R CO . , LT D .
 FUEL SYSTEM

ACCELERATOR PUM P • Throttle valve opens :

When the throttle valve is opened suddenly, the a i r-fuel mix­ ACCELERATOR
ture d rawn into the cylinder m omentarily becomes lea n . Be­ NOZZLE
cause the vacuu m at the venturi d rops, air flow at the venturi
slows down and the d rawn-up fuel becomes too little compared
with the air. To avoid thinning of the m ixture under these con­
ditions, an accelerator pump is used for temporary enrichment. OUTLET
The principle of operation of the pump is as follows : CHECK VALVE
As the throttle valve is opened, the pump's d iaphragm is
depressed by the pump rod . At this time the inlet check valve
is shut, so the pump chamber undergoes a rise in pressure. The
outlet check valve is then opened and fuel is supplied to the
main bore via the pump hole. I N LET
C H ECK VALVE ACCELERATOR PUM P
As the throttle valve closes, the accelerator pump's diaphragm
is returned by spring action . At this time the i nlet check valve DIAPHRAGM
is opened and fuel from the float chamber enters the pump
chamber. The outlet check valve is closed at this point to • Throttle valve closes:
prevent a i r being d rawn in through the pump hole .

A I R CUT-OFF VALVE
When the throttle lever is turned in the "close" direction and
engine braking is applied, the fuel mixture becomes lean. An
ignited air/fuel mixture is discharged into the exhaust pipe,
resulting i n afterburn . To prevent this afterbur n , the air cut­ DIAPH RAGM
off valve shuts the air passage to the slow jet to temporarily
make the fuel mixture rich.
R PASSAGE

With the throttle valve closed and the vacuum in the main bore
increased, vacuum in the air cut-off valve also increases and This moves to the
moves the diaphragm to shut the air passage. left to shut up the
air passage.
With the vacuum in the main bore decreased, the spring moves
the diaphragm backward and opens the air passage.
SPRI
R EED VALVE (2-STROKE E N G I N ES)
I N S PECT I O N

Refer t o the Model Specific manual for removal/installation.

Check the reed valve for fatigue or damage and replace the
reed valve assembly if necessary.

Check the reed valve seat for cracks, damage and clearance SEAT
from the reed and replace the reed valve assembly if
necessary.

NOTE
• Be sure to replace the reed valve as an assembly.
Disassembling or bending the reed stopper will cause
engine trouble.

8-7
Date of Issue : March , 1 995
© H O N DA M OTOR C O . , LT D .
FUEL SYSTEM

FUEL LI N E
NOTE
•
Refer to section 2 for fuel filter inspection.

1 . Check the fuel fill cap and/or fuel tan k breather tube for
clogging ( no breather tube o n California, on-road models ) .
2. Visually inspect t h e fuel strai ner for contamination .
Check the fuel flow with the fuel strainer installed and with ARROW
the strainer removed.
Replace the fuel strainer if it i s excessively contaminated or
FUEL
if the fuel flow i s not smooth . STRA I N E R

NOTE
•
Note the installation direction of the fuel strainer. Be sure
to install it as shown i n the drawing, i . e . , with the cup
facing down. Fuel flows even though the strainer is i n ­
stalled upside d o w n , b u t it contaminates the i n n e r wall
of the strainer and prevents visual i nspection of the
strainer.

3 . Remove the fuel valve lock nut and check the fuel strainer
screen for contamination. Tighten the lock nut to the
specified torque. D I RT
( Inner walls get
contaminated,
making visual
inspection difficult. )

FUEL AUTO VALVE SMALLER DIAPHRAGM

LARGER DIAPHRAGM
The fuel auto valve has two diaphragms which are intercon­
nected with an aluminum link. SPRING

When the engine i s started, vacuum force i s applied to the

FUEL LINE
smaller diaphragm through the larger diaphragm and link, the
fuel line opens and the fuel starts to flow .

When the engine is stopped, the diaphragms are returned to

their original positions by the spring and the fuel line is blocked
by the small diaphragm.
AIR
VENT

I N SPECTI O N

•
Gasoline is extremely flammable and is explosive under
certain conditions.

Keep flames and sparks away from gasoline and wipe up spill­
ed gasoline at once.

CAUTION
•
Be sure to remove the diaphragms from the fuel auto
valve before using compressed air to blow out the air
passages. Compressed air will damage the diaphragms
or may force them off the aluminum link.

D ate of Issue : M arch , 1 99 5

8-8 © H O N DA M OTOR CO . , LT D .
 FUEL SYSTEM

1 . Disconnect the fuel line and place it i n a clean container as

shown.

NOTE
Place a clean container u nder the fuel tube.
Refer to the Model Specific manual for replacement.
•

2. Connect the fuel auto valve vacuum tube to the vacuum

pump and apply vacuum. Be sure that the fuel flows out
smoothly.
If the vacuum does not remain steady, it indicates the
diaphragm is incorrectly installed or damaged.
VACUUM GAUGE/PUMP
I f the vacuum remains steady, but the fuel flow is not
smooth, it i ndicates a clogged filter or i ncorrectly installed
diaphragm.
3. If the fuel flows without the vacuum applied, the diaphragm
i s incorrectly installed.

Refer to the M odel Specific manual for replacement procedure.

CARBU RETOR DISASSEMBLY I

I NSPECTION
NOTE
Refer to the Model Specific manual for carburetor
removal and d i sassembly/separation.
•

TH ROTTLE VALVE/STARTI NG E N R I C H M ENT

VALVE I N SP ECTIO N

Move each valve and b e sure that i t operates smoothly.

THROTTLE VALVE PIVOT
Check the throttle valve shaft for play.

Push the relief valve, if it is installed o n the throttle valve, and

be sure that it opens and closes smoothly.

THROTTLE VALVE I N SPECTION ( CV type)

Rotate the throttle drum and be sure that it operates smoothly.

Check the throttle valve shaft for play.

Date of Issue : Marc h , 1 995

© H O N DA M OTOR CO . , LT D . 8-9
FUEL SYSTEM

STA R I N G E N R I C H M E NT T H E R MAL VA LVE STARTI N G E N R I C H M ENT

T H E R MAL VALVE
Connect an ohmmeter to the starti n g enrichment thermal
valve wire con nector termi nals and measure the resista nce . If
the resistance i s g reatly out of specification , i t i ndicates a
fau lty PTC i n the startin g enrich ment thermal valve.
Replace the startin g enrichment thermal valve .

N OTE
The starting enrich ment thermal valve might be normal i f
the resistance is only slightly out of specificatio n .
•

H owever, be sure to check all related parts for t ro u ble .

Refer to the Model Specific manual for specified
resistance .
•

Remove the carburetor and let it cool down for 30 minutes.

Insert a vinyl tube into the fuel enrichening circuit and blow in­
to the tube.

Air should flow into the circuit.

If air d oes not flow into the circuit , replace the starting
e nrichment thermal valve .

Connect the battery to the starting en rich ment thermal valve

terminals and wait for 5 min utes .

Insert a vinyl tube into the fuel enrichen i n g circuit and blow
into the tube .

Air should not flow into the circu it .

If air flows into the circuit, replace the starting enrichment
thermal valve .

Check the resistor if the starting en richment thermal valve is

normal but engine is still hard to start .

I f there i s a broken wire i n the resistor, current will not flow to

the PTC and the starting e n richment thermal valve will not
o perate .

If there is a shorted wire i n the resistor, cu rrent of a higher

voltage than specified will reach the PTC. This will cause the
fuel enrichening circuit to close too soon , and starting will be
difficult.

D ate of Issue : M a rch , 1 99 5

8- 1 0 © H O N DA M OTO R CO . , LTD .
 FUEl SYSTEM

STA RTI N G E N R I C H M E NT T H E R MAl VALVE

R E M OVAL

Remove the starting enrichment thermal valve cover.

Remove the screws and set plate .

Remove the starting enrichment thermal valve fro m the

carburetor body.

START!
E N R I C H M ENT
T H E R MAL VALVE SET PLATE

START I N G E N R I C H M E N T VALVE ( M anua l )

Loosen the starting enrichment valve nut and remove the

valve spri n g and valve .

Check the valve face for scores, scratches or wear a n d replace

if necessa ry .
...�•
��
Check the seat at the tip of the valve for stepped wear and
replace if necessary. VALVE NUT

If the valve seat is worn or damaged , it will not close the fuel SPRING
line of the startin g enrichment circuit, resultin g i n a constantly
rich fuel mixtu re . SEAT STARTI N G E N R I C H M ENT VALVE

TH ROTTLE VAlVE ( Piston valve type)

CAUTION

Some carburetor/cables have a one-piece throttle

cable/carburetor top assembly. Do not try to remove the
throttle cable from the carburetor top.

Remove the carburetor top and pull the throttle valve out of
the carburetor.

While compressing the spring, disconnect the throttle cable

from the throttle valve.

NOTE
•
If the throttle valve is linked to the cable, refer to the
Model Specific manual for each model for removal/
disassembly steps.

Date of Issue : M a rch, 1 99 5

© H O N DA M OTOR C O . , LT D . 8- 1 1
FUEL SYSTEM

Remove the jet needle retainer and jet needle from the throttle
valve. SPRING

THROTTLE VALVE
Check the jet needle for stepped wear. The fuel supply to the
main circuit cannot be adjusted if the jet needle is worn.

J ET NEEDLE
RETAIN E R

VACU U M PI STO N (CV type)

Remove the screws, vacuu m chamber cover, spring, and

vacuum piston assembly from the carburetor.

Check the piston for smooth operation in the carburetor body .

VACU U M PISTON ASSEMBLY

Turn the jet needle holder counterclockwise while pressing it i n

and remove it.

Remove the spring, spring holder, jet needle, needle holder and
washer from the vacuum piston.

NOTE
•
Certain models are not equipped with a spring holder.

Check the jet needle for stepped wear and replace if

necessary. VACUUM PISTON

1
WASHER
Check the vacu um piston for damage and replace if necessary. pI (SPRING HOLDER)
� �. J ET NEEDLE

Jcqr;O�
Check the diaphragm for d a mage, pin holes, wrinkles a n d H
bends a n d replace i f necessary.

Air leaks out of the vacuum chamber if the diaphragm is

damaged in any way- even a pin hole.
��/,!
DIAPHRAGM JET N EEDLE
SPRING

Date of Issue: Sep . , 1 9 88

8- 1 2 © HONDA MOTOR CO., LTD.
 FUEL SYSTEM

F LOAT/J ETS
FLOAT VALVE
Remove the float chamber.

Remove the float pin, float and float valve.

Check the float for damage. If it is a hollow float type, also

check it for deformation and fuel in the float.

Check the float valve and valve seat for scores, scratches,
clogging and damage. Replace if necessary.
Check the tip of the float valve, where it contacts the valve
seat, for stepped wear or contam ination. Replace the float FLOAT
valve if its tip is worn or contaminated . A worn or con­ VALVE
taminated valve does not seat properly and will eventually
flood the carburetor.

�
Remove the valve seat, if it can be removed. {Refer to the
Model Specific manual . )

Replace the sealing washer. VALVE SEAT

EAT
F I LTER
Check the filter for damage or clogging. Blow the filter with
low pressure air and clean it.

Remove the main jet, needle jet holder, needle jet and slow jet.

NOTE
•
Not all carburetors have a removable needle jet and slow
N EEDLE J ET
jet. {Refer to the Model Specific manua l . ) HOLDER
MAIN

� .!
Turn i n the pilot ( o r air) screw a n d record the number o f turns it J ET
takes before it seats lightly.

NOTE
�·,
•
Do not force the screw against its seat; the seat will be
damaged . � PILOT SCREW
SLOW J ET
• Motorcycles with emission control system : Refer to
page 8- 1 8 for pilot (or air) screw removal .

Clean t h e jets with cleaning solvent and, if necessary, blow

open with compressed air.

If the motorcycle is equipped with a n accelerator pump, blow

open the fuel passages in the float chamber with low pressure
air.

8- 1 3
Date of Issue: Sep. , 1 988
© HONDA MOTOR CO., LTD.
FUEL SYSTEM

ACCELERATOR P U M P
DIAPHRAGM
Remove the screws and diaphragm cover.

Remove the spring and diaphragm.

Check the rod for bends o r damage.

Check the diaphragm for damage or pin holes.

Damage to the rod and/or diaphragm reduces the efficiency of

the pump, leading to "hunting" during acceleration.
COVER D IAPHRAGM
Blow open the fuel passages i n the diaphragm cover with low
pressure air.

0-RI N G COVER
AIR C UT-O FF VAVLE

Remove the screws, air cut-off valve cover, spri ng, diaphragm
and 0-ring.

Check the d iaphragm for damage or pin holes.

Check the 0-ring for damage or fatigue.

A worn 0-ring and/or damaged diaphragm causes air to leak

from the air cut-off valve vacuum chamber.

Blow open air passages in the cover w ith compressed air. DIAPH RAGM

CARBU RETOR CLEAN I N G

After removing a l l parts, blow open a i r a n d fuel passages i n the

carburetor body with compressed air.

CAUTION
• Cleaning the air and fuel passages with a piece of wire ,
will damage the carburetor body or fuel pump.
• Remove the diaphragms to prevent damage to them
before using air to blow open the passages.

CARBURETOR ASSEM BLY 0-RING COVER

AIR C U T-OFF VALVE

Install the diaphragm on the carburetor body.

Install the 0-ring with its flat side pointed downward.

Install the spring on the cover and install the cover on the car­
buretor body . Be sure that the diaphragm and 0-ring do not in­
terfere with the cover.

DIAPHRAGM

Date of Issue: Sep. , 1 988

8- 1 4 © HONDA MOTOR C O . , L TO.
 FUEL SYSTEM

ACCE L ERATO R PU M P

Align the projections o n the diaphragm with the grooves i n the

float chamber.

Install the spring on the diaphragm cover and install the cover
on the float chamber being careful not to pinch the diaphragm.

Adjust the accelerator pump (page 8-24 ) .

D IAPHRAGM

F LOAT/JETS ASSEM BLY NEEDLE J ET

Install the needle jet, needle jet holder, main jet, slow jet, throt­
tle stop screw and pilot (or air) screw on the carburetor body.
CHAMBER
Tighten the pilot (or air).screw until it seats lightly, then turn it SIDE
out as much as the number recorded during removal.

CAUTION
•
Tightening the pilot (or air) screw against its seat will
damage the seat.

NOTE
•
Be sure to install the needle jet with the smaller hole
toward the float chamber.
• Install the pilot (or air) screw and its 0-ring and washer in
the order as shown in the drawing. If the pilot (or air)
screw and carburetor body are replaced with the new
ones, adjustment is necessary.
• Motorcycles with emission control systems: Refer to
page 8-20 for the pilot (or air) screw installation ( U . S. A .
only) .

Install the float, float valve and float pin.

FLOAT VALVE FLOAT PIN
.....

I nstall the 0-ring o n the float chamber and tighten the float
chamber with the screws.

NOTE
• If the float valve must be hung from the float arm lip,
note the installation d irection of the float valve.

FLOAT CHAM BER

FLOAT

Date of Issue: Sep . , 1988

© HONDA MOTOR CO., LTD . 8- 1 5
FUEL SYSTEM

F LOAT LEVEL I N S PECTION MAIN J�T

NOTE
•
Check the float level after checking the float valve and
float (page 8- 1 3) .
• Set the float level gauge s o that i t i s perpendicular t o the
float chamber face and i n l ine with the main jet.

Set the carburetor so that the tip of the float valve just con­
tacts the float arm lip. Be sure that the float valve i s securely i n
contact with the valve seat.

Measure the float level with the float level gauge.

FLOAT LEVEL GAUGE 0740 1 - 001 0000

If the level is out of specification and the float arm lip can be
bent, adjust the float level by bending the lip. Non-adjustable
floats must be replaced.

NOTE
•
Be sure to keep the float level at the specified height. If
the float level is low/high, fuel mixture becomes
lean/rich.

VACU U M PISTON (CV type)

VACUUM PISTON
Install the washer on the jet needle and install the jet needle in
the vacuum piston.
�
JET N EEDLE
( I nstall the spring holder with its pawls aligned with the

-. ·I
grooves in the piston, if installed . )

Install the spring. !£

(
j·-j � ill goo
Turn the jet needle holder clockwise while pressing it into the
vacuum piston until it locks. Projections on the vacuum piston
and jet needle holder should be aligned after turning.
WASH E R (SPRING HOLDER) �

Install the vacuum piston on the carburetor body.

Lift the bottom of the piston with your finger to set the
diaphragm rib in the groove i n the carburetor body. Compress straight.
Install the spring.

Install the vacuu m chamber cover with its cutout aligned with
the hole i n the tab of diaphragm.
D
NOTE
Be careful not to pinch the diaphra m , and to keep the
spring straight.

Date of Issue : M arch , 1 99 5

8- 1 6 © H O N DA M OTOR CO . , LTD .
 FUEL SYSTEM

TH ROTTLE VALVE ( Piston valve type)

The lower the RETA INER
clip is set in
NOTE the grooves,
Cable-operated throttle valve type carburetor (throttle the richer the
valve is connected to the cable via the link): Refer to the mixture
•

becomes.
Model Specific manual for throttle valve removal/
disassembly.

Install the clip o n the jet needle. ( Refer to the Model Specific
manual for the standard clip position.)

I nstall the jet needle into the throttle valve and secure with the
JET / CLIP
\ JET
N EEDLE NEEDLE
retainer.

Route the throttle cable through the spring and compress the
spring fully.

Attach the throttle cable end to the bottom of the throttle

valve and thread the throttle cable through the slot in the
valve.

Align the cutout i n the throttle valve with the throttle stop
screw on the carburetor body and i nstall the valve on the
carburetor.

N OTE
•
Be sure that the throttle valve cutaway is toward the a i r
cleaner housing side as it determines t h e volume of a i r .
for fuel mixture.

I
THROTTLE STOP SCREW

STARTI N G E N R I C H M E NT VA LVE ( MAN UAL)

Install the starting enrichment valve, spring and nut.

�---�
�\VALVE SPRING
STARTI N G E N R I C H M ENT VALVE

Date of Issue : March , 1 99 5

© H O N DA M OTOR CO . , LT D . 8- 1 7
FUEL SYSTEM

STARTI N G E N R I C H M ENT T H E R MAL VALVE

Apply a small amount of g rease to the 0-ring a n d install the

starting en richment thermal valve into the carburetor body .
Refer to the Model Specific manual for the starting enrichment
thermal valve installation angle .

Secure the starting en richment thermal valve with the set plate
and screws.
I nstall the startin g e n richment thermal valve cove r .

STARTI N G
E N R I C H M E NT
T H E R MAL VALVE SET PLATE

CARB U R ETOR SEPA RATI O N /ASSEM BLYI

I N STALLATION

Refer to the Model Specific m a n u a l for carburetor separa­

tion/ assembly.

Check and adjust the carburetors as described below after the

assembly.

Move the choke arm by hand and be sure that the starting
en richment valve ope rates smoothly.

Rotate the th rottle drum and be sure that all the throttle valves
open and close smoothly.

Turn the throttle stop screw to align the throttle valve with the
edge of the by-pass hole in the base carb u retor. (The base
carbu retor is the one on which the th rottle stop screw is in­
stalled . R efer to the Mode Specific manual . )

Align each throttle valve with the by-pass hole edge by turning
the synchronization adjusting screws. ( Refer to the Model
Specific manual for the location of each synch ronization
screw. )

Install the carburetor a n d adjust the synchronization.

BASE CARBURETOR

P I LOT (OR AI R) SCR EW ADJUSTM ENT

P I LOT ( O R A I R ) S CR EW R EMOVAL

NOTE
• Adjust the pilot {or air) screw after all other engine ad­
justments are within specifications.
• The pilot screw (or air screw) is factory pre-set and
should not be removed unless the carburetor is over­
hauled.
• The screw limiter cap (or plug) is factory installed to pre­
vent misadjustment. Do not remove the l imiter cap (or
plug) u nless the screw is being removed.
•
PLUG TYPE ONLY: Cover all openings with tape to keep
metal particles out when the plug is drilled.

D ate of Issue : March, 1 99 5

8- 1 8 © H O N DA M OTOR CO . , LT D .
 F U E L SYSTEM

Limiter cap type CARBU RETOR

Using a pair of pliers, break off the pilot screw (or air screw)
li miter cap and discard it.

Turn the pilot screw (or air screw) in and carefully count the
number of turns before it seats lightly.

Make a note of this to use as a reference when reinstalling the

pi lot screw.

CAUTION

• Tightening the pilot tor air) screw against its seat will
damage the seat.

Remove the pilot (or air) screw and inspect it. Replace it if it is
worn or damaged.

Plug type

Center punch the pilot screw (or air screw) plug to center the
drill point.

Drill through the plug with a 4 mm ( 5/32 in) drill bit. Attach a
drill stop to the bit 3 mm I 1 /8 in) from the end to prevent drill­
ing into the pilot screw.

CAUTION

• Use extreme care when drilling into the pilot lor air)
screw to avoid damaging it.

Force a self-tapping 4 mm screw (H/C 069399 , P/N

9390 3 - 3 54 1 ) into the drilled plug and continue turning the
screwdriver until the plug rotates with the screw.

Pull on the screw head with pliers to remove the plug.

4 mm SCREW
Use compressed air to clean the screw area and remove metal
shavings .

Turn t h e screw i n and carefully count t h e n umber o f turns until

it seats lightly. Make a note of this to use a s a reference when
reinstalling the screw.

CAUTION

• Tightening the pilot lor air) screw against its seat will
damage the seat.

Remove the screw and inspect it. Replace it if it is worn or

damaged.

Date of Issue: Sep . , 1 988

© HONDA MOTOR C O . , LTD . 8- 1 9
FUEL SYSTEM

P ILOT ( O R A I R ) SCREW I N STALLATI O N

Install the screw and return i t to its original position a s noted

during removal.

Perform the pilot screw {or air screw) adjustment if a new

screw i s instal led.

NOTE
•
If you replace the p ilot screw in one carburetor, you must
replace the pilot screws i n the other carburetors for pro­
per pilot screw adjustment.
•
Do not instal l a l imiter cap or plug over a pilot (or air)
screw until the screw has been properly adjusted.

P I LOT SCREW ADJUSTMENT Tu rn each pilot screw i n , then back it out t o the
specification g iven .
IDLE DROP PROCEDURE ( 4 stroke, multi-carburetor, emis­
sions control applicable models)

NOTE
Make sure the carburetor synchronization is within
specification before pilot screw adjustment.
•

•
The pilot screws are factory pre-set and n o adjustment is
necessary unless the pilot screws are replaced.
Use a tachometer with graduations of 50 rpm or smaller
TH R OTTLE PI LOT
•

that will accurately indicate a 50 rpm change. STO P S C R EW S

S C R EW
1 . Turn each pilot screw clockwise u ntil it seats lightly, then
back it out to the specification given. This is a n initial set­
ting prior to the final pilot screw adjustment. Turn N o . 1 pilot screw i n o r out slowly t o obtain
the highest engine speed .
INITIAL OPENING: Refer to the Model Specific manual.

CAUTION

• Tightening the pilot screw against its seat will damage

the seat.

2 . Warm up to the engine to operating temperature . Stop

and go riding for 1 0 m i nutes is sufficient .
3 . Attach a tachometer accord i n g to its manufacturer's i n ­
structions .
4 . Adjust the idle speed to the specified rpm with the th rottle
stop screw .

I D LE S P E E D : Refer to the M odel Specific manua l . Tu rn N o . 1 pilot screw i n gradually u ntil the engine
speed d rops 50 rpm .
5 . Turn N o . 1 carburetor pilot screw i n o r o u t slowly to obta i n
the highest engine speed .
50 'P m � rr
� � .

6 . Perform step 5 for a l l the carburetor pilot screws.

7 . Lightly open the throttle 2 - 3 times, then adjust the idle
speed with the throttle stop screw.
�oot:l
8 . Turn N o . 1 carburetor pilot screw i n gradually until the en­
g i ne speed drops 50 rpm .

Date of Issue : March , 1 9 9 5

8-20 © H O N DA MOTOR C O . , LTD .
 FUEL SYSTEM

9 . Turn N o . 1 carburetor pilot screw counterclockwise to Turn N o . 1 p i lot screw out to the final opening .
the fi nal opening from the position in step 8 .

F I N AL O P E N I N G : Refer to the Model Specific manual

1 0 . Perform steps 8 and 9 for all the carb u retor pilot screws.
1 1 . Make s u re that the engine acceleration in relation to
throttle opening .
1 2 . I nstal l the new limiter cap (or plug) onto the pilot screw
head ( page 8-23 ) .

IDLE DROP PROCEDURE (4 stroke, single carburetor,

emissions control applicable models)

NOTE

[
The pilot screw is factory pre-set and no adjustment is
necessary unless the pilot screw is replaced.
Use a tachometer with graduations of 1 00 rpm or
smaller that will accurately indicate a 1 00 rpm change.
I
1 . Turn pilot screw clockwise until it seats lightly, then back
it out to the specification given. This is an initial setting
prior to the final pilot screw adjustment. PI LOT S C R EW
I N ITIAL O P E N I N G
INITIAL OPENING : Refer to the Model Specific manual .

CAUTION
•
Tightening the pilot screw against its seat will damage
the seat.

2. Warm up the engine to operating temperature . Ten

m i n utes of stop and go d riving is sufficient.
3. Attach a tachometer according to its manufacturer's
instructions.
4. Adjust the idle speed with the throttle stop screw.

IDLE SPEED: Refer to the Model Specific manual.

Turn pilot screw in or out slowly to obtain the high­
5 . Turn the pilot screw i n or out slowly to obtain the highest est engine speed .
engine speed.
6. Readjust the idle speed with the throttle stop screw.
7. Turn the pilot screw in gradually until the engine speed
drops 1 00 rpm ( 50 rpm on some models.)

1 00 'P ��
Turn pilot screw i n g radually u ntil the engine speed
d rops 1 00 rpm .

Date of Issue : M a rch, 1 99 5

H O N DA M OT O R CO . , LT D . 8-2 1
FUEL SYSTEM

8 . Turn the pilot screw conterclockwise the number of turns

specified in the Model Specific manual.
9. Readjust the idle speed with the throttle stop screw.
1 0 . I n stall the new limiter cap (or plug) onto the pilot screw
head ( page 8-23 ) .

Tur n pilot screw

out to the final
ope n i n g .

A I R SCREW O R P I LOT A D J U ST M E NT

BEST IDLE PROCEDURE 14 stroke, all modelsl

NOTE
The air or pilot screw is factory pre-set. Adjustment is
not necessary unless the carburetor is overhauled or a
•

new air or pilot screw is installed.

CAUTION

• Tightening the air or pilot screw against its seat will

damage the seat. T H R OTTLE STOP S C R EW

1 . Turn the air or pilot screw clockwise until it seats lightly,

then back it out to the specification g iven. This is a n i n itial
setting prior to the final air or pilot screw adjustment.

AIR OR PILOT SCREW OPENING: R e f e r to t h e Model

Specific manual.

2 . Warm up the engine to operating temperature.

Ten minutes of stop and go driving is sufficient.
3 . Stop the engine and connect a tachometer.
4 . Start the engine and adjust the idle speed with the throttle
stop screw.

IDLE SPEED: Refer to the Model Specific manual.

5 . Turn the air or pilot screw i n or out slowly to obtain the

highest engine speed.
6. Readjust the idle speed to the specified value with the throt­
tle stop screw.
7. Make sure that the engine does not miss or run erratically.
Repeat steps 5 and 6 until engine speed i ncreases
smoothly.
8. Readjust the idle speed with the throttle stop screw.
9. Install the limiter cap (or plug) on to the air or pilot screw
head (if applicable ) . (page 8-2 3 ) .

D ate of Issue : March, 1 995

8-22 © H O N DA M OTOR CO . , LTD .
 FUEL SYSTEM

T H R OTILE STO P S C R EW
AIR SCREW ADJUSTMENT (2-stroke engine only)

Warm the engine up to operating temperature.

Turn the air screw clockwise until it seats lightly, then back it
out to the specification give n .

AIR SCREW OPENING: Refer t o t h e Model Specific manua l .

CAUTION
•
Tightening the air screw against its seat will damage the
seat.
AIR SC REW
Adjust the idle speed with the throttle stop screw.

IDLE SPEED: Refer to the Model Specific manual.

Rev the engine u p slightly from the idle speed and make sure
that engine speed rises and returns smoothly.

Adjust by turning the air screw in or out within a 1 /4 turn if

necessary. I f the engine cannot be adjusted by turning the air
screw within a 1 /4 turn, check for other engine problems.

L I M ITER CAP ( O R PLU G ) I N STALLAT I O N

LIMITER CAP
If the pilot screw (or air screw) is removed, a new limiter cap
must be installed after the screw is adjusted.

After adjustment, cement the limiter caps over the screws, us­
ing LOCTITE® 601 or equ ivalent. The limiter cap should be
placed against its stop as shown preventing further adjust­
ment that would enrich the fuel mixture.

Pilot screw: the limiter cap position permits clockwise rotation

and prevents counterclockwise rotation.
Air screw: the l i m iter cap position permits counterclockwise L I M ITER CAP
rotation and prevents clockwise rotation.

NOTE
•
Do not turn the pilot screw (or a i r screw) when installing
the limiter cap.

LIMITER PLUG
Drive new pilot screw (or a i r screw) plug i nto the pilot screw
(or air screw) bore with a 7 mm valve guide driver ( P/N
07942 - 8230000).

When fully seated the plug surface will be recessed 1 mm.

Date of Issue : March , 1 99 5

© H O N DA M OTO R C O . , LT D . 8-23
FUEL SYSTEM

ACCELERATOR PUMP ADJUSTM ENT P U M P ARM

NOTE
• Accelerator pump adjustment is not necessary unless
the adjusting screw is replaced.
Adjust the idle speed .
CLEARANCE
Adjust the throttle grip free play.

Measure the clearance between the accelerator pump rod and

pump arm.

CLEARANCE: Refer to the Model Specific manual.

If the clearance is not within specification, adjust the

clearance by carefully bending the pump arm or by turning the
adjusting screw. ( Refer to the Model Specific manua l . )

H IGH ALTITUDE ADJUSTME NT

(U.S.A. only)
When the vehicle is to be operated continuously above 6 , 500
feet (2,000 m) the carburetor must be readjusted as follows to
i mprove driveability and decrease exhaust emission .
Warm up the engine t o operating temperature. Ten m inutes of
stop and go driving is sufficient.
Turn the pilot screw clockwise to the specified opening (or
turn the air screw counterclockwise to the specified opening . )

Refer t o the Model Specific manual for standard a n d high

altitude setting.
V E H I CLE E M ISSION CONTROL U PDATE LAB E L
NOTE
•
This adjustment must be made at high altitude to ensure VEHICLE EMISSION CONTROL INFORMATION UPDATE

@
.fiONDA MOTOR CO., LTD.

1�
proper high altitude operatio n .
THIS VEHICLE HAS BEEN ADIJSTID TO
•
On some models the standard main jet must be replaced
IMPROVE EMISSION CONTROL PERFORMANCE
with a n optional, smaller high altitude jet. WilDt OPERATED AT HIGH ALTITIJIIE.
ALTITIJIIE PERFORMANCE ADIJSTMENT INSTRUCTIONS
ARE AVAILABLE AT YOUR AUTHORIZID HONDA DEALER.
Attach a Vehicle Emission Control Information Update Label i n
the location specified i n the label position i l lustration. ( Refer to
the Model Specific manual for the specified positi on . )
NOTE
•
Do not attach the label to any part that can be easily
removed from the vehicle.

•
Operation at an altitude lower than 5,000 feet ( 1 , 500 m)
with the carburetors adjusted for high altitudes may
cause the engine to idle roughly and the engine may stall
in traffic.

When the vehicle is to be operated continuously below 5,000

feet 1 1 , 500 m ) , turn the pilot screw counterclockwise (the air
screw clockwise) to its original position and reinstall the stan­
dard main jet (as necessary) , and adjust the idle speed to the
specified rpm . Remove the vehide emission control update
labe l .
B e sure t o make these adjustments at l o w altitude.

8-24
Date of Issue : Marc h , 1 99 5
© H O N DA M OTOR C O . , LT D .
 9. CYLI N DER HEAD
S E RVI C E I N FO R M ATI O N 9-1 CYLI N D E R H EA D D I SASS E M B LY 9-1 2

T R O U B L E S H O OT I N G 9- 1 VALVE S P R I N G S 9- 1 2

SYSTEM D E S C R I PTI O N 9-2 VALVES 9- 1 2

H Y D RAU L I C TAP P ETS 9-5 VALVE G U I D E S 9- 1 3

D E CO M P R ES S O R SYSTEM 9-7 VALVE S EATS 9- 1 5

CAM S H A FT 9-9 CYLI N D E R H EA D A S S EM B LY 9- 1 8

R O C K E R A R M , R O C K E R A R M S HA FT 9- 1 0 I N I T I A L CAMS HA FT L U B R I CATI O N 9- 1 9

CYLI N D E R H EA D I N S P E CT I O N 9- 1 1

SERVICE I NFORMATION
• Refer to Engine Testing, section 3, for cyl inder compression a n d leak-down testing . r.'t
• Remove accumulated carbon from the cylinder head of two-stroke engines as described in the Model Specific manual. .:1
• Camshaft lubricating oil is fed through oil passages in the cylinder head . Clean the oil passages before assembling the
cylinder head.
• Clean all disassembled parts with cleaning solvent and dry them by blowing them off with compressed air before
inspection.
• Before reassembly, lubricate the sliding surfaces of the parts (see each Model Specific manual for lubrication).
• When disassembling, mark and store the disassembled parts to ensure that they are reinstalled i n their proper locations.
• Loosen the cylinder head bolts i n a crisscross pattern i n two or three steps from outside to center and from small diameter
to large diameter.
• When tightening cylinder head bolts:
tighten the bolts and nuts to the specified torque in the sequence described in Model Specific manual, or if the sequence
is not described, tighten according to the following general rule.
hand-tighten the bolts and nuts, then torque large bolts and nuts before small ones in a crisscross pattern from inner-to­
outer in two or three gradual steps.
• If it is no longer clear which bolt belongs in which hole, insert all bolts in the holes and check the exposed lengths; each
should be exposed the same a mount.

TROUBLESHOOTI NG
Engine top-end problems usually affect engine performance . These can be d iagnosed by a compression or leak down test, or
by tracing noises to the top-end with a sounding rod or stethoscope .

Low compression Rough idle

• Valves • Low cylinder compression
Incorrect valve adjustment (see section 2) • Incorrect decompression adjustment
Burned or bent valves
Incorrect valve timing Compression too high
Broken valve spring • Excessive carbon build-up on piston or combustion
Uneven valve seating chamber
• Cylinder head
Excessive noise
Leaking or damaged head gasket
Warped or cracked cylinder head Incorrect valve adjustment
• Cylinder, piston (see section 1 0) Sticking valve or broken valve spring
• Leaking crankcase primary com pression Damaged or worn camshaft
(2-stroke engine) Loose or worn cam chain
Blown crankcase gasket Worn or damaged cam chain tensioner
Damaged crankshaft oil seal Worn cam sprocket teeth
Worn rocker arm and/or shaft
Excessive white smoke (4-stroke engine}
Kick starting difficult
• Worn valve stem or valve guide
• Incorrect decompressor adjustment
• Damaged stem seal
• Seized engine

9- 1
Date of Issue : March. 1 99 5
H O N DA M OTOR C O LTD .
. •
CYLINDER H EAD

SYSTEM DESCRI PTION

CON ST R U CTI O N

As cyli nder heads a re subject to high com bustion heat a n d pressure, they are made of a one-piece a l u m i n u m castin g with
considerable strength and cool i ng capability. Air-cooled engines are provided with air cooling fins, and liquid-cooled eng i nes
with a water jacket to cool the e ng i n .
The cylinder head encloses a combustion cham be r. A h e misphere shape i s most common, providing a m in i m u m possible
space, for i m proved com bustion efficiency. Where four valves per cyli nder are used in a 4-stroke engine, the com bustion
chamber is shaped like a shed roof, according to the valve arrangement.
Some models, of both 2 and 4-stroke engines, are provided with squish areas on the outer circu mference of the combustion
chamber. This has the effect of i m proving com bustion efficiency at the final stage of the, com pression p rocess by extra
compression of the a i r/fuel m ixture i n the squish areas between the piston and cyl inde r head, forcing the air/fuel m ixture to
the center of the combustion cham ber. There is also the added advantage of decreased carbon adhesion.

The construction of the 2-stroke engine cyli nder head is simple . Fou r-stroke engines, however, have a complicated con­
figuration containing extra parts , due to the necessity of valve actuating mechanisms and exhaust ports . Furthermore,
Since the inta ke/exhaust port confi g uration of a four-stroke engine has a di rect relation to engine performance, it is
preferable to design these models with very d i rect i nlet for a smoother a i r/fuel mixture by aligning the intake port from
the carburetor to the combustion chamber.

2-STROKE E N G I N ES

CYLI NDER H EAD

ON CHAMBER

t PISTON

SQUISH AREAS
FOU R-STROKE ENGI NES

EXHAUST
PORT

D ate of Issu e : March, 1 99 5

9-2 © H O N DA M OTOR C O . , LTD .
 CYLIN DER H EAD

VALVE TRA I N

The current valve train designs used on fou r-stroke engines a r e divided i nto 3 types: a conventional chain drive, a belt drive
(with considerable noise reduction), and a gear drive for high performance engines.

A chain drive is the most commonly used mechanism for current valve train design. Its simple construction allows for lower
manufacturing costs. Some maintenance is required, however, because eventually chain elongation increases chain noise.
Chain maintenance is not required with types using an "automatic cam chai n tensioner". The automatic cam chain tensioner
provides spring support by pressing the chain in the d irection of tension and locking against any counter-pressure. This
provides the automatic elimination of chain slack.

STOPPER WEDGE
TENSIONER WEDGE

CAM CHAIN

The G OLDWI NGS adopt a belt drive syetem similar to that used on Honda automobiles. This type is used on engines requiring
less noise.
There are also models adopting valve drive by gear. This type has minimal friction loss from valve drive and maintains accurate
valve timing even at high engine speeds. According ly, this type is adopted for sport machines. The camshaft d rive gear
mechanism between the crankshaft and the camshaft is of a cassette type, a llowing easier mounting/removal of the camshaft
and gear case in comparison to the chain d rive.

Both belt drive and gear drive types require no maintenance a n d provide reliable strength and d u rability .

R EA R CYLINDER
CAMSHAFT D R IV E B ELT EXHAUST CAMSHAFT

CAMSHAFT

9-3
Date of Issue : M a rch, 1 99 5
© H O N DA M OTOR C O . , LTD .
CYLINDER H EAD

VALVE LIFTER M ECHAN I SM/ARRANG E M ENT

The current camshaft arrangement i n 4-stroke engines can be divided into Single Over Head Camshaft (SOHC) and Double
Over Head Camshaft (DOHC) configurations.
The SOHC follows the basic design of 4-stroke engines, operating IN and EX valves through rocker arms with one camshaft.
Compared to the DOHC, the SOHC type is less expensive to manufacture and is easier to maintain due to the reduced number
of parts. However, "valve jump" (where the valve cannot accurately follow the cam when the engine rotates at high speed)
can occur, causing the valve to contact the piston, and causing severe engine damage. To decrease valve mass and reduce
the possibility of engine damage during high engine speeds, 4-stroke engines requiring high power generally use the DOHC
design in which the valves are operated di rectly with two separate camshafts for I N and EX valves.

The DOHC configuration can be of two designs: a type pressing the valve bucket directly, or a type lifting the valve through
the use of a rocker arm. For the former, a shim is provided in the bucket for valve clearance adjustment. The valve clearance is
adjusted by replacing the shim. The shim is usually provided between the bucket and the cam lobe.
Some types have a small shim inserted between the under side of the bucket and the valve stem, allowing less valve ac­
tuating mechanism weight .
Some DOHC types are also equipped with rocker arms, allowing easier adjustment of valve clearance .
The DOHC has a further advantage when combined with the 4-valves per cylinder engine type. A larger valve area can be pro­
vided in the 4-valve type in comparison to that of the 2-valve type, . enabling a greater intake volume of air/fuel mixture and a
smoother exhaust. Valve weight is also less , consequently reducing the likelihood of valve jump associated with high engine
speeds. Furthermore, with a 4-valve type the spark plug can be placed at the center of the combustion cham ber, allowing an
easy flame propagation balance during combustio n .

EXAMPLE OF SOHC-4 VALVE SYSTEM

ROCKER ARM

EXHAUST VALVES

EXAMPLE OF DOHC WITH VALVE BUCKET TYPE

BUCK

VALVE SPRING

9-4
Date of Issue: Sep . , 1 988
© HONDA MOTOR C O . , LTD.
 CY LI N D E R H EA D

HYDRAULIC TAPPETS
G E N ERAL
O I L C H AM B E R
H yd raulic tappets d o n o t req u i re adjustment a n d h e l p the
engine to ru n q u ieter by keeping valve clearance at zero at
all engine tem pe ratures .

OPE RATI O N
R O CK E R A RM F O L LOWE R
When the cam s haft lobe does not push the rocker arm the CONTACT I NG F AC E
ta ppet p l u ng e r is at rest. In this position its o i l i n let h o l e
a l i g ns with the tappet b o d y o i l i n l et h o l e . O i l enters t h e tap­ R ET A I N E R CAP
pet reservoi r th rou g h these holes .

OIL IN BODY
R ESE R VO I R
H IG H
P R ESSU R E L EA K DOWN P L U N G E R
C H AM BE R C H E C K VALVE ( BA L L)
P L U N G E R SPR I NG
C H E C K B AL L CAG E

Date of Issue : M a rch , 1 99 5

© H O N DA MOTOR CO . , LT D . 9-5
CYLI N D E R H EA D

A s t h e camshaft turns a nd p ushes on t h e rocker a r m

s l i p pe r, t h e rocker a r m p u shes t h e t a ppet p l u n g e r
d o w n a n d o i l p ressure i n the ta ppet h i g h p ress u re
chamber increases causing the check valve to close.
During the short ti m e it takes the ch eck valve to c lose, P LU N G E R
a s m a l l a mo u nt of oil leaks out of the ch a m be r ca using
the tappet to com press.

As the cam l o be conti nues to push on the rocker a rm , CHECK VALVE

( BA L L}
oil pressure i n the high press u re ch a m b e r i ncreases
rap i d ly ( because the check valve is closed).
The h i g h oil press u re keeps the tappet from com­
pressing any further wh ich then a l l ows the rocker a rm H I G H P R ESSU R E C H AM B E R
to pivot a n d open the e n g i n e valve. As the cam l o be
nears maxi m u m lift, oi l p ressure in t h e high pressure
chamber becomes high e n o u g h to cause a very s m a l l
a m o u nt o f o i l t o l e a k o u t o f the h i g h pressure chamber
between the p l u ng e r and body. ROC K E R
This a l l ows the p l u nger to absorb the shock from the ARM
effects of the cam lobe reac h i n g maxim u m l ift.

After the cam lobe passes maxi m u m l ift, the e n g i n e

valve springs force t h e e n g i n e valve t o close.

HYDRAULIC
TAPPET

W h e n the v a l ve closes co m pl etely, the p l u n g e r is

pushed up by the spring in the h i g h p ressure cham­
ber. Oil p ressure decreases and a s a resu lt the check
valve opens a n d a l l ows o i l to re-enter the high p res­
s u r e chamber from the reservoir.

A l l of the a bove actions keep valve cleara nce at zero

u nd e r a l l normal operati n g conditions. HIGH
P R ESS U R E
�----� C H AMBE R

D ate of Issue : Marc h , 1 99 5

9-6 © HO N DA M OTOR C O . , LTD .
 CYLI N D E R H EA D

DECOMPRESSOR SYSTEM
Description
The decompressor which eases the required starting force a n d also reduces starting kickback. This system is used on a l l
1 988 4-stroke singles of 2 50 cc and larger engines. It is more compact a nd lighter than previous systems and is
maintenance free. On the X R 600 R , it reduces the required starting force to that of a 2 50 cc engine .

Construction
The system uses two sepa rate deco m pressor cams: o n e is fo r red uci n g the necessary kickover force ( deco m pressor cam )
a n d the oth e r reduces starting kickback ( reverse d eco m p ressor ca m ) . Both o f these deco m p ressor cams s l i p o nto the d rive
end of the camshaft. The deco m presso r ca m i s loosely keyed onto the camshaft which a l l ows it to shift positions as the
e n g i n e speed i ncreases {after startu p). The reverse d ecompressor cam rotates on a m ach i ned s u rface on the camshaft but
it can o n ly rotate in one d i rection beca use of a one-way rol le r bear i n g .

RIGHT EXHAUST ROCKER A R M REVERSE DECOMPRESSOR C A M

CAMSHAFT

DECOMPRESSOR CAM
F U N CT I O N

Decompressor cam
At TDC (on compression) the rig ht exhaust rocker arm is contacting the normal cam lobe's heel (concentric circle) so that
valve is closed , as would be normal . B u t the decompressor cam opens the exhaust valve a slight amount to reduce
kickstarting force . After the engine starts, centrifugal force moves the position of the decompressor cam and it becomes
flush with the normal cam lobe's heel .

RIGHT EXHAUST ROCKER ARM

CAMSHAFT

Moment to start valve l ift After engine is started

( Below 800 rpm) (Above 800 rpm)

9-7
Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR C O . , LT D .
CYLI N D E R H EA D

Reverse decompressor cam

The reverse deco m p ressor cam is stationary d u ri ng normal engine operation. It doesn't t u rn when the engine i s being
sta rted or when it i s r u n n i n g . Its on e-way rol ler bearing a llows it to free-wheel whenever the engine is tu r n i n g in the
normal d i rectio n .
B u t i f t h e e n g i n e kickbacks d u ri n g startu p, the reverse d i rection locks-u p t h e one-way rol le r bearing w h ich moves t h e lobe
of the reverse deco m p ressor cam i nto positi on (it opens the exhaust valve). The reverse decompressor cam a utomati cal ly
returns to its normal position when the engine stops turning from the kickback.

RIGHT EXHAUST ROCKER ARM

RIGHT E XHAUST ROCKER ARM (Opens the exhaust valve)

ONE-WAY ROLLER
PIN BEARING

Normal engine operation Engine kickbacks during startup

9-8
Date of Issue : March , 1 99 5
© H O N DA MOTO R C O . , LT D .
 CYLINDER H EAD

CAM SHAFT
CAMS H AFT I NS P ECTION

Inspect the c a m lobes a n d replace cams that are worn, scored

or scratched .

NOTE
• Inspect the rocker arm if the cam lobe is
damaged.

Inspect the journal surfaces. Replace the camshaft if any of

the working surfaces are worn, scored or scratched.

NOTE
•
Inspect the oil passages and camshaft holders for wear
or damage if the journal surface is worn or damaged.

Measure the journal O . D . and cam height. Replace any cam­

shaft if its measurements are beyond the service l i mits.

Check camshaft runout with a dial indicator.

Support both ends of the camshaft with V-blocks.

Actual runout is 1 /2 the total i nd i cator readin g .

CAMSH AFT B EA R I N G I N S P ECTION

Check that the bearing inner race fits the camshaft tightly CAMSHAFT
without play.

Turn the outer race and check that the bearing turns smoothly
and quietly.

BEARIN GS

CA M SHAFT O I L CLEARAN C E I N SPECT I O N

CAMSHAFT HOLDER
The oil clearance is t h e difference between t h e camshaft
holder I . D . and the journal O . D .

Measure the camshaft holder journal I . D . with a dial indicator.

Subtract the camshaft journal O . D . from the camshaft holder
journal I . D . to obtain the oil clearance.

When the service l imits are exceeded , replace the camshaft

and recheck the oil clearance .

Replace the cylinder head and camshaft holders if the

clearance sti l l exceeds service l imits.

Date of Issue : M arch, 1 99 5

© H O N DA M OTO R CO . , LT D . 9-9
CYLINDER H EAD

If a dial indicator cannot be used, measure the oil clearances CAMSHAFT PLASTIGAUGE
using plastigauge:

Clean off any oil from the camshaft journals.

Put the camshaft in the cylinder head and place a strip of

plastigauge on top of each camshaft journal .

Install the camshaft holders a n d tighten the mounting bolts to CAMSHAFT HOLDERS
the specified torque. ( Refer to the Model Specific manual for
the correct torque specification)

NOTE
•
Do not rotate the camshaft during inspection.

Remove the camshaft holders a nd measure the width of each

plastigauge. The widest thickness determines the oil
clearance.

When the service limits are exceeded, replace the camshaft

and recheck the oil clearance.

Replace the cylinder head and camshaft holders if the

clearance still exceeds service li mits.

ROCKER ARM, ROCKER ARM SHAFT

ROCKER ARMS
I nspect the sliding surface of the rocker arms for wear or
damage where they contact the camshaft, or for clogged oil
holes .

Measure the I . D . of each rocker arm.

Measure each rocker arm and shaft O . D .

Inspect the shaft for wear or damage a n d calculate the shaft t o

rocker a r m clearance.
SLIDING SURFACES
Replace the rocker arm and/or shaft if the measurements ex­
ROCKER ARM SHAFTS
ceed the service limits.

9- 1 0
D ate of Issue : March, 1 99 5
© H ON DA M OTOR CO . , LT D .
 CYLINDER HEAD

CYLI N DER H EAD I NSPECTION

SOLVENT TEST

Remove the cylinder head ( refer to the Model S pecific

manual) .
Place the cylinder head with the intade port faci ng u p as
shown . Pour kerosene into the i ntake port.

Wait for a few min utes, then chick the valve area on the
combustion chamber side for kerosene leakage . COMBOSTON
CHAMBER
With the exhaust port facin g u p , pour the kerosene into the
port as shown . Wait for a few minutes, then check the valve
area on the combustion cham ber for kerosene leakag e .

If kerosene leaks from a round the valve, i t i n dicates faulty

seal i n g of the valve seat. Remove the valve from the cylinder
haea and check the followi ng :
•
Valve seat for damage ( page 9 - 1 1 )
•
Valve seat contact face ( page 9 - 1 1 )
• Valve stem for bending or damage ( page 9-8)

WARPAG E I N SPECTION

Remove carbon deposits from the combustion chamber and

clean off the head gasket surfaces.

NOTE
•
Gaskets will come off easier if soaked in high flash-point
cleaning solvent.

CAUTION
• Avoid damaging the gasket and valve seat surfaces.

Check the spark plug hole and valve areas for cracks.

Check the cylinder head for warpage with a straight edge and
feeler gauge.

Repair or replace the cylinder head if warpage exceeds the ser­

vice limit. (Refer to the Model Specific manual)

Date of Issue : M a rch, 1 99 5

H O N DA M OTOR CO. , LTD . 9- 1 1
CYLINDER H EAD

CYLIN DER HEAD DISASSEM BLY ( s Tc;oL I VALVE SPRING GOM P RESSOR

Remove the cylinder head according to the Model Specific

manual.

Remove the valve cotters with the valve spring compressor.

TOOL:
VALVE SPRING COMPRESSOR 07757 - 00 1 0000 and
ATTACHMENT

�
(as necessary)

CAUTION COTTERS
•
Compressing the valve springs more than necessary will
cause loss of valve spring tension.

Remove the valve spring compressor, then remove the re­

tainers, valve springs and valves.

NOTE
Mark the valves so they can be replaced in their original
positions.
•

Remove and d iscard the stem seals if necessary.

NOTE
•
Do not reuse the removed stem sea l (s) .

VALVE SPRI NGS

Measure the free length o f the inner a n d outer valve springs.

VALVES
Inspect each valve for bending, burning, scratches or abnor­
mal wear.

Insert the valves in their original positions in the cylinder head.

Check that each valve moves up and down smoothly, without
binding.

D ate of Issue : M a rc h, 1 99 5
9- 1 2 © H O N DA M OTOR CO. , LTD.
 CYLINDER H EAD

Measure and record the valve stem O . D . in three places along

the valve g u ide sliding area.

Replace the valve with a new one if the service limit is

exceeded.

VALVE GUI DES

I N SPECTION

Insert the valve guide reamer from t h e combustion chamber

side and ream the guide to remove any carbon build-up before
measuring the guide.

N OTE
•
Take care not to tilt o r lean the reamer in the guide while
reaming .
•
If rea ming is i rregu lar, oil will leak past the valve stem
sea l . It could cause improper seat contact that cannot be
corrected by refaci n g .
Rotate the reamer clockwise, never counterclockwize
when i nserting and removing .
•

[ s 'fc;oL) VALVE GUIDE REAMER

Measure and record each valve gu ide I . D . using a ball gauge or
inside micrometer.
STEM-TO-G U I D E C LEARA N C E
When using a dial indicator:
Measure the stem-to-guide clearance with a dial i n d icator
while rocking the stem i n the d i rection of normal thrust
(wobble method ) .
RE PLAC E M E NT
NOTE
•
Refinish the valve seats whenever the valve g uides are
replaced to prevent u neven seating.

Flanged Guides:
Chill the valve guides in the freezer section of a refrigerator for
about an hour.
Heat the cylinder head to 1 30 ° C - 1 40 ° C ( 2 7 5 ° F - 290 ° F) .
Do not heat the cylinder head beyond 1 50 ° C ( 300 ° F ) . Use
temperature indicator sticks, available from welding supply
stores, to be sure the cylinder head is heated to the proper VALVE GUIDE REMOVER
temperature. o r DRIVER
CAUTION

• Using a torch to heat the cylinder head may cause

•
Wear insulated gloves to avoid burns when handling the
heated cylinder head.
Support the cylinder head and drive the old guides out of the
combustion chamber side of the cylinder head.

Date of Issue : Marc h , 1 99 5

© H O N DA M OTOR CO. , LT D . 9- 1 3
CYLI NDER HEAD

CAUTION
•
Avoid damaging the head when driving the valve guide
out.
VALVE G U I D E REMOVER
or DRIVE R
Apply oil to a new 0-ring and i nstall it onto a new valve g u ide.
Drive the new guide i n from the camshaft side of the cylinder 0-RINGS --:71t
head while the cylinder head i s still heated. ( Replace) 1"

Let the cylinder head cool to room temperature, then ream the
new valve g u ides.

VALVE G U I DE
Flangeless Type Guides:
Measure and record the exposed height of the valve guide us­
ing a pair of vernier calipers.

EXPOSED
H E I G HT

Chill the valve guides in the freezer section of a refrigerator for

about an hour.

Heat the cylinder head to 1 30 ° C - 1 40 ° C ( 27 5 ° F - 290 ° F) .

��
D o not heat the cylinder head beyond 1 50 ° C (300 ° FJ . Use
temperature indicator sticks, available from welding supply
stores, to be sure the cylinder head i s heated t o the proper
temperature. VALVE G U I DE REMOVER
or DRIVER
CAUTION

• Using a torch to heat the cylinder head may cause

warping .

•
To avoid burns, wear insulated gloves when handling the
heated cylinder head.

Support the cylinder head and drive the old guides out of the
combustion chamber side of the cylinder.

CAUTION
•
Avoid damaging the head when driving the valve guide
out.

D ate of Issue : March , 1 99 5

9- 1 4 © H O N DA M OTOR C O . , LTD .
 CYLINDER HEAD

While the cylinder head is still heated, drive a new valve guide
in from valve spring side unti l the exposed height is the same
as was measured for the old guide. .

Is Tc;OL)
Let the cylinder head cool to room temperature and ream the 0
new valve guide. VALVE GUIDE
REMOVER or
DRIVER

VALVE G U I D E REAM I N G

When reaming new valve guides, insert the valve guide reamer
from the combustion chamber side.

N OTE
• Take care not to tilt or lean the rea mer in the guide
while reaming .
•
If reaming is i rreguler, oil will leak past the valve stem
sea l . It could cause i mproper seat contact that cannot be
corrected by refacing .
• Use cutting o i l on the reamer d uring this operation .
• Rotate the reamer clockwise, never countercloc kwise
when i n serting and removing .

Reface the valve seats and clean the cylinder head thoroughly
to remove any metal particles.
l s Tc;oLJ VALVE GUIDE REAMER

VALVE SEATS
I N SPECTI O N

Clean all intake and exhaust valves thoroughly to remove car­

bon deposits.

Apply a light coating of Prussian Blue to each valve face.

Tap the valve against the valve seat several times with your
finger, without rotating the valve , to check for proper valve
seat contact .

Remove the valve and inspect the valve seat face .

The valve seat contact should be with in the specified width a n d
even all a r o u n d t h e circu mference . ( Refer to t h e model
specific manual for the seat width . )
If the valve seat width is not with i n specificati o n , reface
the valve seat (page 9 - 1 2).

NOTE
•
Most valve faces and stem tips are coated with a thin
layer of stellite so they cannot be groun d . If a valve face
or stem tip i s rough, worn unevenly, or contacts the seat
i m properly, the valve must be replaced .

9- 1 5
Date of Issue : March , 1 99 5
H O N DA M OTOR CO . , LTD .
CYLI NDER H EAD

Inspect the valve seat face for:

Uneven seat width:
Bent or collapsed valve stem;
•

Replace the valve and reface the valve seat.

Damaged face:
- Replace the valve and reface the valve seat.
•

DAMAGED FACE U N EVEN

SEAT WI DTH

•
Contact area (too high or too low) .
- Reface the valve seat.

TOO LOW TOO HIGH

VALVE SEAT REFAC I N G

NOTE
•
Follow the refacer manufactuer's operating instructions.
Reface the valve seat whenever the valve guide has
been replaced.
•

• Be careful not to grind the seat more than necessary.

If the contact area is too high on the valve, the seat must be
l9wered using a 3 2 degree flat cutter.

If the contact area is too low on the valve, the seat must be
raised using a 60 degree inner cutter. Refinish the seat to
specifications, using a 45 degree finish cutter.

D ate o f Issue : March , 1 99 5

9-1 6 © H O N DA M OTOR CO. , LT D .
 CYLIN DER H EAD

Using a 45 degree cutter, remove any roughness or ir­

regularities from the seat.
ROUGHNESS

Using a 32 degree cutter, remove 1 /4 of the existing valve seat

material.

Using a 60 degree cutter, remove the bottom 1 /4 of the old

seat.

Using a 45 degree cutter, cut the seat to the proper widt h .

T WI DTH

Date o f I ssue : M a rc h , 1 99 5
© H O N DA M OTOR CO . , LTD . 9- 1 7
CYLINDER H EAD

After cutting the seat, apply lapping compound to the valve MOVE THE
face, and lap the valve using light pressure. VALVE UP AND
DOWN WHILE
CAUTION ROTATING
TEH VALVE
•
Excessive lapping pressure may deform or damage the

��/
seat.
• Change the angle of lapping tool frequently to prevent
uneven seat wear.
• Lapping compound can cause damage if it enters be­
tween the valve stem and guide.

After lapping, wash any residual compound off the cylinder ROTATE THE VALVE
head and valve. AND PRESS U G HTLY

Recheck the seat contact after lapping.

CYLI N DER H EAD ASSEM BLY

Install new stem seals .

NOTE
•
Replace the stem seals with new ones whenever a stem
seal is removed.

Lubricate each valve stem with molybde n u m dusulfide grease

and insert the valve into the valve guide while slowly turning [ s -rooL) VALVE SPRING COMPRESSOR
the valve .

CAUTIO N
• T o avoid damage to the stem seals, turn each valve
when inserting .

I nstall the spring seats, valve springs and retainers. COTTERS

NOTE
If the valve springs have a va rying pitc h , install the
springs with the narrow pitch end facing down . STEM
�-�
Compress the valve springs with the valve spring compressor
and install the valve cotters.

CAUTION

Compressing the valve spring more than necessary

when installing the valve cotters may cause loss of valve
spring tension.

NOTE
• To ease installation of the cotters, grease them first.

Tap the valve stems gently with a soft hammer to firmly seat
the cotters.

9- 1 8
D ate of Issue : March, 1 99 5
© HO N DA MOTOR C O . , LTD .
 CYLINDER H EAD

Clean any gasket material from the cylinder mating surface. OIL STO NE
Reface the mating surface using oil stone, if necessary.

I N ITIAL CAMSHAFT LUBRICATION

Apply molybdenum disulfide oil to the camshaft jo u rnal
surfaces in the cylinder head .

Fill the oil pockets in the head with the recommended oil.

Date of Issue : M a rch, 1 99 5

H O N DA M OTOR CO . ,lTD . 9- 1 9
MEMO
 1 0. CYLINDER/ PISTON
SERVICE I N FORMATION 10-1 CYLIN D E R 10-5

TROUBLESHOOTIN G 10-1 PISTON/PISTON R I N G 10-6

SYSTEM D ESCRIPTION 1 0- 2 CYLINDER I NSTALLATION 10-10

SERVICE I N FORMATION
• Be careful not to damage the mating surfaces by using a screwdriver when disassembling the cylinder. Do not strike the
cylinder too hard duri ng disassembly, even with a rubber or plastic mallet, to prevent the possibility of damage to the
cylinder fins.
• Take care not to damage the cylinder wall and piston.
• With multi-cylinder engines , store the pistons, piston rings and piston pins i n the same order they were i nstalled so they
can be reinstalled in the o riginal positions .

TROUBLESHOOTING
Four stroke engines: I f performance 1s poor a t l o w speeds, check for white smoke i n the crankcase breather tube. If the tube is
smokey, check for a seized piston ring.

•
Refer to section 3 for cyli nder compression and leak-down test procedures.

Compression too low, hard starting or poor performance at

low speed
•
Leaking cylinder head gasket
•
Loose spark plug
•
Worn, stuck or broken piston rings
•
Worn or damaged cylinder and piston

Compression too high, overheating or knocking

Excessive carbon build-up in cylinder head or on top of
piston
•

Excessive smoke
•
Worn cylinder, piston, or piston ri ngs
•
I mproper installation of piston rings
•
Scored or scratched piston or cylinder wall

Abnormal noise (piston)

•
Worn cylinder and piston
•
Worn piston pin or piston pin hole
• Worn connecting rod small end bearing

Date of Issue : March , 1 99 5

© H O N DA MOTOR CO . , LT D . 1 0- 1
CYLINDER/PISTON

SYSTEM DESCRI PTION

CYLI N D E R

B ecause the cylinders a re afficted b y combustion heat and pressure, they a re made of a one-piece aluminum or steel casti ng
with considerable strength and cooling abilities . Air-cooled engi nes are provided with cooling fin s and liquid-cooled engines
are provided with a water jacket; both necessary to cool the engine. With a 4-stroke engine, the cylinder wall has cylindrical
shape . With the 2-stroke engine, however, the exhaust or scavenging ports are open and the characteristics of the engine
depend o n the shape, location and size of the ports . These ports are the key parts of a 2-strock engine . B ecause the piston
rings and piston skirts move agai nst the cylinder walls, a material with high wear resistance is requ i red . For the aluminum
cast cyli n der, a steel cylinder sleeve i s pressed into the part that directly contacts the piston and rings . I n som e 2-stroke
engines, the cylinder walls are plated with special hard metal ( nickel-silicon carbide coating which is m uch lighter than the
sleeve type) , and which has considerable cooling abi lity , seizure and wear resistance.
With the sleeve type, the cylinder wall is honed for a finish . Fine grooves are made i n the surface to collect and spread the
oil on the cylinder wall to l ubricate the pisto n . With the plated type, neither modification of the cylinder wall nor reboring
is possible. If the cyli nder wal l is flawed the cylinder m ust be replaced .

EXAMPLE O F 2-STROKE WITH SLEEVE TYPE

SCAVENGING PORT
CYLI N D ER SLEEVE

COOLING FINS RREL

EXAMPLE O F 2-ST R O K E ENGINE PROCESSED WITH NICKEL-SILICON CARBIDE ( Nikasil® l

SPECIAL COATING LAYER

SILICON CARBIDE
PARTICLE
N I CKEL

Date of Issue : M arch, 1 99 5

1 0-2 © H O N DA MOTOR CO . , LT D .
 CYLINDER/PISTON

PISTON
PISTON
The piston moves at high speed in the cylinder, and is exposed
to the extreme temperature of combustion. Pistons are
therefore made of a specially forged light alloy type aluminum,
\
PISTON R I N G S
··�
� PISTON MARK
which is not only lightweight but also less susceptible to ther­
mal expansion.
The piston itself is a high temperature part, being cooled only
by the release of heat to the cylinder through the i n haled PISTON PIN
air/fuel mixture and the piston rin g . The piston head is
therefore fabricated to have a somewhat smaller outer N EEDLE
diameter than the skirt, due to the high temperature exposure BEARING
and large thermal expansion. With a 2-stroke engine, the (2-STROKE
cylinder is distorted and the clearance with the piston tends to O N LY)
partially decrease, as there are two different parts with inequal
thermal expansion in the cyli nder: a part cooled by the air/fuel
mixture around the piston, such as the scavenging port, and a
part exposed to the extreme heat near the exhaust port. To O F FSET
resolve this problem the piston head of the 2-stroke engine is
oval and designed to have appropriate clearance during
driving.
At the small end of the connecting rod of the 2-stroke engine,
a needle bearing is used. For the 4-stroke engine, however, a
plain bearing is used at this point.
The reciprocating motion of the piston is converted into a rota­
tional motion of the crankshaft through the connecting rod . To
smooth the motion conversion, the pin hole of the piston is
slightly offset against the center shaft of the crankshaft.
If the piston is assembled in an incorrect direction, the piston
strikes the cylinder wall due to reversed offset, causing rapid
wear or seizure.
To assemble the offset correctly, the assembly must be done
by following the marks indicating the piston head assembly
direction. COMPRESSION RINGS

PISTON R I N G

4-ST R O K E
The piston ri ngs a re inserted within t h e g rooves i n the piston .
Rings a re made of a material with considerable wear
resista nce, because the piston rings move at high speed with
the piston while being p ressed against the cylinder wal l by
their own tension .
The ring arrangement for the 4-stroke engine is with two com­
pression rings sealing the combustion gas and a pair of oil rings
removing the oil from the cylinder wall.
Although the two compression rings are similar in appearance,
they are different in deta i l . Therefore, when removed, their in­
stallation position must be noted and marked before storing to
prevent incorrect reassembly. If identification is difficult, the
difference in shapes should be remembered; the top ring is
PISTON RING GAP
usually plain and the second ring has a beveled edge. Most of

\
RING MARK
the top rings are chrome plated on their sliding surface in order
to increase wear resistance. A few second rings are, however,
also plated.

Piston rings for 4-stroke and 2-stroke engines have identifi­

cation ma rks near the end gap of the top and second rings.
These ring ma rks must face upwards o n the piston when
assembling.

Date of Issue : M a rch , 1 99 5

© H O N DA M OTOR CO . , LT D . 1 0-3
CYLINDER/PISTON

The oil ring is needed to remove oil from the cylinder wall and
return the residue from the hole of the oil ring groove. If the oil • O I L RING
ring fails, oil flows into the combustion chamber and burns,
causing smoke. The oil ring is either of a split type arranged Steel Rail with
with two side rails and a slotted expander, or an integral type Slotted Expander
with a slotted square edge .
Ii����J.- Slotted Expander

Square-Edge

RECESS

PISTON PIN
HOLE

SNAP RING
GROOVE

PISTON PIN BOSS

2-STROKE
As the 2-stroke engine has a different l ubrication system, it is
arranged with only the top and second rings and without an oil PISTON RING DOWELS
ring. As the 2-stroke engine has a cylinder wall with a port, a A piston ring dowel is press fitted to
piston ring dowel is added to the ring groove of the piston, to each ring groove to prevent the ring from
prevent the rings from moving and hooking an edge in a port, rotating in the groove. After fitting the
causing breakage. The piston rings of the 2-stroke engine ring in the ring groove, check that the
must therefore be assembled by aligning the end gaps to the dowel engages the ring end gap properly.
dowels.

The design and shape of piston rings for 2-stroke engines are
different than that of 4-stroke engines. A taper is provided
· over the entire cross section in 2-stroke ring design .
This is because with the 2-stroke engine burning engine oil ,
carbon tends to adhere to the ring groove. If not reme dfed , the
ring sticks to the groove, causing it to lose tension and re­
sulting in decreased compression . The ring a n d the rin g groove
therefore have a tapered form to re move the carbon in the ring
groove when the ring is compressed during engine movement.
The rings of this type are called keystone rings .
TOP RING
2nd RING
f' ISTON

Some 2-stroke piston rings are provided with an expansion

ring inserted between the inside of the second ring and the
piston. The tension of the expansion ring absorbs the impact
generated when the piston contacts the cylinder wall, with a
resultant decrease i n engine noise.
) RING EXPAN DER

Date of Issue: Nov. , 1 989

1 0-4 © H O N DA M OTOR CO . , LTD .
 CYLI N DER/PISTON

CYLI N DER
WA RPAG E I N SPECTION

Remove the cylinder (see t h e M odel Specific manual ) .

Carefully remove any adhering gasket material from the

cylinder/head mating surface. Do not scratch the surface.

Check the cylinder for warpage by placing a straight edge and

a feeler gauge across the stad holes. Replace the cylinder if the
service limit is exceeded.
FEELER GAUGE
NOTE
Any clearance between the cylinder and head due to
damage or warpage will result in compression leaks and
•

reduced performance. CYLINDER

HEAD SIDE
WEAR I N SPECT I O N
t
Inspect the cylinder wall for scratches and wear.

NOTE
Inspect the area near T . D . C . (Top Dend Center) care­
fully. This area is especially s u bject to wear due to the
•

possibility of borderline lubrication from heat and top

ring compression.

Measure and record the cylinder l .D . at three levels in both an

X and Y axis. CYLINDER GAUGE
Take the maximum reading to determi ne the cylinder wear.

NOTE
•
Two-stroke engines: avoid the intake and exhaust ports
when measuring.

Measure the piston O . D . (see page 1 0-7) .

Calculate the piston-to-cylinder clearance. Take the maximum
reading to determine the clearance.

Calculate the cylinder for taper at three levels in an X and Y 4-STROKE: 2-STRO KE:
axis. Take the maximum reading to determine the taper.

Calculate the cylinder for out-of-round at three levels in an X

and Y axis. Take the maximum reading to determine the out­ TOP
of-round.

If any of the cylinder measurements exceed the service limits M I DDLE

and oversized pistons are available, rebore to next smallest
size possible and install the proper pistons. Otherwise, replace PORTS
the cylinder.
BOTTOM

Date of Issu e : N ov . , 1 98 9
© H O N DA M OTO R C O . , LTD . 1 0- 5
CYLINDE R/PISTON

PISTON/PISTON R I NG
REMOVA L

NOT F.
•
Place a clean shop towel over the crankcase to prevent
the possibility of the clip falling into the crankcase.

Remove the piston pin clip using a pair of pliers .

Press the piston pin out of the piston.

2-stroke engines: PISTON PIN

PISTON PIN CLIP
Remove the needle bearing from the small end of the con nect­
ing rod.

NOTE
•
Do not damage or scratch the piston.
•
Do not apply side force to the connecting rod.
•
Do not let the clip fall into the crankcase.
•
Mark and store the pistons and piston pins so that they
can be reinstalled in their original positions.

I NSPECTION

Clean carbon deposits from the piston.

NOTE
•
Clean carbon deposits from the piston ring grooves with
a ring that will be discarded. Never use the wire brush; it
will scratch the groove.

Inspect the piston rings for movement by pressing the rings.

The rings should be able to move in its groove without
catching.

Spread each piston ring and remove it by lifting it up at a point

just opposite the gap.

CAUTION
•
Do not damage the piston ring by spreading the ends too
far.

Some 2-stroke engines : Remove the expander from the se­

cond ring groove.

Inspect the piston:

PISTON
•
Sliding surface for scratches or wear. PISTON RING
RING
Remove any small surface scratches using #600- #800
sa ndpaper. If there are deep scratches, replace the piston .
• Piston ring grooves -for excessive wear. Replace the
piston as necessary.
• 4-stroke engines: Oil pass holes in the oil ring groove-for
clogs. Clean the oil holes with compressed air.

Date of Issue: Nov. , 1 98 9

1 0-6 © H O N DA M OTOR C O . , LTD .
 CYLI NDER/PISTON

Measure and record the piston O . D . 90 ° to the piston pin bore

and at the point specified in the Model Spectific manual, near
the bottom of the piston skirt.

Replace the piston if the service limit is exceeded.

Calculate the piston-to-cylinder clearance (see page 1 0-5 ) .

SPECIFIED
D I STAN C E

Measure the piston p i n bore I .D . i n an X and Y axis. Take the

maximum reading to determine the I .D .

Replace the piston if the I . D . is over the service limit. ltfl§1

�

Inspect the piston rings, and replace them if they are worn. P I STON R I N G

NOTE
I • Always replace piston rings as a set.

Reinstall the piston rings (see page 1 0-8) into the piston
grooves.

Push in the ring until the outer surface of the piston ring is
nearly flush with the piston and measure the clearance using a
feeler gauge. Replace the piston ring if the service limit is
exceeded.

Insert the piston ring into the bottom of the cylinder squarely,
using the piston as show n .

Measure the e n d g a p using a feeler gauge. Replace t h e ring if

the service limit is exceeded.

1 0- 7
Date of Issue : N ov . , 1 98 9
© H O N DA M OTO R CO . , LTD .
CYLIN DER/PISTON

PISTON P I N I N SPECT I O N

Measure the piston pin O . D . a t three points.

Replace the piston pin if the service limit is exceeded .

Calculate the piston pin-to-pin bore clearance by subtracting

the piston pin O . D . from the pin bore I . D .

SMALL E N D BEAR I N G S U RFACE I N SPECTION 4-STROKE E N G I N E 2-STROKE ENGINE

2-stroke Engines:
Install the needle bearing and piston pin in the connecting rod
small end and check for excessive play.
If the piston pin I . D . is over the service limit, the crankshaft
must be replaced . Measure the I . D . of the connecting rod small
end.

4-stroke Engines:
Measure the I . D . of the connecting rod small end .

Replace the connecting rod or crankshaft assembly if the ser­

vice limit is exceeded.

P ISTON/PI STO N R I N G I N STALLAT I O N

4-stroke Engines:
Clean the piston heads, ring lands and skirts. MARK

Carefully install the piston rings onto the piston with the mark­
ings facing up.

NOTE
SECOND
•
Be careful not to damage the piston and rings during RING
assembly.
•
Do not confuse the top and second rings: The top ring is
chrome-coated and the second ring is not coated ( black) .
•
After installing the rings they should rotate freely,
without sticking.
•
Space the ring end gaps 1 20 degrees apart.
•
Space the side rail gaps 40 mm ( 1 .6 i n ) or more a pa rt as
shown.

Date o f Issue: Sep . , 1 988

1 0-8 © HONDA MOTOR C O . , LTD .
 CYLINDER/PISTON

.
2-stroke Engines: 2-STROKE ENGINE
Clean the piston ring grooves. ��§§�...-- TOP R I N G

Lubricate the piston rings and ring grooves with clean 2-stroke SECOND
oil . RING
EXPAN DER
Install the piston rings on the piston with the marks facing up.

NOTE
•
Do not confuse the top and second rings. Be sure to in­
stall them i n the proper grooves.
•
Some 2-stroke engines use an expander ring behind the MARK
second ring .

In 2-stroke engines, the piston has locating pins that hold the 2-STROKE ENGINE LOCATING P I N S
piston rings away from the i ntake and exhaust ports.

Align the piston ring end gaps with the locating pins.

Check the fit of each ring i n its groove by pressing the ring i nto
the groove. Make sure that it is flush with the piston at several
points around the ring .

If the ring rides on the locating pin, it is damaged during

assembly.

PISTON I N STALLAT I O N

Coat the needle bearing ( 2-stroke engine only) a n d piston pin 4-STROKE E N G I N E 2-STROKE ENGINE "71
with the recommended oil.
Lubricate the piston pin. .----:1 PISTON /.

�
4-STROKE E N G I N E : Molybdenum solution
2-STROKE E N G I N E : Recommended engine oil
NOTE
•
Place a clean shop towel over the crankcase to prevent
the clip from falling into the crankcase.

Install the needle bearing into the connecting rod .

I nstall the piston and insert the piston pin.
N EEDLE
NOTE BEARING
•
The mark that is stamped on the piston head should be
facing the. correct direction.
" I N " MARK: TO INTAKE S I D E PISTON PIN MARK
"EX" or "l::.." MARK: T O EXHAUST S I D E

Install n e w piston p i n clips.

CAUTION
•
Always use new piston pin clips. Reinstalling used piston
pin clips may lead to serious engine damage.

NOTE
Take care not to drop the piston pin clip i nto the
crankcase.
•
Set the piston pin clip in the groove properly.
•
Do not align the clip's end gap with the piston cutout.

1 0-9
Date of Issue: Sep. , 1 988
© H O N DA MOTOR C O . , LTD .
CYLINDER/PISTON

CYLI NDER I NSTALLATION SINGLE CYLINDER

Make sure that the piston ring end gap i s correct.

Install a new cylinder gasket and dowel pins.

Coat the cylinder wall with clean engine oil and install the
cylinder.

NOTE
•
Route the cam chain through the cylinder.
•
Be careful not to damage the piston rings.

Single cylinder:
Install the cylinder over the piston while compressing the
piston rings by hand.
Multi cylinder: M U LTl CYLI NDER ( s rooL ) PISTON RING COM PRESSOR
Position the piston at T . D . C . and install two piston bases to
hold the 2/3 pistons.

Compress the rings with the piston ring compressor and install
the cylinder.

Parallel four cylinders:

First install #2/3, then # 1 /4.

I s rooL I PISTON BASE

Date of Issue: Sep . , 1 9 88

1 0- 1 0 © HONDA MOTOR C O . , LTD .
 l l . CLUTCH
S ERVICE INFORMATION 1 1-1 CLUTCH I NSPECTIO N 1 1 -10

TROU BLESHOOTING 1 1-1 HYDRAULIC CLUTCH SYSTEM

S ERVICE 1 1 -27
SYSTEM DESCRIPTIONS 1 1 -2

SERVICE I N FORMATIO N
• Clutch maintenance can be done with the engine in the frame.
• Refer to the Model Specific manual for removal/installation of the crankcase cover and specific clutch maintenance.
• Engine oil viscosity and level have an effect on c l utch disengagement. When the clutch does not disengage or the vehicle
creeps with clutch disengaged, inspect the engine oil level before servicing the clutch system.
• On wet centrifugal clutches, the clutch will not engage properly if the engine oil contains additives such as molybdenum
disulfied. Oils with a molybdenum disulfied additive tend to reduce clutch friction .

TROUBLESHOOTING Dl
Clutch lever too high
•
Damaged, kinked or dirty clutch cable
•
Damaged clutch lifter mechanism
•
Faulty clutch lifter plate bearing
•
Sticking clutch slave cyl inder piston
• Clogged hydraulic system

Clutch will not disengage or motorcycle creeps with clutch

disengaged
•
Too much clutch lever free play
• Warped plate
•
Loose clutch lock nut
•
Oil level too high, i mproper oil viscosity or oil additive
used
•
Air in hydraulic system
•
Low fluid level
•
Hydraulic system leaking or clogged

Clutch slips
•
Clutch lifter sticking
• Worn clutch discs
•
Weak clutch springs
•
No clutch lever free play
•
Hydraulic system clogged

1 1-1
Date of Issue: Sep. , 1 9 88
© HONDA MOTOR CO., LTD.
CLUTCH

SYSTEM DESCRI PTION S

The clutch system functions to disconnect/connect the power of the crankshaft. M ost clutches are placed between the
primary reduction and tra nsmissio n . With some m odels, however, they are attached d irectly to the crankshaft. The
actuation of the clutch can be roughly d i vided into two types: the manual clutch controlled by the rider and the centri­
fugal clutch which connects/disconnects power according to engine rotation .
The clutch controls the transmission of power by frictional force. When the clutch is completely disengaged, power cannot be
transmitted to the rear wheel . When the vehicle is started, the clutch gradually increases its frictional force and smoothly
transmits power to the rear whee l . When the clutch is completely engaged, the power of the crankshaft will be d i rectly
transmitted to the rear whee l .
If t h e clutch is partially released with t h e engine at h i g h r p m , t h e reduction i n friction force caused b y heat or wear i n the
clutch causes the clutch to slip even when completely engaged . As a result, power transmission is lost.

WET M U LTI PLATE M A N UAL C LUTCH

( TYPE A : OUTER PUSH TYPE)

This is the most conventional clutch type used on motorcycles. The primary drive gear of the crankshaft d rive the primary
d riven gear i ntegrated in the clutch oute r . The clutch discs and the clutch outer rotate with the crankshaft, because the claws
of the clutch disc a re engaged with the grooves of the clutch oute r .
T h e mainshaft o f t h e transmission a n d t h e clutch center a r e fixed with a lock n u t . F u rthermore, t h e clutch center a n d the
clutch plates are engaged with splines. Thus, the clutch plates rotate with the rear wheel t h rough the transmission .

�- �J
G) CLUTCH
OUTER @ L I FTER
PLATE
BEARI N G

�(i f
1
..

@ THRUST
WAS H E R
1 CENTER
@ CLUTCH
LIFTER
ROD

@ CLUTCH SPRING
DISC

When the clutch lever is pulled in, the clutch lifter mechanism CLEARANC E
p resses the pressure plate t h rough the lifter plate, resulting in APPEARS
a gap between the discs and the plates . The power of the
crankshaft is now not transferred to the rear whee l .
When operating the transmission gerar a n d g radually releasing
the clutch lever, the pressure plate begins to press the d isc CONTACT
and plate by the tension of the spring, and the discs and the

�
plates begin to transmit power by sliding contact. At this time,
the vehicle will start to move . ·
When the clutch lever is completely released , the discs a n d

Y
plates a re completely caught between t h e pressure plate a n d
t h e clutch center, and n o longer mutually sli p . T h e power of PRESSU
the crankshaft is thus completely transmitted to the rear
wheel . CLUTCH D ISENGAGED C LUTCH ENGAGED

D ate of Issue : M a rch, 1 99 5

1 1 -2 © H O N DA M OTOR CO . , LTD .
 CLUTCH

Judder Spring Purpose

When the clutch lever is released to engage the dutch, the
clutch discs and plates sometimes engage interm ittently caus­
ing judder or vibration to some degree.
To lessen this symptom, some models are equipped with a jud­
der spring.
The clutch discs and plates are pressed by the judder spring
tension and each disc and plate engages smoothly.
A judder spring is not installed on motorcycles on which the
judder is not bothersome.

SPRING SEAT

DAMPER
Damper Spring Purpose
When the engine is running, the combustion pressure that the
piston receives is applied to the cranksh aft intermittently and
the clutch outer primary driven gear receives the striking force
from every piston stroke.
Due to the pulsing nature of the power input, a damper spring
i s installed between the clutch outer and primary driven gear,
close to the crankshaft.
The damper springs absorb the impact of the power pulses so
they are not transmitted through the rest of the drive line. The
drive train is thus protected from unnecessary damage and
overall vibration is reduced.

TYPE B ( I N N E R PUSH TY PE)

The clutch lifter mechanism of this type is equipped on the opposite side of the clutch, and is different from the type A.
The push rod i s installed through the mai nshaft and presses the clutch pressure plate located outside of the clutch outward to
disengage the clutch. All but the above characteristic are the same as type A.

@ C LUTCH @ CLUTCH
CE
CLUTCH O UTER

(J) LIFTER
ROD
=p CD
/
.
t \
(a) BEAR I N G
�
CLUTCH
SPRIN G

@ C LUTCH PRESSURE
PLATE

Power transmission and operating principle are the same as type A (see page 1 1 -2 ) .

Date of Issue: Sep . , 1 988

© HONDA MOTOR CO., LTD. 1 1 -3
CLUTCH

ON E-WAY C LUTCH SYSTEM

(TYPE C : I N N E R PU S H TYPE WITH BAC K TORQU E L I M ITER M EC H AN I S M )

O n rapid downshifting from high RPM, the compression braking forces created by the engine can exceed the rear wheel's
traction; the engine becomes a rear wheel brake. This can cause momentary lockup of the rear wheel until the compression
braking force drops below the level necessary to make the rear tire break traction . If multiple downshifts are made, the result
will be a much longer loss of traction . The one-way clutch system has been specifically designed to prevent this loss of
traction.

O NE-WAY SPRAG
CLUTCH
(spline d to mainshaft )

CLUTCH H U B , OUTER
( no splines but receives
power via the one-way
sprag clutch) I N N E R PORTION
(Always locked during
deceleration. )

OUTER PORTION
(Can slip during
deceleratio n . )

The major difference between this system a n d a conventional

clutch is a two-piece clutch hub, inner and outer. In addition,
the outer portion of the clutch hub, that which controls the
majority of the clutch plates and discs, is driven by a special
one-way sprag clutch.

The inner portion of the clutch hub is splined to the transmis­

sion's mainshaft as is normal . But it only controls about two­
fifths of the clutch plates and discs. This portion of the clutch
transmits power and deceleration forces in the usual manner.

The outer portion of the clutch hub is not splined to the

transmission's mainshaft. It controls about three-fifths of the
clutch plates and discs. This portion transmits power when the
sprag clutch is locked up, such as during normal acceleration,
cruising, and deceleration. But it will slip during high RPM
deceleration.

OPERATION:
When the transmission is downshifted from high RPM, it
causes a backloading at the clutch because of the forces
generated by the engine's compression braking effect. If these
forces approach that which will cause the rear wheel to lock
up, the one-way clutch will disengage the outer portion and
a llow the inner portion to slip. It will do this to a degree that
a llows the rear wheel to maintain traction while maintaining
the highest effect of engine braking . So rather than being a
harsh ON or OFF mechanism, the one-way clutch determines
the correct amount of slip for each situation, all the while
maintaining maximum possible engine braking effect.

1 1 -4
Date of Issue: Sep . , 1 988
© HONDA MOTOR CO . , LTD.
 CLUTCH

• OPERATION When there is a backloading o n the clutch caused by the

D urin g accelerati o n , crwsmg, a n d n orma l deceleratio n , rear wheel nearing lock-up, the sprag clutch will slip just
power is transmitted through the clutch i n the normal man­ enough to prevent the wheel from locking without losing
ner: Clutch outer -+ plate ..... disc ...... sprag clutch ...... the benefit of maximum engine compression braking.
mainshaft.

CLUTCH OUTER
'

C LUTCH
HUB, OUTER
(no splines) SPRAG
llT"'l...,..,.__ CLUTCH
I NNER
RACE
CLUTCH (splined)
H U B,
I NN E R

SPRAG
CLUTCH
INNER
RACE
(splined)

• POWER FLOW DIAGRAM

..,._____ ORDI NARY POWER FLOW

•- BACK LOAD

1 1 -5
Date of Issue : N ov . , 1 98 9
CO H O N DA M OTOR CO . , LTD .
CLUTCH

TYPE D (CRANK SH AFT M O U NTED)

Clutch outer is on the crankshaft

�
•

@ CLUTCH @ DRIVE
PLATE PLATE

PRIMARY @ CLUTCH
DRIVE G EAR SPRING

(j) PRIMARY
DRIVEN
GEAR
CLUTCH @ LIFTER
OUTER PLATE

Power Flow Diagram CLUTCH DISENGAGED CLUTCH ENGAGED

I MAINSHAFT I
PRIMARY D t iVEN G EA R
t
:�:: �::
D RIVE PLATE
t
CLUTCH OUTER PRIM r EAR

C LUTC � PLATE C
+
•
Clutch springs are compressed ...... clutch is disengaged
• Clutch springs are released -+ clutch is engaged

t
CLUTCH LEVER
OPERAT I O N :

Clutch lever is Lifter rod , lifter Clutch outer is Clutch springs Clearance ap- Clutch
pulled in ---.... plate are ---• depressed ---.. are compressed -pears between - disengaged
depressed plate and disc

Clutch lever is Lifter rod is Clutch springs Clutch outer is Disc is con- Clutch
- __....,.. - - _....,..
released released are released pushed out tacted to plate engaged

1 1 -6
Date of Issu e : N ov . , 1 989
«d H O N DA M OTO R CO . , LTD .
 CLUTCH

WET M U LTI PLATE C E NTRIFUGAL C LUTCH

The centrifugal clutch achieves a connection/disconnection of the clutch by the centrifugal force applied o n the c lutch rotated
by the crankshaft. With this mechanism, the vehicle will not start when idling, because the centrifugal force is Jess and the
clutch is disengaged. However, as the rotation of the engine increases, the clutch will be engaged and the vehicle can be
moved without manual operation of the clutch.
When the centrifugal c l utch i s combi ned with the transmission, it will be provided with an independent mechanism, to
disengage the clutch by the motion of the pedal when operating the gear shift. This is to disengage the clutch temporarily
when changing gears, and to eliminate the pressure applied o n the toothed surface of the gear transmission to enable the gear
to slide smoothly, resulting in a n easier shift .

TYPE A: S H I FT CLUTCH C O M B I N E D

The centrifugal and shift clutches are combined to b e mounted t o the crankshaft.

CLUTCH
SPRING

PRIMARY
CLUTCH DRIVE N
OUTER GEAR

DAMPER ---I...._
SPRING

@ CLUTCH
LEVER

@ CLUTCH
LOCK NUT
S H I FT LI FTER
@ BALL MECHANISM
RETAINER

At low engine speeds, the centrifugal force a pplied on the
clutch weight i s less. The weight does not work, and a gap
exists between the cl utch plates and discs. The clutch is
disengaged.
CLUTCH PLATE
C LUTCH DISC
\ CLUTCH OUTER
When the engine speed is i ncreased, the centrifugal force
applied to the clutch weight increases. The weight moves
outwards and presses the clutch plate. The plates and the
discs therefore closely join and the power of the
cran kshaft will be transmitted to the primary d rive gea r.

PRIMARY
DRIVE G EAR

Date of Issue: S ep . , 1 9 88
© HONDA MOTOR C O . , LTD . 1 1 -7
CLUTCH

In some cases, a roller i s used instead of a clutch weight be­

tween the drive plate and the clutch plate. In this type, cen­
trifugal force shifts the roller to the outside of the drive plate,
causing the pressure on the clutch plate to engage the clutch.
C LUTCH PLATE
t .
.

PRESS
I NC R EASED
CENTR I F U GA L
FORCE
ROLLER

GEAR S H I FT LIFTER BALL RETAINER LIFTER CAM

When the shift pedal is operated, the rotation of the gear shift
spindle rotates the lifter cam through the clutch lever.
When the lifter cam is rotated, the ball positions of the ball re­
tainer and the lifter cam are dislocated, causing the lifter cam
to lift for the distance shown in the figure (a) and the pressure
plate is pressed.

'---·--- --·---------'

When the pressure plate is pressed, the clutch outer contracts CLUTCH
the spring and the whole clutch outer is pushed inwards. OUTER
At this time, even though the clutch weight is closely joined to
the disc and plate, a gap will exist between the disc and plate
from the motion of the clutch outer, and the clutch is then
disengaged.

LI FTER
PLATE

As the pedal is released after completion of shifting gears, the

lifter cam returns to its original position. When the clutch outer
returns to its original position by the tension of the clutch
spring, the disc and the plate closely join again, and the clutch
is then engaged.

1 1 -8
Date of Issue : Nov. , 1 98 9
© H O N DA M OTOR CO . , LTD .
 CLUTCH

TYPE B: S EPARATED S H I FT CLUTCH

The centrifugal clutch and the shift clutch are separate in this type, increasing the clutch capacity in comparison with the
combined type described on previous pages. Differing from the type mentioned in the previous section, the centrifugal clutch
has a mechanism whereby the c lutch shoe attached to the crankshaft is expanded outwards by centrifugal force, and the
shoe is pressed against the i n ner surface of the clutch drum, allowing power transmission. This is a similar mechanism to a
drum brake. The s hift clutch is attached to the mainshaft as with a manual clutch. The work of engaging/disengaging is also
the same as with the manual clutch. The gear shift lifter mechanism is the same as that of the combined type described in the
previous section.
CLUTCH
CENTER
CLUTCH
LIFTER DISC CLUTCH

\
PLATE PLATE

}
(i) BEARI N G

��� ff'\
I:;!)J
S H I FT
C LUTCH

} C ENTRIFUGAL
CLUTCH

FRICTION CLUTCH
SPRING DRUM

OPERATI O N P R I N C I PALS

Centrifugal o peratio n : refer to belt a utomatic tra nsmissio n .

Lifter mecha nism operatio n : refer to wet m u lti plate centrifugal clutch (Type A) .
•

Cl utch mechan ism operatio n : refer to wet m ultiplate centrifugal c lutch (Type A) .

Date of Issue: N ov . , 1 98 9
© H O N DA M OTO R CO . , LTD . 1 1 -9
CLUTCH

CLUTCH I NSPECTION
CLUTCH L I FTER D I SA S S E M BLY/I N S PECTION

(Type A and a part of Type Bl

Remove the crankcase cover (Refer to Model Specific manual).

Remove the lifter rod and return spring.

If a spring pin i s used, drive out the pin using a pin driver.

Remove the l ifter shaft from the crankcase cover.

RETURN SPRING

Check following:
DUST SEAL
•
l ifter rod for bending
•
needle bearing for play or damage
• dust seal for damage
• return spring for damage or weakness

NEEDLE BEARI N G

(Type Dl LI FTER COVER

Remove the right crankcase cover (see the Model Specific
manual) .

Remove the screws and lifter cover.

SCREWS

Remove the following: LIFTER ROD

• Stopper pin and lifter arm
• Screw and set plate
•
Lifter plate and l ifter rod

SET PLATE

Date of Issue: Sep . , 1 988

1 1 -1 0 © HONDA M OTOR C O . , LTD .
 CLUTCH

Check the following:

•
Lifter arm, for straightness
•
Return spring for weakness
0-ring, for damage
Sliding surface of the l ifter arm, for abnormal wear or
•

damage.
•

0-RING

RETURN
S PR I N G

CLUTCH R E M OVAL/DI SASSEM BLY C LUTCH SPRING

(Type A)
Loosen the clutch spring bolts in a crisscross pattern i n 2 or 3
steps.

Remove the clutch spring bolts, l ifter plate and clutch springs.

If the clutch is secured with a staked lock nut, unstake the nut.

C LUTCH S P R I N G BOLT

Remove the lock nut and lock washer using a special tool .
! s ;-;;oL ) LOCK NUT WRENCH
I f a snap ring i s used , remove the snap ring a n d clutch
i
LOCK NUT
assem bly .

CLUTCH CENTER
HOLDER

(Type 8)
Loosen the clutch spring bolts in a crisscross pattern in 2 or 3
steps.

Remove the clutch spring bolts, pressure plate and clutch

springs.

NOTE
Hydraulic Clutches: To protect the clutch system from
air contamination slowly squeeze the clutch lever im­
•

mediately after removing the pressure plate, then tie the

lever to the handlebar grip.

Date of Issue : N ov . , 1 98 9
CC H O N DA M OTO R CO LTD . , 1 1 -1 1
CLUTCH

Remove the lifter rod, push rod, discs and clutch plates. PUSH
ROD
NOTE
•
Some models have a steel ball between the lifter and
push rods.
i

Remove judder spring and spring seat if they are installed.

\

J
If the lock nut is staked to the mainshaft, u nstake the lock n ut
and remove it.

Remove the lock washer.

Remove the clutch center and clutch outer.

LOCK N UT
-L AND LOCK
� WASHER
�__'=� CLUTCH CE NTER

(Type C) SET RING

Remove the set ring, lifter plate, l i fter rod and bearing .

Slowly squeeze the clutch lever i mmediately after removing

the clutch lifter plate, then tie the lever to the handlebar.

CAUTION

• Ambient air can contaminate and may damage the clutch

system .

LIFTER PLATE LI FTER ROD

Shift the transmission into top gear a n d apply the rear brake. LOCK NUT AND LOCK WASHERc.-p "'- [ s Tt;oL ) LOCK NUT
Remove the lock nut. , 1 � -� . '---- 0--=-=::::::-:::-- w RENcH
-�/
_·

1'--'.---i-=-<.--
- �-- �"
'
------ · -
NOTE CLUTCH
•
If the engine is not i n the frame, shift the transmission in­ SPRING
SET PLATE
to top gear and hold the drive sprocket using the u niver­
sal holder (07725- 0030000) .

Remove the lock washer, clutch spring set plate, clutch spring
and washers.

CLUTCH SPRING AND WASHER

Date of Issue: Sep . , 1 988

1 1-1 2 © HONDA MOTOR CO., LTO.
 CLUTCH

Remove the clutch pressure plate, clutch plates and discs.

cr­
\\( , '

I! I DISCS
'

\ AND
CLUTCH
PLATES

PRESSURE
PLATE

Remove clutch center B and the one-way clutch as an

assembly.

CLUTCH C E NTER B AND

ON E-WAY CLUTCH

Remove clutch center A , the washer and the clutch outer. WASHE R CLUTCH
OUTER
Remove the clutch outer guide. GUIDE

C LUTCH C LUTCH
CENTER A OUTER

(Type D)
Remove the lifter, spring and oil through guide.
Remove the screws, clutch outer cover and gasket.

\
\
\
\
GASKET

Date of Issue: Sep . , 1 988

© HONDA MOTOR C O . , LTD . 1 1 -1 3
CLUTCH

Straighten the lock washer tab.

Hold the clutch outer using the clutch outer holder.

Remove the lock nut using the lock nut wrench.

Remove lock washers A and B; discard washer B.

NOTE
•
Replace lock washer 8 whenever it is removed.

Remove the clutch assembly from the crankshaft.

LOCK NUT
WRENCH

Remove the snap ring and primary driven gear from the PRI MARY DRIVEN COLLAR
mainshaft. G EAR

Remove the clutch center guide and collar from the

crankshaft.

CLUTCH CENTER GUIDE

Remove the damper springs from the clutch outer.

Date of Issue: Sep., 1 988

1 1 -14 © HONDA MOTOR C O . , LTD.
 CLUTCH

Install the primary drive gear onto the clutch assembly and I s T,;oL I C LUTCH SPRING COMPRESSOR
compress the clutch springs using the clutch spring com­
pressor, then remove the set ring.

CLUTCH SPRING COMPRESSOR 07960 - 0 1 1 0000

Loosen and remove the tool, then disassemble the clutch .

SET R I N G

C LUTCH I N S PECTI O N LIFTER PLATE

Lifter Plate Bearing (Type A . B . C. and D l

The lifter plate bearing inner race i s loaded b y the l i fter rod
when the clutch is disengaged. Inner bearing race damage ef­
fects the clutch operation.

Turn the bearing inner race with your finger, a n d check that
the bearing turns smoothly and quietly without play.
Also check that the outer race fits tightly i n the lifter plate.

LIFTER BEARING

Clutch Outer (Types A. B. C and Dl

Check the primary driven gear teeth for wear or damage,
replace as necessary.
•

Check the slots of the clutch outer for nicks, damage or

wear from the clutch discs; replace as necessary.
•

CLUTCH OUTER

PRIMARY
DRIVEN GEAR

Clutch Outer Guide. Needle Bearing (Types A, B and Cl

Measure the I . D . and/or O .D . of the clutch outer guide.
Replace if the service l imits are exceeded.
•

Check the needle bearing for damage or exessive wear:

replace if necessary.
•

NEEDLE BEARING

Date of Issue: Sep . , 1 988

© HONDA M OTOR C O . , LTD . 1 1 -1 5
CLUTCH

Clutch Disc (Types A, B, C and Dl

•
Check the clutch discs for scoring or discoloration; replace
as necessary.
•
Measure the disc thickness and replace the discs if the ser­
vice limit is exceeded.

NOTE
•
Replace the clutch discs and plates as a set.

DISC

Clutch plate (Types A, B. C and Dl

•
Check the clutch plates for warpage or discoloration;
replace if necessary.
•
Check for plate warpage on a surface plate using a feeler
gauge; replace if the service limit is exceeded.

NOTE
Warped clutch plates prevent the clutch from disengag­
ing properly.
•

FEELER GAUGE

Clutch Center
Check the clutch center for nicks, grooves or abnormal wear
from the clutch plates; replace as necessary.

NOTE
•
A damaged clutch center causes engine noise.

CLUTCH

JI CENTER

Lifter Push Rod (Types B and C)

Check the push rod for trueness or damage; replace if

\
necessary.
If there is a steel ball between the lifter rod and push rod,
check the ball for wear or damage; replace as necessary.
STEEL BALL

Date of Issue: Sep. , 1 988

1 1 -1 6 © HONDA MOTOR C O . , LTD .
 CLUTCH

Judder Spring, Spring Seat JUDDER SPRING

(Types A and Bl
Check the judder spring and spring seat for deformation, war­
page or damage; replace as necessary.

A damaged or warped spring seat will cause the judder spring

to be pressed unevenly.
A damaged judder spring also causes the weak contact bet­
ween the discs and plates or uneven disc/plate contact.

SPRING SEAT

Main shaft
(Types A, B and C)
Measure the mainshaft O . D . at the sliding surface, if the clutch
outer guide slides on the mainshaft.

Replace the mainshaft if the service limit is exceeded .

i
I

I
I

MAIN SHAFT

Clutch Spring
(Types A, B and 01
Measure the clutch spring free length; replace the springs if
the measurement is not within the service limit.

NOTE
•
If the vehicle has been used for a long time, the clutch
spring free length will be shorter, because the clutch
springs are compressed while the clutch is disengaged .
•
Replace the clutch springs as a set so that the discs con­
tact the clutch plates evenly .

CLUTCH SPRING

Cl utc h Spri n g
(Type C)
Measure the free height of the clutch spring; replace the spring
if the measurement is lower than service limit.

CLUTCH SPRING

Date of Issu e : N ov . , 1 98 9
© HO N DA M OTO R CO . , LTD . 1 1-1 7
CLUTCH

One-Way Clutch (Type C)

• Check the inside surface of clutch center 8 for abnormal CLUTCH C ENTER 8
wear of damage; replace as necessary.
•
Measure the 1 . 0 . of clutch center B . Replace if the service
l imit is exceeded.

•
Check the outside surface of the one-way clutch inner for
abnormal wear, replace if necessary. ONE-WAY CLUTCH I N N ER
• Measure the O . D . of the one-way clutch inner. Replace if
the service limit is exceeded.

•
Check the sprag for damage or excessive wear, replace if C LUTCH CENTER B
necessary.

Reassemble the one-way clutch as follows:

•
Install the sprag into the clutch center 8, with the flanged
side facing u p .
• Instal l the clutch inner into the sprag by turning it in the
specified direction with the groove facing up.

Hold the clutch inner and turn clutch center 8 as shown and
check that the clutch center turns in the specified direction but
not in the opposite direction. Replace the one-way clutch if the
clutch center turns in both directions.

Primary Drive Gear (Type 01 PRIMARY DRIVE G EAR

•
Check the drive gear grooves for nicks or wear caused by
the clutch plates; replace as necessary.
•
Measure the 1 . 0 . of the primary drive gear. Replace if the
service limit is exceeded .

G ROOVE

1 1-1 8
Date of Issue : Sep . , 1 98 8
© HONDA MOTOR C O . , LTD .
 CLUTCH

Clutch Center Guide, Collar (Type 0)

•
Measure the 1 . 0 . and/or O . D . of the clutch center guide at
the sliding surface. COLLAR

Replace the guide if the service l imit is exceeded .

•
Measure the I . D . and/or height of the collar; replace if the
service limit is exceeded.

CLUTCH
CENTER
GUIDE

Crankshaft (Type 0)
Measure the O.D. of the crankshaft at the clutch center guide
sliding surface, replace if the service limit is exceeded .

CRAN KSHAFT

C LUTCH REASSEM BLY

N EE D LE BEARI N G
(Type A)
Install the needle bearing or clutch outer guide onto the
mainshaft.
CLUTCH OUTER

Install the clutch outer onto the mainshaft.

NOTE
•
If the pump drive sprocket is installed on the mainshaft,
align the holes of the clutch outer with the pins on the oil
pump drive sprocket.
•
If the primary drive gear is the anti-backlash type, install
the clutch outer onto the mainshaft while moving the
drive sub gear to align the two gear teeth using a
screwdriver. Take care not to damage the gear teeth.

Install the thrust washer ( if used ) .

Date of Issue : M arch , 1 99 5

© H O N DA MOTOR CO . , LT D . 1 1-19
CLUTCH

Coat the clutch discs and plates with clean oil. PRESSURE PLATE

Install the pressure plate, discs, plates and clutch center onto
the mainshaft in the order shown. If a judder spring is used, in­
stall the judder spring and spring seat as shown below.

DI SCS AND PLATES

NOTE DISC
•
The disc that is installed against the judder spring has a
larger I . D . than the other discs.
•
If the splines of the clutch center cannot be a ligned with
the mainshaft splines while i nstal l ing, change the
transmission into any gear position and turn the rear
wheel to ease installation .

JUDDER
SPRING

Make sure that the clutch center i s installed completely; the RE PLATE
grooves of the c lutch center must align with the tabs of the
pressure plates.

If the clutch i s secured with a lock n u t :

Install t h e lock washer onto t h e mainshaft with the

"OUTSIDE" mark facing outside.
ALIGN
If there i s no mark, install the lock washer with the convex side
facing out.

Install the lock nut and tighten it to the specified torque.

NOTE
•
Use a new lock nut if the lock nut was staked.
•
Face the c hamfered side of the lock nut i nward if the
lock nut is chamfered.

•
If a snap ring is used:

Set the snap ring into the groove i n the m a inshaft with the
chamfered side inward. Turn the snap ring to be sure that it is
� CHAMFERED
EDGE
seated in the groove.

Date of Issu e : N ov . , 1 989

1 1 -20 © H O N DA M OTOR CO . , LTD .
 CLUTCH

Tighten the lock nut to specified torques using a special too l .

( s.Too..) LOCK NUT WRENCH

Where a staked lock n u t is used:

Stake the nut to the mainshaft.

PEEN POINT
NOTE
Re place staked-type lock n uts if the old staked area of
the nut aligns with the groove of the shaft after tighten­
•

ing the nut to the specified torq u e .

Be careful not to damage the shaft when staking the lock
213 OR MORE
•

nut.
•
M a ke sure that the peen point covers at least 2/3 of the
width of the mainshaft groove.

Set the bearing in the lifter plate, then install the clutch springs C LUTCH SPRING
and the lifter plate.

Install the clutch spring bolts and tighten them in a crisscross

pattern in 2 or 3 steps.

CLUTCH SPRING BOLT

IType Bl
Install the clutch outer guide, needle bearing and clutch outer
(see page 1 1 - 1 9) .

Install the clutch center.

Install the lock washer and lock nut (see page 1 1 -20) .

Tighten the lock nut using the special tool to hold the clutch
center.

Stake the lock nut if necessary.

Date of Issu e : Nov. , 1 989

© H O N DA M OTO R CO . , LT D . 1 1 -2 1
CLUTCH

Coat the clutch plates and discs with clean engine oil.

Install the judder spring seat and spring, d i scs and clutch
plates.

NOTE
The judder spring and spring seat should be installed as
shown.
•

•
The disc that is installed against the judder spring has a
larger I . D . than the other d iscs.

JUDDER SPRING
SPRING SEAT

Coat the push rod with grease and install it into the mainshaft.

Install the l ifter rod (and steel ball, if removed ) .

LIFTER ROD

Install the bearing i n the lifter plate, then i nstall the clutch
springs, pressure plate, washer(s) and clutch spring bolts. PRESSURE
PLATE
Tighten the clutch spring bolts.

BEARING

(Type Cl C LUTCH CENTER A

Install the clutch outer guide, needle bearing and clutch outer
(see page 1 1 - 1 9) .

Install clutch center A and t h e washer.

WASHER

Date of Issue: Sep. , 1 988

1 1 -2 2 © H O N DA M OTOR CO., LTD.
 CLUTCH

I nstall the clutch center B, the one-way clutch and one-way

clutch i nner as an assembly onto the c lutch outer.

NOTE
•
See page 1 1 - 1 8 for one-way clutch assembly.
•
Make sure that the one-way clutch i s installed correctly
by turning clutch center B. The clutch center should turn
in the specified d irection freely and should not turn in the
opposite direction.

CLUTCH CENTER B, ON E-WAY CLUTCH AND

ONE-WAY C LUTC H I N N E R

Coat the clutch plates and d iscs with clean engine oil and in­ SECOND AND THIRD D ISC (Different-groove pattern)
stall them in the cl utch outer and on the clutch center.

NOTE
•
Two discs have different groove patterns than the other
d iscs. I nstall these two in the SECOND and THIRD disc
positions (from the mainshaft ) .
Do n o t move clutch center B after installing t h e d iscs and
clutch plates.

, PLATES AND D ISCS

I nstall the pressure plate . PRESSURE

PLATE
I nstall the washers, clutch spring and set plate.

NOTE
•
Install the clutch spring with concave side toward the
inside.

WASHER

Install the lock washer and lock nut (see page 1 1 -20) . LOCK WASHER AND LOCK NUT

Put the transmission in top gear and apply the rear brake. Then
tighten the lock nut to the specified torque.

NOTE
•
If the engine is not i n the frame, shift the transmission in­
to top gear, hold the drive sprocket with the u niversal
holder, and tighten the lock n ut .

Date of Issue: Sep 1 988

© HONDA MOTOR C O . , LTD.
. •

1 1 -23
CLUTCH

Coat the push rod with grease and install it in the mainshaft.

Install the lifter rod.

Untie the clutch lever from the handlebar.

Install the bearing onto the lifter plate.

Install the lifter plate and secure it with the set ring .

LIFTER PLATE BEARING

(Type D)
Install the clutch springs on the clutch outer.

C LUTCH SPRINGS

Assemble the drive plate in the clutch outer.

DRIVE PLATE
Install the clutch disc, clutch plate and primary drive gear.

CLUTCH DISC

Compress the clutch springs with the clutch spring com- Is �oL I CLUTCH SPR I N G COMPRESSOR
pressor, then install the set spring in the groove of the clutch
outer.

Remove the tool.

CLUTCH SPRING COMPRESSOR 07960 - 0 1 1 0000

SET RING

Date of Issue: Sep . , 1 988

1 1 -24 © HONDA MOTOR CO., L TO.
 CLUTCH

Install the clutch d amper springs.

DAMPER SPRINGS

Install the collar and clutch center guide onto the crankshaft. PRIMARY D RIVEN COLLAR
GEAR
Install the primary driven gear onto the mainshaft and secure it
with a snap ring.

C LUTCH
SNAP RING CENTER G U I D E

Install the clutch assembly onto the crankshaft.

"OUT S I D E ' ' MARK
Install a new lock washer B (tongued washer) onto the
mainshaft.

NOTE

Install lock washer A with the "OUTSIDE" mark facing out�

side. If there is no mark, i nsta l l the lock washer with the con�
LOCK WASHER B
vex side toward the outside.

Install the lock nut with the chamfered edge toward the i nside.

Hold the clutch outer using a special holder tool a nd tighten

the lock nut to the specified torque.

Bend the tab of lock washer B up into the lock n ut groove.

NOTE
• If the tab and groove aren't a l igned, turn the lock nut i n
t h e tightening direction to a lign; do not loosen t h e n u t to
set the locking tab.

LOCK N U T

Date of Issue: Sep., 1 988

© HONDA MOTOR C O . , LTD . 1 1 -2 5
CLUTCH

Install a new gasket onto the clutch outer.

LIFTER
Install the clutch outer cover and tighten the mounting screws.

Install the lifter, spring and oil through guide onto the clutch
assembly.

SPRIN G �
O I L THROUGH
GUIDE

CLUTCH LIFTER REASSEM BLY

(Type A and a part of type Bl

Coat the l ifter arm and dust seal with grease.

Install the lifter arm and return spring.

Drive in a new spring pin using a pin driver until the pin does
not interfere with the lifter arm.

Reset the return spring i n the place.

Install the l ifter rod into the cutout i n the lifter arm.

Install the crankcase cover (see the Model Specific manua l ) .

(Type Dl O I L _SEAL
Coat the lifter arm with grease.

Replace the 0-ring with new one, and i n stall the return spring
and lifter arm i n the crankcase cover.

Install the stopper pin i nto the pin hole on the crankcase cover.

Install the l ifter plate and set plate, then tighten the screw.

Install the lifter rod by aligning the boss of the lifter rod with
the groove in the crankcase cover.

Install a new gasket and the clutch lifter cover. Tighten the
screws.

Install the crankcase cover (see the Model Specific manua l ) .

Date of Issue: Sep . , 1 988

1 1 -26 © HONDA MOTOR C O . , LTD .
 CLUTCH

HYDRAULIC CLUTCH SYSTEM SERVICE RESERVOIR COVER

FLU I D R EPLAC E M E NT

Before removing the reservoir cover, turn the handlebar until

the reservoir is leve l .
Place a r a g over painted, plastic or rubber parts whenever the
system is serviced .
Remove the reservoir cover, diaphragm cover and diaphrag m .

CAUTION

• Spi l l i n g s brake/clutch f l u i d o n painted , plastic or

rubber parts w i l l damage them .

Connect a bleed hose to the bleed valve .

loosen the bleed valve and p u m p the clutch leve r .
Stop operating t h e lever when n o fluid flows out of t h e bleed
valve .
Close the bleed valve.
Fill the rese rvoi r with the recom mended fluid from a n unopened
container. Do n ot allow foreign material to enter the system
when refill i n g the reservoi r .
I nstal l t h e d iaphragm a n d reservoi r cover .
I nstal l a n d tighten the cover screws.

t§M!;Iiji!Ji
r. Using the wrong
� �-�---- - ----- --- ------....,
fluid will cause loss of braking BRAKE BLEEDER
efficiency. (CO M M E RC IALLY AVAILABLE)
•
Contaminated fluid can clog the system, causing a loss
of braking ability.

Connect the brake bleeder to the bleed valve.

BLEED HOSE
Pump the brake bleeder and loosen the bleed valve.

Add clutch fluid when the fluid level i n the master cylinder
reservoir is low .
Repeat above procedure until air bubbles do not appear in the
bleed hose.
NOTE
•
Be sure the fluid reservoir is parallel to the ground before
removing the cover and diaphragm.
• If air enters the bleeder from around the bleed valve
threads, seal the threads with teflon tape.

If the brake bleeder is not available, perform the following

procedure.
Connect a bleed hose to the bleed valve .

loosen the slave cylinder bleed valve and pump the clutch
lever.
Stop operating the lever when no fluid flows out of the bleed
valve.
Close the bleed valve. Fill the reservoir, and install the
diaphragm .

Pump up the system pressure with the lever until there are no
air bubbles in the fluid flowing out of the reservoi r small hole
and lever resistance is felt .

Then bleed the system.

1 1 -2 7
Date of Issue : M arch, 1 99 5
© H O N DA M OTOR CO . , LT D .
CLUTCH

A I R BLEED I N G UPPER LEVEL D IAPHRAGM

1 ) Squeeze t h e clutch lever, open the bleed valve 1 /2 turn

then close the valve.

NOTE
•
Do not release the clutch lever until the bleed valve has
been closed.
•
Check the fluid level often while bleeding the system to
prevent air from being pumped into the system.

21 Release the clutch lever slowly and wait several seconds

LOWER LEVEL
after it is fully released, before repeating the procedure.

Repeat the above procedures until air bubbles no longer appear

at the end of the hose. BLEED VALVE

Tighten the bleed valve to the specified torque.

Fill the clutch fluid reservoir to the upper level.

Install the diaphragm, diaphragm cover and reservoir cover.

CLUTCH M ASTER CYLI N D E R

Removal/Disassembly
Place a rag over painted, plastic or rubber parts whenever the
HOSE BOLT
system is serviced.

CAUTION
•
Spilled fluid will damage painted, plastic, or rubber parts.

Disconnect the clutch switch wires, and remove the clutch

hose bolt and two sealing washers .

Cover the end of the hose with a clean rag to prevent con­
tamination of the system. Then secure the hose to the
handlebar.
H O LD E R SEALI N G WASHERS
Remove the holder bolts and holder, then remove the master
cylinder from the handlebar.

Remove the clutch lever pivot bolt, nut and clutch lever. CLUTCH LEVE R

Remove the push rod and boot.

PIVOT BOLT PUSH ROD

Date of Issue: Sep. , 1 988

1 1 -28 © HONDA MOTOR C O . , LTD.
 CLUTCH

Remove the snap ring from the master cylinder.

! s �oL I
SNAP RING PRIERS 07 9 1 4 - 323000 1 or
equivalent tool
commercially available

Remove the washer, piston/secondary cup, primary cup and

spring from the master cylinder body .
SPRING
Replace the master piston components as a set. PRIMARY
CUP
CAUTION
• Replacing individual master piston components can
WASHER
cause clutch system failure.

.
v�
��
PISTON/SECONDARY CUP SNAP RING

Inspection
Check the primary cup and secondary cup for wear, damage or
deterioration and replace as necessary.
Measure the master piston O . D . , replace if the service limit is
exceeded.

Check the master cylinder for scores or nicks and replace as

necessary.

Measure the master cylinder I. D. in X and Y directions; replace

if the service l imit is exceeded.

NOTE
•
Replace the piston, spring and cups as a set.

1 1 -29
Date of Issue: Sep . , 1 9 88
© HONDA MOTOR C O . , LTD.
CLUTCH

Assembly/Installation
Clean a l l parts thoroughly. SPRING
PISTON
Coat the primary and secondary cups with clean brake fluid
before assembly.

Install the spring i n the master cylinder with the small end out.

Install the primary cup and piston/secondary c u p . I ;:v:,:o.;

S URFACE) /r
.a �-� ..

CAUTION
A PRIMA RY A SECO NDAR Y
II CUP II
•
Allowing the lips to turn inside out when installing the
cups will result in brake system failure. CUP

I nstall the washer and snap ring making sure the snap ring is
seated firmly in the groove.

ts rooL I
SNAP RING PLIERS 079 1 4 -3230001 or
equivalent tool
commercially available
SNAP RING
PLIERS

Install the boot and push rod .

Set the push rod end piece into the clutch lever hole. Then in­
stall the lever with the end piece over the push rod .
·

y: U H ROO
�
Screw i n the pivot bolt making sure that the lever moves
smoothly, then tighten the pivot nut securely. ��----
PIVOT
NO
BOLT
PIECE

Place the master cylinder o n the handlebar and install the

"UP"
holder with the "UP" mark facing u p .

Align the end o f the holder with t h e handlebar punch mark.

Tighten the upper holder mounting bolt first, then tighten the
lower bolt.

Install the clutch hose with the bolt and two new sealing
washers.

Connect the clutch switch wires to the switch terminals.

Fill the reservoir and bleed the clutch system (page 1 1 -28).
t!l SEALING WASHERS

Date of Issue: Sep . , 1 988

1 1 -30 © HONDA MOTOR C O . , LTD.
 CLUTCH

SLAVE CYLINDER
CLUTCH SLAVE CYLI N D ER

Place a rag over painted, plastic or rubber parts whenever the

system is serviced.

CAUTION
•
Spilled fluid will damage painted, plastic, or rubber parts.

Remove the slave cylinder mounting bolts and then remove the
slave cylinder from the crankcase.

NOTE
HOSE BOLT
•
Do not disconnect the clutch hose until the piston has
been removed.

Inspect the piston seals for signs of leakage.

Disassemble the slave cylinder and replace the piston sea l as

required .

Place a clean pan under the slave cylinder to catch the draining
fluid and squeeze the clutch lever slowly to push out the
piston.

Drain the clutch fluid. Temporarily install the slave cylinder

then disconnect the clutch hose.

Remove the spring from the piston.

OIL SEAL
Check the piston and cylinder for scoring or scratches.

Remove the oil seal and piston seal from the piston and d iscard
them.

The seals must be replaced with new ones whenever they

have been removed.
SPRING

PISTON SEAL
Assembly
Assemble the slave cylinder in the reverse order of SLAVE CYLINDER
disassembly. BODY
Apply a medium grade of hi-temperature silicone grease or
brake fluid to the new piston seal and oil seal.

Carefully seat the piston seal in the piston groove. Install the
oil seal. Place the piston in the cylinder with the seal end facing
out.

Install the spring in the cylinder with small end toward the
piston.

Date of Issue: Sep . , 1 988

© HONDA M OTOR C O . , LTO. 1 1 - 31
CLUTCH

Make sure that the clutch lifter push rod is installed properly. DOWEL PINS

Install the dowel pins and a new gasket onto the slave cylinder
and install the cylinder by aligning the push rod with the oil seal
hole.

Tighten the mounting bolts to the specified torque.

NOTE
•
Some models have dowel bolts instead of dowel pins to
secure the slave cylinder positions.
•
Note the location of the dowel bolts or dowel pins for
positioning the slave cylinder.
Tighten the bolts in 2 or 3 steps in a crisscross pattern
starting from the dowel bolt or the dowel pin bolt.
•

Connect the clutch hose with the hose bolt and two new seal­
ing washers, then tighten the hose bolt to the specified torque.
� SEALING WASHERS
Fill the clutch fluid reservoi r and bleed the clutch system ( page
1 1 -2 8 ) .

Date of Issue: Sep. , 1 988

1 1 -3 2 © HONDA MOTOR CO., LTD .
 1 2. V- MATIC BELT DRI VE SYSTEM
SERVICE I N FORMATION 12-1 DRIVE BELT 12-5

TROUBLESH OOTIN G 12-1 DRI V E PU LLEY 12-6

SYSTEM DESCRIPTION 12-2 CLUTCH/DRIVEN PULLEY 12-10

SERVICE I NFOR MATION

• Avoid getting grease and oil on the V-belt and pul ley drive faces in order to prevent belt slippage.
• Refer to the Model Specific manual for removal/installation of the left crankcase cover and specific clutch maintenance.

TROUBLESHOOTI NG
Engine starts but vehicle won't move
Worn drive belt
Damaged ramp plate
•

Worn or damaged clutch lining

•

Engine stalls or vehicle creeps

• Broken clutch shoe spring

Poor performance at high speed or lack of power

Worn drive belt
Weak driven face spring
•

Worn weight roller

•

Faulty driven pulley face

•

Date of Issue: Sep . , 1 9 88

© HONDA MOTOR CO . , LTD . 1 2- 1
V -MA TIC BELT DRIVE SYSTEM

SYSTEM DESCRI PTION

O PERATI O N

HONDA V-MATIC provides variable drive ratios between the engine and rear wheel according t o the engine speed and load . It
accomplishes this with two sets of pul leys, drive and driven, connected by a drive belt. The drive pulley i s attached to the
engine crankshaft. The driven pulley is attached to a shaft that incorporates a centrifugal clutch. I n the V-Matic Drive, there is
a final gear reduction between the driven pulley and rear wheel, providing an increase in torque.
BALL BEARING

MOVABLE
D RIVEN
FACE

M OVABLE DRIVE FACE

DRIVE PULLEY DRIVEN PULLEY DRIVE PULLEY DRIVEN PU LLEY

When the engine is running at low speed, the unit increases or
multiplies torque. This delivers more torque than a higher
engine speed at a greater drive ratio.
REDUCTION: LOW
As the engine rpm increases, or the load on the rear wheel
decreases, centrifugal force on the weight rollers throws
the rollers outward. When the rollers are forced outward,
they push the movable face of the drive pulley closer to the
drive face. The result is a reduced drive ratio between the
d riven and drive pulleys.

REDUCTION: HIGH

Date of Issue: Sep . , 1 988

1 2- 2 © HONDA MOTOR CO . , LTD .
 V-MATIC BELT DRIVE SYSTEM

DRIVE PU LLEY OPERATI O N

RAMP PLA

The drive pulley consists of a fixed and a movable face . The movable face is capable of sliding axially on the shaft of the fixed
face. The ramp plate, which pushes the weight rollers against the drive face, is attached to the shaft of the drive face with a
nut.

AS SPEED I N CREASES
DRIVE BELT
MOVABLE FACE

RAMP PLATE

D RIVE FACE WEIGHT ROLLER

As the engine rpm increases, centrifugal force on the weight rollers is i ncreased . This pushes the movable drive face toward
the fixed face. This reduces the drive ratio by allowing the drive belt to run on a pulley of greater d i ameter.

1 2-3
Date of Issue: Sep . , 1 988
© HONDA MOTOR C O . , LTD.
V-MATIC BELT DRIVE SYSTEM

DRIVEN PU LLEY /CENTR IFUGAL DRY C LUTCH

DRIVE SHAFT

MOVABL
DRIVEN
FACE
GUIDE PIN AND
DRIVEN FACE
SPRING

The centrifugal clutch i s disengaged when the engine speed i s low. When engine speed increases, the rotating clutch shoes of
the clutch weight will expand as the centrifugal force i ncreases. In this way, the clutch is automatically engaged.
The drive belt is pushed out towards the drive face circumference of the drive pulley as the engine speed i ncreases. As the
belt remains constant in length, the belt, in turn, is pulled in toward the center of the driven face, pushing out the movable
driven face and compressing the driven face spring.
By this mechanism, the diameter of the belt o n the driven pulley decreases at high engine speed. When the engine speed
decreases, the belt i s pulled back towards the center of the drive pulley releasing the tension on the belt. This allows the
driven face spring to move the movable driven face toward the original positio n , pushing the belt back toward the cir­
cumference of the driven pulley.
In the manner described above, the reduction ratio varies with engine speed automatically, without the need to manually shift
between gear ratios.

Date o f Issue: Sep . , 1 988

1 2-4 © HONDA M OTOR C O . , LTD.
 V-MATIC BELT DRIVE SYSTEM

DRIVE BELT
REMOVAL

Remove the left crankcase cover ( see Model Specific manu a l ) .

H o l d t h e clutch outer using t h e universal holder and remove

the nut and clutch outer.

UNIVERSAL HOLDER 07725- 0030000

CAUTION
• Usa the spacial tool when loosening the lock nut.
Holding the rear wheel or rear brake will damage the final
reduction system.
DRIVE B E LT
Squeeze the drive belt into the pulley groove as shown so that
it slackens enough to remove the driven pul ley from the drive
shaft.

Remove the driven puliey/clutch with the drive belt in place.

Remove the drive belt from the driven pulley groove and drive
pulley groove.

CLUTCH/DRIVEN PULLEY

I N S PECT I O N

Check t h e drive belt for cracks, pry separation a nd wear; COG

replace as necessary.

Measure the width of the drive belt as shown.

Replace the belt if the service l imit is exceeded.

NOTE
Use only a genuine HONDA replacement drive belt.
Do not get oil or grease on the drive belt or pulley faces.
•

Clean off any grease o r oil before reinstalling.

MOVABLE
I N STALLATI O N
DRIVEN
Temporarily install the driven pul ley/clutch assembly o n the PULLEY
drive shaft. FACE

Turn the pulley clockwise and spread the faces apart while in­
stalling the drive belt.

Date of I s s ue : March , 1 995

H O N DA M OTOR C O . , LT D . 1 2- 5
V-MATIC BELT DRIVE SYSTEM

Remove the pulley assembly once with the drive belt installed .

N OT E
Hold the pulley faces apart preventing them from
closin g .
•

Put the drive belt over t h e drive pulley.

Reinstall the driven pulley on the drive shaft with the drive belt
attached.

Install the clutch outer and the u niversal holder. Tighten the
nut to the specified torque.

! s 'Too..J
UNIVERSAL HOLDER 07725- 0030000

Reinstall the left crankcase cover (see Model Specific manual ) .

/
/
/
N UT U N IVERSAL HOLDER

DRIVE PULLEY DRIVE PU LLEY

FACE
R E M OVAL

Remove the left crankcase cover (see Model Specific manual).

Hold the drive pulley face using the drive pulley holder and
remove the nut and washer.

Remove the drive pulley face.

[ s 'Too.. )
DRIVE PULLEY HOLDER 07923 - KM 1 0000

If the drive pulley holder cannot be used, remove the cooling

fan at the right side of the crankshaft, and hold the flywheel
with the u n iversal holder.

( S rooLJ
UNIVERSAL HOLDER 07725- 0030000

FLYWHEEL

Date of Issue: Sep . , 1 988

1 2-6 © HONDA MOTOR CO . , LTD.
 V-MATIC BELT DRIVE SYSTEM

D I SASSEM BLY MOVABLE DRIVE FACE

N OTE
• There a re two types of movable d rive face; wet type
which needs the g rease application i nside of the face and
d ry type which doesn't need g rease a pplication .

Remove the movable drive face and drive face shaft from the
crankshaft.

CRANKSHAFT DRIVE FAC E SHAFT

Remove the three bolts attaching the movable drive face seal
BOLTS
and remove the seal .

Remove the ramp plate.

RAMP
M OVABLE DRIVE FAC E SEAL PLATE

WET TYP E : MOVABLE DRIVE FACE

Remove t h e weight rollers and t h e 0 -rings from t h e movable
d rive face .

D RY TYP E :
Remove the weight rollers from the m ovable d rive face .

0-R I N G
WEIGHT ROLLER (WET TYPE)

I N SPECT I O N WEIGHT ROLLER

The weight rollers push on the movable drive pulley face (by
centrifugal force); worn or d amaged weight rollers will in­
terfere with this force.

Check the rollers for wear or d amage and replace as

necessary.

Measure the O . D . of each roller, replace if the service limit is

exceeded.

Date of Issue : M arch , 1 99 5

© H O N DA MOTO R CO . , LT D . 1 2-7
V-MATIC BELT DRIVE SYSTEM

Check the drive face shaft for wear or damage and replace as
necessary.

Measure the 0 . 0 . of the drive face shaft. Replace the shaft if

the service limit is exceeded . DRIVE
FACE SHAFT
Measure the I. D. of the drive face. Replace it if the service limit
is exceeded.

If an d ust seal is installed, check it for damage a n d D U ST SEAL

deterioration . B ecause defect d ust seal causes bad operation
of the movable d rive face (the dust seal doesn't slide smoothly
on the face boss), replace it with the new one.

ASSEM BLY/ I N STALLATI O N

WET TYP E :
Pack the inside o f t h e movable drive face with t h e specified
amount of grease, then install the weight rollers.
S PE C I F I E D G R EASE (WET TYPE)
NOTE
•
Use only the specified grease in the specified amount or
the clutch operation will be affected.
•
Apply the grease equally over the inside of the pulley
face.

SPECIFIED GREASE (Lithium Based Grease}:

Mitsubishi HD-3
Nippon Sekiyu Lipanox Deluxe 3
ldemitsu Coronex 3
Sta-Lube MP #31 41 0-RI N G (WET TYPE)
Bel-Ray Moly Lube 1 26 EP#O

I nstall the 0-ring .

RAMP PLATE
DRY TYPE:
Make sure there is n o oil o r g rease inside of the movable d rive
face, then install the weight rollers .

Install the ramp plate.

Install the face seal and tighten the bolts to the specified
torque.

N OTE
Take care that the 0-ring doesn't come out from its
� (WET TYPE)
0-RI N G
groove , with the wet type. - FACE SEAL

Date of Issue : March , 1 99 5

1 2-8 © H O N DA M OTOR CO . , LTD.
 V -MA TIC BELT DRIVE SYSTEM

Coat the inside of the drive face shaft with 4 - 5 g of grease. DRIVE FACE SHAFT
Install the shaft with the splined hole facing out.

NOTE
o
Do not get the grease on the pulley face. Remove any
misplaced grease with a degreasing agent.

PU LLEY
FACE

I nstall the movable face assembly on the crankshaft.

DRIVE FACE

C RAN KSHAFT

D R I V E PU LLEY FAC E I N STALLAT I O N

Squeeze the drive belt into the pulley groove and p u l l the drive
belt over the drive face shaft.

DRIVE
BELT

Install the drive pulley face, washer and nut.

NOTE
o
Be sure both pulley faces are free of oil and grease.

Hold the drive pulley face using the drive pulley holder and
tighten the nut to the specified torque.

DRIVE PULLEY HOLDER 07923 - KM 1 0000

Date of Issue: Sep . , 1 988

© HONDA MOTO R CO., LTD. 1 2-9
V -MATIC BELT DRIVE SYSTEM

NOTE
•
If the pulley holder cannot be used, remove the cooling
fan and hold the flywheel with the u niversal holder.

Is �OL )
UNIVERSAL HOLDER 01725-0030000

Install the left crankcase cover (see Model Specific manual) .

CLUTCH/DRIVEN PULLEY
DISAS S E MBLV [ s "Ic;oL) LOCK NUT WRENCH
LOCK NUT
Remove the drive belt and clutch/driven pulley (see page
1 2-5).
Install a clutch spring compressor on the pulley assembly and
tighten the tool to gain access to the nut.

NOTE
I • Do not overtighten the compressor.

Hold the clutch spring compressor in a vise as shown and { s j?oL) �

remove the lock nut using the lock nut wrench.
CLUTCH SPRING COMPRESSOR
Loosen the clutch spring compressor and disassemble the
clutch and spring from the driven pulley.

Remove the seal collar from the driven pulley.

Remove the guide pins and guide pin rollers and the movable
O I L SEAL GUIDE
driven pulley face. PINS
Remove the 0-ring and oil seals from the movable face.

.. �
OR

I G U I DE
PIN
0-RIN G S G U IDE PIN ROLLER

Date of Issue: Sep. , 1 988

1 2- 1 0 © HONDA MOTOR CO . , LTO.
 V-MATIC BELT DRIVE SYSTEM

I N SPECT I O N

Clutch Outer
M easure the I . D . at the shoe contact s u rface of the clutch
outer.
Replace the outer if the service limit is exceeded .

CLUTCH OUTER

Clutch Shoe
Measure the thickness of each shoe; replace if the service limit
is exceeded.

Refer to page 1 2- 1 2 for clutch shoe replacement.

CLUTCH SHOE

Driven Pulley Spring

Measure the free length of the driven pulley spring and replace
if the service l im it is exceeded.

�---- FREE LENGTH ----�

Driven Pulley DRIVEN PULLEY FACE

Check the following:
•
Both faces for damage or excessive wear.
•
G u ide pin groove for damage or deformation .

Replace damaged or worn parts as necessary.

Measure the O . D . of the d riven face and the I . D . of the

movable driven face. Replace either part if the service l i m it is
exceeded.

MOVABLE FACE

Date of Issu e : N ov . , 1 9 89
© H O N DA M OTO R C O . , LTD . 1 2- 1 1
V-MATIC BELT DRIVE SYSTEM

Driven Face Bearing Inspection

Check the inner bearing oil seal (if installed) for damage;
replace as necessary.

Check the needle bearing for damage or excessive play and

replace as necessary.

Turn the inner race of the outer bearing with your finger.
Check that the bearing turns smoothly and quietly, and that
the bearing outer race fits securely. Replace the bearing if
necessary.

NOTE
I • Some models use two ball bearings.

SHOE
Refer to page 1 2-1 3 for bearing replacement.

CLUTCH S H O E R E PLAC E M E N T

Remove t h e snap rings a n d washers, then remove the clutch

shoes and shoe springs from the drive plate.

NOTE
• Some models use one retainer plate instead of three
snap rings.

Check the shoe springs for damage or loss of tension. CLUTCH S

Check the damper rubbers for damage or deformation; replace

as necessary.

Apply a small amount of grease on the pivot pins.

Install new clutch shoes on the pivot pins and push them into DAMPER RUBBER
place.

Use a small amount of grease on the pivot pin and keep grease
off of the brake shoes. Replace the brake shoes if there is any
grease on them.

CAUTION
•
Grease or oil damages clutch shoes and can
loss of engaging ability.

CLUTCH SHOE

1 2- 1 2
Date of Issue: Sep . , 1 988
© H ONDA MOTOR CO., LTD.
 V-MATIC BELT DRIVE SYSTEM

Use pliers to hook the springs to the shoes. SHOE SPRING

I

Install the snap rings and washers or retainer plate onto the
pivot pins.

AP
RING

DRIVEN FAC E B EA R I N G RE PLAC E M E N T CIR­

.
CLIP
Remove the inner bearing. OUTER BEARING

NOTE
•
If the driven face has an oil seal at inner bearing side,
remove the oil seal first.
• If a ball bearing is used on the inside, remove the snap
ring first then remove the bearing.
INNER
Remove the snap ring then drive out the outer bearing toward BALL BEARING
the inner bearing side. I N N E R NEEDLE
BEARING

Drive a new outer bearing into place with the sealed end
toward the outside.
Install the snap ring securely.

Apply the specified amount of specified grease as shown.

SPECIFIED GREASE (Lithium Based Grease ) :

Mitsubishi HD-3
Nippon Sekiyu Lipanox Deluxe 3
ldemitsu Coronex 3
Sta-Lube MP #3 1 4 1
Bel-Ray Moly Lube 1 26 EP#O OUTER
BEARING
SEALED END

Date of Issue: Sep . , 1 988

© HONDA MOTOR CO . , LTD . 1 2- 1 3
V-MATIC BELT DRIVE SYSTEM

Install i n a new inner bearing.

SEALED SIDE
NOTE
•
Install the bearing with the sealed side facing out.
•
Install the needle bearing using a hydraulic press. Install
the ball bearing by driving it in or using a hydraulic press.

Install the snap ring into the groove in the driven face.

Install a new oil seal with the lip toward the bearing (if
required) .
INNER BEARING

C LU TCH/ D R I V E N PU LLEY ASSEM BLY O I L SEALS

Install new oil seals and 0-rings on the movable driven pulley
face.

Lubricate the inside of the movable face with the specified

amount of grease.

SPECIFIED GREASE (Lithium Based Grease):

Mitsubishi HD-3
Nippon Sekiyu Lipanox Deluxe 3
ldemitsu Coronex 3
Sta-Lube MP #3 1 41
Bel-Ray Moly Lube 1 26 EP#O
0-RI

Install the movable face on the driven pulley face. MOVABLE DRIVEN GUIDE PIN
PULLEY FACE
Install the guide pins, or guide pins and guide pin rollers.

�
GUIDE P I N
ROLLER

GUIDE PIN
DRIVEN PULLEY FACE

Install the seal collar.

SEAL COLLAR

1 2- 1 4
Date of Issue: Sep . , 1 988
© HONDA MOTOR CO., LTD.
 V-MATIC BELT D RIVE SYSTEM

Assemble the driven pulley , spring and clutch in the clutch [ s rooL I LOCK NUT WRENCH
spring compressor. Compress the assembly by turning the tool
handle until the lock nut can be installed .

Clamp the clutch spring compressor in a vise and tighten the

lock nut to the specified torque using the lock nut wrench.
Remove the spring compressor.

Install the clutch/driven pulley and drive belt onto the drive
shaft (see page 1 2- 5 ) .

CLUTCH SPRING COMPRESSOR

1 2- 1 5
Date o f Issue: Sep . , 1 988
© H O N DA MOTOR C O . , LTO.
MEMO
 13. TRANSMISSION
SERVICE IN FORMATION 13-1 TRANSM ISSION DISASSEM BLY 13-6

TROUBLESHOOTING 13-1 TRANS MISSION INSPECTION 13-6

SYSTEM DESCRIPTION 13-2 TRANS M ISSION ASSEMBLY 13-7

SERVICE I N FORMATION
• Refer to the Model Specific manual for proper servicing i nformation on the particular model in quest ion.

TROUBLESHOOTING
Hard to shift
I mproper clutch operation
I ncorrect engine oil weight
•

•
Incorrect clutch adjustment
•
Bent shift forks
Bent fork shaft
Bent fork claw
•

Damaged shift drum cam grooves 1111

•

• Bent shift spindle

Transmission jumps out of gear

Worn gear dogs or slots
Bent fork shaft
•

Broken shift drum stopper

•

Worn or bent shift forks

Broken shift l inkage return spring
•

Date of Issue: Sep. , 1 988

© HONDA MOTOR C O . , LTD . 1 3- 1
TRANSMISSION

SYSTEM DESCRI PTIO N

G EARSH I FT M EC H A N I S M

CONVENTIONAL TYPE
The gearshift mechanism consists of three gearshift forks, a gearshift drum, a gearshift arm, a shift drum stopper and a gear­
shift positive stopper . When the gearshift pedal is depressed the gearshift spindle rotates, causing the gearshift arm to rotate
the shift drum. When the shift drum rotates, the shift forks move sideways due to the cam action of the groove cut in the shift
drum body.

LEFT G EARSHIFT FORK

RIGHT G EAR­
SHIFT FORK

G EA RSHIFT DRUM
VIEW Z

RIGHT G EARSHI FT FORK TRANSMISSION MAINSHAFT

G EARSHI FT PEDAL G EA RS H I FT SPINDLE

Date of Issue: Sep . , 1 988

1 3-2 © HONDA MOTOR CO., LTO.
 TRANSMISSION

PLAN E TA R Y G EA R TYPE
This system i s comprised of a shift spindle assembly, guide plates, drum shifter, and two stopper assemblies.

The shift spindle assembly is comprised of the shift spindle, and the three planetary gears.

The shift spindle assembly, plus the guide plates, transmit the gear shifter movement to the sun gear on the drum shifter. As
the drum shifter turns, one of its pawls will engage a detent in the shift drum, turning the drum.

Turning the drum causes the shift forks to move by the same cam action as with. the conventional type shift mechanism.

The two stopper assemblies locate the shift drum at the proper gear and neutral positions.

DRUM S H IFTER

RATCHET G U I DE PLATE

SHIFT SPINDLE

PLANETARY GEAR PLANETARY GEARS

SHIFT ARM
PIN

SHIFT DRUM
STOPPER PLATE

Date of Issue : March, 1 99 5

© H O N DA M OTOR CO . , LTD . 1 3- 3
TRANSMISSION

Shift Start
Pushing down on the shift pedal turns the spindle
counterclockwise. Because the gear p late is fixed, the
planetary gears turn clockwise, turning the drum shifter
counterclockwise.

As the drum shifter turns counterclockwise, the right pawl

engages the detent in the shift drum, while the left pawl is
pushed out of the way into the shifter by the guide plate. With
the pawl engaged, the drum s hifter turns the shift drum, mov­
ing the shift forks into place. S H I FT
SPINDLE

Shift Finish
To prevent the drum from rotating too far, a shift drum stopper
plate is used. The shift drum stopper plate rotates on an eccen­
tric pivot moved by the spindle assembly.

As the spindle reaches the end of its travel, one leg of the stop­
per plate is moved up to contact a positive stop on the shift
SHIFT DRUM
drum. At the same time the spindle assembly is prevented
from moving too far by the shift arm stopper pin.

S H I FT ARM
STOPPER PI

Shift Return
When the shift pedal is released, the shift return spring brings
the spindle assembly back to the centered position.

At this time, the drum shifter rotates and the ratchet feature
allows the right pawl to disengage from the shift drum. As the
drum shifter rotates, the drum stopper arm prevents the shift
drum from moving. RATCHET GUIDE
PLATE

Date of Issu e : Nov 1 989

1 3-4
. .

CO H O N DA M OTOR CO . , LTD .
 TRANSMISSION

C O N STANT M E S H TRAN S MI S S I O N
The constant mesh transmission consists of the following
components:
• The mainshaft, with its fixed and sliding gears.
• The countershaft, with its fixed and sliding gears.
• The s hift forks.
• The shift drum. COUNTERSHAFT C 1 C4 C3 C5 C2

Power is transmitted through the clutch to the mainshaft.

From the mainshaft, power may be transmitted through

several gear sets to the countershaft.

M 1 through M 5 are the gears on the mainshaft and C 1 through

C5 are the countershaft gears .

The gear sets are comprised of opposing gears, one gear on

each shaft.

The illustration on the right shows the gear sets, pairing the
mainshaft number with the countershaft nu mber ( M 1 /C 1 ,
M2/C2, etc . ) .

Selection o f the proper gear set i s done by moving a sliding

gear into contact with the gear set desired.

Connection of the sliding gear and the gear set is done using
dogs and dog holes on the sides of the gears .

I n the illustration, gears M 3 , C4, a n d C 5 are t h e sliding gears.

The sliding gears a re moved by shift forks which ride on the

shift drum. Cam grooves cut in the shift drum move the shift
forks as the drum rotates .

Rotation o f the shift drum is done b y working the gearshift

pedal.
The relative positions of the transmission at the respective changing position are shown below.

1'1

L rnn
tJ-L�r�
I

LJ tl �

llu
5th gear ( M 3 gear shifted)

1 3- 5
Date of Issue: Sep . , 1 988
© H O N DA MOTOR C O . , LTD .
TRANSMISSION

TRANSMI SSION DISASSEMBLY

SNAP RINGS
NOTE
•
Keep track of the disassembled parts (gears, bushings,
washers, and snap rings) by stacking them on a tool or
slipping them onto a piece of wire.
•
Do not expand the snap ring more than necessary for
removal. To remove a snap ring, expand the snap ring
and pull it off using the gear behind it.

TRANSM ISSION I NSPECTION

Check the following:
Gears:
•
Inspect teeth-for damage o r excessive wea r .
•
I nspect dogs and dog holes - fo r da mage excessive wear.
Measure the gear I. D . (except splined holes and holes
with needle bearings) .
•

DOG

Bushings:
•
Inspect for wear or damage.
•
Measure the 1 . 0 . and O . D .
Calculate the gear-to-bushing and bushi ng-to-shaft
clearances.
•

Mainshaft, Countershaft
I nspect spline groove and sliding surface for abnormal
wear or damage.
•

•
Measure O . D. at the gear sliding areas.
Calculate the gear-to-shaft and shaft-to-bushing clear­
ances.
•

D ate of Issue : March , 1 995

© H O N DA M OTO R C O . , LTD .
1 3- 6
 TRANSMISSION

Shift Drum
•
The guide groove for abnormal wear or damage.
•
The bearing for excessive play or damage (if required ) .

GUIDE G ROOVES

Shift Fork
•
For deformation or abnormal wear.
•
Measure the fork claw thickness.
•
Measure the I . D . of the shift fork.

NOTE
•
Some fork claws are measured at A and C (claw ends} .
Others are measured at B (the center).

Shift Fork Shaft

•
For damage and straightness.
•
Measure the O . D . at the s hift fork areas .

TRANSM I SSION ASSEM BLY

�
Clean all parts in solvent.

Apply molybdenum disulfide grease to all sliding surfaces of

the mainshaft, countershaft and bushings to ensure initial
lubrication. G E AR C I RC LI P
Reassemble all parts into their original positions.

NOTE
THRUST
LOA� �
•
Always install the thrust washers with the chamfered
(rolled) edge facing away from the thrust load.

0 0
• After installing a snap ring, slightly open the ring and 0 X
rotate it in its groove to be sure it is fully seated.
•
Do not use worn snap rings which could easily spin in the
groove. It would be too loose to properly seat in the
groove. Align the gap in the snap ring with the groove of
the spline.

Date of Issue: Sep . , 1 988

© HONDA MOTOR CO., LTD. 1 3-7
TRANSMISSION

I nstall the lock washer by aligning its tabs with the grooves SPLINE WASH E R
of the spline washer.
Do not forget to install the thrust washer at the end of the
mainshaft and countershaft.

LOCK WASHER

Align oil hole in the bushing or gear with shaft oil hole. OIL HOLES

ALIGN
(
I nstall the shift forks i n the correct positions according to the
MARKS
location mark on each fork.
"L" mark: Left side of the crankcase
"C" mark: Center of the crankcase
"R" mark: Right side of the crankcase

Turn the mainshaft or countershaft to ensure that the gears

turn smoothly after reassembly.

Lubricate gears with clean (recommended) engine oil while

turning the shaft.

D ate of Issue : March, 1 9 95

1 3-8 © H O N DA MOTOR CO . , LT D .
 14. CRAN KCASE/CRA N KSHAFT
S ERVICE INFORMATION 1 4- 1 CRANKSHAFT MAIN BEARING 1 4-3

TROUBLESHOOTI N G 1 4- 1 CONNECTING ROD BEARINGS 1 4-8

SYSTEM DESCRIPTIONS 1 4-2 CONNECTING ROD 1 4- 1 0

CRANKSHAFT INSPECTION 1 4-3

SERVICE I NFO RMATION

• Refer to the Model Specific manual for removal/installation of the crankshaft.
• Mark and store the bearing inserts to be sure of their correct locations for reassembly. If the inserts are improperly installed
they will block the oil holes, causing insufficient lubrication and eventual engine seizure.

TROUBLESHOOTI N G
Excessive noise
•
Worn connecting rod big end bearing
•
Bent connecting rod
•
Worn crankshaft main bearing

1 4- 1
Date of Issue: Sep . , 1 988
© H ONDA MOTOR CO., LTD .
CRANKCASE/CRANKSHAFT

SYSTEM DESCRI PTIONS

The crankshaft changes the reciprocating action o f the piston
and connecting rod into rotary motion, so the energy can be
transmitted to the clutch and transmission.
\- - - - - - Reciprocating movement

It is necessary that the reciprocating and rotating components

are properly balanced to produce a smooth running engine.

Stresses on the components increase proportional with an in­

l
- - - -Rotary movement

crease in rpm ' s .

Because o f this increased stress, i t i s critical that the balance i s

maintained when components are replaced.

There are two types of crankshafts; the assembly type in Assembly-type crankshaft
which the right and left crankshafts are assembled with the aid (R)
of a crank pin, and the single unit type, in which a unibody Crankshaft
cran kshaft is employed. In the case of the former, caution
should be exercised when handling it, because if i t i s dropped, Needle be\ ng
(L)
Crankshaft
the crank pin will be knocked out of alignment.

The unit type employs plain-type main bearings . �

r�
While the crankshaft is designed to rest directly on the metal
bearing materi al, strictly spea king, the crankshaft and metals
are lubricated on their surfaces by an oil film. Ball bearing

Consequently, scratches, burrs or dust on the bearing surface Connect;ng md

spoils the oil film, leading to bearing seizure. Crank pin

Unit-type crankshaft

Plain bearing

I
�

Crankshaft

Date of Issue: Sep . , 1 9 88

1 4- 2 © HONDA MOTOR C O . , LTO.
 CRANKCASE/CRANKSHAFT

CRAN KSHAFT I NSPECTION

S I D E CLEARA N C E

Measure the side clearance by inserting the feeler gauge

between the crankshaft and connecting rod big end as shown.

RADIAL CLEARA N C E (ASSEMBLY-TYPE DIAL INDICATOR

CRANKSHAFT O N LY )

Measure the side clearance at the connecting rod b i g end with

a feeler gauge. Replace the crankshaft if the service l imit is
exceeded.

Measure the connecting rod radial clearance in both X and Y

directions.
Replace the cran kshaft if the service limit is exceeded.

Measure the crankshaft runout using dial indicators. DIAL I N DICATOR

NOTE
•
The single unit crankshaft uses the plain bearings at the
main journal. Excessive runout can cause engine seizure.
•
Refer to the Model Specific manual for measuring and
supporting points.

CRANKSHAFT MAI N BEAR I NG

O I L CLEARANCE I N SPECT I O N

NOTE
Main bearings may be either two-piece or one-piece
bushing types.

Check the bearing inserts for unusual wear, damage or peeling

and replace as necessary.

PEELING DAMAGE

1 4-3
Date of Issue: Sep., 1 988
© H ON DA MOTOR CO., LTD .
CRANKCASE/CRANKSHAFT

Two-Piece Type:
Wipe all oil from the bearing i nserts and journals. PLASTIGAUGE

Reinstall the upper crankcase ' s main bearing inserts, then

carefully lower the crankshaft in place.

Put a piece of plastiguage on each journal .

NOTE
•
Do not put the plastigauge over the oil holes.
•
Do not rotate the crankshaft during the i nspection .

I nstall the main bearing i nserts o n the correct journals i n the

lower crankcase, then assemble and tighten the bolts evenly i n
2 or 3 steps to the specified torque.

�
I

Remove the lower crankcase and measure the compressed

plastigauge on each journal.

If the clearance is beyond the service limit, select the correct

replacement bearings.

PLASTIGAUGE

One-piece Type
Wipe all oil from the bearing and the crankshaft journals.

Measure and record the crankshaft main journal O . D .

MICROMETER

Date of Issue : Nov . , 1 989

1 4-4 © H O N DA M OTOR CO . , LTD .
 CRANKCASE/CRANKSHAFT

Measure and record the main bearing L D .

Calculate the o i l clearance by subtracting the journal O . D. from

bearing L D . Replace the bearing if the service limit is
exceeded.

M A I N BEARI N G S ELECTIO N

Two-piece Type:
Record the crankcase LD. code letters.

NOTE
•
Letters (A, B or C) on the uppe r crankcase are the codes
for the main journai i . D . s from left to right.

CRANKCASE LD. CODE LETTERS

Record the corresponding main journal O . D . code numbers (or

measure the main journal O . D . ) .

NOTE
•
Numbers ( 1 , 2 or 3) on each crank weight are the codes
for the main journal O . D . s from left to right.

MAIN J O U RNAL O . D . CODE

Cross reference the case and journal codes to determine the

replacement bearing color code.

Example: COLOR CODE

1 . 0 . code on the crankcase: A
0.0. code on the crankshaft: 1
Bearing color code: Pink

CRANKCASE L D . CODE
A B c

MAIN 1 Pink Yellow Green

JOURNAL
2 Yellow Green Brown
O.D.
CODE 3 Green
I Brown Black

1 4- 5
Date of Issue: Sep., 1 988
© HONDA MOTOR CO., LTD .
CRANKCASE/CRANKSHAFT

One-piece Type

NOTE
•
Some bearings cannot be replaced . Refer to the Model
Specific manual for complete information.

Press the old bearing out of the crankcase ( page 1 1 -7 ) .

Record the I . D . code letter (A, B o r C l . o r measure the

crankcase I.D. after the bearing has been removed.

I . D . CODE

Record the main journal O . D . code number ( 1 , 2 or 3).

O.D. CODE

Cross-reference the case and journal codes to determ i ne the COLOR CODE
replacement bearing color code.

Example:
I . D . code on the crankcase: A
O.D. code on the crankshaft: 1
Bearing code: Brown

CRANKCASE I . D . CODE
I A B
MAIN 1 Brown Black
JOURNAL
O.D.
2 Black Blue
CODE

BEARING I N SERT
REMOVAL

Two-piece Type
Carefully remove the bearing i nserts from the crankcase.

Wipe all oil from the i nsert seating areas.

Date of Issue: Sep., 1 988

1 4-6 © HONDA MOTOR CO., LTD.
 CRANKCASE/CRANKSHAFT

One-piece Type: ATTACHM ENT

MAIN BEARING AND DRIVER
Press out the main bearing using the special tool and hydraulic \

\
\
press.

CAUTION
\
When removing bearings, always use a hydraulic press \
\
•

and bearing removal tool to prevent crankcase damage. \

M A I N B EA R I N G I N STALLAT I O N

Two-piece Type:
Install the main bearings into the crankcase.

The bearing tabs should be aligned with the grooves in the

case and caps.

Apply molybdenum disulfide solution to the upper and lower

main bearings.

ALIGN

Mark a line perpendicular to the bearing surface from each

edge of the notch as shown.

Apply molybdenum disulfide grease to the outer face of the

bearing.

LINES

Place the bearing in the crankcase by aligning the two lines

with the crankcase groove. Press it into place using a hydraulic MAIN BEARI N G l s-�oL )
' DRIVER AND MAI N
press. \
\ ATTACHMENT BEARI N G
\
CAUTION \
\

Take care not to damage the inside surface of the new \

\
bearing during installation. \
\
\

�
�
C RANKCASE G ROOVE

1 4-7
Date of Issue: Sep . , 1 988
© HONDA MOTOR C O . , LTD .
CRANKCASE/CRANKSHAFT

CON N ECTI NG ROD BEARI NGS

O I L C LEARA N C E I N S PECTION

Check the bearing inserts for unusual wear o r damage and

replace as necessary.

DAMAGE

Wipe all oil from the bearing i nserts and crankpins. PLAST I GA U G E
Put a piece of plastigauge on each crankpin.

NOTE
Do not put the plastigauge over the oil hole in the
crankpin .

Install t h e bearing caps a n d rods o n t h e correct crankpins, and

tighten them evenly.

NOTE
• Do not rotate the crankshaft during inspection.

Remove the caps and measure the compressed plastigauge on

each crankpin.

If the rod bearing clearance is beyond tolerance, select

replacement bearings.

1 4-8
Date o f Issu e : N ov . . 1 98 9
© H O N DA M OTOR CO . • LTD .
 CRANKCASE/CRANKSHAFT

4-STROKE
B I G END BEA R I N G S ELECTI O N

Record the corresponding rod I . D. code number ( 1 , 2 o r 3 ) or

measure the I . D . with the bearing cap installed without bearing
i nserts.

I
I . D CODE N U M BER

Record the corresponding crankpin O . D . code letter (A, B or C )

o r measure the crankpin O . D .

O . D . CODE LETTER

Cross-reference t h e crankpin a n d rod codes t o determine the C OLOR CODE

replacement bearing color. (THICKNESS SHOWN)

Example:
Crankpin code: A
Connecting rod code: 1
Bearing code: Pink

The pink code bearing should be selected.

CRANKPIN I . D . CODE
A B
C O NN ECTIN G 1 Pink Yellow
ROD I . D . CODE 2 Yellow Green

Date of Issue: Sep . , 1 988

© HONDA MOTOR C O . , LTD . 1 4-9
CRANKCASE/CRANKSHAFT

BEAR I N G R EPLAC E M E N T BEAR I N G I N SERTS

Remove the bearing inserts from the connecting r o d and cap.

OIL HOLE
Wipe all oil from the connecting rod and the new bearing
inserts.

Install the bearing inserts by aligning the tabs with the grooves
in the connecting rod and cap.

The oil hole in the connecting rod should be aligned with the
bearing insert oil hole.
Apply molybdenum disulfide solution to the inside bearing sur­
face for initial l ubrication.

N OTE
•
Molybdenu m disulfide solution is a mixture of equal parts
of molybdenum disulfide grease and engine oil .

CON NECTI NG ROD

SELECTI O N ( M U LTI CYLI N D ER E N G I N E)

When replacement of the connecting rods requires balancing

of the weights, refer to the M odel Specific service manual,
select the connecting rods a nd replace .

I
N OTE
• The stamped Alpha bet code is the weight code .

WEIGHT CODE

I N STALLATI O N

Coat the inside bearing surfaces with molybdenum disulfide

solution for initial l ubrication, and instal l them into the original
positions and directions.

NOTE
•
Molybdenum disulfide solution is a mixture of equal parts
of molybde num disulfide grease and engine oil.

If the connecting rod has an oil hole, install the rod so that the
hole is "behind" the crankshaft rotating direction as show n . f.-__ ROTATING
D I R ECTION

D ate of Issue : March, 1 99 5

1 4- 1 0 © H O N DA M OTOR CO . , LTD .
 CRANKCASE/CRANKSHAFT

Install the bearing caps and connecting rods on the correct

crankpins.

NOTE
•
Install the connecting rods and bearing i nserts in their
original positions.
•
Do not rotate the crankshaft and connecting rods d u ring
the plastigauge procedure.

Oil the threads of the connecting rod bolts and nuts so that the
bolts will be tightened evenly. Tighten the nuts to the specified
torque.
After tightening, check that the connecting rods move freely
without binding.

Date of Issue: Sep . , 1 988

© HONDA MOTO R C O . , LTD . 1 4- 1 1
MEMO
 1 5. FI NAL DRIVE/OUTPUT SHAFT
SERVICE INFORMATIO N 1 5- 1 OUTPUT SHAFT 1 5-2

TROUBLESHOOTING 1 5- 1 FINAL D RIVE 1 5-5

SYSTEM DESCRIPTION 1 5-2

SERVICE I N FORMATION
• I nspect t h e gear contact pattern a n d backlash whenever y o u replace t h e bearings, gears o r g e a r case . Extension lines

��
plotted from the gear engagement su rfaces should inte rsect at one point.

POINT OF I NTERSECTION

• Check the ring gear-to-gear case cover stop pin clearance whenever the ring gear is removed / replaced .
• Replace the final drive shaft, side gear case, output shaft, and the ring and pinion gears of the final gear case as a set.
• Protect the gear case with a shop towel when holding it in a vise. To avoid d a maging the case, d o not cla m p it too tight.
• When tightening the lock nut with a lock nut w rench , the actual torque on the nut is greater than the reading by the length
of the lock nut wrench .
Refer to the M odel Specific manual for the specified torque . Do not overtighten the lock nut.
• Gear tooth engagement:

COAST S I DE
(contacted when engine brake
is applie d . )

TROUBLESHOOTI NG
Excessive noise in final drive Excessive rear wheel backlash
• Worn or damaged ring gear and driven flange •
Worn drive shaft splines
• Damaged driven flange or wheel hub •
Excessive backlash between ring gear and pinion gear
• Worn or damaged pinion gear and/or pinion joint splines • Worn driven flange and ring gear splines
• Excessive backlash between pin ion and ring gea r . • Excessive play in final drive case bearings
• Low o i l level • Worn drive shaft, universal joint and/or pinion joint
splines
Excessive noise in side gear • Excessive play or worn universal joint bearing.
• Worn or damaged output shaft and final drive shaft
gears Oil leak at final gear case
•
Worn or damaged side gear case bearing •
Clogged breather hole
• Incorrect adjustment shim • Too much oil
• Faulty oil seal(s)

1 5- 1
Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR CO . , LT D .
FINAL DRIVE/OUTPUT SHAFT

SYSTEM DESCRI PTION OUTPUT DRIVE GEAR O UTPUT

Power from the engine i s transmitted to the rear wheel as GEAR
follows:

Countershaft (or output drive gear) ·-> output driven g ear _,.
O UTPUT
drive shaft-> pinion gear-> ri ng gear--rear wheel . DRIVEN G EAR

To prevent harsh or jerky acceleration or deceleration, a

damper spring is placed in the drive l i n e . The spring absorbs
sudden applications of torque and provides smooth sta rts and
stops .
,­
I
A damper mechanism is attached to either the output gear I
case or the drive shaft.

Unli ke a drive chain, the gear d riven system requires only

periodic gear oil changes for maintenance.

I
I
I
L
DAMPER
MECHANISM R EA R
WHEEL

OUTPUT SHAFT OUTPUT G EA R

R E M OVAL

NOTE
•
When a damper spring is installed at the output gear,
remove the side gear case only after the damper spri ng
has been removed . Follow the steps below .
•
Refer to the Model Specific manual for output shaft
removal .

Remove the output gear.

Using the damper spring compressor, compress the damper I s :;;;oL I SPR I N G COMPRESSOR
spring and remove the snap ring. Remove the damper spring
compressor and then take out the damper cam and damper
spring.

SNAP R I N G DAMPER SPRING

D ate of Issue : March , 1 99 5

1 5-2 © H O N DA M OTO R C O . , LT D .
 FINAL D RIVE/OUTPUT SHAFT

I N S PECTION
DOG HOLES
Check the gear and the dog holes for abnormal o r excessive
wear , or signs of insufficient l ubricatio n ; replace as necessary .

M easure the gear I . D . . Replace the gear if the service limit is

exceeded .

Check the bushing for wear or damage .

Measure the bushing I . D . a n d 0 . D . . Replace the bushing if

the service limit is exceeded .
Calculate the gear-to-bushing cleara nce . Replace either
component if its service limit is exceeded .

M easure the 0 . D . of the countershaft or output drive shaft at

the sliding area . R eplace the shaft if the service li mit is
exceede d .

Calculate t h e shaft-to-bushing clearance . I f i t i s beyond the

service limit, determine if a new bushing would bring the
clearance within tolerance . If so , replace the bushing . I f the
clearance still exceeds the service limit with a new bushing,
replace the shaft.

Measure the damper spring free length . Replace the spring if

the free l ength exceeds the service limit.

BACKLASH I N S PECTI O N

Clamp the output gear case in a soft j a w vise o r use a shop

towel to cushion the case .

Set a horizontal type dial i ndicator on the cou ntershaft or

output drive shaft as show n .
Hold t h e driven gear with t h e shaft holder a n d rotate t h e shaft
by hand u ntil gear slack is taken u p .

Turn the cou ntershaft or output drive shaft back and forth to
read the backlash .

Remove the dial indicator. Turn the cou ntershaft or output

drive shaft 1 20° and measure backlash . Repeat this procedure
once more .
Compare the difference between the three measurements.

Date of I ssue : March , 1 99 5

H O N DA MOTO R C O . , LTD . 1 5-3
FINAL DRIVE/OUTPUT S HAFT

If the difference i n measurements exceeds the limit, the shaft OUTPUT DRIVEN COUNTERSHAFT
bearing is probably not i n stalled squarely . Inspect the bearing SHAFT OR OUTPUT
and reinstall if necessary. DRIVE SHAFT

If backlash is excessive, replace the countershaft or output

drive shaft adjustment shim with a thinner one.

If the backlash is too small, replace the countershaft or output

drive shaft shim with a thicker one.

SHIM

Gear tooth contact pattern check OUTPUT SHAFT G EAR

Remove the countershaft or output drive shaft from the side
gear case.
Apply Prussian Blue to the output drive gear teeth.

I nstall the countershaft or output drive shaft and the shim.

Rotate the drive shaft several times i n the normal direction of

rotation.

Remove the shaft and check the gear tooth contact pattern .

Contact i s normal i f Prussian Blue is transferred t o the NORMAl

approximate center of each tooth . OUTPUT
DRIVEN
If the pattern is not correct, remove the output driven shaft SHAFT -•.�-
and replace the shaft adjustment shi m .

COUNTERSHAFT
SHIMS O R OUTPUT
DRIVE SHAFT
HEEL
_..- TOE � -- HEEL

�
DRIVE SIDE
�
COAST SIDE

Replace the shim with a thinner one if the contact pattern is CONTACT TOO HIGH
too high (on the face end) .

t � FACE •
� t
t
r FLA N K 'r-�
DRIVE SIDE COAST SIDE

D ate of Issue : Marc h , 1 99 5

1 5-4 © H O N DA M OTOR C O . , LT D .
 FINAL DRIVE/OUTPUT SHAFT

Replace the output shaft adjustment shim with a thicke r one CONTACT TOO LOW
if the contact is too low {on the fla n k end ) .

Refer t o the Model Specific manual for information about shim

thickness selections.

+ � FleE�
'-'i_ F NK
�
DRIVE COAST
SIDE f SIDE

I N STALLAT I O N Is Tc;oL I SPRING COMPRESSOR

Refer to the Model Specific manual for s i d e gear case

installation.

I f the d a m per spring was removed , install it according to the

following procedu re :

Place the damper spring and damper cam over the shaft.
Install the damper spring compressor and compress the spring,
then install the snap ring securely.

SNAP R I N G DAM PE R SPRING

FI NAL DRIVE
R E M OVAL

Drain the final gear oil and remove the rear wheel.
Remove the mounting nuts, and remove the final drive
assembly.

MOU NTI NG N UT S

DRIVE S H AFT REM OVAL

With Damper Case :

Hold the drive shaft in a soft jaw vise and separate the final
gear case from the d rive shaft .

CAUTI O N
•
U se care when clamping the damper case section of
the final drive assembly in a vise to avoid damaging
it.

DRIVE SHAFT

Date of Issue : March , 1 995

H O N DA M OTOR C O . , LTD . 1 5- 5
FINAL DRIVE/OUTPUT S HAFT

Without Damper Case: O I L SEAL

Separate the drive shaft from the final gear case by gently
turning the drive shaft and pulling.

Remove the spring and oil sea l .

SPRING

DRIVE SHAFT

DRIVE SHAFT/ DAMPER D I SASSEM BLY [ s .root.J ATTACH MENT Is root.) REAR
SHOCK ABSORBER
COMPRESSOR
Drain the oil from the damper case.

Set the drive shaft in the shock absorber compressor with the
proper attachments.

DRIVE SHAFT [s rooL ) ATTACH M ENT

Compress the damper spring and remove the stop ring. STOP RING

Remove the tool.

Remove the following: DAMPER LIFTER SPRING

• spring seat
• damper cam
• damper lifter
• damper case
• 0-ring
• snap ring
• spring

DAMPER CASE
SNAP RING
SPR I N G SEAT

D ate of Issue : March, 1 99 5

1 5-6 © H O N DA M OTOR CO . , LT D .
 i
FINAL DRIVE/OUTPUT SHAFT

Remove the oil sea l, oil seal guide and d amper spring from the DAM R CASE
damper case.

OIL SEAL
OIL SEAL G U I D E

DRIVE S H AFT I N S PECT I O N

Measure the d a m per spring free length . Replace t h e spring

if the free length exceeds the service limit .

Chec k the d rive shaft splines for excessive or a bnormal wear ; DAMPER-LIFTER
replace as necessary .
DAMPER
If the splines a re wear-damaged , check the u niversal joint CAM
splines also .

Check the damper cam and lifter for damage; replace as

necessary.

SPLI N E

DAMPER CASE ASS E M B LY

OIL SEAL
Insta l l the spring in the damper case.

Install the oil seal guide and a new oil seal using the special
too l .
O I L SEAL
GUIDE
0
0
0
0

DAMPER SPRING

Date of I ssue : March , 1 99 5

© H O N DA M OTO R CO . , LT D . 1 5- 7
FINAL DRIVE/OUTPUT S HAFT

Install a new 0-ring onto the drive shaft. DAMPE R CASE

��
I nstall the shaft spring and secure the snap ring .

I nsert the drive shaft i nto the damper case.

SPRING

0-RING

I nstall the damper lifter, damper cam and spring seat. DAMPER LIFTER

Set the drive shaft i n the shock absorber compressor and com­ STOP R I N G
press the spring.

Set the stop ring securely into the groove on the drive shaft.

Remove the tools.

) d) I
I
SHOCK ABSORBER
COMPRESSOR

DRIVE S HA FT I N STALLATION

With Damper Case:

Fill the damper case with the recommended type and amount
of gear oil.

D ate of Issue : March, 1 99 5

1 5-8 © H O N DA M OTOR CO . , LTD .
 FI NAL DRIVE/OUTPUT SHAFT

Hold the d rive shaft u p right to avoid spilling the oil.

Carefully position the gear case on the shaft.

CAUTION

• Avoid damaging the damper case oil seal during

assembly.

Without Damper Case :

I nstall a new oil seal , stop ring and spri n g , then install the
shaft on the fin a l drive assembly.

U N IV ER SAL J O I N T I N SPECTI ON U N IVERSAL JOINT

Remove t h e swingarm (see t h e M o d e l S pecific manua l ) .

Remove the u niversal joint from the output shaft .

Check that the u niversal joint moves smoothly without binding BEARINGS
o r noise .

Check the splines for wear or damage and replace the joint if
necessary.

I nstal l the universal joint on the output shaft, then install the
swingarm .

SPLINES

Date of Issue : M a rch, 1 99 5

© H O N DA MOTOR CO . , LT D . 1 5- 9
FINAL DRIVE/O UTPUT SHAFT

FI NAL D R IVE I N S PECTI O N R I N G G EAR SHAFT

Turn the pinion joint and check that the ring gear turns
smoothly and q uietly without binding .

If the gear does not turn smoothly or quietly , the bearing may
be i mproperly installed , and/or pinion / ri n g gear may be
damaged .

Check the backlash first, then service the a ppropriate

component(s) .

PINION J O I NT

BAC KLASH I N S PECT I O N Is ;:;;o� I PINION JOINT HOLDER

R emove the oil filler cap .

Set the final gear assembly into a j i g o r vise with soft jaws .

Hold the pinion gear splines with pinion joint holder.

Set a horizontal type dial indicator on the ri ng gear throug h the

oil filler hol e .

DIAL I N DICATOR

Turn the ring gear back a n d forth to read backlash .

Remove the dial indicator and the pinion joint holder . Turn
the ring gear 1 20" and reinstall the pinion joint holder.
Reinstall the dial indicator and measure backlash . R e peat
this procedure once more .

If the difference in measurements exceeds the l i m it specified in

the M odel Specific manual, it i ndicates that the rin g gear
bearing is not installed squarely .

I nspect the bearing and reinstall if necessary.

If backlash is excessive, replace the ring gear shim with a

thicker one .

If the backlash is too small, replace the ring gear shim with a
thinner one .

RING GEAR SHIM

D ate of Issue : March, 1 99 5

1 5- 1 0 © H O N DA M OTOR CO. , LTD.
 FINAL DRIVE/OUTPUT SHAFT

R I N G G EA R R E MOVAL/S H I M R E PLACE M E N T D ISTANCE COLLAR

Remove the distance collar.

Remove the bolt and dust guard plate.

BOLT DUST GUARD PLATE

Loosen the case cover bolts in a crisscross pattern i n 2 or 3 G EA R CASE COVER BOLTS
steps.

Remove the gear case cover.

If the ring gear stays in the cover:

Support the cover h oriznotally with the ring g ear facing

down , and press t h e gear out using a hydra ulic press.

RING G EAR

Remove the ring gear from the case. 0-RING GUIDE

Remove the 0-ring guide by tapping i t from the opposite side.

R I N G G EA R

Date of Issue : March , 1 99 5

© H O N DA M OTOR CO . , LT D . 1 5- 1 1
FINAL DRIVE/OUTPUT SHAFT

Remove the ring gear bearing using a bearing puller. BEARI N G PULLER
(COMMER CIALLY
AVAILABLE)
NOTE ¥
• This bearing may not need to be replaced after remova l .
H owever , i nspect the bearing for noise and/or e)(cessive
play after remova l .

R I N G G EAR BEARING ATTACHMENT

Replace the bearing adjustment shim.

NOTE
If the gear set, pm1on bearing and/or gear case are
replaced, insta l l a new shim. (Refer to the Model Specific
manual for shim thickness.)

Place the bearing on the ring gear.

SHIM

Drive the bearing over the shaft squarely

BEARING

Install a new 0-ring onto the 0-rin g guide. ... 0-RING

......
Drive the 0-ring guide into the ring gear.

0-RING G U I D E ATTACHMENT

Date of Issue : M a rch, 1 99 5

1 5- 1 2 © H O N DA MOTOR C O . , LTD .
 FINAL DRIVE/OUTPUT SHAFT

Remove and discard the oil sea l .

Install a new o i l seal .

I nstall the ring gear into the gear case cover.

Measure the clearance between the ring gear and the ring gear
stop pin with a feeler gauge.

'
I
STO P P I N

If the clearance exceeds the limit , remove the ring g ea r . Heat

the gear case cover to approximately ao·c ( 1 76'F) a n d R I N G GEAR
remove the stop p i n b y tapping the cove r .

•
T o prevent burns, always wear insulated gloves when
handling the heated gear case.

Heat the case cover evenly and slowly to prevent warpage. Do

not heat small areas individually.

CAUTION

Case cover warpage can occur if the cover is not heated STOP PIN SHIM
•

properly.

Select a stop pin shim that will provide the correct clearance .

Install the shim and drive the stop pin into the case cover.

Clean all sealing material off the mating surface of the gear
case and cover.

NOTE
•
Keep dust and dirt out of the gear case .
•
Be careful not to damage the mating surfaces.

Check the gear tooth contact pattern after the ring gear shim
has been replaced (see page 1 5- 1 4) .

Date of Issue : March , 1 99 5

© H O N DA M OTO R CO. , LT D . 1 5- 1 3
FINAL DRIVE/OUTPUT SHAFT

GEAR TOOTH CONTACT PATT E R N C H ECK Apply Prussian blue.

Apply a t h i n coat o f Prussian B l u e t o the pinion gear teeth for a

gear tooth contact pattern check.

Place the wave washer and ring gear into the gear case.

WAVE WASHER

Apply gear oil to the lip of the oil seal on the gear case cover 1 0 mm BOLTS
and install the gear case cover.

Tighten the cover bolts in 2 or 3 steps until the cover evenly

touches the gear case, then tighten the 8 mm bolts to the
specified torque in a crisscross pattern in two or more steps.

Next tighten the 1 0 mm bolts to the specified torque.

Remove the oil filler cap from the final gear case. NORMAL

Rotate the ring gear several times i n the normal direction of

rotation.

Check the gear tooth contact pattern as marked by the

Prussian Blue through the oil filler hole .

Contact is normal if the Prussian Blue is transferred to the ap­ i

I� �I
proximate center of each tooth and slightly to the flank side. HEEL �
- TOE -
.._ HEEL
FACE FAC E
FLANK FLANK
DRIVE S I DE COAST SIDE

If the pattern is not correct, remove and replace the pinion TOO HIGH
shim.

Replace the pinion shim with a thicker one if the contacts are
too high.

DRIVE SIDE COAST SIDE

Date of Issue : March, 1 99 5

1 5- 1 4 © H O N DA M OTOR CO. , LT D .
 FINAL D RIVE/OUTPUT SHAFT

Replace the pinion shim with a thinner one if the contacts are TOO LOW
too low.

DRIVE SIDE COAST SIDE

I s 'i"'ooL l PINION JOINT HOLDER

P I N I O N G EAR R E M OVAL/S H I M R E PLAC E M ENT

Place the final gea r case in a soft jaw vise or use a shop towe l .

I nstall t h e pinion joint holder onto t h e pinion joint a nd remove

the pinion shaft nut .

Remove the tool and the pinion joint .

Remove the bolt and the retainer lock plate . BOLT RETAINER
WRENCH
Remove the pinion retainer with the pinion retainer wrench.

Pull off the pinion assembly with the pinion puller.

I s ;-;;oL l PINION PULLER

Date of Issue : March, 1 9 9 5

H O N DA MOTOR C O . , LTD . 1 5- 1 5
FINAL DRIVE/OUTPUT S H AFT

Remove the 0-ring from the pinion shaft.

Pull the bearing outer and inner races from the shaft with the
bearing puller.

NOTE
•
This bearing may not need to be replaced after remova l .
However, inspect the bearing for noise and/or excessive
play after remova l .

Replace the pinion shim. INION SHIM

NOTE
•
If the gear set, pinion bearing , ring gear bearing and/or
gear case are replaced, the shim must b e replaced .
( Refer to the M odel Specific manual for shim thickness . )

Drive the pinion gear bearing onto the pinion gear using the
special tool.

Apply gear oil to a new 0-ring and install it on the pinion gear.

"""_.,/!�- PINION
B EARING

Remove and discard the 0-ring and oil seal from the bearing OIL SEAL
retainer.

Install a new oil seal on the retainer.

Coat a new 0-ring with gear oil and install it.

0-RING

D ate of Issu e : March, 1 99 5

1 5- 1 6 © H O N DA M OTOR CO . , LTD.
 FI NAL DRIVE/OUTPUT SHAFT

PI N I O N G EAR I N STALLATION

Place t h e g e a r case in a soft jaw vise or u s e a s h o p towel .

Drive the pinion assembly into the gear case until the gear case
threads will accept pinion retainer threads.

CAUTION
•
Be careful not to damage the gear case when driving the
pinion assembly in.

Apply gear oil to the bearing retainer, oil seal lip, and the
pinion retainer threads. Is Too L I
RETA I N E R
Screw in the pinion retainer to press the pinion bearing in WRENCH
place, then tighten the retainer to the specified torq u e .

®(?.)
Install the appropriate lock plate, depending o n the position of LOCK PLATE
the pinion retainer grooves i n relation to the lock plate tabs
when the retainer is properly torqued.

NOTE
• The lock plates are available in the two types shown. \J/
TABS

Tighten the bolt to the specified torq ue.

BOLT

Apply gear oil to the oil seal lip surface and install the pinion PINION J O I NT
joint.

Screw in the pinion joint nut by hand as far as it goes.

PIN I O N JOINT NUT

1 5- 1 7
Date of Issue : March, 1 99 5
H O N DA M OTOR CO . , LTD .
FINAL DRIVE/OUTPUT SHAFT

Hold the pinion joint using pi nion joint holder and tighten the
joint nut to the specified torqu e .
PINION JOINT
HOLDER

CASE BEARI N G R E PLA C E M E N T HEAT

GUN
Heat t h e gear case evenly t o so·c ( 1 76°F) using a heat g u n .

T o remove the beari n g , hold t h e gear cace s o that t h e bearing

is horizontal and tap the bearing out of the case with a plastic
hammer.

•
To prevent burns, always wear insulated gloves
handling the heated gear case.

Remove the oil seal and discard it .

Oil the new oil seal and drive it into the case .

Drive a new ring gear bearing into the gear case. I s �OL I DRIVER

I s �oL I ATTACHMENT

1 5- 1 8
Date of Issue : March, 1 99 5
© H O N DA MOTO R C O . , LTD .
 FI NAL DRIVE/OUTPUT SHAFT

BREATH ER H O LE CLEAN I N G BREATHER HOLE BREATHER HOLE

Remove the breather hole cap and blow compressed air

through the hole.

BREATHE A HOLE CAP

G EAR CASE ASSEM BLY/I N STALLATI O N

Clean all sealing material off the mating surfaces o f the gear
case and cover.

NOTE
•
Keep dust and dirt out of the gear case.
•
Be careful not to damage the mating surfaces.

Apply liquid sealant to the mating surfaces of the gear case

and cover.

Install the gear case cover.

Tighten the cover bolts i n 2 or 3 steps u ntil the cover evenly D I STANCE COLLAR
touches the gear case, then tighten the 8 mm bolts to the
specified torque in a crisscross pattern in two or more steps.

N ext, tighten the 1 0 mm bolts to the specified torq u e .

Make sure that the gears rotate smoothly without binding.

Install the dust guard plate and tighten the bolt securely. Install
the collar.

Install the drive shaft (see page 1 5-8).

BOLT DUST GUARD PLATE

Apply molybdenum disulfide grease to the splines of the drive FINAL DRIVE
shaft.

Insert the drive shaft into the universal joint, and attach the
gear case to the swing arm with the mounting nuts.

After installing the wheel, tighten the gear case mounting nuts
to the specified torque.

Fill the final drive with the specified type and amount of oil.

N UTS

1 5- 1 9
Date of Issue : March, 1 99 5
© H O N DA M OTOR CO . , LT D .
MEMO
 16. WHEELS/TIRES
S ERVICE I NFORMATION 1 6- 1 TIRE REMOVAL 1 6-13

TROUBLESH OOTING 1 6- 1 TIRE INSTALLATI ON 1 6- 1 6

WHEEL REMOVAL/IN STALLATION 1 6-2 WHEEL BALANCING 1 6- 1 9

WHEEL BEARING REPLACEMENT 1 6-10 ATV WH EEL/TIRE 1 6- 1 9

BASIC TIRE I N FORMATI O N 1 6- 1 1

SERVICE I N FORMATION
• Support t h e motorcycle o n its center stand and/or with a jack o r other suitable support under the engine o r frame when ser­
vicing the front wheel. Be certai n that the motorcycle is secure before proceeding.
• I n case the motorcycle, scooter or ATV is equipped with tubeless tires, valves, and wheel rims, use only tires marked
"TUBELESS" and tubeless valves on rims marked uTUBELESS TIRE APPLICABLE . " Never mount tires designed for use on
automobiles.

• Any attempt to mount passenger car tires on a motorcycle rim may cause the tire bead to separate from the rim with
enough explosive force to cause serious injury or death.

TROUBLESHOOTI NG
Hard steering Front wheel wobbling
•
Steering adjustment nut too tight •
Bent rim *
Faulty steering stem bearings Worn front wheel bearings *
Faulty tire *
•

Damaged steering stem bearings

•

• •

•
Insufficient tire pressure *
•
Faulty tire *

Steers to one side or does not track straight Wheel turns hard
•
Unevenly adjusted right and left shock absorbers M isadjusted brake
Bent fork Faulty wheel beari ng{s)*
•

Bent front axle: wheel installed incorrectly Faulty speedometer gear*

• •

• •

•
Faulty steering stem bearings
•
Bent frame
•
Worn wheel bearing(s)*
•
Worn swingarm pivot

* These items are addressed in this section. All other items are addressed in the Front or Rear Suspension, or Brake Section.

Date of Issue : Marc h , 1 99 5

H O N DA MOTOR CO . , LTD . 1 6- 1
WHEELS/TIRES

WHEEL REMOVAL/ I NSTALLATION

FRONT WHEEL

• Grease o n the brake linings will reduce stopping power. Keep grease off the brake linings. Wipe excess grease off the
cam and anchor pin.
• Inhaled asbestos fibers have been found to cause respiratory disease and cancer. Never use an air hose or dry brush to
clean brake assemblies. Use an OSHA-approved vacuum cleaner or alternate method approved by OSHA, designed to
minimize the hazard caused by airborne asbestos fibers.
•
Raise the vehicle off the ground by placing a jack or other s upport u nder the engine.
•
The speedometer cable a n d front brake cable m ust be disconnected .
•
O n vehicles with hydraulic disc brakes, if the wheel cannot be removed with brake caliper(s) i n stalled o n the fork legs,
remove the wheel after removing the brake caliper with the caliper bracket attached .
•
After i nstalling the wheel , check that it turn s smoothly and without binding .

AXLE N UT TYPE

Removal:
Remove the axle nut.

Pull the axle from the fork legs while holding the wheel , then
remove the wheel .

I
AXLE NUT
-��·-- --1/ 1

Installation
Drum brake: Align the speedometer gearbox retainer tabs with
the cutouts and instal l the brake drum on the wheel hub.

Install the side collar.

Coat the axle with a small amou nt of grease .

Place the wheel between the fork legs while aligning the boss
on the fork leg with the groove i n the brake panel . I nsert the
axle through the fork legs.

Turn the front wheel so that the speedometer gear retainer

will engage properly with the wheel h u b .

Hydra u l ic disc brake : Align the stop on the speedometer

gearbox with the boss on the fork leg .

Set the wheel so that the brake disc is positioned between the
brake pad s . Use care not to damage the brake pads. I nstal l the
axle .

Tighten the axle n ut to the specified torque . ( R efer to the

Model Specific manual . )

Connect the cables .

Date of Issue : M arch , 1 99 5

1 6-2 © H O N DA MOTOR CO. , LT D .
 WHEELS/TIRES

S I NGLE H OLDER TYPE

R e mova l :
Loosen the axle holder nuts.

Loosen the axle while holding the wheel . Remove the axl e .

Remove the wheel .

FRONT
AXLE

I nstal lation
Hydraulic brake :
Place the front wheel between the fork legs while slipping the
disc between the pads . Take care not to damage the pads.
Position the wheel in place and insert the axle through the
wheel .

Loosely install the axle holder with its U P mark facing u p a n d

tighten t h e axle t o the specified torq u e .

With the front brake applied, p u m p t h e front suspension u p

a nd down several times, then tighten t h e holder nuts t o the
specified torq u e .

NOTE
•
The holder n uts should be tightened :
On vertically split type: upper first, then lower nut.
On horizontally split type: front first, then rear nut.

Reconnect the cables.

DOU B L E HOLDER TYPE

Removal
Remove the holders from both sides and then remove the
front wheel .

D isassembly
Remove the axle nut from the axle, then remove the axle,
collar and speedometer gear.

Assembly
I nstal l the side collar and speedometer gear box onto the
wheel h u b .
Coat the axle with small amount o f grease a n d install the axle.
Tighten the axle nut to the specified torq u e .

Date of Issue : March , 1 99 5

© H O N DA MOTO R CO . , LT D . 1 6-3
WHEELS/TIRES

Installation
Place the front wheel between the fork legs.

Set the brake disc between the brake pads careful l y . Do not
damage the pads.

Slowly lower the front of the vehicle until the fork legs are
aligned with the axle.

I nstall the axle holders with the arrow pointing forward and the
speedometer gear box boss aligned with the fork leg sto p .

Tighten the upper nuts o r forward nuts first; then the lower o r
rear nuts.

Reconnect the cables.

PINCH BOLT
PINCH SOLT TYPE

Removal
Loosen the axle pinch bolts on the axle bolt side and remove
the axle bolt.

Loosen the axle pinch bolts on the opposite side a n d remove

the axle while holding the wheel . Remove the front wheel .

AXLE BOLT

Installation
Place the front wheel between the fork legs and work the
brake disc between the pads. Be careful not to damage the
pads.

Install the axle. Tighten the axle bolt to the specified torque.
Align the speedometer gear box stop with the fork leg stop.

NOTE
•
Make sure that the index line on the axle aligns with the
fork leg surface.

Tighten all the pinch bolts to the specified torque.

Refer to the Model Specific manual for the proper torque

values. 0.7 m m {0.03 i n ) �
Check the clearance between the brake disc and the caliper
CALIPER
bracket on each side after installation . The clearance should be
at least 0.7 mm (0.03 i n ) .
If the clearance is not 0 . 7 m m ( 0 . 03 i n ) or more, loosen the
holder nuts or pinch bolt o n the axle s haft side and adjust
the clearance. Then tighten the holder n uts or pinch bolt to DISC
the specified torq u e .

D ate of Issue : M a rch, 1 99 5

1 6-4 © H O N DA M OTOR CO . , LT D .
 WH EELS/TIRES

REAR WHEEL

•
Grease on the brake linings will reduce stopping power. Keep grease off the brake linings. Wipe excess grease off the
cam and anchor pin.
•
Inhaled asbestos fibers have been found to cause respiratory disease and cancer. Never use an air hose or dry brush to
clean brake assemblies. Use an OSHA-approved vacuum cleaner or alternate method approved by OSHA, designed to
minimize the hazard caused by airborne asbestos fibers .
•
Support the vehicle securely with the rear wheel off the g ro u n d .
•
Remove the muffler and/or other pa rts necessary to gain access to the wheel .
•
For drum brakes, d isconnect the brake rod o r cable a n d the brake torq u e rod from the brake panel .
•
For hydrau l ic d isc brakes, it may be necessary to remove the brake caliper. Refer to the Model Specific manual .
•
N ote the side collar position and d i rection so it can be installed properly .
•
After i nstalling the whee l , m a ke sure that it t urns smoothly and without binding .

CHAIN DRI VEN TY PE

Removal
Loosen the axle nut and the drive chain adjusters.

Move the rear wheel forward, and disengage the drive chain
from the driven sprocket.

For mechanical drum brakes, remove the rear brake adjusting

nut and depress the pedal to disconnect the brake rod (or
cable) from the brake arm . I f a brake torq u e rod i s mou nted BRAKE
on the brake panel , disconnect the torque rod from the brake ARM
panel by removing the torque rod mounting nut.
BRAKE
Remove the axle n ut and the rear axl e . PANEL

For hydraulic disc brakes, move the caliper assembly away

from the disc to avoid interference. BRAKE ROD
(OR CABLE)
Remove the rear whee l .
I
TORQUE
BRAKE ADJ USTING N UT ROD

Installation
For drum brakes, install the brake panel and side collar on the
wheel hub.

NOTE
• Be sure the collar is installed properly.

Place the rear wheel into the swingarm while laying the drive
chain between the sprocket and wheel hub.

I f there is no brake torq ue rod, i nsent the stop o n the swing­

arm into the groove i n the brake panel when i nstalling the
wheel into the swingarm .

Date of Issue : March, 1 99 5

© H O N D A M OTO R CO . , LT D . 1 6- 5
WHEELS/TIRES

For hydraulic disc brakes, install the rear wheel by working the AXL E AXLE N UT
brake disc between the brake pads. Be careful not to damage
the pads.

With the rear wheel in place, install the axle with the chain
adjuster.

N OTE
• On snail cam types, note the proper direction of the
chain adjuster.

I nstal l the chain adjuster and axle n ut on the opposite side of I

D R IV E C H A I N C H A I N ADJ U ST E R
the wheel.
Fit the drive chain over the d riven sprocket.

For mechanical drum brakes, connect the brake rod (or cable) REAR AXLE
to the brake arm and i nsta ll the adjusting nut loosely . If a ppli­
cable, con nect the torque rod to the brake panel and tighten
the torque rod nut to the specified torque.

Adjust the drive chain slack .

Tighten the rear axle nut to the specified torque .
Secure the axle nut and torque rod nut with a new cotter pin
if required .

For mechanical d ru m brakes, adjust the rear brake pedal free

play .
TORQUE ROD
BRAKE ROD

S HAFT D R IVEN TYPE AXLE N UT

Removal
For drum brakes, disconnect the brake rod (or cable) and tor­
que rod from the brake paneL

Remove the axle nut and loosen the axle pinch bolt.

Remove the rear axle.

For hydraulic disc brakes, move the cal iper assembly away
from the disc to avoid interference.

Remove the side collar and pull the rear wheel from the final
drive gear. Remove the rear whee l .

Installation
Coat the driven flange with molybdenum disulfide grease.
Install the brake drum onto the wheel hub.

Place the rear wheel i nto the swi ngarm .

D ate of Issue : March, 1 99 5

1 6-6 © H O N DA M OTO R C O . , LT D .
 WHEELS/TIRES

For hydra u lic disc brakes, work the brake disc between the
brake pads. Be careful not to d a mage the pads.

Align the spli nes of the driven flange with the splines of ring
gear and push the rear wheel onto the final drive gear.

Install the side collar.

NOTE
• Be sure the collar is installed properly.

Insta l l the axle . AXLE N U T

For mechanical drum brakes, connect the brake rod (or cable)
to the brake arm and install the adjusting nut loosely.
Connect the torque rod to the brake panel and tighten the tor­
que rod nut to the specified torque.

Tighten the axle nut first, then tighten the axle pinch bolt to
the specified torq u e .

For mechanical drum brakes, adjust the rear brake pedal free
play.

U N I T SWI N G TYPE

Removal
Remove the frame covers and exhaust muffler if necessary.

Apply the rear brake a nd loosen the axle nut. AXLE N UT

NOTE
• If the rear axle spins with the axle nut, apply torque to
the wrench allowing the scooter to tilt rearward and the
rear wheel to contact the ground. REAR
WHEEL

Remove the axle nut and the rear wheel .

Installation
Install the rear wheel by aligning the splines of the wheel hub
with the final drive shaft splines.

Apply the rear brake and tighten the rear axle nut t o the
specified torque.

NOTE
•
If the rear axle spins with the axle nut, apply torque to
the wrench al lowing the scooter to tilt rearward and the
rear wheel to contact the ground.

Install the removed parts.

1 6-7
Date of Issue : March, 1 99 5
© H O N DA M OTOR CO. , LTD .
WHEELS/TIRES

PR O-ARM TYPE ( C E NTE R LOCK TYPE)

Removal

Remove the cotter pin .

N OTE

Set the rear wheel to touch the g round and loosen the wheel W H E E L N UT
nut applying the rear break.

Using the main stand or equivalent, lift the rear whee l .

WHEEL
Remove t h e wheel n u t , washer ( if equipped) , center lock
spacer and rear wheel .

W H E E L N UT

I nstallation

Check the drive pin hole for damage and crack and clean the
contact s u rface of the rear wheel to the rear axle.

Apply grease to the axle center lock spacer and the contact
surface of the rear wheel .

I nstall the rear wheel aligning the drive pin hole and the wheel
center hole.

D ate of Issue : March, 1 99 5

1 6-8 © H O N DA M OTOR C O . , LTD .
 WHEELS/TI RES

I nstall the center lock spacer, washer (if equipped) and axle
nut.

Set the rear wheel to touch the grou nd and tighten the wheel
nut to the specified torque a pplying the rear break .

Tighten t h e axle n u t to a l i g n a groove o f t h e n u t t o the h o l e of

the axle (to enable to insert the cotter pin) .

N OTE
Aligning of the groove a nd the pin hole should be done
i n the tightening di rection .

I nstall the new cotter pin and fold the end t o lock the axle nut.
(page 1 - 1 4)

AXLE I N S P ECTI O N

Set t h e axle i n V-blocks . Rotate the axle a n d measure the

ru nout using a dial indicato r .

T h e actua l r u no u t is 1 /2 of t h e total indicator reading . Replace

the axle if the service limit is exceeded . (Check the Model
Specific manual for the specified service limit . )

Date of Issue : March, 1 99 5

© H O N DA M OTOR C O . , LT D . 1 6- 9
WHEELS/TIRES

WHEEL BEARI NG REPLACEM E NT

NOTE
•
Disc brake type: Be sure to remove the brake discs
before removing the wheel bearings .
•
Refer to the table o n page 1 - 1 6 for i nformation on
bearing remover/driver size.

REMOVAL

Remove the wheel.

Remove the dust seal , side collar, brake drum, and

speedometer gearbox retainer.

Rear wheel:
Chain drive type : Remove the driven sprocket.

Shaft drive type: Remove the driven flange.

Remove the right and left wheel bearings with the bearing
remover shaft and remover head.

I N STALLAT I O N

NOTE
•
Right and left bearings have a specific installation order.
Refer to the Model Specific manual for which bearing to
install first.

Drive in a new bearing . DISTANCE COLLAR

Check the distance collar for the proper installation direction
and install the colla r .

Install t h e other bearing.

NOTE
•
Replace right and left bearings in pairs . Do not re-use old
bearings.
•
Single side sealed bea rings :
I nstal l the bearing with the sealed side faci n g o u t .
•
Fully sealed bearings:
I nsta l l the bearing with its stam ped size mark toward the
outside .

D ate of Issue : Marc h , 1 995

1 6- 1 0 © H O N DA M OTO R CO . , LT D .
 WHEELS/TIRES

BASIC TI R E I N FO RMATION TREAD

CAUTION

]
TUBE
•
Be careful not to damage the rim area when using tire
mounting tools.
___ S I D EWALL
T UB E D-TI R E
This type uses a n air-filled tube within the tire's casi ng .
Air pressure drops i nstantly when a nail or other sharp object BEAD
penetrates the tire and tube .
TUBE VALVE

TUBE TIRE

TU B ELESS TI R E TREAD
I n place of a tube, tubeless tires have a inner liner bonded to I N N E R LINER
the i nside of the tire . The l iner has a special bead a rea which,
together with a wide-grooved bead seating rim , provides a n
effective seal against pressure loss .

S ince the thick liner is not separate from the tire , it does not
stretch when inflated and will not burst if p u nctured . I nstead, BEAD
the liner closes around the p uncturing object to prevent
su bsta ntial pressure loss .

TUBELESS TIRE

TIRE CODE
[I nch indication]

4.00 H-1 8 4PR Speed limit code:

r 1
[JJ . . . . 1 00 km/h max.
[NJ . . . 1 40 km/h max .
[P] . . . 1 50 km/h max.
T"ad wldth o 4 lnch Ply No . o 4-ply cotlng [SJ . . . 1 80 km/h max.
(H] . . . 2 1 0 km/h max.
[V] . . . 21 0 km/h min.
Speed limit code Rim diameter: 1 8 inch [ZR] · · 240 km/h min.

[Metric indication]
Height/Width Ratio = %

1 70/60 R 1 8 7 3 H

Tread width: 1 70 mm J T1 Speed limit code

Height/Tread Ratio 60% L Max. load code

A i m diameter: 1 8 inch
..,.___ Width --o-t

Radial indication mark

Date of Issue : March , 1 99 5

© H O N DA M OTO R C O . , LT D . 1 6- 1 1
WHEELS/TIRES

Tubeless Tire
"TU BELESS TIRE
APPLICABLE" MARK
• Any attempt to mount passenger car tires on a motorcy­
cle rim may cause the tire bead to separate from the rim
with enough explosive force to cause serious injury or
death.

Tubeless tires have "TU B ELESS" sta m pe d on the sidewalls.

Tubeless tire rims have "TU B ELESS TI R E A P PLI CA B LE"
stamped on them . Each rim valve has "Snap-in valve : TR
4 1 2 " (or T R4 1 3) o n it.
The rim , bead seating areas, and rim valves are d i fferent from
tube-types in construction .

Be careful to protect the sealing surfaces when handling and

storing tubeless tires a n d rim s .
Tubeless tire rim Tube tire rim
SNAP-IN VALVE Identi­
fication

"TUBELESS TIRE
APPLICABLE''
"TUBE LESS TIRE not stamped
APPLICABLE"
stamped
Rim valve
hole 1 1 . 5 mm 8 . 5 mm
diameter

Stora ge
Store tubeless tires upright with a spacer or thick paper placed
between the bead s .

If t h e bead-to-bead clearance i s na rrower than t h e r i m width,

it will be difficult to mount the tire .

Do not stack or lean tires against each other.

To store the a mounted , pressurized tire, adjust the pressure

to 1 / 2 of the recommended amount. Be sure that valve cap is
securely installed .

Do not store tubeless tires or rims in these areas :

•Where ozone is produced (near a motor or battery
cha nger)
In high heat areas ( near a heater, steam pipe, etc . ) WRONG WRONG WRONG
•
Where oil or grease is stored
•In d irect sunlight
I n wet o r humid areas

D ate of Issue : March, 1 99 5

1 6- 1 2 © H O N DA M OTOR CO . , LTD .
 WHEELS/TIRES

TI RE REMOVAL
Refer to page 1 6- 1 9 for ATV wheel/tire servicing .
Remove the wheel.

N OTE
•
Single brake disc wheels: To prevent damage to the disc,
place the wheel on a level surface with the d isc facing
up.
•
Double brake disc wheels: Remove one disc first , then
place the wheel on a level surface with the other disc
facing u p .
STEM NUT VALVE CORE
Remove the valve cap a n d bleed a i r b y depressing the valve
core .

Remove the valve core after bleedi n g the a i r completely .

Remove the valve stem nut and push the valve stem lightly.

I f a bead stopper i s installed, loosen the lock nut and push the
bead stopper down .

BEAD STOPPER

Collaps-in the bead with a tire bead breake r .

I f n o tire bead breaker is available, step on the sidewall t o

collapse t h e bead .

NOTE

Work the bead into the rim center and slide the tire out of
position .

N OTE
The tire can be removed easily once the beads a re
collapsed completely .

RIM CENTER

Date of Issue : M a rch , 1 99 5

© H O N DA M OTOR CO . , LTD . 1 6- 1 3
WHEELS/TIRES

Lubricate the rim and tire matin g surfaces with water.

Be sure that the bead is completely collapsed . I nstall a rim

protector on the rim .

With tubed tires, i nsert the tire lever from the o pposite side of
the valve and raise the bead over the ri m .
With tubeless tires, i n sert the tire lever from the valve side and
raise the bead over the rim .

C A UT I O N

• T o avoid damaging the r i m when using the tire lever,

always use rim protectors . R I M PROTECTOR

N OT E
•
B e sure to use motorcycle tire levers.
•
Do not a pply a ny from of tire m o u nting l ubricant to the TIRE LEVER
rim o r tire mating surfaces . Use water o nly .

I nsert another tire lever 30-50m m ( 1 to 2 i n)from the first one

and raise the bead over the rim , little by little .

N OT E
Do n o t try to raise t h e bead t o o much a t one tim e .
•
Do not pry against or scratch the bead stopper area with
the tire lever.

RIM PROTECTOR

Repeat the above procedures until half of the bead is

removed , then remove the rem a i ning bead by hand .

Tube-type tire only

Press the valve into the rim hole completely and remove the
tube from the tire .

Date of Issue : Marc h , 1 99 5

1 6-14 © H O N DA M OTOR CO . , LTD.
 WHEELS/TIRES

Remove one side of the bead using same procedures as

described for tubeless tires .

Remove the tire from the rim .

RIM VALVE R E PLACEM ENT

{TUBE LESS T I R E O N LY )

Cut off the rim valve a t its base.

Apply mild detergent solution to a replacement valve and

insert it from inside of the rim.
�
NOTE
•
Be sure to use the recommended rim valve.
•
Do not damage the valve hole.
•
Replace the rim valve whenever instal ling a tubeless tire.

W H EEL CENTER ADJ UST M E NT B A

(SPOKE W H EEL O N LY)

The wheel center adjustment is necessary when spoke wheel

has been rebuilt .

The distance indicated is as follows:

A: Between the rim side a nd the surface standard
B: Rim width (measurement)
C: Between the rim center a nd the surface standard

N OTE
BRAKE
Refer to the Model Specific manual for the surface DISC
standard and the specific val ue of "C"
•

M easure distance B ( rim width ) , a n d make the following

calculations .

A C B/2
Example : ( B : 7 6 . 2 m m , C : 5 6 . 5m m )
A = 5 6. 5 - 7 6 . 2/2 = 1 8 . 4

Adjust the rim position and distance A by tightening the

spokes to the specified torque i n 2 o r 3 progressive steps.

I nspect a n d adjust the wheel rim runout.

D ate of Issue : March, 1 99 5

© HO N DA M OTOR C O . , LTD. 1 6- 1 5
WHEELS/TIRES

TI RE I NSTALLATION
Refer to page 1 6- 1 7 for ATV's wheel tire servicing .

For a tubed tire , check the rim band and rim lock to be sure
they a re i nstalled properly.

• Any attempt to mount passenger car tires on a

motorcycle rim may cause the tire bead to separate
from the rim with enough explosive force to cause
serious injury or death . RIM

CAUTIO N
• Always replace rims which have been bent or have
cracks , as they may cause air leakage .
• Always replace the rim if there are any flaws over 0 .
5mm deep or 1 . Omm wide o n the bead contact
surface .

Check the overall condition of tire.

Use only water as a l ubricant when removing or m o u nting
tires. Soap or other tire l ubricants may leave a slippery residue
that can cause the tire to shift on the rim .

• A tire that shifts on the rim may lead to a sudden loss of

air pressure while riding and an accident could occur.

N OT E
• Be sure t o u s e motorcycle tire levers and r i m protectors.

If the tire has a balance dot (paint mark) , install the tire with
this mark aligned with the valve.

I f the tire has rotation direction a rrow, install the tire with the
m a rk pointing i n the di rection of rotatio n .

Stand t h e tire upright, hold it with one h a n d a n d , starting from

the side o pposite the valvle, install one side of the tire on the
rim as m uch as you can by hand .
Be sure to assem ble i n the sequence show n .

Place the wheel o n a level surface a n d i nstall the remaining

portion of the bead using two tire levers.

N OT E
• T o a i d i n assembly, apply water t o t h e tire a n d rim mating
su rfaces .
•
Do not apply a n y form of tire mounting l ubricant to the
rim or tire mati ng surfaces . U se water only .

D ate of Issue : M arch , 1 99 5

1 6-1 6 © H O N DA M OTOR CO . , LTD .
 WHEELS/TIRES

Tubed tires o n l y
I nflate t h e t u b e with a small amou nt o f a i r and push i nto the VALVE
tire .
I nsert the valve through the rim valve hole and loosely i nstal l
the stem nut.
Work the tube by hand u ntil it is seated evenly i n the rim
center.

B e sure that the tube i s not twisted and the valve stem is
straight .

TUBE

I n stall the bead o n the other side of the tire while holding the
assembled portion of the bead with you r knee to prevent it
from coming off.

N OTE
Before using the first tire lever, b e sure that the bead o n
the opposite side is positioned i n t h e center of t h e rim .

Install the bead a little at a time, using care not to damage the
tube o r the rim with the tire lever .

After 1 /2 of the bead has been installed, insert the second tire
lever at a distance of 30-40 mm ( 1 to 2 i n ) from the first .
Continue working the bead u nder the rim with the levers i n this
proximity u ntil 3/4 of the bead has been installed .

N OT E

After 3 / 4 o f t h e bead has been i nstalled , c h e c k the bead on

the opposite sid e . Be sure it i s still in the center of the ri m .

N OTE
The last portion of the bead is more difficult to insta l l .
The rim and bead may be d amaged if the bead on the
•

opposite side of the point where you are workin g is not

i n the rim center .

When only 50-60 m m (2 to 2 . 5 i n ) of the bead remains

free, pull the two l evers u p and over.

NOTE
•
It is importa nt to align the balance dot ( paint circle or
spot) with the valve stem . The balance dot indicates the 1

l ig htest portion of the tire . Alignment with the valve stem

minimizes the weight needed to bala nce the wheel and
tire .

I nstall the valve core .

TIRE LEVERS

Date of Issue : Marc h , 1 99 5

© H O N DA MOTOR C O . , LT D . 1 6- 1 7
WHEELS/TIRES

U se only water as a lubricant when removing o r mouting tires .

Soap o r other l ubricants may leave a slippery residue which
can cause the tire to shift on the rim .

• A tire that s hifts on the rim may lead t o a sudden loss

of air pressure while ridin g and a n accident could
occur.

Tap on the tire tread surface with a rubber hammer so that the
tire and rim fit evenly around the circumference.

Be sure that the tire center and rim center are aligned .

Inflate the tire to 1 . 5 times the standard recommended

pressure to seat the bead on the rim .

•
Use the tire pressures specified in the Model Specific
manual or on the tire label . Overinflation may cause a tire
to burst with sufficient force to result In serious injury or
death.

N OTE
• For tubeless tires, you may hear a loud sound as the
bead seats onto the rim. This is norm a l .
• For tubeless tires, if air leaks out from between the rim
and bead, let the wheel sta nd with the valve at the bottom
and increase air pressure while pushing down on the tire .

Check that the tire bead seats on the tire rim securely and the
rim line of the tire is concentric with the rim.

Adjust the tire pressure to the specified pressure.

Check the wheel balance.

Tighten the rim lock nut to specified torque (if available) .

Tighten the valve stem nut (on tubed tires) .

Install the wheel .

R I M LOCK

Date of Issue : March, 1 99 5

1 6- 1 8 © H O N DA M OTOR CO . , LTD .
 WHEELS/TIRES

WH EEL BALANCI NG
Refer t o t h e M odel Specific manual t o determine if the model
being serviced requ i res wheel balancing . The manual will
specify the type of weights req uired, if necessa ry .

• Wheel balance directly affects the stability, handling and

overall safety of the motorcycle. Carefully check balance
before reinstalling the wheel.

I N SPECTION STAND

Mount the whee l , tire and brake disc assembly in an inspection

stand.

Spin the wheel, allow it to stop, and mark the lowest

(heaviest) part of the wheel with chalk. Do this two or three
times to verify the heaviest area. If the wheel is balanced, it
will not stop consistently in the same position.

To balance the wheel, install wheel weights on the lightest

side of the rim, the side opposite the chalk marks. Add just
enough weight so the wheel will no longer stop i n the same
position when it is spu n .
BALANCE WEIGHT

ATV WHEEL/TI RE NUTS FRONT

WHEEL NUT
BEVELED SIDE
REM OVAL! I N STA LLA T I O N

Loosen the wheel nuts.

Raise the rear wheels off the g ro u n d by placing a jack o r block

u nder the engine.

Remove the wheel nuts and whee l .

Install t h e wheel i n i t s original position .

N OT E
Do n o t interchange t h e right and left tires. If t h e tire
has a n arrow mark, install the wheel with the a rrow
•

mark pointing in the d i rection of rotation .

Install the wheel nuts with the beveled sides faci ng inward and
tighten them to the specified torq u e .

FRONT

Date of Issue : March, 1 995

© H O N DA MOTOR C O . , LT D . 1 6- 1 9
WHEELS/TIRES

TIRE REM OVAL ( U . S . A . O N LY)

N OTE
•
This service requires the U niversal B ea d B reaker ( G N ­
AH-958- B B 1 ) a vailable i n t h e U . S . A . only.
•
Remove and install tires from the rim side opposite the
valve stem .

Remove the core from the valve stem.

A tire bead tool is required for tire removal . Use a Coats 220
Tire Changer or equivalent to remove the tire from the rim. If
a tire changer is not available, rim protectors and tire irons
may be used . PRESS BLOCK
BREAKER ARM ASSEM BLY
CAUTION

• Take care to avoid damaging the bead seating area of the

rim.

Install the proper size blade for the rim you are working on onto
the breaker arm assembly.

CAUTION
•
Use of an improper size tire tool may result in damage to BLADE
the rim, tire, or tool .

Place the proper size adapter onto the threaded shaft and then BREAKER ARM ASSEMBLY
put the wheel over the threaded shaft and adapter.

Lube the bead area with water, pressing down on the tire
sidewall/bead area in several places to allow the water to run
into and around the bead. Also l u be the area where the breaker
arm will contact the sidewall of the tire.

U se only water as a lubricant when removing or mounting

tires. Soap or other tire l ubricants may leave a slippery residue
that can cause the tire to shift o n the rim .

ADAPTER THREADED SHAFT

•
A tire that shifts on the rim may lead to a sudden loss of
air pressure while riding and an accident could occur.

While holding the breaker arm assembly at an approximate

45° position, insert the blade of the breaker arm between the
tire and rim. Push the breaker arm inward and downward until
it is in the horizontal position with its press block in contact
with the rim.

Date of I ssue : March , 1 99 5

1 6-20 © H O N DA M OTOR CO. , LT D .
 WHEELS/TIRES

With the breaker arm i n the horizontal position, place the

PRESS H EAD
breaker press head assembly over the breaker arm press block.
PRESS HEAD BOLT___... ASSEMBLY
Make sure the press head bolt is backed out all the way and
LEVER NUT
then position the nylon buttons on the press head against the
1 1 " RIM
inside edge of the rim.

Insert the threaded shaft through the appropriate hole in the

breaker press head assembly and then tighten the lever nut un­
til both ends of the breaker press head assembly are in firm
contact with the rim.

Tighten the press head bolt until the reference mark on the
press block is aligned with the top edge of the press hea d .
9" R I M 7" RIM

If the rest of t h e bead cannot b e pushed d o w n into t h e center

of the rim by hand, loosen the press head bolt and the lever
nut. Rotate the breaker arm assembly and breaker press head
assembly 1 /8 to 1 /4 of the circumference of the rim. Tighten
the lever nut and then tighten the press head bolt as described .

Repeat this procedure as necessary until the remainder of the

bead can be pushed down into the center of the rim.

Assemble the Universal Bead Breaker on the other side of the

wheel and break the bead following the same procedures.

Remove the tire from the rim using a tire changer machine or R I M BEAD LOC K S
tire irons and rim protectors.

Remove tire from the side of the rim that has the smallest
shou lder area to sim plify remova l . T I R E BREAKER ATTACH MENT
R E M OVAL ( EXC EPT U . S . A . )

NOTE
•
Applying water, soapy water, oil, or other lubricants to
the tire, rim or tire tool when removing the tire may
cause the tire breaker arm to slip off the tire so that the
bead cannot be broken.
•
Follow the breaker manufacturer's instructions.

WHEE L N UT �
CAUTION
•
Do not damage the bead seating area of the rim.

Install the tire breaker attachment on the rim with the wheel
nuts and tighten the nuts securely.

Insert the narrow end (A side) of the breaker arm between the
tire and the rim.

NARROW END (A SIDE)

Date of Iss ue : M a rc h , 1 99 5
© H O N DA MOTO R CO . , LTD . 1 6-21
WHEELS/TIRES

Position the breaker arm compressor on the tire breaker at­

tachment as shown.
BREAKER ARM
Keep the breaker arm horizontal and align the end of the com­ COMPRESSOR
pressor bolt with the breaker arm hole.

Screw in the breaker arm compressor bolt while pushing the

breaker arm on the tire with your foot to break the bead from
the rim.

NOTE
•
Do not break the bead all at once. Remove and reposition
the compressor and arm 1 /8 of the circumference of the
rim.
Tighten the compressor bolt. Break the bead by
repeating this procedure 3 - 4 times.

If bead breaking is difficult with the narrow end (A side) of the WIDE END ( B SIDE)
breaker arm , use the wide end (B side) of the arm and repeat
the proced ure described a bove .

After removing the tire from the rim, cut the valve off at the
bottom, being careful not to damage the rim.

NOTE
•
Be sure to replace the valve with a new one whenever
the tire is removed from the rim.

T I R E R E PA I R

NOTE
•
Use the manufacturer's instructions for the tire repair kit
you are using . If your kit does not have instructions, use
the procedures provided here.

Check the tire for the puncturing object(s) . Chalk mark the
punctured area and remove the object.

Inspect and measure the injury. Tire repairs for injuries larger
than 1 5 mm ( 5/ 8 in) should be a section repair. Section repairs
should be done by a professional tire repair shop.

If the injury is smaller than 1 5 m m ( 5/8 in), proceed with the

repair as described here.

1 6-22
Date of Issue : March, 1 99 5
© H O N DA M OTO R C O . , LT D .
 WHEELS/TIRES

Install a rubber plug into the hole as follows:

Apply cement to a plug inserting needle and work the needle

into the hole to clean and lubricate it. Do this three times. Do
not let the cement dry.

Insert and center a rubber plug through the eye of the inserting
needle.

Apply cement to the rubber plug.

Push the insertin g needle with plug into the hole u ntil the plug
ends are slightly above the tire . Twist the needle and remove
it from the tire; the plug will stay in the tire.

NOTE
• Be careful not to push the plug all the way into the tire .

Trim the plug 6 mm ( 1 I4 in l above the tire surface .

Repeat the above procedure if the puncture is large.

Do not use more than two plugs per hole.

Al low the repair to dry. Drying time will vary with air
temperature. Refer to the tire repair kit manufacturer's
recommendations.

I nflate the tire and test the seal by dabbing a small amount of
cement a round the plug . Esca ping air will cause a bubble i n
t h e cement. If there is leakage, remove t h e tire ( pa g e 1 6- 1 9)
a nd apply a cold patch to the inside of the tire as described .

If a plug has been inserted, trim it even with the inner tire
surface.

Temporarily place a rubber patch that is at least twice the size

of the puncture over the injury. Make a mark around the patch,
slightly larger than the patch itself.

Remove the patch.

Roughen the area marked inside the tire with a tire buffer or a
wire brush . Clean the rubber dust from the buffed are a .

Apply cement over the area marked a n d allow it t o dry.

Remove the lining from the patch and center it over the injury.

Press the patch against the injury using a special roller.

NOTE
• Allow cement to dry until tacky before applying patch .
•
Do not touch the cement with dirty or greasy hands.

Date of Iss ue : March , 1 99 5

© H O N D A M OTO R C O . , LT D . 1 6 -23
WHEELS/TIRES

ASSEMBLY

Clean the rim bead seat and flanges.

Apply clean water to the rim flanges, bead seat and base.

Install the tire on the rim, where the rim shoulder width is the
narrowest, t o simplify installation .

•
Use only water as a lubricant when mounting tires. Soap
or other tire lubricants may leave a slippery residue that
can cause the tire to shift on the rim resulting in a sudden
loss of air pressure while riding.

Install the valve core in the valve stem.

Install the tire and inflate it to seat the tire bead.

• The maximum pressure for seating the tire bead i s in­

dicated on the side wal l . Do not inflate the tire beyond
this pressure. The tire could burst with sufficient force to
cause severe injury.

NOTE
•
If the tire has arrow mark, install the tire with the mark
pointing in the d i rection of rotation .
•
Do not interchange the right and left tires.

Deflate the tire. Wait 1 hour and inflate the tire to the specified
pressure.

Check for air leaks and install the valve cap.

The ATVs are equipped with tubeless tires, valves, and wheel rims. Use only tires marked "TUBELESS" and tubeless valves
on rims marked "TUBELESS TIRE APPLICABL E . " Never mount tires designed for use on automobiles on an original rim.

Date of Issue : Marc h , 1 99 5

1 6- 24 © H O N D A MOTO R C O . , LTD .
 1 7. B RAKES
TROUBLESHOOTING 1 7- 1 HYDRAULIC DISC BRAKES 1 7-8

BRAKE SYSTEM DESCRIPTIONS 1 7-2 M ECHANICAL DRUM BRAKES 1 7- 1 6

TROUBLESHOOTI NG

•
Inhaled asbestos fibers have been found to cause respiratory disease and cancer. Never use an air hose or dry brush to
clean brake assemblies. In the United States, use an OSHA-approved vacuum cleaner or alternate method approved by
OSHA, designed to minimize the hazard caused by airborne asbestos fibers.

HYDRAULIC D I S C BRAKE

Brake lever/pedal soft or spongy Brake lever/pedal hard

Air bubbles in the hydraulic system Clogged/restricted brake system
Leaking hydraulic system Sticking/worn caliper piston
Contaminated brake pad/disc Caliper not sliding properly
Worn caliper piston seal Clogged/restricted fluid passage
Worn master cylinder piston seal Worn caliper piston sea l
Worn brake pad Sticking/worn master cylinder piston
Contaminated caliper Bent brake lever/pedal
Caliper not sliding properly
Worn brake pad/disc
low fluid level Brakes grab or pull to one side
• Clogged fluid passage Contaminated brake pad/disc
•
Warped/deformed brake disc M isaligned wheel
• Sticking/worn caliper piston Clogged/restricted brake hose
• Sticking/worn master cylinder piston Warped/deformed brake disc
• Worn brake disc Caliper not sliding properly
• Contami nated master cyl inder Clogged/restricted brake hose joint
•
Bent brake lever/pedal

Brakes drag
• Contaminated brake pad/disc
•
Misaligned wheel
• Worn brake pad/disc
•
Warped/deformed brake disc
•
Caliper not sliding properly

M EC H A N I CAL D R U M BRAKE

Poor brake performance Brake lever hard or slow to return

• I mproperly adjusted brake • Worn/broken return spring
• Worn brake linings • Improperly adjusted brake
•
Worn brake drum •
Sticking brake drum due to contamination
• Worn brake cam • Worn brake shoes at cam contact areas
•
Improperly installed brake linings •
Brake cable sticking/needs lubrication
• Brake cable sticking/needs lubrication • Worn brake cam
• Contaminated brake linings • Improperly installed brake lini ngs
• Contaminated brake drum
•
Worn brake shoes at cam contact areas
• Improper engagement between brake arm and cam­ Brake squeaks
shaft serrations • Worn brake l i nings
•
Worn brake drum
• Contaminated brake l inings
•
Contaminated brake drum

1 7-1
Date of Issue: Sep . , 1 988
© HONDA M OTOR CO., LTD .
BRAKES

BRAKE SYSTEM DESCRI PTIONS

Braking systems o n motorcycles, l ike virtually all braking
systems, dissipate the vehicles ki netic energy by transforming
it into heat energy-known as friction heat.

Two basic types of braking systems are used o n Honda motor­

cycles and scooters; the drum-type and the disc type. Both the
drum and the disc rotate together with the whee l . Each is
slowed by the friction of either shoes or pads that press
against them .

DRUM BRAKE DISC BRAKE

M EC H A N ICAL D R U M BRAKE

Single Leading Shoe Type

(Or, Leading-Trailing Shoe Type) TRAILING SHOE
Force applied against the brake lever or pedal activates a cable
or rod attached to the brake mechanism. A threaded adjuster
on the end of the brake actuating cable or rod offers one of
two adjustments to control the precise brake actuation point.
The adjuster acts against a pivot on the end of the brake arm,
which is clamped onto and turns a brake activating cam.

As shown in the illustration to the right, this cam transfers a

rotating force from the outside of the drum, through the pro­
tective brake panel to the inside of the drum . Here the cam
spreads one end of two crescent-shaped shoes. The other end
of the shoes pivot against a common p i n set into the brake
pa nel . Both shoes press against the i nside surface of the drum,
creating friction and slowing the rotation of the wheel . The
first shoe to act upon the drum beyond the cam, in relation to
the rotating direction of the drum, is called the leading shoe.
The second shoe, arcing out against the drum from the com­
mon pivot pin, i s cal led the trailing shoe .

Due to its position within the system, the leading shoe creates
more force against the drum than that which is applied to it.
This increased force capability i s cal led a self-energizing ef­
fect. In contrast, the trailing shoe, again, because of its posi­
tion withi n the system based on the rotating direction of the
drum, is pushed back by the rotating drum and creates less
force than that which is appl ied to it.

Dual Leading Shoe Type

Dual leading shoe brakes differ from single leading shoe types BRAKE CAM
in that they use two shoe-activating cams, each at opposite
ends of the brake panel, to simultaneously press the shoes
against the drum (see illustration at the right ) . Because both
shoes are leading in relation to the rotating direction of the
drum and therefore operate against the drum in same way, the
effective braking force is noticably greater than a similarly siz­ LEADING SHOE
ed single leading shoe u n it with an identical amount of ac­
tuating force applied to the brake lever or pedal.

BRAKE CAM

Date of Issue: Sep . , 1 988

1 7-2 © HONDA MOTOR CO., LTD.
 BRAKES

It is vital for brake systems to quickly dissipate the heat that is

generated by the friction of the braking action so their stop­ DRUM BRAKE
ping force remains consistent. Since drum brakes contain
a lmost all of the brake components within the wheel hub, it is
important that these brake components be made of materials
that conduct heat rapidly. It is just as important that the brake
is of the proper size for the anticipated req u i rements of the
vehicle.

In order to enhance heat conductivity while providing accept­

able wear resistance on the inner surface of the brake drum,
the drum itself is made of cast iron. The remainder of the
drum/hub is made of aluminum alloy with cooling fins cast into
the outer circumference; again for heat conductivity and
dispersion, but also for reduced unsprung weight. To speed
conductivity, the cast iron drum is captured within the
aluminum hub and cannot be removed.

The drum thickness is relatively thin, which further aids heat

conductivity, and must not be machined in a brake lathe. If the
drum surface is severely damaged, the hub must be replaced .

HYDRAULIC BRAKES
Brake Fluid
The designations DOT 3 and DOT 4 spec ify the brake fluid's
ability to withstand heat without boiling. The greater the
number, the higher the boiling point. It is necessary for the
brake fluid to have a high boiling point so that the fluid does
not boil within the brake line due to the high temperature of the
brake discs and components. Boiling brake fluid leads to a
drastic loss of braking force due to the air bubbles that form
within the brake lines.

Never mix DOT 3 and DOT 4 brake fluid within a system. It is

i m portant to add only the same DOT number and even the
same brand of brake fluid when adding fluid. If you are unsure
of the type within the system, drain the system and refill it
with DOT 4; systems designed for DOT 3 can use DOT 4. But
DOT 4 systems must never be filled with DOT 3. DOT 4
systems generate greater heat and thereby require the higher
boiling point characteristic of DOT 4.

Avoid mixing different brands of brake fluid. I mproper mixing

such as this may lead to chemical decomposition and
conta mination.

I t is also important to use only fresh brake fluid from a sealed

container. Once a new container of brake fluid is opened, be
sure to reseal it tightly and plan on discarding the fluid after six
months. This is because brake fluid left in the container tends
to absorb moisture from the air; it is hydroscopic. Moisture can
form even within a sealed brake system because of this par­
ticular property. Moisture in the brake fluid contaminates the
brake system and lowers the boiling point of the fluid. It also
corrodes the brake cylinders and pistons, which eventually
causes seal damage and leakage.
For this reason you should note the date on the container
when it i s first opened for later reference.

Date of I s s ue : M a rch, 1 99 5
© H O N DA M OTOR C O . , LT D . 1 7-3
BRAKES

Never reuse brake fluid due to the possibility of contamination

from dust or moisture absorption.
If the brake fluid i n a system shows any visual signs of con­
tamination, it should be replaced even if the recommended
replacement interval has not passed.
You must be careful when handling brake fluid because it can
quickly damage many painted or plastic surfaces on contact.
In certain plastics, structural damage can occur if brake fluid
penetrates the material's surface. The only general exception
is the components of the brake system that are designed to be
resistant to the effects of brake fluid. Brake fluid that is spilled
on a motorcycle should be washed away with water
immediately.

Before removing the reservoir cover, turn the handlebar until

the reservoir is level.
Place a rag over painted, plastic or rubber parts whenever the
system is serviced.

CAUTION
•
Spilled fluid will damage painted, plastic or rubber parts.

Refill with the same type of fluid from an unopened container.

Do not allow foreign material to enter the system when refill­
ing the reservoir.

• Using the wrong fluid can cause loss of braking

efficiency.
•
Contaminated fluid can clog the system, causing a loss
of braking ability.

Pressure applied against the brake lever or pedal moves the

piston within the master cylinder unit. Hydraulic fluid pressure
is then transmitted through the brake line to the caliper where
it presses agai nst one or more caliper pistons . Because hy­
d ra u l ic fl u i d ca n n ot compress, the cali per piston(s) move at
the same i nstant as d oes the master piston i n the master
cylinder.
The rise i n hydraulic pressure that takes place between the
master cylinder and the caliper because of the differences i n
the diameter o f these parts i s most signigicant. During Master piston diameter < Caliper piston diameter
development, these sizes are juggled to achieve best braking ( Pushing force) < (Energy generated)
force and "fee l " . The leverage ratio offered by the design of
the lever or pedal acting upon the master piston also helps to
i ncrease the force to be transmitted to the caliper pistons
compared to the force initially applied .
Return of piston due to the resilience of the seal

The caliper pistons are in direct contact with the back side of
the brake pads. Anti-squeal shims are normally used between
the piston and pad. As these pads press against opposite sides
of the disc, the rotation of the wheel is slowed.

When the brake lever is released, hydraulic pressure decreases

and the pads cease to press against the disc. Unlike drum
=t= =�= �
PISTON S EAL

brake systems where a spring retracts the shoes from the

drum surface, on disc brake systems, the resilience of the
caliper piston seals retracts the pads from the disc and CALIPER
automatically self-adjust for wear.

D ate of Issue : March, 1 99 5

1 7-4 © H O N DA M OTO R C O . , LT D .
 BRAKES

In single push type calipers, both pads press against the brake SINGLE PUSH CALIPER OPPOSITE PISTON
disc through a reaction of the sliding caliper yoke . Calipers of CALIPER

\
this type with single piston are more common on earlier Hon­ YOKE
das. More current models use a single push type, but with dual
pistons (both on the same side ) .

Opposite piston cali pers are most often used for road racing
motorcycles today. They do offer some i mprovement in per­
formance, but at great increase in cost and complexity. In this
type, pistons facing each other on opposite sides press the
pads against the disc.

SLIDE PIN

The amount of braking force available depends on the

magnitude of force pressing the pads against the discs, the EFFECTIVE DISC DIAMETER
BRAKE DISC
size of the contact area between the brake pads and discs, the
distance between the center of the wheel and the center of the
brake pads, and on the outside diameter of the tire . DUAL PISTON
CALIPER
Rectangular brake pads were introduced to increase the area
of the pad against the disc. But it was found that these pads
do not press against the disc uniformly, so the braking force is
.......
not as effective as it could be. Hence, the dual piston caliper SINGLE
was introduced so that a large braking force and uniform PISTON
pressure against the brake pads is ensured. Some dual piston CALIPER
calipers have different piston sizes to further balance the brak­
ing force across the pad - the tra iling piston being larger than
the leading piston.

As previously touched on, i ncreasing the area of contact bet­ DUAL PISTON CALIPER
ween the brake pads and disc increases the braking force. This
� ---
increased contact means increased heat energy. The increas­
ed heat energy requi res greater capabil ity for heat dissipation.

With the exception of in-board disc brakes and the GL 1 500

front brakes, all brake discs are exposed. To protect them from
rust, the discs are made of stainless steel alloy.

Because the material the discs can be made of is l imited, the

discs can only be made so thin in order to reduce unsprung
weight before thermal distortion of the disc becomes a
problem.

As the temperature of the brake disc rises, the disc expands.

Because the disc is bolted to the wheel, its expansion is limited
and some degree of distortion occurs.

The VTR250, with its in-board front disc, uses a plain cast
iron disc since rust is not a problem . The design of the GL 1 500
front brake with its covered discs and calipers, transfers much
of its heat to the cast, hollow wheel .

1 7-5
Date of Issue: Sep. , 1 988
© HONDA MOTOR CO., LTO.
BRAKES

To cope with the extreme heat typically generated in competi­

tion road racing, floating type discs have been developed . I n
this system, a floating disc i s i n stalled by means of spring
washers and rivets or clevis pins with an aluminum carrier be­
tween the disc and the wheel. In this manner, deviations i n
radial directions are permitted, distortion is prevented and
weight is reduced.

In addition to the design basics already stated, discs are com­

monly drilled or grooved to remove dust or dirt from the disc
surface, thereby preventing what a re known as sympathetic
vibrations. Contrary to popular belief, holes d rilled in. the disc
do not significantly aid cooling. These holes are perpendicular
to the flow of air so little additional cooli n g occurs.

Among the many combinations of materials used to make

brake pads are: wear resistant resin, metallic m ixtures, and
sintered metal. These materials are combined in brake pad
manufacturing according to the design requirements of the
particular application. Asbestos was dropped from use i n pad
manufacturing by Honda beginning around 1 985-86.

Just as disc brakes are used where greater than typical drum DOUBLE DISC TYPE
brake stopping force i s required, dual disc brakes (a disc on
both sides of a single wheel) are used where an even greater
braking capability or a smaller diameter front wheel is required.

G E N ERAL I NFORMAT I O N FOR S ERVICE

• Do not allow dust, dirt, water or any foreign material to

enter the system when refilling or replacing the brake fluid.
• To maintain proper sealing and initial fit, replace the parts
specified for replacement at the time of service. Replace the
required parts as a set, when specified, for the same
reason.
•
Clean the sliding surfaces of the brake pads and disc with
brake cleaner. Replace the pads if they are contaminated
with oil or grease, as this significantly reduces braking
force.
•
The brake calipers can be removed from the motorcycle and
the pads can be replaced without disconnecting the
hydraulic system.

Date of Issue : N ov . , 1 98 9
1 7-6 © H O N DA M OTOR CO . , LTD .
 BRAKES

•
Bleed the hydraulic system if it has been disassembled or if
the brake feels spongy.
•
If brake pads or shoes have been overheated (glazed) , they
must be replaced . Overheating changes the composition of
the friction material and merely wire brushing or sanding
the friction surface cannot change this fact.
• Always replace hydraulic line/hose sealing washers with
new ones when reassembling . These sealing washers are
made of aluminum a lloy for effective sealing and are
distorted once they are used .

Use caution when handling and instal l in g brake l ines and

hoses. When installing front brake l ines, be sure that there
is no possibility of damage or stress to the l ines or hoses
when the fork pivots fully in either direction or when the
suspension compresses or extends. I n the rear, allow pro­
per clearance so that the l ines or hoses do not rub against
the tire, frame or swingarm, and so they are not caught be­
tween the coils of the spring when the suspension HOSE G U I D E
compresses. BRAKE HOSE

All brake l i nes or hoses should be installed using the c lamps H O S E CLAMP
provided. Each clamp should be positioned around the rubber
hose guards to prevent any damage to the l i nes and hoses.
HOSE GUARD

Eyelet-type line and hose joints:

Use new sealing washers whenever eyelet-type joints are
reinstal led . Be sure the hose bolt fluid passage is free from
clogging prior to i nstallation.

Note the position of the stopper that aids i n positioning the

eyelet at the proper angle when i nstalling the hose onto the
master cyl i nder. If only one stopper is provided, press the hose
end against the stopper while tightening the bolt. If two stop­
pers are provided, install the hose between the stoppers so
that the hose will not move when the bolt is tightened.

If the sealing washer includes a stopper with collapsible claws, _.,

SEALING WASHERS
be sure to note the direction these claws face so the new
washer can be installed i n the same position.

Hose Joints:
Removal J O I NT NUT HOSE NUT
Remove the hose by loosening the joint nut while holding the
hose nut stationary. This method prevents the hose from being
twisted or kinked.

BRAKE HOSE

1 7-7
Date of Issue: Sep . , 1 988
© H ONDA M OTOR C O . , LTD .
BRAKES

Installation MASTER CYLIN D E R HOSE N U T

First install the hose joint onto the master cylinder with a new
sealing washer and tighten it to the specified torque if it was
removed.

Then, while holding the hose nut, tighten the joint nut to the
(
specified torque.

JOINT NUT

Metal Brake Lines: FLARE NUT

Removal
If the metal brake line i s equipped with nuts as illustrated,
always loosen the flare nuts first, using a flare nut wrench, so
that the hose may be easily maneuvered. Remove the metal
line using care not to bend it.

FLARE N U T WRENCH
Installation
Always tighten brake line n uts first by han d . Then, confirm
that the connections a re free of play and tighten to the FLARE NUT
specified torqu e using a flare nut wrench . �-�

HYDRAULIC DISC BRAKES

BRAKE FLU I D R EPLAC E M E N T
Before removing the reservoir cover, turn the hand lebar until
the reservoir i s level.
Place a rag over painted, plastic or rubber parts whenever the
system i s serviced.
CAUTION

Spilling fluid on painted, plastic or rubber parts will

damage them. FLARE NUT WRENCH

Remove the master cyli nder cover and diaphragm.

Discard contami nated pads and clean a contaminated disc

with a high quality brake degreasing agent.

• A contaminated brake disc or pad reduces stopping

ability.

Refill with the same type of fluid.

•
Mixing incompatible fluids will impair braking efficiency.
•
Foreign materials can clog the system, causing a reduc­
tion or complete loss of braking ability.

D ate of Issue : M arch , 1 99 5

1 7-8 © H O N DA M OTOR CO. , LT D .
 BRAKES

Connect a bleed hose to the bleed valve. BLEED VALVE

Loosen the caliper bleed valve and pump the brake lever or
peda l. Stop operating the lever or pedal when fluid stops flow­
ing out of the bleed valve.

Close the bleed valve and fill the master cylinder with the
specified brake fluid. Refer t o the Model Specific manual .

CAUTION
•
Reusing drained fluids can impair braking efficiency.

Connect a commercially ava ilable Brake Bleeder to the bleed BLEED VALVE
I
valve.

NOTE
•
When using a brake bleeder, follow the manufacturer's
operating i nstructions.

Pump the brake bleeder and loosen the bleed valve.

Add fluid when the fluid level i n the master cylinder is low.

Repeat the above procedures until there are n o a i r bubbles i n

the plastic hose . BRAKE BLEEDER

NOTE
•
Check the fluid level often while bleeding the brakes to BLEED VALVE
prevent air from being pumped into the system .
•
Use only specified brake fluid from a sealed container.
•
If air is entering the bleeder from around the bleed valve
threads, seal the threads with teflon tape.

If the brake bleeder is not ava ilable, perform the following

procedu re :

Connect the the transparent bleeder hose t o the bleed valve

and place the other end of the hose in a container.

Loosen the bleed valve 1 /4 turn and p u m p the brake lever o r

pedal u ntil there a re n o a i r bubbles i n t h e bleed hose and lever
or pedal resistance is felt.

After filling the system , close the bleed valve and i nspect the
system for airbubbles by operating the brake lever or pedal .
If it feels spongy, bleed the system as follows :

Date o f Issue : March, 1 99 5

© H O N DA M OTOR CO . , LT D . 1 7-9
BRAKES

A I R BLEEDING

1 . Squeeze the brake lever, then open the bleed valve 1 /4 turn
and close the valve.

NOTE
•
Do not release the brake lever or pedal until the bleed
valve has been closed.
• Check the brake fluid level often while bleeding the
system to prevent air from being pumped into the
system.
BRAKE
LEVER
2. Release the brake lever slowly and wait several seconds
after it reaches the end of its travel.
3. R e peat the steps 1 and 2 above u ntil b ub bles cease to
a ppear i n the fluid at the end of the hose .

Tighten the bleed valve.

Be sure that the brake fluid is up to the upper level of the
master cylinder ; refil l if necessary.

Reinstall the master cylinder cover.

BRAKE PAD R EPLAC E M E N T

Removal

There are two types of brake pads:

Type A: pad pin i s secured by the retainer plate.
Type B: pad pin is secured by the pad pin plug. PAD PINS PAD PIN PLUGS
Type A : Loosen the pad pin retainer bolt.
Type B: Remove the pad pin plug and loosen the pad pin.
PAD PIN R ETAINER
Refer to the Model Specific manual for the caliper re­
moval/installation. PAD

NOTE /
•
Remove the pads without removing the bracket from the
caliper. If the pads cannot be removed, remove the
bracket.
Push the piston all the way in to allow the installation of new
brake pads.

Type A: Remove the pad pin retainer bolt and the pad pin
retainer. PAD PI NS

Before removing the pads, mark them so you can reinstall

them in their original positions if they are to be reused, thereby
assuring even disc pressure. TYPE A TYPE 8
PAD

• Always reinstall the brake pads in their original positions

to prevent loss of braking efficiency.

Type A: Pull out the pad pins and remove the pads.
Type B: Loosen the pad pins and remove the pins and pads.

N OTE
•
Pad pins can be easily removed by pressing the pads i n
the caliper.
PAD PIN
PAD PIN

D ate of Issue : March, 1 99 5

1 7- 1 0 © H O NDA M OTOR CO . , LTD .
 BRAKES

I nstal lation PAD SPRING

Press in the pisto n(s) to install the new pads.

N OT E
•
Clean around the caliper pistons and the expose part of
the pistons before press in the pisto n .

I f t h e caliper a n d bracket are separate, apply silicone grease to

the caliper pivot bolt boot, p i n bolt, and collar bore a n d insert
the caliper into the bracket.
�
�-­
Set the boot lip in the pin bolt g roove securely.

I nstall the new pad, align the holes in the pad and retainer and PAD PIN RETA I N E R
install the pad pin. Note the installation direction of the pad.
\
N OTE
I nstall the pad shim, if there is one, i n the original
positio n .

Type A : I nstal l t h e retainer by aligning its hole with t h e p a d pin

groove and loosely tighten the bolt.

PAD PIN RETA I N ER BOLT

I nstall the caliper. ( Refer to the Model Specific manua l . ) TYPE A TYPE B
Type A: Tighten the pad p i n retainer bolt to t h e specified PAD PIN PLUG
torque.
Type B: Tighten the pad pin to the specified torque and install
the pad pin plug.

PAD PIN RETA I N ER BOLT

Apply the brake lever to force the caliper piston out of the
caliper.

Rotate the wheel by hand and check the brake operation .

BRAKE LEVER

1 7- 1 1
Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR C O . , LT D .
BRAKES

BRAKE CALIPER CALIPER

Removal
Refer to the M odel Specific manual for brake caliper
remove!/ insta llation .

Pump the brake lever to force the caliper piston out of the
caliper.

Place a clean container under the caliper and disconnect the

brake hose from the caliper.

Avoid spilling brake fluid on painted surfaces.

DISC ROTOR LOWER CALIPER PIN BOLT
CAUTION

•
Spilled brake fluid will damage painted, plastic or rubber
parts. PIVOT CO LLAR/BOOT

Remove the brake caliper assembly . CALIPER PAD SPRING

Remove the pads from the calipe r .

Disassembly
Remove the following:
- caliper bracket
- pad spring
pivot collar
boot

Clean all of the removed parts except the brake pads with fresh
brake fluid.

Remove the piston . CALIPER

If necessary apply compressed air to the caliper fluid i n let to

get the piston out. Place a shop rag under the caliper to
cushion the piston when it is expelled. Use low pressure a i r i n
short spurts.

CALIPER
CAUTION

•
Be careful not to damage the caliper cylinder bore when
removing the seals.

Push the piston seal and dust seal in and remove them.

Clean the caliper, especially the brake piston seal grooves,

with fresh brake fluid.

SEAL

D ate o f Issue : March, 1 99 5

1 7- 1 2 © H O N DA M OTOR CO . , LTD .
 BRAKES

Caliper Cylinder I nspection CALIPER

Check the caliper cylinder bore for scoring, scratches or other
damage.

Measure the caliper cylinder I . D . in X and Y axis at several

points.

Replace the caliper cylinder if the largest measurement is

beyond the specified service limit .

Refer t o the Model Specific manual for the service limit.

Caliper Piston Inspection CALIPER PISTON

Measure the caliper piston O . D . in X and Y axis at several
points.

Replace the caliper piston i f the smallest measurement is less

than the specified service l imit.

Refer to the Model Specific manual for the service limit.

Assembly

NOTE
•
Make sure that each part i s free from dust or dirt before
reassembly.
PAD SPRING
Replace the dust seals and piston seals as a set

�
whenever they are remove d .
•

BOOT
Coat the new piston seals with t h e recommended brake fluid
a n d i nstall them in the caliper cylinder grooves .
Coat the d ust seals with silicon g rease and install them
in the caliper cylinder g rooves.
Coat the caliper piston with fresh brake fluid and install i t in the
caliper.

There are two types of caliper pistons : resin pistons are

.....
mounted on lig ht-weight moto rcycles while metal pistons are PISTON
DUST SEAL ....
used on heavy-weight moto rcycles. The installation d irection
i s different according to the type of the pisto n .

Resin piston: Install with the concaved side away from the PISTON
pad.
Metal piston: Install with the opening toward the pad.

Install the pad spring in the caliper.

Refer to the Model specific manual for the insta llation direction
of the spring.

Install the pad (page 1 7- 1 0 ) .

Install the caliper. (Refer t o the Model Specific manual.)

Date of Issue : M a rc h , 1 99 5
H O N DA M OTOR CO . , LT D . 1 7- 1 3
BRAKES

BRAKE DISC I N S PECTION

Visually inspect the discs for damage or cracks.

Measure the brake disc thickness at several points a n d replace

the disc if the smallest measurement is less than the specified
service limit .

Refer to the M odel S pecific manual for the service limit.

N OT E
• T h e service limit is stam ped on some discs.
M I CROMETER

Check the brake disc for warpage.

I nspect the wheel bearings for excessive play if the warpage

exceeds the specification . R eplace the brake disc if the
wheel bearings are norma l .

MASTER CYLI N D ER

Disassembly

CAUTION
BRAKE HOSE MASTER CYLINDER
• Do not allow foreign materials to enter the master
cylinder.

NOTE
•
Replace the master piston, spring, cups and snap ring as
a set whenever they are disassembled.

Disconnect the wire from the brake light switch.

Drain the brake fluid (page 1 7-9) .
Remove the brake lever from the master cylinder.
Disconnect the brake hose.
HOLDER
Remove the master cylinder holder and the master cylinder.

Remove the rubber boot. � SNAP RING

� PL I ERS
Remove the snap ring.

[ s 'moL!
SNAP RING PLIERS 079 1 4 - 3230001
/
Remove the piston and spring. Pfr?
��
a

>d
SPRIN G RUBBER BOOT
Clean the master cylinder with the recommended brake fluid.
PISTON _-

SNAP RING

Date of Issue : March , 1 995

1 7- 1 4 © H O N DA M OTOR CO . , LT D .
 BRAKES

Master Cylinder Inspection MASTER CYLIN DER

Check the master cylinder for scores, scratches or n icks and
replace if necessary.

Measure the master cylinder I . D . in X and Y axis at several

points.

Replace the master cylinder if the largest measurement i s over

the specified service limit .

Refer to the Model Specific manual for the service limit .

I
CYLINDER GAUGE

PISTON
Master Cylinder Piston Inspection
Measure the piston 0 . D . at the several points o n the
secondary cup seat a n d replace it if the smallest measurement
is less than the specified service l i m it .

Refer to the Model Specific manual for the service limit.

NOTE
•
R eplace the master cyl inder if it leaks with a new pis­
ton i nsta lled .

M I CROMETER

Assembly MASTER CYLINDER PRIMARY CUP

NOTE
-
•
Replace the piston, spring, cups and snap ring as a set.
•
Be sure that each part is free from dust or dirt before
reassembly.

Coat the piston cup with the fresh brake fluid and i nstall i t on
the piston.
Install the spring with its larger dia meter end toward the
master cylinder.
SPRING
Instal l the primary cup with its concaved side toward the
master cylinder.

I nstall the snap ring. SPRING

[ s.?ooLJ
SNAP RING PLIERS 0791 4 - 3230001

CAUTI O N
•
When insta l l ing the cups , d o not a llow the lips to turn
inside out. ( Refer to the drawing . )
•
Be certain that the snap ring is seated firmly in the
groove .

Instal l the rubber boot in the groove properly.

PRI MARY CUP

Date of Issue : M a rch , 1 9 9 5

© H O N DA M OTOR C O. , LT D . 1 7- 1 5
BRAKES

Place the master cylinder on the handlebar and install the MASTER CYLINDER
holder and holder bolts with the holder's " U P" mark facing
up.

Align the split between t h e holder a n d master cylinder with the

punch mark on the handlebar.

Tighten the upper holder bolt to the specified torque first, then
tighten t(1e lower bolt to the same torque.

Install the brake lever and connect the wire to the brake light
switch.

Connect the brake hose with two new sealing washers. Be

PUNCH MARK HOLDER " U P" MARK
careful not to twist the brake hose.

Tighten the brake hose bolt to the specified torque.

Make sure that the brake hose i s routed properly. SEALIN G WASH ERS
Route all cables, hoses, and lines carefully to avoid kinking or
pinching.
CAUTION

• Kinked or pinched brake cables, hoses, or lines may

cause a loss of braking ability.

Fill the system with specified grade of fluid and bleed the air
from the system (Refer to page 1 7- 1 0) . BRAK E HOSE

MECHAN ICAL D R U M B RAKES

• Inhaled asbestos fibers have been found t o cause

respiratory disease and cancer . N ever use an air hose
or dry brush to clean brake assemblies . U se an
O SHA-approved vacuum cleaner or alternate method
approved by O S H A , designed to minimize the hazard
caused by airborne a sbestos fibers .
•
Grease on the brake linings will reduce stopping ability.

Remove the wheel.

Remove the brake panel from the wheel hub.

I NSPECT I O N
Brake Drum 1.0.
Check the brake drum for wear or d a mage. Replace the wheel
hub if necessary.
Measure the brake d rum I. D. (at the lining surface) at several
points and take the largest measurement .
Refer to the Model Specific manual for the service limit or refer
to the wheel hub if the service limit is stamped on it.
NOTE
• I f the b rake drum is rusted , clean with #1 2 0 emery
paper.
• Be sure to use inside vernier calipers and measure the
lining surface, not the d rum's wea r ridge.

D ate of Issue : M a rch, 1 99 5

1 7- 1 6 © H O N DA MOTOR CO . , LTD.
 BRAKES

Brake Lin i ng Thickness BRAKE SHOE

Measure the brake lining thickness at 3 points (both ends a n d
the center) .

Replace the brake shoes in pairs if the smallest measurement

is less than the service limit or if the lining are contaminated
with g rease .

DISASSEMBLY
SHOE SPRING
NOTE
•
R eplace the brake shoes in pairs .
•
When the brake shoes are to be reused, mark the shoes'
positios before disassembly so that they can be installed
in their original positions .

BRAKE SHOES

U-Spring Type SHOE SPRING

Move the brake arm and expand the brake shoes.

Remove the shoe spring from the anchor pin with a

screwdriver.

Remove the brake shoes .

BRAKE SHOES

Coil Spring Type BRA K E S H O E S

Pull the brake shoes away from the anchors and remove the
shoes.

S H O ES SPRI N G

Date of Issue : M a rch, 1 99 5

© H O N DA M OTO R CO . , LT D . 1 7- 1 7
BRAKES

Remove the following from the brake panel . WEAR I N DICATOR PLATE BRAKE ARM
- brake arm \
- wear i ndicator plate
- felt seal/dust seal
brake cam

I
I
FELT SEAL/DUST SEAL BRAKE ARM BOLT

ASSEM BLY ANCHOR PIN BRAKE CAM

Apply a small amount of grease to the brake cam and anchor

pin .

I nstall the brake cam in the brake panel.

Keep grease off the brake l i nings.

Wipe excess grease off the cam and anchor pin.

• Grease on the brake linings will reduce stopping ability

and may cause brake failure.

Felt seal: Apply a small amount of engine oil to the felt and in­ WEAR I N DICATOR PLATE
stall the felt seal on the brake panel.
Dust seal: Apply a small amount of grease to the dust seal lip
and i nstall.

Install the wear i n dicator plate by aligning its large serration

with the large serration of the brake cam.

I nstall the brake arm on the brake cam while aligning the punch
marks.

Tighten the arm bolt and nut to the specified torq ue.

Date of Issue: Sep. , 1 988

1 7- 1 8 © HONDA MOTOR CO., LTD.
 BRAKES

N OT E
•
I nstal l the brake shoes accord i n g to the position m a rk o n
each brake shoe .

Keep grease off the brake linings.

If the brake drum and linings are contaminated with grease,
clean the brake drum with brake cleaner and replace both
brake shoes.

•
Grease on the brake linings will reduce stopping ability.
PAN E L
SHOE SPRINGS SIDE
Coil spring type:
Install the shoe springs on the brake shoes.

N OT E
•
Install the shoe springs with end side facing out.

I nstal l a brake shoe on the brake panel , then install the other
shoe being careful to keep the shoe springs in position .

SHOE SPRING

U -spring type :
I nstall the brake shoes on the brake panel a n d expan d the
shoes by moving the brake a rm . BRAKE SHOES

I nstal l the shoe spring on the brake shoes a n d secure it o n the

anchor pin .

S H O E SPRING

I nstal l the brake panel on the wheel hub. SPEEDO M ETER DRIVE GEAR

Install the wheel .

Front wheel: Check the Model Specific manual for the proper
installation procedures.

BRAKE PANEL

1 7- 1 9
Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR C O . , LT D .
BRAKES

Rear wheel: Check the Model Specific manual for the proper BRAKE PA N E L
installation procedures.

D ate o f Issue : March, 1 995

1 7 - 20 © H O N DA M OTOR CO. , LTD .
 1 8. FRONT SUSPENSION
SERVICE INFORMATION 1 8- 1 FORK 1 8-5

TROUBLESHOOTING 1 8- 1 HANDLEBAR(S) 1 8- 1 1

SYSTEM DESCRIPTIONS 1 8-2 STEERIN G STEM 1 8- 1 5

SERVICE I NFORMATION

• Riding on damaged rims or spokes impairs safe operation of the vehicle.

• When servicing the front wheel, support the motorcycle securely with a jack or other support under the engine.
• R efer to section 1 7 for brake system information.

TROUBLESHOOTI NG
Hard steering Soft suspension
• Steering adjustment nut too tight • Weak fork springs
•
Faulty steering stem bearings Telescopic type:
• Damaged steering stem bearings • Insufficient fluid in fork
• Insufficient tire pressure • Low fluid level in fork
• Faulty tire • Faulty anti-dive system

Steers to one side or does not track straight Hard suspension

• Unevenly adjusted right and left shock absorbers • Bent fork components
• Bent fork • Bent damper rod (bottom link type)
• Bent front axle: wheel installed incorrectly Telescopic type:
• Faulty steering stem bearings • Incorrect fluid weight
• B ent frame • Bent fork tubes
• Worn wheel bearing • Clogged fluid passage
•
Worn swingarm pivot components .

Front suspension noisy

Front wheel wobbling • Worn slider or guide bushings (bottom link type)
• Bent rim • Insufficient fluid in fork
•
Worn front wheel bearings •
Loose fork fasteners
• Faulty tire • Lack of grease in speedometer gearbox

Wheel turns hard

•
Brake misadjusted
• Faulty wheel bearing
• Faulty speedometer gear

Date of Issue : Marc h , 1 99 5

© H O N DA M OTOR CO . , LT D . 1 8- 1
FRONT SUSPENSION

SYSTEM DESC R I PTIONS

Telescopic and pivoting link-type front suspension systems are by far the most widely used types o n motorcycles and
scooters.

Telescopic front suspension systems are made up of a pair of upper fork tubes and lower fork sliders that telescope i nto one
another. Within the set of tubes on either side is a spring and an oil damping system. Some systems utilize a cartridge damper
within the fork sl iders.

Basically, the oil controls the natural tendency of the spring to continue to rebound in ever decreasing amounts in both direc­
tions once acted upon by outside forces. Forcing the oil in each fork leg through a series of small holes, in effect, separates
the rider/bike combination from both the unwanted characteristics of the spring and from height variations in the riding
surface.

The pivoting link front suspension connects the axle to the fork by mea ns of a pivoting link extending from the ends of
the axle to the u pper front portion of the fork . B etween the pivot poi nts on the fork and the axle are eyelets to which the
spring/d a m per units are attached . The top of each 'shock a bsorber' is attached to the fork, up near the lower steering
head beari n g .
This design is divided into two basic categories. The trailing link design has the axle supported by links and 'shock absorbers'
that 'trail' from the leading edge of the lower portion of the fork. The leading link type front suspension has the links
pivoting toward t h e front and the 'shock a bsorbers' mounted to the leading edge of the fork.
P I VOTI N G LI N K TYPES
TELESCOPIC

TRA I L I NG L I N K LEAD I N G LINK

A x l e is a t the rear of t h e link. Axle i s on the front of the link.

BAS I C D A M P E R O P E RATI O N PISTON

RING
Friction Damper Operating Principles
By far the simplest form of damper is the friction type . Instead
of using oil to dampen the movement of the spring and suspen­
sion, the friction type uses only the friction of a single
nonmetallic piston ring on the top of the damper rod pressing
against the greased damper inner cylinder wall . This design i s
used primarily o n only the smallest a n d simplest o f vehicles.

G REASE PISTON

Date of Issu e : N ov . , 1 98 9
1 8-2 © H O N DA M OTOR CO . , LTD .
 FRONT SUSPENSION

Oil Damper Operating Principles COMPRESSION STROKE

The primary function of suspension d ampers is to control the
natural rebound energy of the suspension springs so that trac­
tion and ride comfort is maintained.

An oil damper controls the spring action by forcing oil to flow

through a specific set of holes i n the damper piston as the
combined spring/damper compresses or extends. The
resistance of the movement of the damper piston created by
the oil within the damper controls the force of the spring. By
varying the path the o i l i s forced to take on the compression
and rebound strokes, the desired damping rates can be
achieved.

On the compression stroke, oil is forced through several l arge REBOUND STROKE
capacity damping orifices so that the wheel can respond
quickly to terrain changes. Since the wheel is free to move
quickly, the average ride height of the machine is not
disturbed.

On the rebound stroke, the force of the compressed springs is

slowed by forcing the damper oil through fewer and or smaller
damping holes. The proper damping characteristics allow the
suspension to extend quickly enough to meet the next bump,
but not so quickly that the motorcycle bounces from one bump
to the next.

In the i l lustration to the right the compression stroke within a C O M PRESSION STROKE
double wall damper is described. As the dampe r body is forced ROD
up against the spring and damper piston, oil is forced through
the piston valve with l ittle resistance. The primary resistance
to this compression is the da mper spring. The oil that passes
LOCK G U I DE
through the piston merely flows to the upper side of the
piston. At the same time, some oil is also allowed to flow out
of the bottom valve. The quantity of oil that flows out of the PISTON
cylinder bottom valve is equivalent to the amount drawn into VALVE
the top. The combined resistance to flow through each of
these valves i s the compression damping. CYLIN DER

Resistance which results

from the passage When the wheel
of oil through the orifice encounters
reduces the compression force. a projection .

Date of Issue: Sep . , 1 988

© HONDA MOTOR CO. , LTD . 1 8- 3
FRONT SUSPENSION

The rebound stroke is illustrated i n this drawi ng . O n ce the EXTENSION o The wheel
wheel has overcome the bump, the spring forces the d a m per encounters
rod to force the piston back through the damper. Here, oil
flows with little resistance into the cylinder, but there i s l a hole.

considerable resistance caused by t h e damping valve i n the

pisto n .

Resistance resulting from

the passage of oil through
the orifice creates a damping
force o n the rebound stroke.
Telescopic Fork:
The telescopic fork serves as a skeletal member of the vehicle
framework, a means for turning the vehicle and as the front
suspension.
FORK TUBE
When the fork sliders move telescopically on the compression
stroke, oil in Chamber B flows through the orifice in the fork
tube into Chamber C, while the oil in Chamber B pushes past
the free valve and up into Chamber A. The resistance in this oil
flow absorbs shock on compression.

As the fork nears full compression, the tapered oil lock piece FORK PISTON
comes into play to hydraulically prevent the fork from PISTON RING
bottoming.

FREE VALVE
O n the rebound stroke, oil in Chamber A flows through the
orifice in the top of the fork piston into Chamber C. Here the
resulting resistance serves as a damping force and the tenden­ COMPRESSION REBO U N D
STROKE STROKE
cy of the spring to rebound quickly is controlled.

The rebound spring absorbs the shock of the fork legs extend­
ing outward. Oil in Chamber C flows through the orifice in the
bottom of the fork piston into Chamber B at this time.

OIL LOCK
PIECE

Q:
Q
CHAMBER A

�� Jj
CHAMBER B

D ate of Issue : March, 1 9 95

1 8-4 © H O N DA M OTOR CO . , LT D .
 FRONT SUSPENSION

FORK TOP BRIDGE PINCH BOLT

FORK CAP BOLT
REM OVAL

Remove the following:

•
Handlebar(s) .
•
Front wheel.
•
Front fender.
•
Front brake caliper(s) and bracket(s ) .
• Fork brace.

Loosen the fork pinch bolts. LOWER BRIDGE FORK

PINCH BOLTS TUBE
Pull each fork leg out of the fork bridges by twisting while pull­
ing them down.

Press the air valve core to release air pressure from the fork.
SPRING
NOTE
If the fork legs are to be disassembled:
• Break the socket bolts in the bottom of the fork sliders
loose, but d o not unscrew them (oil will leak out).
To loosen the fork cap bolts:
• Because the clamping action of the pinch bolt(s) can
distort the fork tubes slightly and prevent the caps from
loosening, it is sometimes better to reposition the legs i n
the clamps s o that the caps are 2 t o 3 inches a bove the
clamps, as shown in the first illustration on this page,
prior to loosening them.
COLLAR
D I SASSEM BLY
Remove the following:
•
Fork boot (if used on the particular model) FORK SLIDER
• Fork cap bolt. (see note above)
• Spring seat.
• Collar.
• Fork spring.

Drain the fork oil by pumping the fork u p and down several
times.
Hold the fork slider i n a soft jaw vise or use a shop towel .
Remove the socket bolt with a hex wrench.

NOTE
•
Temporarily install the fork spring and fork cap bolt to
loosen the socket bolt.

Is ;:;;oLI SNAP R I N G PLIERS

Remove dust seal, washer, and snap ring.

( s �oL)
D UST SEAL

SNAP RING PLIERS 079 1 4 - 3230001

N OTE
•
For models with a stop ring .
Use a small blade screwdriver to carefully remove the
stop ring from the groove (see page 1 8-9 ) .
CAUTI O N
•
Be careful not to damage the fork slider or the fork tube
when removing the stop ring with the screwdriver .

1 8- 5
Date of Issue : M a rch , 1 99 5
© H O N DA M OTOR C O . , LT D .
FRONT SUSPENSION

Pull the fork tube out of the fork slider.

NOTE
• If the type of fork being disassembled has a guide
bushing installed, remove the fork tube as follows:

Pull the fork tube out until resistance from the slider bushing is
felt. Then move it in and out, tapping the bushing lightly until
the fork tube separates from the slider. The slider bushing will
be forced out by the fork tube bushing.

FORK TUBE

Remove the following: BACK-U P RING

• Oil sea l .
• Back-up ring.
•
Fork tube bushing .
• Guide bushing, if installed.
•
Rebound spring, if possible.

NOTE
D o not remove the fork tube bushings unless it is
necessary to replace them with new ones.

G U I DE BUSHING

N OTE
•
On the fork type that has no guide bushing , the oil seal
may remain in the slider after the fork tube i s remove d .
Remove the o i l seal being careful not t o damage the oil
seal seating surface of the slider.

OIL SEAL

FORK SLIDER

Remove the following:

•
Oil lock piece from the fork slider. OIL LOCK PIECE
•
Stop ring from the fork piston.

Clean all disassembled parts.

D ate of Issue : March, 1 995

1 8-6 © H O N DA M OTOR CO . , LT D .
 FRONT SUSPENSION

I N S PECTION

Measure the fork spring free length by placing the spring on a

flat surface. Replace the spring if it is shorter than the service
l i mit. �----- FREE LENGTH ------��

FORK SPRING

Set the fork tube in V-blocks and measure the fork tube runout DIAL I N DICATOR
by rotating it with a dial indicator mounted against it.

The actua l runout i s 1 /2 of the total indicator readin g .

Replace if t h e service limit i s exceeded , o r there are scratches
or nicks that will a llow fork o i l to leak past the seals .

NOTE
Do not reuse the fork tube if it cannot be perfectly
straightened with m i nimal effort.
•

FORK TUBE

Visually inspect the slider and fork tube bushings. Replace the
bushings if there is excessive scoring or scratching, or if the GUIDE BUSHING
teflon is worn so that the copper surface appears on more than
3/4 of the entire surface.

Check the back-up ring: replace it if there is any distortion at

the points shown.

BACK-UP RING

Check the fork sliders for internal scratches, dents that a re

visible from both the inside a n d outside , or abnormal wear. FORK
Replace the slider if necessary . SLIDER

Date of Issue : March, 1 99 5

© H O N DA MOTOR C O . , LT D . 1 8- 7
FRONT SUSPENSION

Check the fork piston and other components for damage, FORK TUBE
cracks, straightness or a bnorm a n wear. Replace parts as
necessary.

FORK TUBE BUSHING

FORK PISTON
i
REBOUND SPRING

ASSEM BLY
FORK PISTON

Insert the fork piston into the fork tube

Insta l l the following:

•
stop ring onto the fork piston
• rebound spring onto the fork piston
( if the rebound spring has been removed)
• oil lock piece

Replace the dust seal with a new one whenever it is removed .

OIL SEAL ( MARKED SIDE FACING UP)
Insert the fork tube into the fork slider.

Install the back-up ring and a new oil sea l .

NOTE
FORK TUBE
I n spect the fork tube sliding surfaces for damage TOP E

�
•

whenever the o i l seal is replaced due to oil leaks.

• Wrap vinyl tape around the fork tube top end to avoid
damaging the oil seal during the oil seal i n stallation . I NYL
�APE
•

•
Apply fork oil to the o i l seal lip.
I nstal l the oil seal with the marked side facing u p .

I n stal l the guide bushing i f i t has been removed.

II BACK-UP R I N G

Place the fork slider in a vise , with soft jaws o r a shop towe l ,
clamping it at t h e brake bracket or caliper bracket as shown .
Be careful not to distort the slider by clamping it i n a vise
incorrectly.

Apply a locking agent to the socket bolt and thread it into the
piston. Tighten the bolt with a 6 mm hex wrench.

NOTE
• Temporarily install the fork spring and fork cap bolt so
that the piston i s held i n place when the socket bolt is
tightened.
BRACK E T FORK PISTON

D ate of Issue : M a rch, 1 995

1 8-8 © H O N DA M OTOR CO . , LTD .
 FRONT SUSPENSION

Place the slider bushing over the fork tube and rest it on the
slider. Put the back-up ring and an old bushing or equivalent I s rooL l FORK SEAL DRIVER
tool on top.

Drive the bushing into place with the seal driver and remove
the old bushing or equivalent tool.

Coat a new oil seal with ATF and install it with the seal mark­
ings facing up. Drive the seal in with the seal driver.

Install the snap ring with its radiused edge facing down . DUST SEAL

Seat t h e snap ring firmly i n the groove.

• Failure to firmly seat the snap ring may cause the fork
assembly to come apart unexpectedly and lead to a
serious injury.

( s rooL) Is rooL 1
SNAP RING PLIERS 079 1 4 - 3230001 SNAP RING
PLIERS

NOTE D U ST
SEAL
•
For models with a stop ring :
U se a small flat-blade screwdriver to i nstal l the stop ring STOP R I N G
into the g roove. B e careful not to damage the fork tube.

Install the dust seal using the fork seal driver.

O I L SEAL

BACK-UP RING

t1--- G U I D E BUSHING
STOP R I N G

Pour the specified amount of fork oil i nto the fork tube .

Pump the fork tube several times to remove trapped a i r from

the lower portion of the tube.

Compress the fork leg fully and measure the oil level from the
top of the tube.
...
Wipe the oil off of the spring thoroughly using a clean, l i nt free
shop towel .

Date o f Issue : M a rc h , 1 99 5
© H O N DA MOTO R CO . , LTD . 1 8- 9
FRONT SUSPENSION

Pul l the fork tube up and i nsert the spring.

BOTTOM FORK SPRING
N OT E ( BOTH ENDS TAPERED SHOWN)

R�
• Most fork springs a re designed t o b e installed with a
specific end toward the top and bottom . ..
� -=:
� .
•
One end tapered: I nstall the spring with the tapered end
d ow n . L - FO
•
Both ends tapered : If the distance between each of the WIDELY ( O N E E N D TAPERED
coils is the sam e (straight wound spring) , either end may SPACED SHOWN)
COILS TAPER
be installed down . If the coils a re closer together at one r--·-·�
end ( prog ressive wound spring) , the sidely spaced coils
should be at the bottom . BOTTOM
�·-·--'

Reassemble the removed parts (spring, collar, etc. } .

..

Install a new 0-ring into the fork c a p groove.

FORK CAP
Screw the fork cap into the fork tube.

N OT E
Tighten the fork cap to t h e specified torque after install­
ing the fork tubes into the bridges and tightening the
upper pinch bolts.

COLLAR

I NSTALLATIO N BOTTOM BRIDGE

PINCH BOLTS
Install the fork boot ( if the particular model uses one ) .

Install the fork l e g s through t h e fork bridges by twisting while

pushing them upward.

Position the legs i n the clamps as specified i n the Model

Specific manual.

NOTE
•
Make sure that the cables and wire harnesses are routed
correctly. FORK TUBE

Tighten the fork bridge pinch bolts to the specified torque. TOP BRIDGE PINCH BOLT

Tighten the fork caps to the specified torque.

Install the removed parts i n the reverse order of removal (refer

to the Model Specific manual}.

With the front brake applid, compress the fork up and down
several times to check for proper fork operation.

FORK CAP BOLTS

Date of Issue . March, 1 99 5

1 8- 1 0 © HONDA M OTO R C O . . LTD .
 FRONT SUSPENSION

HAN DLEBAR(S) BRAKE LIGHT SWITCH

O N E-PIECE, T U BU LAR TY PE

Removal
Remove the following:
Rear view mirror (s ) .
Handlebar switches.
•

Throttle cable.
•

Brake a nd clutch lever brackets.

•

Holder bolts.
•

Handlebar upper holders .

•

Handlebar.
•

LEVER BRACKET
•

UPPER HOLDER HANDLEBAR

HOLDER BOLTS

Installation UPPER HOLDER HANDLEBAR

Place the handlebar onto the lower holders, aligning the punch
mark on the handlebar with the uppe r surface of the lower
holders.

Install the upper holders with the punch marks facing forward .

Tighten the front bolts first, then the rear, to the specified
torque.

Refer to the Model Specific manual for the proper torque value.

LOWER HOLDER

Con nect the choke cable to the choke lever.

Install the left handlebar switch, aligning the pin with the hole
in the handlebar.

Tighten the forward screw first, then the rear screw.

Date of Iss u e : March, 1 99 5

© H O N DA M OTOR C O . , LT D . 1 8- 1 1
FRONT SUSPENSION

Apply a light coating of grease to the throttle cable ends and THROTTLE GRIP PIN
throttle grip sliding surface.

Connect the throttle cable to the throttle grip and install the
grip to the handlebar.

Install the right handlebar switch, aligning the pin with the hole
in the handlebar.

Tighten the forward screw first, then the rear screw. Check
that the throttle grip moves smoothly and adjust the throttle
grip free play.

HOLE •

Install the brake lever and clutch lever brackets, aligning the PUNCH MARKS
punch marks with:
• cable type: slit i n the bracket.
• hydraulic typ e : master cylinder; set the holder with the
holder punch mark facing u p .

Tighten the upper bolts first, then the lower bolts.

Route switch wires properly and secure them with bands.

HOLDER

TWO-PIECE, CLA M P- O N TYPE

-

Removal
Remove the following:
• Both handlebar switches
•
Throttle grip
•
Master cylinder(s) or lever bracket(s)

Remove the stop ring. STOP RING

Remove the pinch bolt and handlebar.

PINCH BOLT

Date of Issue : M arch , 1 995

1 8- 1 2 © H O N DA M OTOR CO. , LTD .
 FRONT SUSPENSION

I nstallation FORK TUBE

I nstal l the handlebar by aligning the pin with the top bridge
slot .

I nstall the stop ring into the groove of the fork tube.

Tighten the pinch bolts to the specified torque.

Tur n the h a n d lebar through its full range and check that there
is n o handlebar/steering ingerference with cables or h a rnesses,
especially th rottle and b rake cables, hoses and l ines.

PIN PINCH BOLTS

•
Handlebar interference can have an adverse effect on
safe vehicle operation.

PIN
Connect the choke cable to the choke lever.
HOLE
I nstall the left ha ndlebar switch , aligning the pin with the hole
in the handlebar.

Tighten the forward screw first, then the rear screw .

CHOKE LEVER

I nstall the brake lever and clutch lever brackets or both master MASTER CYLINDER
cylinders by aligning the punch mark on the handlebar with PUNCH
the: MARK
O n cable type : Slit in the lever bracket.
On hydraulic type : Maste r cylin der ; set the master cylinder
holder with the "UP" mark facing u p o r punch mark facing
•

forwa rd or up.

Tighten the u pper o r forward bolt first, then tighten t h e lower

or rear bolt to same torque.

HOLDER
Apply grease to the cable ends and the throttle gri p sliding
surface .
TH ROTTLE CABLE
Connect the t hrottle cable to the grip and install the throttle ENDS
grip.

Set the right handlebar switch by aligning the pin with the hole
of the handlebar.

Tighten the forward screw first, then the rear screw .

Check that the throttle grip moves smoothly.

Route the wires properly and secure them with wire bands.

Adjust the throttle grip free play.

Date of Issue : M arch, 1 99 5

© H O N DA M OTOR CO . , LTD . 1 8- 1 3
FRONT SUSPENSION

HANDLE G R I P I N STALLAT I O N

I f a choke lever i s attached t o handlebar, it must b e installed

onto the handlebar before you install the grip.

Apply Honda Bond A or Honda Hand Grip Cement ( U . S . A . on­

ly) to the inside surfaces of the grips and to the clean surface
of the left handlebar and throttle. Wait 3 - 6 minutes and in­
stall the grips. Rotate the grips for even application of the
adhesive.

Apply sufficient but not excessive adhesive to the throttle. Ex­

cessive adhesive, forced into the interior bore of the drum, will
restrict free drum movement on the handlebar. HANDLE GRIP
Allow the adhesive to dry for at least an hour before using.

I N N ER WEIGHT
• Any restriction of the throttle can cause a loss of throttle
control.

HAN D LE BA R WEIGHT REPLACEMENT

End-Type Weights:
Remove the m o u nting screw and the weight .
Inner-Type Weights:
Remove the handlebar g ri p :
• Spring p i n type:
Drive out the spring pin using a pin driver
• Retainer ring type:
Straighten the locking tab.

To remove, pull the weight while twisting it.

NOTE
• The inner weight is centered withi n the bar.

RUBB ER
CUSHION
INNER
WEIGHT

LOCKING HOLE

R etainer ring type: RETAIN E R

Install a new retainer ring to the i n ner weight and install the RING
end weight, aligning the cutout.

Insert the weight into the handlebar, and turn the weight
to ensure that the locking tab aligns with the hole .

D ate of Issue : March, 1 99 5

1 8- 1 4 © H O N DA M OTOR CO . , LT D .
 FRONT SUSPENSION

S p ring pin type : SPRING PIN I N N ER WEIGHT

Insert the weight into the handleb a r a n d t u rn it u ntil the s p ring
pin hole is aligned with the hole i n the handlebar.

Secure the weight with the spring pin using pin driver.

STEERING STEM
I f the vehicle has been involved in a collision, the steering stem
may be damaged .

REM OVAL

Telescopic Type:
Remove the handlebar.

Remove the ignition switch and/or fuse holder if either are at­
tached to the top fork bridge.

Refer to the Model Specific Manual for specific procedures.

Remove the following:

•
Stem nut and washer. STE ERING STEM NUT
•
Front wheel and fork.
Fork top bridge.
Horn and/or brake hose joint, if either are attached.
•

The lock washer tabs must be bent down in order to remove

the lock nut. LOCK NUT

Remove the lock nut and lock washer.

LOCK WASHER

Date of Issue : M a rc h , 1 995

© H O N DA M OTOR C O . , LTD . 1 8- 1 5
FRONT SUSPENSION

Remove the steering adjustment nut.

[ s rooL) STEERING STEM SOCKET

STEE R I N G ADJ U ST M E N T N UT

If the bearings are the loose-ball type, place a shop towel

under the steering stem to catch the steel balls.

N OTE
• Tapered roller bearings or retained-ball type bearings
should be removed from the steerin g stem after the stem
has been removed from the fra m e .

BALL RACE

Remove the dust seal and t o p cone race, o r i n ner race, while TOP CONE RACE BOTTOM C O N E
holding the steering stem with your other hand. Then remove (OR I N N ER RACE) RACE ( O R I N N E R RACE)
the steering stem from the frame.

N OTE
• Where loose balls are used , be sure that none of the balls
have been lost .

OUTER RACE

Inspection RETAINER-TYPE
Check all of the races and balls for damage or abnormal wear STEEL BALL
and replace as necessary.

TAPERED
ROLLER
LOOSE-BALL TYPE BEARINGS

1 8- 1 6
Date of Issue : M arch , 1 99 5
© H O N DA M OTOR CO . , LTD .
 FRONT SUSPENSION

I s �OL I OUTER BALL RACE

� REMOVER
�
RACE
RACE REPLACE M E N T

NOTE
•
Bearings should be replaced as a set - inner and outer
races.
•
If the motorcycle has been involved i n an accident, ex­
amine the area around the steering head for cracks.

Remove the races from the steering head using the ball race
remover.

Refer to the M odel Specific manual for specific i nformation

about tool s .

I nstall new races into t h e steering head using the d river and
attachment.

NOTE
•
Drive the races in squarely, making sure that they are ful­
ly seated.

On aluminum frames : replace the races using the Ball Race

Remover Set as described in the following procedure.

{ s TooL)
Ball race remover set (includes ( 1 1 thru. 1611 �t
A
07946 - K M900 0 1
111 Driver shaft 07946 KM90300
Base
�

121 07946- KM90600

(31 Attachment A. 47 mm 07946 - KM90 1 00
Attachment B. 55 mm
141
151 Remover A, 47 mm
07946 - KM90200
07946 - KM90401
�
+
B
161 Remover B. 55 mm 07946 - KM 90500

Top Race Removal

I nstall remover tool A into the steering head and place attach­
ment A onto remover A and secure it with nut B.

Install attachment B onto the Driver shaft and instal l them

through attachment A .

Install the base noting t h e proper installing d irection a n d screw

in nut A . DRIVER �--1.,.;
SHAFT
Set attachment B into t h e bottom of t h e steering head.
DRIVER
Hold the driver shaft with a wrench and tighten nut A to ATTACH M ENT
B . 55 m m
remove the upper race.

Date of I s s ue : Marc h , 1 99 5
© HON DA MOTOR CO . , LT D . 1 8- 1 7
FRONT SUSPENSION

Bottom Race Removal DRIVER SHAFT

Set remover B into the steering head, place attachment B onto
remover B, and secure it with nut B .
WRENCH
Install attachment A onto t h e t o p o f t h e steering head.

Install the remover shaft through attachments A and B and set

the base with the big end toward the head pipe and screw in
nut A.

Remove the bottom race in the same manner a s the top race.

Top Race Installation

G ROOVE
Install a new top race and attachment A onto the top of the
steering head.

Install the d river shaft, attachment, and base with the small
side of the base toward the steering head as shown.
DRIVER
Tighten nut A . D R IVER SHAFT
ATTACH MENT
Hold t h e driver shaft t o prevent t h e n e w race from turning, a n d B, 55 m m
install the top race by turning n u t A gradually u n t i l the groove ASSEMBLY
of attachment A aligns with the top end of the head pipe. BASE

Bottom Race Installation

NUT A
Install a new bottom race and attachment B onto the driver
DRIVER
shaft, and install them into the steering head .
ATTAC H M ENT
A , 47 mm

�(
Set attachment A and base on the top of the steering head and
DRIVER
tighten nut A. SHAFT ;
LOWER
Hold the driver shaft securely and install the bottom race into OUTER RAC __. I I
the steering head by turning nut A gradually until the groove of DRIVER / I
the attachment aligns with the bottom of the steering head. ATTACHMENT -""' • t

A, 47 mm
G ROOVE

Steering Stem Bottom Race Replacement

Temporarily instal l the steering stem nut onto the steering

stem to prevent damage to the threads.

Remove the bottom race and dust seal using a drift, and
discard them. STEM
NUT

DUST SEAL A N D
BOTTOM RACE

Date of Issue : March , 1 99 5

1 8- 1 8 © H O N DA M OTOR CO. , LTD .
 FRONT S USPENSION

Install a new dust seal and bottom race onto the steering stem.

Press in the bottom race using the steering stem driver a nd a [ s Tc;oL)
hydraulic press. STEM
DRIVER

STEE R I N G STE M I NSTALLAT I O N TOP CONE RACE

(OR INNER RACE )
Loose-Ball Type
Apply grease to the top a n d bottom cone races. I nsta l l the
steel balls onto the top and bottom races, making sure you
have the c orrect amount.

Insert the steering stem, taking care not to dislodge the steel
balls from the grease.

Hold the steering stem in place a n d install the top cone race
and dust seal steering adjustment nut.

Tighten the steering adjustment nut to the p roper torque :

Refer to the Model S pecific manual for this specificatio n .

Turn t h e steering stem right a n d left, lock-to-lock, several

STEERING STEM
times to seat the bearings

M a ke sure that the steering stem moves smoothly, without

play or binding , then loosen the adjustment nut.

Retighten the steering adjustment nut to 1 5 N · m( 1 . 5kg- m ,

1 0ft-lb) , then loosen t h e nut 1 /8 turn .

Recheck that the steering stem moves smoothly w ithout play

or binding.
STEERING
STE M NUT
WRENCH

Date of Issue : M a rc h , 1 99 5
© HO N DA M OTOR CO . , LTD . 1 8- 1 9
FRONT SUSPENSION

Reinstall the top bridge and fork legs temporarily.

Tighten the stem nut to the specified torque.

T O P BRIDGE

Retainer-Type Ball Bearings BALL BEARING

Apply grease to both the top and bottom bearings. ADJUSTMENT NUT

Place the lower bearing onto the steering stem with the re­
tainer facing downward.

I nsert the steering stem into the steering head and install the
u pper bearing into the steering hea d .

INNER RACE

While holding the steering stem with o n e hand, install the

inner race and steering adjustment nut onto the stem .

Tighten the steering adjustment nut to 25 N • m(2 . 5 kg- m , 1 8

ft-lb) .

Turn the steering stem right a n d left, lock-to-lock, several

times to seat the bearings.

M a ke sure that the steering stem moves smoothly, without

play or binding ; then loosen the adjustment n ut .

Retighten the adjustment nut to 2 5 N • m(2 . 5 kg-m, 1 8 ft-lb) .

STEERING STEM

Install a new lock washer by aligning its tabs with the grooves LOCK WASHER LOCK NUT
in the adjustment nut .

Screw the lock n ut all the way in with your fingers .

Hold the steering adjustment nut and further tighten the lock
nut; enough to align the grooves with the lock washer tabs
of the lock washer.

Bend the lock washer tabs u p into the lock nut g rooves.

Bend the tab

Date of Issue : M a rch, 1 99 5

1 8-20 © HO N DA M OTOR CO. , LTD .
 FRONT SUSPENSION

Install the top bridge and temporarily install the fork legs.

Tighten the stem nut to the specified torque.

Check the steering head bearing preload (page 1 8-22).

Reinstall the removed parts.

TOP BRIDGE

Tapered Roller Bearing Type

Apply grease to the top and bottom bearings.

Install the bottom bearing onto the steering stem with the re­
tainer toward the bottom.

BOTIOM BEARING
Insert the steering stem into the steering head; then install the
top bearing and dust seal (if a seal is used on the parti cular
model).

Install steering adjustment nut while holding the steering ste m .

STEERING STEM
Tighten the adjustment nut to 1 1 N·m ( 1 . 1 kg-m, 8 ft-lb ) .

STE ER I N G ADJUSTM E NT NUT

Turn the steering stem right a n d left, lock-to-lock, several

times to seat the bearings.

Make sure that the steering stem moves smoothly, without

play or binding.

Retig hten the adjustment nut to comfirm the torq u e .

Torque : 1 1 N • m ( 1 . 1 kg-m, 8 ft-lb).

STEM NUT
I s -;,;OL I WRENCH
�

Date of Issue : M arch , 1 99 5

© H O N DA M OTOR CO . , LTD . 1 8- 2 1
FRONT SUSPENSION

I nstall the top bridge and temporarily i nstall the fork legs.

Tighten the steering stem nut to the specified torque.

Check the steering head bearing preload.

Reinstall the remaining removed parts.

TOP BRIDGE

STEERING H EAD BEAR I N G PRELOAD M E A S UR E M EN T

Steering head bearings (applicable to on-road models over 1 2 5 cc) that are too loose o r too tight may cause handling
problems.

After the steering stem and bearings have been reassembled, make sure that the steering head bearings are installed correctly
by measuring the preload.

An average measurement is given here, refer to the Model Specific manual for the correct preload specification.
PRELOAD in-lb)
Measurement ( Reading on spring scale)
D I STAN C E ( between stem and fork tube centers)
kg (lb)
(em, i n )

Example:
Distance: 7 . 5 em ( 3 . 0 i n )
D I STANCE
Preload: 1 5 kg-em ( 1 3.0 in-lb)
Measurement should be 2 . 0 kg ( 4 . 3 lb) on the spring
scale.

STEERING FO R K TU B E
STEM CENTER

Date of Issue : March, 1 99 5

1 8-22 © H O N DA M OTOR CO . , LT D .
 FRONT SUSPENSION

MEAS U R E M E N T

Place a j a c k or work stand under the engine a n d raise t h e front

wheel off the g ro u d .

Position the steering stem i n the straight ahead position .

Hook the spring scale to a fork tube between the top and
bottom bridges.

Pull the spring scale, keeping the scale at a r ight angle to the
steering ste m .
STEERING
Read t h e scale a t the point where t h e steering stem just starts STEM
to move.

Compare this with the specification in the Model Specific

manual.

Adjust as necessary.

FORK TUBE

Date of Issue : M arch , 1 99 5

© H O N DA MOTOR CO. , LT D . 1 8 -2 3
MEMO
 19. REAR SUSPENSION
SERVICE INFORMATION 1 9- 1 SHOCK ABSORBER 1 9-7
TROUBLESHOOTI NG 1 9- 1 SWINGARM 1 9- 1 1

SYSTEM DESCRI PTIONS 1 9-2 PRO-LIN K SUSPENSION LINKAGE 1 9- 1 1

SERVICE I NFORMATION
• Use only genuine Honda bolts and nuts on all suspension, swingarm, shock absorber and suspension linkage mounting
locations.

•
Some shock absorber damper units contai n nitrogen gas under high pressure . Do not a l l ow fire or heat near the
gas containing shock absorber.
•
Before disposal of the g a s contai ning shock absorber, release the n itrogen gas (see page 1 9-9} .

TROUBLESHOOTI NG
Soft Suspension
• Weak spring(s)
•
Oil leakage from damper unit
• Air or gas leakage
• Incorrect damper adjustment

Hard Suspe nsi o n

Incorrectly mounted suspension components
Incorrect damper adjustment
Bent swingarm pivot
Bent damper rod
Damaged swingarm pivot bearing(s)
Faulty suspension l inkage
Damaged linkage pivot bearings

1 9- 1
Date of Issue : March, 1 99 5
© H O N DA MOTOR CO. , LT D .
REAR SUSPENSION

SYSTEM DESCRI PTIO NS

Swingarm-type rear suspension systems provide a comfor­
table ride while offering good traction and wheel control
capabilities. Using the front swing arm pivot as the fulcrum and
mounting the rear axle at the trailing end of the swingarm
allows the wheel to respond q u ickly to variations in the road or
trail surface.

At present, a lmost all motorcycles have adopted this basic

configuration for rear suspension. On some scooters, the en­
tire engine and drive unit pivots as the "swingarm " .
This basic swingarm type rear suspension design can be
broken down into a few categories, depending on the number
of dampers used and the design of the swingarm .

Conventional. Dual Spring/Damper Type

In the coventional type system, two spring/damper units sup­
port the rear of the frame from the rear section of the
swingarm as ill ustrated here .

Today, this type of suspension is found primarily on small

displacement motorcycles because of the simplicity of
installati o n , the small n u mber of components necessary a n d
due t o t h e system's basic economy. U p u n t i l a ro u n d 1 98 1 ,
this dual spring d a mper design was also used on most larger
d isplacement motorcycles as wel l .

A rising rate type rear suspension is also possible on dual

shock types if the shock angles are correctly positioned.

Pro-link, Progressive link Type Normal operation

Honda's Pro-Link suspension system is designed to provide
both comfort and control without compromise. Its progressive
action rising rate delivers an ideal proportion of springing and
damping over a wide range of riding conditions. Initial rates are
soft for supple response to small bumps and ripples. Should
the riding surface become rougher, increasingly stiffer rates
provide the control necessary to prevent bottoming and keep c

the rear wheel in contact with the surface.

The swingarm and damper unit of the Pro-Link type rear

suspension are connected to the swingarm by a link. The
damper unit travel in relation to the rear wheel movement can
be changed relatively freely during the design stage in accor­
dance with the combination of the cushion arm and cushion
connecting rod that is selected .
Full compression
As the axle stroke d istance i ncreases, the piston speed of the T hough the amount of stroke A is
damper and shock absorbing force increase progressively. the same, the amount of stroke B
Therefore, this type of suspension is characteristically soft on becomes greater.
initial travel so it absorbs small riding surface inconsistencies
well , and provides progressively firmer resistance to prevent
bottoming at full compression when a l arge bump is hit.

- -

Date of Issue : M a rc h , 1 99 5
1 9- 2 © H O N DA MOTOR CO . , LTD .
 REAR SUSPENSION

This arrangement offers a greater amount of suspension

stroke compared to the amount the damper unit compresses
and, therefore, greater control for improved suspension
performance . It also enables the weight of the spring/damper
unit to be centralized more compactly, nearer the center of the
fra m e .

The Delta type Pro-link is a further refi nement which lowers

the motorcycle's C G by a significant amount, and reduces the
weight of the cushion arm .

Pro-Arm Type
Honda's unique cantilever-type Pro-Arm is a functional and
stylish depa rture from the conventional forked-type
swingarms. High rigidity and d urab ility are achieved through
the use of a massive box-section desig n a n d large diameter
"axle" . The "center pin"mounting allows easy wheel removal/
installation , and the design of the eccentric bearing carrier
makes chain adjusting easy and wheel alignment foolproof.
Other benefits include minimal u nsprung weight, added room
for compact exhause routing, slimmer overall machine shape,
easier access for damper adjustments, and the simple desiogn
lends itself to ease of maintenance and cleaning .

Damper Design and Operation

Riding comfort and proper rear wheel traction are provided by t DAMPER ACTION

a combination spring/damper unit, and to some degree, by

maintaining proper tire pressure. The damper absorbs some
suspension compression force and controls the u nwanted re­
bounding effects of the spring. Typically, comparatively l ittle
damping resistance is offered on the compression stroke as
most of this (shock) is handled by the spring.

DAMPER OIL

Oil dampers units are either the upside down type or the right
side up type. Running the damper body upside down (with the
shaft below and the body above) reduces unsprung weight.
Vibration
Vibration (spring and
(spring only) damper)
\
l\Jr-

Upside down Right side up

type type

1 9-3
Date of Issue : March, 1 99 5
© H O N DA MOTOR C O . , LTD .
REAR SUSPENSION

In addition to the inverted and conventional damper body DOUBLE DAMPING (DOUBLE-EFFECT) TYPE
types, there are two basic damper designs, each named for the
method used to create the damping action; the friction type
and the oil damper type.

The friction type damper is comparatively simple i n design and

is used on only the most lightweight and economical models.
This design uses only the friction of a nonmetallic piston
against the greased, inside wall of the damper cylinder to
counteract the natural rebounding action of the springs.

Many of the simplest and most lightweight motorcycles and

scooters are equipped with single damping or single-effect
type dampers. This design provides damping force only on the
rebound stroke and relies on the compression resistance of the
spring alone to absorb riding surface irregularities .
EMU LSION TYPE

S EPARATOR
The most effective damper design i s the double damping or
double-effect type. I n these, damping force i s provided for
both compression and rebound strokes.

Some damper designs include nitrogen gas within their bodies

or within a reservoir to prevent the oil from foaming.

I n emulsion type dampers the nitrogen is housed in the

damper body. Some emulsion-Types incl ude a separator i n
the g a s chamber to prevent the gas from mixing with the oil .

Decarbon design dampers keep the nitrogen gas separated DECARBON TYPE
from the oil by means of a free floating piston which acts as a F RE FLOAT I N G PISTON
diaphragm. This way the oil can pass through the damping
orifices without interference from the gas bubbles.

Reservoir equipped dampers are a variation of the simplest RESERVE-TANK TYPE

Decarbon design . A more consistent o i l temperature, and
therefore more consistent damping , is provided d u e to a n G A S CHAMBER
increased oil capacity; the shock body can be entirely filled
with oil since the gas chamber is elsewhere . A rubber bladder
is used within the reservoir to separate the n itrogen gas from
the dampe r oil .

RESERVE
TANK

D ate of Issue : March, 1 995

1 9-4 H O N DA M OTO R CO . , LTD .
 REAR SUSPENSION

Rear Damper Springs STRAIGHT WOUND PROGRESSIVE WOUN D

A variety of spring designs are used on motorcycles and
scooters. Among these types are straight wound, progressive
wound, wide pitch and narrow pitch, and even tapered spring
wire types. Each provides different compressive force
characteristics.

NOTE
•
Unsprung weight is reduced slightly when the widely pit­
ched (or spaced) spring coils are positioned toward the
swing arm.

One means of achieving a progressive overall spring rate is to

COMBI NATION TYPE AIR-ASSISTED TYPE
allow the spring rates of two or three different springs to
"crossover" or combine their individual qualities by simply
stacking the springs atop one another. This method i s known
as a combination type spring arrangement.

Another variation towards achieving a progressive spring ac­

tion is to add an air-assist bladder to the spring/damper unit.
On these types, air pressure is added up to a specified amount
to compensate for increased load requirements rather than ad­
justing the preload on the spring.

The right "shock" on G L 1 500s is actually only an "air

spring". It has n o dampening properties aside from a very
slight seal friction and is filled with only a very small amount of
oil to lu bricate its shaft and oil sea l .

Spring Preload Adjuster Designs

The spring adjuster changes the coil spring length and the ini­
tial spring preload. There are several types of spring preload
adjuster systems; pre-set type, mechanical type and both
mechnical and hydraulic remote control types, all of which ad­
just the spring seat position.

The Pre-set category includes both the cam type preload ad­
juster and the near infinitely adjustable threaded, double lock­
ing nut type.

Cam Type
The cam type preload adjuster uses a collar with recessed CAM TYPE ADJUSTER
steps that fits around the damper body. As each step is posi­
tioned against a stop or pair of stops built-in to the damper
body, the spring preload can be adjusted to from three to five
pre-set positions, to better suit vehicle load requirements.

SOFT <:=> =:=;:> HARD

1 9-5
Date of Issue: Sep., 1 988
© HONDA MOTOR CO . , LTD .
REAR SUSPENSION

Threaded Type THREAD TYPE ADJUSTER

Spring preload is set by moving an adjuster nut to either com­
press or extend the height of the spring. Once the desired
preload is established, a lock nut is tightened against the ad­
juster nut to prevent it from changing position. A minimum and ADJUSTER
maximum spring height (spring preload) is recommended for NUT
each model. These dimensions must be complied wit h .

Failure t o comply with the minimum a n d maximum spring

length specifications may result i n the spring coil binding near
full suspension compression or the spring perch retainers com­
ing loose near full suspension extension.

Remote Control Type R EMOTE CONTROL TYPE ADJ USTER

The remote type of spring preload adjuster uses hydraulic
pressure to reposition the spring seat. An adjuster k nob on a
conveniently located control mechanism presses against a
diaphragm, which in turn forces hydraulic fluid through a line ADJU STER
to the damper unit. This hydraulic system, completely KNOB
separate from the damping system, increases or decreases the
height of the spring to achieve the desired preload .

Damping adjuster
In oil damper units, a damping adjuster serves to control the oil
flow by regulating the orifice d iameter.

On certain types other than those shown in the drawings, the

damping force i s controlled by adjusting the pre-set load on the
valve.

Decreasing the orifice diameter increases resistance a nd REBOUND

::: � ]
damper hardness . S I DE 600
(11

/,,
( 3 ) �J
Increasing the orifice diameter decreases resistance a n d
500

ORIFICE

='100 !
,//"
damper hardness.
UJ DIAMETER
u
0:::
0
u..

(!}
z
0::
o.t PI STON SPEED
so �
o"'3-o""s----,.1.occ-
:iE
<(
0

1 00

Date of Issue: Sep . , 1 988

1 9-6 © HONDA MOTOR C O . , LTD.
 REAR SUSPENSION

SHOCK ABSORBER SHOCK ABSORBER

REMOVAL

Support the vehicle securely and raise the rear wheel off the
ground.

Remove the mounting bolt(s) or nut(s) , then remove the

shock absorber.

I N STALLATI O N

I nsta ll the shock a bsorber o n the upper mount, noting the

proper installation d i rection of the m ou nting hardware .

Raise the rear wheel enough to allow installation of the l ower

mounts. Slip the mounts into position.

Tighten the upper and lower mounts to the specified torque.

On Pro-Link or Pro-Arm systems, refer to the Model Specific

manual for shock absorber removal/installation procedures.
DISASS EM B LY(FOR APPROP RIATE MOD ELS O N LY)

•
Certain types of damper units are filled with high
pressure nitrogen gas.
Do not disassemble gas damper units. REAR SHOCK ABSORBER
COMPRESSOR
•

•
Be sure to release the gas from the damper unit before
discarding it.
•
To prevent loss of tension, do not compress the spring
more than necessary to remove it.

Remove the shock absorbe r . C o m p ress the spring and remove

the damper u nit .

Shock Absorber Compressor Use :

I nstall the shock absorber compressor on the rear shock . HOLDER

Certain shock absorber com pressors require ada pters when

the attachment is insta lled , while others d o not. Refer to the
Mode Spedific manual for compressor specifics.
j s �oL I
Install the shock absorber compressor holder securely onto the SHOCK ABSORBER
spring end that is near the lock nut or stopper ring. COMPRESSOR
Turn the compressor handle and slowly compress the sprin g .

Hydraulic Press Use:

Install the spring compressor attachment and compress the
spring with the hyd raulic press.

Alway use a specified tool to compress the spring . Refer to

the Model Specific manual.

• Compressing the spring improperly could cause

serious i njury .

Certain types of shock absorbers are mounted with a stopper

c::;>.---- STOPPER RING
ring while other types are mou nted with a l ock nut.
Refer to the Model Specific manual.

Date of I s s ue : Marc h , 1 99 5
© H O N DA M OTO R CO . , LT D . 1 9-7
REAR SUSPENSION

Lock N ut Removal
[ s Tc:oL l SHOCK ABSORBER
Do not loosen or remove the lock nut if it is staked . /C O MPRESSOR

•
loosening or removing a staked lock nut may cause a
shock assembly to come apart unexpectedly a nd lead
to a serious i njuly .

Compress the spring and loosen the lock nut, then remove
the upper o r lower joint and the spring .

Stop Ring Removal I s ;=-;;oL) fs rooL ) ATTAC H M ENT

Compress the spring and remove the stopper ring.
SHOCK ABSORBER
C O M PRESSOR �
Remove the spring.

STOPPER RING

I N SPECTI O N SPRING

Spring
Place the spring on a level surface and measure the free
length.

Replace the spring if it is defo rmed , cracked , or if its free

length is shorter than the service limit.

Damper Unit
�---- · FREE LENGTH ----4111
Keep a gas-filled shock absorber away from fire or heat.

•
Heating a gas-filled damper can lead to an explosive
release of pressure which can cause a serious injury.
•
Do not try to disassemble the damper unit if the
disassembly procedure is not described in the Model
Specific Manual. Disassembly can lead to a release of
gas under high-pressure which can cause an injury.

Check the damper unit for deformation or oil leakage and

replace if necessary.

Check the damper rod for straightness. Also check for stepp­
f!J
ed wear a n d replace if necessary .

Check the damper bump rubber for fatigue or damage and

replace if necessary.
I
B U M P RUBBE R

D ate o f Issue : M a rch, 1 99 5

1 9-8 © H O N DA M OTO R CO . , LTD .
 REAR SUSPENSION

Compression Force (Gas Filled D amper Only)

Examine the damper rod and replace the damper unit if the rod
is bent or scored .

M ark the damper rod to indicate the specified compressed

stroke ( i . e . , 1 0 m m/0 . 4 in to i ndicate the from the damper
body) .

Place the damper rod on a scale and measure the force re­
quired to compress the damper until the mark is flush with the
damper body.

Refer to the Model Specific manual for the compression force

and the specified compressed stroke.

If the force req u i red is less than service limit , the damper is
leakin g .
U PPER JOINT
Check the upper joint a n d collar for wear o r damage and
replace the parts if necessary .

Check the rubber bushing for wear or damage and replace it

if necessary .

NOTE
BUSHING
•
Apply the specified g rease to the sliding su rfaces of the
collar and bushing, and reinstall them .
If a needle roller and spherical bearing are installed
� COLLAR
•

instead of the bushing and collar, refer to the Model

Specific manual for replacement procedu res .

SHOCK ABSORBER D I S POSAL P R O C E D U R E

Center punch the damper case to mark the drilling point.
THE DRILLING POINT INDICATED
Refer to the Model Specific manual for the precise drilling
BELOW IS EXAMPLE ONLY!
point. REFER TO THE MODEL SPECI F I C MANUAL
FOR PRECISE DRILLING POINT!
Place the damper unit inside a plastic bag and clamp it u pright DRILLING
in a vise . PO INT
DRILL BIT
Through the open end of the bag , insert a drill motor with a
sharp 2-3 mm (5/64 - 1 /8 i n ) drill bit. Wrap the bag around
the drill and hold it closed .

Use a sharp d rill bit to minimize heat buildup .

•
Using a dull drill bit allows a build-up of excessive heat
and pressure inside the damper which may cause an
explosion.
•
The shock absorber contains nitrogen gas and oil under
high pressure. Drilling farther into the damper case than
specified can puncture the oil chamber. Oil escaping
under high pressure may cause serious injury.
•
Always wear eye protection to avoid getting metal shav­
ings in your eyes when gas pressure is released.

NOTE
•
The plastic bag is only i ntended to shield you from the
escaping gas. DAMPER U N IT
B riefly run the drill motor inside the bag ; this will inflate the
bag with air from the motor and help keep the bag from
getting caught in the bit when you start .

Date of Issue : March , 1 99 5

© HO N DA MOTOR C O . , LT D . 1 9-9
REAR SUSPENSION

For dampers with nitrogen gas filler valve , depress the valve
core to release the nitrogen and then remove the valve from
the shock absorber.

Point the valve away from you .

•
Always wear eye protection to avoid getting debris in
your eyes.

ASS E M B LY ( FO R A P P R O P R IATE M O D ELS O N LY) VALVE

CORE
Assemble the shock absorber in the reverse order of
disassembly.

NOTE
If the shock absorber does not have an even pitch
spri n g , the spring should be installed as specified in the
M odel Specific manua l .
Hydraulic Press Use:
Compress the spring until the stopper ring can be installed us­
ing a hydraulic press. Refer to the Model Specific manual.

Always use a Shock Absorber Spring Compressor to compress

the spring on dampers with a rod screwed into the upper or
lower joint.

•
Use of a hydraulic press to compress the spring can lead
to the spring or shock absorber flying out of the press
and causing a serious injury.
SPRING COMPRESSOR
ATTACH M ENT
Install the stopper ring in the groove in the damper.
Be certain that the stopper ring is seated firmly in the groove.

•
Failure to firmly seat the snap ring may cause the shock
assembly to come apart unexpectedly and lead to a
serious injury.
•
Compressing the spring more than necessary may cause
a loss of spring tension.
�'
c::>--->--- STOPPER RING

Joint Installation : LOCK NUT LOWER JOINT

Clean the lock nut threads before installing the lower joint.

I nstall the lock nut on the damper rod and tighten it by hand
as for as it will go.

Apply a locking agent to the damper rod threads .

Install the lower joint on the damper unit.

Hold the lower joint and tighten the lock nut to the specified
torque.
SHOCK ABSORBER
COMPRESSOR

D ate of Issue : March , 1 99 5

1 9- 1 0 © H O N DA M OTO R CO . , LTD .
 REAR SUSPENSION

SWI NGARM
Refer t o t h e M odel Specific m anual for swing-arm removal,
disassembly, reassembly and installation.

CHAIN SLIDER

I N SPECT I O N G REASE FITTING

Remove the chain slider, chain guide a n d brake torque rod (if
installed) .

I f the motorcycle i s a shaft-drive type, remove the rubber boot.

J
C heck the removed parts for wear or damage a n d replace
parts if necessary .

Check the center collar/distance collar, if installed, for wear,

scoring or scratches and replace if necessary.

PRO-LI.N K SUSPENSION LI N KAGE SHOCK ARM LOWER MOUNTING BOLT

N OTE

M ark installed position codes o n the suspension l i nkage

parts before disassem bly . The shock arm and connect­
i n g rod often have specific i nstallation d i rections and
they should be installed properly. They may i nterfere
with the frame a nd/or change the vehicle height unless
i nstalled properl y .

REMOVAL

Remove the following: MOUNTING BOLT

•
Rear wheel
•
Bolts from the frame side of the connecting rod
•
Rear shock absorber lower mounting bolts SHOCK ARM
•
Bolts from the swingarm side of the shock arm

I NSPECT I O N

Check the shock a r m a n d connecting rod for deformation,

cracks or other damage and replace as necessary.

C O N N ECTI N G R O D

1 9- 1 1
Date of I ssue : March, 1 99 5
© H O N DA MOTO R CO . , LT D .
REAR SUSPENSION

\I·;· .,
Check the pivot collars, dust seals, bushings a nd/or bearings PIVOT COLLAR
for wear or d a mage and replace parts if necessary . Refer to
the Model S pecific manual for replacement procedures.

Refer to the Model Specific manual, if your motorcycle is

equipped with needle roller or spherical bearings.
�
�

!
1
DUST SEAL
�

I NSTALLAT I O N

Apply molybdenum disulfide grease to a l l pivot points.

Pack the grease fittings (if installed) with grease.

Reassemble the suspension linkage with special attention to

the proper installation d i rections, and loosely tighten the pivot
bolts .

Reinstall the suspension l inkage assembly on to the frame and

tighten each bolt to the specified torque.

PIVOT BOLT
Refer to the Model Specific manual for the proper torque
specifications.

1 9- 1 2
D ate of Issue : March , 1 99 5
© H O N DA M OTOR C O . , LT D .
 20. FRAME/ BODY PANELS
SERVICE I N FORMATION 20-1 DESCRIPTION 20-2

TROU BLESHOOTING 20-1 I N SPECTION 20-4

SERVICE I N FORMATION
• Although it is poss i b l e to weld som e cracked fram es a n d stra ighten s o m e f ra m es that are s l i g htly bent, it is best to
replace the fram e with a new o n e when it i s da maged.
• G e n e ra l ly speaki n g , plastic body panels can n ot be repai red and, therefore, m ust be repl aced.
• It is poss i b l e that a front end col lision w i l l bend the steering head, but not the fork, wheel, o r even the axle.

TROUBLESHOOTI NG
•
Failure of the front suspensio n , steering , or rear suspension may damage the frame enough to requ i re replacement .
•
Refer to section 1 8 for front suspension and steering inspections.
•
Refer to section 1 9 for rear suspension inspecti o n .

Abnormal engine vibration

•
Cracked or damaged engine mounts
•
Cracked, damaged or bent welded portions
•
Bent or damaged frame
• Engine problems

Abnormal noise when riding (banging or creaking)

•
Damaged or bent engine mounts
Damaged welded points
Damaged or bent frame
•

Steers to one side when under acceleration or deceleration

Bent frame
Bent fork
•

Bent swingarm
•

Date of Issue : Marc h , 1 99 5

© H O N DA M OTOR CO . , LT D . 20- 1
F RA M E/BO DY P AN E LS

DESCRI PTIO N
M otorcycle, scooter a n d ATV fra m es serve a s a skeleton to w h ich a l l oth e r components a re attached. Various forms a n d
intensities o f vibration a n d stress from both the engine and the suspension act against the frame when the vehicle i s in use.
These forces are major factors in d ete r m i n i n g the fi nal design of each fra me.

The various frame designs can be classified into one of a few general categories. Certain types are chosen for particular
models according to their engine displacement , the use the vehicle is designed for, serviceability, cost factors, a n d even
visual appeal .

The material used for a frame is chosen by similar means. Generally, aluminum frames are reserved exclusively for sport type,
on-road motorcycles, usually of middle-to-large engine displacement. Virtually all other frames are made of steel. Aluminum
alloys are lighter than steel of the same strength, but are bulkier and more expensive to produce.

A wide variety of tubing and pressed steel shapes as well as castings and forgings are combined to form the optimal
framework for a particular model.

Many of the earliest Honda models used primarily a round steel tube frame.
Later models up to 305 cc used a frame made mostly or entirely of pressed steel plate .

Some of today's frames are made almost entirely of round steel tubing of various sizes and thicknesses. Others are made up
mainly of square steel tubing. Most aluminum frame members are some form of rectangular tubing, though a few pieces are
square. The highest stressed rectangular aluminum members are often relatively complex extrusions designed to fulfill a
specific set of requirements. Most aluminum and steel frames include some castings or pressed steel sections in order to form
strong and compact tube joints, and for pivot or major attachment points.

Round tubing has the same strength in all directions. Square and rectangular tubing (as well as other variants) have different
strength characteristics in different directions. When the maximum strength is required in a vertical direction and the strength
in a horizontal direction is not as important, rectangular tubing with greater strength in the areas needed is chosen. At times a
frame is lightened by changing the combination of the types of tubing.

Thinwall rectangular aluminum tubing is strengthened by internal stiffening ribs and extrusion prod uction. Some models use
a special modified pentagonal or hexagonal extruded aluminum tubing (with internal strengthening ribs) in order to improve
the frame member's strength to weight ratio, its rigidity in one or more specific directions, and in some cases, to allow a more
compact and unobstructed riding position.

The various material types, forms and dimensions used in frame design are l inked directly to the experience gained from
Honda's ongoing racing programs around the globe . As new knowledge is gained through competition, it is combined with in­
put from non-competition testing and utilized in the construction of each new generation of production machine.

STRONG EST -­
RECTANGULA R M ODIFIED HEXAGONAL
WEAKER - ­
EXTR U D ED ALUMI N U M EXTRU D E D ALUM I N U M TUBING
WEAKEST • • • • • •

RECTANG U LA R TUBING

·-��·�.
ROU N D TUBING TUBING
0
/' '\
RIB
0
® ; (B)\ 0
STRE NGTH EQUAL STRENGTH D I FFER E NT
IN ALL D IRECTIONS DEPE N D I N G ON DIRECTI O N MODIFIED PE TAGONAL
OF FORCE APPLIED E XTRUDED ALUMINUM TUBING
The frame also serves to absorb vibration from the engine and, to some degree, from the road surface. The difference in basic
frame structure is determined according to the engine type and the type of use the machine is designed for.
Two only slightly different frame designs may have significantly different vibration absorbing or generating characteristics
which make one design correct and the other unsuitable, even with the same engine installed . Therefore, the particular frame
structure a machine ends up with is chosen according to the engine type and by the specific use the machine is intended for,
in order to prevent unpleasant vibration to the rider and premature fatigue to structural members.

Frames are classified as follows, according to differences in basic structure:

Date of Issue : March , 1 99 5

20-2 © H O N DA MOTOR C O . , LT D .
 F RA M E/ B O DY PAN E LS

BAC K-BONE

This type of frame is made u p of a combination of pressed

steel plate and steel tubing.

This basic frame design i s used mainly on scooters and some

of Honda's early motorcycle desi g ns . Back-bone construction
allows added freedom in the overall design of the vehicle and
relatively economica l production .

D IA M O N D FRAME

With a d i a m on d frame, l o w e r section of down t u be i s not

connected with othe r frame tubes. The engine forms the final
portion of the frame structure and generates the frame strength.
The d i a m o n d fra m e is used m a i n l y o n s m a l l a nd m i d d l e­
size vehicles due to the s i m plicity of its structure a n d its light
weight and excellent serviceability.

S I N G L E CRADLE FRA M E

The single cradle frame has one down tube a n d one main pipe
at the front o f the engine. The fram e structu al material s u r­
rounds the engine. This fra m e i s m a i n ly a p p l ie d to off-road
vehicles and middle-sized , street sport models due to its light
weight, durability and ease of serviceability.

DOWN TUBE

DOUBLE CRADLE FRA M E

MAIN P IPES
The double cradle design i s similar to the single cradle frame, but
has two down and main tubes, resulting in i ncreased rigidity.
A part of the down tube can be removed to facilitate engine
removal on some models. This frame is mainly used on large
displacement street motorcycles.
DOWN TUBES

Date of Issue : March, 1 99 5

© H O N DA M OTO R CO . , LTD . 20-3
F RA M E/ B O DY PA N E LS

SU B F RA M E S

The sub frame can b e removed t o improve the service access

on some models . This frame is m a inly used on sport type
motorcycles .

SUB FRAM E

I NSPECTION
Visually check the frame for damage o r bent tubes and
components.

Straighten the hadleber and check the align ment between the
front a n d rear wheels .

If the rear wheel does not align with the front, check that the
drive chain adjusters are adjusted correctly.

If the rear wheel leans to either side when viewed from a bove,
check whether the right or left a rm i s twisted or bent.
Take a horizental view of a rm section of the swi n ga rm . Check
the alignment of the rear shock mou nts (on dual shock mode­
ls) in the same way .

View from front View from rear

Apply penetrant to inspect the cracks.

N OTE
•
Refer to penetrant manufacture's i nstruction manual for
the proper product use and inspection procedures .

If cracks appear i n the paint on the frame, inspect the area(s)

more closely to find out if the frame material itself is cracked. CHECK FOR:

CRACKS C RACKS

D ate of Issue : M a rch , 1 995

20-4 © H O N DA M OTO R C O . , LTD .
 2 1 . ELECTR ICAL FU N DAM E NTALS
SERVICE I NFORMATION 21-1 BASIC ELECTRICAL DIAGNOSTIC
M ETHODS 21-14
BASIC ELECTRON I C KNOWLEDGE 2 1 -6

ELECTRICAL SYMBOLS 21-1 3

This chapter illustrates the safety precautions and the basic knowledge required for servicing electrical systems. Other
chapters related to electrical systems do not contain the basic information presented in this chapter. Read this chapter
thoroughly in order to understand the basic safety procedures and diagnostic methods before starting any service .

SERVICE I N FORMATION
• When connecti n g harnesses, con nect w i res o n l y with
w i res of the sa m e color. I n the few i nsta nces w h e n
w ires with d iffe r e nt c o l o rs a re co n n ecte d , t h e re i s
a l ways a c o l o red t u b e n e a r t h e ter m i n a l (see t h e
i l l ustrati o n below).
• Connect con nectors with the sam e colored connectors.
• For striped w i res, the stri p e color is i n dicated after the
color of the w i re in Honda service m a n ua ls.
• When m easuring voltage/resistance of w i re ter m i nals
using a tester, insert the probes from behind the
connector. For water-p ro o f c o n n ecto rs, insert the
probes from the front to avoid opening the wire
term i nal .
TEST PROBES WATER-PROOF CONN ECTOR

WHITE

• Connect the positive terminal first when connecting a

WH ITE/RED WIRE battery.
BLU E • Coat the terminals with clean grease after connection .
Make sure the protective cover i s secured o n the
terminal.
• Disconnect the negative cable of the battery before
working on any electrical component.
• Do not let the tool contact the frame when disconnect­
ing the cable.

fD
• After completing a job , check that all term inal pro­
teeters a re placed correctly.

21-1
Date of Issue : March, 1 99 5
© H O N DA M OTO R CO . , LTD .
ELECTRICAL F U N DAM ENTALS

• If a fuse blows out, diagnose the cause and repair it. • When separating connectors, pull only on the connector
Replace the fuse with one of the correct rating. housing. Do not pull on the wires.

CORRECT INCORRECT

0 X
• Always separate wire connectors with the ignition switch in

• M a ke sure protectors completely cover the connectors

the OFF positio n .
• Before separating a connector, check whether its locking
mechanism is of the push-in type o r pull-up typ e . and term inal.

GOOD NO GOOD

• When installing a connector, push it until it clicks into place .

• For connectors with locks, push the connector in lightly
then u nlock the lock. Check that the lock is securely
fastened when reconnected .

GOOD CLICK

Lt:b O

• Make sure that the harnesses are secured to the motorcycle

properly.
• Before connecting connectors, check that the pins are
straight and that all the wire terminals are intact and tight.
• If a terminal is corroded, clean it thoroughly before
connecting.

X
NO GOOD

NO GOOD

Date of Issue : March , 1 99 5

2 1 -2 © H O N DA M OTO R CO . , LTD .
 ELECTRICAL FUNDAMENTALS

• Check for torn protective covers and oversized, loose fit­ • Secure wires and wire harnesses to the frame with wire
ting, female terminals before installation. bands at the designated locations. Install the bands so that
only the insulated surfaces contact the wires or wire
harnesses.
GOOD NO GOOD GOOD NO GOOD NO GOOD

�0
• Replace damaged wires with new ones.

GOOD NO GOOD

• Do not squeeze a wire against a weld or the end of its

clamps.

GOOD NO GOOD

X
�

• Connectors with protectors facing u p must have a drain • Check that harnesses cannot come in contact with hot
hole. parts after clamping.

GOOD

NO GOOD

• Protect wires and harnesses with at least two layers of

electrical tape or with electrical harness tubes if they con­
tact a sharp edge or corner.

Date of Issue : March, 1 99 5

© H O N DA M OTOR CO. , LTD . 2 1 -3
ELECTRICAL FUNDAMENTALS

• Check that the wire harness is securely clamped at all • Route wire harnesses to avoid sharp edges, corners or the
locations. projected ends of bolts and screws.
GOOD NO GOOD

GOOD

0 X
-�
Q
- NO G O O D
� NO GOOD

• To unlock a wire h arness o r hose from a clip, use a

screwdriver to open u p the tab . When locking the clip, • Seat grommets in their holes properly.
p ress firmly u ntil it clicks. If the c l i p was removed from the
frame, replace it with a new o n e .

X�
GOOD N O GOOD

• Do not bend or twist wire harnesses.

• Check that the wire harness does not interfere with a ny
moving or sliding parts after clamping. GOOD N O GOOD

0 X
NO GOOD

• Before using testers, read the instructions.

CAUTION
•
Do not drop parts containing semiconductors. Semicon­
ductors are fragile and sensitive to shock. Dropping a
semiconductor could damage or destroy it.

D ate of Issue : M a rch , 1 99 5

2 1 -4 © HON DA MOTO R CO. , LT D .
 ELECTRICAL FUNDAMENTALS

• Be careful not to pinch or trap wires or harnesses under

items during installation.

• Route wires and wire harness so that they are not too tight
or loose when the handlebar i s t urned all the way to the
right or left.
• Avoid routing wires and harnesses throug h sharp bends and
arround tight corners.
• Route harnesses so they are neither pul led taut nor have ex­
cessive slack.
GOOD

X
N O GOOD

Date of Issue: Sep . , 1 988

© HONDA MOTOR C O . , LTD. 21-5
ELECTRICAL FUNDAM ENTALS

BASIC ELECTRON IC KNOWLEDGE

All matter, whether solid , l iq u i d, o r gas, is a collection o f
moleculels, and each molecule i s made u p of atoms. Each
atom consists of a nucleus (which is made up of protons and
neutrons) a n d electrons, which circle around the nucleus .

Electricity flows when these electrons freely move outward

from their orbits. Some materials become conductors when
there are a lot of free electrons and some become insulators
NUCLEUS
when there are no free electrons. It is a well known fact that
when a piece of glass is rubbed with silk cloth, it generates
"Static Electricity" attracting a piece of paper towards it. This
happens because the free electrons in glass move into the silk
due to the heat generated by rubbing. As a result, the glass
takes on a positive charge and the silk cloth takes on a
negative charge.

G LASS SILK CLOTH

CURRENT FLOW

When a positive charged material and a negative charged

material are connected with a conductor, free electrons flow
from negative charged to positive charged materia l . This flow
F LOW OF CURRENT
of electrons is called "electricity " . For a long time it was
thought that electrical current flowed from the positive side of
the source to the negative side. When it was discovered that e e e e e eee
electrons actually flow the other way, it was too late to change
existing publications on electricity. As a result, just for FLOW OF ELECTRON
convenience, technical publications compromise by saying
that electrical current flows from the positive to the negative
side while electrons flow from the negative to the positive
side.

It is convenient to think of the flow of electrical current as

the flow of water.

The number of electrons passing any given point in a circuit

in one second determines the current flowing through the
circuit. The a mount of current flow is measured in "Amperes
(A) ' " .

D ate of Issue : March , 1 99 5

2 1-6 © H O N DA MOTO R CO . , LT D .
 ELECTRICAL F U N DAMENTALS

ALTERNAT I N G CUR R E N T A N D D I R ECT CU RRENT

All electrical compon ents are supplied with either alternating

current or d irect cu rrent a b breviated as AC or DC respectively.

The fundamental characteristic of the two currents differ

completely, and for the purpose of servicing, you need to have
a good understa nding of these d ifferences.

Alternating-current ALTERNATING CURRENT

Alternating current (AC) changes i n voltage value and polarity 1 CYCLE

with time. AC current flows in one direction until peak voltage e
is reached and then drops to zero volts. AC current then
changes direction or polarity until peak voltage i s achieved and
again drops to zero a n d again changes polarity. From zero
t
voltage to peak positive voltage to pea k negative voltage and
back again to zero voltage i s known as a cycl e .

_____.,..
TIME
_

I n motorcycles, a l l electricity generated i s AC . However, A C

c a n be converted to direct current ( D C ) by rectificati o n . The
DC current is then supplied to components operating on D C .
For example, some models u s e D C for their headlights a n d
others u s e A C .

For headlights operating on AC, t h e lights turn off when the

current flow is zero, and then go back o n again as the polarity
becomes reversed . This ON-OFF cycle is repeated at a high fre­
quency ( number of cycles in one second) and is not noticable.

Direct current DIRECT CURRENT

Di rect current is a current whose magnitude and direction re­

main constant. Its form is shown in the graph. Direct current i s
® �----�------
abbreviated as DC. Motorcycle batteries, a n d household bat­
teries supply DC.
t CU � ENT
0�------
DC has the following characteristics as opposed to AC.
DC can be stored in batteries a n d discharged when needed .
(AC cannot be stored)
+
•

DC is capable of a large current flow . (Good for starter TIME IIi'

motors)
•

e
•
DC voltage can n ot be stepped u p o r down . (AC voltage can
be changed using a transformer)

Date of Issue : Marc h , 1 99 5

© H O N DA MOTOR CO . , LT D . 2 1 -7
ELECTRICAL F U N DAM ENTALS

VOLTAGE

As illustrated i n the figure to the right, when two water tanks,

A and B, are connected, water flows from tank A to tank B.
PRESSUR E DIFFERENCE
This flow is the result of a pressure difference between the ! H E I G HT DIFFERENCE)
two tanks.

FLOW O F WA

This same concept applies to electricity. The p ressure

difference, called the electrical potential difference, causes
current to flow th rough a circuit.
The p ressure of the current is measured as voltage (V).

RESI STANCE

As everyone knows, water flows through a larger pipe easier

than a smaller pipe. This i s because the smaller pipe provides
greater resistance. Similarly, electrical current flows through a
thicker wire (conductor) more easily than a thinner wire. The
resistance l i m iting the flow of electricity through a wire is
measured in Ohms (fl).

Resista nce increases as the size of wire become smaller and BATTERY
longer. This resistance value can be measured with an ohm­
mete r .

-
-

T H I N WIRE THICK WIRE

( LARG E RESISTANCE) (SMALL RESISTANCEl

Date of Issue : Marc h, 1 99 5

2 1 -8 © H O N DA MOTO R CO . , LT D .
 ELECTRICAL FUN DAMENTALS

O H M ' S LAW
<OH M ' S LAW>
The amount of current flowing through a conductor in a closed
circuit is proportional to the voltage applied to the conductor.
c::> & c::>
VOLTAGE ( E )
The relationship between voltage and current flow and
�
C U R RENT ( I ) =

resistance is known as Ohm's law .

l
RESISTANCE ( R )

For example, if a 6 0 resistor is connected to the + and - ter­

minals of a 1 2 V battery, the current flowing through the VOLTAGE = C URRENT x RESISTANCE
resistor can be calculated by Ohm's law: Q CURRENT VOLTAGE 7 R ESISTANC E
RESISTAN C E VOLTAGE 7 C U R RENT
Current = Voltage 7 Resistance 12 + 6 = 2 A

POWER

We use electricity to operate headlights or starter motors, or

we convert it to heat. The amount of work requ i red to d o
these things i s measured i n Watts . Changing voltage (Volts)
or the rate of current flow (Amperes) i ncreases or decreases
electrical power output (Watts) . The relationship is defined
as :
W = E . l ( Power = Voltage x Current)

ELECTRICAL C I RC U IT

As shown i n the diagra m at right, when a light bulb is co­

n n ected to a battery, the c u rrent flows in the d i rection of the
arrow and the light bulb turns o n .
T h e path i n which an electric cur rent flows, i s called a circuit.
On Honda motorcycles, scooters a nd ATVs, the ground wire
of an electrical circuit is connected to the engine or frame.
Grounding the negative terminal is called a negative terminal
ground type.

All Honda motorcycles, scooters and ATVs share the negative

g round circuit shown in the diagra m .

Date of Iss ue : M a rch , 1 99 5

© H ON D A M OTOR CO . , LTD . 2 1 -9
ELECTRICAL F U N DAMENTALS

Series Circuit (SERIES C I RCU IT)

A series circuit is an electric circuit in which the current flows

through one device into another, and then to ground . There is
only one current path and the voltage is distributed by the
loads. The total resistance (!1) can be found by simply adding
a l l the resistances, eg : R= R 1 + R2

Parallel Circuit

A parallel circuit is an electric circuit which has two current

paths, one for the positive and one for negative. The devices
are connected across the two paths. The voltage on each load
is the same, b ut the current branches o ut to each l oa d . The
c urrent flow to each load can be calculated as i 1 =E -;- r 1 ,
i2 = E -;- r 2 .

The total current ( I ) is the sum of a l l current flowing to each

load.

S E M IC O N D UCTO R

The electrical conductivity of semiconductors lies between DIODE

that of conductors a n d i nsulators . Before u nderstanding how
I
_....
they work i n circuits, you need to have a basic knowlege of
their characteristics.
_ , - .__
----. CURRENT FLOWS
D iode (NORMAL D IRECTION)
The diode allows current to flow in o nly one d i rectio n . W hen .oE-- - --- C U RRENT DOES NOT FLOW
current is flowing, there is a slight voltage d rop across the ( REVERSE D I RECTIO N )
diode .

+
Zener Diode .....
z
The zener diode a llows current to flow i n one direction similar LlJ

::J t I
to the diode above. When a certain reverse voltage is applied, � ®
Z E N E R DIODE

�
current abruptly flows i n the reverse direction. When the
voltage is reduced below the reverse voltage, current flow in REVERSE VO TAG E
the reverse direction stops.
EB e :
--+===--+'�-- ®
------<• C U RRENT FLOW r VOLTAGE
• -- -- -- NO C U RRENT FLOWS
BELOW REVERSE VOLTAGE
---- CURRENT FLOWS
ABOVE REVERSE VOLTAGE

21-1 0
Date of Issue : M arch , 1 99 5
H O N DA M OTO R C O . , LTD .
 ELECTRICAL FUNDAMENTALS

Thyristor ( S C R )
THYRISTOR
Thyristors have three terminals: anode, cathode, a n d gate .
The current flowing from the anode to cathode is said to be in
the positive direction . e
ANODE A --- K CATHODE
L i ke d iodes, thyristors do not allow current to flow in the
negative d i rection. When turned on, thyristors allow current
to flow from a node to cathode only.
G GATE

ooOillf - - - - NO C URRENT F LOWS

- - - - .;...- NO C U RRENT FLOWS

The thyristor is turned on when a certai n amount of voltage is

�
applied to the gate. This input to the gate is called gate voltage
or trigger voltage.
A K

�
Once the thyristor is turned on, there is no need to continuous­
ly a p ply voltage to the gate , and its characteristics become
identical to a regular diode. -GATE VOLTAGE

C U RRENT FLOWS WHEN

SCR IS ON

.,. _ _ _ _ _ NO C URRENT FLOWS

•yc
Transistor TRANSISTOR SYMBOLS
A transistor has three terminals; emitter ( E ) , collector ( C ) , and
base ( 8 ) . PNP TYPE NPN TYPE
There are two types o f transistors: P N P and N P N type.
E c

8 8

E: EMITTER
C : COLLECTOR
B: 8ASE

In PNP type transistors, when a positive voltage is applied to

the emitter and negative voltage to the collector, almost no
current flows from the collector to the emitter. If the emitter
"' I. <f
voltage is raised slightly higher than the base voltage and a
• ..
small amount of current flows from the emitter to the base, a

cn
large amount of current flows from the emitter to the collector. BASE C URRENT E

Date of I s s ue : March , 1 99 5
© HO N DA MOTO R C O . , LT D . 21 -1 1
ELECTRICAL FUNDAMENTALS

In the N PN type, almost no current flows when a positive

voltage is applied to the collector and a negative voltage to the
emitter. When a small current flows from the base to the emit­
ter, a large current flows from the collector to the emitter.

In this way, the transistor resembles an a mplifier in that the

amount of collector to emitter current is controlled by the base
current.

BASE C U RRENT

Transistors also resemble switching devices. The transistor is

turned on, allowing collector-to-emitter cur rent to flow, when
there is base current, and tu rned off when no base cur rent
exists.

Thermistor THERMISTOR SYMBOL

In genera l , the resistance value of most metals, including cop­
per, increases as the temperature rises.
When heat is applied to a substance, the activity of its

t
molecules increases and prohibits the flow of free electrons.
This increases the resistance.
In contrast, the resistance of a thermistor decreases as the w
u
temperature rises. 2
This is because the number of free electrons increases as heat <(
1-
is applied to the ther misto r . In this case, the activity of the (./)

molecules no longer obstructs the flow of electrons and the ill �---
0::
--
- TEMPERATURE
resistance decreases.

D ate of Issue : March, 1 99 5

21-1 2 © H O N DA M OTO R C O. , LT D .
 ELECTRICAL F U N DAMENTALS

ELECTRICAL SYM BOLS Abbreviations used in switching devices are as follows:

NO ( Normally Open): Switch is open at rest
The symbols below are the most common type of symbols NC ( Normally Closed) : Switch is closed at rest.
used in electrical circuits.

BATTERY CONNECTION M U LTI-TESTER

MOTOR
No Voltmeter Ohmmeter Ammeter

+ + ¢ ¢ ¢
EB

le I
Connected connection
-0-
_j_
-

EB
--
-
--

e
T

PU M P CONNECTOR CONN ECTOR CONN ECTOR EYELET TERMINAL

P= # of pin COLOR ( Round type) ( Flat type)

--0-- Femai � Male

:w:
Fem ide
n
Female side Male side
4
side side
IGNITION SWITCH IGN ITION SWITCH SWITCH SWITCH SWITCH
(Circuit symbol) (Wiring symbol) (Two terminal) (Three terminal (Combination type)

-o-
type) Hi
�� � �
NO NC �
RELAY (NO type) RELAY (NC type) LIGHT BULB
FUSE GROUND

�
� � $ � DOU BLE
FILAMENT
1 �
THREE PHASE SINGLE PHASE PULSE GENERATOR IGNITION COIL IGNITION COIL

�
ALTERNATOR ALTERNATOR (Dual type)

l6J liD

h J � �
SPARK PLUG R ESISTOR VARIABLE RESISTOR COIL SOLENOID LED CAPAC-
ITOR

t l
1-=-
---'VVI/'N-
� T

Date of Issue: Sep . , 1 988

© HONDA MOTOR CO., LTO. 21 -1 3
ELECTRICAL F U NDAMENTALS

BASIC ELECTRICAL DIAG NOSTIC

METHODS
VOLTAG E M EA S U R E M E N T VOLTM ETER

Measuring voltage i s a fundamental method of checking circuit

components. The measurement is conducted for the following
reasons.

CD To check if voltage exists . (A test light may also be used . )

@ To measure the actual vol u e .
A voltmeter is used to determine i f an electrical component
i s operating normally .

H OW TO M EAS U R E VOLTAGE USING A CON NECTED I N PARALLEL CONNECTED IN SERIES

VOLTMETER (GOOD) C NO GOOD )

NOTE
Make sure the ground surface is clean and free of paint.
VOLTMETER
•

Use a bolt attached directly t o the frame.

Select the cu rrent range t o m e a s u re the e xpected voltage

- -

1
T
VOLTMETER
value. If the voltage value is u nknown, start at the h i g hest LIGHT BULB

l
scal e on the meter a n d go to l owe r scales as necessary to
o btai n an accurate reading. Apply the red probe to the positive
end and the black probe to the negative end of the circuit. The -=
diagra m on the right shows that the voltmeter regi sters the
voltage across the l ight bulb. Voltmeters are always connected
i n parallel, not i n series.

Example 1

First study the circuit diagram. r-11>0-i--.,_..!.-- BLACK---I

�-------

�:-
I G N ITION SWITCH
�� r--,
I
' I

I f light bulbs B and C do not work, and A is OK, check for BLACK
voltage at b u l bs Band C. If there is voltage , the problem is in i L
the g round side of the circuit . I f no voltatge is found , the
problem i s on the "hot " side of the circuit. LIGH � -- -
�- J
I
BULB A /
SWITCH A
LIGHT LIGHT
BULB B BULB C
- -
- -

1 If both l i g ht b ulbs B a nd C not working a n d there is no CONNECTOR B BLACK

voltage at bulb B and C with the ig nition switch O N , chick
.

r - -�---8L'Aci<
------ -- -
---
voltage at CD . I
2 . I f n o voltage i s measured at check voltage a t i n case
of a bad con nection at connector A. If voltage exists at ®
and not at there i s problem at connector A .
,y -
I
2
J
If voltage registers a t both and switch A should be
checked . SWITCH A
LIGHT
BULB B
-
-
-
- -=-

D ate of Issue : March, 1 99 5

21-14 © H O N DA M OTO R C O . , LTD .
 ELECTRICAL F U N DAMENTALS

3 . If there is no voltage at CD a n d check voltage at ® a n d

0 i n a similar manner.
CONNECTOR B
•
If there is no voltage at ® and @, check wiring between
the ignition switch and the battery .
•
If there is voltage at ® a n d @, check for a broken wire or
a short circuit i n the wire harness . Replace the wire harness
with a new one if necessary.

I
If there is voltage at @ and not at @, then check connector
B for looseness.

Example 2

Sometimes it is easier to d iagnose a component by measu ring

voltage d i rectly at the i nput terminals .
BLACK
Please, the ( + ) probe voltage at th� positive input terminal
and the ) probe at the g round wire of the component.

l
If no voltage is measured . there are three possible causes.
VOLTMETER
Faulty battery : Check between the batterys positive wire
and g rou d .
Open circuit between battery and positive term i n a l : check
for any i ntermediate circuits ( i . e . , switches) .
Loose/shorted g round wire: Check for a secure grounding;
check for continuity of the wire itself.

Example 3
-- �
�s
�----- J: ....J
For instance, if a light buib blows out frequently, the system
system is working correcrtl y .
AC ��
REGULATOR
F o r i nsta nce , if a light buib blows o u t frequently, t h e system
needs to be checked with an AC voltmeter to see if excessive
voltage is apparent. In this case, measure the AC voltage of
the terminals to the light bulb to see if it is within the specified GREEN

1
voltage range . LIGHTING
COIL

VOLTM ETER

Date of Issue : March, 1 99 5

H O N DA MOTOR C O . , LTD . 2 1- 1 5
ELECTRICAL FUNDAMENTALS

MEAS U R I N G R E S I STAN C E CHECKIN G COIL CHECK F O R B RO KEN

WI R ES ( O P EN C I RCUI T )
Along with voltage, resistance i s another basic parameter for

[2]
diagnosing circuits and their components .

Resistance is measured for the following reasons.

CD To check if components are working properly: Q
The resistance value of a coil (eg. ignition coil) indicates if it
is normal or malfunctioning.
® To check for a broken wire.
A continuity check indicates if a wire is intact or broken.

How to measure resistance using an ohmmeter

N OTE
• Proper zeroing of a n analog ohmmeter is necessary to
obtain correct measurements. Touch the two probes
together a nd adjust the ohmmeter so that it registers 0
( Q ) . For a digital ohmmeter, note the resistance when
you touch the two leads together, and subtract this
a mount from your meter reading .

ZERO O H M ADJUSTER

Since the polarity of the terminals is not important, either GOOD BAD
probe may b e applied to either terminal . H owever, since
diodes allow cu rrent to flow in one direction only, the polarity
is important when checking diodes .

U nlike when measuring voltlage, it is necessary to disconnect

the component from the circuit. If resistance is measured with
the entire circuit con necte d , the ohmmeter will read a Rl
different resistance than it shoul d .

Similarly, if a circuit h a s branches the connector leading to the WITH CON NECTOR CONNECTED- A R 1 X R2
specific branch needs to be disconnected in order to read WITH CONNECTOR R 1 + R2
resistance correctly. DISCONNECTED - A = R 1

2 1-1 6
D ate of Issue : March, 1 99 5
© H O N DA M OTOR CO . , LT D .
 ELECTRICAL F U N DAMENTALS

When the ohmmeter is connected in series, resistance values

will be high .

In the diagram, measure resistance R 1 by moving the probe

shown at CD to ground.

R = R1 + R2

R1

Example

To check the C D I exciter coil, resistance can be measure at

or ® . Measuring resistance between a nd ground a uto-
matically checks for a broken wire (black/red) and for a bad
connectio n at the alternator connector. If the resistance is
normal between CD a nd g round , need not be checked .

If the resistance between ® a nd ground was checked first and

the correct resistance was measured , there is still a possibility
of a broken wire a nd/or loose connection between CD and ® .
That would require more testing t o locate t h e fault .
CDI UNIT

If, while measuring resistance at CD , the negative probe is plac­

ed on the ground wire (gree n ) , then the connection to ground
is checked as well.

To check the operation of an exciter coil, place the probes as

shown i n the diag ra m . If the resistance is normal, then the ex­
citer coi l , the wire connected to the coil (black/red) , and the
ground wire (green) are all normal.

GROUND WIRE

If the resistance is far off the standard value, check the

following:

1 Broken ground wire ( green)

.

Place a probe at G) and measure resistance to g rou nd . If 0 Q

is measure d , then the g reen wire is properly g rounded . If co
(infinity) is measured , then you may suspect a broken wire
(green) or loose connection at the grou nd terminal .

21-1 7
Date of Issue : M arch , 1 99 5
© H O N DA M OTOR C O . , LT D .
ELECTRICAL F U N DAMENTALS

2. Faulty exciter coil

Disconnect the alternator connector. Compare the resistance

value at ® ( m easured on the previous page) and at CD.

•
I f the two values are not the same, suspect a broken black/
red wire or loose alternator connecto r .
•
I f both resistance values a r e t h e same, b u t not in the
correct range, the exciter coil may be faulty.

3 . Shorted wire or wire harness

To see if the g reen or black/red w i re is shorted , check the

contin uity between all other wires. If you have continuity
between the other wires, replace the wire harness .

M EAS U R I N G C U R RENT SERIES CONNECTION PARALLEL CONN ECTI ON

(GOOD) (WRO N G )
Current i s not normally checked during motorcycle service pro­
cedures. Though it is used for testing components, current
measurements are not used for checking continuity within n
circuits.

How to measure cu rrent using am meter.

Connect the ammeter in series in the circuit to measure the

current flowing through it.

Touch the ffi(red) probe to the positive e n d of the circuit and

the e ( black) probe to the negative end.

Make sure the cu rrent flow does not exceed the maximum
range selected, or the meter could be damaged .

CAUTION
• Connecting the a m m eter in parallel, like a voltmeter,
can d a m age the a m meter from a current overflow .
•
Connecting the ammeter between the battery terminals
will damage the ammeter.
• Turning on the starter motor while the ammeter is con­
nected between the battery terminal and the battery
cable will d a mage the a m m eter.

D ate of Issue : March , 1 99 5

21-1 8 © H O N D A MOTOR C O . , LTD .
 22. BATTERY /CHARG I NG/LI GHTI NG SYSTEM
SERVICE I NFORMATION 22- 1 CHARGING SYSTEM DESCRIPTIONS 22-1 4

TROU BLESHOOTING 22-3 CHARGING SYSTEM I NSPECTION 22-2 1

BATTERY DESCRIPTIONS 22-6 REG U LATOR/RECTIFIER I NSPECTION 22-22

BATTERY REMOVAL/INSTALLATION 22- 1 0 H EADLIGHT VOLTAGE INSPECTIO N 22-24

BATTERY TESTING/CHARG I N G 22- 1 1 ALTERNATOR 22-27

SERVICE I N FORMATION

•
The battery gives off explosive gases; keep sparks, flames, and cigarettes away. Provide adequate ventilation when
charging or using batteries in an enclosed space .
•
The battery contains sulfuric acid (electrolyte). Contact with skin or eyes may cause severe burns. Wear protective
clothing and a face shield.
- If electrolyte gets on your skin, flush with water.
- If electrolyte gets in your eyes, flush with water for at least 1 5 minutes and call a physician immediately.
•
Electrolyte is poisonous. If swallowed, drink large quantities of water or milk and follow with milk of magnesia or
vegetable oil and call a physician.
•
KEEP OUT OF REACH OF CHILDREN.

Always turn off the ignition switch before disconnecting any electrical component.
CAUTION
o
Some electrical components may be damaged if terminals or connectors are connected or disconnected while the igni­
tion is ON and current is present.

For extended storage, remove the battery, give it a full charge, and store it in a cool, dry place.
For a battery remaining in a stored motorcycle, disconnect the negative battery cable from the battery terminal .
Conventional Battery:
Use only distilled water in the battery.
CAUTION
•
Tap water will shorten the service life of the battery.

I mmediately wash off any spilled electrolyte using a mixture of baking soda and water .
CAUTION
o Avoid filling the battery above the UPPER LEVEL line to prevent an electrolyte overflow which could corrode the engine
or nearby parts.

Maintenance Free Battery:

NOTE
o The maintenance free battery must be replaced when it reaches the end of its service life.

CAUTION
o The battery caps should not be removed. Attempting to remove the sealing caps from the cells may damage the
battery.

• Refer to section 2 1 for basic electrical service and safety steps.

• Refer to section 2 for battery fluid and specific gravity.
• This section explains the basic steps for d iagnosis and service. Refer to the Model Specific manual for the location of
specific components.

Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR CO . , LT D . 22 - 1
BATTERIES/CHARG I NG/LIGHTING SYSTEM

• Batteries can be damaged if overcharged or undercharged, or if left to discharge for long periods. These same conditions
contribute to shortening the " life span" of the battery. Even under normal use, the performance of batteries deteriorates
after 2 - 3 years.
• Battery voltage may recover after battery charg ing . However, if the battery is subjected to a heavier load than it is
designed for, the battery voltage will drop q u ickly and eventually die out (even if the charging system i s working pro­
perly) .
• A battery overcharge symptom may be caused by a shorted battery cell . If one of the battery cells is shorte d , battery
voltage will not i ncrease to the specified level . U nder these conditions, the regulator allows the alternator to supply
excess voltage to the battery and the electrolyte level will d rop q uickly.
• Before troubleshooting the charging system , check for proper use and maintenance of the battery. Check i f the battery is
frequently under heavy loa d , such as having the headlight and taillight O N for long periods of time without the engine
ru nning .
• The battery will self-discharge if allowed to stand idle for a long time. For this reason, charge the battery every two weeks
to prevent sulfation from forming when the vehicle is not in use.
• Filling a new battery with electrolyte will produce some voltage, but will not allow the battery to achieve its maxim u m
performance . Therefore, you should always charge a new battery . Battery life is lengthened when a n e w battery is
charged before i nstallation.
• When checking the charging system , always follow the steps in the troubleshooting flow chart.
• Question the customer to determine how his riding habits affect battery charging :
- High rpm riding may overcharge the battery (on motorcycles without a regulator) .
- Low rpm riding with frequent brake/brake lig ht usage may result i n discharging the battery .

..

D ate of Issue : March , 1 995

22 -2 © H O N DA M OT O R C O . , LTD .
 BATTERIES/CHARG ING/LIGHTING SYSTEM

TROUBLESHOOTI NG
CHARGING SYSTEM
Correct
M easure the charging v o ltag e ( p a g e 22-2 1 ). C h eck the battery c u r rent l eakage ( Leak test,
page 22-22) .

Correct Incorrect
Standard control voltage is not reached when
the engine speed increases.
t
• S h o rted w i re h arness.
• Faulty i gn ition switch.

• Faulty battery.
C h eck t h e voltage betw e e n t h e battery l i n e
I ncorrect
a n d g ro u n d l i ne o f the regu lator/rectifie r • S h o rted w i re harness.
(page 22-23) . • Poor con nected connector.

I
Correct

�
Check the resistance of the c h a rg i n g coi l at the
Incorrect
charg i ng coil l i n e of regu l ator/rectifie r con n ec­
to r (page 22-23) .

I
Incorrect Correct
'

L
Correct • Poorly connected a lter-

�
nator connector

Check the resi sta nce of the field coi l at the field • Fau lty charging coi l .
l n co rrect_---
c o i l l i ne of the reg u l ator/rectifi e r co n n ector ,___ _____ i._ • O pe n circuit i n w i re h arness.
(page 22-23). (For field coi l type o n ly.)
• Fau lty a lternator. (Open circuit in fie l d coi l . )

I
Correct

!
M ea s u re the h e a d l ig ht v o ltag e ( p a g e 22-24).
Correct
(For reg u l ato r/rectifie r with AC reg u l ator b u i lt 1-------i._ • F a u lty battery.
in.)

I
Incorrect

�
Check the resistance of the headl i g ht resistor
a n d headl i g ht switch of the regu lator/rectifie r
Incorrect
connector ( pa g e 22-24). ( F o r a ppropriate mod­ • S h o rted w i re h arness.
e l s o n ly.) • Faulty headlight switch.

I
• Faulty headli g ht resistor

Correct

Replace the battery with a fu l l y charged battery ,___c or rect

_______.,. • Faulty battery.
a n d m easu re the charg i n g v o ltage (page22-2 1 ) .

Standard control voltage is not reached when • Faulty reg u l ator/rectifi e r.

the engine speed increases.

Date of I ssue : M a rch , 1 99 5

© H O N DA M OTO R CO . , LTD . 22 -3
BATTERIES/CHARGING/LIGHTING SYSTEM

CHARGING SYSTEM

Measu re the charg i n g voltage ( page 22-2 1 ).

Control voltag e greatly exceeds the standard

value.

1
Check the cont i n uity between the g ro u n d l in e
Incorrect
a n d fra me of the regu l ator/rectifier con n ector 1-------___,.,.. • O pe n c i rc u it i n w i re h arness.
( page 22-23). • Poor connected connector.

I
Correct

l
Check the resistance of the field coi l at the field
coi l l i ne of regu lator/rectifier connector ( pa g e ---
l n co rre_
____
ct ___,.,..
Shorted w i re ha rness.
1- _ •

22-23). (For field coi l type o n ly . ) • Faulty a lternator. (Short c i rcuit i n fie l d coil . )

I
Correct

l
Check if battery voltage is measu red at the volt-
age feedback l ine of the regu lator/rectifier con- Correct
____
1----
- -____ • Shorted w i re h arness.
nector (page 22-23). (For voltage feedback type
• Faulty i gn ition switch.
only.)
• Poor con n ected connector.

I
Incorrect

!
Replace the battery with a ful ly c h a rged battery
Correct
a n d measure the c h a rg in g voltag e ( pa g e 22- 1---------j.... • F a ulty battery.
2 1 ).

Control voltage greatly exceeds the standard • Fa ulty reg u lator/rectifier.

value.

D ate of Issue : M a rch, 1 99 5

22-4 © H O N DA M OTOR C O . , LT D .
 BATTERIES/CHARG I N G/LIGHTIN G SYSTEM

CHARGING SYSTEM

M easu re the charg i n g voltage ( pa g e 22-2 1 ) .

Standard control voltage i s reached when the

engine speed greatly exceeds the specified rpm.

1
Check the resistance of the charg i ng coi l at the
Incorrect
charg i ng coi l l i ne of reg u l ator/rectifi e r con nec- t------____,._
tor ( page 22-23) . L----,-----=--_j

I
Correct Incorrect
+

L
Correct • Poorly connected alterna-

!
Check the resista nce of the headl i g ht resistor •
tor connector.

Faulty charg i ng coi l .

a n d headlight switch of the reg u l ator/rectifi e r ln
_ o_
c_ e_
rr_ ct ____,._
1----
_
• O p e n c i rcuit i n w i re harness.
connector ( pa g e 22-24). (For a p propriate mod-
• Faulty headlight switch.
els o n ly .)
• Faulty h ea d l ight resistor.

I
Correct

Replace the battery with a ful ly charg ed battery Correct

f------.­ • Faulty battery.
a n d measu re the c h a rg i n g volta g e ( pa g e22-2 1 ) .

Standard control voltage is reached when the -------t.­ • Fau lty reg u lator/rectifie r .
engine speed greatly exceeds the specified rpm.

22- 5
Date of Issue : M arch , 1 99 5
© H O N DA M OTOR C O . , LTD .
BATTERI ES/CHARG ING/LIGHTING SYSTEM

BATTERY DESCRI PTIONS

There a re two types o f batteries used i n Honda motorcycles, scootors a n d ATVs : the conventional battery a n d the
maintenance free battery.

T H E ST RUCTURE OF A C O N V E N T I O N A L BATTERY

F I LLER CAP
ELBOW

N EGATIVE PLATE

SEPARATOR

G LASS MAT

POSITIVE PLATE

Conventional Battery:
This battery conducts electricity when the chemical action
electrolyte (sulphuric acid) takes place between the two plates
(lead peroxide and lead) . The sulfate in the electrolyte com­
bines with the plate materials, forming lead sulphate (battery
discharge) . By passing an electric current back into the bat­
tery, the plates revert to lead peroxide and lead (battery
charge ) .
Since the specific gravity o f t h e electrolyte ( relative weight of
sulphuric acid as compared with an equal volume of water)
varies, the battery state of charge is determined by measuring
the electrolyte's specific gravity.

The battery gives off explosive gases; keep sparks,

flames and cigarettes away. Provide adequate ventila­
tion when charging or using the batteries in an enclosed
space.
• The battery contains sulfuric acid (electrolyte ) . Contact
with skin or eyes may cause severe burns. Wear protec­
tive clothing and a face shield.
- If electrolyte gets on your skin, flush with water.
- If electrolyte gets in your eyes, flush with water for at
least 1 5 minutes and call a physician immediately.
• Electrolyte is poisonous. If swallowed, drink large quan­
tities of water or milk and follow with milk of magnesia
or vegetable oil and call a physician.
• KEEP OUT OF REACH OF CHILDREN.

Use only distilled water in the battery.

CAUTION

• Tap water will shorten the service life of the battery.

CAUTION

• Avoid filling the battery above the UPPER LEVEL line to

prevent an electrolyte overflow which could corrode the
engine or nearby parts.

D ate of Issue : March , 1 99 5

22-6 © HO N DA MOTO R CO. , LTD .
 BATTERI ES/CHARGING/LIGHTING SYSTEM

When you charge the lead/acid battery, electrolysis breaks the

water down into its components, hydrogen and oxygen.
Because of the generation of these gases, you must remove
the filler plugs while charging the battery.
BATTERY
The battery is equipped with a vent, usually routed overboard CHARGER
into tube, to rid it of the gases produced during normal use.

The battery is said to be overcharged when an excess current

is supplied to the battery. When the battery is overcharged,
volatile gas i s emitted from the plates, and electrolyte
temperature rises. This temperature rise causes more rapid
loss of water from the battery electrolyte. This water loss and
temperature rise will shorten the battery life. If left unchecked,
water loss and high temperature will damage the battery
beyond repair.

Because the motorcycle battery i s constantly subjected to NAKED PLATES

charging and discharging cycles, the water in the electrolyte is
boiled off.

When the water is boiled off to the point where the plates
become exposed, a white crystal li ne deposit forms. This pro­
cess is cal led sulfation ( lead sulfate ) . The white crystalline
lead su lfate, u nlike the lead sulfate produced by d ischargin g ,
i s difficult to revert to lead peroxide and lead .

This causes damage to the battery and shortens the battery

life. This can occur not only when the electrolyte level is low
but also when the battery is discharged for long periods .
Remember that the electrolyte level goes down when the
water i n the battery evaporates. Always add distilled water,
not electrolyte.

Date of Issue : Marc h , 1 99 5

© H O N DA M OT O R CO . , LT D . 22-7
BATTER IES/CHARGING/LIGHTING SYSTEM

MAINTENAN CE-FREE BATTERY

The Maintenance-Free battery i s a sealed battery that requires no electrolyte level inspection or periodic refilling.

SAFETY VENT FILTER

S EALI N G CAP

PLATE

SEPARATOR

Etl PLATE

Similar in design to the conventional battery, the MF battery produces hydrogen and oxygen gas. However, the plates are
designed not to convert to lead completely. ( I n its pre-conversion state the lead is called sponge l ea d . )
When the battery i s overcharged and the positive plates produce oxygen gas, the negative plates are not completely
converted to lead . Hydrogen gas is not produced .
The oxygen produced from the positive plate reacts with the active material (lead) on the negative plate, and p roduces water.
Therefore, water does not need to be added to M F batterie s .

M F batteries have safery valves designed t o open when excessive g a s is produced . T h e safety valves close and seal the
battery again when the internal pressure returns to normal . A ceramic filter is placed over the safety valves to prevent any
internal ignition of the gases produced.

• Electrolyte is poisonous.
• Explosive gas can vent from a battery when it is overcharged. For this reason,,keep open flames and lit cigarette s
away from a battery.

When replacing the battery, follow the manufactur's instructions .

CAUTI O N

• T h e M F battery life depends largely on the proper amount o f electrolyte being added a t the start o f service .
U s e the electrolyte container designated for the specific battery .

NOTE
• Avoid interchanging conventional and M F batteries . They have d ifferent charging components .

CAUTION

• R emoving the sealing caps from the cells of an M F battery may damage the battery .

D ate of Issue : March , 1 995

22 -8 © H O N DA MOTOR CO . , LT D .
 BATTERI ES/CHARGING/LIGHTING SYSTEM

M OTORCYCLES WITHOUT BATTE R I ES AC REGULATOR

....-----+....;_ TO LOAD
Some motorcycles do not have batteries in their electrical
system s . These models power electrical components with the
electricity generated by the alternator, which is regulated by
\ __

an AC regulator. For components using transistors which re­

quire DC current, a small rectifier ( DC power u n it) is used to
rectify alternator signals to DC and feed DC current to these
components.

REGULATOR
ALTERNATOR WITH PROTECTION CIRCUIT

/
Voltage regulator
,
,4- U N REGULATED VOLTAGE
I

I
To provide a stable current without using a battery, a high I

power output alternator that feeds sufficient current at low

�1
engine rpm is utilized. If the alternator continues supplying cur­
+
rent as the engine rpm increases, the excessive current may REG ULATED VOLT AGE
burn out light bulbs.
<(
1-
....J
To prevent this, the AC regulator maintains the output voltage 0
of the alternator in the specified ran g e . Some AC regulators >
have a protection circuit built i nto the a lternator reg ulator
circuit to prevent a br u pt voltage i ncreases on cold engine
starts.
ENGINE RPM
The current generated from the alternator flows directly to the
loads at voltage levels lower than the regulated voltage value.
As the engine rpm increases, the regulator detects the rise and
d irects current to thyristor, shorting the alternator output to
groun d . When the alternator voltage goes over the specified
voltage, the regulator cuts off the excess voltage, maintaining
a constant voltage output.

DC voltage unit AC REGULATOR DC VOLTAGE UNIT

Although most electrical components use AC current, there

are systems such as the engine oil warnin g system which
require D C c u rrent to operate their transistors and LEOs.

Therefore, a compact and l ight weight DC voltage u nit

rectifies the A C current to DC c u rrent for these systems.

These are systems a n d components used specifically for AC:

alternating flash turn signals, whose front a n d rear signals
flash alternately, and the AC h o rn which use electrical c i rcuits
and components desi gned for models without batteries .
ALTERNATOR

22 - 9
Date of Issue : M a rch , 1 99 5
© H O N DA MOTOR CO . , LT D .
BATTERIES/CHARG ING/LIGHTING SYSTEM

BATTERY REMOVAL/ I NSTALLATION

R EM OVAL

Turn off the ignition switch.

Disconnect the negative ( ) battery cable first, then remove
the terminal cover a n d discon nect the positive ( + ) cable .

•
Disconnecting the positive (+) cable first could cause an
accidental direct short between the two terminals when
the tool disconnecting the terminal contacts the frame.
The spark could ignite or damage the battery.

For conventional batteries, always disconnect the breather

tube before removing battery.
BREATHER TUBE
NOTE
•
Some electrolyte may remain in the breather tube.

• Keep electrolyte away from your eyes or skin while

disconnecting the battery breather tube.

I N S TALLAT I O N

B e sure t o route t h e breather tube properly o n conventional

batteries.

• Take care to prevent spilling electrolyte from the

breather tube because it can corrode components. CAUTI O N LABEL
• Take care with the breather tube. Pay attention to the
following points:
- Connect the breather tube securely.
Follow the caution label and route the tube
accordingly.
- Avoid bending or squeezing the breather tube. Check
that the breather tube has not been bent or squeezed
by the surrounding components. Failure to replace a
bent or squeezed breather tube may lead to a pressure
buildup that can cause the battery to explode.

Place the battery into the frame.

Secure the battery with the battery holder.

CAUTION
• Improper installation may cause vibrations which can
damage the battery case.

To prevent shorting, always connect the positive (+) cable

first.

After installing the battery, coat the terminals with clean

grease to prevent corrosion .

Con nect the battery positive ( + ) cable and secure terminal

cover onto the positive terminal then connect the negative
( - ) cable .

22 - 1 0
D ate of Issue : Marc h , 1 99 5
H O N DA MOTOR CO . , LTD .
 BATTERIES/CHARGING/LIGHTING SYSTEM

BATTERY TESTI NG/CHARGI NG

BEFORE U S I NG T H E TESTER :

•
Place the tester on a clean, flat and level surface.
•
Be sure the work area is well ventilated, clear of flammable
materials, and free from heat, humidity, water or dust .
•
Always take the battery to the work bench/test area con­
tinually moving of the tester or operation on an uneven sur­
face may shorten its service life and reduce sensitivity over
a period of time.

NOTE
•
Always clear the work area of flammable materials such
as gaso l ine, brake fluid, electrolyte, or cloth towels
when operating the tester, the heat generated by the
tester may cause a fire.

BATTERY TEST I N G

Use the following steps to remove t h e battery from the

motorcycle:
1 ) Disconnect the negative (-) termi na l lea d .
2 ) Remove t h e battery holder.
3) Remove the battery cover (when applicable) .
4 ) Disconnect the positive (+l terminal lea d .
5 ) Remove t h e battery breather tube ( when applicable) .
6 ) Pull out the battery.
7) If necessary, clean the battery termi nals.

Securely connect the tester's positive (+) cable first then

connect the negative (-) cable.

NOTE
•
For accurate test results, be sure the tester's cables and
clamps are i n good working condition and that a secure
connection can be made at the battery.

BATTERY TESTE R 0 7 G MJ -001 0000

Set the temperature switch to " H I G H " or " LOW" depending

on the ambient temperature.

HIGH :
60 ° F ( 1 5 ° C) or higher
LOW:

Q©©©©©© © O
"""'
60° F ( 1 5 ° C) or lower
LOW
\._j \._j

2 2-1 1
Date of I ssue : M a rch , 1 99 5
© H O N DA M OTO R CO . , LT D .
BATTERIES/CHARGI NG/LIGHTING SYSTEM

Push in the appropriate test button for three seconds and read
the condition of the battery on the meter.

NOTE
•
Be sure you've selected the correct test button that cor­
responds to the battery being tested see the chart
below. For the first check, DO NOT charge the battery
before testing - test it its "as is" .
8
�00000@@0
Te" Button•

Capacity - 3 Ah 3 . 5 A h - 5 Ah 5 . 5 A h - 9 Ah 9 . 5 A h - 1 6 Ah 1 6 . 5 Ah - 30 Ah
Type YB25L-C-1 -2 TB4L-B YT4L- 1 2 1 2 N 9-4B- 1 Y B 1 2A(L)-A Y B 1 6B-A Y B 1 8 (Ll-A
YB3L-A YB4L-B-Ca YT4L- 1 2 B YB9(L)-B YB1 2A-B HYB1 6A-A Y50-N 1 8L-A
YB5L-B YT5l- 1 2 YB9-B-CA YB9-B-Ca YT1 2-1 2
YB5L-B-Ca YT5l-1 2 8 YB9A-A Y B 1 4L-A 1 YTH 1 2- 1 2B
YTH9- 1 2 B YB1 4A-A2 YTH 1 4- 1 2B

CAUTION
•
To avoid damaging the tester, only test batteries with an
amperage rating of less than 30 Ah.
•
Tester damage can result from overheating when:
- The test button is pushed in for more than three
seconds.
- The tester is used without being allowed to cool for at
least one minute when testing more than one battery.
- More than ten consecutive tests are performed
without allowing at least a 30-minute cool-down
period.
YELLOW
RED (- 1 ) GREEN
NOTE (-3, -2) (+1 , +2, +3)
•
The result of a test on the meter scale is relative to the
amp. hour rating of the battery. ANY BATTERY
READING IN THE G REEN ZONE I S O K . Batteries should
only be charged if they register i n the YELLOW o r RED
zone.

EXAMPLE: Gold Wing batteries (Y50-N 1 8L-A, 1 8 AMP HOUR)

using the 1 6. 5 - 30 amp. hour setting may read in the GREEN
zone, but close to the YELLOW (charge) zone. As long as the
meter reads in the GREEN zone, the battery is OK.

*
* NO GOOD Replace

D ate of Issue : March, 1 99 5

22-1 2 © H O N DA MOTOR C O . , LT D .
 BATTERI ES/CHARGI NG/LIGHTING SYSTEM

BATTERY CHARG I N G

Before Operating The Charger

•
Be sure the area around the charger is well ventilated, clear
of flammable materials, and free from heat, humidity, water
and dust. EXAMPLE:
• Clean the battery term inals and position the battery as far
away from the charger as the leads will permit.
1 2N 8 - 4A
•
Do not place batteries below the charger - gases from the Amp. Hour Rating
battery may corrode and damage the charger.
•
Do not place batteries on top of the charger. Be sure the air
vents are not blocked .

•
Always clear the work area of flammable materials such
as gasoline, brake fluid, electrolyte, or cloth towels
when operating the tester, or the heat generated by the
tester may cause a fire .
BATTERY AMP H R .
SELECTOR SWITCH

35"'::;ts:Yto16
5.5to 9.0

.....
BATTE RY C HAR G E R M C 1 0 1 2/2

1 . Turn the Power Switch to the OFF position. ....

2. Set the Battery Amp. Hr. Selector Switch for the size of the
\!:))
Set the appropriate amp. hour rating.
battery being charged.

3 . Set the Timer to the position indicated by the Honda Battery

Tester; RED-3, RED-2, or YELLOW- 1 . If you are charging a
new battery, set the switch to the NEW BATT position.

4. Attach the clamps to the battery terminals - RED to

lli
Positive, BLACK to Negative.
N EW TIMER
Connect the battery cables only when the Power Switch is BAT
OFF.
RED

•
Connecting the cables with the Power Switch ON can
produce a spark which could ignite or explode the
battery.

5. Turn the Power Switch to the ON position.

YELLOW �
6. When the timer reaches the "Trickle" position, the charg­
ing cycle is complete. Turn the Power Switch O FF and
disconnect the clamps.

NOTE
•
The charger will automatically switch to the Trickle
mode after the set charging time has elapsed .

7 . Retest the battery using the Honda Battery Tester and

recharge if necessary following the flow-chart on page 22- 1 2 .

NOTE
•
For accurate test results, let the battery cool tor at least
ten minutes or until gassing subsides after charging .

Date of Issue : M arch , 1 99 5

© H O N DA M OTOR CO . , LT D . 2 2 -1 3
BATTERIES/CHARGI NG/LIG HTING SYSTEM

CHARG I NG SYSTEM DESCRI PTION ALTERNATOR

The charging system basically consists of the following

components.

I
I

/l_
REGULATOR/
RECTIFIER

Component name Function

Regulator/rectifier .
Regulates voltage so that it stays within the specified range .
.
Converts alternating current (AC) to direct current (DC) .
Alternator .
A generator producing current (AC) which is powered by engine revolution .
Battery .
Stores regulated DC current .

ALTERN ATOR TYPES STATOR

The a lternator consists of a rotor and a stator. The rotor con­

sists of a flywheel made u p of a series of magnets, and is
usually driven by the crankshaft. The stator consists of a
series of soft iron poles arround which are wound coils of
wire.
When the engine starts, the rotor rotates with the crankshaft.
When the outer (or inner) core of the coil passes through the
magnetic field, current i s generated. This is called elec­
tromagnetic i nduction, and other systems such as the ignition
and AC lighting systems generate power under the same
principle. ROTOR
In addition , the rotor a cts as additional flywheel weight,
smoothing out engine pu lsations at low engine rpm .

Permanent Magnet Type

This is the most common type of alternator with the stator

placed inside the rotor. The permanent magnet is assembled
on the inner walls of the rotor.

In general, the stator consists of several coils producing power

for the charging, ignition a n d lighting systems. C u rrent for
charging the battery is generated by the charging coil .

D ate of I ssue : March , 1 99 5

22 - 1 4 © H O N DA M OTOR CO. , LT D .
 BATTERIES/CHARGING/LIGHTING SYSTEM

Brushless Excited Field Coil Type

The other alternators described here are located within the

engine . This a lternator is exposed outside the engine because
it is a i r cooled. In general, the rotor speed is multiplied by gears
Q
or chains connected to the crankshaft. This type is the m ost
powerful amoung the triple phase alternators and is primarily
used for power on large displacement motorcycles.

Excited field coil-type alternators do not utilize a permanent

magnet . I n stea d , the field coil magnetizes the rotor and
generates power as the rotor passes the coil .
STATOR

Excited Field Coil Type With Brushes

This type has a field coil placed inside the rotor . Current flows
through the brushes to the field coil a n d electromagnetically
induces the rotor . This generator has a strong magnetic force,
large output, and is small and l ightweight .

ROTOR

STATOR

ALTERN A TOR F U N CT I O N O N E ROT AT ION OF ROTOR

I• "I
l bfd
Single Phase Output Type
OUTPUT
Since this type uses only one charging coi l , the output voltag e
is a single-phase AC wave . T h e output frequency varies
depending on the n umber of magnets on the rotor , and the O N E CYCLE

"'ED
speed of the rotor .
C HARG ING COIL
· \�
The generator in the diagram on the right has two pairs of
magnets, and its output has two cycles for every rotation of
the rotor.

ALTERNATOR SYMBO L
The single phase output type has a low output, and its small
size is best suited for engines of small displacement and a
smal l electrical load.

Date of I ssue : M a rch , 1 99 5

© H O N DA M OTOR C O . , LT D . 22- 1 5
BATTERI ES/CH ARGING/LIGHTING SYSTEM

Triple Phase Output Type TRIPLE PHASE AC WAVE

This type consists of three coils connected to each other, pro­

d ucing three single phase a lternating currents. The output of
the alternator is three single phase AC wave forms where
each is 1 20° out of phase with the others.

The symbol for this alternator has only three coils as in the
diagram. The actual stator coil consists of several coils con­
nected in series.

The triple phase output type is used in engines of medium to

large displacement with large electrical loads. Depending on
how the coils are connected, ther.e are two symbols for this TRIPLE PHASE ALTERN A TOR
type. Servicing is the same for both types.

Some triple phase o utput types use a n electromagnetically

induced type alternator. The excited field coil type a lternator CHARGING COIL
feeds c u rrent to the field coil to mag netize the rotor which
then acts like a permanent magnet. The symbol for this type FIELD COIL
has a field coil along with the charging coi l .

SY MBOL

R EG U LA TOR/RECT I F I E R

T h e reg u l at o r/rect i f i e r u s e s s em i c o n d ucto r s s u c h a s

thyristors w h ich radiate h e at i n o p erati o n . F o r t h i s reason,
these com p o n e nts use p ri nted c i rc u it b o a rds w h i c h a re
resined o nto an a l u m i n u m case. The case h a s several fins for
better heat d i ss i patio n .

A s the engine revolutions increase, t h e output voltage of the

alternator also increases. The function of the regulator/rec­
tifier is to keep this AC output voltage within a certain range
and to convert the AC output voltage to DC voltage - for
powering various components and charging the battery.

Type of R egulator/ R e ctifiers

A regulator/rectifier may be classified as one of several types,
based on the method of regulation and rectification . The chart
below shows the d ifferent types of regulator/rectifiers.

Input AC wave form R e ctification method Voltage feedback method Regulation method

Single phase Half-wave rectification Internal voltage feedback

SCR shorted
Triple phase Full wave rectification Battery voltage feedback

Since the input wave form is the same as the output wave
form of the alternator, refer to the alternator section for the
types of input wave form.

Date of Issue : March, 1 995

22-1 6 © H O N DA M OT O R CO . , LTD .
 BATTERIES/CHARGING/LIGHTING SYSTEM

Single Phase, Half-Wave Rectifiers

DIODE
(Diode rectification method)
This m ethod uses only a diode to convert a lternating cu rrent -t+
to d irect current. The diode a l l ows current to flow in o n e
d i rection o n l y. W h e n a s i n g l e p ha se AC waveform flows
through the diode, the negative voltage of the waveform is
cut off a nd the positive voltage drops s l i g htly. As a result, the
o utput consi sts o f the p o s it i v e h a lf-cycl e s of the i n put
waveform. The s i g n a l is said to h ave been rectified because
o n l y h a l f cyc l e s a re u t i l i z e d . T h i s is c a l l ed h a lf-wa v e
e AC DC WAV E FO R M
rectification.

Single phase half wave rectification is used in models with

smal l electrical loads.

The single phase half wave rectifier utilizes two voltage feed­ LIGHTING/CHARGING
back methods. COIL

(Internal voltage regulation method)

The circuit illustrated at right is the most basic regu lator
circuit.
The signal from the charging coil is half-wave rectified through
diode D 1 , which is inside the regulator/rectifier circuit, and is
then fed to the battery .
Voltage is regulated by the voltage regulation circuit and the
SCR (thyristor) .

As the engine rpm ( revol utions per m i n ute) i ncreases, the

alternator output increases a nd is rectified by diode D2. This
signal then goes to the zener diode (ZD).
Current flows in the normal direction of the zener diode but
does nqt flow in the reverse d i rection u ntil a certai n a m o u nt
of voltage is a p p l ied i n the reverse d i rection. W h e n this VOLTAGE CUT OFF REG ULATED VOLTAGE
voltalge is reached, the zener diode abruptly conducts current in
the reverse direction. I n this way, current is fed to the gate of SCR
which then turns ON. \
\
\
When the S C R turns ON, the output from the alternator is \
shorted to ground through the SCR . This explains why the
battery becomes � if the ground wires of the
regulator/rectifier are broken or poorly connected .

F o r a lt e rnators with a co m bi ne d c h a rg i n g/ l i g ht i n g co i l
(cha rg i ng a n d l i g hting systems powerd b y the same coil), the
headli g ht l i g hting system aftects battery charg i n g . Since the
i nput of the l i g hting system is taken from the charg i n g coi l , if
the l i g hting coil load is unsuitable battery charging will b e
u nstable.To prevent t h i s from h a p p e n i n g ,when the headlight
i s off, the o utput from the c h a rg i n g coil is connected to a
resistor e q u iv al e nt to the i m pedance of the headlight.
Keep in m i n d that if the l i g hting o utput l ines a re broken o r
shorted, or it t h e switch has contact problems, the charg i n g
system i s a dversely affected.

22- 1 7
Date of Issue : Marc h , 1 99 5
© H O N DA M OTOR C O . , LTD .
BATTERIES/CHARG I N G/LIGHTING SYSTEM

(Battery)
This method is s i m i l a r to the m ethod explained previously
except that the voltage regu lati o n i s d o n e after the signal i s
REGULATO R/RECTIFIER ....
,
_____ ___ ,
converted to D C at the i nput of the battery. S i nce t h i s method
regu lates output voltage of a lternator after it is rectified, its

1U !
charging i s precisely contro l l ed .
I
_j j
VOLTAGE
__ __

LAT0

- -
I n order to regulate the current going t o t h e headlight, there i s
sometimes a resistor connected to the ground wire o f the
regulator/rectifier through a switc h . S i nce the charging coil
powers the headlight as well , the headlight flickers and dims
when the output of the charging coil is sho rted to ground
through the SCR . This happens because when the g round
wire of the regu lator/rectifier is connected to groun d , the
resistance A B becomes less than AC, so less current i s
d iverted t o t h e headlight. I n order t o keep current flowing to
the headl i g ht stea dily, a resistor, whose val u e is g reater than
resistance between AC, is placed between AD .

(SC R switching regulation/A C regulator built in type)

This regulation method is used for models with small
displacement engines . U nlike the type a bove, the SCR is used
for switching and the ZD (zener diode) is used for voltage
I

regulation .
!
I
I
I

! I
, __j I

I
_

__ j

DC VOLTAGE
REG U LATOR

The o utput o f the a lternator goes to the g ate of SCR 1 via the
DC voltage reg ulator. When the voltage at the cathode o f
SCR 1 is.less t h a n the voltag e a t t h e gate, t h e thyristor tu r n s
O N a nd co nd ucts c urrent t o t h e battery. W h e n A C o utput of
the a lternator changes from positive to n egative, the gate
voltage of SCR 1 becom e s zero, turning OFF the thyristor a n d
cutting off t h e negative s i g n a l t o t h e battery.

The output voltage is regulated by ZD 1 and ZD2 which t u rn

O N (and short to g round) when the output voltage of the BATTERY
charging coil increases beyond a specified valu e . When the
ZDs turn O N , the S C R 1 t u rn O F F by reducing the gate
voltage of thyristor and causes the output voltage regulated .

The regulator may overcharge the battery if the ground wire i s

broken or i f there are poor connections a t the terminals.

Date of Issue : M a rch , 1 99 5

22 - 1 8 © H O N DA M OTOR CO . , LTD .
 BATTERIES/CHARGI NG/LIGHTING SYSTEM

A C Regulator Function :
The AC regulator regu l ates the voltage to t h e headlight; no WAVEFORM OF @
resistor is requi red . When the negative output of the charging @ +Ac REGU LAT0
'10 WAVE FORM
coil reaches a certai n voltage, the AC regulator feeds c urrent
O F(!)
to the gate of S C R 2 and turns it O N . The SCR2 is shorted and
a negative c urrent to the coil regulates its output voltage.

Since the negative output voltage of the charging coil is not

used for charging the battery, the AC regulator has no effect
on charging the battery.

However, since when the negative output of the coil is cut off
the headlight voltage is also cut off, the AC regulator regulates HEADLIGHT POWER
the output voltage to the headlight.

Single Phase. Full-Wave Rectifiers

These a re used on medium engine displacement models .
Compared to the half-wave rectifier, the full-wave rectifier is
more efficient in using the alternator output for charging the
battery.
D1
In order to convert the AC output of the alternator to DC, the
diodes are arranged a s in the diagram at right, inside the :!; 'U' t
regulator/rectifier. When th e alternator i s positive, the c urrent
D2
flows through D 1 battery-• D2 (shown by the white
a rrows) and when the alternator i s negative the cu rrent flows
---> ALTERNATOR , ,,,
, ,
BATTERY
through D3-> battery --. D4 ( represented by the black �� �t
arrows) .

In this way, the AC output of the alternator is converted to a

DC waveform.

+ +

\ I \ I
\ I \ I
I 1 I
RECTIFI­
\
'-" ,_;

AC CATIO N DC WAVEFO R M

Similar to the single phase half-wave recitifier, the full-wave VOLTA G E

rectifier may be a battery voltage feedback type or an internal REGULATO R/RECTIFIER F E E DBACK LI N E
voltage feedback type . The circuit at right shows the battery
------,

voltage feedback rectification method .

Date of Issue : M a rch, 1 9 9 5

© H O N DA M OTO R CO . , LT D . 22 - 1 9
BATTERIES/CHARGING/LIGHTING SYSTEM

AC Regulator
Most medium engine displacement motorcycles have i ndepen­
dent lighting and charging coils. For these models, the l ightin g
c o i l h a s its own independent AC regulator. The regulator
1
r-
detects the AC voltage of the lighting coil i nside the
regulator/rectifier and shorts out all excessive output. l
I
I
There are regulators w hich regulate both positive and negative
outputs and ones which regulate negative output only.

Since these regulators have l ighting and charging coils that

� !
LIGHTING I
L_
operate independently, even if one of the coils does not work, COIL
the other is not affected.

Triple Phase Full-Wave Rectifier VOLTA G E

This type is mainly used i n medium and large engine displace­ F E E D BACK LIN E
ment models. The rectifier is connected d i rectly to the three
phase alternator. This circuit has no lighting coil but instead,
the battery feeds DC current to the lighting system.

ALTERN ATOR 1
I
L�----
I

REGULATOR/RECTIFIER

The rectified waveform of the triple phase AC output is more

stable than the single phase AC type.

q
RECTIFI-
TR IPLE PHA S E AC CA TIO N D C WAVEFO R M

Triple Phase Full-Wave Rectifiers With Field Coils

This type regulates the alternator output using the current
flowing through the field coi l . The regulator/rectifier has a
voltage regulator for the field coil . The voltage regulator
detects the voltage at the battery a nd feeds current to the
base of a transistor, turning it O N . When the transistor is O N ,
the battery feeds current through the i g n ition switch -> field
coil ---. transistor _,. grou n d . The fiel d . coil magnetizes the
rotor, and the alternator generates power.

When the alternator reaches a certain voltage, the voltage

regulator turns off the transistor and cuts off current to the
field coi l , hence the alternator stops generating power.

D ate o f Issue : M arch , 1 99 5

22 -20 H O N DA MOTOR C O. , LTD .
 BATTERIES/CHARGING/LIGHTING SYSTEM

The voltag e reg u l ation is performed by the h i g h frequency

O N/OFF cycle of the a lternator. When the DC volta g e of the
output wavefor m is m easu red, the rea d i n g w i l l a lways be Y T T Y T T Y T y Y"'y
less than the specified peak voltage.

A b roken w i re in the fie l d coi l in this type of system w i l l resu lt

i n i nsufficient a lternator chargi n g . If the ground wire of the
field coil i s shorted to ground {transistor shorted ), the battery
w i l l be overc h a rged.
� ON
..�
I
OFF I
., ..
ON J
..
OFF �
..
..
ON

CHARG I N G SYSTEM I NSPECTION

CHARG I N G VO LTAGE I N S P ECTION
After war m i ng u p t h e e n g i ne, connect a voltmeter between
the battery ter mi na ls. DIG ITAL M U LTITESTER

• Be careful not to short any wires.

• Always turn the i g n ition off when conducting the test.
Disconnecting the battery terminal(s)when current is
flowing may damage the tester or electrical component.

For models with no tachometer, connect an engine tachometer.

Turn the headlight ON ( H i beam ) and start the engine .
G radually increase the engine speed and measure the voltage
between the battery terminals.
I f the voltage reading increases to the control voltage from the
battery voltage when the engine speed reaches around the
rpm that the charging starts, the charging is normal . -
N O R MAL CHAR G I N G
NOTE -
V O LTAGE
CONTROL
•
The rpm which the charging starts vary depends on the VOLTAG E

t
battery condition and/or load of the electrical com­ -
---------- BATT E RY
ponent{s ) . �----�
VOLTAG E
I f the battery voltage d rops q uickly o r the battery eventually
dies out even if the charging is norm a l , it is l i kely the battery's '
effective life span has passed . I

-
: C H AR G I N G START
For the following conditions, the problem is m ost likely related 1 E N G I N E S PE E D
to the charging system . Conduct the following inspection . I

CD Standard control voltage is not reached when the engine

E N G I N E S P E E D ( rpm) ____,..
speed increases .
• Open or shorted circuit of the wire harness, poorly
con nected connector .
•
Open or shorted circuit of the AC generator. A B NORMAL CHAR G I N G
• Faulty regulator/rectifier. VOLTAGE
•
The battery used is bad.

t
® Control voltage greatly exceeds the standard val u e .
The battery used is bad o r incorrect (the capacity is
u nderrated) . w

�
• Faulty regulator/rectifier. (!)
•
The battery used is bad . ....1
0
® Standard control voltage is reached when the engine speed >
greatly exceeds the specified rpm .
•
Excessive electric load due to the use of light bulbs beyond
the specified rating .
•
The battery used is bad . E N G I N E S PE E D ( r p m ) ____,..

22-2 1
Date of Issue : Marc h , 1 99 5
© H O N DA MOTOR C O . , LTD .
BATTERIES/CHAR G ING/LIGHTING SYSTEM

LEAK TEST

Turn off the ignition switc h , a n d d isconnect the g round (-)

cable from the battery.

Connect an a mmeter between the negative (-) terminal a n d

g round cable.

With the ignition switch off, measure the c urrent leakage.

N OTE
• When measuring c urrent using a tester , set it to a high
range i n itially a n d then lower the range setting to a n
appropriate level. Current flow larger than t h e range
I
G R O U N D CABLE
selected may blow out the fuse i n the tester.
The ignition switch m u st be off d u ri n g the leakage
inspection . A sudden surge of current may blow out the
•

fuse in the tester .

I f c urrent leakage exceeds the standard value, there i s

probably a short circuit i n t h e system .

Locate the short by disconnecting connections one b y o n e

and measuring t h e c urrent.

REGULATOR/RECTI FIER I NSPECTION REGULATOR/RECTIFIER

Use the troubleshooting chart to make a preliminary diagnosis

of the service problem .
Since the regulator/rectifier is an electrical component which
uses semiconductors, can not be serviced . I nstea d , the u ni t
connectors a re checked .

Inspect the regulator/ rectifier at the terminals of each

connector .

R E G U LATOR/RECTIFIER CON NECTOR

(WIRE HARNESS SIDE)

REGULATOR/RECTIFIER CONNECTOR
!WIRE HARNESS SIDE)

R E GU LATOR/RECTIFIER

Date of Issue : M a rc h , 1 99 5
2 2- 2 2 © H O N DA M OT O R CO . , LTD .
 BATTERIES/CHARGING/LIGHTING SYSTEM

Items (wire colors) Inspection

Battery wire(red/white or red)
G round wire (green)
Voltage detection line (black)
(external voltage detection type)
Charging coil
(refer to Model Specific manual)
Charging/lighting coil
(refer to Model Specific manual)
Check that there is voltage between battery line (+) and ground line.
Check continuity between ground and frame.
Check that there is battery voltage between voltage detection line (+) and
ground wire when the ignition is O N .
Check that the resistance of the coil is within the specified range.
Check that the resistance of the coil is within the specified range. (Because
the lighting system effects the resistance value, follow the steps below. )

With integrated charging/lighting coils (charging and lighting CONNECTOR

shared by a single coil) , disconnect the coil output connector O H M M ETER
when measuring resistance . The headlight resistance will be
i ncluded i n the o h mmeter measurement if the connector is not
disconnected . (If the headlight con nector is connected , the
measured resistance will be smaller, because the headlight
resistor is connected in parallel . )

• For lighting systems whose headlight connector is

connected to a resistor when the headlight is turned O F F ,
either disconnect the handlebar switch connector o r the
lighting output line of the charging/lighting . ( Refer to the
d iagra m at rig ht . )
CHARG I N G/LIGHTING COIL

•
For lighting systems that have a headlight O N and O F F
switch , just turn off the headlight switch . ( Refer t o the
diagra m at right . )
H EADLIGHT
SWITCH (OFF)

f- ·
\,
I I

"'---t--{5

• Disconnect the startin g enrichment thermal valve

connector if applicable. (See to the d iagram at right . )

I f the readings taken based o n the chart a bove reveal that

there is an abnormality, check the following :
Battery wire -7 B roken wire h arness (repai r or replace)
G ro u n d wire
-7 B roken wire h arness ( repair o r replace)
Charging coil --. Check the charging coil of the alternator
Charging/lighting coil -7 Check the charging/lighting coil of
the alternator
If the resistance value of the alternator is normal ( i . e . , the
resistance value measured by the above method is d ifferent
from the alternator resistance) .
Check for a broken or shorted wire harness between the
regulator/rectifier and alternator, or for a poor connection STARTI N G E N R I C H M E NT VALVE
at the alternator connector.

Date of Issue : M arch , 1 99 5

H O N DA M OTOR C O . , LT D . 2 2-23
BATTERIES/CHARGI NG/LIGHTING SYSTEM

HEADLIGHT VOLTAGE I NSPECTION

Regulator/Rectifier With Built-in A C Regulator:
For a regulator/rectifier with a built-in AC regulator, measure
the headlight lighting voltage.

CAUTION
•
Failure to measure the headlight voltage may lead to
electrical damage of lighting components.

If the model is not equipped with a tachometer, connect an

engine tachometer.
HEADLIGHT

Remove the headlight and start the engine.

Turn the headlight o n Hi-beam.

With the headlight wires still connected, measure the

headlight lighting voltage between the terminals connected to
blue l+l and green (-) wires.

G ra d ually i ncrease the engine speed and read the voltage at

the rpm specified in the Model S pecific manual .

Refer to the M odel Specific manual for service data .

Select the AC range on you r mult i meter. {AC current flows to

the headlight) .
U se the specified multimeter. The measured headlight­
regulated voltage may vary depending on the multimeter used
because of the characteristics of the output waveform .

S P E C I F I C M U LT I M ET E R
KS-AH M - 3 2 - 003 (KOWA Digital type; USA only)
- 07308-0020001 ISANWA Analogue type)
- TH - 5H IKOWA Analogue type)

R esistor Inspection
For models with a headlight resistor or an starting enrichment
valve, measure the resistance of the resistor .

Date of Issue : M arch , 1 99 5

2 2- 24 © H O N DA M OTOR CO. , LTD .
 BATTERIES/CHARGING/LIGHTING SYSTEM

AC Regulator Type:
HEADLIGHT WIRES
NOTE
This section explains the inspection procedures for
models which have an independent lighting coil power­
ing the headlight system.
For models with combined lighting and charging coil,
refer to the regulator/rectifier i nspection section.
•

For models not equipped with tachometer, connect an

engine tachometer.

Remove the headlight as shown, and switch the headl i g ht to

Hi-beam .

With the headl i g ht wires connected , start the engine and

measure the headlig ht lighting voltage between the blue (+}
a n d g ree n (-) wire term i nals .

Increase the engine speed gradually and read the voltage at the
specified engine rpm. Refer to the Model Specific manual for
service data .

Select the AC ra nge on your m u ltimeter. (AC current flows

to the headlight} .
Use the specified m ultimeter. The measured headlig ht­
regu lated voltage may vary depending on the m u lti meter used
because of the characteristics of the o utput waveform .

SPECI FIC M U LT I M ET E R
- KS -AHM - 3 2 - 003 (KOWA Digital type; U S A only)
07308-0020001 (SANWA Analogue type)
- TH - 5H (KOWA Analogue type)

•
If the headlight lighting voltage is a bn o rmally h ig h , check
the alternator connector and the a lternator unit.
•
If there is no headlight lightin g voltag e , check:
•
For loose or poor contact at a connection in the l i ghting
circuit
•
For continu ity at the dimmer switch
The AC regulator
• The a lternator lighting coil

Date of Iss ue : March , 1 99 5

© H O N DA MOTOR CO . , LT D . 22-25
BATTERIES/CHARGI NG/LIGHTING SYSTEM

AC REGULATOR I N SPECTION
AC REGULATO R
After checking that a l l connections are correct a n d secure,
inspect the alternator u n it by measuring the resistance
between the terminals. ( Refer to the Model Specific manual
for service data . )

NOTE
The resistance readings will not b e accurate if the probes
touch you r fingers .
•
U se one of the following recommended m u ltimeters .
•
Other testers may not allow you to obtain the specified
values. This is d u e to the characteristic of semicon­
ductors, which have different resistance values depen­
ding on the a pplied voltage .

SPECI FIC M U LT I M ETERS

- KS -A H M - 32 - 003 ( KOWA Digital type; U SA
only)
- 07308 - 0020001 (SANWA Analogue type)
- TH - 5 H ( KOWA Analogue type)
•
Select the following range .
SANWA Tester: kO.
KOWA Tester : X 1 00 n
•
An old , weak multimeter battery could cause i naccurate
readings . Check the battery if the multimeter registers
incorrectly.
When using the Kowa m u ltimeter, remember that all
readings should be multiplied by 1 00
•

If the resistance between the terminals i s out of standard

value, replace the regulator with a new one.

Date of Issue : M arch , 1 9 9 5

2 2-26 © H O N DA M OTOR CO. , LT D .
 BATTER I ES/CHARGING/LIGHTING SYSTEM

(AI
ALTERNATOR (B)

CHARGI N G ( C HARG I N G/LI G H TI N G ) C O I L

I N SPECT I O N

NOTE
•
It is not necessary to remove the alternator from the
engine.
rn
Disconnect the alternator connector and check continuity be­ Q
tween the wires.

(A) For single phase coils whose end is g rounded, measure

the resistance between the output line and g round. ( If the
measured value is not correct, check for continuity
between the stator ground wire and g ro u n d , and between (C) (D)
the alternator cover g round wire and g round . )

( B ) For coils with two output lines, measure resistance

between the lines. Check that there is n o continuity
between engine g round a n d the output lines.

(C) For single phase, combined charging/lighting coils,

measure the resistance at the charging output line and at
lighting output line.

(DI For three phase coils, measure resistance between each

output line, and check that there is no continuity between
each output line and ground.

If the tested resistance, components show infinite (oo) replace

the stator .

If measurements a r e only slightly off t h e specified value, the

stator may not need to b e replace d . Check other areas a n d
decide i f replacement i s required .

STATOR R E M OVAL

Remove alternator cove r . ( O i l may spill out . )

Hold the flywheel rotor with a holder and remove rotor bolt.

UNIVERSAL HOLDER 07725- 0030000 or

ROTOR HOLDER 07725- 0040000
.

CAUTION
•
Choose the correct holder. Using the wrong tool may
damage components. Refer to the Model Specific
manual for the correct holder.

Date of Issue : Marc h , 1 99 5

© H O N DA M OTO R CO . , LTD . 22-27
BATTERI ES/CHARGING/LIGHTING SYSTEM

I nsert the flywheel p u l ler i nto the rotor and remove the rotor.

FLYWHEEL PULLER 07733 - 00 1 0000 or

ROTOR PULLER 07733- 0020001

To remove the rotor, screw in the pulle r attach ment, hold it

securely with a wrench , and then screw in the puller shaft.

CAUTI O N
•
Strong hammering on the puller shaft may damage
the rotor .
•
Always use a holder and a puller to remove the rotor .
Do not try to remove the rotor by hammering directly
on it . The crankshaft or other components could be
damaged .

Remove the woodruff key and put it where it won't be lost.

CRANKSHAFT

STATO R R EMOVAL STATOR BOLTS

Disconnect the alternator connector.

Remove the bolts (or screws) secu ring the alternator wire to
the cover or engine.

Remove the stator .

Stator bolts a re often secu red with a l ocki ng agent. Use a n

i m pact d river to remove the bolts.

STATOR

D ate of Issue : M a rch, 1 99 5

22-28 © H O N DA M OTOR C O . , LT D .
 BATTERIES/CHARGI NG/LIGHTING SYSTEM

STATO R I N STALLAT I O N

I n stall t h e stator i n t h e crankcase cover.

Apply a locking agent to the bolt (or screw) threads and
tighten them to the specified torq ue.

CAUTION
•
If the stator bolts/ screws work loose , they may coma
into contact with the rotor and cause damag e .

Route the stator wire correctly on the crankcase cover.

NOTE
•
Route the stator wire so that it will not come into contact
with t h e rotor .
•
If there is a wire clamp or clip, secure the wire with it.
•
Apply sealant to the grommet groove to prevent oil or
water leakage.

ROTOR I N STALLATI O N

Clean the tapered portion o f the crankshaft. WOODRUFF KEY

If the rotor is installed over dust or dirt on the taper, the taper
will not m a ke secure contact with the rotor and there will be
excessive force on the woodruff key. 1 6?
Insert the woodruff key into the key groove in the crankshaft.

CRANKSHAFT

Set the rotor groove over the woodruff key and install the HOLDER ( Use the same holder used
rotor on the crankshaft. to remove rotor bolt)

Tighten the rotor bolt (or nut) with your fingers.

CAUTION
•
Before installing the rotor, check that no nuts or bolts are
magnetically attached to the rotor. Installing the rotor
with anything attached to it could damage the stator
coil.

Hold the flywheel rotor with a holder and tighten the bolt (nut)
to the specified torque.

Date of Issue : M a rc h, 1 99 5
H O N DA MOTOR CO . , LT D . 22-29
BATTERIES/CHARGI NG/LIGHTING SYSTEM

Before bolting on the crankcase cover, check that the wires Wire should not be pinched
are not pinched.

Install the crankcase cover onto the engine.

CAUTION
•
Use the crankcase (white metallic) ground bolt to ensure
continuity between the engine and crankcase cover. (All
other crankcase bolts are black. I The white bolt must be
grounded properly to allow the electrical system to
operate normally.

NOTE WHITE M ETALLIC BOLT

•
For reassembly, install the white metallic bolt in the case
hole with the u n painted seating surface.

D ate of Issue : March , 1 99 5

2 2-30 © H O N D A M OTOR CO . , LTD.
 23. I G N ITION SYSTEM S
S E RV I C E I N FO R MATI O N 23-1 I G N IT I O N SYST E M I NS PE CTI O N
( P EA K VO LTA G E M EAS U R E M E NT
T R O U B LE S H O OT I N G 23- 1
M ET H O D } 23- 1 3
SYSTEM D E S C R I PT I O N S 23-4
I G N IT I O N C O I L 23- 1 7
S PA R K TEST 23- 1 1
S I D E STA N D I G N ITI O N C UT-O F F
I G N IT I O N T I M I N G 23- 1 2 SWITC H 23- 1 9

SERVICE I N FORMATION
G E N E RA L

• Follow the steps described i n the troubleshooting flow chart when servicing the ignition system .
• The C D I and transistorized ignition system use a n electrically controlled ignition timing sysytem .
N o adjustments can be made to the ignition timi ng .
• For m ulti-cylinder engines, a rou g h diagnosis can be made by identifying the cylinder whose spark timing is i ncorrect.
• The ignition control module may be damaged if d ropped . Also, if the connector is disconnected when current is flowin g ,
excessive voltage may damage the unit. Always t u r n o ff the ignition switch before servicing .
• A faulty ignition systm is often related to poorly connected connectors. Check those connections before proceedi n g .
• F o r models with a n electric starter, make sure t h e battery is adequately charged . U s i n g t h e starter motor with a week
battery results in a slower engine c ra n king speed as well as a weak spark at the spark plugs .
• Use spark plugs of the correct heat range . Using spark plugs with an i ncorrect heat range can damage the engine .
Refer to chapter 2 for servicing spark plugs .

TROUBLESHOOTI NG
• The explanations in t h e following troubleshooting charts are based o n a general-type CDI a n d transistorized ignition
system . I n case of special-type devices, the inspection sequences and procedures may be different. Refer to the Model
Specific manual for detail i nformation.
• Before troubleshooting, check that no spark jumps at the spark plug using a known good spark plug (to ensure that the
plug does not cause the problem ) .
Moreover, check for proper spark plug gap a n d loose spark plug wire a s well a s for leakage of the ignition coil secondary
current caused by moisture.
• If no spark jumps at one cylinder or one part of the ignition system on multi-cylinder engines, exchange the ignition coil
with the other good one and perform the spark test. If good sparks jump, the exchanged ignition coil is faulty.
• As for peak voltage inspection, first measure the primary coil voltage of the ignition coi l . If the voltage is abnormal, check
each item in numerical order in the "Probable Cause" column described on the Troubleshooting chart.

23- 1
Date of I ss u e : M a rc h , 1 99 5
© H O N DA M OTOR C O . , LT D .
IGN ITION SYSTEMS

No spark at plugs (CO l , D C-COI)

U nusual Condition Probable Cause (Check in numerical order)

Ignition coil Low peak voltage . Q) Incorrect peak voltage adaptor connections . (system is normal i f
primary measured voltage i s over t h e specifications with reverse connections. )
voltage (f) The m u lti meter i mpedance i s too low.
@ Cranking speed is too slow .
Battery is u ndercharged (or operating force of the kickstarter is
wea k ) .
•

@ The sample timing of the tester a n d measured p u lse were not

N o peak voltage .
Peak voltage is normal, but
no spark jumps at plug .
Exciter coil Low peak voltage .
synchronized . (System is normal if measured voltage is over the
standard voltage at least once . )
@ Poorly connected connectors o r a n open c i rc u it i n ignition system .
® Faulty ignition system control circuit such as side a s stand switch
or reverse switch circuit (for a ppropriate models only) .
(]) Faulty exciter coi l . ( M easure the peak voltage . )
® Faulty ignition coi l .
® Faulty ignition control module ( i n case when above N o . CD-® are
normal)
Q) Incorrect peak voltage adaptor connections. (system is normal if
measured voltage i s over the specifications with reverse connections. )
® Battery i s u ndercharged . (Voltage d rops largely when the engine is
started-only for DC- C O I )
@ Short circuit i n engine stop switch wire (except DC-CD I ) .
@ Faulty ignition switch o r engine stop switc h .
@ Loose o r poorly connected ignition control module connector(s) .
® No voltage at the power source wire of the ignition control module
(only for D C-CD I ) .
Open circuit or poor connection i n g round cord of the ignition control
m od u l e .
® Faulty i gnition system control circuit s u c h a s side sta nd switch o r
reverse switch circuit (for appropriate models only) .
® Faulty peak voltage adaptor. (See page 2 3- 1 7 for inspection . )
@ Fa u lty exciter coi l . ( M easure peak voltage . )
([D Faulty ignition p ulse generator. ( M easure peak voltage)
Faulty ignition control module ( i n case when above N o . a re
norma l) .
Faulty spark plug or leaking ignition coil secondary current a m pere.
Faulty ignition coi l .
Q) The m u lti meter i mpedance i s too low.
(f) Cranking speed is too slow .
Battery is u nd e rcharged (or operating force of the kickstarter is
weak) .
•

The sam ple timing of the tester a n d measured pulse were not
synchronized . (System is normal if measured voltage is over the
specifications at least once . )
@ Fa u lty exciter coil (in case when a bove N o . CD-@ are normal ) .
No pea k voltage. CD Faulty peak voltage adaptor. (See page 2 3- 1 7 for inspection . )
(f) Faulty exciter coi l .
Ignition p u lse Low peak volta g e . cpThe m ulti meter i mpedance is too low.
generator Cranking speed i s too slow .
Battery is u ndercharged (or operating force of the kickstarter is
week) .
•

No peak voltage.
@ The sam ple timing of the tester a nd measured pulse were not
synchronized . (System is normal if measured voltage is over the
specifications at least once . )
@ Faulty ignition pulse generator ( i n case when above No. a re
normal ) .
Q) Faulty peak voltage adaptor . (See page 23- 1 7 for i nspectio n . )
(l:; Faulty ignition p ulse genera tor. I

D ate of Issu e : March , 1 99 5

23 - 2 © H O N DA M OTO R CO . , LT D .

No spark at plugs (Transistorized ignition system}
•
" I n itial voltage" of the ignition primary coil is the voltage measured with the i g n ition switch ON a n d engine stop switch at
R U N (when the engine is not cranking with the starter motor) .
U nusual condition
Ignition coil No i nitia i voltag e with the
primary ignition switch ON and
voltage engine stop switch at
R U N . (Other electrical
components are normal . )
I nitial voltage is normal ,
b u t it d rops b y 2 - 4 volts
while cranking the
engine .
Date of Issue : M a rc h , 1 99 5
© H O N DA M OTOR C O . , LT D .
IGN ITION SYSTEMS
Probables cause (Check i n numerical order) I
Faulty engine stop switc h .
® Open circuit between t h e e n g i n e stop switch and i g n ition coi l .
@ Loose or poor connection of the ignition coil primary wire termin a l , or
o pen c i rc u it in p r i m a ry coi l . (Check at the i g n ition control m o d u l e
connector.)
@ Fau lty i g n ition contro l m o d u l e, in case when the i n itial voltage is n o r­
m a l with the i g n ition control m o d u l e connecto r(s) d isco n n ected.
CD Incorrect peak voltage adaptor connections.
® Battery is u n dercharged . (Voltage d rops largely when the engine is
started . )
@ N o volta g e at the pow e r source wire of the i g n ition control m o d ule, or
loose or poorly connected i g n ition contro l module connector(s).
@ Poor con nection or open c i rcuit i n g ro u n d wire of the i g n ition control
m o d u le.
@ Loose o r poor connections, o r open c i rcuit between the ig nition coi l
a n d i g n ition control m o d u l e .
@ Short c i rcuit i n ignition primary coil {except in case the coils a re 1
exchanged and checked on multi-cyl i nder engine) .
Faulty ignition system control c i rcuit such es side stan d switch or
reverse switch circuit (for a ppropriate models o nly) .
Faulty ignition p ulse generator. ( M easure peak voltage . )
Faulty i g n ition control m o d u l e ( i n case when a bove N o . - a re
normal).
Incorrect peak voltage adaptor connections.
Faulty peak voltage adaptor . (See page 23- 1 7 for i nspection . )
Fau lty i g n ition contro l m o d u l e ( i n case when a bove No. a nd (iJ are
normal ) .
The m ultimeter i m pedance i s too low.
Cranking speed i s too slow .
B attery is undercharged (or operating force of the kickstarter is
weak).
•
The s a m p l e t i m i n g of the tester a nd m e a s u r e d p u lse were not
synch ronized. ( System i s n o r m a i if measu red voltage is over the
specifications at least once . )
Faulty ignition coil ( except i n case the coils are exchanged and checked
on m u lti-cylinder engine) .
Fau lty i g n ition control m o d u l e ( i n case when a bove N o . CD - ® a re
normal, but no spa rk j u m ps at p l u g ) .
F a u lty spark p l u g or leaking ignition coil secondary current a m pere .
Faulty ignition coil(s) .
The m u ltimeter i m pedance is too low.
Cranking speed is too slow.
•
Battery is u n dercharged (or operating force of the kickstarter is I
wea k ) .
T h e s a m p l e ti m i n g of t h e tester a n d m e a s u red p u l s e w e r e not
sync h ron ized. ( Sy stem is n o r m a l i f m e a s u r e d voltage i s over the
specifications at least once . )
Fau lty i g n ition p u lse g enerator ( i n case when a bove N o . CD - ® are
n o rm a l )
23 -3
IGNITION SYSTEMS

SYSTEM DESCR I PTIONS

Most motorcycles use electrically controlled ign ition systems. These ignition systems can b e divided into C O l o r transister­
ized types, depending on how they operate. Although their function is the same, the way they operate is different. In order
to service these systems, one needs to u n derstand their basic operation. Since both control their ig nition-system compo­
nents electrically, there is no mechanical wear, and periodic maintenance and adjustment are unnecessary .
CDI
The term C O l i s on abbreviation for "Capacitive Discharge Ignition . " The C O l produces q u i c k and stable secondary voltage
and is resistant to spark plug fouling . It is also designed to increase its secondary voltage as rpm increases.

Operating Principles
As the a lternator rotor tu rns, current is i n duced in the a lter­
nator ( exciter coi l ) T h i s current (AC) is fed to the i g n ition
control m o d u l e with a voltage of 1 00-400 v olts. T h i s AC
cu rrent i s half-wave rectified bv a diode a nd i s stored i n the r;!----+..;;;J...._�_,...-t F-+---,
capacitor i nside the i g n ition control m o d u le.

When the engine is turned off, the c u rrent induced by the ex­
citer coil is shorted to g round , thus cutting off current to the
capacitor a nd turning off the spark.

l
EXCITER
COIL

The capacitor cannot discharge u ntil the SCR is turned O N . CAPACITOR ( Discharge)
The SCR i s turned O N a s the i g n ition p ulse generator sends
pulses to the trigger circuit which, in turn , feeds c urrent to the
gate of S C R .

I G N ITION P U LS E I G N ITION
G E N ELATOR COIL

When the SCR is turned O N , the capacitor discharges current SPARK PLUG WIRE
to the i g n ition prim a ry coi l A h i g h voltag e s u rg e i n d uced i n
secondary coil jumps the spark plug gap.
N OTE
This circuitry is also controlled by one additional circuit
on models equ ipped with a side stand ignition cut-off
system .

SPARK PLUG

D ate of Issue : M arch , 1 99 5

23 - 4 H O N DA M OTO R CO . , LT D .
 I G N ITION SYSTEMS

Principle of Ignition Timing Advance

Another function of the electrically controlled ignition system is that the ignition timing advance (or retard) is controlled elec­
trically. This system requ i res no mechanical advance and has no mechanical wear. The overal l design eliminates periodic ad­
justments and maintenance .

This section explains the operating principles of t h e i g n ition timing advance. The ignition timing retard system operates under
the same principles.

The trigger c i rc u it consists of a wave A and wave B generating c i rc u it which converts the output from the ignition pulse
generator to wave forms A and B , and an i gnition timing selector circuit.

I G N ITION CONTROL M O D U LE
DIODE CAPACITOR

I G N ITION
PULSE IG N ITION TIMING
1
-

GEN ERATOR DETERMI NATION ':'

GATE C I RCUIT C IRCU IT

The ig nition p ulse generator produ ces positive and negative

voltage pulses when the rotor relu ctor c rosses the generator.

ROTOR I G N ITIO N P U LS E G E N ERATO R

t-)

O UTPUT P U LS E O F I G N ITION P U LS E G E N E RATOR

Date of Issue : M arch , 1 99 5

© H O N DA M OTOR CO. , LT D . 23- 5
IGNITION SYSTEMS

The output from the i g n ition pu lse generator is converted i nto PULSE G E NERATOR OUTPUT
basic waves A and 8 .

Basic wave A is unaffected by engine speed and remains (+)

constant.

Basic wave 8 changes its gradient as the engine speed in-

creases as shown in the graph at right. (-)

The i g n ition t i m i n g dete r m i n ation circuit sends c u r rent to the

gate of the SCR w h e n a negative voltage p u l se from the
i g n ition pulse g e n e rator is i n put to the d ete r m i n ation ci rcuit,
or when wave A becom es g reater than wave 8.The cu rrent to
the gate of the SCR turns it on a nd i g n ites the spa rk.
IGNITION TIMING
Since wave A remains constant and wave B changes its DETERMINATION

waveform as the engine rotation increases, wave 8 becomes

CIRCUIT OUTPUT

L�
smaller than wave A. As the engine speed increases, the tim­
ing at which wave A becomes greater than wave B advances.
When the eng i ne speed increases above N4, ignition timing no
longer advances because basic wave A is not inclined .

At N 1 , wave B is l a rg e r than wave A a n d so i g n ition ti m i ng i s

dete r m i ned b y the negative voltag e p u lse from the i g n ition
pulse generator.
CRAN KSHAFT
ANGLE
T1
l
--�
·�· ����:�----r-----�
35° 1 0°
(BTDC) (BTDC)

Date of Issue : March , 1 99 5

23 - 6 © H O N DA MOTO R CO . , LTD .
 IGNITION SYSTEMS

DC-CD I

The DC-CDI i g n ition system i s basical ly a CDI system except that t h e battery is used for the sou rce. The DC-CDI i g n ition
control modu le includes a DC-DC converter w h ich a m pl ifies the battery voltage to a bout 220V, wh ich i s then stored i n the
capacitor . E xcept for the DC-DC converter, the DC-CDI i g n ition control module i s i d e ntical to the CDI u n it. Compared to
conventio n a l exciter coil-powered CDI, the DC-CDI prov i d es g reater spark e n e rg y at low rpm s i nce the power sou rce i s
stable battery e n e rgy.

IG N I T I O N CONTROL M O D U LE I G N ITION COIL

-
r---------- - -
.------+....-1 DC-DC
-
CA PA CITO J
CO NVERTER
I
I SPARK
THYRISTOR PLUG
I
- BATTERY
TRIGGER I
I I
I I
L I

I
_ _ _ _ _ _ _ ___ _

I G N ITI O N
P U LS E
G E N E RATOR

TRAN S I STORIZED I G N IT I O N SYSTEM I G N ITION ENGINE STOP

COIL SWITCH
The tra nsistorized i g n ition system a lso utilizes the battery,
but its i g n ition o pe ration works d i fferently.
S i nce the d u ratio n of time the spark p l u g fi res is longer than
that of a C D I system , the transisterized i g n ition system i s
well su ited for l a rge displacement engi nes.
!1
rf-'\--h IGNITION
SWITCH

I Lf-----1-' BATTERY --=-

I
I

Operating Principles
�
I G N foN -�-­
CONTROL TRAN SISTOR
M O D U LE
I
The battery feeds current to the ignition primary coil via the
ignition switch and the engine stop switch when the transistor PRIMARY COIL
inside the iginition control module is turned O N . This current C U RRENT
i s turned off when the transistor is O F F .

When the engine is tu rned o n , t h e pu lse signal from the

ignition pulse generator is fed to the ignition timing control
circuit. The ignition timing control circuit determines the igni­
tion timing based on the p ulse signal, and sends cu rrent to the
base of the transistor.

After c urrent pulse flows through the primary coil, the transis­
tor is tu rned O F F and cu rrent to the coil is cut off. At that
moment, an induced voltage on the secondary coil ignites the
PULSE
SIGNAL
1 1 I
spark plugs.

Date of Issue : M a rch , 1 995

© H O N DA M OTOR C O . , LTD . 2 3 -7
IGNITION SYSTEMS

As the e n g i n e speed i ncreases, the d u r at i o n of c u r r e nt

flow i n g th r o ug h t h e p r i m a ry co i l beco m e s s h o rter a n d BASE CURRENT TO ___Ji I ______
f-
eventually t h e seco n d a ry coi l voltage i s not h i g h enough. TRAN SISTOR
_
_

I
_

The i gn ition t i m i n g control ci rcu it a lso controls the d u ration DU RATION !

of current flow th rou g h the ig nition p r i m a ry coi l to ensu re IGNITION P R I MARY 141 ,
the correct p l u g-fir i n g voltage to the seco n d a ry coi l . COIL VOLTAGE ---;1 �

ril
I G N ITION SECON DARY___ .
__
COIL VOLTAGE

SPARK

D I GITALLY CONTROLLED TRAN S I ST O R I Z E D I G NITION SYSTEM

This system digitally controls the i gnition timing using a microcomputer inside the i g n ition control modu le which
calcuiates the ideal i g n iton t i m i n g at all e n g i n e speeds. The m i croco m p uter a lso hasa fai l-safe mech a n is m w h ic h cuts off
power to the i gn ition coi l ( s ) i n case the ig nition ti m i ng beco mes abnormal.

The system consists of a n ignition pulse generator rotor, one o r two ignition pulse generators, the ignition control
module, i g n ition coil(s) , a nd spark plug (s) .

1 ) The i gn ition p u lse g en e rator rotor has p rojectio n s called reluctors that rotate past the i g n ition p u lse generator(s),
producing electronic pulses which are sent to the ignition control module The engine rpm and crankshaft position of each cylinder
are detected by the relative positions of the projections of the ignition pulse generator rotor(s) .

2) The i g n ition control m o d u l e is non-serviceable a n d consists of a power d i stri butor, a signal receiver, a mic roc o m p uter
a n d a d istributor.

• The power d i stributo r d i stributes batte ry voltage to the i g n ition control m o d u l e when the key is tu rned o n .
• T h e s i g n a l r eceiver receives the el ectro nic pulse from t h e i g n ition pu lse generator(s) a n d then converts the pu lse
signals to a d i g ital signal. The d i g ital s i g n a l is sent to the microco m p uter wh ich has a m e mo ry a nd an a r ithmetic u nit.
• The m icroco m p uter m e m o ry stores the desired cha racteristics of the t i m i n g for each rpm and crankshaft positi on . The
a rithm etic u n it relays the rpm a n d cranks haft position to m i croco m p uter m e m o ry .
T h e memory then determ i nes w h e n t o t u r n the transistor on a nd off t o ach ieve the correct s p e a k p l u g fi ring time.
• When the transistor is t urned on the p r i m a ry coils of the i g n ition coils a re saturated. M e m o ry then turns the transistor
off when it i s t i m e to fire the spark p l u g .

The system illustration below features a simplified single ignition pulse generator rotor system. This type i s used o n many
models produced from e a rly 1989 o nward. Dual i g n ition p u lse generator syste ms a re very s i m i l a r in desig n a nd are foun d
on most e n g i nes p rod uced before th i s t i m e.

I G N ITIO N ENGINE

.---+--., �1
P U LS E G E N E RATO R S T O P SWITCH I G N I T I O N SWITCH
ROTOR

0� IGNITION
BATTERY

1
1
COIL
I G N ITIO N
SPARK PLUG
P U LS E
G E N ERATO R

D ate of Issue : M arch, 1 99 5

2 3- 8 © H O N DA M OTOR C O . , LTD .
 IGNITION SYSTEMS

SPARK P L U G

Due t o the high voltage generated a t the ignition coil, sparks

jump across the center electrode and side electrode of the
spark plug and ignite the fuel m ixture in the combustion
chamber.

Use spark plugs of the proper size and heat range appropriate
for the engine, or the engine will not perform to its full poten­
tial and damage to the engine m ay occur.

Heat dissipation.

Spark plug h eat range

As the s p a r k p l u g is c o n st a ntly exposed to the e n g i n e
combustion, heat m u st b e d issi pated i n order to kee p the
spark p l u g at a certai n temp e ratu re at w h ich carbon d eposits
a r e b u r n e d off.
The capacity to d issipate heat is called "heating value" or
heat range .
It i s i mportant to i nstal l spark p lugs of the proper heatin g
v a l u e because the combu stion temperature varies a ccor d i ng
to the e n g i n e type a n d d r i v i n g con d itions.
• Hot type....... Heat i s d issipated s l ow ly.
• Cold type ..... Heat i s d issi pated q uickly.
· The heating v a l u e i n dicated by a n u m ber:
HOT TYPE ...------ COLD TYPE
S m a l l e r n u mber ...... Hotter type
Larger n umber. . . . . . . . Colder type

If a n i m p roper cold type spark p l u g is i n stal l ed , the s p a rk Heat range of hot type and cold type
d o e s n ot j u m p a c ross t h e e l ect r o d e s as e a s i l y a n d t h e t
G
e lectrodes may become contam i n ated with o i l/gasol i n e . If a n
i m p ro p e r h ot type i s i nsta l le d , it c a uses overheati n g o r 0 ,...
-850

:;
p re i g n ition, a n d m a y resu lt i n m e lted e lectrodes a n d/or a (],)

h o l e i n the p i ston. <-"

Q)
C(l

O pti o n a l spark p l ugs a re often l i sted for Honda motor-cycles. Q.

E
Replace the stan d a rd p l u g with a n o ptional o n e w hen-ever (],)
.... ""
"�400
the heating value of the original p l u g does not comply with Cl
:I
the d ri v i n g co n d itions. i5.
.,:,t.
....
There are several types of spark plugs, grouped according to co
Q.
the heating value, thread diameter and construction, as shown (/) Driving speed (km/h) -
below.

NGK plug N IPPON DE N S O p l u g

D p 8 E
I A-9 X 24 E p
I u -9

Thread dia. Remark Heating value Remark Thread dia. Heating value Thread length Remark Remark

n·�,
A; 18 mm P: Porcelain projected E: 1 9 mm A, Z: Special type M: 1 8 mm 1 4 (Hot type) E: 1 9 mm P: Porcelain projected "9" indicates

t
B: 14 mm type H: 1 2 . 7 m m S: With copper W: 1 4 mm 16 F: 1 2 .7 mm type that the plug gap
C : 1 0 mm A : Resistor spark plug wick X: 1 2 mm 20 L: Special plug is 0.9 mm. If no
D : 1 2 mm V: Narrow center U : 1 0 mm 22 R: Resistor spark plug number is listed,
electrode 24 S: Porcelain not it usually in-

I
9 (Cold type) K: Side electrode 27 (Cold type) projected type dicates that the
Number indicates U: With "U" groove in gap is 0 . 7 mm.
the plug gap. the side electrode
"9": 0.9 mm

23- 9
Date of Issue : Marc h , 1 99 5
© H O N DA M OTOR C O . , LT D .
IGN ITION SYSTEMS

DESC R I PT I O N OF PEAK VOLTAG E ADAPTOR

The i nput o r output voltage of the ignition system i s a pulse

w r- -- - - - - - - - f ---- -

voltage that i ncreases a nd decreases within short periods of

time . If an ordinary voltmeter was used to measure these k i nd
of signals, it would read a n incorrectly low voltage value. For
�1 (£�PEAK VOLTAGE

l
>
example, the primary side pulse of the i g n ition coil reaches the
range of some hundred volts for a moment whereas a n or­ 8PEAK VO LTAGE
d inary voltmeter would read only m i llivolt values.
- _ _ _ _ _ _ __ !. _ _ _ _ _ _

Rather than using an expensive oscilloscope which i s suitable

TIME
to measure such short-length pulses a much cheaper device is
a vai l a b l e to accurately measure peak voltages. This device i s
cal l ed a Peak Voltage Ada ptor. I n the U . S .A. the egu ival e nt
device is an I m rie 625 I g n ition Analyzer.

Construction a n d Usage
The adaptor is an electrical circuit contammg a diode, a DIG ITAL
capacitor, and a resistor. Pulse input signals su pplied from test M U LTIMETER
TESTER PROBES
probes are rectified by the diode and used to charge the
capacitor. In case of short intermittent pulse signals the
voltage applied to the capacitor electrodes is almost similar to e
i(�J.
lil:jjJ
the peak voltage value. On the other hand, in case of long
1\ 0):
-- - - - - - - - - ---1

'

signal periods the capacitor voltage is slightly lower than the �.

peak voltage.
��4
The d i g ital m u lti meter set to the DC r a n g e is able to m ea s u re
this capacitor voltage.
I n addition , by interchanging the positive and negative probes,
the positive and negative peak voltage can be measured .
J s �L l PEAK VOLTAGE ADAPTOR
,r , �===:::'!J

Operating Precautions

CAUTION
•
Do not use the peak voltage adaptor to determine the ig­
nition coil secondary voltage.
The adaptor is designed only to measure voltages within
the range of 0 to 630 V.

•
As the capacitor gradually discharges via the resistor, the
tester reading value will decrease accordingly. Therefore,
only the highest va lue measured represents the true peak �1 [
Cl
LONG PULSE PERIOD �
U L E SIGNAL

•
voltage.
If a m u ltimeter with a l o w i n p ut i m pedance is used, the
d i scharge of the capacitor may be too fast for the peak
voltage to be measured correctly.
z
Y CAPACITOR

Be s u re to use this a d a ptor togethar with c o m m e rcially

�I '
-
._/ V O LTAGE
� t: lI
a va i la b l e d i g it a l m u lt i m et e r ( i m pe d a nc e 1 0 M Q/DCV ---__j
�

minimum).
When cranking the engine with k i c k starter, the cranking ....J l ncrea e of gradient i n case of low input impedance
testers SAM PLIN G
•

speed must be fast enough to produce a sufficient peak

voltage. Whe n using the starter m oto r, check with a fu l l y (i)-� 1>.
• TIMING A
SAMPLING
�-

cha rged battery. ® ® ®

TIMING B
•
For models with a s i n g l e cyl i nd e r a n d l a rg e d i s placement,
tha cran k i n g speed is slow a n d , especially on the i g n ition
p u ls e g enerator, the i n p ut p ulses appear at long i ntervals.
These i n p ut cha racteristics al low the capacitor voltag e to
d ro p causing the m u lti m eter to m easure voltage l ower
than a ct u a l peak voltage.

Date of Issue : M a rc h , 1 99 5
23- 1 0 H O N DA M OTO R CO . , LTD .
 IGN ITION SYSTEMS

The s a m p l i n g t i m e of the m u lt i m eter ( d isplay switch-over

time) i s a pp roxi mately 0.4 s econd. This a m o u nt of time may
be a l m ost s i m i l a r to period of t h e p u lses when cranking with
a kickst a rter.
U nder this con d ition, becau se of the m u ltimeter s a m p l i n g
t i m e and t h e capacitor d ischa r g e ti m i ng, t h e peak voltage
rea d i n g of the m u lti meter may be to low.
In case of t h e s a m p l i n g t i m e (A) s h o w n in the f i g u re ,
m u lti meter i n dicates a h i g h peak voltage, a nd i n case of ( B) , i t
i nd i cates a l o w o n e . F o r t h i s reason, m ea s u re t h e peak
v o lta g e sever a l times i n o r d e r to e n s u re a co rrect peak
voltage rea d i n g .

SPARK TEST
Remove the spark plugs from the cylinder head a n d reconnect
them to the plug caps.

G ro u n d the spark p l u g to t h e cyl i n d e r head a n d tu rn the

i g n it i o n O N . Avoi d h o l d i n g the s p a r k p l u g to p revent
electrical shock. Check if a good spark occurs w h i l e cranking
the engine with the starte r.

A high voltage spark will appear at the spark plug g a p .

For m u lti-cy l i n d e r e n g i nes, remove t h e s p a rk p l ug from each

cyl i nder. SPARK PLUG
For some models with the COl system, there is a c i rcuitwithin
the i g n ition control m o d u le designed to tu rn off the spark at
low cra nking speeds ( below 200 - 500 r p m ) . I n t h i s case,
leave the spark p l u g in the cyl i n d e r head and try the spark
test with a known good spark plug.

Some i gnition control module are designed to turn off the

spark when the transmission i s in gear or reverse position .

I f the plug fires, the spark plug is good .

Note that sp.a rk plugs are more difficult to fire in dense a i r than
u nder normal atmospheric conditions . Thus, even though a
spar k occurs u nder normal conditions, it may not occur in the
compressed cylinder environment.

For this reaso n , you should check that the secondary coil has
sufficient voltage by following the procadure that follows:

Attach a spark plug adaptor . G round the black w i re to the

engine and conduct the spark plug test.
If there ia a spar k across the gap in the adaptor, the i g n ition
coil is good .

TOOL:
SPARK ADAPTOR 07GG K - 00 1 0 1 00
(Except USA)

I f a spark occ u rs across the spark plug gap , b ut no spark

occ u rs with the adaptor on, the secondary coil voltage is
i nsufficient.

Date of I s s ue : M arch , 1 99 5
© H O N DA M OTO R CO . , LTD . 23 - 1 1
 I G N ITION SYSTEMS

IGN ITION TI M I NG
Warm u p the engine .

For models with m u ltiple cylinders, connect a timing light t o

t h e N o . 1 spark p l u g wire .

For models with no tachometer, connect an engine tachome­

ter.

N OTE

Read the man ufacture's instructions for the timing light TIMING LIGHT
and engine tachometer before operatin g .

Remove the timing hole c a p from the engine (refer to the

M odel Specific manual for the location of cap) . I NDEX MARK F MARK ADVANCE MARKS

Start the engine and check for the following results :

•
If the F m a rk on the rotor is a l i g ned with the i n d ex m a rk o n
\
the case a t t h e correct i d l i n g speed, t h e n the t i m i ng i s
correct.
Increase engine speed by rotati n g the stop screw. on the
F MARK
carbureters.
Check if the F m a rk begi ns to move when the e n g i n e
speed reaches t h e a dvance ( o r retard) start r p m . (This IDLE SPEED ADVANCE FULL ADVANCE
i nspection ca n n ot be done on models with a large i g n ition ( RETARD) (FULL RETARD)
t i mi n g variatio n . )
At full adva nce/retard r p m , t h e ignition timing i s correct if
the index mark is between the two adva nce/retard marks .

N OTE

.
II
Because models with large ignition timing variations + +
cannot be checked this way, there are n o advance/
retard marks on the rotor for these models . I n that case,
check only the F mark position .
.

Depending on the kind of timing light used when checking the

ignition timing, you could detect abnormal advance timing . POSITIVE
--\--
TIMING LIGHT
WAVE FORM FLASH PO I NT
This is because the spark plug wire being measured is not
N EGATIVE
receiving a negative p u lse. ( Most timing l ights are designed to WAVE FORM
receive negative pulses . )

I f the spark plug wire being measured is receiving positive

pulses, the i n put of the timing light will be receiving the
alternated portion of the weveform and the timing light will
flicker .

Reverse the i n ductive pick-up lead of the timing light, or,

since the polarity of the waveform has n o effect on the spark
plug, connect the ignition primary coil w i res to the opposite
terminals. For double i gnition coil types (a single coil firing two
spark plugs) , connect the timing light to the opposite wire of Connect the
the same coil . The correct timing should then be observed . primary coil
wires to

1 11
the opposite
Reconnect
terminals
the timing light

Date of Issue : March, 1 99 5

23 - 1 2 © H O N DA M OTOR CO . , LT D .
 IGN ITION SYSTEMS

I G N ITION SYSTEM I N SPECTION (PEAK

VOLTAGE M EASU REM ENT M ETHOD)
NOTE
• If no spark j u m ps at the p l ug (s), check a l l con n ections for
l oo s e o r p o o r co ntact b efo re m e a s u r i n g each p e a k
voltage.
• Use a commercia l ly ava i l bl e d i g ita l m u lti meter ( i m pedan­
ce 1 0MQ/DCV m i n i m u m)
• The display v a l u e d i ffers depend i n g u po n the i nternal
i m pe ndance of the m u lti m eter.
• If the I m ri e diag nostic tester ( M odel 625) is used, fol low
the m a n ufacture's i nstructions.

Connect the peak voltage adaptor to the digital multimeter.

TOOL :
PEAK VOLTAGE ADAPTOR 07HGJ-0020 1 00 with
commercially available digital multimeter or IMRIE DIAG­
NOSTIC TESTER (Model 625) in Australia.

I G N ITION C O I L PRI MARY V O LTAG E I N SPECT I O N

NOTE PRI MARY WIRE TERMINAL

Check all system connections before this inspection.

Poor connected connectors can cause incorrect
readings.
•
Make sure that the cylinder compression is normal and
check with the spark plug and plug cap installed correct­
ly. On the models with the transistorized ignition
system, readings measured with the plug cap discon­
nected result in abnormally high peak voltage values.
8
In case of a multi-cylinder engine, the ignition caused by nor­
l s �Ll PEAK VOLTAGE ADAPTOR
mal cylinder spark will result i n an unstable cranking speed . In
BODY GROUND
the same way as ordinary spark test, leave the spark plug in­
stalled in the cylinder head, install a known good spark plug in­
to the plug cap and ground it to the engine.
When no spark jumps at plug and the engine does not start,
however, the system can be checked with the spark plug and
cap installed normally.
Connect the peak voltage adaptor between the i g n ition coi l
primary term i na l that goes t o the i g n ition control module
( I C M ) and a body g ro u nd with the con nectors con nected.
Refer to the M odel S pecific m a n u a l for the con nection of the
adaptor (polarity).

N OTE
• If the peak voltage is lower than specifications, recheck
peak voltage with reverse connection. The ignition system
is normal if mesured voltage is over the specifications
with reverse connection .

23- 1 3
Date of Issue : M a rch, 1 99 5
© H O N DA M OTOR CO . , LT D .
IGNITION SYSTEMS

Turn the ignition switch O N . If equipped with an engine stop switch , turn it to RUN position. In case of transistorized ignition
system, then measure the voltage ( initial voltage) . If the tester indicates a value close to the battery voltage, the ignition coil
power supply circuit is normal. If there is no voltage, the power supply circuit is defective. Check each item referring to the
troubleshooting chart. Messure the peak voltage of the ignition coil primary side with the ignition switch ON and the engine
stop switch to RUN position, while cranking the engine with the kick starter or starter motor. Refer to the Model Specific
manual for the peak voltage value.

•
To avoid possible electrical shock during voltage measurements, do not touch test probe metal parts.

NOTE
•
If there are connectors between the ignition control module a n d the ignition coi l , it is possible to check an open circuit
or poorly connected connectors by comparing the peak voltage measu red at every points . If n o defects are fou n d in
the harness after checking it com pl etely, the peak v oltage is abnormal.
•
I n case of a configuration where several ignition coils are d riven by one ignition control module, disconnected o r loose
connection i n a n other ignition system circuit may cause a bnormal voltage readings .
•
On the models which use two or more ignition coils, various voltage may differ. As long as the measured voltages ex­
ceed the specified value, the system is normal.
-------

D ate of Issue : M arch , 1 99 5

23 - 1 4 © H O N DA M OTOR CO . , LT D .
 IGNITION SYSTEMS

EXCITER CO I L C O N N ECTORS OF I C M S I D E

NOTE
•
Install the spark plug(s) into the cylinder head and
measure the peak voltage under normal cylinder
compression.

Disconnect the connectors from the ignition control module

( I C M ) and con nect the peak voltage adaptor p robes to the
exciter coil wire terminal of the harness side eonnector and
g round. connector
EXCITER
Crank the engine with the kick starter or starter motor and
COIL
measure the peak voltage of the exciter coil.
Refer to the Model Specific manual for the specified peak
voltage and the connection of the adaptor probes.

• To avoid possible electrical shock during voltage

measurements. do not touch the tester probe metal
parts.

If the peak voltage measured at the i gnition control module

connector is abnormal, disconnect the nearest con nector to
the exciter coil and con nect the adaptor probes to the exciter
coil wire terminal and g round .
I n the same way as at the ignition control module connector,
recheck the peak voltage and compa re it to the voltage
measured at the ign ition control module.

N OTE

I f the exciter coil wire is directly connected to the i g n ition

control module, the test poi nts will be o n the· same
potential thus not a l lowing a value compariso n .
I f there are connectors between the i g n ition control
module and exciter coil , it i s possible to check the w i re
ha rness for open circuit or loose connections by compa r­
i n g the peak voltage measured at different points. I f no
d efects are found in the h arness after checking it com­
pletely, the peak voltage is abnormal.
------

If the peak voltage m easu re d at the i g n ition control m o d u l e

is a b n o r m a l a nd t h e o n e m easu red a t the exciter c o i l i s
•

n o r m a l , t h e w i re h a rness h a s a n o p e n c i r u it o r l oose
connections.
•
If both peak voltages measured are abnormal, check each
item i n the troubleshooting chart. If all items are normal, the
exciter coil is faulty.

Date of Issue : M a rch, 1 9 95

© HO N DA M OTOR C O . , LT D .
23 - 1 5
 IGNITION SYSTEMS

I G N ITI O N P U LSE G E N E RATO R C O N N ECTO R S OF ICM S I D E

NOTE
I n stall the spark plug(s) into the cylinder head and
measure the peak voltage under normal cylinder
•

compression.

Disconnect the connectors from the ignition control module

( I C M ) and connect the peak voltage adaptor probes to the
ignition pulse generator wire terminal of the wire harness side
connector and g round. C rank the engine with the kick starter
or starter motor and measure the peak voltage of the ignition
I G N ITION PU LS E G EN E RATO R
pulse generator.
Refer to the Model Specific manual for the specified peak
voltage and the connection of the adaptor probes.

• To avoid possible electrical shock during voltage

measurements, do not touch the tester probe metal
parts.

If t h e p e a k v o l t a g e m e a s u r e d at t h e u n i t co n necto r i s
abnormal, d i sconnect the nearest con nector to the i g n it i o n
p u l s e g e n e rator a n d c o n n ect the a d a ptor p ro b es to t h e
i g n ition p u lse g e nerator wire ter m i n a l a n d g ro u n d .
I n t h e same way a s a t t h e u n it connector, recheck the peak
voltag e and com p a re it to the voltage m e a s u red at the
i g n ition control m o d ule.

N OTE

If the i g n ition pulse generator wire is d irectly connected

I. to the ignition control module, the test points will be o n

the same potential thus n o t allowing a value compari­
son .
If there a re connectors between the i g n ition control
module and ignition pu lse generator, it is possible to
check the wire ha rness for open circuit or loose connec­
tions by comparing the peak voltage measured at d i ffer­
ent points . If no defects are found in the harness after
checking it completely, the peak voltage is abnormal .
On the models equipped with two or more i g n ition p ulse
generator, various voltage may differ. As long as the
measured voltages exceed the specified valu e , the sys­
tem is normal .

If the peak voltage measured at the i g n ition control module

is abnormal and the one measured at the ignition pulse
generator is norm a l , the wire harness has an open circuit o r
loose connections.
•
If both peak voltages measured are abnormal, check each
item i n the troubleshooting chart . I f all items are normal ,
the ignition pu lse generator is faulty .

D ate of Issue : M a rch , 1 995

23 - 1 6 © H O N DA M OT O R CO . , LTD .
 IGNITION SYSTEMS

PEAK VOLTAGE ADAPTOR 1 N SPECTI O N WALL OUTLET (LINE VOLTAGE)

When testing the h i g h tension o n the i g n ition coi l secondary

side using the peak volta g e a d a ptor, the i n ner d iode may be
damaged. As a damaged a d a ptor w i l l cause i ncorrect peak
voltage readi ngs, a lways consider a defective a d a ptor if the
peak voltage rea d i ngs a re a l l a b normal.
The a d a ptor d i od e can be easily checked by the fol lowi ng pro
cedure. Therefore, be sure to check the adaptor before replac­
i ng the parts that d isplay an abnormal testing value.
Set the m u lti meter to the AC volta g e range a nd measu re the
local l i n e voltage.
Then, connect the peak voltage adaptor to the m u ltimeter,
measu re the same AC volta g e with DC volta g e range a n d
compare i t t o A C voltage measu red p reviously.
• The a d a ptor is normal if the DC voltage m easu red via the
adaptor i s 1 .4 times of AC voltage.
• The a d a ptor is defective if the DC volta g e meas u red v i a the
a d a ptor i s 0 V.

• If you touch the adaptor jack immediately after discon­

necting the adaptor, you may get electrical shock. Be
sure to disconnect the adaptor after allowing the voltage
to decrease sufficiently.

IGN ITION COI L

NOTE
M easure the peak voltage of the ignition coil primary
side first.
S ince the resistance value of the primary coil is i nherent­ PRIMARY COIL
ly very smal l , it is difficult to distinguish it from a shorted
wire . Measure the coil resistance as a g uideline for
cheking the coil .

PRI MARY C O I L I N S PE CTI O N

Measure the resistance between the two terminals of the igni­

tion primary coil .

I f the resistance value i s within the specified range, the coil is

good .

If resistance is oo (infinite ) . replace the coil with a new one.

SECON DARY C O I L I N SPECT I O N SECON DARY COIL

(WITH PLUG CAP)
With the spark plug cap o n , measure the resistance between
the primary coil terminal and the spark plug cap.

For a double ignition coi l , measure the resistance between the

spark plug caps.

If the resistance value is within the specified range, then the

coil is good.

If the resistance is oo (open wire). disconnect the spark plug

cap(s) and measure the secondary coil resistance.

23-17
Date of Issue : M arch , 1 99 5
© H O N DA M OTOR CO . , LTD .
IGNITION SYSTEMS

M easure resistance between the primary coil terminal and the SECON DARY COIL
(WITHOUT PLUG CAP)
spark plug wire .

For a double ignition coi l , measure the resistance between the

spark plug wires,

If the resistance value is within the specified range, the coil is

good.

D ate of Issue : M arch , 1 99 5

23- 1 8 H O N DA M OTO R CO . , LTD .
 IGN ITION SYSTEMS

S I D E STAN D IGNITION CUT-OFF SWITCH

D ESC R I PTIO N

This device warns t h e rider that the s i d e stan d i s lowered b y turning o n a n i nd i cator l ight.lt also o perates a s a n i gn ition cut­
off switch when the tra nsmission is s hifted i nto gear, a nd preve nts the starter motor and i g n ition from o perati n g ( a n d the
bettery from d ischa rg i n g ) u nd e r certai n conditions ( d escri bed below).

O PERATI N G P R I N C I PLE

" Starting" in the table below means " Starting the engine with the starter motor" . Starting with the kick starter is excluded .

Side stand position Transmission Clutch lever Ignition I Starting

r
Lowered P ulled I n Possible Possible
N e utral
Released Possible Possible

P ulled I n Not Possidle N ot Possible

In Gear
Released Not Possible N ot Possible

Retracted P ulled In Possible Possible

Neutral
Released Possible Possible
� @
Possible Possible
,. In Gear
Pulled I n

Released Possible N ot Possible

TYPICAL COMPONENT LOCATIONS

CLUTCH
SWITCH

N E UTRAL SWITCH

S I D E STA N D SWITCH

Date of Issue : M a rc h , 1 99 5
© H O N DA M OT O R CO . , LTD .
23 - 1 9
I G N IT I O N SYST E M S

CO M PO N E N T F U N CTION

No. Component F unction Remarks

When side stand is Lens color is a m be r
CD
•

I ndicator Lowere d : Light O N • "SI D E STA N D " is described

Retracted : Light goes O F F

W h e n clutch lever is
(%) Clutch switch Pulled I n : ON (Continuity) Same switch as of sta rting system
Released : O F F ( N o continuity)
When starter switch is
@ Starter switch Pushed : ON (Continuity)
R eleased : O F F ( N o continuity)

@
P revents current from flowing in Also serves as a starting system
Clutch switch diode
reverse d i rection diode

I g n ition control • Contains interface for side stand switch

@
• When side stand switch wire is Circuits are different depending on
module
G rounded : I gnition is possible ignition system
(ICM)
O pened : I g n ition is not possible
When relay coi l in the switch is
® Starter relay switch Activated : Starter motor turns Same as o rdinary starter relay switch
N ot Activate d : M otor stops
When side stand is
Lowered : Contact point of ignition/
starting side is open
Contact point of indicator
(j)
• I nstalled on the side stand pivot bolt
Side stand switch side is closed • Refer to next page for operation
R etracted : Contact point of ignition/starting
side is closed
Contact point of indicator
side is open

23-20
Date of Issue : M a rc h , 1 99 5
H O N DA M OTO R CO . , LT D .
 I G N ITI O N S Y ST E M S

S I D E STAN D SWITC H O P E RATI O N

The side stand switch detects the side stand position electri­
cally. The switch is i nstalled on the side stand pivot bolt. O n
some models, t h e switch i s i nstalled o n the rear of the pivot
bolt or is covered .

The switch is a rotary-type and the fixed contact is set to the

fra m e . The rotary switch contact rotates i nside the switch
housing following the movements of the side stand .

S I D E STA N D SWITCH

The side stand switch is activated by the side stand position,

a s shown below.

Lowered Position R etracted Position

• Contact of i n dicator side : O N ( Closed) ---- O F F ( O pen)

• Contact of i gnition/starting side : O F F (Open) -------· O N ( Closed)

TO I N D I CATO R
S I D E STA N D SWITCH TO I G N ITION/STARTI N G
TO G RO U N D

ROTA RY
CONTACT

FIXED CO NTACT
( 3 POI NTS)

S I D E STA N D
--__
1
POSITI O N �

J..

I N DI CATO R O P E RATI O N

When the side stand i s lowered, the indicator contact o f the

side stand switch is connected to groun d a n d battery c u rrent I G N ITI O N SWITCH
flows through the circuit to light the i n dicator. S I D E STA N D
/ SWITCH
Battery - Ignition switch -- I n dicator ­
Side sta nd switch (turned O N ) - Body ground

When the side stand is retracted , the i n dicator contact of the

side stand switch is o pe n . Therefore, current from the bat­
tery cannot flow and the indicator light goes off.

Date of Issue : M arch, 1 99 5

H O N DA M OTO R C O . , LT D . 23- 2 1
I G N ITI O N SYST E M S

STARTI N G SYSTEM (STARTER M OTO R)

OPERATI O N N E UTRAL I N DI CATOR

Model With M anual C lutch I G N ITION SWITC H

When the ignition switch is turned O N and the starter switch

is pushe d , battery voltage is applied to the starter relay switch
coi l . If the switches in the ground circuit of the starter relay

, �
switch are not turned ON (condition ( a ) or (b) below) , the STARTER
CLUTCH
�
circuit ca n n ot be g ro u nded and the starter motor does not SWITCH
operate. SWITCH
DIODE
(a) Neutral switch is turned ON
(b) Both clutch and side stan d switches are turned ON ICM
CLUTCH
If either condition (a) o r ( b ) (above) is met, current from the SWITCH
battery flows through the circuit as shown i n the diagrarm at
right, the starter relay switch i s turned ON and the starter
motor operates.

STARTER M OTO R

__..... ,......__ : Current flow when starter switch is turnd O N

-4�• : Current flow when both clutch and side stand
switches are turned ON

Model W ith Centrifugal C l utch

To prevent vehicles with a centrifugal clutch from l u rching I G N ITIO N SWITCH

forward when the engine starts, a circuit is used that prevents
voltage from reaching the starter relay switch u nless the brake
is applied (brake light switch is turned o n ) . S I D E STA N D
I N D I CATOR
The side stan d switch is part of the ground circuit. Only when
the side stand is retracted is the ground circuit complete and
l)
z
the starter motor able to operate . .,
STARTER SWITCH c
(/)
m

ICM

B RA K E
LIG HT
S I D E STA N D
SWITCH
I
I
STARTER M OTOR

......_. ..... _ : Cu rrent flow when ignition/startin g side

contact of the side stand switch is turned
ON (closed)

23-22 D ate of Issue : M arch , 1 99 5

H O N DA MOTO R C O . , LTD .
 I G N IT I O N SYST E M S

I G N IT I O N SYSTEM O P E RATIO N

C O l System I ntegrated With Side Stand Switch And/Or N eutral Switch

CDI Systems i ntegrated with a side stan d switch a n d a neutral switch operate s i m i l a r to oth e r CDI syste m s except that the
i g n ition control m o d u l e a lso controls the c i rcu mstances that a l low ig nition t h ro u g h a n i nterface a n d transistor.

The i nterface determ i ne s whether to tu rn the transistor on or off.

The transistor dete rm i nes how the i g n ition control c i rcuit works by turning the SCR {thyristor) on o r off.

The interface receives information through the external detection circuit consisting of the side stand and neutral switches .
A diode in this circuit prevents c u rrent from flowing in the reverse d irection . Thi s c i rc u it must have a g round path for ignition
to be possible .

I g n ition is not possible if both of the following conditions occur:

(a) side stand is lowered
(b) transmission is in gear
Models without transm issions, (such as scooters), d o not h ave n eutral switch o r cl utch ci rcuits and therefo re condition ( b )
does not a pp ly.

Example Of A C i rcuit For Models With M a n u a l C luth/Tran s mission

I G NITI O N S W ITCH
N E UTRAL I N D I CATO R
.-------� .---�r-----�--�

I G N ITION COIL
MAI N F U S E

EXCITER C O I L _ _ _ ,
\
_ _

TRANSI STO R
{
NE�T R
SWITCH
i
FOR I G N ITI O N
CONTROL -::;;-

U nd e r conditions (a) and (b) . the interface in the ignition When :

control module is activated and sends the base signal to the the side stand is retracted a n d
transistor a nd the transistor is t urned O N . t h e transmission is placed in neutral
•

the transistor is tu rned O F F as the interface is deactivated .

•

When the transistor is turned O N , it conducts the gate sig­ Therefore, the gate sig na l from the trigger can be applied to
nal from the trigger to groun d. Therefore, the S C R (thyri­ the SCR a n d i g n ition is possible .
stor) cannot be tu rned on and the ignition is not possible.

I g n ition Is N ot Possible TO N E UTRAL I N DI CATOR Ignition Is Possible

T O I G N IT I O N C O I L 1
.-----.-t H�

N E UT RA L
SWITCH
l
Date of I s s ue : March , 1 99 5
© H O N DA M OTO R CO . , LT D .
23-23
I G N IT I O N SYST E M S

DC-COI Systems Inte grated With Side Stand Switch And/ Or N eutral Switch

DC-CDI System s i nteg rated with a side sta nd switch a n d a neutral switch operate s i m i l a r to other DC-COI systems except
that the i g n ition control m o d u le ( DC-COI u n it ) also controls the c ircu mstances that a l l ow i gn ition t h ro u g h a resistor and a
transistor.
The external detection circuit s i m i l a r to the system descri bed previously, but the method of i g n ition control i s d ifferent.

The resistor determines whether the transistor i s t urned off or t u rned on. The transistor determines how the ig nition cont­
rol circui t works by activati ng or deactivating the DC-DC converter.

If the transistor is turned off, t h e DC-DC converter is activated to make ignition possible .
The resistor receives information thro u g h the external detection c i rc u it consisting of the side stand a n d neutral switches . A
diode in this circuit m ust have a g round path to make ignition possible .
I g n ition i s not possible if both of the following conditions occur :
( a ) s i d e stand i s lowered
(b) transmission is i n gear
Models without transmissions, ( such a s scooters), do not have neutral switch or clutch circuits and therefore condition ( b )
does n o t apply.
Example Of A C i rcuit For Models With M anual Clutch/Transmission
I G N ITION SWITSH
I G N ITION C O I L

N EUTRAL
I N DI CATO R MAIN FUSE

I
CLUTCH -�
�
I

SWITCH
IG N ITION/
STA RTI N G
SIDE

0 CO NTACT

Under conditions ( a ) a nd ( b ) , the signal from the DC-DC When :

converter is a p p l i ed to the transistor th ro u g h the resistor, the side stand is retracted and
turning the transistor O N . When the transistor is t u rned O N , the transmission is placed i n neutral
•

the signal from the DC-DC converter is deactivated . This the signal from the DC-DC converter is grounded through
•

means that no electrical c urrent from the DC-DC converter is
applied to the capacitor, and ignition is not possibl e .
DC-DC C O NVERTER
the side stand and the neutral switches. The signal is not
a pplied t o t h e transistor, a n d therefore the transistor i s
t urned O F F . When t h e transistor i s turned O F F , t h e signal
from the DC-DC converter i s activated and, therefore, applied
to the capacitor to make ignition possible .
DC-DC CONV E RTER

D ate of Issue : March , 1 99 5

23-24 © HO N DA M OTO R CO . , LTD .
 IGNITION SYSTEMS

Transistorized Ignition System Integrated With

Side Stand Switch And Neutral Switch

Transistorized Ignition Systems (TPI) integrated with a side

stan d switch and neutral switch operate similar to other TPI
systems except that the TPI u n it also controls the circum­
stances that a llow ignition through a resistor and a transistor.

The ignition control circuit i n the ignition control mod u le is I

I
deactivated i n the same way as the D C-CD! ignition system . I

U nd e r co n d ition ( a ) a n d (b): if the s i desta n d i s lowere d a n d

t h e t r a n s m i s s i o n i s p l a c e d i n g e a r , t h e s i g n a l fro m the
i g n ition control m o d u l e power supply l i n e is appl ied to the
-- , ----

TPI S PARK U N IT
J

tra n si sto r t h ro u g h the resistor to turn the transisto r O N .

When the transistor i s turned O N , the s i g n a l from the i g n ition
control m o d u l e power supply l i n e is d eactivated. This means
that n o e lectrical cu rrent from the i g n ition control m o d u l e
power supply l i n e is a p p l i ed t a TR2 ( power transistor) a n d
i g n ition i s n o t possible.

23-25
Date of Issue : M a rc h , 1 99 5
© H O N DA M OTO R C O . , LT D .
MEMO
 24. ELECTR I C STARTER/STARTER CLUTCH
SERVICE I NFORMATION 24- 1 CLUTCH SWITCH DIODE INSPECTION 24-8

TROUBLESHOOTING 24- 1 STARTER CLUTCH I NSPECTION 24-8

STARTER MOTOR 24-3 STARTER PINION INSPECTION 24-9

STARTER RELAY SWITCH 24-6

SERVICE I NFORMATION

• Always turn the ignition switch OFF before servicing the starter motor. The motor could suddenly start, causing serious
injury.

• Refer to the Model Specific manual for removal and installation of the starter motor.
• A weak battery m ay be unable to turn the starter motor quickly enough, or, supply adequate ignition current.
• The starter motor may be d amaged if current is a llowed to flow to it when the engine can not turn ove r .
• F o r models with a centrifugal clutch, incorrect adjustment o f t h e brake light switch could prevent t h e starter motor from
operating.
• Refer to section 2 5 for the side stand switch and indicator inspections.
• The starter motor will not operate unless the conditions under which the engine can be started a re met o n models
with the side sta nd ignition cut-off switc h .
• Refer t o section 23 f o r t h e description and operation o f t h e s i d e stand ignition cut-off switch .
T h e following table describes t h e conditions w h e n t h e e n g i n e c a n o r can not be sta rted. " Not possi ble" i n the" Starti n g "
col u m n m e a ns that the starter moto r can not be operate d .

Side stan d position Transmission Clutch lever

r
Lowered P u lled I n
N eutral
Released

Pulled I n
I n Gear
Released
Retracted P u lled I n Possible
N eutral
Released Possible Possible
�
I I n Gear
P u lled I n Possible Possible

Released Possible N ot Possible

TROUBLESHOOTI NG
Starter motor turns slowly Starter motor turns, but engine does not turn
•
Low specific g ravity in battery (or Dead battery) •
Starter motor is running backwards
•
Poorly connected battery terminal - Brushes assembled i mproperly
• Poorly connected starter motor cable Case assembled i mproperly
•
Faulty starter motor - Terminals connected improperly
•
Poorly connected battery ground cable o Faulty starter clutch
o
Damaged or faulty starter pinion
Starter motor relay " clicks," but engine does not turn over •
Damaged idler gear or reduction gear
• C ra nkshaft not turning d u e to e n g i n e problems o
Broken starter motor drive chain
o
Excessive reduction gear friction o
Faulty starter clutch
o
Faulty starter pinion engagement

24- 1
Date of Iss ue : M arch , 1 99 5
© H O N DA M OTO R C O . , LT D .
ELECTRIC STARTER/STARTER CLUTCH

Starter moto r will not turn.

Check fo r a burnt m a i n or s u b fuse before servici n g .
F o r models with a centrifugal cl utch. check that the brake l i g ht switch is correctly a dj usted.
•

Check that the side sta nd is positioned and/or transmission is placed in the conditions u nder which the engine can
•

be started on models which employ the side stand ignition cut-off switch .

With the i g n ition switch " O N " a n d e n g i n e sto p Connect the starter motor (+) terminal to the
switch a t " R U N " , c h e ck f o r a "c l i c k " s o u n d battery positive terminal.
CL ICKS____...
from starter relay switch when starter button i s - ( Because a large amount of current flows, do
pushed. not use thin wires).

Starter motor turns Starter motor

t
doe not turn
!
Loose or discon- Faulty starter motor
nected wire or
• •

N O CLICK cable
Faulty starter relay
switch
•

(For operation
check, see page
24-6)

Disconnect starter relay switch connector, and

NO CONTINU ITY..,.. • Faulty neutral switch
check the relay coil ground wire.
(Appropriate model only)

�
Faulty clutch switch
(Appro p riate model only)
•

-- Faulty starter switch

CONTINU ITY (Centrifugal clutch model only)
•

•
Faulty side stand switch
(Appropriate model only)
•
Loose or poor contact at connector
•
Open circuit in wire harness
Connect the starter relay switch connector.
Measure the starter relay voltage at the starter NO VOLT AGE- Faulty ignition switch
relay switch connector. Broken starter switch wire
•

( M anual clutch model only)

•
Faulty brake light switch
(Appro p riate model only)
V O LTAG E M EAS U R E D
•
Loose or poor contact at connector
•
Open circuit in wire harness

Check the starter relay operation. NORMAL- · Loose or poor contact at starter relay switch
connector
ABNORMAL
'------ • Faulty starter relay switch

D ate of Issue : M arch , 1 9 95

24 - 2 H O N DA M OTOR CO . , LTD .
 ELECTRIC STARTER/STARTER CLUTCH

STARTER MOTOR MOTOR COVER

D I SASSEM BLY
Before disassembling the starter motor, m a rk the index lines
on the case and covers so the starter can be assembled
correctly later.

Remove the starter motor case screws and remove the

covers .
NOTE
l For models with shims between the armature a nd
cover, record the location a n d n u m ber of shims a n d their SCREWS
•

order so the parts can be installed correctly later.

INS PECTI ON

Check for continuity of t h e starter motor case.

•
Between the cable terminal and the case. Their should be
no contin u ity.
Between the cable termi n a l and the brush ( black wire) .
There should be contin uity .

If the readings are a bnorm a l , replace the case with a new

one.

Measure t h e brush length . BRUSH

Replace the brush if it is worn beyond the service li mit speci­

fied in the M odel Specific manu a l .

Check f o r continuity between the and terminals of the TERMINAL EB TERMINAL

brush holder.

I f there is contin uity, replace the holder with a new one .

EB TER M I NAL 8 TERMINAL

Date of Issue : March, 1 99 5

H O N DA M OTOR C O . , LT D . 24 -3
ELECTRIC STARTER/STARTER CLUTCH

Check the commutator for:

•
Damage or abnormal wear
Discoloration of the commutator bar
COMM UTATOR
•

Replace the co m mutator i f it i s d a maged or d i scolo red .

Check for and remove any metallic debris from between
•

commutator bars
•

Check for continuity between pairs of commutator bars.

Make a continuity check between individual commutator bars

and the armature shaft.

There should be no continuity.

Check the bearings. (For appl icab l e models only.)

If the bea r i n gs a re loose o r noisey, o r if they d o not turn BEARING
smoothly, replace the cove r .

ASSE M B LY

Align the case notch with the brush holder pin a n d install the
holder on the case .

Place the 0-ring (seal ring) on the case. (For applicable models
only . )

D ate of Issue : M arch , 1 995

24- 4 © H O N DA M OTO R CO . , LT D .
 ELECTRIC STARTER/STARTER CLUTCH

Carefully insert the brushes into the brush holder.

CAUTION

• The sliding surfaces of the brushes can be damaged if

they are not installed properly.

Apply grease to both ends of the armature shaft.

Push and hold the brushes i nside the brush holder, and i nsert
the a r m atu re i nto the case a n d t h ro u g h the b r u s h h o l d e r
fro m the rea r side.
ARMATURE
When inserting the armature into the case, hold the armature
tightly to keep the magnet from pulling the armature against
the case.

Align the tab a n d groove

CAUTION

COVER
• The coil may be damaged if the magnet pulls the ar­
mature against the case.

I nsert the shims in the correct o rder on the armature shaft.

( Fo r a p plicable models only . )

I nsert the 0-ring. ( For applicable models only . )

Ali g n the m a rk (that you m a d e earlier) a n d i n stell the covers.

BEARING
CAUTION
•
When installing the cover. take care to prevent damag­
ing the oil seal lip with the shaft.

Tighten the cover screws.

For starter motors that are mounted within a motor mount

hole, check for a damaged 0-rin g .
I n order t o prevent damage, grease the 0-ring.

Refer to the Model Specific manual for installation.

CAUTION
• Overtightening the cable terminal nuts may cause the
terminals to turn inside the starter motor, resulting in
---:?t 0-RING
serious damage to the inner connectors.

Date of Issue : March , 1 9 95

© H O N DA M OTOR C O . , LT D . 24 - 5
ELECTRIC STARTER/STARTER CLUTCH

STARTER RELAY SWITCH

The starter system can be divided into two basic circuits. There are the clutch safety type (A circuit) and the brake safety type
(B circuit ) .

( A ) When the starter switch is turned O N , battery voltage
reaches the starter reley switeh .
If the neutral or clutch switch of the ground line i s
turned O N , current flows throug h the relay a n d the
starter motor operates.
(B) When the brake light switch i s turned O N , the same
voltage as that at the brake light switch is applied to
the starter relay switch. If the starter switch is turned
ON, current flows through the relay and the starter
motor operates. This type is commonly used with a
centrifugal c lutch .

CLUTCH SWITCH BRAKE LIGHT SWITCH

DIODE
./ IG N ITION SWITCH
� STARTER
MOTOR

\
M '
J-=-

;f
BATTERY

CLUTCH STARTER \ I STARTER

BRAKE
LIGHT
SWITCH MOTOR
N EUTRAL SWITCH I G N ITION STARTER
SWITCH SWITCH RELAY SWITCH

I NSPECT I O N

I f you suspect a problem with the starter motor/syste m , check

if the starter relay switch " clicks" when it isturned O N .
I nspect further for

•
Clicks Poorly connected B ( battery} terminal a n d M
( moto r) termi n a l of the switch . ( Check the
_, •

relay switc h . )
*
No click-+ No relay input voltage
(Check relay i n put voltage . )
Faulty relay ground line
( Check ground line . )
Faulty ralay switch
( Check reley switch . )

Starter Relay Voltage C O N N ECTOR

�Circuit A�
Measure the voltage between the yellow/red wire (+) and
ground at the starter relay switch connector.

If battery voltage i s measure d o n ly when the starter switch i s

p ressed, the relay i s good.

STARTER
RELAY SWITCH

Date of Issue : M arch , 1 99 5

24 -6 H O N DA M OTO R CO . , LT D .
 ELECTRIC STARTER/STARTER CLUTCH

�Circuit B�
Measure the voltage between the green/yel low wire and
ground at the starter relay switch connector.

If battery voltage is measured when the front or rear brake is

a pplied, the relay is good .

N OTE
G REEN/
•
If the brake light adjustment is incorrect, no voltage will YELLOW
appear when the brake is O N .

Starter relay switch ground line

� Circuit A�
Disconnect the connector from the starter relay switch and
check for continuity between the ground wire (green/red) and
groun d .

If there is conti nuity when the transmission is in neutral o r

when the clutch i s disengaged, t h e ground circuit is norm a l . G REEN/
(In neutra l , there is a slight resistance due to t h e d i od e . ) RED

�Circuit B�
Disconnect the connector from the starter relay and check for
continuity between the ground wire (yellow/red) and ground.

If there is continuity only when the starter switch is pressed,

the ground circuit is normal.

OPERAT I O N C H ECK

• Take care t o prevent d irect short between the battery

terminal s . The spark could ignite or damage the
battery .

Apply battery voltage between the two relay coil terminals.

Check for contin u ity between the B (battery) and M ( motor)
termi nals.

�Circuit A�
Apply battery v oltage between the y e l l ow/red a n d g reen/red
ter m i nals.

If there is continuity between B and M terminals, o peration is

normal .

24 -7
Date of Issue : March , 1 99 5
© H O N DA M OTO R CO . , LT D .
ELECTRIC STARTER/STARTER CLUTCH

STARTER
�Circuit B�
When battery voltage is applied between the starter relay
R E LAY
green/yellow wire and yellow/red terminals, there should be
SWITCH
continuity between the red and red/white terminals. The ter­
minals are distinguished by the corresponding wire color of the e
wire harness connector.

CLUTCH SWITCH DIODE I NSPECTION

The purpose of the clutch switch diode i s to prevent reverse
current flow from the neutral i ndicator to the clutch switch .

•
Faulty diode - Neutral indicator turns O N when clutch i s
disengaged .
•
Loose connections at diode terminal
- Starter motor does not turn when transmis­
sion i s in neutra l .

Check for contin u ity between the diode terminals.

When there is contin uity, a small resistance valu e is mea­
sured .

If there is conti n uity in one direction a n d not in the other

d i rection , the clutch switch diode i s good . Turns in one direction
only.

STARTER CLUTCH I NSPECTION

Refer t o the Model Specific manual f o r starter cl utch removal
and installation .

Install the driven gear into the housing.

With all parts assembled , check the starter clutc h .

•
Check that the gear, or sprocket, turns smoothly i n one
direction and locks up in the other direction .

Disassemble the housing. ROLLER CONTACT SPRING PLUNGER

Damaged rol le r co ntact su rface of the g e a r/sprocket

S URFACE ffl«r•"'- lv �
....... R eplace with a new o n e . ROLLER
Damaged roller contact surface o f the housing
__,. R e place with a new o n e .

Damaged roller ---> R eplace with a new one .

Deformation o r damage to the spring
....... Replace with a new one.
•

R O LLER C ONTACT
SURFACE

Date of Issue : M arch , 1 995

24 - 8 © H O N DA M OTO R CO . , LT D .
 ELECTRIC STARTER/STARTER CLUTCH

With a o ne-way sprag cl utch, check each s p ra g , the cl utch

CLUTCH HOUSING O N E WAY CLUTCH
housing, a nd a l l i n ne r contact s u rfaces.

Abnormal wear or damage to sprag

..... Replace with a new one.
•

•
Irregular movement of the sprag
..... Replace with a new one.
•
Damage to the clutch housing or inner portion contact sur­
face -+ Replace with a new one.

SPRAG

STARTER P I N ION I NSPECTION

Refer t o the Model Specific manual f o r starter pinion removal
and installation .

Check the p i n i o n a n d red ucti o n gears for d a m a g e a n d/or

abnormal wear. Check the g e a r journals for a bnormal wear.
Replace p arts as req u i red.

PI NION "GEAR

Check i f the p i n i on gear moves s m oothly along the axis.

•If it does not, replace it.

Date of Issue : M a rch , 1 99 5

H O N DA M OTOR CO . , LT D . 24 - 9
MEMO
 25. LIGHTS/ METERS/SWITCHES
SERVICE I N FORMATION 25-1 L O W FUEL INDICATOR 25-8

OIL PRESSURE WA RNING LIGHT FUEL PUMP 25-9

(4-STROKE ENGINE) 25-2
H EADLIGHT BULB 25- 1 1
OIL LEVEL I N DICATOR
SWITCHES 2 5- 1 2
( 2-STROKE ENGINE) 25-2
TURN SIGNAL LIGHTS 2 5- 1 6
FAN MOTOR SWITCH 25-4
HORN 2 5- 1 7
COOLANT TEM PERATURE GAUGE 25-5
S I D E STA N D SWITCH 25-1 8
FUEL GAUGE 2 5-7
S I D E S TA N D I N D I CATO R 2 5- 1 9

SERVICE I N FORMATION

•
Halogen headlight bulbs become very hot while the headlight is ON, and remain hot for a while after they are turned
OFF. Be sure to let them cool down before servicing .

U se an electric heating element to heat the water/coolant mixture for thermo sensor inspection.

Keep all flammable materials away from the electmic heating element. Wear protective clothing , gloves and
eye protection .

•
Refer to section 2 1 for general service ru les for e l ectrical com ponents.
This sectio n covers general ins pection/service p roce d u res for fig hts, meters a n d switches. Refer to t h e m o d e l Specific
m a n u a l for the locatio n a nd arrangement of com ponents o n the model bei ng sarviced.
•
Note the following when replacing the halogen headlight bulb:
Wear clean gloves while replacing the bulb. Do not put finger prints on the headlight bulb, as they may create hot spots
on the bulb and cause it to break.
If you touch the bulb with your bare hands, clean it with a cloth moistened with alcohol to prevent its early failure.
Be sure to i nstall the dust cover after replacing the bulb.
•
A continuity test can be made with the switches installed on the motorcycle.
•
Check the battery condition before performing any inspection that requires proper battery voltage.
•
There a re two types of l i g hting systems: AC l i g hting that takes power from the a lternator coil,and DC l ig hti ng that takes
power from the battery. On DC l i g hting system s, the headlight comes on with o ut startin g the e n g i ne . On AC l i g hting
systems, the headlight comes o n when t h e engine starts. ( Refer to section 2 1 ).

Date of Issue : M a rc h , 1 995

© H O N DA M OTO R C O . , LT D . 25- 1
LIGHTS/METERS/SWITCHES

O IL PRESSURE WARN I NG LIGHT

(4 stroke engine) FUSE
I G N ITION
SWITCH
MAIN
FUSE

T H EORY

When t h e oil pressure is below t h e specifications, the oil

pressure switch senses it and the oil pressure warning l ight
comes on. It should be OFF while the engine is running.

I N S PECTI O N

•
Oil pressure warning light does not come on with the igni­ OIL PRESSURE
tion switch turned O N . SWITCH

1 . Disconnect the oil pressure switch wire a n d turn the igni­

*
tion switch O N . Check for battery voltage between the

!
wire and g ound.

11
No voltage Voltage

faulty
t
Oil pressure witch

2. Check for voltage between the black/brown terminal of

�
the instru ents and ground.

No voltage Voltage
+ +
•
Ignition switch faulty •
Broken wire between the
• Sub fuse blown warning light and oil
•
M a i n fuse blown pressure switch
•
B u l b b u r nt o ut
•
O i l pressu re switch faulty
Oil pressure warning light stays on w hile the engine is

r
running.

1 . Check the f ngine oil level. ------..,.

Spedfled oH •l

�;: :f:
evel

•
Oil lns , ,

2 . Disconnect the oil pressure switch wire and turn the igni-

�
tion switch O N .

at
I ndic or l ights I n dicator does not light
• •
Faulty oil pressure
• Shorted blue/red wire be- •
IGN ITION SWITCH
tween the warning light switch
and pressure switch •
Low oil pressure
(see section 3)

O IL LEVEL I NDICATOR (2 stroke engine)

THEORY MAGNET
The o i l l e v e l switch float i n the o i l tan k m oves u p a nd down
depe n d i n g on the vol u m e of o i l in the tank. When the o i l level
i s low. the float a lso g o es down and the reed switch {oil level
switch) c i rc u it is close d by the m a g n etic force of the float.
When the i g n ition switch is turned ON, cu rrent flows through
the reed switch a n d the oil l evel i nd i cato r comes o n .

D ate of Issue : M arch , 1 99 5

25 -2 © H O N DA M OTO R CO . , LTD .
 LIGHTS/METERS/SWITCHES

I N SPECTION IGNITION
SWITCH FUSE
• O i l l ev e l i n d i cato r c o m e s on w h e n t h e o i l i n t h e ta n k
reaches a certa i n l evel. ( O i l l evel i s not below spec.)

1 . Disconnect the wires from the oil level switch and turn

!
1.....--.....J [��
the ignition switch ON .

lndicat t lights Indicator does not light

•
.
Shorted wire between •
'
Faulty oil level switch
the indicator and oil level I NDICATOR O I L LEVEL
switch SWITCH

• Oil level indicator does not come on with no oil o r a low

oil level in the tan k .

1 . Disconnect the wires from t h e o i l level switch a n d con­

1
nect a j umper wire between the wire terminals. Turn the
ignition switch O N and check the indicator.
+
I n dicator does not come
•
Indicator comes on J U M PE R

J.,
WIRE
on

• Faulty o;l sw;toh

• Poor wire connection

2 . Disconnect the wires from the oil level switch and check
for voltage between the wire and ground.
t +
r
No v tage +
Vo age

Broken wire between the •

Faulty oil level switch O I L LEVEL SWITCH
oil level indicator and • Poor oil level switch wire IGNITION
level switch conneciton SWITCH (ON)
• B u rnt bulb
FUSE

(Comes on for a few secon ds . )

T I M E R TYP E I N D I CATO R TH EORY

A timer type indicator has a bulb check function to check the

oil level indicator for proper operation .
When the ignition switch is turned O N , current flows through I G N ITION
the exciter coil to the condenser, generates a n electromag­ SWITCH (OFF)
netic force at the exciter coil and closes the reed switch circuit.
Current flows from the reed switch through the resitor Rz to
the oil level i n dicator and turns it on . When the condensar is
fully charged , current flow through the exciter coil to the
condenser decreases a n d , consequently, electromagnetic
force at the coil decreases . The reed switch opens and the oil
level indicator turns off.

When the ignition switch is turned O F F , current stored in the

condenser flows through the exciter coil and resistors R1 and
Rz to the oil level indicator . The oil level indicator does not
come in this case .

2 5 -3
Date of Issue : Marc h , 1 99 5
(G) H O N DA M OTOR CO. , LT D .
LIG HTS/METERS/SWITCHES

T I M E R TYPE I N D I CATO R I N SPECTION

I G N ITION MAIN
FUSE SWITCH FUSE
Oil l evel i n dicator c o m es o n w h e n the oil in the t a n k
reaches a ce rtai n level . ( Level i s n o t below spec . )
•

•
+
Faulty oil level switch
Shorted wire harness �
J U M PE R WIRE
O I L LEVEL SWITCH

I NDICATO R
.____,

O i l level i n dicator does not com e on with no o i l or a low o i l

level i n the tank.
I
•

1. Disconnect the o i l l evel switch connector and con nect a

j u m pe r w i re betwe e n the power s u p ply w i r e ( b l ack o r
b lack/b rown) ter m i n a l a n d the i n dicator wire ( g reen/red)

r
term i na l to short. Turn the i g n ition switch On and check
the o i l l evel i n dicator.

t
l ndicat r does
�
Indicator comes on
not c on

•
�
Faulty oil level switch
•
Poor switch connecti o n .

2 . Disconnect the oil level switch connector a n d check for

voltage between the power supply wire (black or
black/brown and ground.
J
Voltage
!
No voltage
�
Broken power supply
wire
•

•
Faulty sub fuse
Faulty ignition switch
Poor s u b fuse con n ection.
•

3. Con nect the j u m pe r w i re between the power supply

a n d oil level i n d i cator wi res to s h o rt. Check for volta g e
between t h e i n dicator w i re a n d g ro u n d . J U MPER
+
Voltage
t
No voltage
WIRE @
'----- -t'
�
B u rnt b u l b •
.
Broken indicator wire --,N D �; �
A
Faulty ground
•

FAN MOTOR SWITCH

NOTE I G N ITION
FUSE SWITCH MAIN FUSE
•
The fan motor may continue to run, even when the igni­
tion switch is turned OFF. However, this does not
necessarily indicate trouble.

When the coolant temperature rises to a certai n level, the fa n

motor switch t u r n s o n to o p er ate t h e m otor.When t h e
coolant te m p e ratu re i s b e low the specificati o n,the switch
tu rns off to stop the fa n motor.
NOTE
Check the coolant level and bleed air from the cooling
system if the coolant is apt to overheat. (See page 5-6
for coolant replacement and air bleedin g . ) RADIATOR

D ate of Issue : M arch , 1 99 5

2 5 -4 H O N DA M OTO R CO . , LT D .
 LIG HTS/METERS/SWITCHES

I N S PECTI O N

•
Fan motor does not stop.

1 . Turn the ignition switch OFF, disconnect the connector

from the fan motor switch and turn the ignition switch
ON again .t
Motor does not stop
�
Motor stops

••
Shorted w1re between
•
Fau lty fan motor sw1tch
•

the fan motor and the

switch

Fan motor does not start. IGNITION MAIN

FUSE SWITCH FUSE
•

1 . Disconnect the connector from the fan motor switch and

ground the connector to the body with a jum per wire.
Turn the ignition switch ON and check the fan motor.
+
Motor does not start
+
Motor starts
t .
Faulty fan motor sw1tch
Poor fan motor switch
connection
•

2 . Check for battery voltage between the fan motor

switch connector and groun d .
t
No battery voltage
�
Battery voltage
+
Broken wire harness
•
Faulty fan motor
Blown sub fuse
•

Faulty ignition switch

•

Poor connection at the

•

ignition switch/fuse box

•

connector

COOLANT TEM PERATU RE GAUGE SUB I G N ITION MAIN

FUSE SWITCH FUSE
T h e thermo sensor changes the a m perage of the c u r rent that
flows to the coolant temperature gauge and moves the gauge
needle according to the change in coolant temperature.

COOLANT THERMO SENSOR

TEMP. GAUGE

Date of Issue : Marc h , 1 995

© H O N DA M OTOR CO . , LT D . 25-5
LIGHTS/METERS/SWITCHES

I N SPECTION
1 . Disconnect the wire from t h e thermo sensor.
G round the thermo sensor wire using a j um per wire .
Turn the ignition switch O N and check the coolant gauge.
Disconnect the thermo sensor wire from the ground im­
mediately i f the gauge needle moves fully t o H .

CAUTION
o
Immediately disconnect the wire from the ground if the
needle moves to H (hot) to prevent damage to the gauge .

• •
Needle does not move Needle moves

j� o

2. Check for voltage between the thermo sensor wire and

ground.
•
Faulty thermo sensor

FUSE
I G N ITION
SWITCH
MAIN
FUSE

No voltage
�
Voltage

!;
Bl/Br
t
Fou•v 'ool nt goug•
COOLANT
3. Check for voltage between the black/brown and green/blue TEMP. GAUGE
wires of the g uge.

No voltage
!
Voltage G r/Bu
. '
Broken black/brown or Faulty coolant temper-
green/blue wire ature gauge
• •

T H E R M O S E N S O R I N SPECT I O N THERMO SENSOR

Drain the coolant (see page 5-6).

Disconnect the w i re from the thermo sensor a nd rem ove it.
S u s p e n d t h e t h e r m o s e n s o r i n a p a n of c o o l a n t ( 50 -
50m i xt u re ) over a n electric heati ng e l e ment a n d measure t h e
resistance t h r o u g h t h e sensor as t h e coo l a nt heats u p.( Refer
to the Model specifie m a n u a l for the specified resistance . )

o
Keep flammable materials away from the electric heating
element.
o
Wear insulated gloves and eye protection.

NOTE
o
Soak the thermo sensor i n coolant up to its threads with
at least 40 mm ( 1 . 5 7 in) from the bottom of the pan to
the bottom of the sensor.
o
Keep temperature constant for 3 minutes before testi ng.
A sudden change of temperature will result in incorrect
readings. Do not let the thermometer or thermo sensor
touch the pan.
Apply sealant to the thermo sensor threads prior to rein­
stallatio n .
•

Date of Issue : M a rc h , 1 99 5
25-6 H O N DA M OTOR CO . , LTD .
 LIGHTS/METERS/SWITCHES

FUEL GAUGE 2 TERMINAL U N IT MAIN

FUSE FUSE
Fuel unit resistance changes i n relation t o the level o f the fuel
u nit float. The fuel gauge needle is moved by the varying
amperage that flows thro u g h the fuel gauge .

There a re two types of fuel g a u g es: The "Return type" where

the needle returns to " E m pty" when the i g n ition switch i s
tu rned OFF, a nd the " Stop type" where the need le stays i n
positio n when the i g n itio n switch i s tu rned OFF.

Check the fuel gauge if its needle does not move.

I N SPECT I O N 3 TERMINAL U N IT
MAIN
FUSE FUSE
1 . I f the fuel unit connector has 2 terminals, short the gauge
terminals with a jumper wire.

If the u nit connector has 3 terminals, short the gauge side

yellow/white terminal and the g reen terminal with a j u m per
wire .

Turn the ignition switch ON and check the gauge needle.

+
Needle t:toes not move
+
Needle moves

..
! Check th fuel un;t.

2. Check for continuity between the unit and fuel gauge.

� t
1
C ntinuity N o c ntinuity

• '
B ro ken wi e between the
u nit the gauge

3. Check for voltage at the black or black/brown (positive

power line) and ground wire of the fuel gauge.
t
No voltage
t
Voltage

• Broken
line
t ositive power • Faulty fu } gauge

FU E L U N I T I N SPECT I O N

Refer t o the M odel S pecific manual for the fuel u n it removal/

installation and inspection specification s .

.
1 Connect t h e fuel unit connector.
Turn the ignition switch O N .

Move the float up and down t o b e sure that t h e fuel gauge

needle moves to " F" and " R ES " .

If t h e needle does n o t move, g o to step 2 .

2 5 -7
Date of Iss ue . March, 1 99 5
© H O N DA M OTOR C O . , LTD .
LIGHTS/METERS/SWITC H ES

2 . M easure the resistance between the connector terminals FLOAT

I
with the float in the full up and down positions .

If the resistance is normal, check the fuel gauge.

If the resistance i s not normal, replace the fuel unit.

LOW FUEL I NDICATOR FUSE

I G N ITION
SWITCH
MAIN
FUSE
A therm istor is b u i lt i nto t h e fuel l ev e l sensor i n the fuel tank.
The fuel w a r n i n g l i g ht's fu nction is controlled by the therm is­
tor's automatic heat g e n e ration.

When the thermistor i s sub merged i n g a so l i ne, heat generat­

THERMISTOR
ed by the thermistor is radi ated by the l i q u i d (gasoline), a n d
the self h e a t i n g act i o n i s r e d u c e d . As t h e r es i st a n c e i s
maintai ne d a n d t h e cu rrent does not flow a t t h i s time, t h e
f u e l w a r n i n g l ig ht d o e s n o t turn o n .
When t h e thermistor i s exposed, i . e . fuel level is l o w , radiation
I N DICATOR
of heat decreases and the self heating increases. When the LIGHT
resistance drops below a specified point, c u rrent flows end the
low fuel i ndicator turns on .

I N S PECTI O N
If t h e l o w fuel i ndicator does not g o off, check a s noted
below .

�
Check for battery voltage between the fuel level sensor con-
nector terminals �
Battery voltage No battery voltage
t +
• Faulty fuel level sensor
• Shorted wire between
• Poor connection
the indicator light and
sensor
• Faulty ground

Date of Issue : March , 1 99 5

2 5 -8 © H O N D A M OTOR C O . , LT D .
 LIG HTS/METERS/SWITCHES

If the fuel warning light does not turn on , check as noted

belo w:

� !
1 . Check for battery voltage between the fuel level sensor
connector ter nals.

No battery voltage Battery voltage

l
j
• Faulty fuel l vel sensor
• Poor connection

2 . Check for battery voltage between the battery side of the

indicator wire and g ro und .

J
No batt y voltage
�
Battery voltage I GN ITION MAIN
t
Faulty sub fuse B urnt bulb f
FUSE SWITCH FUSE

• Faulty ignition switch • Broken wire between the

• Poor connection of the warning light and sensor
fuse holder connector • Faulty ground

FUEL P U M P
DESCRIPT I O N SWITCH

Certain models are equipped with a low pressure electromag­

netic fuel pump to supply fuel to the carbu retor . SPRING

When the engine i s started , the switch i s turned o n b y the

functi o n of the fuel cut-off relay ( refer to the description of COIL
fuel cut-off relay) , which generates a n electromagnetic force
at the coil and moves the plunger and diaphra g m u p . Valve A
is then opened by vacuum action and the fuel flows into the
diaphragm chamber. The plunger pushes the switch up and
turns it off. As the electromagnetic force at the coil is shut
down , the plunger and diaphra g m are returned by the spring
and the fuel i n the diaphragm chamber is sent to the carbu­ DIAPHRAGM
retor t h rough valve B .

Certai n models o f this fuel pump have a b uilt-in fuel cut-off

relay .

VALVE A VALVE B

25 - 9
Date of Issue : M arch , 1 99 5
© H O N DA M OTOR CO . , LTD .
LIGHTS/METERS/SWITCHES

FUEL C UT-O F F R E LAY with ignition switch ON

r------- ---
,
With the ignition switch O N , current flows to the transistor T o BATTERY ��>-----�--��� I
and thyristor, but it does not flow to the fuel p u m p . I
TRANSISTOR

�
I
To I
T o fill t h e carbu retor float chamber with fuel w h e n the igsition I G N ITION �--<>-----H� I
switch is turned O N , certain fuel c ut-off relays have a timer CONTROL I
function that sends cu rrent to the fuel pump for a few sec­ M O D U LE I
onds. I
I
I
I
1- - - - - - - - ....

To FUEL PUMP

While the engine is running , p ulses a re transmitted from the

ignition control module to the ignition primary circuit and,
when it is transmitted to the transistor, c u rrent flows from the
transistor to the thyristor to turn it O N . The battery cu rrent
flows to the fuel p u m p this way.

As the fuel cut-off relay is controlled by the ignition primary

circuit, the relay does not operate u nless the ignition primary
circuit operates properly.
I NSPECTI O N

Turn the ignition switch O N and perform the following

inspections.
To FUEL PUMP
1 . Check for battery voltage between the black wire (+) of the

r
fuel cut-off relay connector (pump connector if the relay is

!
built in the pu p ) and ground (- ) . I G N ITION MAIN
FUSE SWITCH FUSE
Battery voltage N o battery voltage
+
• Broken black wire -
,
_ __,
B l -...__
• Faulty su b-fuse I
• Faulty ignition switch I
Poor connection of the I

J �
•

fuse holder connector

2 . Check for continuity between the black/blue wire of the

relay connector and ground (or black/yellow wire and green
BI/Bu �
pump ) . ! �
wire of the pump connector, if the relay is built into the TO IGN ITION
C I RCUIT
-=-

1
No continuity Continuity
t FUSE
MAIN
FUSE
• Faulty fuel cut-off relay
( pump)

3. Disconnect the relay, the short the black and black/blue

wires of the relay connector with a jumper wire and check
for battery voltage between the black/blue ( + ) wire and

�
g reen wire of the pump connector.
t GREEN WIRE
No battery voltage Battery voltage
t •
• Broken green or black/ • .Faulty fuel pump
blue wire
• Faulty ground

2 5- 1 0
D ate of Issue : March , 1 99 5
H O N DA M OTOR CO . , LTD .
 LIG HTS/M ETERS/SWITCH ES

D I SCHARGE VOLU M E I N SPECTION J U MPER WIRE FUEL PUMP

Turn the ignition switch O F F

Turn o n fuel valve. O n models with vacuum operated valve,
a pply vacu u m .

Disconnect the fuel pump-to-carburetor tube from the car­

buretor and place the tube end in a beaker.

NOTE
If it will be hard to reconnect the tube to the carburetor,
disconnect it from the fuel pump instead and connect
another tube to the pump (gasoline discharge port) . FUEL LINE BEAKER

Refer to step 3 of INSPECTIO N and short the relay connectors.

If the relay is built into the pump, short the black and
black/yellow wires.

Turn the ignition switch ON for 5 seconds a n d run the p u m p .

M u ltiply t h e quantity o f f u e l pumped b y 1 2. It should be a s

specified i n the Model Specific manual.

HEADLIGHT BULB
Before replacing the bulb, be sure to check the switches for
loose connection of the connectors.

• Halogen headlight bulbs become very hot while the

headlight is ON, and remain hot for a while after they are
turned OFF. Be sure to turn the ignition switch OFF and
let the bulb cool down before replacement.

If you touch the bulb with your bare hands, clean it with a cloth
moistened with denatured alcohol to prevent early bulb failure.

CAUTION

• Avoid touching Halogen headlight bulbs. Finger prints

can create hot spots that cause a bulb to break.

Be sure to instal l the dust cover after replacing the bulb.

Date of Issue : M arch , 1 995

© H O N DA M OTOR C O . , LT D . 25 - 1 1
LIG HTS/METERS/SWITCHES

SWITCHES
I N SPECT I O N

Disconnect the connector that i s nearest to the switch that

you are to inspect and check for continuity between the
switch side terminals of the connector.

There should be continuity between the ()---() positions on

the continuity chart. ( Refer to the Model Specific manual for
the continuity chart . )

Example: Turn signal switch

\ Wire color I
Orange Gray Blue
Switch position \ ,..,. ,.....
L '-' �

N
R 0 -o
With the turn signal switch at N (neutral), there should be n o
continuity between t h e wires .

With the switch at L (left) , there should be conti n u ity between

the orange and g ray wires , and with the switch at R ( right) ,
there should be contin uity between the blue and gray wires.

CO NTACT BASE R E PLAC E M ENT SCREWS

When the contact base is mounted with screws;

Remove the ignition switch.

Remove the band and three screws, then remove the switch
from the switch cylinder.

(cut and discard )

Reassemble the switch and cylinder with the cylinder shaft SHAFT
aligned with the notch in the switch hole .

25 - 1 2
D ate of Issue : M a rc h , 1 99 5
H O N DA M OTOR CO. , LTD .
 LIGHTS/M ETERS/SWITCHES

Tighten the contact base with the three screws. SCREWS

Clamp the wires with a wire band and cut off the excess por­
tion of the band . Check the ignition switch.

( Replace with new one)

When the contact base is secured with tabs;

Remove the i g n ition switch a n d ban d .

Insert t h e ignition switch key and turn it t o t h e position be­

tween ON and OFF.

Push the contact base tabs i n with a screwdriver to release G ROOVES TABS
them from the slots in the ignition switch body, a n d remove
the contact base .

Insert the contact base on the ignition switch body with its
tabs aligned with the slots in the ignition switch body.

NOTE
Be sure that the ignition switch key is i n the position
between ON and O F F before attem pting to reinstall the
contact base.

Clamp the wires with a wire band and cut off the excess por­
tion of the band.

Check the ignition switch.

WIRES

Date of Issue : March, 1 995

© H O N DA M OTOR C O . , LT D . 25- 1 3
LIGHTS/METERS/SWITCHES

NE UTRAL SWITCH I G N ITION MAIN

FUSE SWITCH FUSE
When the ignition switch i s O N and the transmission is i n
neutral, the neutral switch turns the indicator on.

Some m od e l s a re e q u i pped with a change switch a n d/o r I N D ICATO R

overdrive switch: Refer to Model S pecific m a n u a l for change
a nd O D switch i n s pectio ns.

N EUTRAL
The change switch detects the gear position by the position of SHIFT DRUM SWITCH
�he shift drum and sends a signal to the gear position i ndica­
tor/ignition control modul e .

The overdrive switch turns the overdrive indicator on when the

transmission is in O D (overdrive) position.

I N S PECTION

Neutral indicator does not go off:

Place transmission in gear.

Disconnect the light green/red wire from the neutral switch

r
and turn the ignit n switch O N .

Indicator does not l ight

!
Indicator lights
+ t
•
Faulty neutral switch S h o rted l i g ht g reen/red
wi re
•

Neutral indicator does not come on :

Disconnect the light green/red wire from the neutral switch

and turn the i gnition switch O N .

Check for battery voltage between the light green/red wire and
ground.
l
Battery voltage
i
No battery voltage
+ '
Faulty neutral switch Broken light green/red
wire between the in­
• •

dicator and neutral

switch
B u rnt b u l b
B l o w n sub fuse
•

Poor connection of the

•

fuse connector
•

Date of Issue : M arch , 1 99 5

25 - 1 4 © H O N DA M OTO R CO. , LTD .
 LIGHTS/METERS/SWITCHES

CLUTCH SWITCH

The clutch switch allows the starter motor to work if the

engine stalls while in gear by disengaging the clutch .

I NS PECTI O N

Check the starter system if the starter m otor turns with the
transmission in positions oth e r than neutral.
The sta rter motor should turn with the cl utch lever pul led
i n a n d not turn with the lever released whi l e i n gear.
If the starter system i s not normal, c h eck the fol lowing:

Disconnect the wire from the clutch switch and check for con­
tinuity between the clutch switch terminals while operating
the clutch lever.

When the clutch lever is pulled i n :

There should b e continuity between the terminals.

When the clutch lever is released:

There should be no contin u ity between the terminals.

If the clutch switch is normal, check the following:

I G N ITION MAIN
SWITCH FUSE
•
Check for shorted wire between the starter relay switch
and the clutch switch
•
Check the neutral switch

BRAKE L I G HT SWITCH

T h e brake light comes on w h e n t h e brake lever (or pedal) is

applied.

Starter motor-eq u ipped scooters: To prevent the accidental

start up of the scooter, current does not flow to the starter R EA R BRAKE
motor u nless the brake lever (or pedal) is applied. LIGHT SWITCH

I N SP E CT I O N

I f t h e brake l i g ht dose not come o n , check the fol l owin g :

B u r nt b u l b.
Poor connecti o n of the brake l i g ht switch connector.

25- 1 5
D ate of Issu e : M arch, 1 99 5
© H O N DA M OTOR CO . , LTD .
LIG HTS/METERS/SWITCH ES

If normal, disconnect the brake light switch connector and

check for continuity between the terminals while operating the
brake lever (or pedal ) .

When t h e brake lever ( o r pedal) is depressed :

There should b e continuity between the terminals.
When the brake lever (or pedal) is released:
There should be no continuity between the terminals.

If the brake light switch is normal, check the following:

o
Blown sub fuse
o Ignition switch
o
Poor connection of the fuse connector
o Broken wire between the sub fuse and brake light switch
o Broken wire between the brake light switch and brake light

TU RN SIG NAL LIGHTS 2 TERM INAL RELAY MAIN FUSE

If the turn signal light does not blink, check the following. FUSE IGNITION
SWITCH
o
Is the battery normal?
o
Is the bulb burned out?
o
Is the bulb of the specified wattage?

P----D-1 SIGNAL
o
Is the fuse blown? TURN

o
Are the ignition and turn signal switches normal ?
Is the connector properly connected ? L_jSWITCH
TURN SIGNAL RELAY
If normal, check as noted below.

o
When the turn signal relay has 2 terminals:

Disconnect the connector from the relay and short the connec­

�
tor with a jumper wire. Turn the ignition switch ON and check
the turn signal light by turning the switch O N .

t
Light does not come on Light comes on

o
�
Broken wire harness o
!
Faulty turn signal relay
o Poor connection

25- 1 6
D ate of Issue : March , 1 99 5
© H O N DA M OTO R C O . , LTD .
 LIG HTS/METERS/SWITCHES

When the turn signa l relay has 3 terminals;

3 TEfl.Ml�JI.L RELAY
IGNITION ����
1 . Short the black and gray terminals of the turn signal relay
SWITCH
•

connector with a jumper wire. Turn the ignition switch

ON and check the turn signal light by turning the switch

L
ON.

Light 1 mes on Light doos t come on

1* Bmken w J
2. Check for continuity between the green terminal of the
relay conn ctor and ground.
hsmess

I LEFT TURN
Contin u ity t
No co tinuity
SIGNALS

•
t
Faulty turn signal relay
Poor connection
• J
Broken gro nd wire

HORN IGNITION MAIN

FUSE / FUSE
SWITCH
Horn doen not sound:

.
1 Check the ignition a n d horn switches.
If normal, check the following:

2. Disconnect the wire from the horn. Turn the ignition switch
O N , press the horn switch (or start the engine and press the
horn switch if your motorcycle is battery-less type) and
check for voltage between the l ight green wire and ground.
t
Voltage
t
No voltage HORN

�
1
Broken lig t green wire
Faulty sub fuse
Faulty horn switch
•

3. Check for continuity between the green wire and ground.

t
Continuity
t
No continuity

• Faulty horn t •

• Faulty ground
t
Broken gre n wire

Date of I ssu e : M arch . 1 9 95

H O N DA M OTO R CO . , LT D . 25- 1 7
L I G H TS / M ETERS/SWITC H ES

S I D E STAND SWITCH
I N SPE CTI O N

N OT E

I f there is a n open circuit o r poor connection i n t h e ignition circuit o f t h e side stand switch, t h e following symptoms
will occu r with the side stan d retracted .
•

- M odels with centrifugal clutch : Starter motor will not operate .

- M odels with manua l clutch : Starter motor will not operate with the transmission in gear a n d the clutch disengaged .
(The engine stops when the transmisison is shifted into gear . )
- Models with kick starter : Engine will not start. ( N o spark a t plug . )
I f you suspect the side stand ciucuit, first check the operation o f the side stan d indicator. I f the indicator operation
is norma l , the problem is in the side stand circuit .
•

Disconnect the con nector from the ignition control module .

Check for continuity between the side stan d switch wire

(ignition sid e : G reen/White) of the harness side connector
and g round.

Side stand retracted : Continuity

Side stand lowered : No continuity

If there a re any faults in above continuity check, disconnect

the side stand switch connector .

Check for continuity between the wire terminals of the switch

side connector.

Side stand G reen/ Yellow/

G reen
Position white black
Lowered
Retracted � �

LOW E R E D ( PA R K I N G )
REPLACEM ENT
POSITI O N
NOTE

The switch is installed on either the front o r the rear of

the side stand pivot , depending o n the model .

Removal

R emove the switch attaching bolt from the side stand pivot.

Disconnect the switch wire connector from the harness and

remove the switc h .

N OTE

•
Do not attempt to disassemble the switch because it is
ATTAC H I N G B O LT

D ate of Issue : M a rc h , 1 9 95
25 - 1 8 © H O N DA M OTO R CO. , LT D .
 L I G HTS/M ET E RS/SWITC H ES

I nstallation

I n stall the switch, aligning its U -groove with the side stand
return spring hook p i n .
Align the lug o f t h e switch rotor with the h o l e in the s i d e stand
bar pivot by moving the stand bar slightly.
While holding the switch to p revent the lug from slipping out
of the hole, tighten the attaching bolt.

Route the switch wire properly and connect the connecto r .

Check the switch operation after installation .

S I D E STAND I N D I CATOR
) �-----to
D ESC R I PTI O N I N D ICATOR

When the side stand is lowered ( pa rking position ) , t h e side ..,..

stand switch detects the angle, the indicator side contact is I
'
I
t urned ON (closed) and the i ndicator comes o n . I
_...._

l
When the side stand i s retranted, the ind icator goes off.
I N DICATO R S I D E IG N I T I ON /START I N G
C ONTACT S I D E C O N TACT
(Continuity at
lowered position}
I N S P ECTI O N

Check the indicator operation by moving the side stand .

Side stand position Indicator

Retracted Goes off

Lowered ( Pa rking) Comes on

I
I ndicator does not go off

Disconnect the side stand switch connector from the harness.

Turn the i g n ition switch O N and check the side stand i nd i ca-
tor. LOWER E D ( PA R KI N G } I N D I CATOR
!
I n d icator comes on .
!
Indicator does not come on .
POSITI O N

•
Faulty side stand S I D E STA N D SWITCH
switc h . C O N N ECTO R ( Discon nect}
•

Disconnect each connector o f the yellow/black wire between

the bulb and side stand switch con nector in order, referring
to the wiring diagram, and check the indicator with the
ignition switch turned O N .
t
Indicator goes off.
t
Short circuit in the yellow/black wire between the
connectorthst causes the i nd icator to go off and the
con nector previously d i scon nected.

D ate of Issue : M a rch , 1 995

© H O N DA MOTOR C O . , LTD . 25 - 1 9
L I G H T S/ M ET E RS/SWITCH ES

Indicator does not come on S I D E STA N D

SWITCH -�l[)d���:::­
Disconnect the side stand switch connector from the wire C O N N ECTO R
harness. ( D isconne9t)
G round the yellow/black wire terminal of the wire harness
('

side connector to the fram e . Turn the ignition switch O N a nd

check the i ndicator.
t
I ndicator does not come o n . I ndicator comes o n .
t
Faulty side stand switch .
Poor switch connector contact.
•

B O DY G R O U N D

Check the voltage between the power supply (+) wire of the
indicator bulb a n d g round with the ignition switch O N .
t t
No voltage Battery voltage
t

I
B lown fuse
Poor connector contact.
•

.,.
'

l
I
O pe n circuit in power supply wire .
•

I
I
B lown b u l b .
•

_,
_

Poor contact of bulb socket.

•

B ETWEE N I N DI CATOR
O pen circuit between bulb A N D SWITCH
•

and switch connector. C O N N E CTO R

•

D ate of Issue : M a rc h , 1 99 5
25 - 20 © H O N DA M OTO R C O . , LTD .

ACCELERATOR P U M P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- 7
ADJ UST M E NT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
A I R C LEAN E R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
H O U S I N G DRAIN TU B E(off road
motorcycles and ATVs) . . . . . . . . . . . . . . . . . . . . . . . . 2 -7
A I R C UT-O F F VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- 7
ALTER N ATO R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-2 7
ATV WH EEL/TI R E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6- 1 7
BALL B EAR I N G R EPLAC E M ENT . . . . . . . . . . . . . . . . . . . . 1 - 1 6
BAS I C ELECTRICAL DIAG N OSTI C M ET H O DS . . . . 2 1 - 1 4
ELECT RO N I C KNOWLED G E . . . . . . . . . . . . . . . . . . 2 1 -6
TI R E I N FOR M ATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6-9
BAITERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
DESC R I PTIO N S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-6
R E MOVAL/I N STALLATIO N . . . . . . . . . . . . . . . . . . . 22- 1 0
TESTI N G/ C H AR G I N G . . . . . . . . . . . . . . . . . . . . . . . . . 22- 1 1
B E LT CASE A I R C LEAN E R . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
B RAKE F LU I D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
LIG H T SWITC H ES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 3 5
PAD WEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 3 1
SHOE WEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 3 1
B RAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 3 2
DESC R I PTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 -2
CAMSHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
CAR B U R ETO R ASS E M B LY . . . . . . . . . . . . . . . . . . . . . . . . . . 8- 1 4
C H O KE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
DISASSE M B LY/I N S PECTIO N . . . . . . . . . . . . . . . . 8-9
I DLE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1 7
SYN C H RO N IZATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1 6
CHARG I N G SYSTE M DESC R I PTIO N S . . . . . . . . . . . . . . 22- 1 4
I NS PECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-2 1
C LUTCH / D RIVEN PU LLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2- 1 0
C LUTCH I N S P ECTI O N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 1 0
SWITCH D I O D E I N S PECTIO N . . . . . . . . . . . . . . . 24-8
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
CO M PR ESSION TESTI N G . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 -2
C O N N ECTI N G ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4- 1 0
B EA R I N G S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4-8
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
TEM P E RATU R E GAUGE . . . . . . . . . . . . . . . . . . . . . . 2 5-5
COOLI N G SYSTE M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1 8
C RA N KCASE B R EATHE R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 7
C RA N KSHAFT I N S PECTIO N . . . . . . . . . . . . . . . . . . . . . . . . . 1 4-3
MAIN B EAR I N G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4-3
CYLI N DE R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5-5
CYLI N D E R H EA D ASS E M B LY . . . . . . . . . . . . . . . . . . . . . . . . 9 - 1 8
DISASSEM B LY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9- 1 2
I N S PECT1 O N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 1 1
CYLI N D ER I N STALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0- 1 0
DECA R B O N IZI N G ( 2-stroke engine) . . . . . . . . . . . . . . . . 2 - 1 5
DECO M P R ESSOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 9- 7
D ESC R I PTION ( F RA M E/ B O DY PAN E LS) . . . . . . . . . . 2 0-2
D R IVE B E LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 7 , 1 2-5
C H A I N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 1
SLI D ER , C H A I N G U I D E , G U I DE
SLI D ER A N D R O LLERS . . . . . . . . . . . . . . . . . . . . . . . 2-2 7
DRIVE PU LLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2-6
ELECTR I CAL SYM B O LS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1 - 1 3
EM ISS I O N CONTROL I N FOR MATIO N LAB E LS . . . 7 -9
ENGINE OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 1
E N G I N E O I L F I LTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 1 3
S C R E E N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 1 4
26 . 1NDEX
EVAPO RATIVE EM ISSION CONTROL SYSTEM . . . 2 - 1 9
FAN M OTO R SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5-4
FASTEN ERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -6
F I NAL D R IVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5-5
O I L LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
F O R K . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8-5
F U E L AUTO VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
GAU G E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25- 7
LI N E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 � . � 8
P U M P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5-9
STRA I N E R S C R EEN . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
G E N E RA L SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -1
HAN D LEBAR (S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8- 1 1
H EA D L I G HT A I M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3 5
B U LB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5- 1 1
VOLTAG E I N S PECTIO N . . . . . . . . . . . . . . . . . . . . . . . 22-24
H I G H ALTITU D E ADJ U ST M ENT ( U . S . A only) . . . . 8-24
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-1 7
HYDRAULIC C LUTCH SYSTEM SERVI C E . . . . . . . . . 1 1 -2 7
D I S C B RAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 -8
TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
I G N ITIO N COIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 - 1 7
SYSTEM I NS PECT I O N ( PEAK VOLTAGE
M E AS U R E M E NT M ETHOD) 2 3-1 3
TI M I N G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 - 1 2
I N ITIAL CAMSHAFT LU B R I CATI O N . . . . . . . . . . . . . . . . 9 - 1 9
I N S PECTIO N ( F RA M E / B O DY PAN ELS) . . . . . . . . . . . . 2 0-4
LEAK-DOWN TESTI N G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 -3
LOW F U E L I N D I CATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5-8
M EC H A N I CAL D R U M B RAKES . . . . . . . . . . . . . . . . . . . . . 1 7 - 1 6
N UTS, BOLTS, FAST E N E RS . . . . . . . . . . . . . . . . . . . . . . . . . 2-40
O I L COOLER I NSPECT I O N . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- 1 2
LEVEL I N D I CATOR ( 2-stroke engine) . . . . . . . 2 5-2
O I L P R ESSU R E C H EC K . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
WAR N I N G LI G HT (4-stroke engine) . . . . . . . . 2 5-2
O I L P U M P A N D O I L LI N E (2-stroke separate oil
supply motorcycles) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
D ESC R I PTI ONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
I NS PECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
O I L P U M P/ O I L LI N E B LEE D I N G (2-stroke
engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- 1 1
OUTPUT SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5-2
PI LOT (OR A I R ) SCR EW ADJ UST M ENT . . . . . . . . . . . 8- 1 8
PISTO N / PISTO N R I N G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0-6
P R ESSU R E RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 4- 1 0
PRO-LI N K S U S P E N S I O N LI N KAGE . . . . . . . . . . . . . . . . . 1 9- 1 1
RAD IATOR COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1 7
R EED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- 7
R E G U LATO R / R ECTI FIER I N S PECTI O N . . . . . . . . . . . . . 22-22
ROCKER A R M , ROCKER ARM SHAFT . . . . . . . . . . . . 9- 1 0
SECON DARY A I R S U P P LY SYSTEM . . . . . . . . . . . . . . . 2 - 1 9
SERVICE DATA ( LU B R I CATI O N ) . . . . . . . . . . . . . . . . . . . . 4- 1
SERVI C E I N FOR MATION
( BAITERY / C H AR G I N G/ LIGHTI N G
SYST E M ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-1
( CLUTC H ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 1
(COO L I N G SYSTE M ) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
( C RA N KCASE/CRA N KSHAFT) . . . . . . . . . . . . . . . 1 4- 1
( CYLI N DE R H EA D ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
( CYLI N DE R / PISTON ) . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0- 1
m
( ELECT R I C STARTER/STARTER
C LUTC H ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4- 1
2 6-1
INDEX

( E LECT RICAL F U N DA M ENTALS) . . . . . . . . . . . . 21-1 ( B RAKES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 - 1

( E M I SSION CONTROL SYSTEMS) . . . . . . . . . . . 7-1 ( C LUTC H ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 1
( E N GI N E TESTI N G ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 (COOLI N G SYST E M ) . . . . . . . . . . . . . . . . . . . . . . . . . 5- 1
( EXHAUST SYSTEM ) . . . . . . . . . . . . . . . . . . . . . . . . . . 6- 1 (CRAN KCASE/CRAN KS HAFT) . . . . . . . . . . . . . . . . 1 4- 1
( F I NAL D R IVE/OUTPUT SHAFT) . . . . . . . . . . . . 1 5- 1 (CYLI N D E R HEAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
( F RA M E/ B O DY PAN ELS) . . . . . . . . . . . . . . . . . . . 2 0- 1 (CYLI N D E R/PISTON ) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0- 1
( F R O NT SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . 1 8- 1 ( E LECTRIC STARTER/STARTE R
( F U E L SYSTEM ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 CLUTCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4 - 1
( I G N ITION SYSTEMS) . . . . . . . . . . . . . . . . . . . . . . . . 2 3- 1 ( E M I S S I O N CONTROL SYSTE M S ) . . . . . . . . . . 7-1
( L I G H TS / M ETERS/SWITCH ES) . . . . . . . . . . . . . . 2 5- 1 ! EN G I N E TESTIN G ) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3- 1
( LU B R ICATI O N ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- 1 ( EXHAUST SYSTEM ) . . . . . . . . . . . . . . . . . . . . . . . 6-1
( R EAR S U S P E NS I ON ) . . . . . . . . . . . . . . . . . . . . . . . . 1 9- 1 ( FI NAL DRIVE/O UTPUT SHAFT) . . . . . . . . . . . . . 1 5- 1
(TRA N S M I S S I O N ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3- 1 (FREAM/BODY PAN E LS ) . . . . . . . . . . . . . . . . . . . . . . 20- 1
(V-MATIC B E LT DRIVE SYST E M ) . . . . . . . . . . . 1 2- 1 ( F R O NT SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . 1 8- 1
(WH EELS/TI R ES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6- 1 ( F U E L SYSTE M ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
SERVICE R U LES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -3 ( I G N ITI O N SYSTE MS) . . . . . . . . . . . . . . . .. . . . . . . . 23- 1
S H O C K A B SO R B ER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9-7 ( LU BLICATIO N ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
S I D E STA N D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37 ( REAR S US P E N S I O N ) . . . . . . . . . . . . . . . . . . . . . . . . . 1 9- 1
I G N ITI O N C UT-O FF SWITCH . . . . . . . . . . . . . . . . 2 3- 1 9 (TRA N S MISSI O N ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3- 1
S PA R K A R R ESTER ( U. S.A. o n ly) . . . . . . . . . . . . . . . . . . . 2-40 (V-MATIC B E LT DRIVE SYSTEMS) . . . . . . . . . . 1 2- 1
PLU G . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 (WHE E LS/TI R E S ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6- 1
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1 1 T U R N S I GNAL LIG HTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5- 1 6
STARTER CLUTCH I N SPECTION . . . . . . . . . . . . . . . . . . . . 2 4- 8 VALVE CLEARA N C E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
M OTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4-3 G U I DE S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9- 1 3
PINION I N S PECTION . . . . . . . . . . . . . . . . .. . . . . . . . . 2 4-9 S EATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 1 5
R E LAY SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-6 SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 2
STEERI N G H EA D B EAR I N G S . . . . . . . . . . . . . . . . . . . . . . . 2-43 VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9- 1 2
STEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8- 1 5 WATER P U M P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38 WHE E L ALIG N M E NT ( F O U R TRAX) . . . . . . . . . . . . . . . . . 2-43
SWI N G A R M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9- 1 1 BALAN C I N G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6- 1 7
SWITC H ES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5- 1 2 B EA R I N G R E PLAC E M EMT . . . . . . . . . . . . . . . . . . . 1 6-8
SYSTEM D E SC R I PTIO N S R E MOVAL/ I N STALLASION . . . . . . . . . . . . . . . . . . . 1 6-2
( C LUTCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 -2 WHEELS/TI RES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 1
( COOLI N G SYSTEM ) . . . . . . . . . . . . . . . . . . . . . . . . 5-2
( C RA N KCASE/CRAN KSHAFT) . . . . . . . . . . . . . . . 1 4-2
( CYLI N D E R H EAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
(CYLI N DE R / P I STON ) . . . . . . . . . . . . . . . . . . . . . . . . . 1 0- 2
( E M ISSION C O NTROL SYSTEMS) . . . . . . . . . . 7-2
( EX H AU ST SYSTEM ) . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
( FINAL DRIVE/OUTPUT S HAFT) . . . . . . . . . . . . 1 5-2
(FRONT S U S P E N S I O N ) . . . . . . . . . . . . . . . . . . . . . . . 1 8-2
( F U E L SYSTE M ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
( I G N ITION SYSTE MS) . . . . . . . . . . . . . . . . . . . . . . . . . 23-4
( LU B R I CATI O N ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
( R EA R SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . . . 1 9-2
(TRA N S M ISSION ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3-2
(V- M ATI C B E LT D R IVE SYSTEM ) . . . . . . . . . . . 1 2-2
SYSTEM I NS PECTI O N S ( E M ISSION CONTROL
SYSTEMS) . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . 7- 5
SYSTEM TESTI N G (COOLI N G SYSTEM) . . . . . . . . . . 5-7
TH E R M OSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
THOTTLE OPERATI O N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
TIRE I NSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6- 1 4
R E M OVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6- 1 1
TRANSMISSION ASS E M B LY . . . . . . . . . . . . . . . . . . . . . . . 1 3-7
D I SASSE M B LY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3-6
I NS PECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3-6
OIL ( 2-stroke engine) . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
T RO U B LESH OOTI N G
( BATTERY/CHAR G I N G/ LI G H TI N G
SYST E M ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-3

(442)
26-2