Kawasaki ZX900, 1000 & 1100 Liquid-cooled Fours Service and Repair Manual by Mark Coombs and Penny Cox (1681-248-10Y4)
Models covered ZX900 A (GPZ900R). 908cc. UK April 1984 to 1996 ZX900 A (Ninja). 90Bec. US November 1983 to 1986 ZXl 000 A (GPZl OOORX). 997cc. UK November 1985 to September 1989 ZX1000 A (Ninja 1000R). 997cc. US September 1985 to 1987 ZX1000 B (ZX-10). 997cc. UK December 1987 to April 1991 ZX1000 B (Ninja ZX-1 0). 997cc. US April 1988 to 1990 ZXl100 C (ZZ-Rl100). 1052cc. UK March 1990 to December 1992 ZX1100 C (Ninja ZX-11C). 1052cc. US 1990 to 1993 ZX1100 0 (ZZ-R1100). 1052cc. UK December 1992 to 1997 ZX1100 0 (Ninja ZX-11 D). 1052cc. US 1993 to 1997
o Hayne. Publishing 1999
A booII in the Hayne. ServIce and Repair Manual Series All right' rnerved. No part of this book may be r8i)I'Odueed Of'transmitted In any form or by any means: electronic or mechanical, including photocopying, recording or by any information storage or retrieval system, without permission In writing from the copyright holder.
Prinled In IheUSA
Hayne. Publishing
SpaO
ISBN 1 85960 355 6
Ubrary of
Cong,.,.., Catalog Card Numbat' 96-79989
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British librllry Cataloguing It! Publieatlorl Data
Hayne, Publishing Nordiska AB
A catalogue record lor this book is available from the British L..ibf8Iy.
Bo~ 1504. 751 45 UPPSALA, Sweden
0. 4
Introduction
Kawasaki
The Green Meanies by Julian Ryder Kawasaki Heavy Industries
~
wasaki
is a company of contradictions It Is the smallest of the b ig four apanese manufacturel1l but the biggest company, k was the last of th9 four to make and market motorcycles yet k owns the oldest name in the Japanese industry. and it was the first to set up a factory in the USA. Kawasaki Heavy Industries, 01 which the motorcycle operation is but a small component, is a massive company with its heritage firmly In the old heavy Industries like shipbuilding and railways: nowada)'ll It Is as much Involved in aerospace as in
They bought their high-tochno logy experience to bear f irst on eng ines which Wefe sold on to a number of manufacturers as
original equipment. Both two- and four-stroke units were made. a 58 cc and 148 cc OHC unit. One 01 the customer companies was Meihatsu Heavy Industries. another company w~hin the Kawasaki group, which in 1961 was shaken up and renamed Kawasaki Auto Sales. At the same time, the Akashi factory which was to be Kawasaki's main production facilrty until the Kobe earthquake of 1995, was opened. Shortly aflerwards, Kawasaki took over the ailing Meguro company, Japan's oldest motorcycle maker, thus Instanlly obtaining a range of bigger bikes which were marketed as Kawasaki-Meguroa. The following year. lhe Ilrst bike 10 be made ami sold as a Kawasaki was produced, a 125 cc single called lhe B8 and In 1963 a motocross version, the B8M appeared.
motorcycles In fact it may be because of this that Kawasaki's motorcyc les have always been quirky, you get the impression that they are desigrJed by a small group of enthusiasts who are given an admirably free hand. More realistically. it may be that Kawasaki's designers have experience with tochniques and materiats Irom other engineering disciplines. Either way, Kawasaki have managed to be the factory who surprise us more than the rest. Quite often. they do lIlis by totally Ignoring a market segment the others are scrabbling over. but more often they hit us with pure. undiluted performance The origins of the company, and its name, go back to 1818 when &lozo Kawasaki set up a dockyard In Tokyo. By the late 19305, the company was making its OWn steel In massive steelworks and manufacturing railway locos and rolling stock. In the run up to war. the Kawasaki Aircraft Company was set up in 1931 and it was this arm of the now giant operatiOO that would look to motorcycle engine manufacture in post-war Japan.
The thrflfl cylinder two-stroke 150
Introduction Model development wasakl" lirSI appearance on a roadI1IC8 CIrCUit came In 1965 with a batch 01 i$C-valv. 125 twins. They were no match lor Ihe opposition trom Japan in the shape 01 Suzutd and Yamaha or lor the fading Iorce 01 the faciO<)' MZs from Easl Germany. Only alter the Olher Japanne factories had puled out oItha class did Kawasaki win, with Brlti$l1 rider Oallil Simmonds becoming WOOd 125 GP Champion In 1969 on a bike that looked astonishingly simila r to the orig inal meer. That same year Kawasaki reorganised once again. tl"ll, lime merging tl"lree companle' 10 torm Kawasaki Heavy Industries. One of the new organisal ion', objectives was to lake motorcycle production forward and ~ marXeI$ outside Japarl. KHI echie~ tl"lal target Immediately and set oul lhelr ,Iall lor the luture with the astonishing alld lrightenlng HI. This th,tIecylinder pir-cooled 500 cc two-slroke was arguably the first modern pure performance bike to hit the mar1<et. II l"Iypnollsed a whole generlltlon of motorcyclists who'd never before encountered such a ferocious, whee/Ie indIXing power band or such shalte ring stra ight-line speecl allied to questionab le handling. And as for the 750 C(; venion .. Tile triplea perfectly ,uiled Ihe lale '60s. fitting In wei w"h the Stu
ey 1hougI>11hey did. The 1968 Tokyo $how saw probably the SIngle most significant new molorCycle &va< made unveiled: the Honda CB750. AI Kawasaki It caused a major shock , for they also had a 750 cc four. code-named New Vorl< Sleak, almost ready to roH and ~ was a double. falher than lingle. overhead cam motor. Bravely. they tOOk the decision to go ahead - but With the molor taken 001 to 900 ce. The result wit the Zt, unveiled al the t9n Cologne Show." was I bike straight out of the same mould as the H I. scare storie$
~
spread about ~ pow«, dubious straight-llne,tabiIity and frightening nandIing. none of which Slopped the sales graptl rocketing Upwardl and led to the coining of tile t&nTI 'supertllke'. While rising fuel prices CUI short development 01 the big two-strokes, the Zt want on to found a dyrlasty, Indeed Its genes can 'ti ll be detecl ed In Kawasaki's lalesl produCII ilke the ZZ-Fll t 00 (Ninja ZX-tt). This II another characleri$lic of the way Kawasaki operates. Models quite olt.., llallil very long livu, or gradualty evolve. There Is no major difference between that firsI ZI and the ....-eooIed GPz range. Add water-cooling and you heve the GPZ900, w1"Iich in lum metamorphosed into lhe GPZ1000RX and then theZX-tO lind the ZZ-All00.Indeed. the
The first Superblke, Kawasald', 900 CC ZI
One oftha two-stroke tngIned KH and KE range - the KE1008
0. 5
0' 6
Introd uction customs were dire, you $imply got the impression that !he leam that designed them didn't have their heart In the job. Only when the Classic range appeared in 1995 did they
get
~ right.
Racing success awasaki atilO have a more focused approach 10 racing than the other factories. The policy kas always been to I1I(:e the road bikes and with just a couple of exceptions that's what they 've done. Even Simmonds' ehampionshlp winner bore a strong resemblance to the twins they were selling ill the tale '60s and racing V9'Slons of the 500 and 750 cc triples were also sold as ovlt.-the-counter rac ers, tho HI Rand H2R. The 500 was in the torafront ot the two-Itroke assautt on MY Agusla but wasn't a Grand PnK winner. It was the 750 that made the impact and carried the factorys Imag& In F750 racing against the Suzuki triples and Yamaha fouO's.. The factorys decltion to """ green. l>SU3IIy regarded as an unlucl
K
The GT750 -
a l avourite hack for despstc h riders
lasl three mode ls share the same 58 mm stroke. Tha bikes are obviously very dIfferent but 11'& diffi(;uil to put your ronger on exactly
"",. Other model' have remained effectively untouched lor OYer a decade: \fle KH 8f>d KE
single-cyl inder air-cooled two -stroke learner bikes, the GT550 and 750 shalt-drive hacks favoured by big city despatch ridefs and the GPz305 ~ prime examples. It's only when they step outside the perlormaoce field Itwlt Kawasaltis seems less SU"e. Their IV$! factory
chiropractor.
The high -performance ZXR750
Through doing II their way Kawasaki developed 8. brand loyaity for their per/ormance bikes that kapt the ZI's d&rivatives In production until the mid-'80s and lumad the bike Into a classic in its model life. You oould _ argue that the Zl lives on in the shape of the 1100 Zephyr's GP>:II(l()derived motor. And thaI's another Kawasaki invention, the retro biq. But wtIen you look a\ what many commentators refer to as the retro boom, espeCially in Japan. you find lhat it Is no such thing . II Is the Zephyr boom. Just another example 01 Japan'. most surprising motorcyc~ maoulaclurer getll ng it right again.
Introduction
0'7
The ZX900, 1000 and 1100 liquid-cooled fours
". W
an tho world's motorcycla press turned up at Laguna Seca race track m Oecemoor 1963 for the riding taunch of tho GPZ9O(lR thera was an instant run on global reserves of supef1atives. Hefe was that rarest of things. a genuine quantum leap forwards. a new design that instantly ren
Acknowledgements ur thanks are due to CW Motorcycles of Dorchester and TVM Motorcy~es of Newton Abbot who supplied the machines featured In Ihe photographs throughout this manual. Thanks are also due to Kawasaki Motors (UK) Ltd for supply of technical information and permission to use some of the line drawings featured. The Avon Rubber Company supplied intormation on tyre fitting. and NGK Spark plugs (UK) Ltd provided information on spark plug maintenance and electrode cond itions Thanks are also due \0 Kawasaki Information service and Kel Edge for supplying transparencies. and to Phil Flowers who carried out the front cover photography.
O
The ZZ-Al100 sports tcurer sharpened up and the styling made less slabby. Everyone agreed, here was a major step lorward compared \0 the l000AX - bot was It really better than the ori9 inal 9OO? Probably not The genu ine leap forward came in 1990 w~h the ZZ-Rll 00 (Ninja 2)(-" in the US). All sporting pretensions wOO! abandoned and the bike was presented as an unashamed sports tourer. bot also as the fastest bike money could buy. These seemingly mutually exclus ive requirements were somehow resolved in a packaga that like the first Z1 and the first Ninja. is muct1 more than the Sum of ~s parts. Irs fast, ~'s comtortable. it's easy to ride. it simply has no faults. The motor was bored out aga in and heavily modif ied and installed in a much better looking bike . It was
heavier than the ZX-l0 but just worked better. retinad is the best word to describe il. It is astonishingly fast yot very civilised to live with Like all the great Kawasakis. the ZZ-Rl100 enjoys a long model life. The original GPZ900 went through six mode l changes (Alto A8) bot the last one lived on In importers ranges tor years after it first appeared in 1991. In the UK, it was even reintroduced as a bargain bike. The AX and 2)(-tO only went through three model changes. AI to A3 and B I to B3, res.peclively. Seven years into its model life the ZZ·A I tOO is st ill going strong. slill being updated annually and still winning comparison tests with all its rivals - remarkably you can stili detect the heritaga of the origina l Kawasaki sllperbike. the ZI , in the thing
The int rOd uction "Kawasaki - The Green Meanies" was written by Ju lian Ryder.
pick it up. More Importantly, a lot 01 money can be saved by avoid ing the expen$(! the shop must pass on to you to COver ~s labour and ovamead costs. An added benefit is the sense of satisfaction and accomplishment that you feel after doing the job yourseH. References to the left o. right side of the motorcycle assume you are sitting on the seat, facing f{)(Ward. We take great pride in the accuracy of information given in thi$ manual, but motorcycle manufacturers make alterations and design changes during the production ron of a particular motorcycle 01 wnich they do not inform us. No liability can be accepted by the authors or publi $her5 lor JO$s, damage or injury caused by any etTOf"S In, Or omissions from, the Infonnatlon given.
About this Manual
n
aim of this manual is to help you get the best va.lue from your motorcycle. It can do so In several ways. It can help you decide what work must be done. evan if you choose to have it done by a dealer: it provides information and procedures for routi ne ma intenance and servicing: and it offers diagnostic and rapai. procedures to follow when trouble occurs. We hope you use the manual to tackle the work yourself. For many simpler jobs. doing it yourself may be quicker than arranging an appointment to get the motorcycle into a dealer and making the trips to leave It and
0. 8
Identification numbers
Frame and engine numbers The 'ram", numoor is stamped into Ihe right-handsideofthesteeringhead , The eogine number is slamped into the top 01 !he crankcase, on the right-hand side,just below no. 4 carburettor. 80th of these number.; should be recorded and kepi in a saf",plac:e
popul8r .......
..
UK GPDOOR:
so they can be furnished to law enforcement officials in the event of a lheft. Ther9 is also a carburettor identificabon number on the side of ea<:h carburettor body. Machines In thlsmanua i are identil ied by their model code rather than popularn.ame. If
not kno wn. the model code can be established from the engine and frame numbers (see following list). Note that the d ates given are Kawasaki's producllon year,; and these will nol nocassarily coincide with the date 01 registration.
,v-
Engioanumbar
"
ZX9OOA-OOOOO1-015000 ZX9OOA"()15004-015SOO ZX9OOA-01SOO1-015003 ZX900A-015501on ZX9OOA-Q31001on ZX900A-Q35101on ZX900A-Q38501 on ZX900A-042001 on
1987
ZX900A3 "'900""
"" "90
ZX9OOA> ZX9OO'"
g~~!'=:i :
ZX9OOAEOOOOOlon ZX9OOAEOOOOO1on ZX9OOAEOl9001on ZX9OOAEOl9001on ZX9OOAE040001on ZX9OOAE046001on ZX9OOAE048501 on ZX9OOAE048501 on ZX9OOAE048501 on ZX900AE048501 on
ZXl000Al ZXl000A2
ZXTOOA-OOOOOlon ZXTOOA-014801on ZXTOOA-022401on
ZXTOOAEOOOOO l on ZXTOOAE02100 1 on ZXTOOAE028501on
ZXTOOB..()(l()()(l 1-{)12000 ZXTOOB..()12452-{)17000 ZXTOOB-012001..()1245 1 ZXTOOB-017001-{)28000 ZXTOOB..()28001on
ZXTOOAE02780 1 on ZXTOOAE028501 on ZXTOOAE028501 on ZXTOOAE028501on ZXTOOAE028501on
ZXT1OC-OOOOO1-013000 ZXT1OC-Ol3001on ZXT1OC-024001on ZXT100-000001-020000 ZXT100-020001on ZXTl00-032001on ZXT l 00-039001on ZXTl 00-045001on
ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOO1on ZXT1OCEOOOOO1on
J KAZX2Al-EAOOOOOlon
JKAZX2A1- FB505301on JKAZX2Al-GA031001on JKAZX.2Al-GB512701on
ZX9OOAEOOOOOlon ZX9OOAEOOOOOlon ZX9OOAEOl9001on ZX9OOAEO l 9001on ZX9OOAE040001on ZX9OOAE040001on
JKAZXCA1-GAOOOOO1on JKAZXCA1-GB500001on JKAZXCA1-HA014801on JKAZXCA1-HB508401on
ZXTOOAEOOOOO1on ZXTOOAEOOOOO1on ZXTOOAE021001on ZXTOOAE021001on
JKAZXCB1-JAOOOOO l on JKAZXCB1-KA012001on JI
ZXTOOAE028501 on
JKAZXBC1 - LAOOOOO1on JKAZXBC1-LBOOOOOlon JKAZXBC1-MAOl 3001"()24000
ZXT1OCEOOOOO1on ZXT1OCEOOOOO1on ZXT1OCEOOOOOlon ZXT1OCEOOOOO1on ZXT 1OCEOOOOO1on ZXT1OCEOOOOOl on ZXT1OCEOOOOOl on ZXT 1OCEOOOOOl on ZXT 1OCEOOOOOlon ZXT 1OCEOOOOOlon ZXT 1OCEOOOOOlon ZXT1OCEOOOOO l on lXT1OCEOOOOO l on ZXT1OCEOOOOO l on ZXT1OCEOOOOOlon ZXT 1OCEOOOOOlon ZXT 1OCEOOOOOlon
"" "sa
199HI6
=~ASA
UKGPZ100(lRX:
i:; ''''''
ZXtOOOA31A3A
UKZX-10:
''''''
1990-9 1
UK ZZ· Rt,oo: 1990
ZX l l00C t
1~
gii:g
1993
ZXl 100Dl ZXl 100D2
tWo! 1995 ZX l1 00D3 1996 ZXl 100D4 1997 ZXl l 00D5 US Nq. (J - ..... InJIIPC'n. US - ..... In US): ZX900Al (J) 1984 ZX900Al (U S) ZX900f<2(J) ZX900A2.(USl ZX900A2(J) ZX900A2(US} US Nlnjal000R (J -madain.n.p.n, lIS _ madain US): 1986 ZX1(lOOAl (J) ZX1000A1 (US) ZX1000f<2(J) ZX1000f<2(US}
~::Inja ZX-10:
ZX1000 B1
1989 ZX1000B2 1990 ZX1000B3 US Ninja ZXl1 (J _ madain hp¥I, US -madain US): 1990 ZX1 100C1 (J) 1990 ZX1100C1 (US) 1991 ZXl 100C2(J) 1991 ZX 1100C2(US) 1992 ZX1100C3(J) 1992 ZXl 100C3(US) 1993 ZX l 100C4(US) 1993 ZX1100Dl(J) 1993 ZX1 100D l (US) ZX110002 (J) 1994 1994 ZX1100D2(US) 1995 ZXll00D3(J) 1995 ZXl100D3(US) 1996 ZXl10004 (J) 1996 ZX1100 D4 (US) 1997 ZX l 100D5(J) 1997 ZX1100D5(US)
j~i:~~~~
~~~gi:=;~11~ JKAZXBC1- NB5046010n JKAZXBC1-PB508201on JKAZXBD1 - PAOOOOO1on JKAZXBD1-PB500001 on JKAZXBD1-RA020001on JKAZXBD1-RB502701on
~~~gi:~;~~
: JKAZXBD1-TA039001 -045000 JKAZXBD1-TB506951-509100 JKAZXBD1 -VA045001on JKAZXBD1-V9509101on
~OOAE040301on
Identification numbers Buying spare parts Oneeyouhaveloundallu...ldenlJlieatlOfl
0· 9
component e . l be made. Along the 1rlIiI/n)m the mlWlUfacturerlotheparlsshelf,lt1ere_
brake parts, etc. Rarely will an acceS80lY
OlIIT'I8roU5p1acesthalthepartcanlnlupwith
OUIlethavemajor'uspen,ioncomponenta,
IheCXln'eCtpartS.
dealer is usually limiled to normal high wear
cylinders. transmlssioogears,orcases. Used parts can be obIaIned for roughly hall lhepriceolnewones,bu1youcan"aIwaysbe $Ure of what you're getting. Once agaln. take yourwom part to the wre<:kl"llyard (breakelj for direct comparison. VVhether buying new, used or rebuitt parts, the best course I, to deal directly with
~ pouible, take the worn part to lhldealar$Odirectcomparison with th8new
items such" IIhock abso
someone who speclaliz. . in parts lor your
parts,varIolGengk'Mlgaskets,cables.chaN,
pa-ticularmake.
numbers, ,ecord them lor relerence when Iluy'ingparta.Sincethemaoufacturersct\aoge
speciticalkloa.parts andvendors(COITIpanieol that manulaclufe variol.ls componeots on the machIne).providingthe IDnumbersialheonty wwytobereuonably SIn that you .... buying
lhewrungnumberorbelistedi'v::orree1!y. The lWo places to purchase new partS lor
your motOfCycle-theacces.sorystoreandtl\e I ranchl!l8d dealer-differ In the type oi par111 they carry. While dealers can obtain virtuaUy
ev«ypartloryourmotorcyde,theaccessory
0. ,0
Safety first!
Professiooal rnechanics are trained in &a!&
working procedures. Howe~er Mllhusias1ic you may be about getting on w~h tlMI job at hand.takeltletlmeto.....,.,..lhjdyoursalety isnol puI at 1'iIk. A moment'. I..cI< 01 attention can result In an accidenl. es canfailu.e to
obaer\tfI simple precauhona Tl\ei"e will always be new ways of having accidents, and the following ia not •
eomprehensr.. lisl of an dangers; It Is Intended ralhflrto make you aware of the risks
andtoeocou'a>I88aaleapproachtoallworll you carry OIJI on your bike.
Asbestos • Certain frielioo'l, insulating. sealing and otherprodliCla · such as brake pads, clutch linings. gasket., elc.-conlainllsb&$to •. exlr_ca,e mUSI be laken 10 avoid ImloIiIIion of dust from such producIssince ~ la h.azardous to health. II in doobt,aSS<Jme
ltlattheydocontalnesbesloS.
Fire • Rememberataltm.thIIlpetroIishighty 1\arnmabIe.Nev«smoI<.eorhoa.... fJllYkindoi naked flame around. when working on the vehlcla.Bullhe.lakdoll.notendther8-8 sparkcausedbyanelectrieal$hOrt-circuil,by
• Always diaconn&et Ihe battery eanh Ierminal before worklng on any pat1 of lhe fuel or el&etrleal system, and never risk spiliinll IueI onlOa hoi enginot or exhaust. II III recommended that a fQ e~1inguisher • of a typesu~ablefor fuel and electr\callires is kept handy In the garage or workplaee at al l times. Never try to extinlluish a luel or eIectrIcaI . . ....ntlwater.
Fumes • Certain fumes are highly lode and can Quickly causeunconaclousnHs snd even death IIIn11a1ed to any e~tent. Petrol vapour comes Into this category, as do the vapours from certain solvents sucf1 as trlchloro-
electricitybuiltupinyourbodyundefcertaln cond~loos. can Ign~e petrol vapour, which In aconfir>ed spacalshighlyexpiosive.Never use petrol as a cleaning soIIIent. Use an approYedsafetyflOlvent.
Remember .. . Don't star1 tha
an~spacesuc:hasagarage.Exhaust
fum" contain carbon monoxida which Is extremelypoisonoua: If you need 10 nJn the engina. alway$ do so In the open airor at leasl hava tha raar 01 the vehicle oufalda the
angiIna WIthout
IlpossIbIe,loosoonthefillerpiugsorCOYer wilen charging the baUeryfrom an a~temal source. Do not cf1argeal an axcessive rate or the battery may burst. • Tal<e care when topping uP. cleaning or carrying lhebatteoy. The lICid alectroly1a. avenwhen diluted. Is very corrosive and should not ba altowad to eonlac:tthe eyas or $kin. Aiway$ wearrutx-glovH and \IOIIIIies or a face shield. If'fOlJ ever nead to preparl eleclrotyteyourull.alwaysaddtheaeid sIowfytothewater,.-acidthewaiartoftw
"".
e When ualng an ele<:trlc: power tool, Inspection light ate. , alwaya ensurathat the appliance is correctly connectad to Its plug and that. whera necessary. It Is properly grounded (eanhfKl). Do not usa a .....h appliances In damp condition. and. again. beware of ereatlng a spark or apptylng aKcessiveheatinlhevicinllyoffu~ortu"
vllj)OUr. Also If\SUra lhat the appliances meet nattonal safetystandards e A severa electric shock car1 result from touc:hingcertaln partS 01 thaalectricalSy$lem, suc:hasthaspar1
The battery • Nevareause II spark, Or allow a naked !ight near the vehicIe'a beltery. II will normally be giving 011 a certain amount 01 t>ydrogen gas,..mIchlshighlyaKploslYe.
tka engine Is running or bainll crankad. particularly If componenta are damp Ot tha In sulation i,dafective. W""'a an electronic Ign~ion system I, used. thaMCOfldary(tfT) voltage is mucf1 h9>erandoould prove fatal.
Don't rush to finish a Job Ot take urwerifIadshoncuts. Don 't allow ehlklran or animailin or
'" Do remove rings, wristwatch etc .. before
around an unattended vehide If Don't Inflate a tyra above
"" Do
If If
first MCeotaininQlhatlhltrmsmllllonisin ......... If Don't SU(i(IenIy removeltlepressuracap from a hoi cooling system - cover ~ WIth a eIothandraleaM!hepr.suragraduaiyfirst, oryoum;rygeltealdedbyeacaplngcoolant If Don't aUempt to drtlin 011 untli you IIt'e lure it has eoolad suMiciently 10 Ivold aceldingyou. If Don't grasp any pan of the englna or a~h.ust syslem without fir$1 ueertalning that ~ Is cool anough not to b\A"n you. If Don't allow braka nuld oranhfreeze to contact tha mtlchine's pelnlworloc or plastic -""","". If Don't Slp/'Ion toxic liquids suc:h as 1ueI. hydraulic flukl Otantlfr. .za by mouth. Ot aIIowtt-nloremainonyourskin If Don't Inhaie dust - ~maybelnjurloualo health (seeAlbeslos heading) If Don't allow any spillfld oil or grease to remain on the IIoor - WIpe ~ up right away, beforasomaona slips on ~. If Don' t use II I-fittIng spannen o r ott>ar toots which may slip and cause injl.lf)l If Don't lit! a hNvy componam ..mIch may bebeyondyourcepabiMy·gatassistarU. If
el«:lrIcaIsy$t_(exceptwherenoted). •
:~~:::::;ei,~~~ ~r~~'I~g : ; :,'::!n~n o~ s~~~ Electricity """tilated_. • When~~"uidsandto/wlnts, read the instn.octlons carefully. Naver use materia ls from unmarked contalnen - they mayg.... oIIpoisonousvapour!l • Neverrunthe .-.ginaof amotorvehidein
two metal su1aces contacting NCh other, by
careless use 01 lools, or ....en bystalic
• Always disconnect the battery ground (aartll)t&mlinalbeloreworklngonthaluelor
workinll on the vehicle - especially aIectricaIsystem.
"'1
kaep)'Ollfworkarlllltldy-~isonly
Ihe from
~:.aYIOfaIiOveranleleslefiIYlng
overstrasslngthe carcass. in extremlcases
'" Do exercise eaution when compo-essing
recommanded
Pfassure.
Apart
tha~mayblowolllorcibly.
"" Do ....... thattha"**- .. ~ad securely at IU times. This Is espacially important~thamachlnaisblockadup
lOaklwhMlorlork.-.rr'lOY8l.
", Do takecarawhanaltamptingtolooMn
aSllbbomnotorbolt.hlsganeratybetler to pull on a spanner,fltherthan push. so Ihat If you slip, you fall away from the mactune
ratherthanonto~
"' Do wear aye Pfot&elion when using p<JWer lools wch as drln, sander. bench gMdtrak:. "" Do use a barrier craam on your hands Pfior to undartalunll dirty tabs, It will proteCI your skin Irom Infection I I well as makingthedWIaasiarIOMfTKlVtlafI_ads; but make sure your hands .r... ·, left slippery. Note that iong·term contacl witt> usadenginaoilcanbeahaalthhazafd. "" Do keep loose clothing (cufls, tlasetc andlonghair)welootol!heWW'jolfTlOW"lg
--.
-
8f)rI"II5for~orinstalla"on.Ensurti
thalthet-.onillllpfliiedanclraleasedina controlled manner, uSing suitable lools whlc:h pracIude the powblilty of ftwsprlng
.......
"" Do ensuralhaterrvlilbnglKkleosedhas a"'eworlongloedratinglldequateforlhe
"". .......
"" Do gil someone 10 check periodically thaI all is well. when WOfIIing alone on lhe
"" Do carryootwori
-.
-.
e lf inspoteolfoilowingtheWprecautlon •. you are unfortunall enough to injura yoursaI!.seekmedlc:alanentlonassoonas
Daily (pre-ride) checks
0' "
1 Clutch and brake fluid level check
A , •
Before you start:
Bike care:
un "arm )"OUr eyes and dama". palrt'fKI sul1l1CeS, so
'" Make aur. yoo have the COfT8Ct hydraulic
use extreme caution when
'" With the motorcycle hilid level, tum tile handlebars until the top of !he master cylinder Is as level as possible. If necessary, loosen the brake le ver clamp bo lls and rOlale the master cylinder assembly slightly 10 make It
• In order 10 ensure proper operalioo of the hydraulic disc brake. the flu id level In the maSle. cylinder reservoir must be property ma intained. If the brake fluid level was lOW, Inspect the brake system for leaks. • The fluid In the brake master cylinder rese
W,mlng:
s,..l1._ IIytkaullc ffuld
handling .nd pollring't end coWll" surrounding surfaces with 1719. Do 1'10\ use fluid thllt hilS been stand;"fI open
fOI' some time, liS It IIbsonn moisture from the air which eson <;:.9use a dangonxlS Ion of braliing/clutch effediveneu.
fluid - OOT 4.
-.
'" On the rear brake reservoir. located behind the rlght-han.d sidepanel (ZX900 and 1000 models) or under the seal (ZXl100 C/O modeIl). the fluid level is visible through the ~ material 01 the rese.voir; ~ should be betwe.l the upper and lower level marks on the side 01 the reservoir.
1 ~~~h t~:~ ;'~t~"~~S :~t~~level~s= 2
body. is not below the lower mark. The mark Is In the form of a ra ised line cast into the reservoir body.
~~c=.t,:r~:~=es~~~
cap (as applicable). and remove the diaphragm: nOle Ihal later models have a plale fined above the diaphragm on the frool rese!"'J~r.
When the Ik.Iid level Is correct. dean and dry the diaphragm. fold it into its compressed state and relit it. togather with the plate (later models). 10 the reservoir. Refil lhe reservoor cover and retaining screws or thol reservoor cap and lighlan it securety.
3
~~~ya =jU~~,=~ I~~~. ~~h:
reservoir to lhe upper level mark. On the Ironl brake and clutch reservoirs the upper level marl< is In the form of a line. cast on the Inside 01 the frool face of the reservoir.
0. ' 2
Daily (pre-ride) checks
2 Coolant level check Before you start: ., The enoone must be eoId for !he resutts to be ItC(:lIrale. 110 alwayw. perform this check befOfe starting the ..,-,.glne for the first lime
""'0.,. ., Place the motorcycle on the centerstand. Make sure the motorcycle i$ OOievelllround.
Bike care: • Use only the specWied coolant mi~lln. It Is important thaI an~free~e i$ used In the cooling
system all year round. not jll5\ during the WIfllermonllw. • In IIIl'IIII'QBflC ~ diatiIed water alone may be U$I!Id 10 top up ~ $)'Stem, but remember thaI this will diklee the coolant and reduce it3 degree of protection agam 1reezrIg.
1
• 011 ZX900 models the tank i$ behind the right-hand sldepaneI, wtlich must be removed \0 gain aocess to it. On ZXtOOO A models tilt .~panllon
tank is behind the lower faIring
MClIon, the coolant level matI<s being on the fPing MClIon rather ItIan the e~pansIon tank Itsell. The ZX1000 Band ZXl100 C models heve the expansloo lank m(l<Jnted in the righthand side 01 the upper fairing, the coolant level marks b&lng vtslble from the loskle of the lalring . On ZXt 100 0 models the expansion tank II beneath the tall secbon on tile rlghthand sicIe. 1\$ coolant level can be checked by observing the level mao'ks on the front portion of the Iri onot the seat t.as ' - ' removed. "
the marks are indIStinct. remove lhe lali
sectiOn for
a belIef view.
:aU~~~I~ a;:h;~!r;~s~er:~~: ~:;:r t~a~rl~~;:i~~:~ ~&I
marks
~ng
• If lhe coolant level falls steaaoly, chack the system for I6aks as deseribed In Chapter 3. N no leaks ara found and the levellllil ~ to fatt, II is 16COiIW.,,,,oded that the machine b4i taken to an authorized Kawasaki dealer wOO will presaure lesl the system . • Do 1101 overlililhe o.:ootant r8$el"\lOOr. • If the coolant is significantly above the higher mark at any time, the should be siphoned oft 10 prevent II from being elCpelled 0iJI of the breather hoM ~ the engine has warmed up.
visible from lhe inside 01 the fairing.
2
surplus coolant
Warning: Anrm.u.1s poisonous - doo't siphon by mo",,"
:~~:: ~~~ ::::~:t~t:: ~ed~~(':t~
and using only the apecif~ ingredients as described In Chepleo- 3.
• . lnICI"ew the .-voir cap and use a coolant mixture of the required strength and specification (see Chapter 3) 10 bring ~ up
above the LOW line.
Daily (pre-ride) checks
0 - 13
3 Engine/transmission oil level Before you start:
Bike care:
!I' Place tile
. " you have 10 add oIIlrequentIy, you should check whether you have any oil leaks. If I, no sign 0 1 011 fflakage from the Joints and gaskets the engine could be bumlng oil (see Fault Finding in the Reference seclloo).
motorcycle on the cenlersland. then start the engine and alIQw It to reach nQrTTIaI opendlng lemperalUf9.
-
Caution: Do not run the engine In an enclosed spactllWCh a •• gar8gOl or
tI.....
The correct oil • Modem. high~rewIO!I engines place great demands OIl thftir oil. It is very impOrtant thallhe correct oil for your bike Is used. • Always lop up with II good quality oU of the speci1ied type and viscostty and do not overlil l the engine.
"'-
01 Slop the 8!'Iglne and allow the machine 10 sat ...-.disturbed lor about five minutes.
"'''"''....,
API grade SE or SF (minimum)
SAE 10W/40. tOW/SO, 2CNI140 or 2OW15O
up using !he rec:ommended 011 by way of the lop of the casing.
1 ~:c=g~:!~h:l~hebeooYi:~:Y~~~h~~= 2 Top
fin. cap at the
window, between the lEwei marks (arrowed).
4 Suspension, steering and drive chain Suspension and steering: • Makt' sure the s la«lng opMIles smoothly, without IcIosef-. and wi1tIout twoding. • Check Iront .nd rear suspension for :smooIt1 operation.
Drive chain: • Make sure the drive chain isn't out of adjustment.
• Although the cha in fitted as starodard equipment is of the O-rirog type, grease beirog sealed Into the Intemal bearing suriacH by O-rings at each end 01 the roI\ef$, lubrication is still required to prevent the railers 'rom wearing on the sproektt tetttl arod to prevent the Q-ring$ from d rying up. A heavy (SA.E 90) gear all or one of the proprietary aerosol applied chain Iubr\C8nls .. best
A I
Wamlng: some propeHanls
lind In ~ o;;aU$O the O-rings to detllf10nlte ....,. -.pIdIy, so malre c:ertain that tM pmduct J. mar1ced ... being suitable IOf" UN with a _ring I)'pe chams. •
r= •
HIN
Apply chalro /u/Jrlcaro t to the Joiro" t..fWHro the side pla' es, piros, bushirogs and
rollers to pro",ide lubrlcRtkm ot lhe Inlemelload beamlg areas - fIOl !he mlddlfl at ' he roIlfHs.. WIIh the bike on Its cenlet3terod, hoJd the plastic nozzle nur the edge of the chain . rod tum 1M wheel by hand lIS the lubricant
,..".al this procedure on the InsJde edge at the cham.
spR)I1I out;
Whilst splnrolrog the back wheel. spray ckain lube onto the top of the chain·, 10_ run centrifugal force wilt wort< the lube Into the chain when the bike is moving.
0" 4
Daily (pre-ride) checks
5 Tyres lYre care:
The correct pressures:
• Check the <:::ondllion of the lyre valve and enIIUI'e !he dust cap
18 in place.
• Pick out /Iny stones or nails whIch may he.,. become embedded in the lyre tread. If lell. they w ill eventually penetrate tlvough the C8$lng and cause II punctu.&. • II lyre damage is IIPP11ffl1lI, or ur.e~ loss of pressure Is elq)8fieoced, seek the advice ole lyre Iitt.ng specialist without delay. • Check the lyrH care/ully for cuts. tears. embedded nails or o ther sharp objects and excessive w&a •. Operation of the motorcycle Wllh excessively worn lyres I, .x\.ltITIely tlazardous. as traclion arid handling are directly aflected.
Tyre tread depth: • AI the time 01 writing UK law requires that tread depth must be et least t mm over 314 of the tread bl'eadth all the way around the tvre, with no bald patchet. Many ridM"S. however, cooslder 2 mm tread depth minimum to be a
safer l im~. • Many tyres now Incorporata wear indicator.! in the tread. Identify the triangular pointer on ttle lyre ~ewall 10 locale the indlcalOf bar and replace the lyre II the tread hes worn down to the bar.
• The lyres must be checked when cold , oot Immediatety after rlchng. Note thai low tyre pressures may eause the tyre to sr.p 00 the rim ~come off. High tyre presS<JrM will cause abnormal tread W&8I and unsafe handling.
• Use an aecunl1e pressure gauge. • Prope< air pr8U4.lr. will increne tyre life and provide ma~lmum stability and ride
~'''''
.....
Tyre pressures
,,-
UK ZX900 Alto M models Up to 215 Ib load, below 130 mph 215to 399lb load, below 130 mph Above 130 mph
32 psi (2.25 kg/em» 36 psi (2,50 kg/em» 36 psi (2.50 kg/emt)
36 psi (2.50 kglem» 36 psi (2.50 kg/ctni)
UK ZX900 A7 -on models
36 psi (2.50 kglcm')
41 psi (2.90 kglcm')
Up 10 2151b load 215 to 397 Ib load
32 psi (2.25 kglctni) 36 psi (2.50 kg/em»
36 psi (2.50 kglem» 36 psi (2.50 kg!"ctni)
UK ZXl{lOO A models Below 130 mph Above 130 mph
36 psi (2.50 kg/em» 36 psi (2.50 kglem»
36 psi (2.50 kg!"cm» 41 psi (2.90 kglcm»
UK ZXl{lOO B models Up to 215 Ib load, below 130 mph 21510 399lb load. below \30 mph Above 130 mph
36 psi (2.50 kg/em» 36 psi (2.50 kg/em» 36 psi (2.50 kg/em»
36 psi (2.50 kg/em»
US ZXl(l(J() A and ZXl(l(J() B rnocIeIs
36 psi (2.50 kglan»
41 psi (2.90 kg/em»
ZXl100 C/O modela
41 psi (2.90 kglan»
41 psi (2.90
41 psi (2.90kglem»
US ZX900 Alto A3 models
Measure the tread depth at the centre of the lyre using II tread depth gauge.
41 psi {2.90k(jlcm» 4\ psi (2.90 kg/em»
kQlcm>l
3 ,.......,. ~:ti:ad,,:~~~~nd:lo;hebar !~~
6 Legal and safety checks Lighting and signalling:
..
• Take II minute 10 eheck that the headlight. taillight, brake hght and tum signals all worI< ~
• Check that the hom $Ounds wtlen the switch Is operated. • A working speedometer is a slatutory requlfemenl in the UK.
Safety:
Fuel:
• Check that the throttle grip rotates smoothly and snaps shu! when released. In all sleerlng positions. • Check that the eng.ine shuts off when the kill switch is operated. • Check that sidestand return spring holds the stand securely up when retrac ted. The IIOlme applies to the centerstand (where fitted). • Following the procedure in your owner's 1T\III"IU8I. check the opeqtion of the sldestand switch.
• This may seem obvious. but eheck that you have enough fuel to complete your journey. II you notice signs of fuel leakage - rectify the
cause immediately. • Ensu-e you use the correct grade fuel - see Chapter 4 SpecificaOOos.
Specifications Engine Oil capacity: At oil change: ZXl1QO C/O All other models ........ . .. • • • . . At oil and filter change:
ZXl100 C/O models All other models . Spark plug type: ZX900 and ZXl 000 A models: UK models US models
3.2 Iii (5.7 Imp pV3.4 US qtj 2.7 lit (4.8 Imp ptl2.9 US qt) 3.5 lit (6.2 Imp ptl3.7 US qt) 3.0 tit (5.3 Imp pV3.2 US qt)
NGK
N ippon -d en so
OASES DSEA
X27ESA-U X24ES-U
CAgE C9E
U27ESA-N U27ES-N
ZXl000 Band ZXl100 C/O models: UK models ........................ • . US models
Spar1< plug gap: ZX900 and ZXl ()()() A models ZXl000BandZX1'OOCIDmoclels. Valve clearances - engine cold: Inlel: ZX900 and ZXl000 A models
ZXl000B and ZXl100 C/O models
0.6 - 0.7 mm (0.024 - 0.028 in) 0.7 - 0.8 mm (0.028 - 0.032 in)
0.13 - 0.18 mm (0.005 - 0.007 in) 0.13 - 0.19 mm (0.005 - 0.007in)
Exhaust:
ZX900 and ZXl000 A models .................... . ZXl000 B and ZXl100 C/O models.
0. 18 - 0.23 mm (0.007 - 0.009 in) 0. 18 - 0.24 mm (0.007 - 0.009 in)
Idle speed:
ZXl000 A and ZXl100 0 California models AI! other models Throttle cable free play - measured at twistgrip . Choke lever free play - measured at the base of lever
1150-1250rpm 950 - 1050 rpm 2- 3 mm (0.08 -0.12 in) 2 -3 mm (0.08 -0.12 in)
1. 2
Servicing Specifications
Cycle parts Brake pad fTiction mateo1al thickness"
ZX900Al to A6 and ZXl000 A models
ZX,OOO B models ............... , ..
4.85mm{O. 191 in) 4.50mm (0.177 in)
ZX900A7-oo and ZX"OOCIO models' ,~,
"=
Service lim~ all- ~ .. _........ . Rear brake pedal heighl(below top 01 Iootrest): ZX9QOmodeIs. ZXl000Amod~s
ZXl00Q B and ZX " OOmodels ,.
4.00mm (0.157 in) 4.50mm (0.177 In) 1.00 mm (0.039 inJ 29-39mm(1.14-1.54in) Approx 37 mm{1.46 in} Approx 45mm (1.77 In)
Drivechaintree~ay:
ZX,OOO B models Al l othermodels .......... . D!ivechainleoglh-20 Iinkleogth: ZXl000Amodets Servicelim~ .. All other models $ervic(olim~ ..
30-40mm(1.18-1.57in) 35-40mm(1.38-1.57in) 381.0-381.8 mm (15.00- 15.04 in) 389.0mm(15.31 in) 317.5-318Amm(12.50-12.54in) 323.0mm (12.72 in)
Front loO<.s: QiICSpaci!y(approx)pe
ZX900A,toA6models ZX900A7-onmodels ZX1(IOOAmodeis ZXl00Q B models
zx"ooCmodels
ZXl000 A models
usnoz
"
14.2 10,0
122 13.2
13.9
'"
357 ",2 mm{14.1 ,,0.08 io) 110 :t2rnm(4.3:tO.08in)
348:t 4 mm (13.7
ZXl000 B models
Impnoz
'.5
14.8 10.4 12.7 13.7
390
ZJ(11(l()Dr1'lOdels FoO<.oil'e\lel· ZX900A, to AS models ZX900A7-onmodels
ZXl 100C models ZX,,00Dmodels
'" '" '" ""
±
0.16in)
130ot2mm(5.1,.0.08ln)
149,. :2mm (5.9,. 0.08 in) ......... . .. . ..................... 133±2mm(5.2±O.08in) rile lop of the stanchion with the fori< spring r>lmOVI'ld. Measuremenr is raken with fo/1I.lege/rherluilycompressedOl'
~e:;:~s=rad from
TYlllpressureslyres-cold: UKZX900A1 10A6mode1s· Upl097 .5 kg (2 15 Ib) load. bt:tIow 1JO mph (210 kmh) .... 97.5- 18 1 kg(2 15399 Ib) Ioad,below 130 mph (210 kmh) Abovf!lJOmph(210kmh) UKZX900A7-onmodels . us ZX900 Al 10A3mode1s: Up 10 97.5 kg (215 1b) load 97.5-1BOkg(215-397Ib)1oad UKZX1000AmodeIs: Below lJOmph(210 kmh) Above 130 mph (210 kmh) UK ZX l 000B models Upt097.5kg(215Ib)Ioad,belowl30mph(210kmh) .... 97.5 - 181 kg(215-399 Ib) load. bt:tIow 130 mph (210 kmh} AbovelJOmph(2 10kmh) . . . US ZXl000 A and ZXl000 B models ZXl100 CIU models
2.25 kglcm>(32 psol 2.50 kglcm> (36 pso") 2.50kglcm> (36 psi) 2.50kglcm>(36 pso)
2.50 kglcm>{36 2.50 kglcm> (36 2.90kglcm>(41 290 kglcm> (41
2.25 kglcm>(36 pso) 2.50 kglcm> (36 psol
2.501 (36 pso)
2.SOkglcm>(36psol 2.SOkglcm>(36psol
2 .SO kglcm2(36pso) 2.90kglcm>(41psol
P5'1
2.SOkglcm>(36psol 2.90kglcm>(4 1 psol 2.90kglcm>(41 PS/) 2.90kglcm>{41psi) 2.90kglcm>(41psj)
2.SO kglCm> (36 2.50 kglCm> (36 2.50 kglcm> (36 2.SOkglcm>(36 2.90 kglcm2 (41
psol psi) pso) psi}
pso) pso) psI) pSI)
Recommend ed fluids and lubricants SAE 10W/40. l OW/SO. 20W/40 or 2fJW/SO SE or SF class (min imum) Uoleacled or 1eacIed. Minimum octane rating 91 (Researd1methodlRON)
SAE JO engine oil. SEciass Frontlol"ks· ZX900Al to A6and ZXl000 A models . .. ZX900A7_on.ZX1000Band ZX1100ClUmodeis Brakeandclutchllukl Rnal dnvecllaln ... . .................. . Wheel bearings and speedometer dnve gearbox. Steeringheadbearlngs ................. . Swinging armandsllSP8"sion li nkagepivots ......... . Allcontrolpivots.stand,standpivotsandthrottletwislgnp Conlrojca~es
SAE lfJWloI"koil SAE1OWl2Oforkoil OOT4speci1ication SAE90gearoil Highmel!ing-poinlgmase Geoeral pyrpose grease Molybdenum-disu lphidegrease Goodqua!itygeneralpyrposegrease Eng ine oi l
Note: The pre-ride inspection outlined in the owner's manual covers checks and maintenance that should be carried out on a daily basis. It's condensed and included at the beginning of this Manual to remind you of its importance. Always perlorm the pre-ride inspection at every maintenance interval (in addition to the procedures listed). The intervals listed below are the shortest intervals recommended by the manufacturer for each particular operation during the model years covered in this manual. Your owner's manual may have different intervals for your model.
Daily or before riding
o See 'Daily (pre-ride) checks' at the beginning of this Manual.
Every 6000 miles (10 000 km) Ail of the 3000 miles maintenance tasks plus the following
o Change the engine/transmission oil and filter o
o
o o o o o o o
After the initial 500 miles (800 km) Note: This check is usually perlormed by a Kawasaki dealer after the first 500 miles from new. Thereafter, maintenance is carried out acccording to the following intervals of the schedule.
Monthly or every 500 miles (800 km)
o Adjust the drive chain (Section 1)
rD
o
(Section 13) Clean the air filter element (Section 14) Renew the spark plugs (Section 15) Check and adjust the valve clearances (Section 16) Clean/renew the fuel filter (Section 17) Change the fork oil (Section 18) Check the cooli ng system (Section 19) Clean the coolant filter (Section 20) Lubricate the swinging arm and suspension linkage bearings (Section 21) Check fastener security (Section 22) Check the wheels (Section 23)
Every 12 000 miles (20 000 km) All of the 6000 miles maintenance tasks plus the following
o Renew the air filter element (Section 24) o Renew the brake and clutch fluid renewal (Section 25) o Lubricate the steering head bearings (Section 26)
Check the suspension settings (Section 2)
o Check the battery (Section 3)
Every 24 000 miles (40 000 km) All of the 12 000 miles maintenance tasks plus the following
Every 3000 miles (5000 km)
o Check the spark plugs (Section 4) o Check the fuel and oil lines (Section 5) o Check the air suction valves (US and ZX11 00 0 models) (Section 6) o Check and synchronise the carburettors (Section 7) o Check the brake pads (Section 8) o Check the drive chain (Section 9) o Check the steering (Section 10) o Lubricate the cables, stands and controls (Section 11) o Check the headlamp alignment (Section 12)
o
Renew the coolant (Section 27)
Every 2 years
o Overhaul the brake and clutch components o
(Section 28) Renew the anti-dive unit seal s (ZX900 A 1 to A6 and ZX1000 A models) (Section 29)
Every 4 years
o Renew the hydraulic hoses and fuel lines (Section 30)
1· 4
Component locations
ZX900 A component locations on lett-hand akk 7 -"Jr fiIr&r 8 Engine oil /eYeI sJghtgiass 9 Engine oil NI8r pj.JfJ
4 Idle speed aqUstw 5 &litftHy 6 DrIve chain
ZX900 A component Iocatlons on right-hand IJide 7 Front brake fluid re5fIfVOir 8 Fori< oil drain pkJ{J Steering Ile8d bearings
Coo/a'tl filtlP' (UK} AJr suction vaIve5 (1.JS)
9 Eng/rIe 0/1 drIJjn pJugs 10 Engine 01/ filter
Component locations
ZXl000 A componenllocatlons on lett-hand side 7 Engine oil level s/ghlga53 8 Engine oil filler pIuQ 9 Coolant teWtVOir
, CMch ftvid ruetVOir 2 VIWes WId sparlf plugs :I FIJfII,., Mer
4 Idle spHd lIdjusrer 5 &tter)' 6 Dttve chBIn
! Blake pllds
ZX1000 A c:omponenllQeatlons on right-hand side 4 Coo/aead bearings
2 Rear brIM fluid ",sarvoir :I Akrilter
9 Engine of! dnJin piugs 10 Engine 011 rilUJr
"5
1. 6
Component locations
%)[1000 B c:ompc>nenlloc:ations on left-hand ,Idt I Clutch fluid res8I'VOir 2 Valves wrd 5PfIrl< plugs
3 Idle spftd ~r..
-4 FlAIl tank and pump fiIfer3 .5 Banet)' 6 DrivIJ chain
7 Engine oil '-111 sightglau
8 Engine oil fiRer c.,
,--
10 Forltoil chin plug
%)[100(1 B o;omponenllocations on right-"-"d-'de
I
RearbtMe
fluid ~
2 AJr~tter 3 CooIiJnt filter (UK)
.., Air suction vafves (US) 5 SIMring head .btI;Irlngs
8 Front bnlke fluid reservoir
7 Coolant reservoir Bra~8 pad$
8
9 Engine oil dr8in plugs 10 Et'If}ine oil 1iitf1r
Component locations
ZX1100 C/O componenllo<:ati(>nS on right-hand tide Valves and sperl{ plIfp 6 Front bmIre fluid ~ Sfetlti1g htMId ~ 7 Brake pttds
"7
1. 8
Maintenance & Servicing
Introduction Perlodi\;
routine
maintenance
Is
a
continuous process w!1i<;h shook! commence imnwdiate/y the machine Is used. The obioct Os to maintain all adjustmtKlts and to diagnose and roctify minor defects before they cklvelop
Into
more
e~tens i ve.
and
often
more
e~pensive,
problems. It fol lows that if the mach ine is maintained properly. il will both fUn and perform with optimum efficiency. and be less prone 10 unexpected breakdowns. Regular Inspection of th(l machine will show up any parts wIlleh are wearing. and with a liWe experience, ~ is possible to obtain the maximum life from any one compooont. ren
will &r1surE! that all the cycle parts are Inspected regularly and are kepi free from accumulations of road dirt and grime Cleaning is especia lly important during the winter months, despite Its appearance 01 being a thankless task whk:h vary soon seems pointless. On the contrary. It Is during these months that the paintworl<. chromium ~atmg, and the al loy casings suffer the ravages 01 abrasive grit. ra in and road salt. A coople of hours spent weekly on cleaning the machine will maintain Its appearance and va lue. and highlight small poinlS, such as chipped paint, before they become a serious problem. It should be noted that the interva ls between each maintenance task seorve only as a guide. k; the mach ine gets older. or ~ ills used under particularly arduous cond itions. it
Is advisable to reduce the period between each check. for ease 01 reIereoce. most seMoe operations are de$Cribed in detail under the relevant heading. 11owever. ~ further geoeraI inlormation is required. this can be 10lJI'X! I¥KIer the pertinent section I"leadng and chapter in the main text. Although no special tools are requ ired for routine maintenance. a good selection 01 genera l workshop too ls is essential; refer to Tools and Workshop Tips In the Raference section It will also be noted that Allen screws are used ext<msively on these machines, and It follows that a selection of metric Allen kays (wrenches) will be required. These are avallabla from most auto accassory shops and are r.ot expensive.
Monthly. or every 500 miles (800 km) 1 Drive chain adjustment
'i}....
~
~ I The exact interval at Which the final drive chain will require adjustment and renawal is entirely dependent on the usage to whk:h the machine is put. However. Kawasak i do recommend thai the chain freeplay Is checked, and il necessary adjustad. every 500 miles (800 km) and checked for wear every 3000 miles (5000 km). 2 The smount of wear in the chain can be sS5(lssad by measuring a 20 link length of the chain. ie the dist."ce from any one ~n to the
21st pin along. Note that the distance measured should be from the centre of the first pin to the centre of the other (21st) pin This can be done with the chain in place on the machill(! as follows. 3 Remove the chainguard and hang a weight of approximately 10 kg (22Ibs) on the bottom run 01 the chain to keep the chain taut, then measure the specified length of the chain along the top run of the chain (see Illustration). Since the chain fa likely to wear unevenly. measure severa l different sect ions of the chain. If any one measurement exceeds the limrt given in the SpecifICations. the chain is worn out and must be renewed 4 Cha in renewal will require the removal of the swinging arm. unless a cha in w ith a connecting link has been fitted previously. Refer to the relevant Sections of Chapter 6 IOf details 01 swinging arm removal. If a connecting link is fittad, the spring clip must be refitted with its closed end facing the normal direction Of chain travel.
~ •
HI
" u..f;h~in~'obtJ ~,
this
must always
1M don. in oonjurn;Iion with both sprockets to prevent
the /nctNsed _ 'het would t"Htl1t from u.. running rogeth .... of new lind part-worn compoIlllnts..
1.3 Final drive chain wear measurement chec k 10 kg waighl Top IIIn of chain
R"'"
4 Distance belWeteo Isf and 21st pins
A more accurate check of wheel alignment can be made by laying a plank of wood or drawing a length of string parallel to the mach ine so that it touches both walls of the rear lyre. Wll~ alignment is correct when the plank or slling is equidistant from both walls of the front lyre when tested on both sides of the machine. as shown (see illustrat ion). If the wheel alignment is found to be incorrect. ~ can be adjusted as fol lows. 6 Place the machine on its centre stand and slacken the rear brake caliper and collar fixing bolts on ZX900 models. or the caliper to torque arm mo<mting bolt on all other models Remo~e either the left or right-hand side whooI spindle retaining circlip and slacken the wheel s~nd le and chain adjusler pinch bolts Rotate the adjustero until the same r.otch on each one is aligned with the mark on the swinging arm. then tighten both the cha in adjuster pinch boilS. Check that the r.otches on the chain adjusters are still aligned and then tighten the wheel spindle to the specified torque setting. and refit its reta ining circlip
5 Belore the chain tension can be checked rt is necessary to ensure that the wheel alignment is correct. This can be checked uslng the notches on the ootside of the chain adjusters. Identify which r.otch aligns with. or Is closest to the mark on the swinging arm and ensure that the corresponding notch on the ~te adjuster is in the same position.
A--------:::::::: :~ -
B:_
:--:B --::_
:
c;;;S?l:!II _uu -
-
1.5 Wheel al,snment oheck A and C Incorrect
B Conect
Every 500 miles / 800 km
I .Sa Set wheel alignment using the nolc hn in the adjusters . •
(," illu stration s). Once the whe
8 To adjust Ihe chain. slacken the rear brake calipef and collar fixing bolts on ZX900 models. and the cal iper to torque arm mounllng bolt on all other mode ls. Slacken the ~hain adjust&r pinch bolts and rotate the adjustefS by an equal amount until the correct 3iIIOunt of freepiay required Is obtained (see Illustrallon) . Once the cha in is ~orrect l y adjusted tighten the chain adjuster p inch bons to their spec~ied torque setting. fol lowed by II>e rear brake caliper and collar fixirlg bolts or the caliper to torque arm mounting bolt (as applicable) (see illustratio n s). Finally lubricate !he chain as described in 'Daily (proride) checks' at the beginn ing of this manual and check the operalion 01 Ihe rear brake before taking the machine out on Ihe
""".
1.6b •. . then lighten spindle to the spe<:ifled t orque setting and IlIlit cirdip
2 Suspension settings check
~
~
~ 1 To ensure the machine handles weH and is safe to ride. ~ is essential thaI both fronl and rear suspension settings (as appl icable) are regularly checked. Nole: wilen checking the ajr pressures do not UOO a lyre preSSUrfl g
Front 'orles
ZX900 AI • A6 and ZXl000 A models 2 The fron t forl<s fitted t o these models are ai,-assis ted and featu re a 3 pos ition adjustable antl-dive unit. When check ing the air pressure raise the front wheel c~r of the ground to prevent t he pressure In the fork
1. 9
1.8a Aotate both chain adjusters until chain tension Is COmIC! •
being artific iaJly In~reased due to the weight of the machine . To achieve th is, It will be necessary to position the mar;hine on ils centre stand, then remove the lower fa iring seclion as desc~bed in ChaplBf 6. and place a suitably-sized block 0<' stand underneath the crankcases. 3 The fork legs on ZX900 A l to A6 models and earty ZXl 000 AI models are linked by an air balam;:e pipe, fitted just above the bottom yoke, and are edjusted via the valve at the top of the right-hand stanchion On latlll' ZX t OOO AI and all A2.. A3 models, the pressure in each fori< leg is adjusted separately via a valve at the top of each $tanr;hion: it is essenliaj 10 eosure thaI equal pressiJre exists In each fori<. leg. Take the pressure readirlg wI1en the forl<.s are cold. The stsndard sir pressure Is 0.5 kg/cl1l" {7 pSlI. with a usat>e range of 0.4 - 0.6 kg/~m2 {5.7 - 6.5 psi). On no account shoo ld the air pressure in the forks ever exceed 2.5 kg/em' {36 psi) as this will almost certainly damage the forl< seals. Refit the valve dusl cap when compiete. " On bot h models ensure t hat Ihe anti-di ~e un~s, fitted on the front of each lower fori<. leg, ar(l set to the same posit ion . They are adjusted using the thumb-wheel situated at the bottom of the unit. Th9 present posilion is indicated by the Index marl< on the front of the un~ which aligns with s numberon the thumbwhee l. Position 1 is the soft(lst setting and position 3 the strongest. To make adjustment, tum the thumb-wheel until it clicks and the
,.,0 Every 500 miles / 800 km 2
0
3
1
4
2.5 Front fort< o;Iamping adjuste r position ZXI 100 C/O model
2.8 AdJuating the front fork preload ZXllOO CID models
required nunm.r (Htling) Is aligned with the indell mar'k on the front 01 the unit Set each unillO the same position.
failure to 00 to will lead to the machlne'a IIIIndIing being impanel,
ZXl100 C/O models S The Iront Iotks leauKe an 8 position spring preload adju.le!" and a 4 position damping adjuster ,a. . IlIu sWotlen) . Both the preload and damping adjusters are an Integral part of the Iotk lop bolts. a Preload Is adjusted by turning the large hexagon-headed bol! thaI protrudes out of the top bolt (see illustration) . Th9 position In wflich U'08 adjuster Is sel Is indicated by the marks on tile ski. of the adjuster, i8 ttl. numb« of marh or lines visible above the SUI1_ of !he top boll. Position 8 (adJusler fully extended) Is the aortasl setting and position 1 (adjust. lulty In) Is the hardest. The standard setting is position 6 (6th mar1l from the lop). 7 The damping adjuster Is situated in the centre of lhe preload adjuster and is adjusted uslrlg a fla'· bladad screwdriver (a•• Illustration). As there are no marks on lha pr
ecr-
wi.
Rear suspension unit ZX900 and ZX1000 models 10 The rear suapenslon unit is air-aSSISl ed and has a 4 position remote damping adjusler, The Ilif pressure valve and damping adjuster ara situated behind the nght,hand sidapBnej, with the e~ception 01 the damping adjuSler on ZXIOOO 8 models, Which Is klocated In the rlghl ,hand frame member. 11 Air pressure should be checked with the machine on Its centre stand and the suspension unit cold, Ie at room temperature, RernowI the right-hand $idep.anel and check the air pressure In the unit yia the frame mounted ......., Take nottt 0I1he figures given In the table below, and adjust as necessary. Note that on no account must the pressure In the suspension unit _ exceed 5 kg/crnI' (71 peQ as this will almost ceflainly damage the
-.
Usable range 0.5 - 1.5 kg/cm> (7 - 21PSOl ZX1000A 0-1.5 kg/em> (0 - 21 psi) ZXIOOO 8 0- 1 kglcm> (0- 14 psi) 12 Damping I, adjuated using the frame_ mounted remote adjuster. The unit has 4 positiona, pos.Itlon I being the soft,"1 and position 4 the hardest. The recommended position to comply with the standard air pr8$$l.l'e Is No 3 for ZX900 models and No.2 lor ZXl000 models. 13 On ZX900 models the adjuster positions are Indicated by the numbers on the top sunace 01 the knob, the highest number ~18 1 ble being the present position. The settln.g' are adjusted either by pushing or pulling the knob until the desired setting Is reached, Position 4 1$ when the knob Is fully extended end position 1 wh .... the knob Is 1liiy pushed In. Positions 2 and 3 are the two
""""
Standard pressur e 0.5 kg/cm> (7 psi) 0.5kg/C/Til
,"pol)
Indicator marl<. On ZXIOOO A model, tilt Indicator mark is situated st the bonom of thit adjuster _ting bracket and the numbers ata on the wheel, whweas on ZXl000 B models the indicator mark Is on the knob and thot numbers are situated on the outer adOt. Note lhal on ZXIOOO A models the ttdjusrmg knot:> will only rotate in an 'nti-c/oekwise (coun/et"-clockwise) direction. Do nor atramp! to tum II in , cJockwis8 direction. 15 Ensure both the damping and air pressure are set to the requ ired settings and relit the
-.
ZX1100 CID models
16 The rear suspension unit Is link..:! to • pressuriHd ,emote oil reservoir and leatur. a 4 position damping adjuster. The spring preload can also be adjusted but th l, II • complicated and time-consumlng job which requires the removsl 01 the suapenalon umt from the I,ame (see below). Therelore, It Is recommanded that it shOtJld only be carried out if absolutety necessary. 17 The damping adjuster Is situated on the 10_ and of the suspension unit, and can be adjusted from underneath the machine, Posilion the maChine on Its centra stand. Access to the adjuster wheel can be gained from the right-hand side 01 the machine alt ... removing the plastic 00Yef situated jusl aboYe the suspension unit lower mount.-.g bolt 1_ IMustratlon). The present position Is Indicated by the Roman numeral visible on the edge 01
clic:kstopsln~.
I . On ZXlOOO models the damping setting Is adiustad by roteting the knob until the required number aligns with the triangular
2. 17 Remove plas tic cover to gain Kcase to .... suspension damping adjuster on ZXII00 CID models
Every 500 miles / 800 km tIw -.I;"'"", wheel. Position I Is Ihe softest
settong and position 1111 the hardest: the l\alldard Mltlng being position II. II
necessary, .dlu$! the setting by turning the wh$eI until ~ clicks into the required position. Note that the adju ster w h~ will tum In one d~ect lon only. towards the Irani of the machl".., Do no r attempl /0 force It In the oppo$ite difffCtion. Once the adjuster Is curectty II1II. refit the plastic cover to jlO'8Ya"1t
t...myolOirtand water. pre viously, II I, not necessary to chee!< the spring preload Idjustmenl unless handling problems have 18 /vi mentioned
occurred. Remove the raa. suspension unit !TOm the machine as described In Chapter 6.
1Iccurately measu.e the length 01 the ~sk)n unit spring and note this rneas.nment down. Slacken the Iarge Ioelolot and spring adjusting nut. using II suitable C-spamtlf • ...u all spmg pressure acting OIl tIw tdjusting nut is released. Meastn the "" IqIh oIlhe $p'Ing at this point. Subtntet the hi measufemenl {compressed length) 110m the NCOi'd measurflffi8fll (free length) to obtain the pre.ent spring preload distance; this can theo be compared w~h the standard setting and, ~ neeessary, adjusted. 19 The 'f(;ommended standard seWng for IhI!I spmg preload Is: lXI/DO C modI!/s IS rom f(J. 71 in) ZXIlOODmodeis 19.5mmf(J. 7fl1n} " ~ Is .-owed lor IuIther adjustment: ZXllOO C models 14 - 30mm (CI.SS- I . I SIn)
zxr roo D models
20 Set the spring comp<esslon to the requrect dl,tanoto using IhII adjusting nvt, and !hen tighten the large Iockoo! securely. Relit tke suspen.lon unit to the machine as described In Chapter 6.
3 Battery check
1 The battefY la situated under the sut, which must be removed to gain access to iI. Due to its location, It will be noce.,ary to r&rnoVfl lhe battery lrom the machine to checI< th e ele-ctrolyte level. On the ZX II OO C/O model the seat hook b rac ket must Ilr$l be removed. Ralaase the rubber retaining Itrap. disconnect Ihe lead. Irom the battery terminal. and litt the battery out 0 1 the machine. Nole that wn.never the battery leads are disconnected. always disconnect the negative (-) termlnallirst to p
m; •
HI
19-3 1 mm
(0.75- '-22m) ThellCtuaI amount 01 preload will depend very rruch on the use to which the machine Is put.
To mea.. the p<eIoad and stillen the ride iI-PfIng preload distance should be _std, and to dectease the preload and lIhould be ~. TIle extent 01 adjustment 1. very rruch a case 01 trial and error. and it may be worth leaking the advise 0 1 an a~thorlaed Kawasakl dealer In this respecl
the
soIIen the ride the preload
1. 11
3.2 Electrolyta laval must be betw1I8n marks on cllslnll the bottom 01 the plates, or " the plat es ere buckled and have whitish deposits on Ihem. the ball&ry Is laulty and must be renewed . Remember that a poor battery will give rise to a large number 01 minor eIactrIcaIlauIts. 4 On refottng. check that the breathe< hose Is not blocked and Is conectty routed, and seeure the battery with ItS retaining strap. Connect up the battery terminala, remembering to connect the negative (-) t&rmlnallest . Ensure the terminals are clean and tight, and that the rubber COver I, conectty lilted over the positive (+) terminal . Check tile Junction box lUSH are 01 the ect ra rIngS an d I ~ carlen I 100, an d that spare /uses 01 boIh r.tings (10 and lOA) are available on the maehina should the need ,~
TI'NI tyffe.y ceH holes .... quit• .",1114 so it mil)' help 10 uN. pl.t.,Jc 5qtlHZe bottla ...Ith a small spoullo IIdd th .....te'.
3 Check the battery lor any signs 01 pale grey sedrnent at the bottom 01 the casing. This Is caused by sulphatlOn altha pI;Iles as a resuII 01 recharging 81 too high a rale or as a resuh ol lhe batt ery boO ng left discharQ ed lor long periods. A good baltery should have little or no sediment visible and its plates should be straight and pale grey or brown In c~our. tI sediment deposits are deep enough to reach
"
....
~ Bllffe.y lermlnal COITOsiorl • c.n be mlnlmlNd by app/ylng./eytWof petroHHNn jelly to the tetmirnJ/s a ft.,. the /aeth he ... been
HIN
coonectad. 5 II Ille machine I, nol In regular use. disconnect the battery and give it a refresher eharge every month to al~ weeks. as described In Ct1apter S.
Every 3000 miles (5000 km) " Span; plugS checll
m;
s.rm.
the plugs are .-....d. slip a shorl /angth of ho .. _ the end of lhe phIfJ to lIN as • tool to thfNd It Into~. Tha hose ...iII grip the plug wfIII enoilli/h to tum It, but will stett to tJlp If the plug begin. to cro..thl"ead In the hole· this ...iI1 Pf1'"""Ot dINr>eged thrNds and tile accompanying ..peir COSIS. •
HI
I Remove Ihe I~~ l ank as described In Chapter 4. On ZXlt OO C models ramove the Iront Metlon 0 1 tile air filler housing and on ZX tCOO A models the top section 01 the air fiker housing. each being retained by lour screws. On ZXl1 00 0 models. remove the air lilter IlOI.-..g _ descrt>ed i"I Chapter 4. SectIon 7. c.ehJIy pull oft the sparl< plug caps and IlIf!lOYe IW"I dirt or other Ioraign manar from the Sj)Irk plug channels. Using only the eontel tool. unscrew and remove Ihe spark plugs
whilst keeping ti>am clearly defined by their eytinder r1U'I"II)er (sea MlustratIon).
:1 Using I.,... !Ill"",", prelerably 01 the wife type 10.- greater accuraey. measure th. gap
.
~.::t , , - \--:; .~~, . ... ~ ., •
/
~ •
/'
...
•
~
1
__
_
1:
.
Ii
4.1 Spark plug. can be removed using plull span""," supplied in machine's toot kit
"'2 Every 3000 miles / between the electrodes and compare It with
the figure given In the SpeclfleaUonl. II adjustment is req~ this can be can1eod out a5 described below, assuming that the plug Is
otherwise undamaged. In the ,.....,1 lllal any plug is heavily fouled or damaged in any wWf ...-81 is required; _ _ the pIu;s as • MI. On UK models always ensure that the plugs are of the resistor type (Indicated by the letter R) so lila! Its resistance value Is comId for the Ignition system. The $II," applle$ 10 the suppressor caps if these are _ renewed.
5000 km
without having to scrap the cylinder head by using a 'H&IicoiI' thread insert. This is a Iowcost service, operated by a number of
"""'.
" When refining the spark plug suppressor caps, _ e thai the HT leads are correctly routed: note thai tha leads are numbered as en aid to Identification.
5 Fuel and oil lines check
3 If the sparl< plugs are stoll se
ca.e/ully compare the .ppearance of their electrodes WIth the c:oIow sec110n Inside 1he rear cover and note any information which can be obtained from this. If any plug ~ to show a lauh , Mek exper1 advice as soon 8. possible. The standard grade olsparll pi"" should proYtI ildequale in aJll'IOI'lTUIl use and a ctlange of specification (such as filting • hotter or colder grade 01 plug) should not be mad'" without expen advice from an authorized Kawailakl d&aler. 4 Clean the plug electrodes by carefully scraping away the eCCum",laled carbon deposita using a small knife b lade Qr small files and abrasive pape!'; lak' care not 10 bend the centre electrode or \0 chip or damage the ceramic inlJlJliItor, The cleaning of spar!<. plugs on comm&rclal sandblasting equipment Is no t recommended due 10 the risk of abrasive particlel being jammed In tha gap between the ins<Jlator and tha plug metal body. only 10 fall cI6ar tater and drop into tha engine: any plug that ;s so t>eavily fouled should be renewed. 5 Once clean, file tha opposing f~ of the electrodes flat using a small fine file. A magneto file or even a nail filii can be used fa' this purpose. Whichever method I. choaen, make sura Ihal every traca of abreslva and loose carbon is ramoved befora tha plug It refitted. If !his is not done, the debris wli enter the engine and causa damaga or repId wear. S Whelh .... a cleaned or new plug Is to be fitted. always chack the aIactrode gap baIora it is nslallad. lIM a $park plug adjuellng 1001 or feeler gauges to meaSUle tt>e gap, and If adjustment is rfIQUirad, bend tha outer, aarth electrode only. Ne't'flf bend thcl c.ntra eltK:trode or the ceramic IMulator nasa will be
, Give all the luel hoses a close visual exemination checking lor aacks or any sign of leakage. In \imtI, the synthetic rut:.t- pipe wiI tllOd to deteriorate, and will eventually leak. Apart from the obvious fire risk, Ihe leaking fuel will alfect fuel economy. The pipe will usually spl it only al the ends: If there Is sufficient spare length the damaged portion can be cut 011 and the pipe refitted. The seal is eflected by tt>e Interference fit 0111le pipe on the spIgol : although the wire clips are only an additlonel securlly measure they should always be refitted correctly and should be renewed if da maged, I wisted or no longer affecllve. If the pipe Is to be renewed. always lIM tile COIT8Ct rep!acemeot type and size 01 ~ tubing to ensure a good leak-proof fit, Never use nalural rubber tubing, a$ Ihis lands 10 bfaek up when In contact with petrol (gasoline) end win obstruct cartxxen or jets, or clear plastic tubing which stillens to the point of being brittIa when in cootact with petrol and will produce leaks that .... difficult 10 coot. 2 Also give Ihe oil cooler hoses a close Inspection 'or signs of deterioration or leakage. If any h0$8 is d amaged it must be renewed as described in Ct\apfar 4. 3 Own_ of US machines should also e~amina tha clean air system hoses. and on Cal!lomla models, the emission control system, Check Ihe transpar".,1 reservoir on tha left-hand side o1lhe angina. It lies next to lha air Mer oil reservoir and runs from the Tpiece c:onnection between the vacuum valve end canisllll'. Remove !he plug from the pipe and and drain 011 8/'r'I1Iuid from tha reservoir. Any faulty componenl musl be renewed using only genuine I( awasaki replacement parts.
7 Before It>e pil9S _fitted, apply a fina coat 01 PSC or moIybdanum dilJlJlphH:le grg" 10 Iheir thntads. This will he lp prevenl thread wear and damage on ref~l l ng and make t~ r sub sequent remova l easler, FII each p lug finger-tight, then tlghlen rt by a llirthar 1/4 tum only, 10 ensure a gasligh t seal. Beware o f overt ighten ing, and always use a plug $paMer or socket Of the correct size: tighten aU plugs 10 tha spec!lled torqlill setting, where powble. 8 Nev.... overtighten a spat'k plug. otherwise there is a risk of stripping the IIVMd from the cylind .... head, especially as It Is cast In light alloy. A stripped Ihread can be repaIred
7. ' Throttle cable freaplay Is measured In terms o f twlstgr1p rotation
-.
Refer to Chapler 4 for further lnIormalion 011 Ille clean air and ~ control systems.
6
Air suction valves (US and ZX1100 0 models) check
1 In order to gain access to tha valves on US modals It I. necess.ry to ramove the 10_
and side ftRIg MCtIons and !he IuaI tank. CkI ZX 1100 0 models ramova tl\e fairing sidI sections and air tiltar housing. 2 Slacken thair spring clips and pull ttlt vacuum va/Ve switch pipes 011 the air suctit:II., valve covers. Remove . .en . . suetlon VaNt aft. rMasing its two bolts, 1nspec1 lha r8IIdI 'or distortion, creeks or any other damage .-:I their eontact surface on the cov .... for scratches or del ltl'iofation: If found, the assembly should be renewed. II cerbOl! deposits \\ave bum lIP In the assembly, \haM must be cleaned olf with e high flash-point
.-" 3 On reassembly In8lell new geskets ane tlghte<1 the bolts HeUrely.
Carburettors check and synchronisation
.
~ ~
, Start by anlJlJring thet lha throttle cable( operete smoothly and are eorrectIy adjusted. Thera should be 2·3 mm (0.08 - 0.12 In) aI f'M play which I. measured in term. aI twistgrIp rotation (_ Wtustretlon). 2 All ZX900 AI end A2 n'IOdaII only usa one throttle cable the fraapIay Is adjusled simply by sleekening II\e Io<:knut on tha htndlebw mounted adjuster and turning the adjust. until the required amount of fr"play Is obtaIned (, " IIlul tratJOn) . If thare is insufficient adjustment at the handlet.' adjust.,. it will be nec.....-y 10 UH the Iowar adjustaf SItuated midway along the cable', length, This adjult .... should be accesslbll from tha lefl·hand front ~ 01 the fuel tank. !I not II will be necassary to rlllTlO'le the l\1li tank as described In Cllepler 4. Screw !hi
7.2 Handlebar-mounted upper throttle cable edju. ter
Every 3000 miles / 5000 km
7.3 On ZXl100 CID moa.!s lower ttwottle and choke cable adjuet.... ar. Ju51 in front of a ir filler housing
7.8 Chok. m echanism II on the left-nand IIkIe o f carburaltor bank - plunger m-..st operata smoothly
I'IlndIebar adjuster fully In and lighten its locknut. Loosen t~ locknut on the lower cable adjuster ..0 rotat. the adjuster until the ~ 8I1lOI.'\1 of free play Is obIaned, then !IgIlten Its Iod\nuI securely. 3 .... other models use two throttle cables, an
smoothest possible
accelerator
the thrOlt1e cable adjl,lslmeflt Is correctly set. go on 10 check the opIf8.lion 01 the chol(e mechanism. tlSpecially if the machine hils been diffieU:t to IItart when cold. or a rich fuel mbture Ie Indieated. This can be checked by opIf8.tlng the handlebar mounled choke !fIyef Whilst observing Ihe choh mechanism of the left-hand carbureltor. The choke mechanism should exte!)d smoothly wiWllhe laver 1$ plAIed. and rell.m fuIy home when the IeYar 18 returned (see illuslrlltionj. II the choke does not operate smoothly this Is probably d .... to a eabIe fault. Remove the retaining scnrwa!rom the Iett.fland kiondlebar switci"l and disconnect the cable at its llpP8I" end. Refoule the csble so ~ tal<es the smoothest route possible and lubricate It. Reeonnect the cable and tighten the handlebar switch screwe securely. H this falls to irnprova the operation 01 the choke the cable mullt be renewed. Note thaI in very extreme cases the fault cO\.lId be In the carbureltors rather than the cable. necessitating the removal 01 the earbur.ttars and examination of the choke plungers _ de5crib8d in Chaptar 4. 7 Once the chok. 1$ operating smoothly ~ 1$ .-s.ry to en.ek the amount of cable free play. The fnIe play Is ~ at the base 01
and
decelerator
cable.
II
adjustment I. needed. "~I try to obtain the requi'ed amount 011,"" play by slackening Ill
agaInil~.
e Once
I ChokeIBve
'.'3
2 Freeplayof2-3mm
the operating lever where \hare should bit 2 -
3 mm (0.08 - O. t 2 in) o f Iravel in lhe .....ef beIora the choke mechanism on the left-hand eart>urettor begins to move (see IIlustntlonl. The c. bIe Ie edjullted by slaekefllng the lock nut and turning the adjuster L1ntil the correct .mount of free play is obtained. On most modelll the adjuster Is lIit",ated at the mid -point of the cab1e. although on some early ZX900 A1 models ~ is situated on the und8ft.kfe of the lell·hand handlebar switch. Once the cable is correctly edjusted saeureIy tighten the adjuster locknut. 8 When both the throttle and choke c.bles _ correctly adjusted and operalWlg smoothly check that the carburettors are eorraetly synchronised. _ described In Chaptar •• .-Id then check. the Idle speed. II Idle speed should be Checked with the angina" 11, normal running temperat ....... prefer.bly altef the machine has been on a sho!1 Nfl. Allow the engine to Idle and eheck thltlt runs at the specified speed given In the Spec lfi eatlons. Maka any adjustment to the Idle speed using the adjuster knob situated on the left -hand side o f the carbl,lrettors (se. IIlusl.ation). Open and close the throttl, , few times to check that the setting has not
-.
1 Th, hydraulic brake requires no ragular adjustmeflt as pad wear Is compensatad for by the entry 01 more fluid Into the system !rom the fluid reservoir. All Ihat is nec....ry II to k88 P a ragular check on the fl uid level (see 'Dally (pre-ride} cheeks' at the beginning o f this Manua~ and the degree of pad wear. To check the COnd it iO
""""'". Front brake 7.8 1dIe..,..d adjuster 15 situated on Iefthand aide e.mur.tton· ZXtle.) C/O shown
2 On .. models except the ZX900 A I 10 M. the front brake calipers can be removed by simply removing their mounting bolts and
'.'4
Every 3000 miles / 5000 km
lifting them 011 the discs (see illustration) . On ZX900 At to AS models. however. It is fin>t
necessary to remove the front wheel, as described in Chapter 7. Once the caliper is free from its mountings note that it is not necessary to d isconll
A6 and ZXl000 models, first detach the piston-side pad and remove it Il'om the caliper mounting bracket. Remove both Iha small pad springs that are fitted to the bracket on eact1 side of the brake pad. Maka a not
4 00 ZX900 A7-oo and ZXl100 C/O models, release both the pad spring retain ir>g screws from the lop 0/ the caliper and lilt off the pad spri ng. Remo~e the R-clip Irom the pad retaining pin and withdraw the pin from the caliper. The pads can then be slid out of the cali per body for Onspectlon (see Illustrations). 5 On all mod~s. inspect the SoUr/ace of each pad for contamination and measure the thickness of the friction material. If e~her pad is worn to or beyond the service limit at any point. fouled with oil or grease, Or hea~ily scored 0( damaged by dirt and debris. they must be renewed as a set. Note that It ts not possible to degrease the friction material; if
the pads are contaminated In any way they must be renewed. If the pads are in good condit ion c lean them carefu lly. using a fine wire brush Which is completely free of oi l or grease, to rttmove al l traces of road dirt am! corrosion. Take great care not to inhale any bnllce dust during the opereh·on, and read the notes given in ·safety first!' concerning asbestos. Use a pointed Instrument to clean out the grooves in the friction material and to dig out any embedded particles 01 foreign matter (as applicable). Any areas of gl&ing may be removed using emery cloth. 6 On ZX900 At to A6 and ZXtOOO models. before refitting the pads check that the caliper slides easily along its mounting bracket and that the rubber dust boots are In a good condition. If not, separate the caliper and mounting bracket. remove any traces 0 1 old grease or corrosion from the sliding pins Of the bracket and examiM them for wear. If the pins are bent or damagoo in any way the mounting brackat must be renewed. If necessary, also renew the dust boots. On reassembly apply PBC (Poly Buty1 Cuprysil) grease to all sliding surfaces and refit Ihe bracket to the cal iper. ensuring that the rubber dust boots are correctly sealed and the large pad spring fitted to the roof 01 the caliper is in pos~ion. Refit the pad springs to the caliper bracket. using the notes made on dismantling to posillon them correctly. and push the caliper bracket towards the cal iper. Push the piston(s) as lar bj>ck into the caliper as possible by hand on ly; this is especially
important if new pads are being frtted, due to the increased friction malerial th ickness. F~ Iha larger pad over the pins o f tha brackat (friction material facing the piston) and then frt the smaller pad Into the b racket whilst ensuring the pad springs remain In pos~lon. 1 On ZX900 A7-on and ZXtloo C/O models. remo~e alilraces 01 corrosion from the pad retaining pin and smaar a small amount of PBC grease along ~. Slide the pads bock into the caliper. rooting that if new pads are being fitted the p istons must be pushoo bac k into their bores to pro~ide sufficient room . Insert the pad rataining pin and secure il with the AClip. Ensure that the pin is fi!too with the small hole for the A-clip facing the outside edge of the caliper and Ihat the A-clip does not trap the outside pad wilen in pos~ion. Check that both pads move freely along the retain
Rear brake
8.4<: •• . pads can th..., b e ca liper
rem o~oo
from
8.10 Remove rear calip&f" mounting bolts and slide caliper 011 disc
10 On all models it is necessary to remo~a the brake caliper to gain access to the pads, although the hydraul ic hose can be left attached if cara is takan not to place any strain on ~. On ZX900 and ZXl000 A models. il will first be necessary to remova tha rlghthand silencer. On all modets. remove the caliper mounting bolts and slide the caliper off the disc jsee Illustration).
Every 3000 miles / 5000 km
rfill.
11 The caliper fitted to ZX900 At to A6 arid ZXl000 models is Identical to the front <.:alper, and the rew caliper fitted to ZX900 A7on and ZX1100 C models Is Identical to that fitted to the ZX1000 e model. Therefore the rear brake pads can be removed and inspected as clescribed above tOf the ZX900 Alto AI; and l)(tOOO front brake caliper (...... illustrations). 12 On ZXl 100 0 models it is possible to remove the pacts wilnout removing the caliper ~om ns mountings, but access is difficuH due to the caliper's location (see Chaper 6). Pry flee tile black plastic cover from tha base of tile calipe< and using pliers, extract the two Rpins (pad retaining pn clips). Whi le r&leaslng pre$Su re from the pad springs, pu ll the pad retaining pins from tile caliper and lift out the tnke pads (see illustrations) 13 After the pads have been examined (see
above for front brakes) and the caliper is
1. 15
slacken and remove the rear brake master cylind'lr and reservoir bolts and right - hand slle!1cer mounting bolts, and disconnect the rear stop lamp switch wires. Then remov'l all th
removing the footrest bracket. Remove the split pin from the clevis pin at the end of the master cyfinder rod and withdraw the clevis pin to disconnect the rod from the bra ke pedal. Slacken the locknut which secures the forked 'lnd o f thl! master cylinder rod, remove the master cylinder mounting bolts and partial ly remove the master cylinder. The rod length is adjusted by SCfewing the forked end of thl! rod e ither in or out to obta in the correct pedal htlight. On ZXHX)O and ZXll00 C/O models KawaSaki actually specify a measurement for the length of the rod. "ThIs measurement is taken parallef to the rod ~seff from the centre of th'l hol'l in th'l forked end of the rod to the centre of the first mounting bolt hO l'l on the master cylinder, and should be 119,. 1 mm (4.68,. 0.04 in) for ZXl000B and ZXl 100 C models, or 6O:l 1 mm (3.15:l 0.04 in) for ZXl100 0 models (see illustration). On
footrest bracket to edjust the brake pedal end stop Lamp switch
6.16 Pedal height adjustmenllocknut (A), boHom mounting (8) and clevis pin (C)
e
reIitIed to the machill(l it will be necessary to ct.eck th", feaf brake pedal height and the operation of the rear slop lamp switch. 14 Maawr'l th(;
8.12c ... secure with the R-pins (retaining pin clips)
"'6 Every 3000 miles / ZXtOOO A models it is ,.,mpty • eau of trial and error to lind the correct length, temporarily inst.llirlg Iha master cylinder mounting bolts and clavi. pin and rechecking aft.r !lach adju,'rn8flt untillhe pedal height I. correct. Once the pedilI height or rod length is ccrrect, rlllil the maSlet' cytinder mounting bolts and install the e\fIvis pin. Tlg/'It.... the master qtInder ~ bolts and the COfYICICMg rod Iocknu1 seanIy. aoo secure the cIeYIs pin with
a __ tplitpon.
17 On all models. once the brake pedal height Is known to be correct It is necessary to check that the 'ear stop lamp switch Is functioning correctly. Thl$ II done by ~ the amouot of tnIYeI """ is at the brake pedal Up before tha stop lamp II illumlnattd. Tit .. slop lamp $hOuld come 00
aflef tha brake pedal Iraval, approximately 10 mrn (0.4 In). The stop lamp I. allered by turning \he adj
preyenl
~
from ~.
handlebals tum l..-Iy from lock to lock WId no I...... play can ~ Ielt when pushing and pulling the fork legs. Once the steeMg head bea.lngs a.e correctly adjusted, tighten the top yoke retaining nut and all the bottom yoke pinch bolls 10 their speclfIed torqUfl settIngs. Relit the lop yoke cove< ~ cap (. . eppllcable). end refit the IueI tank .. described in Chapte< •. Finally remove the fland from benNlh the crankcases and refit thlliower fairing section.
11 CabMs, stands and controls lubrication
~
~
~
1 Check the outer cables 10. signs 01 damage, then examine the exposed portions of the Inner cables. Any Ilgns of kinking Of fraying win Indicate that r_al Is required. To obtain ~ and ""iabiity from the cables they shoold to. thoroug~ lutlricated. To do the job propeny and quicl
maxmum
9 Drive chain cheek
The manulaet".."" recommends Illat the chain be checked for
5000 km
wear .t this interval .
R.ter to Ihe Monthly (500 mlle/800 !un) service operations for detalbl,
10 Steering check
1 Place the machine on its C4nlra stand and remove the low« faimg $aCtion (see Chapter 6). RaIse the front whM clMr 01 the ground by placing a or some wttably sized blocks beJ)Nlh the crankcase. Grasp the front fork Ie!P . - the wheel spindle and push and pull them IItmty In I lore and all direction to check lor any free play in the st-ng t"oNd be;.tmg$. Cheek lor overtightened bearings by placing tlla forkl In the stralgtlt ahead position and \.tlpplng lightly on one end oItlla handJebars. The larks shoold move smoothly and easily to the Opposite lock, taking Into account the effect
"and
3 When refitting the cables. ensufe tllat they lII"e routed In easy curves and tllat lull use is made of any guides or clamps thet 1Ia~ been provided to secu .e the cabl& Out of Marm's way . AdjuSlm&nt o f the individual cabl&s Is described unde< th& relevant routine maintenance headings. 4 The speadomater cabIII should to. ~ lor II.1rK.:.tIon as described In Chapter 6. 5 CM&<:k all pivots and the COfllrol I&v&rs. clean ing and lubricating tham to prevent w_ and corrosion. Wh&re nec&ssary, dismantle and clean any moving part which m.y ha~ t-:ome Ititf In operation. S!miIerty clean and eh&<:k bolh the centre and .Ida lIand pivot bolts lor MCI.rity and signa of _ . rMeWing them if necessary. Thoroughly grease the pivot bolts and ensure tllat lhe return springs hold both stands secu.eIy in the up positions when .etracted. 6 Lubriealt the handlebar. ignition and stop lamp sWllches with WD40 or a $imllar watttl' keep the lwitct"c dispeBanI 'fII'8Y. This working property and protong thel, lile. espeCially !I the machine is used In adverse _ather conditions.
wi.
12 Headlamp alignment
""*
~
1:li :Iii:
I An Imp.operly adjusted headlamp may cause problems for oncoming t.alllc o. provide poor, unsafe Illumination on the road ahead. Belore adjusmg Ihe ~ be stn to consult with t ..Hic laws and regulations. For UK owners. refer to MOT Test ~ in the Relerene. sectIOn 01 this manual. If requi.ed. the beam can be adjusted as
'''''''''' 2 ZX900
On models. the ho.lzontal adjustmenl ll .lte<ed by rotating the spring. loaded screw lIItuated in the r1ghl-h;ond side 01 the headlamp rim (when viewad lrom the I.ont 01 the mllchine). To make vertical adjustment. It Is first necessary to remove the smaI headlamp cover which Is situated on the undefside oItha upperlairing. Onea !he cover
.-..
2 Remove the fuel tank .. described in Chapter 4. On ZX900 A7-oto and ZXt t OO CJD models, prtse out the targe clrcutar cap which covera the top yoke retaining nut, and on all other modals remove the top yoke cover retaining SC'-S and Wfl ofI the cover. On all mOOels, Ilacken the top yoke retllnlng nut and .. the bottom yoke pinch bolls. 3 Tlghten ~ Slacken (as applicable) the ste«ing stem adjuster nut situated under the top yoke. using a suitable C-Ipanner. by approxJmately l IB 01 a tum at I lime until the
12.211 On ZX900 modaIs headlamp adJul tment la made wtth SCrew sltuated In rim.
hori~ontal
1 1.2 Method 01 otllng a controt c.bIe
Every 3000 miles / 5000 km
,~,
his bHl'I removed . slacken Ihe tleadlamp re1linorog bolt llituated at the boltom 01 tile
headlamp. and move Ihe headlamp to thoe required position (He iIIustratlona) . WIMIfl .... heacIamp Is correctly aligned. lighta"l the boII.tllldrelitthtoeov«.
3 Both headlamp beam adjusters on ZXl000 ITIQ(!els ere situated on the back 01 the
llfadlamp unit lind afe adjusted from U'ldoern&alh. 011 ZXtOOO B models t hese can I» reached uslnlil the holes provided In the tomg, wner.as on ZXl000 A modeI$ ~ Is first I'IIC8SS8I')IIO remove the COItef siluated on the ~ 01 the upper faftIQ to gain IK:Cess
A Horizonlal9djustmfllll 8 Vertical ad/Uslmeflf
to tile adjU$t~. The ad"fU$let$ can be rotated using a cfossha.d ac.ewdriver: ttle upper rigtll-lland adjuster alters the horilontlll "'m, and the low« left-hand one alters the vertical aim lsoe IIh... , •• lIon). On ZXIDOOA moct.Is refillhe headlamp COYer once the Ileadlamp Is COITectly adjoAted. 4 The headJamp UI1 lt whIct1 is f~ted 10 ZXl100 C/O models Is similar \0 thai U$6d on th" ZXl000 models, the only differences being Ihal the upper (horizontal) adjusl er Is fitt ed with an adjusting knob and both adjustllf'$ ....
accessed from
In,lde the fairing (•••
Nlustnltionaj.
... ..
\'i\ ~ )l.I
'.'7
"" ~
\
\ Erl
.'
~r'
~J'.
12Ab ... IOI>d hoI1~ont81 Mljusters are aituated on the back of the lludlamp unit
Every 6000 miles (10 000 km) 13 Engineltransmission oil and M er change 1 Ills Important tnal the engineIIransmission oil i$ changed at this int.rval \0 enlure adequate lubrication at the engine and transmission components. II regular all changes are overiooked Ike proIor>ged UM 01
4.0 litr8$ (7.1 Imp plnt/4.2 US qt) capacity . beneath the engine unit and remove both drain plugs from the sump (see illustr;JtIon). A!lthe engine will be hot, take greal care to avoid scaIcIing your hands on the escaping oil or on the eKh3l15t system . RemoYe the oil filler plug to assist dralnlrlg. Once the 011 has drained trom the engIne unit slac ken the si ngle central bolt which retains the olllllt.r cover, noting thaI approximately anol her O.S
degraded and contaminated all will lead 10 premature engine we .... The oil should be charqed with the engine ., II. normal operatO'lg lemperat..e. after a $hOrt run . lhIs tnSUI'es lila! the oil is relatively thin and will ~ d ...... quicker and more eompIeIaty, Eo any ImPJritles will be tleId In suspension.
Chedl the old oil carefully. H • ~oiI ...n~lnloll ; ; cfNn PM. StI'IIIII pieces at '""tlli 01" other rfIIItenll/ CIIII N . .sIIy cMtl'Chd. H Ihe oil Is VItfY melllllle colored, then 'he engine Is ~ng.....,. from breillI·1n (n_ engine} 01" from Insuftlc/en' lubricll lion. H ",.,.. .,.. l1li11 .. 01" ch/pl of metal In ~ oil, ttI«I somelhlng Is drasticlllly wrong Intemlllly and ~ ~ .../II ~ to be disnHmbIed '01" Inspection
HI
PI..::e the maehirIe
011 its cenlrfl Sland and I1fI!OYe the lower fairing section (see Chapt.. 2
6). Place a suitably-sized container. of at least
litre of oil will be released as soon as the bah Is loosened , !hen lower the coYfjr away from the engine. Remove the element baffle, element. nat washer and spring from the fill ... eover and sapamle the t:ov1Ir and centre bolt. Clean all the filter compone<11$, except the elemenl which should be discarded. and ch&<: k both the sealing O·rl ngs for signs of damage. renewing them If nec:essary. 3 Rei" the oenlre bot! to the nit.... cover and til
13.2 Engin. all dnoln plugs are sit1.1lOI ed In the lUmp (front plug shown)
MId repair. H ~ .,.. pieces of rlberlike mBlerlIIlln Ihe oil. lhe t:Iutt;h is ourperiencing ... ~ _rand should be clled.ed.
'.'8Every 6000 miles /
13.381 R _ its C -ring and re lil cenl ..
10 000 km
13.3b Refit the s pring end nat w lI$her .
bolt to liiter cover
13.3c ... and carelully screw on the new element
14 Air fiNer element cleaning
13.3<1 Fit the baffle plat. over the element and , new O-ring to the c ower •
the coil spMg and nat w;'Ish
e\emeflt by carefully acrewlng II onto the centre boll 10 preve01\ damaging Its sealing gromme1s: apply a ~ of oil 10 the element sea~ to ease the operation (... Illustration). Place the element baffle over the lOP 01 lhe .Iement and .efit th" IiIter aSMmbly in th40 809108 un~. eosoring thaI the large sealing O· rlllQ on the COYSO' I. COITectly posiboned ( _ Illustrat ion) . Check tile condition 01 the .8111ing wMh
14.18 On ZX900 models remove end cower from lett-hand!Oide 01 filter '-'sing.
13.:J. .. . and . efit the filler a SHmbly to
""-,
cran~caSM
with the specified amount and gr&de of oil. Refit the filler plug (l1'l(I start the engine, aIowing it to Idle for a few minutes to distribute the new oil through the lubrication system. Switch off the engine and wait a few .......tes to allow !he oil level to settle. ChecI< thaI the 011 ItMII is bfltwefln the mIIfka on the sightgiass set In !he IefI-NInd CUIng and tOp up If necessary (see 'Dally (pI'INf~) chfl.c/<,s' at the bflglmiog 01 this MaouaI). 5 Although not specified as a regular maintenance lIem, the Iwo lilter se,.,.,n, situated In the s.ump shou ld be removed lind cleaned of IIny deposits with Iflasonllblfl freq.Jflncy. Access can ~ gained to the fiII_ by removing the sump as dHcribed In Chapter 2. 'nformllt'on on cleaning will be found In Chapter 4, Section 17.
' •. lb ,., pullout the plastic wlKlge,
the sldepanel removed, release screwl which leilin the lilter housing cover and lilll! clear (see Illustration) out lhe plastic wedge whICh holds elflmflflt in place, and then withdraw tltt efement from the housing (_illustrations). 2 On ZX l ooo and ZXl100 models I! will tnI be necessary 10 r&rnO\'it the fuel tan~, '" described in cn.p!. 4. On ZX l ooo A models, remove the 10Uf screws that secure the top of the Mer housing and lift ~ Iway. The eIflmenI can then ~ removed from tM housing.
;;u~~e~ ::;;~~I~~:~C'~;';~'.':;~~I"YZ;I
housing erld on ZXlloo C '.~ two screws which secure 1M rear Ihe air lillt!!" housing to the resl assembly. PeJ1lally sepalate the air housing until lhe element can be withdrawn flom the gap. On ZXI 100 D models rerrw:w. il$ seven screws and lift off Ifte Ilr fi ll &< housing co""', noting ~s sealing ring. Uft out the efement and ~s aupport frames. 3 Cheek that the element Is hardened or $fl\Iere/y clogged, necessary. To clean the elemenl, high /lish-point solvent weh as
1., lc . . . • ndvmhdrawthe.Irfilter
Every 6000 miles / 10 000 km
'.'9
14.58 On ZXl000 and ZXllOO C models ttwt gauze on the carowettor side
14.5b lostall the air lilter e lement with It. grey 1O&m $Ide uppermost - ZX 1100 D models
14.5<: PIKa the support trame OVar the
(stoddard 1IOIII8nl); petrol (gasoline) is nol NCOrMIfII"ded due to the lire risk.. Squeeze it gently 10 remove al»' old eM! and dirt, taking are not to break or de/Orm the Irame. Dry the element WIth compressed air or by shaking it m:I place the element 10 one side to allow any remanng soIvenIlO evl\POfllta. .. When it is completely dry. _k the element in a elean SE cln. SAE 30 motor 011 and earetulf\l squeeze out the exceas oil. Wrap ~ in a claan rag and conl lnue squeezing the IIIImenI until ~ II as dry as possible and only
1_ illu$tr1Ition). On Z)(1100 0 models, nstaI
thallhe Malls In position (see iIIuP1Ition8I. On all models reassemble the air fitter housing. -.RIg IhaI aI cIsUbed sections or c:cwers _ correctty seated, u-. lighten the retalrong ..:r-. iMCt.nIy !see ..wations).
IIIe element .. fitted with
theelenwll{gre'flolmside~yeIowside
downwards) c:ompleta with support frames. Check thai !he air IICI'88fl Is correctty Installed (proIrusIon I.:i'lg the ~ .. i1IaI<esl and
element - ZXl100D model,
si9rtIY oily 10 the 10\fCh. 5 ()l~chedt,,*IheOJlerlwllis<XtTflClly - * l and Is aecured by the plastic wedge !Zi'SXl rnoo:II!IIs~. Not. that on ZXl000 and ZXl100 models, ........ the element is po:I5IIItro8d 10 II'IlII the gIII.Q wNeh S4JPOI1S the 101m is on the c.bureItor side 01 the Nnent
14.Sf A1rfilter - ZXI100 0 models I /IJr in/Ilk. ducl.
.....-..-
2 COMeef/ng hoses to filler
.3 HccJsing cover
14.5fa T1ght&n all
hotIsIrI; act"ewS securely
• ZXl100C models
5 Element auppon frames 6Akfilter-...n.n1
'-
7 AirSClll8l'1
13 Vacuum valVe - c.Jifornlll
9 Cnrnkcase btNrher hose 100il-vor " c.t:>t.nttoo" flit 12Aif~rfiJler
"/sk_
""" .-
14.Nt suction vactAHn switch
'5 .NrernatNe connec600s fOO"
"""""'"
1' 20
Every 6000 miles / 10 000 km
6 Remember 11 I, "sentlat that the filter element and housing aections or COVIl<$ 8IfI correctly positioned and _I well to preIIent ..,liIIwed air from entering and darnagirlg the engine. The ctrburellor Is jelled to compenNlte for the presence 01 the air filter eIemenI, if the element Is damaged. severely blocked or bypused In any way or ormtte(! , serious eng;n.e damage could result. 0wneB of US machines should also note tIla! the air filter Is subject to the soU-tampering legislation currently In force (see Chapter 4) For this reason the engine should never be run with the air lil l er element removed or
removal to align rt correctly. and secure with the hoM dips. Also check the transparanI oil r....volr. situated on the left-hand side oj the engl ........ Xl 10 the allamalor. for any sign oj oil. If 011 Is ~ In the reservoir ~ must be drained off by removing the plug from the bonom 01 the drain hoM and draining the 011 Into a suitable containlll' ($MI illustration s). When all 011 has drained Irom the reservoir. refit the plug to the draln hoM.
15 Spark plugs renewal
dOswnnec!ed .
-.
1 Note that thl$ Interval Is the maximum lor filter clealling. II the mac:hlne Is used in wet wealher or ~ dlny CK dusty conditions, the filter mt.rSt be removed lor cleaning more
8 On ZX 11 00 C/O models it will also be ne<:ft S3f)' to clean the smllli vent filter, located undemeath the left-hand inner faimg ~. RemoYe the Inner fairing section (see Chapter 6) and dleoonnecl the vent fllter from its hose on the r!ghHw>d &ide 01 the mafn air duct (... lIIutt.atlon). Before removing the fi lter, mark ~ In some way to ensure that II cao be retumed to ita original posillon on refitling. Clean the mle. by directing a jet of compressed elr from the clean to the dirty side of lhe lillIII'. Note that if the filtlll' is damaged In any It mo.ost be renewed. Refit the flit... to the hoM. using the mar1< made on
wav
t4.e. On ZXll 00 C and DrnodeIs do not
forget to cleM the vent filt8l' •
-.
1<4.8b ••• 1tI'>d drt;In the filtflf housing
1 The spfIfk plugs sno...d be renewed at this Interval regard __ oj their apparerrt conditkln as they will have passed peak efficiency. Check ItIat the . - plugs are of the correct type and heat ranQB and _ gapped correctly before rlttlng !hem.
16 Valve clearances check and adjustment I The val .... clearances must be checked and adjusted with the anglne cold. preferably aft... thl! machine has been left overnight. Remove the luel tank . pul$lll' coil Covflf and the cylinoer head COVIIf uslng tile Inlannatlon given In the appropriate Chapters. 2 Ullng • spaIIf* on the large hexagon nut on the left-nand end ollhe crankshalt. tum the crankshaft U1ti-clocl\wise UI1m the I •• T maR on the Ignition rotor align$ with the inOe)( rmort< on the crankcase and number 4 cylinder Is at TOC on its compression stroke (Ie inlet valve has just closed). The index mark on the crankca,. 18 In the fOfl11 of a strslght line which Is situated just above the righ t-hand pulser COil. With the eng ine in this position check the Inlet valve clearances of numben 2 aOO 4 cyllndllf8 and the exhaust valve clearanc:n oj cylinders 3 and 4. Uslng feeler gauges, rneuu'e the clearance between the valve and adjusting screw tip or loIIower (as appIleabI8). Tum the aankshaflllYough one
14.8c •.• by.....avlng the plug from \hi bottom of its drain hose
complete tum (3601 S(l that number 1 cylinder Is al TOC on Its compo-esslon sltOks. sOO check the Inlet valve clearances on numbers I and 3 cyllnd~ and the ex""ust valve ctearances on cylinders 1 and 2. 3 All cIeaIances must be wi1tW> the specified limllt given In the Specifications. 1/ any Bfe less than 8peeilied. action must be taken Immediately to prevf!flt damage to the varve and valve seat. If any are larger than specified Ihe error must sl ill be corrected but the problem Is not quite as serious. If neceS$8ry adjust Ihe clearances using tha rele~a"1 procedure given below <4 On ZX900 and ZXl000 A modela the valve clearences are adjusted via the screw and locknuts which are lilted to the cam 1oIowers. Slacken the locknut and tum lhe adjl.lStlog screw In or out I.mlit a leeler ga..,ge 01 thl! appropriate size Ie a light eliding lit between the adju8t1ng screw tip and valve. Hold the IICfew and tighten the locknut to t"" t.potCified torque Hlling. Recheck the clearance slll11' \tI8loc:knut has been tightened and readjust ~ neceaeary. Repeat the abo~a procedure for the eecond screw and locknut on the cam lo llower noting that It is essanti81 th ai tha clearance on both SCf8WS Is Identical & The method oj adjustment Is slightly mort complicated on ZXI000 8 and ZXltOO C(O models due to the fact that the ctearances ... t altered by using shims oj v~ 1hIcknesses. Measure the clearanoe be'- the VlIIve and cam loIlower aOO make a note oj thl. exact d1st8l'lC*. SIidt the cam Iclower to one side 01 the VlIIve and ~ remove the shm from the top oj the Y81Ye. using a magnet or pair 01 tweez ..... The thicI\ness of the shim should be printed on one side 01 it, if how.... er the numbers are illegible the me of the shim can be t\et&rmined by direct mea SlK8fne(lt uelng • micrometer or vernl... caliper (8at illustration). ReIer to the relevant aceompanylng table Onllll or exhaust), 100Iow the vertical column down until the measured clearance Is lound (given in millimetr"). then follow the top ooIvmn across until the exlstlng shim thickness is found (He Illustrations). Where the two columns intflr$llCt the me 01 the reQUired shm is giverI.
111.511 ShIm thick.ne88 can be determined u~. micrometer or ........ if ........ btr$ are Illegible
Every 6000 miles / 10 000 km
'"l'"J'.!'''J ,. '''_I '''1'''.1''·1 ... SPEC IFIED CLEARANCE / NO
~H ANGE
REOU IRED
:: :: ,.
::p.p.~:too ~': ~':
H.
,,.
, ..
I.
, ..
tOO
' ..
tOO
tOO
, ..
t ..
tOO
tOO
". ,00 ,. '" ... '" I.
' ..
,,"'+ ,oo
,.
I..
:: ~': :: :: :: '. ,.",." " ,.
, ..
'"
tOO
...
...+\(,
tOO
,.. '" '" .00
tOO
". '" '00 , .. tOO 4>11~' ... ......
' .. ,oo
o· '
+"
...+'<-
tOO
p'-'O. ""18.5b Inlet yalve $him s.eIection table
SPECifiED CLEARANCE I NO CHANGE REOUIRED
,. ,. ,. ,. ,. ,. ,. tOO
,..
••
tOO
...
,..
tOO
tOO
'"
tOO
...
,,.
.00
tOO
tOO
tOO
••
I.
o. . . .
t ..
t OO
...
tOO
,.
'00
.00
. . . . 00
, . . . 00
'"
••
' 00
tOO
'"
f ..
t oo
. ..
'oo
'"
t OO
too...
u,
, ..
I.. ..... ,,,...
,.
<-~,;",
,.,.,.,.
,
~ ""'''w·'·'·'·'· ,
. ,
'"
too
tOO
, .....
~....:.:..
tOO
tOO
...
,+'
..,:~.\'" 0'<
,,"'+
'00
'00
~
~(111'"
,,4>
...
.••:~\c.'"
,. ...
t"
'.~.
1- 21
, . 22
Every 6000 miles /10000 km
6 The shims can be purchased from an authorized Kawasaki dealer, but note Ihat it may be poSSible to twap snms between the valves to r«tue
'**"
slide the cam follower bacllinto pos.ition. 7 On all models recheck the valve clearances before ,etiulng the cylinder head COVII'< as des<:ribed in Chapter 2. 8 FOr1unately the valva clearances. onee property MI, wiI not go out 01 adjustment for thousand, of miles and the adjusting procedure wltl nol be required very often. However they should still be cheeked 81 this interval to p < _ engine peo1ormance and prevent the risk 01 engine damage. Always record alilkto Infonnatlon (original clearance and shim Ihicknesll, new cIearar>ce and shim thickness) so that an accurattl picture 01 the valve gear and its rate 01 w&ar CM be built up. This InlOrm&tlon wil l also gr&at ly assist any luture adjustments wh~ are ~
17 Fuel filter clean and renewal ~
~ NOle: Petrol (gasooIi'Ie) Is exttemeI)' 1'JatnmsbJe. especJe/Iy when In !he form 01 vapour. Take., ptlIC8Uti0n5 /0 ~I !he risk of fire Bnd read the SafelY ~11 section of rtWs manual belotlJ srming worlI. 1 PrIor to cleaning the I~ Mars drain a smaH amount of luel from the carburenor float chambe<$ Md check for contamination. Set the luel tap to the PRI position and. dealing wiltl one carburettor at a time. attach a shorl length 01 hose to the stub on the bottom 01 the float chamber and place the end in a clear glass contelner. Unterew the dr~ screw on the float ~ by I lew turns and aDow I small amounl 01 fuel to drain into the oonlainer. TIghten !he drain screw. Note that if diffICulty is experienced In gaining access to the drain screws on ZX1()OO B and ZXllOO C models. a ~ tool 1$ available ..-.dar PM no. 5700t·I:269. If the draln-e-d fuej shows signs of wahl< conlamlnation or dirt, the I~ system components must be dismantled and thoroughly cleaned as described in Chapter 4. 2 On ZX900 and ZXlOOO models rem0v9 the fuel tap, as described In Chapt!tr 4. and remove Ihe gaule filter,.) from the tap 3$$$TlbIy. On ZXtlOO C/O models the fuel tap filler Is lliluated on the underside of the tank and is separate from the tap assembly. The filter Is a ~ lit Into the lank and Is joined to the tap by a .hort length 01 hose ,sea WIu. tratlon). 3 These lift~ can be cleaned by washing
lhem In clean petrol (gasoline). II the filter Is cracked or badly clogg.ed it should be renewed. Check that the sealing O·ring Is In good condition and !hen relit the lilter or fuel tap assembly 10 the tank. Do not overtighten the filter or tap components as they _ easily
-.
• The ZXIOOO B and ZXI tOO CID!TICIdeIs are filled with a seconct f~ filler which fillers the luel belore entering Ihe luel pump. It Is not poaslble to clean the lilter; It should be renewed It this Interval as d!tscrlbed In Chapler4.
18 Fort< oil change
e su!table stand bttneath the crenkcase so that the lorks are fully extended. Using I dipstick (a length of WfIIding rod or a Steel . . IIldeeij check the level 01 the 011 below ""' top 01 tha stanchIOn , .... ittu$lr atlon). H netessafy. add or SlIbtrad 011 unt~ the level is correct. then refit the fort<. sprWIg and top plug and tighten the lop plug to the specified torque setting. On ZX900 A2 to A6 modN. relit the top bolt and tighten ~ to Ihe specifled torque selling. S Repeat tile above procedure on the other lork leg, then set the air pressure as described In th. Monthly Interval. Remove the stand Irom beneath Ih!t crankcase and relll the
lower fainng section.
ZX900 AT-on and ZX1000 B
models 1 The fork 011 should be changed at regular intervals to preverrt the inevitable reduction in lork performance which r!tSIJItS as the 011 deterlorateain &efVice.
ZX900A1 to A6 and ZX1000 A models 2 Plac. the machine on Its centre stand and release Ihe fork air pressure by depressing tile air valve(t). On ZX900 A2 to A6 models, unscrew the large top bolts Irom the top of each lork '-0. 3 With the lork. lully extended unscrew the top plug from ona 01 the fort<. legs, not"", that the plug may ba eKpBllecllorcibly as the last threads are released. lift oot the fork sprWIg. Remove !he drain plug from the lower leg and IIIow the oil to drain Into a s.uitable container; pump the lork legs up and down to asslsl draining . It is advisable to place a large ~ 01 card against the whooI during the draining operatlon to prevent oil running onto the lyre. Once all the 011 has dra ined clean the threads of the drain plug and ~s Ihr&aded hole. Apply a smal l amount 01 liquid gasket to the threads 01 the drain plug. to ensure an oil·tight seal, and tighten It securely. .. POU'" in the specified amount 01 oil and than gently pump tile fort<.s to expel any air which may ba trappe
6 On ZXlOOO 8 model$lIr$l remove tile two aaewa which retain the top yoke or:wer and lift It eleer 01 the machine. On both models. ur.crew the handlebar casting mounting boIb
and r-.nove the bars Irom the top yoke. Support Ihe handl&bars to avoid placing any strain on tile hydraulic hoses al"ld to prevent the possible spillage oilluid Irom the master eylllOer reservoirs. Remove the lower fairing seellon (sea Chaptar 6) and raise the front wheel claar of the ground by placing blocks 0< a lU~able stand beneath the crankcase. W~h the lorks fully extended, remove the lork tOfl plug'. noting that they may ba expelled lorclbly as the lasl threads are released Wrthdraw the fort<. spring /rom each leg. PIaca a targe piece 01 card against the wheel 10 prevent 011 n.ww1Ing onto the tyre and _ lhe drain plugs /rom the lower legs. catching the oil in a suitable contai ..... Pump the Iorkt up end down to assist the drain~ 01 the 01. Wh.n all the 011 has drained cl&an the drain plug and lis threaded hole. Apply a IIq~kI gasket to the threads 01 the drain plug. to ansure an 011 tight seal. Br\d tighten It securely. 7 Add the $peCifoed amount 01 011 to each lorte leg (where given) and pump the forb gently to ~ air which may be trapped. Measure !hit level 01 the 10
18A Front lork oil level check
Every 6000 miles / 10 000 km
' - 23
when the measuremlHlt is taken. The easiest way to achieve this is to remove the stand from under the crankcase and allow the weight of Ihe machine to comp!"ess them. If necessary. add Of subtract oil until the level is COffect. Reposit ion the stand beneath the crankcase and relit the fork spring and top plug to each leg; tighten the top plugs to the !ijl6Cified torque setting. Remount the handlebars onto the top yoI<e. tightening their mounting bolts to the specified torque setting. and on ZXl000 B models rem the top yoke
-
Z X1100 C/D models
8 000 to the lack 01 a dra in plug on the loW(!( fori< legs. It Is necessary to remove the 1011<. legs from the mach ine. as described in Chapter 6. and invert them to change the front fori< 0<1. After refilling with the speci fied quanlity of oil, check the oil level as desc!1bed above: note that the forks must be fully compre$S&d when the 19'191 check is made.
19 Cooling system check
~
li!i ~
1 With reference to Chapter 3, check the cooling system for leaks or any damaged components. Pay particular attention to the Mses and check that all hose clips are correctly pos~iooed and securely fastened.
20 Coolant filter cleaning
I On UK models, the carbureltor warmer (coolant) hose filt6l" Uf lilted) should also be removed and cleaned at this seNice interval. The filter Is located on the front right -hand side of !he carburettors ( _ illustration). On ZXlOOO B and Z):ttOO CID models it wil l be necessary to remove the right-hand lower f"iring s9Ction to gain access to it (see Chapter 6). 1 Mark the fi lter as an aid to roossembly and disconnect it from the coolant hoses. Swiftly plug the ends of the hoses with a suitablysized clean screw Or boll to prevent the coolant from escaping and mop up any spilt coolant immediately. The filter can be cleaned ~ directing a irot of compressed air through it from the carburettor side of the filter 10 dislodge and remove any particles of foreign matler. If the filter Is severely blocked or damaged In any w;x.j ~ must be renewed. 3 Refit the lilter to the coolant hoses, us ing the mark made on dismantling to return il to Its original posrtion, and S9Cure il with the hose clips. Refit the lower fairing section (if removed) and top up the cooling system if
""""'".
20.1 Coolant lilter (UK models) Is located on the right-hand side of the carburettorsZX900 sho wn
21 Swinging ann and ~ suspension linkage bearings ~ lubrication ~ 1 To ensure the rear suspension functions correctly and that the bearings in the swinging arm and suspension linkage do not fall p!"ematurely It Is eSSO
22 Fastener security check
~
li!i ~
1 Woril around th<:l machine checking all nuts and bolts lor tightness. Pay particu lar allenlion to the engine mountings. exhaust moUfltir.gS, rear suspension and swinging arm boits, top and bottom yol<e pinch bolts. rear sprocket nuts, footrest bolts. front wheel spind le nut and all the braka caliper bolts Where possible. use a torque wrench to check that all fasteners are tightened to their specified torque settings. Note that Ihe cylinder head bolts must also be check tightened at this interval - refer to Chapter 2.
21 .1 Where prOvided , lubricate swinging srm and suspension linkage via the grease nipples
23 Wheels check
1 Check the complete wheel for cracks and chipping, particu larly at the spoke roots and the edge of Ihe rim. As a genera l rule a damaged wheel must be renewed as cracks wHi cause stress points which may lead to sudden fai lure under heavy load. Small nicks may be radiused carefully with a fine file and emery paper (No 600 No 1000) to relieve the stress. If there is any doubt as to the condition of a wheel, advice should be sought from a reputable dealer or specialist repairer. 2 Each wheel Is covered with a coating of lacquer. to prevent corrosion. If damage occurs to the wheel and Ihe lacquer finish is penetrated. the bared alum inium alloy will soon start 10 corrode. A wh itish grey oxide will form over the damaged arM, which in itseH is a protective coating. This deposit however. should be removed carelully as soon as possible and a new protective coating 01 lacquer applied. 3 Check the lateral runout at the rim by spinning the wheel and placing a fixed pointer close to the rim edge. If the maximum runou! is greater than 0.5 mm (0.020 in) axial~ or 0.6 mm (0.032 in) radially, Kawasaki recommend that the wneet be renewed. This is. howaver, a counsel 01 perfection: a runout somewhat greater than this can probably be accommodated without noticeable effecl on steering. No means is available for stra ightening a warped wheel without resorting to the expense of having the wheel skimmed on all faces. II warpage was caused by impac l during an accident. the safest measure is to renew the wheel complete. Worn wheel bearings may cause rim runcut. These should be renewed. 4 Note that impact damage or serious corrosion on models frtted w~h tubeless lyreS has wider implications in that it could lead to a kiss of pressure from the tubeless lyres. ~ in any doubt as to the wheefs condition , seek professional advice.
1- 24
Every 12 000 miles / 20 000 km
Every 12000 miles (20 000 km) 24 Air fitter element renewal
1 The air filler elemenl should be renewed at this interval or every five cleanings, whichever comes !irst Details of element removal can be found under the 6000 mile (10 000 km) service Interval.
25 Brake and clutch fluid
the 1I!,IId has not been contaminated and deteriorated to an unsafe level. 2 Before starling work, obtain a new, s.eaJed can of the recommended hydraulic fluid and carefully read the Section on bleed ing in Chapter 7. Prepare the clear plastic tube and glass jar in the same way lIS for bleeding. then open the blood nipple and apply the ievllf or pedal (as applicable) repea tedly. This will pomp out the old fluid. Note: keep the maslef cylinder reservoir lopped up at all times, otherwise air will enter the ~tlll1l and greatly Iength8!1 the operation.
nipple and remove the plastic tubing. Refit tile bleed nipple cap. Top up the master cylinder reservoir as described In 'Dally (pre-ride) checks' attha beginning of this Manual, and wash 011 any spilt fluid Immediately. Finally chec k that the clutcl\Ibraking system Is operating correctly before taking the machine on the road.
26 Steering head bearings lubrication
renewal 0kI br/Ike fluid Is inll.n.b/y much ~.,. II' colour tha" n_ "uld, making It . .sJer fa _ when old "uld has been eJ(~ from tN system.
Nole: brake fluid is BI1 excellent paint stripper and will attack palnled and plastic component:;. Wash away any spill fluid Immediately with copious quantities of wafer. , The hydraulic fluid must be renewed at this
3 When the new fluid appears in the ctear
Interval or every two years to preserve maximum bralleJclulch efficiency by ensuring
plastic tubing comptetely uncontaminated by traces of old brake fluid, close the bleed
, The steering head bearings must be liJbrtcated at this interval or every two years, whichever comes lirst. 2 Reier to the relevant Sections of Chapter 6 and dismantle the steering head. Clean all the components and examine them lor wear renewing any worn lIems. Reassemble the steering head and lubricate the bearings with fresh grease.
Every 24 000 miles (40 000 km) 1 The coolant must be renewed at this intllf"Val or every two years, whichever comes
27 Coolant renewal
first. 2 To minimise the build-up 01 deposits In the cooling system and to ensure the maximum
protection against freezing. the cooling system should be checked for leakage and damage, drained completely, ftushed out and filled with fresh coolant as del!lCribed In Chapter 3.
Every two years 28 Brake and clutch components ovemaul
~ ~
'"
1 The master cylin
condition and the master cylinder, slave cylinder and caliper bores checked carefully for wear or damage. Reier to Chapter 7 lor further Information.
29 Anti-dive unit seals (ZX900 A1 to A6 and ZX1000 A models) renewal
~
and the seats, plungers and O-rings renewed, regardless of their apparent condition. Information on overhaul can be found In Chapter 6. NOle that a test is alao given for testing the units. should there be any doubt about their correct operation. AI the sama tlma as the seals are renewed, check tha condition of the meta) pipe: if corroded this should be renewed.
, The anti-dive units should be dismantled
Every four years 30 Hydraulic hoses and fuel lines renewal
, The hydraulic hoses and luel linea should be renewed regardless 01 their eKlernal appearance. After this period of time the synthetic material 01 the hoses is likely to have deteriorated signllicant!y and for reasons 01
5alety they 5hould be renewed . Refer to Chapter 3 lor further InfOtmation on the luel lines and Chapter 7 lor information on the brake hoses.
Specifications Engine Type ................ . . . . . ...•.
OOHC, 16 valve, 4-cylind er, liquid-cooled
Capacity: ZX900 models. ZXl000 models ZX1100 C/O models .....
908 cc (55 cu In) 997 cc (60 cu in) 1052 cc (64 cu in)
Boo" ZX900 models . ZXl000 models
ZXl 100 C/O models.
72.5 mm (2.85 in) 74.0 mm (2.91 in) 76.0 mm (2 .99 in)
Stroke:
ZX900 models ....................• • ••••••• • • • •••••••. ZXl 000 and ZXl100 C/O models ......•.•.•. •.•.• . • .• • • . . Compression ratio: ZX t OOO A models . All other models
55.0 mm (2.17 In) 58.0 mm (2.28 In)
10.2 : 1 11.0 : 1
2- 2 Engine, clutch and gearbox Engine (continued) Engine output
- UK models: .......................•.
""""""""" .
... .
Mallimum power bhp 115 09500 125 09500 125 0 10000 12509500
XX I 000 A mo(128·196ps1) Nota · c;ompr.won fXf33Uf8 must nol va')' arcessMlly be~ ¥IY two ~
.
Maximum torc:,ue kg1 m lib! It)
....
8.7 (62.9) 0 8500 10.1 (73.1) 0 6500
Not available Not available 8.7 (62.9) 0 8500 10.1 {73.1 )065OO 10.5(76.0) 0 9000 9.0(81.0) 0 8500
Camshafts, followers and cam chain Cam lobe height:
ZX900 and ZXlooo A models . Service limit ZXlooo B models . Service limit. ZX ll OO C/O mod&Is: Inlel . Service limil . Exhausl ..
""""'"_ .
Camshaft )oumaJ 00
Service
~mi1
.
Camshaft bearing 10
Service Wmi1 . Camshaft joumaVcyIW1der t.oo t.>å cI8aranee Service ~mlt . CarnsNoft stand¥d fUnout . Service limit . Camtollo_IO: ZX900 and XXl ooo A models S&r'viee limit ZXloooBendZX1100C/O~s . Service limit Cam follower shaft 10: XX900 and ZXlooo A models Service ~rrit • . ...................•. ZXlooo B models . Service limit
ZXllOO C/O models . Service IinWt . Camc:hain standard lenglh 01 20 links Service limit •
35.824 35.710 21.687 21.590
- 35.940 mm (1.410 - 1.414 In) mm (1.406 in) - 21.787 mm {O.854 - 0.858 In) mm (0.850 In)
36.872 - 36.972 mm (1.452 - 1.456 in) 36.770 mm (1.446 In) 36.687 _ 36.787 mm (1.444. 1.448 in) 36.590 rrrn (I.441 In) 24.900·24.922 mm {O.960 - 0,961 in) 24.870 rrrn {O.979 in) 25.000·25.021 mm (0.964·0.965 in) 25.080 mm (0.987 in) 0.078 - 0.121 mm (0.003 - 0.005 in) 0.210 mm (0.008 in) Less than 0.02 mm (0,001 In) 0.1 mm(O.OO4in) 12.500 - 12.518 mm (0.492 - 0.493 In) 12.550 mm (0.494;") 12.000 - 12.018 mm (0.472 - 0.473 In) 12.050 mm (0.474 in) 12.466 - 12.484 mm (0.490 - 0.491 In) 12.440 mm (0.489 in) 11.976 - 11.994 mm {O.471 - 0 .• 72 inl 11,950 mm (0.470 in) 11.966 - 11.964 mm (0.470 - 0 .• 71 in) 11 .940 mm {O.469 in) 158.6 - 159.2 mm (6.252 - 6.268 In) 161.5 mm (6.3S8 In)
Cylinder head Maximum warpage .
0.050 mm (0.002 in)
Cylinder block Cylinder bore 10: ZX900~a.
Service limit . ZX 1000 models Service ~rrit
ZXIIOO C/O models . Service Wmi1 PislOf\leytinder clearanu: ZX900 and ZXlooo models ZXll00 C/O models •
72.494 - 72.506 mm (2.854 - 2.855;") 72.600 mm (2.858 in) 73.994 - 74.006 mm (2.913- 2.914 in) 7•. 110 mm (2.918 in) 75.994 - 76.006 mm (2.991 - 2.992 in) 76.100 mm (2,996 in) 0.044 - 0.071 mm {O.OO2 - 0.003 in) 0.056 - 0.088 mm {O.OO2. 0.004 in)
Engine, clutch and gearbox 2- 3 Valves guides and springs valve cI&anInces: ZX9OOaodZXloooAmo<:\tIIs. ZXlOOO6andZXllOOC/Omo<:\tIIs . Exhaust valve clearances: ZX900 and ZX I 000 A ~s . ZXlOOOBandZXl l OOClDmodeIs. V..... 1\eBd thk:kness: ~
.....serw:. ''''''." ZX900
0 .13 - 0.18 nvn (0.005 - 0.007 in) 0.13 - 0.19 mm (0.005 - 0.007 In) 0. 18 - 0.23 mm (0.007 - 0.009 In) 0. 18 - 0.2 4 mm (0.007·0.009 in) 0.50 mm (0.20 In) 0.25mm(O.10in)
limN .
and ZXlOOO A models SeMcelimN. ZXlOOO 6 and ZXllOO C/O models .• ServIce limit vatYe $tem maximum MlOUt klIetva/V1lstem 00: ZX900and ZXlOOO Arn0d9ls .
S«vice tm~
ZXtOOO 6l1l1(I ZXll00 C/O models • S«vice limit btIIUIt valve "em 00: ZX900 and ZX 1000 A models . Service IimiI . ZXlOOO 6 and ZXllOO C/O model, . 5arvice Wmit . Valve seat width. Valve seat 00: ZX900 and ZXlOOO A models - inlet ZX900 and ZXlOOO A models - emausl ZXlOOO 6 modeI- inlet ZXl000 6 modeI- exhaust ZXll00 C/O model - inlet ZXll00 C/O modeI- exhaust
1.00 mm 0.70 mm 0.80 mm 0.50 mm 0.05 mm
(0.40 In) (0.28 in) (0.31 In) (0.20 In) (0.002 In)
5.475 - 5.490 mm (0.215 - 0.2 16 in) 5.460 mm (0.214 in) 4.975 - 4.990 nvn (0.195 - 0.196 in) 4.960 rrrn (0.194 in) 5.455 - 5.470 mm (0.214 - 0.215 in) 5.440 mm (0.213 in) 4.955 - 4.970 nvn (0. 194 - 0.195 in) 4.940 mm (0.1931n) 0.5 - 1.0 mm (0.02 - 0.04 In) 28.3 - 28.5 mm (1.1 14 - 1.122 in) 24.0 - 24.2 mm (0.945 - 0.953 In) 29.3-29.5mm(I.I54·1.161 in) 25.3 - 25.5 mm (0.996 - 1.004 in) 30.8 - 31.0mm (1.213 - 1.220 in) 26.3 - 26.5 mm (1.035 - 1.043 In)
VIIiw 9-JIde 10:
ZX900 and ZXlOOO A models . SaMee limit ZXl 0006andZXll00ClD~a
.
seMcelimll. In1eI vatv.'gulde c~ - valve installed. using dial gauge: ZX900 WId ZXlOOO A models .. SeMce 1imiI. ZXlOOO 6 and ZXllOO C/O models . Selviulimil bhaust va/Yelgulde clearance - vall.1l installed, using dial gauge: ZX900andZXlOOOA~s . 5ervIce limit . ZXl OOO B and ZXl100 C/O models .
5eMcelimit . liner valve spring 1'00 length: ZX900 Mel ZX 1000 A models . s.vIce limit • ZXl000 6 and ZXl 100 C/O models .. ServIce limit . Outer v .... &pring free length: ZX900 and ZX l OOO A models . ~Iimit.
ZXl000 Band ZXI 100 C/O rnodela . 5e
5.500 5.S80 5.000 5.060
- 5.512 mrn (0.216 - 0.217 in) mm (0.219 In) - 5.012 mm (0.197 - 0.198 in) mm (0.200 In)
0.02 - 0.08 mm (0.001 - 0.003 In) 0.22 nrn (0.008 in) 0.02 - 0.07 mm (0.001 ·0.003 in) 0.18 mm (0.007 in) 0.07 0.27 0.06 0.21
- 0.14 mm (0.003 - 0.006 in) mm (0 .011 in) - 0.1 1 mm (0.002 · 0.004 in) mm (0.008 in)
37.2 mm 36.0mm 35.5 nvn 33.6 mm
(1.46 In) (1.42 in) (1.40 in) (1.32 in)
40.4 mm 39.0mm 40.5 mm 38.6 mm
(1.58 (1.54 (1.59 (\.52
in) In) in) In)
Piston s P\stonOD: ZXIlOO models . ServIc:a limit • ZXl000 models
ServIc:a limit. ZXll00 C/O models . ServIce limit.
72.435 - 72.450 nvn (2.85 1 - 2.852 in) 72.300 mm (2.848 in) 73.935 - 73.964 nvn (2.91 1 - 2.912 in) 73.790 mm (2.905 in) 75.918 - 75.938 mm (2.988 - 2 .989 in) 75.770 mm(2.983 In)
_
2-4 Engine, clutch and gearbox Pistons (continued)
....
Top compression ring grtJOYe width: ZX900 find ZXlOOQA. models
ZXlooo B I1"IOdeIs . ServIce JimIt .
ZX1100 CID models . 5ervIc, limit • Second compresaion ring groove width: ZX900 and ZX l ooo models SeMceIiml1. ZXl tOO C models SeMceIiml1. ZXIlOODmodeis SeMc"~
_....
Oil scraper ring groove width 5ervIce Ilm~ . Top comp.-ession ring/groove clewaroce . Sl!lrvlcelimit .. Second compression tinglgroove clearance AI rnodeb I!IlIcepI ZXltOO 0
ZX tt OO 0 models . SeMce ImiI .. ........ ........... .•.
1.02 - 1.04 mm (0.040 - 0.04 I in) 1.12 mm (0.044 In) 0.82 - 0.84 mm (0.032 - O.OJ.J In) 0.92 mm (0.036 in) 0.84 - 0.86 mm (0.033·0.034 in) 0.94 mm (0.037 in) 1.01 - 1.00 mm (0.039 - 0.040 In) 1.12 mmlO.044 In) 1.02 - 1.04 mm (0.040 - 0.041 In) 1.12 mm (0.044 In) 0.82 - 0.84 mm (0.032 - 0.033 in) 0.92 mm (0.036 in) 2.51 - 2 .53 mm (0.098 - 0 .099 in) 2.60 mm to. 102 In) 0.03 - 0.Q7 mm (0.001 - 0.003 in) 0.17 mm (0.007 in) 0.02 - 0.06 mm (0.001 - 0.002 In) 0.16 mm (0.006 In) 0.00- 0.07 mm (0.001 - 0.003 in) 0.17 mm (0.007 in)
Piston rings Top compression ring thickness: ZX900andZX 1 000 A mod~ Sl!lrvlcelim~
.
........................... .
ZXlooo B and ZXll00 C/O models .
ServO::. limit ..•... ••..•..••..•••..•.. . • • • Second compression ring ~ AI models ,xapt ZXl100 0 SeMceIiml1 . ZXl100 0 models . SeMce limit ............... • . Top compression ring end gap - installed: ZX900 end ZX l ooo models ZXl100 CID models . ServIce Jlmk - all models . Second comprassIon ring end gap • installed . ServIce limit. Oil &enIP'I" ring end gap - installed: ZX900 find ZXl 000 models
_ .....
ZXl100 C/O models ....... .. .. .. .. .. ......• •
0.97 - 0.99 mm (0.036 - 0.039 in) 0.90 mm (0.035 In) 0.77 - 0.79 mm (0.030-0.031 in) 0.70 mm (0.027 In) 0.97·0.99 mm (0.038· 0 .039 In) 0.90 mm (0.035 In)
0.77 - 0.79 mm (0.030- 0.031 In) 0.70 mm (0.027 In) 0.20 - 0.35 mm (0.007 - O.ot3 in) 0.20 · 0.32 mm (0.007 - 0.012 In) 0.70 mm (0.027 In) 0.20 - 0.35 mm (0.007 - 0.013 In) 0.70 mm (0.027 in) 0.20 - 0.10 mm (0.007 - 0.027 in) 1.00 mm (0.039 In) No! available
Connecting rod and bearings Connecting rod maximum d istortion BIg-end bearing standard 10: ZX900 and ZX1000 models ..•...•...•.......•• ZXl100 C/O models .
. .............. .
0.21100 mm (0.00813.94 if1) 38.000 - 38.016 mm (1.4961 - 1.4967 In) 39.CXKJ - 39.016 mm (1 .5354 - 1.5361 In)
Sil, grOllP' - ZX900 and ZXlooo models: Comec1ing rod UfVTI3fked
Comec1ing rod marked '0' Size groupe • ZX I 100 C/O models: Connecting rod unmar1<ed Connecting rod marked '0' ................... • .
_
Crankpln standa rd 00: ZX900 a nd ZX l ooo models SeMcelimil. ZXll00 C/O models .
....
38.000 - 36.006 mm(I.4961 - 1,4963 In) 36.009 - 36.0 16 mm (1.4964 - 1.4967 in) 39.000 - 39.006 mm (1.5354 - 1.5357 in) 39.009 - 39.016 mm (1.5358 - 1.5361 In) 34.S84· 35.000 mm (1.3773 - 1.3779 In) 34.970 mm (1.3767 In) 35.S84 - 36.000 mm (1 .• ,67 - 1.4173 in) 35.970mm(I .4161In)
Sil, groupe - ZX900 and ZX I 000 models: CnInI<.shIIIt unmar1<ed • Cnlnkshan marked '0' . groupe - ZXl100 C/O models: Crankshaft unmarked Crankshaft ma~8d '0'
34.984 - 34.992 mm (1.3773 - 1.3776 In) 34.993 - 35.000 mm (1.3777 - 1.3760 in)
~
35.S84 - 35.992 mm (1.4167 - 1.4170 In) 35.993 - 36.000 mm (1.4171 - 1.4173 In)
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2- 6 Engine, clutch and gearbox Clutch wet, multl·platt
''''
Frietion plales:
ZX900-.. """''''''
ZXl 000 and ZXll00 CID models Thickness: ZX900 and ZXl000 B ~ 5ervk:e IimiI . ZXlooo A models . SeMceIimil ZXll00 CID models . Service Iim~.
2.9·3.1 mm (0.114 - 0.122 in) 2.75 mm (0.108 In) 2.9·3.1 rrrn 10.1" . 0.122 In) 2.8 nvT1 (0.110 In) 2.7 - 3.0 rrrn (0. 106 - 0.118 in) 2.5 mm (0.098 In)
Plain plales: Num~
ZX900 models . ZX l 000 and ZXll00 C/O models . Fl1ctlon and plain plaIa warpage SeMe4' limit. CIlrteh~:
,."''''''' ZX9OO"""""
ZX l 000 and ZX l l00 CJD models Flea length: ZX900~ .
5etv1ce tim~ . ZXl000 modefs
Service limit
.
ZXl100 C/O models .. Service limit. Pr'mary gear/dutch drum baddash . SeMcelimil.
Less lhan 0.2 mm (0.008 in) 0 .3 mm (O.0121n)
,, 33.0·34.2 mm (1.30· 1.35 in) 32.1 mm (1.28 In) 33.2 mm (1.31 In) 32.1 mm (1.26 In) 46.3 rrrn (1.82 in) 42.7 mm(I.68 In}
0.03·0.10 mm (0.0011 - 0.0039 in) 0.14 rrrn (0.0055 in)
Altemator/starter clutch 158.8· 159.2 mm (6.25·6.27 in) 161.5 mm (6.36 In)
Drive chain • 20 link length 5etvIee IIm~ .
Final drive
''''
Ratio: ZX900 models:
2.882: I (49117 T) 2.941: I (5OJ17 T)
UK"""""
US " " ' "
ZXl000AmodeIs: UK models US models
ZXl()()() 8 and ZXll00 C/O models .
Torque seHings Cy1indef head COWIf bolts . Topcamchaln guide bolts: ZX900 and ZXl000 A model. ZXl()()()8andZXll00c/omodeta . Cam follow« shaft rataining bolts· ZX900 and ZXl000 A modl)jsonly Cams/laft cap botts Camshaft sprocket retaining bolts . Cam foIower locknuts . Cy1indef head oil pipe "mon
""""""'"
bolt,· ZX900 snd ZXl()()() A
MaIn cy\inda' head oil pipe union bolts Sump to (;rlInIu;ase metal oil pipe union bolts: ZX900 and ZXll00 CJD models
ZXl000 models
2.666 ; 1 (40115 T) 2.733 : 1 (4 1/ 15 T) 2.647 1 (45/17 T)
'" m
L' L' L'L' ,.,L' ,.,L' ,., L'
Not available
,.,''''" ,., ,.,,., 11.0 18.0
,.,,., 18.0 13.0
Engine. clutch and gearbox 2· 7 Torque settings (continued) o,tnder head bolts; ZX900 and ZXIOOO A models:' New head bolt and washer: Ral-headed bolts Taper·headed bo/t$ . Old head bolt and washer: Ral·headed 0011$ Taper·headed bolts . ZXIOOO B and ZXl 100 C/O models: In~ial torque seltlng Flnallorque seltlng: Flat·headed bolts Taper'headed bolts . 6 mm cylinder headIbIock retaining bolt 1mm bIockIerankease retaining bolts . Camchain teoslooer mountng bolts Camcham blade mountng bolt CUtch spring retaining bolts: ZX9IXI and ZXlOOO r'I"IOO&Is ....••....•••. ZXt 100 C/O 0Tl()(IeI •
'''m
Ibf ft
'0 52
29.0 ".0
3'
21.0 35.0
•. S
2.0
14.5
'.0 '.2 ..0
29.0 ".0 '.0
LO 2.0
'.0
"0
'.0 8.0 960
.., U
Clrtch cenll1l nut
13.5
Igni:tioo rolor relainiog bolt .
2.' 2.' 2.'
AAemalor mounting bolts Atternator/s\arler clulch drive sprocket bolt . Attamalorfstarter clutch shall cush drive coopling nut Alternator dlive coupling/shaft retaining bolt . Slarter clutch OO"s: ZX900and ZXlOOOA models . ZX1000 B and ZXIIOO C/O moOOIs . Engine sprocket nut • Gearchaoge mechanism COYet bolts· ZXI lOll C/O 0Tl()(IeI • Qank.case la51ening bolts: ,~
1 mm • ZX 11 00 C/O and lale ZX900 A1"On 0Tl()(IeI$ only 8mm a mm mai"I bearing bolts· ZX900 and ZXlOOO models:
M
..0
'.0
3.' .. 2
9.0
10.0
12.0
"0
'.0
...'"
2.
2. Anal eetlirlg . 9 mm main bearing bolts· ZXll00 C/O and late ZX900 A1"On models: ..0 33
Initial senlng Final seWng ..
COnr>ectlng rod bolts (see ZX900 rnodeI$ • ZXlooo A models: W~II~nuts
25.0
11.0 13.0
20.0 10.0
200 '.0 24.0
te~tl:
.
WIlli old nuts ZXlOOOB~
New connectng rod and OOW nuts New conneetinQ rod and old nuts Old connec1lng rod and ~ nuts Old connec1ing rod and old nuts ZXl100C/Or'I"IOO&Is .• Oil drakl plugs in lUmp . Oil fitter mounting bolt
14.5
18.0 18.0 18.0 43.0
U
Initial setting
11.0
. .....•.....•....••....•. • .
3.'
21.0
3.0 V
22.0
...
19.5
3.0 2.0
14.5 13.0 18.8 11.4 11.0 22.0 14.5
6.0
43.0
•., '.3
33.0 ".0 33.0
.., '.3
" .0 33.0
2.0
14.5
2.0
2.' 2"
'"
Engine mounting bolts:
ZX900 models . ZXlooo A models: Fronl mounting bolts . . ................... ....... •. Rear mounting bolts .
ZXl000 B. ZXll00 C/O models . Frame cradle retaining bolts: ZXl000 A models . ZXlOOO B, ZXI 100 C/O models . Rear mounting bolt collar Allen screws ZXI 100 0 models
•.,
2- 8 Engine, clutch and gearbox
1 General description
TlMI eogineIgearbox unit is of wat<Jr-<.:OOied lour cytinder In-line design. fitted transY«Sely across the Iram•. Th. sixteen valves are operated by double overhead camshafts which _ chain driven off the crankshaft. The engine/gearbox unll II constructed in al uminium alloy wll h Ih. crankcase being divided nonzontally. The crankcau Incorporates a wet SlJmp. pressure ted lubfi.cation syst.m which in<.:orpI;Ir.Ites I gear drIvwI dual rotor oil pump. an 011 IlIt... end by-pasl valv. as.semb/y. a relief valve and an 011 pl._e sw~ch. Also contained In In. crlnkcaM Is the balanc... $haft and start... clutch. Pow... !rom th. crankshaft Is transmitted to the gearbox via !he clutch. which Is of the wet multi-plat. type and Is g ...r drlvt-n oM the crankshaft. The starter motor and altemator assembties are also linked to the crankshaft via II chain and tensloner mechanism on the righthand end of the crankshalt. The wat.r pump II mounled on the left·hand sid. of the crankcase and Is driven off lhe oil pump
""'ft. F'onaI drive to !he rear wheelis by chain and
sprock.tl. The engln. splocket being .I(lemaly mounted on the output shaft.
.r.
3 Operations with the engineJgearbol unit removed from the frame Is ~essary 10 remove th. englnelgfllrbox unil from th. tram. and separate !he cnonkcase halves 10 gaIn access 10 the following components, (a) CnJnk5haft assembly (bJ MaIn and OIO-Btld bearings «:) eonn.cti"Q rods (dJ GearboJt shafts and pinkKls ~) Ge"r Mlectol' drum and forI<5 (f) Ba/ancet'shaft (g) Starter clutch Note thai If only removal ot Ihe gearbox components;' reQUired. the engine/gearbox unil can 00 removed from tile frame .nd Inverted 10 lhat the lower aanI<.case half can be withdrawn. ThIs will polmIIt the _ _lion of lhe gearbox components without disturbing the t~ end of the engine or the clutch. This also applies 10 the balancer shaft and staMer clutch componenlS.
4 Removing the englM/ gearbol unit from the frame
~
iOi:
:t:
~
H the mIOCh n.1s dirty, waall It thoroughly befont s tarting any nYjor di$manlling ~ T1!Js will mall • ..-ot* much ..siw and will rule out the pouibfflty of catltd-on lumps o f dirt falling into •
I
2 Operations with the enginelgearbox unit in the
"""'"
Th. compon.nls and assembties tisled oolow can be removed wllhoul having to remove Ih• •ngln. Unll Irom Ihe frama. It. howower a number of areas require altention at the same lime...moval of Ihe engine 1$ recommended;
r.;
_.
Clutch &lave cylinder ttl) Engine~t (c) Neurral swfrch (d1 Gear Mlectol'~ ext&maI (e) Watev"pump (f) /gnitiof1 system components (gJ Startar molor j1l) A/femstol'
(i)
AJt&mator/starter clutc/! drive
-"
.--
Clutch assem/:lIy (k) Oil filter and bypess vaIVIt assembly (f) Sump, 01/ ~ 01/ fN'TIP and rvJief
(j)
(m) Cylinder heed ~ and
....,.'"
(n)~and t""'"
(oJ C)-ii1d8r head (p) C)fir>der I1Iodr and pistons
somevifalcomponlfl1t,
, If polslbl. work can be made .asler by raising Ihe machln. to a suitable work ing height on a hydraulic ramp or a sultabl. platfonn .
2 Remove the fuel lank as described In Chaple, 4. and Ihe complete fairing a. described In Chapter 6. 3 Piece a suitably sized conlainer beneath !he engineIgearbox unit and drain the engine oil as described In Chapter I. Remove the oil
filler .ssembty and discard the "emen~ enlurlng th. baffle. spring all(! washer r.talned. Disconnect the battery lead!! lnegahve leed first) and remove lhe battery from the ~. If the machine III to be lilt dismantled for some lim., give the baltery regula, refresher charges as des<;ribed In CNlpter8. .. Drain the coolant and remove lhe radiator and cooling fan assembly. and the waler pump as described in Chapter 3. Slacken and remove all Ihe oil cooler hose unkln boilS which secure the hoses to the engine and ttlt 011 cooler I'OOUI'Illng boilS. and remove the oil cooler and hose assembly from the mach~ 1_ Illustrations). Mak. a not. 01 !he rout. taken by !he oil cooler hoses to use as a gl.lklt when refitting them 10 the machine. 5 ~ the cartuertors from !he rnachinI as de$erlbed In Chapler 4 . Once the carbureltors Ilav. been removed on ZJ.900 and ZXl000 A models slacken and remow the air fill..- housing mountIng bollia) .nd manoeuvre II out of l he frame. On Zl(II{lO C/O modeIt rern<Welhf, mounling bolts whIcII retain Ih. fronl section of the air Mer housing (duCI) noting the correcl position of th. shouldered spacer. situaled behind the front mounting bolt. Disconnect the vent hoM from the car'burettors and Uft the assembly clear 01 the machine. On US models disconnect and remove Bl the relevant clean air and emission control system components, referring to Chapter .. for further information. S Remove Ih. Ihree bolls Ihal secure the clutch "ave cylinder to lhe engln. sprocket casing and withdraw the cylinder from the casing. Push Ihe pislon 81 far back al possibl. by hand and then slowly bring Ihe clutch operating Ievtor bad< to the handlebars and hold it th .... wilh a Slout .'astic band. This 10'111 preveollhe slave cylinder piston from being accldenlally expelled. TI. Ih. Ilave cylinder to Ih. trame so Ihal il does nOI hamper engine removal. 1 MarIOng ~s shaft so that il can be ,.fltted ., th •• ame posilion. slacken and remove the g.archange linkag' pine/! bolt end pull the Iinkeg. oM Ih. gean::hange shall splines. ReIeeose !hot ~ sprocbt C8SIIIII retaining bolts and remove lhe casing from tile
Engine, clutch and gearbox 2-9
motor terminal
mao:nr.e, noting the two locating doweb f~ted behfld It If these dowels are looae they II'ooIjd
bel removed and stored with the casing
tor safekeeping . The clutch pus/"u"od should aboD ~ ....-.oved for safel<eeping. Flatten the sprocket nut locking tab and slacken the sprocket nul wtliist applying the re" brake Mrd to prevent it rotating. Pull lhe sprocket 011 Itle output shaft splines and disengage it from Ihe cheln. noting that It may be necessary to Ilrst slacken the drive chain to obtain the required amount 01 frMplay to III"IIbIe thl,. Remove the sprocket and allow !he chain to hang over the swinging arm . S On ZXIKlO models release the Iwo boits wIw;:tl Meur, the lower fairing mounting tncket to the bottom of the crankcase and '6'OO'/e the bracket from the machine. Mark !he bracket In IloOmB way to use as a reference Of) .efittillg. Also remove all the mounting ~t$ from th, low'r front fairing mounting brlcket. On ZX900 and ZXl000 A modela. release the Silencer mounllng boltl and eiamps and pull the left and righi-hand silencers out of Ihe exhaUlit pipes (s" btrallonsj . Slacken the eight nuts w/"Iieh _ It.- exhaust piptlS to the eyInder head and remoVil tha exhaust pipe mounting dImps. Remove the two bolts that Me..... the t.lhaust pipe assembly to the frame aoo lower the exhaust pipe assembly and fairing bracket !ZX9OCl models) away from the maChine. 9 On ZXlOOO B and ZXl t 00 C/O models, release the eight null which secure the extIIust pipee to the cytnder head and retr"IOVe
,
" S> )l l t"
'~
.. ' '
--
,~
the exhaust mounting clampe. Slacken the clamp situated beneath the e-ngine which secures the left and right-hand exhaust stlCtions tOQetl\&r. Remove the right-hand silencef mounting bolt and then 00 ZX 11 00 C/O models remove the right-hand silencer. RBmOYB the left-hand siltlncer mounli'lg bolt, lower the exhaust system to the ground and manoeuvre it dear of the machine. Note that on ZXlOOO B models removal may prove easier if the left and rIgtlt-hand sections of the ellhaustare Int separated. 10 On al models, dI9connect the lead from the starttlf motor terminal and remove the earth strap from the lop of the crankcue (SM Mlustratlooj. Also disconnect the ~ connections from the pulser coi~s). neutral switch, side$tand switch and the oil pressure and temperaTure switch (as appIicablej and release all wimg from any cable ties or hooks which secure It to the frame. Pull the suppressor caps off the spark piugs and position lIIem clear of the engine. On ZX900 models slacken the HT ignilion coil retaining nuts and remove the coils from the mach~ hiM1g tnt .....:Ie a note of the COff8CIIocatIOll of the low tension leads. On ZXl000 B and ZXI100 00 models slacken the hose clip" on each end of !tit coolant hose which nnI oYer the cylinder he!Id CCN8O' and remove H from the machine. On all ZXlOOO and ZXl100 C/O models remove the air baffle plate from the front 01 the cylinder head cover (see illustration). 11 Tho engineIgearbox unit should now only be retained by liS mounting bolts. CheclI
"'"
,"
.
......
"
,
~
4.12 Upper rear angine mounllng bolt Allen screw location (arrow)
4.1Ob On ZXl000 B and ZXT 100 C/O remove coolant hoM wtlich runs over cy1indef head cover
careh.ey It1at aI eomponenI$ which may tw>der the removal 01 the ooit haW! be8O'l removed and that aI cables and leads are wedged or tied out of the way 01 the engine. Note at least two people will be requlrad to remova the englneIgearboJe. from the frame safely. 12 Prior to removing the rear mounting bolts on ZXlloo 0 1TI<XfoeIs, ~entheAlenscrew 00 each supporting eoIlar, Inboard 01 the /r"ame on the lell-hand aide. Access to the top Allen screw can be made Irom above (s. . Illustratlooj, w/"Iereas lhe lower Allen screw must be accessed from below and to the rear. 13 On ZXtOOO and ZXll00 C/O models remove the two front engine mounting boilS and then rEllTlOVil the eight bolls that retain the frame cradle and lower the cradle away from Ihe engine (sea IlIu.tratlons). On ZX900
. ,.~' r,,', '
.f
' \"', , , i :
, "
~
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'-,: ,
" > ~~ ~ . •. , ~,;wl~ -. , . _.. . ,
. ..
.
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". .
,
.'
-
...-~ '
4.13b .. and 10_ the frame ctlIdle away lrom the machine .
2- 10 Engine, clutch and gearbox
,..•. ......~.' ..
6 Cylinder head cover, camshafts a nd followers -
( O', ~(
removal
...
/
"
i
_
I ill I
4.13<;: .. remove chrome caps to reveal engine rear mounting bolts models remove the Iwo upper engine mounting bolts which secure the cyl inder head to the Irame, noting that thelll may be a shim mted between the lrame and the cylinder head on the left·hand side. On all models. place some sort of support beneath the engine to take the weight 01 the engine then remove both the upper and lower rear mounting bolts. Take a firm hold 01 the engine and lift it off the support. Remove the support from below the eng ine and manoeuvre the eng ine out of the bottom of the frame.
5 Dismantling the engine/gearbox unit preliminaries 1 Before any dismantling work Is undertaken. the e~tema l surfaces 01 the unrt shou ld be thorwghly cleaned and deg reased. This w ill prevent the contamination 01 the engine internals. and w~ also make working a lot easier and cleaner. A rogh flash·point solvent, such as pamffm (kerosene) can be used. or better stil . a proprietary engine degtOOS9r such as Gunk or Jizer. Use old paintbrushes and too\tlbrushes to work the solvent into the various recesses of the engine castings. Take care to e~clude rovent or water from the electrical comPOne
~ ~
~
I These components can be removed with lhe engi nelgeatbo~ un~ in or OUI of the frame. In the former case it w il l be necessary first 10 IlImove the luel tank and the lower and side fairing sectkms as described In the relevant Sect ions of Chapters 3 and 5. On ZX900 models. the HT ignition coils should also be removed: make a note of how their low tension leads are arranged prior to removing them. On ZX ' 000 A models remo~e the four boilS which IlItain the lOP section of the air fi~er houSing and lift it clear of the machine On ZXl 100 C/O models remove Ihe rubber plugs from the back 01 l he air filter housing and slacken the aight bolts which secure tha housing to the carburettors. Slac ken the c lip which secures the air finer housing to the front section of the duct and lift Ihe filter housing away from the mach ine. On bolh ZXl000 B and ZXl100 C/O models drain at least sao cc of coolant out 01 the cooling system. then remove the fie~lble coo lan t hose which runs over the cylinder head cover. On all US models disconnect the hoses from the air suction val\fes and carefully remove the reed va lve assemblies Irom Ihe ~ inoo. head cover. On all models un~ug the suppressor caps from the cylinder head and position them clear of the cover. 2 Slacken and remove the cylinder head cover retaining bo lts and carelu lly lilt the cover away from the eng ine. If possible remove all lhe dowels and store them w~h the co~er for safekeeping. Note - lelia care nollo allow roo cover locating dowels to drop into the engine. II a dowel should drop into Ihe engine do not tum the eng ine over until it has been retrieVed. Failure 10 do so will lead to extensi~e engine damage. Carefully remove all Ihe rubber gaskets from the top of Ihe ~inder head. 3 If the camshafts are also to be removed. slacken the tens loner cap bolt and the two boks which secure the camchaln lensioner to the back left-har.d side of the cylinder block Remove the tensioner assembly from the eng ine. Remove the Allen bolt$ which retain
6.6a Withdraw cam foltower shaft using a suitable a mm bolt.
the top camchain guide and lift the guide away from the ~inder head. 4 Slacken each of lhe camshaft botts by about one turn at a lime. The camshafts are und/;< pressure from the va lve springs and will be pushed clear of the bearing surfaces in the cytinder head. Once the valve spring pressure has been r~ie~ed Il!ITlO\I8 the bo~s and ~ac
a
Engine, clutch and gearbox 2- 11
6.Se . _and followers aa they are f reed from the end of the shaft clear of the cylinder head as they are freed kom the &rid of the shaft (see Illustration s) . Make a note of how the followers and springs are arranged to use as a reference on reassembly ($f!'C! illustrations).
Ignition rotor assembly -
removal t The ign~ion rotor can be removed with the Mgir18 in or out of the frame. In the case of thto former. Ihe on ly preliminary d ismantling required being that on Z){ I OOO and ZXI 100 C/O modets it will be necessary to remove the ~ and left-ha nd side fairing sections as desaibed In Chapter 6. 2 Remov'! the fetaining bo lt s from the leftlland crankshaft end cover and lift the Cl)var ;may from th
6.6d Cam shafts and valves - 2X900 arid 2Xl000 A mod'!Fs II O-n"ng 21 Locknut - 160ft 12 Cap bolt 22 Valve - 16 oft 13 O-ring 23 Seal - 16 off 14 Exhaust cam fol/Qwer shaft 24 Outer spring seat 15 O-ring-20ff 16 off 16 AJlenbolt - 20ff 25 Outer spn"ng - 16 off 1 7 Inlet cam follower shaft 26 Inner spring seat 18 Camfo/lower-80ff 160ft 19 Spring-80ff 27 Inner spring - 16 oft 20 Valve clearance adjuster - 28 Retaif1
1 Exhaust camshaft 2 Camchain upper guide 3 Inletcams/ulft 4 Camchain 5 Inlet camshaft sprocket 6 Exhaust camshaft sprocket 7 Camchain guide bIadfJ 8 Camchain tensioner blade 9 Metal chain guide 10 Camchain tensioner (ZX9OO A 7-00 s/m111l11
6.68 Camshafts and valves_ 2Xl000 Band 2Xll00C/ D models 10 II 12 13 14 15 16
17 I Exhaust camshaft 2 Inlet camshaft 3 Gamchain 4 Camcflain upper guide 5 Exhaust camshaft sprocket 6 Inlet camshaft sprocket 7 Gamchain guide blade 8 Camchain t9f1sloner blade 9 Gasket
18 19 20 21 22 23 24 25 26 27 28
Gamchain tensioner Spring O-ring
Capbolt Exhaust cam follower shaft Spring - 20ff Inlet cam follower shaft Cam followers - 16 off Spring-60ff Spring - 4 oft ValVe - 16 off Seal - 160ff Outer spring seat - 16 off Inner spring seat - 16 off Outer spring - 16 off Inner spn"ng - 16 off Retainer - 16 off Collet - 32 oft Shim- 160ft
2.12 E!ngine, clutch and gearbox
I Cylinder head cover 2 Bolt-60ft 3 Washer - 6 oft 4 O-ring - 60ft 5 Air suction valve cover ' 6 Reed valve'
1 Gasket' 7.2 If loose, remove pin (arrowlKl) from crankshaft end conn&etor and disconn&et it from the ma in wiring Ioom _Slacken the mounting bolts from ttlu pllisar coil(s) and remove the coil(s) from the engine. Slacken the Allen boll which s&eures the ignition rotor to the crankshaft end, wtli lst holding the large hexagon nut with a ring spanner to prevent it from rotating. Remove the ignition rotor from the end of the crankshaft and cha<:k that the pin which is located In the end of the crankshaft is firmly fixed In pos ition (see Illustration). If not It ShOllld be removed and stored with the ign~ion rotor compor.ents for safekeeping.
8 C8mchaln and tensioner blade - removal 1 These components can be removed with the engine In or out of ttlu frame. Remove the cylinder head cover, camshafts and Ignition rotor assembty as described in Sections 6 and 7 o f this Chapter. Note if the front camchaln guide Is to be removed it will also be n&eessary to remove the cylinder head as described In Secbon g. 2 Slacken and remove the Iwo bolts which retain the metal camcha in gllide (sltllated behind the ignition rotor) to the crankcase and remove II from the eng ine. Disengage Ihe camctlain from ~s sprocket and manoeuvre ~ over the end of lhe crankshaft. The chain can then be lifted out of the top o f the cyl inder
'-".
3 To remove the tensioner blade, remove the bolt and flal washer from the bottom of Ihe blade and manoe!.lllfe the blade out of the top of the cylinder head. Note the s~e which is fitted inside lhe lensioner blade pivot and the flet washer which Is positioned belweerl the blade and lhe crankcase.
9 Cylinder head, block and pistons - removal I These components can be removed w it h the engine In or out of the frame (see illustrations). However. if the engine is if1 the
8 9 "f0 II 12 13 14 15
16 17 18 19 20 21 22 23 24
Seal-40ft Cover seal CytiflOOr hood Boll-200ft Camshaft cap - 10 oft Dowel- 20 off AMin oil pipe Innerollplpe Tapered-hooded bolt - 6 oft Washer - 6 off Flat·headedbolt-40ff Washer - 4 oft ValVe guide - 16 off O-ring-160ff PIug-20ff Head gasket Cyt/flOOr bIocIr
25 Base gasket Bore liner - 4 off
26 27 28 29 30
Dowel-20ft Coolant drain plug - 2 oft Sealing washer - 2 oft Bolt-20ft
" """
32 Dowa/ - 2 oft , US moda/$ only
9.la Cylinder head and block _ ZX900 and ZXl OOO A models frame it will be necessary first to ramove tha radiator, oil cooler, cai"burettOl"S and e~haust systam as described in Section 4 o f this Chapter, tll&n cany out tha work described in Section 6. 2 Before proceed ing any further on ZXlOOO B and ZX I I 00 CJD models, it is recommended that all the shims are removed from tne lops of Itlu valves. Make a note of where each shim Is positioned and store the shims separately 50 that each shim can be refitted In its original position. On reassembly th is will make the task of adjusting the valve clearances easier. If not already done during the coolant drain ing process, remOve any residual coolant from the cylinder block by ramoving the drain plugs wh ich are situated on the front faca o f tha
""',.
3 On ZX900 and ZXlOOO A models remove the two union bolts which retain the oil pipe to the inside of the cylinder head and lift tne pipe
out of the engine. Mark the pipe In some way to ensu re that It is pOsitioned correct ly on reassembly. Note also that the two union bolts are differeot and it is essential that they are refitted correctly. Kawasaki mark the head of aach bolt with paint (whita l or the exhaust side bolt and black for the Inlet side bolt). H these marks are no lon9&r visible marl< both bolts to avokl Interchanging them on reassembly. Remove the three union bolts from the main oil pipe which is situated at the front of the angine and the bolt that secures the pipe to tha cylinder block and rarTlO'ffl the pipe from the eng ine. On ZX900 models H the engine Is in tha frame. remova both the cylinder head to frame mounting bolts noting the shim (where fitted) betweerl the left-hand slda of the cylinder head and the frame 4 On ZXtOOO 8 and ZXttOO C/O models remove the union bolt from the bottom of the oil pipe wtlich n.ms down the right-hand side
Engine, clutch and gearbox 2- 13
I BoIt- 6 off
2 SNIinfI ring - 6 off 3 Cylinder head CtW$"
'''''''''
...
S S&aI-40ff 6 Oowel-40ff 1 Air suction valve cover r 8 RMd valve '
9 Gasket ' 10 Tapered-headed OOIt - 6 off /I Washer- 10 off
12 FIa/-tlfJadedbolf -4 0ff 13 C41mshaftcap-80ft 14 BoIt-180ff 15 ~-I80ff 16 LeII-handOllf$l'"~
"'" '""
/1 BoIt-20ff 18
Lell-handlnnet~
19 Oow6l-20ff 20 Cylinder head 2 I Valve guides - 16 off
22 OJ/pipe 23 Oi/ pipe union block 24 25 26 21
Head gasket Cylinder b/odc
00weI- 2 off COOlant drain pJug - 2 off 28 Sealing washer - 2 off 29 &xe liner - 4 off
30 31 "'" Boll - 2 off , US models only
e .lb Cylincler "-ad and block - ZXl000 B and ZXll00 C models
of tile cylinder blOCk (tee Illustration). Unscrew the flellible hose from hi union on 1hI~ and ~ the pipe. S On aIIl1'IOO8Is ~ !he bot\s 'Mlic:h retain 1h19IIion pO::Iwp COYer and IlIfTlCI\/8 the COYer
from the engine. Remove the two boltS which pass up Itw'ough the crankcase and retain the cyinder block, one at 'Mlic:h is situated beIWld the cover. and the single bolt from the front
IRIerIidt of !he earn ct'IiIn hnJe/ wtw;;h S8CI..nS
11.5 00 not forget to remove two bon. which pats up through the crankcaH
the cytn:Ier head 10 the block (we 1IIustratIon). WOfIOr'og In the reve<se of the tightening ~ shown (see illustration -42.7) IIIacMn by IIboIA one 11m at a tme the ten cytn:Ier r-l bolts until aI the pressure is released , ttlen r.oow aI!he bolts. T8!l aOIIId the jQi1t IJroM of the ~ head wi1h a soft faced maIet 10 trw the head. On:::e the seal hils been broken, lift the head oe. v.tIiIst Ieedng Ihe t:a'TlChain IhrOU\tl !he tlR'ltll.Tho front camchain guide can ttlen be lifted out 01 the cytnder bIoclI. 6 Remove any residual road dirt from the base of the c:y1jnder block then lift the block a oouple of Indles off the crankcase. 8eIorathe pistons from the bottom of the bores, pad< the ~ mouth with dean rag 10 ~ IWlY broken pISton rings or other debris failing into the CI1IIlkcaH. NoIe !hat if the engIIlII unit is in the frame, It will be necessary to disconnect the fI&d)Ie coolant hose from the front 01 the cyinder block. Tho block can now be lifted off at the pislons and clear of the crankc:aH. 7 Remove the circlips from the pistons by Inserting. small flat-btaded screwdrll/er Into the groove In the piston boss and levenng them out of position. Discard ell clrcilps reg.ardless of their apparent conditlon and use ~ ones during the reb.liid. 8 PreS! each gudgeon Pin out of position, notJrog that Hthe pins are a tight frt In the piston boMes It Is advisable to warm up the pistons before attempting to remove them. Do no! 11M IlJlcessIve Iotce to remove the gudgeons pns,
-oe
if~. make up a drawbolt!lfratlgerT*ll to prets them from position . Using a spirit· based marker at scriber, marl< each piston Inslde the sk irt so that it is refitted in t"appropriate bore on reassembly. e The piston rings can be IfIII1CIVed by holding the piston In both hands and gently prlslng the ring ends apart until they can be lifted out of their grooves and onto the piston lends. one sida at a time. The rings can then be llilpped 011 the piston and put to one side for examlnallon. State the rF.gS in the elC.8Ct atdel' thatltley were frtled as a guide to reassembly. If the rings are stuck in their groo...., by IlJlcessive carbon deposits use ltJree strip' 01 thin metal to remove them as shown ' •• e iHl>S~tion). Be carefut as the rings are brittle and will break easily if overstressed.
tU Method of removing piston rings
2-14 Engine, clutch and gearbox
" .2Febl'k:ated clutch holdi ng tool 01 the aaokshatt (see
10 Alternator/starter clutch drive components - removal I The
alternator/starter clutch drive components can be removed with the engine un~ in or out of the frame. If the work is to be carried out with the engine in the frame ~ will fir$! be necessary to drain the 041 as described In Chapter t , and remove the lower and righth
" .5 Hold the clutch centre as shown wtlilst slackening centre nut
~Iustnrtion).
Once loose.
both the ro.rt and bolt along with their ftat washer.;. 5mJ1ta->eousIy puI both the cush aMI
nlIl'IOV8
assembly and the crankshalt sprocket off their respective shafts and remove them along with the drtve chain. ~sengage the sprocket and cush drtve from the chain, and dismantle the cush driv9 assembly.
11 Clutch - removal
pushrod from the centro of the Input shaft and remove the shouldered spacer from the centre of the pressure pate. On all mOdels rf!!TIO\fe all the clutch piain and friction pates. S Using the Kawasaki service tool or homemade substitute, securely hold the clutch centre whilst sjacke<1ing the Ce<11re nut w~h a socket and extension bar (S8e illustrat ion). Once the nut has been slackened, remove ~ and lhe large pain or toothed washer beneath il. Pu ll ofl the clutch centre followed by the large pOlin thrust washer. 6 Withdraw the clutch drum centrl! collar by screwing one o f th e crankcase cover bolts into the hole$ provided and pulling ~ out with the boll. The Clutch drum can then be manoeovred out of the crankcase foiklwed by the oil pump drive gear and the large and small thrust washers. On some early ZX900 and ZX l 000 A models these thrust washers have been omitted and a single large chamfered washer used instead: il this fs the case note which way round th e washe r is filled. On ZXI t 00 C/O models remove the needle roiler bearing from the centre of t he clutch drum (see illustrations).
12 Sump and oil pump -
removal I The clutch can
be removed for inspection
or overtIaul with the engine unit In or out of the frnme. In the former case it will be necessary to drain the engine oil as described In Chapter I , and remove the lower and right-hand side fairing sections as described In Chapter 6. 2 No te - if it is ne<:essat)' to rttmOV6 lhe clutch centro nut, a holding tool will be requioo to prevent the clutch centre from rotaling Kawasaki produce a seNice toot. Pan Number 57001-305 for ZX900 and ZXl000 A models, and 57001-12 43 for ZXlOOO 8 and ZXl100 C/O models, which is basically a se~-Iocking wrench wah blade-like jaws that are turned through 90" to engage with tile spline:; in the clutch cent re. In the absence of the correct t~ a simple aHemative, which Is shown (see Illu str8tion), can be made. The tool was fabricated from 1/6 In st&el strip and uses a nut and bo~ as a plvol. The jaws should be filed or ground to su~ the splines fn the clutch centre ard the l\andle$ shouid be about 2 - 3 feet in lef>gtll to provide a secure grip. 3 Remove the retaining screws from the righthand cronkcasa cover and detach the cover 'rom the engine. 8e prepared to catch any residual oil which may be released as the cover is removed. Progressively slacken the clutch spring retaining bolts until spring pressure is released. and remove the clutch springs and the ir retain ing bolts. Lift off the clutch pressure plate. 4 On ZXl 000 and ZXlloo C/O models withdraw the Short mushroom headed pushrod assembly from the centre of the Input shaft. Remove th e cup lrom the end 01 the pushrod and lift off the thrust washer and bearing. On ZX900 models pull ou t the
I The sump and oil pump can be removed wah the engine una installed In the frame or on the worl<.bench. If the worl<. is to be carried out in the frame. it wi ll first be necessary to remove the lower and side fairing sections. drain the oil and remove the oil filter, oil cooler and hoses. radiator and exhaust system as described in Section 4. 2 Slacken and remove both the union bolls 'rom the metal oil ppe which links the sump to the crankcase and lift it clear of the engine. Remove the union bolt which secures the main cylinder head oil pipe or hose to the sump. If not alrl!ady having done so. Disconnect the electrical leads from both the oil pressure and temperature Switches (as nec(lssary) and release the lead(s) 'rom any cab le ties or guides. Remove all thl! sump retaining bolts and IOWa!" it away from the eng ine unit. Make a note of the correct pos ition of any oil hose or electrical guides that are fitted to the sump bolts to use as a relerence when refilling the sump to the engine. Note the large dowel whiCh locates the sump on the oil pump bracket, if this is loose remove it and store ~ w~h tile sump. 3 Once the sump has been removed, pull out the large oil screen from the bottom of the engine un it. loflowed by the black plastic pipe and the two metal oi l pipes. To allow the oil pump and mounting bracket assembly to be removed from the engine it is first necessary to ensure that the projections on the shalt of the pump ar8 vertical. If the clutch has also bailn removed this can be done by simply turning the oil pump drive gear. situated
Engine, clutch and gearbox 2- 15
I cn;Jip
"'3 e,..~ i<
-60ff,' 50ff ' 4 S;;-60ff '
5 Pre ng-60ff, ' 50ff ' 6 cu;:ure plata 7 Thrus t washfN'
:=r ~' 10 nwu, pusJvod • II Shcxt r /:JAr1ng • 12 Nut pusllrod '
" ""'"
14 Frier:::::::. 15 PflIJnpe 9 off, ' 80ft ' 16 CNtch re 8 oft, ' 7off '
Thrust:
17 18 CNtelldI\J 19 20 OI/pump dri\Ie 2 1 ThtvSI wa$h$r
CenIf8~
~r
22 Thtvstwa$h$r - and /ale ' 23 Cn"mfered - t end lete • 24 Mllin rlmJsl washer ' ZX I OOOpusJvod
• ZX900 ::::::
- Mrly '
2-1 6 Engine, clutch and gearbox beh ind the clutch. If not. it will btl llOCessary to l urn the crankshaft. This can be done by removing the COlIer from the Jeft·hand end of the crankshaft and lurning the ig n~ion rotor with a large ring spanner. 4 Remo~e the throo oil pump bracket mounting bolts and withdraw the brackel assembly from the engine noting the dowel, and the oil nozzle and O-nng that locate the bracket on the crankcase. Make a nole of their correct positions and remO~e them if
""'" 13 Alternator and starter motor - removal I These components can be removed w it h the engine unit either in or out of the frame. In the fonne.- case on ZXlOOO and ZXll00 C/O models. it wil l firsl be necessary to remove the lower and lelt-hand side fairing sections as described in Chapter 6. 2 The alternator is situaled on the left-hand sjde 01 the engine. behind the cy1 inder block. Trace the alternalor wiring back to its block connector and disconnect it from the ma in wiring loom. Remove the Ihree alternal or mounl ing bolts and pul l Ihe aiternalor away from the engine. Once the a~ernator has been lifted clear, remove lhe rubber damper-s from its cush drive assembly and store them with the a~emator. 3 To remove Ihe starter motor Kawasaki recommend thai it is first necessary to remove the exlernal gearchange mechanism cover. However on the machine shown in the photographs. il was found thai Ihere was JUSI enough clearance to remove the staner motor without removing this cover. 4 Slacken and remove the nut which secures Ihe starter motor lead and disconnect it from Ihe mOIOr. Release both the starter motor mounting bolls and manoeuvre Ihe motor away from Ihe engine.
14 Gearchange componentsremoval 1 The external gearchange mechanism components can be removed with the eng ine in or out of the frame. If the work Is to be callied out with the unit in the frame ~ wW first be necessary on ZXlOOO and ZXll00 C/O models to remove the lower and left-hand side fairing sections as described In Chapler 6. On all models k is necessary to drain the oil and remove the water pump, clutCh slave cy1 inder. gearchange linkage. engine sprocket casing and the sprockel itself. Refer to section 4 for further Information. 2 Slacken all the gearchange mechan ism cover retaining bolts and remOVe the cover from the engine. Be prepared to catch any residual oil which may be released as the
cover is removed. Note the two dowels that locate the cover on the crankcase. If these dowels are loose. remove Ih em and store them with the cover for safekeeping. 3 Disengage the gearchange shaft from the selector drum and pull the shalt out 01 the crankcase. Remove the nuts and shouldered washers which retain the neutral and gear position detent arms and remove the arms along with their return springs. Note that although Ihe detent arms are identical the return springs are dille,ent and are not Interchangeab le. On ZX900 and ZXl000A models Kawasaki mark the neutral {upper) arm return spring w ith blue paint. and on ZXlOOO B models the gea r pos ition {lower) arm spring Is marked with wh it e paint. On ZXllOO C/O mtxJels the gear position ~ower) arm spring Is yellow. and the neutral (upper) arm spring wh ite. If these marks have worn off, it will be necessarv to mark the springs in some way 10 ensure they are pos itioned correctly on rnfItting.
15 Separating the crankcase halves I The crankcase halves cannot be separated until the engine/gearbox unit has been removed from the frame as described In Section 4 o f this Chapter, and all the preliminary dismantling has been carried out. If a full eng ine/gearbox strip Is being performed. then all operations described In sections 6 to 14 Inclusive must be carried out first. It, however. rt is wished only 10 examine the gearbox or starter cl utch components, then the opefations described in sections 6. 7,8,9. II and 13 can be ignored. Note also Ihal it is only necessary to remove the clutch ~ the gearbox input shaft is to be dismantled, otherwise ~ can be Jeft in position. 2 The crankcase halves are secured by two 8 mm ~ts and sjx 6 r1Y1l botts fitted from the top side of the crankcase, and eleven 6 mm bo~s and nine 8 mm bolts (which are situated around the main bearings) from the underside of the crankcase. Note on ZXllOO C/O models the nine main bearing ~ts are 9 mm in diameter and one of the lower 6 mm bolts Is replaced w ith a 7 mm item. With the unit upright, progressively Slack{!
3 Leverage points are provided on the front lefl-hand side of the cran kcase, ins ide the ignition rotor housing. and on the back right· hand side. inside the clutch hou$ing. Insert , large flat -bladed screwdriver between these points and gently prise the crankcase halve$ apart. Alternately, a hammer and a block ~ wood can be used to jar Ihe cases apM. Usually the joint will break fairly easily. /f difficulty is oncountenrd In breaking the seal on the crankcase halves, thoroughly check that all cranllcasa bolts and COtnpOMnts have been removed before forcing the cesas .".rt.
~ _
HINT
4 separate the crenkcase hal~es with the unit Inverted 00 the bench, lifting the lower ha~ 011 the upper half. The crankshaft and gearbox shafts wi ll remain in position in the upper hall oot take care not to dislodge or lose any main bearing Inserts from the lower casing. Not. the two crankcase ha lf locating dowels thai are located on each side of the crankshaft; if loose, remove them for safekeeping.
16 Upper crankcase components - removal 1 Once the crankcese hal~es have bMn separated. both the input and output geafbox shalt assemblies can be lilted out of the upper casing, noting that these have hall ring rela iners fitted to the ball journal bearing grooves, and locating pins for the needle roll...bearing outer races on the opposite ends 01 each shafl. Remove the half ring retalne.$ from the casing and. if loose, the locating pins. 2 To remove the crankshaft. slacken Ihe two ~ts which retain the singJe main bearing cap and lift it clear. Note the direction of the arrow on the top surtace of the btlaring cap and take care not to lose the bearing insert or the doweis_The crankshalt can then be lifted oot of posiHon. taking care not to dislodge any of the bearing inserts 3 Hold the alternator cush drive coupling, slacken ils retaining bolt. and remove Ihe coupling from the engine. If difficu lty is encountered in holding the coupling. temporarily refit the alternatorlstarter clutch cush drive assembly to the opposite end of the shalt and hold it with Ihe service tool whilst removing the bolt. The shaft can then be withdrawn from tna casing and the starter clutch removed. If the starte. motor id ler gear Is also to be removed. slacken and remove the bolt and washer that hold the idler gear shaft in position. remove the shaft itself and lift out the idler gear. Note thaI 00 ZX l lDO CID mode ls, the idle r shaft retaining bolt also retains an oil spray pipe. This should also be removed from the casjng.
Engine, clutch and gearbox 2-1 7
~ ...
~
~\~'.' ,,"~, "\ . "',.,.. ,\. ,
;\ ..
.'
.'
'
\'
\\.
'
,\
,. /
\:\"
18.• 11 roec:.laary, brother covet' can be
_1<1 tor cleaning; UN iii new ga sket on
~""'"
4 On .. models the breather cover on the top su1ace 01 tile crankcase, retaJned by four
_w
need not be removed .~cept for eleaning purposes. II removed •• the ~
gasket wilen relining the cover 10 the casing !Me illustr8t1on).
17 lower crankcase components · removal 1 Removtl the bolts which secure the selector INn retaining plate to the aide of the casing
and .....ove the plat •. Withdraw the selector kw1c shaft f.om the lower crankcase and lilt IlIA the seIee10r forks as they are freed f.om !he end of the wft. Make a note of how the Ibw selector Ior1\s ... positioned to use as II gude wilen reassemblmg the gear selector oomponef1ta. One, the selector shaft 800 b1<:s are rernov«Ilhe selector drum can moo be IWOOV9d from the casing. 2 To remove the balancer shaft as$\lmbly, slacken end remove both the balancer shaft clamp pil'lCh and mounting bolts ar.d pul l the clamp off Ita shaft. On ZXtOOO B and ZXl100 00 models, r8l'l"lOVtl the bIIlan.cer shalt guide pin retaining plate from inside the crankcase, and lift OUI the guk:Ie pm with II par 01 sharpnosed plie.l. On all models tap or pull the
belancer .halt out until the oil seal is displaced from the crankcase half. Remove 1M oil ~ from Ihe tnd of the $haft, IoIowed by !he thrusT washer (ZXtOOO B and ZXttOO C/O rr.o<:Ieb onIyj. F...... withdraw the balancer !hall, whilsT holding the balancer weight, and ...-. both components from the casing.
18 Examination and renovation • general t Before any component Is examined, it musT
be cleaned Thoroughly. BeIng carefUl noT to
mark or d-arna9"' The Item In question, use a bUII-edged scraper!.n old kitchen knife ot a broken plnlk: ""I... can be very uselul) to fInIOV1I any caked-on deposiTs 01 dirt ot 011. IoIowed by a good scrl,lb wilh a soft wire
brush (a brlISS wire brush of the type IIOkI for cleaning suede shoes Is best, wilh an assortment 01 bollie-cleaning brushes fot pOOs. coolant passages, elc)_ Take care ..at to _ any painl code marl<s from Intemat ~poooruL
2 Soak the COfTIPOI"*'t in a solvent to remove the bulk of lhe remaining dirt ot oil. II onto of the proprietary engine degreesers (lI<Jch as Gunk or Jlz«) Is not available. a high ttashpolnl solvenl such as paraffin (kerosene) shOlJld be used. The use 01 petro l 85 a cleaning .genl cennot be recommended bec8lJse of the fire risk. With atl of the abo'le cleaning agenll tske grem care to prevent any drops getting InlO Ihe eyes artd try to avoid prolonged skin conlact. To finiSh 011 Ihe cleaning procedure wash 8ach component In hot so.py w"er (as hot as your hands can bear); Ihia wII rllfl'lOVe a $lJrprising amount o! dirt on liS own and the realdual heat usually dries the componenl 'IfIIf'I elf&clivvly. CaretuIy scrape away any remaining Iraces of old gasket malerlal from all joirrt faces. 3 If there Is the sllght"1 dOlJbt aboul the lubriceTion system, for example il a fault appears to have been caused by a failure of The oil supply, all components Should be dismantled so that the o;lways can be checked and cleared of any ponlble obstructions. Alwa)'ll lJSfI clean, linl-Iree rag for cleaning artd drying components to prevenl the risk of small particles obstructing oiIways.
4 uamine Nch part carefully 10 det.....l..,. the extent of wear. checJling with Ihe loTer1InctI figures liSled in the SpecIfications section oIll11s chapter. If there is any doubt about the condition of a particular component. play safe and renew it.
MIN ~ •
A. a ~I rukJ, time /I the prlmMy coat of an o""maul to lrdoNn'tpaytolnstlJll wom or sumtandatd parts.
5 various Instruments lor rnea$I)JrI{j wear are required. Including en internel and external micrometer Of vernier g8ug.e, and a set of standard fMler gauges. Additionaly. a/though not absolutely neceasary, a dial gauve .nd mounting brJd<et are invaluable for accurate measurement of andfloat, and play between components of very low diameler borea where a mictometer cannot reach. After IIOfTItI e~perience I"Iu been gained. the state of W&ar 01 many components can be determined visually, or by feei. and a deciSion on Ihelr su~abllity for re-use made without resorting \0 direct measurement. 6 The machlne's manufacturer recommeods the use 01 Plastigal.lge for measuring radial ctearance beTwe.l working surfaces such as shell beerings and thair journals. PIa$tigaI.Ig4 consls" 01 a line strand 01 plastic material manulectured to an accurate di.meter. A short t.ngth o! F'\jIstlgauge is placed betwe.l the two surface&. the clearance of which is to
be measurtod. The surfaces are assemtlled In their normal wor1<Jng positions artd tha MCUring nuts or bolts faslened to the corr.ct torque seiling; the surlacea are lhen separated. The amount of compression to which the gauge material is subjected and the resultant spreading indicates the cleeraroce. This is measured directty. acros$ the width of the PlastTgauge, USIng a pre-marIIed indicator supplied w~h the Plastlgauge kit. If Ptastlgauge Is not available. boTh an Internal and e~ternal micrometer will be required 10 check wear limits.
19 Engine cases and coven ·
6Kamination and renovation 1 $mal cracks or holes in IIItJrrtium castings may be repaired with an epoxy resin adhesive, such al Arakl;le. as a lemporary measura. Permanenl repairs can only be effected by ar~HlfC welding, and only s specialist In this process is In a position to advise on the economk:s or practicability of such s repair. 2 Damagecl threads can be economically reclaimed by using a diamond section wlra Insert. of the hellcoillyptl. which is easily fitled after drilling and re-Iapping the effected thread. Most motorcycle deale-rs and engif-'ng firms offer a service 01 tN. kkld. 3 Sheared studs or screws can usu.lly be removed with screw extractora. which c::on$Ist of tapered . lelt·hartd Ihread serewa of very hard steel . These are inserted Into a predrilled hole In the stud. and usuaIty succeed In dislodging the moat stubborn stud or sc:rew.1f a probiem arisea which seem. beyond your scope, It Is worth consulting a Pfoleulonal engineering firm before condamnlng an oth~se sound casing. Many of lhese Ilrms advertise regularly In the motorcyde prllU.
"",II
20 Bearings and oil seals -
examination and renovation 1 Ball beamgs should be washed tnoroughIy to remove .11 traces of oil Then tested as follows. Hold the outer race firmly and attempt to move the Inner race up and down. then from side 10 side. Exam ine bearing b.lls, tracks and cages looI
. - . 0. 2 Roller bearings are checked in much the same way, except that free play can onty be a-:ked In the up and down direction with the componenls temporarily assembled . Remember that if a roller Ileamg I ... it may well mean ha".;"g to replace, as well a. the
2-1 8 Engine, clutch and gearbox
bearing, one
0(
two other components which
lorm "s inner and outer races. II In any doubt abou1 the condition 01 a TOler bå, reMW
•
3 Do not waste lime checking oil seals. DiBCard all seal' and O·rir.g. disturbed during dismantling work and lit new ones on reusembIy. ~ thW IIabiI 01 leaking onee disturbed, and the amounl 01 time and trouble necessary to replace them, they ara relatively cheap if renewed as B matter 01 CourM whenever they are disturbed. 4 011 seals can be levered out of the casings using a large n't'bladed acrewdriver 'uti Illustration). Take care not to scratch Of" damage the casing whilst doing this. On relitting, use a hammer and suitably sized socket. which bears only on the hard outer race of the seal, 10 tap the seal Into position (uti Illustration). Ensure the seal enlen. the casing squarely and is !lush with the casing on<:e In position. Smear the lips 01 the seal with grease to prevenl tha Mal being darnqd on rMS$8ITObIy.
21 Camshafts and camshaft
drive mechanism examination and reoovation 1 Eomine Ihe camshaft lobes for sJgns 01 weer or scoring (MIl IIlustraUon). Wear Is normaIy evidenlin !he Iom1 of 'o'ISlIIIIlIats worn on the peak of the lobes, and Ihls may be eheeI<ed by measuring each lobe at its widest polnt. II any lobe Is worn by a signiHcMt amount Ihe camshaft must be renewed. SCOring or similar damage can usually be aMblllad to a part.. failure 01 the 1ubrica11Orl system, possibly due to the oil and filter not hevlng beef! renewed al the specified intervals, causing ..... fillered Gil 10 be circulated by way 01 the bypass valve. Belore littlng a MW camshaft. examine the bearing surfaces 01 the ey1inder head and the earn followers. 2 II the cam lobes are scO(ed II Is likely that Ihe .urlaces of the cam followers anI also darTIaged. II this Is the case a" the damaged followers mUlt be renewed along with the camshaft. Also ITMI8SUI'f! the inside diameter of
each follower and the e~ternal diameter oltha follo~ shaft. II any component Is found 10 have worn beyond the service limltl gillen In the Specifications al the start of this Chapter• it must be renewed 3 "the camahalt bearing surfaces are scored or eXC8$Si\lel)l worn. it Ie liIlel)l thai renewal of both the cyinder head and camshalta be 1'I8Ce$I8I'Y. TIvs is because the C3ITI$I\aIt$ run directly In the cy1inder head casting. using the alloy all a bearing surface. Note that It Is not possible to purchase theo camshaft bearing caps alone, as they 8I"e ma.:hined together with the cylinder head and an! thUS matched to it. It may howev« be poss.lble for an expert to effect a rllpai •. There are a number 01 engineerir.g firms who 'P8Cialise In thl' rep;W, usuaIy Involving the fitting 01 bearing Inserts (shells), or noodle rotler beari~ to the cylinder head and bearing caps. Cue to the cost of a new cy linder head It Is recomm~ed that ona of these Ilrms, who regularty advertise In the moIorcy<:le press, is C<.>n$ulted belOfe condemning an Oth_ise sound cytO-Ider head. 4 Measure the camshatt bearing )ourna ls, us ing a micrometer. I! any joumal has worn beyond lhe service limit, the camshaIt(s) must be renewed. The clearance between the c:amshaft and ~s bearing c:ap c:afI be ched<ed using Piastipauge 0( by direct measu.emeol. The clearance must not el
wi.
limit.
S Camshaft runout can be checked by supponlng each end of the camshaft on V-blocks, and measuring any runout using a dial gauge. II the runout exceeds the service limit the camshaft must be renewed. 6 The camc:hain should also be en.c:ked lor wear, particularly if chain noise tlas b&en noted when the engine is running. Ihls is usually an Indicalion that lhe chain 18 due 10( r_wal. Lay the chain on a flat surface and get an alslstant to l!fetch it taut. Using a varrier cat;per. measure I 20 link length 01 the chain, Ie I.om tIffi centre 01 one pin 10 the centre 01 the 21st pin along. Repeat this check on several different section, of the chain and note the readings obtained. " any section 01 the clmin hal worn beyond the sarvIce limit" must be~.
7 The tensioner guide and blade should be fOf wear Of damage, which will roormally be Ialrly obvio\.ll, r~ng it ~ necessary. The camchaln tensloner can be checked for wear only by comparison wIth . new Item. If any doubt exists as to trot condilion of the tensl ~ It should be e~amlnl.ld
........
22 Cylinder Ilead examination and renovation t Ramove all traces Of carbon from trot cylinder head using a blunt-ended scraper (the rllI.JIlI;ItId end of an old steel rule. will dol. FInish by jXlbhtng with metal polish to g;v. • smooth shiny surface. 2 Check the condition 01 the spark plug lhraeds. II the threads ilia worn or crossllYeaded they can be reclaimed by the fitting of a Helicoil Insert. Mosl motoreycle deal," operate thll service wh ich Is ve.y simple, cheap and effective. 3 lay the cylinder head on a thee! 011/4 inch plat. glass 10 check !of distortion. Aluminium alloy cylinder hoaads distOfl ve.y easily, especially II the cylinder head bolts are tlghtenl.ld down unevenly. It the amount 01 distortion is only slight, it Ie permissJbIe to rub the head down until it is flat ag-. by wrapping a sheet 01 very line emery c loth around the sheet 01 glass and rubbing w ilh a rotary motion. 4 If the cylinder" head is badly dlstorled (as aOown by frequent blowing 01 the cyllflder head \rISke\), the kead WIll have to be skimmed by I competent engineer who Is experienced in this kind 01 wort<. This will 01 course raise the compression 01 the engln. and if 100 much Is removed, the performance 01 the engIne will be adversely alfected . In extreme cases the valves might even strike lhe pistons. cauSIng seriooa engine damage. If there Is a flsk 01 this happening, the only solution is to . . . - the cyUnder head. !i Refer to Sections 2t and 23 of this Chapter for information on the c:amshaft bearings and valves.
Engine, clutch and gearbox 2-1 9 23 Valves, valve seats and valve ~ guides · examination and ~ renovation ~ I BefOfe r&mOvlng Ihe valv," from the ~ head. obtain a container and partjtioo • 011 into 16 separate seclions. Clearly label Nd1 secllOO wllh Ihe cylinder number and .~ positIon and place tha valve components In their respective sactions as tlley are removed. This will prevant Inlerchanglng of ve lve components and tMlJre Ihat Ihay ara raflned In therJde and both the spring seats removed. J Inspect each valve for w&ar. overhaating or buming and r8f1ew as a sal II necessary. Normally, tha e~haust valves will need a:tenbon 0( r-w.ng mora often than !he inlet wah" . as tha latter ron at relatIvely low tempefaluraa. II any of Ihe valve seats ara b;!dIy pitted. do not anempt 10 cure Ihls by lJIfIding tham, as thislnvarlably causes the • aha seats 10 become pockeled. 1\ is perrrossibIe 10 have lhe valve(a) refaced by a motorcycle speeialiS! or engineering firm. r.tN$Ure tha velve stem dlamater. the valve hM:IlhicI
operations. With Ihis and the cost 01 the Kawasaki service lools needed fO( the Job In mind. it is strongly fEIWII.IMWodecI that Ihe job be enlrusted to an authorized Kawasaki daaler. Howaver, for Iha more skilled and beller equipped owner the procedure Is as
diameter of tha seating lace. USIng a vernier caliper. 10 IHlSUfe it is wilhln the specified ~mltl . If the outside diamelM Is 100 small. repoNt Iha above procedure wilh the 45' cutter until II ~ wilhin Ihe specified raflQ8. However, lithe outside diameter is 100 large
-~.
prooeed as folows. 10 Fit the appropriate 32" culler to lhe pilot
6 Heat the cylinder head sIowty and evenly,ln an oven to prey"'l warpage, to approximately 120· 150' C (246·302 ' FJ. Using a stapped drill, tap the gUlde(l) lightly oul of the head, taking cara not to burn yourse lf on the hot casting. New guides are fitted in a similar manner, being lapped down Hghtly unti l they are correclly sealad. II s valve \l\Jide Is loose In Ihe cylInder haad. it may be possible to hava an OYeI'Sl~e guide machined and fitted by a competenl engw-1ng works. 1 After lhe guide has been fitted it must be reamed uslng a Kawasaki raamer (pan Number 51()()1·1019 on ZJ(900 and ZXtOOO A models and 51001·1204 00 ZXIOOO B and ZJ(ttOO C/O models). Make sure lhe reamer passas squarely Ihrough the valve guide, taking cara not 10 gouga out 100 mUCh material accidenta lly. The valve seal mu.t now be recu t as fol low. (sea illustration) . This proo88S requires Ihe usa of five cuUers, 32' and 45 ' Inlel valve cutter, 32' and 45' axtlaust valva cuttllf' and 60' cutter for both, along with. pliol bar and T·handle. All 01 which can be purchased from any Kawasaki
-.
8 FII Ihe appropriate 45' CUIIBf 10 Iha pilot bar, filthe T·tlandla and insefl the pilot bar InlO tha valve gulda unlil lhe cutter makes contacl with the valve seal. Using firm hand pressure. rolete the cutter through one 0( two lull turns to clean the $68t theo withdraw lhe CUller and examina tha saat. II Ihe seat II contlnl.lOul and Ir" Irom pitting proceed to the next stap. but ~ pitting i$ still evideol, relll tile culler and repeat the procedure unlil all p~tlng has be8f1 removOO. 8i! very careful to remova only the bara minimum of material necessary as valva saal Inserts are not available. II the seat becomes sunken through overculling. the complete cylinder head assembly musl be renewed. 9 Once Iha valve sealing faca Is In good conditlon It Is ~ to chacI<; Ihe outslde
ber, fit Iha T·handle and insert tha pIlot I),ar Into the valva \l\Jide untillhe (:I;lIer comes inlo conlact wilh the valve saat. NOllng that tha 32' cuttar removas matarlal vary quickly, presa down lighlly 00 the T·handl& and rotata the cuttar through one lurn. Remova the culler and recheck Iha valva seat diamaler, repeal the above procedure until the outside diameter is wtthin the specified range. 11 Wilh lhe seating faca outside diameter corr«:!, h Is now necessaoy 10 chacklhe width 01 the valve Mal (45· portion). II 111.- v .... Mat width Is below !he spacIfied limit, cut the seal using Iha 45' cutter until Iha seat widlh Is slightly too wlda. IIIen trim tha seal back 10 wllhln the specified range using tha 32' CUller. If the seal i$ 100 wide, fit the 60' culler 10 the pilot bar and trim the seat until It Is within the specified ranga. Once both Iha outslda diameter and tha width 01 the valva seat are corract the valves should be gfOUnd In as follows. 12 The valves should be ground in uslng oil· bound grinding pasta to remove any Ilghl pittIng or 10 finish off a newty cut 188t. No~ Ihat it Is not normally essenllal 10 reson to using the coarse grinding pasta which Is supplied In the dual'grada cootalneq . Commenca by smearing a trace of flna grinding compound (carborundum pasta) on !he valve seal and apply a suction tool to the haad 01 Ihe valve. Oil the ~alva Slem and Insert the valva Into ~s guide 50 that the valve and valve seat make contact w~h each other Wilh a seml·rotary motion, grind In the valve head to tha seat, us ing a backwardl and forwards !T'(ltioo. Uft the valve occasiofIally 10 ensure the grinding pasta Is evenly distributed. Repealtha application until an
""*
23.7 Valva seat recutting angle, V,"", 2 Cylinder "-1 3 s.&1ifIg''''' ootside dOameter 4 s.&fing_ wkIth ,
23,4 Valva stem to guide - . . . check
2- 20 Engine, cl utch and gearbox
unbroken ring of light grey matt linlsh Is obtained on both the valve and valve seat. This denotes the grinding ope ration is now complete. Belore moving on \0 the next valve. ansure that all traces 01 grinding compound are removed from bolh Ihe valve and M seal and lhal none has enl&reCi lhe vaNe guide. II this pre<:autlon Is not observed. rapid wear will take place due to Ihe highly abrasive nal ure 01 the grinding compound. 13 Examine Ihe spring retaining collars and collets. renewing any Ihal are marked or damaged in any way. Measure tha length 01 all the valve springs and renew any that are on or below Ihe service limit givan in Ihe Specil icat ions at the start 01 this Chapter. AIIhough valve springs are available separalely. ~ is considered good pract ice to renew them all as a set. 14 Place both the spring seats over the guides and press a new seal Oller each valve gulda upper end (see illustrations). Uberally oil the guide bore and the valve slem before inserting the valves into the guides Isee illustration) . Relit the valve spnngs. ensuring that lhe closer·~lched coils are al the bottom lnel(1 to Ihe cylinder head), and fit Ihe spring retaining collar (see illustration). Check thai both springs ara correct ly sealed. compress them. and relil the CQjlats (s"" illustration). Remove Ihe valve spring compressor and give Ihe end 01 each valve a sh arp tap wilh a hamme r to enSure the collats are corre<:lIy sealed.
23.14d Refit the valve springs, ensuring thai their closer-pitched coil s are at the bottom .
24 Cylinder block examination and renovation 1 The uS(Jal indication 01 badty worn cylinder bores and pislons Is al(cessive smoking /rom the exhausts. This uS(Jalty takes the /om1 01 a bl ue haza tending to develop into a wh~e haze as the wear becomes more pronounced 2 The other indication is pislon slap. a lorm 01 metallic rattle which occurs when there is little load on the engine. If Ihe top of Iha bora Is e~amined carefully. rt will be found that there is a ridge on the thrust side : Iha daplh will vary according to Ihe rate of wear which has taken ~ace. 3 Cylinder wear can be assessed by measurtng the bore diamat'" at the fot lowing points: 10 mm and 60 mm Irom the top of tha bora, and 20 mm from l he base 01 the bore. Measure both along the glJ(igoon pin a> must be renewed and new pistons fitted. Uner renewal is strictly a task
23.148 .. followed by the spring retaining collar
for experts and the job should be enlrusted to an authorised Kawasaki daaler. 5 If new rings are to be run in a used cylinde" bora, the bore surlace must lirst be preparec! by honing. or glaze-busting. TIlls process, which can also be used to remove marks caused by very lighl piston seizure. Involves the use of a cylinder bora honing tool usually in conjunction w ith an ele<:tric drill 10 break down Ihe glazed surface which lonns on 8fl\' bore during normal servlca. The prepared bore will have a v8fy lighlty roughened surface which wil l help the rings to bed in rapldty and lully. This is normally done as a matter 01 course afte r raborlng. It also has lhe advantage 01 removing tile lip from the top 01 the bore whiCh could oth8lWise damaga the new top piston ring. Mosl motorcycle dealers hava glaze-busl ing equipmenl and will carry out the woO< for a small charge.
25 Pistons and piston rings -
examination and renovation 1 II Iha cylinders are rebored or naw line'll litted, tha existing pisl ons and rings can be disregarded as they will be replaced by new items. If. however, Ihe bo res have been cleaned and checke-d as described In the pre<:ed ing Section and are to be re·use-d. clean and check the plslons and rings as fotlows.
23.14f Compress the valve spring s and refit the collets
Engine, clutch and gearbox 2- 21
2
At)m!)~
all traces of carbon from the plston
crowns uslog s blunt-ended scraper to avoid
limits given. the rings should btl ronawed as a ~ ,.
damaGing the platon sorlace. Flnllh oIl by pobhing the crowns 01 the pistQrUI with metal pDbh to prevent carbon deposits adhering 110 rIC)dy In M ....... Never use emery dolt! on the $(:I! IIII.mrium -'loy 01 the piston. 3 PIston wear usually occurs at the sklrt or ~ end 01 the piston and takes the fom1 of I'IIIIical streakl or SCOI"a marks on the th(U$I SIde of the piston. Damage of this nature will necessitate ranawal and is checked b~ ~ the outside diameter 0 1 the skirt st I poin1. 5 rrwn (0.2 In) from the base of the skirt ..0 " right .ngl8$ to its gudg&On pin uis IMa illustration). If any piston has worn to or ~ its servIee limit, it must be r..-.ed. ' Aft..- the engine has covered • high milOll\lt, it I, possible that the ring grooves may have become enlarged. To check th l', ref~ the ring' 10 the pislon and measure the clearance between the ring and groove "" 'ng !tel&!" gaug.es (see lIIuslr ation). If th a gap w:Hds the IIo&I'VIce limit. ramove Ihe rings tvm the piston and measu-a the thickness of !hi piston rlnga and the piston ring groova, ....-;ng any eornponenl which axceeds Its ......a Iirm. S To rneaso.wa the piston ring end gap, Insert the ring Into III bore. using the crown of the bare piston 10 toea" It approKimalel~ to mm Irom Ihe bottom 0 1 the bore. Ensura II Is oqu/Ift ""' the bore and measure lite end gap of the ring using fooler ~uges (see -..s1r.1I0n). II the ring gap exceeds the
e It is alilO necHsary to check the end gap
2U Connactlng rod weight i, indicated by the lett... stamped on &&<.:h rod
26.4 Eltarlllne bHrIng Inserts for sign, of wear, renewing if n&Ct!ssary
when fitting new rings. If thefe is Insufficlllf1t clearance. the Mgs wiI break up in the bart whilsl the engine is running causing exlenslve engine damage. If ~ the end gap can btl inerft8SO)d by ~ filing the ends of the rings w ith a fl"" fila. Support the ring on the end as much as possible to avoid braakaga and ansure the ring end s are kapt square Ramove only a amall amount at a tlma and keep racheclOOg the end gap in the bore.
26 Connecting rods and bigend bearings - examination and renovation
~ ~
~
1 Exam Ina the connecting rods for slgnl of cracking or distortion, renewing any rod whictl is nOI In perfect condition. Check the corme<.:ting rod big-end side clearance. using feeler gauges. If the <.:laaran-ce exceeds tha spocffied limit ~ will be ne<::essary 10 . . - the c:on-rod or aankahaft as necessary. Examine lhe gudgeon pin and small-end bora of the c:on-rod for acomg or signs of wear • .--wing both components as a pair if any sign of damage Is prMeflt. Connecting rod dislortion can only be proparly asS&ssed wllh a great deal of specialised equipment and should therafore only be che<.:ked by an upert . otherwise If any doubt remains aboul tha c:onctibon 01 a rod It $hOuId be rf!<1l!Wfld.
2. If a <.:onn&<:tlng rod Is renewad. II Is assentiallhal ~ is 01 the corre<.:t weight group to minimise vibration. The walght is indicaled by a latter which is marked across each rod and il 5 big-end cap Ittustration) . This latt... together with the <.:rankpin diamtlt... mark (see paragraph 6) lhould be quoted when pur<.:haslng new <.:on-rod(s). Ideally all rods should be of the same weight although ~ Is permissibla for the rods of cylinders 1 and 2 to be of ona weight group and lhosa of <.:y!lnd8!"S 3 and 4 of another. 3 To axamine the big-end b&arIng Inserts and the <.:rankshaft journals It Is n&<:essary 10 remove the oonnectlng rods from the ctankshaft. Mark the rods with a Spirit-basad marker to ensure that they are re'Itted 10 their appropriate o:.:rankpln on reassambty. Nota thlll on ZXl 000 and ZXl100 CJO models the oonnacting rod boilS ara designed 10 Slrfltch when tightened and therafore whenever Iha Dolts and nuts are disturbed they shOUld be renawad on raassambly. Never re-l-IS8 them u this <.:ould laid to the big-and c'P:t ber;oming loose while the engine is running, resunlng in axten:tJve engine damage. The boil S are an axtremaly tlghl fil in the eomecting rod .-.d great care wiI be required to avoid markIng the rod when tapping out the old bolts. Ensure the heads of the new bolts are mlad In the same pos~ion as the old 0,.,., and thai they do not rOl ate as Iheir nuts are tightened. Wash the new nuts and bolts in a high Ilash-point solvent to remove the antituat solution wh ..... 1hay ... cooted with at the 1ac;lory. Dry the bolts Immedlataly using a jet 01 compressed ..,-. 4 Examine closely the big-end b&arIng insertlI (shells). The bearing surfaca shoold be iImOOIh and 01 even laxll.I'lI. with no signs of aco ring or streaking on Its surfa<.:e ,see Illustration) . If any Insart I. in less Ihan perfect condition. all bearing Inserts s.hooId be renewed as a set. In practice, it is advisable to r_w the bearing Inserts during a major overhaul as a pree.utlonllfY measure. The Inserts are retalivaly cneap and il is fatse economy to ,.... worn CQITIPOflfIflI$. 5 The crankshaft tournals should be g..... en a <.:Iose visual examination, paying partl<.:ular attantlon where damaged bearing Inserts
!'"
2· 22 Engine, clutch and gearbox
~I ~- ~ -;I~ o a
2e.e. Locetion 01 cnonk .....1t Iak. range marks CIankpfn diamefllt" mart _ 0 mat1r or III'lIIlIIrlI8d Mein be8tfnp journal di8melflt' rn8rlr - I matfr or unmarlIed
2e.6b 8earing Insert (shell) colour code location
I, excessive. even with new shells (of till CorTeCl. size code) the cranl
27 Crankshaft: and main bearings · examination and lenovation t The crankahaft should be thorough/r clearlad using a high nashpoint solvent. S. WW'f carelul 10 check thet all the airways . . eompletaly Iree trom dirt and other foralgo
matter. WfIffI dfscov$red. If the joumals ale!lCOfed or pitted In any way, a new clankstlatt will be required. Note that underslztI Insert. ar. not available. thus precluding the op!lon of Ie· grinding me cnnkshaft. fI To select new inserts, use tha manufacturer's size code system. The SIandard CI'8I'Ikpk1 outside diameter Is dMded Into two alla groups to allow for manufllCturing tolerances. The liza group of tlach crankpln can be d etermined by examining the crankshaft web wh ich I. Imme(llst&ly adjacent to It (see Illu stra tion). The craM web wltl be mari<ed with either an 0 or no mark at aW. Note - ignore I marlrs as lhese rf/'er 10 "";n bearing jounWs. The connKllng ,ods are marked In • •'mllar faahlon with the mark, il applicabla, being situsted neKt to the weight mark. II the equipment I. available. these mark. can be chllcl<ed by direct measurement. The beamg
inserts can then be selected using the relevant table below (_lIIustrationj . ZX900 and ZX1000,. models Coonectingo ~ In.serI rod mat1r rn8rlr colour lJomari<ed Blue
o o
0
o o
0
Urmarkad
l/MIarked
_
0
-..rs
... Blue
""'"
7 "the axl$ting are to be re-used. use Plastigsuge to check the clearance as described In Section t B, II the clearanc. measured IS within the specified limits. the eKisling shell, can be Ie-used. II the clearance
, Crankahah
2 Locar;ngpill 3 Prim.l'Y drive fJ'J¥ 4 Wa~
".,.
must be r.--ed ( _ Ylu-stration) . There ... however engineering linnl. who ao:tvertise In the motorcycle pren. who can undertakl major crankslwlh ~. In view 01 Iht axpense 01 a ~ cc::mp:w'Ient ~ Is worth ~ such provided thay CXX'I1peIent. 3 Temporarily refit the crankshalt in eith..cranl
mns
-....
6 M.WI ~ $hells - plain - 6 oIf 7 M.m bHring shells - grooved - 4 0" 8 Coonecllng rod
9 Big·6!'Id boll - B 0" 10 MiI-80" "
Black
Unmarked Urmarkad Br.ck Unmarked 0 Brown %X1000 B snd %Xt tOO CID model" Connecting Cnml<$hah Insert rod mark marl< colour Unmarked White
2 £l
Big-and bearing sheIts - 8 oIf
27.2 Crankthalt and connecting rod.
are
II The s\8lldard crankshaft main bearing journal diameter III divided into two sl:t groups to aIow for manufaclumg tolerances. The size group o f each journal can ~ determined by examining Its adjacent crank web. The CianI< web win be markad with e~h(!r a 1 or no mark at a~. Ignore 0 mal'ks as these refer to bIg·end cranl
Engine, clutch and gearbox 2- 23 lultratlon), noting that numbeB 2 and 4 ~ have a"1 oil groove In them.
..........., """"" o o
""""""'
......,
1 • !he e.,;sting "'-ts are to be re-used, LISe ~ to checI< the daarance as desaibed ., Sec!ion 18, noting that ~ wi. be necessary 10 refit
27.$ Maoin btoarlng Inserts journal number locations
28.4 t1 worn, renew cush drive rubbers •• a sel
28 Alternator/ starter clutch drive components eKatrllnation and renovation 1 The con.dilion 01 Ihe altamator/starter cMch drive chain can be assessed by measuring a HClion ollhe chain as follo ..... s. lay the chilin on a lIal surface lind gel I n u$istant to Slretch It tau!. Using a ~ernler caliper. measure a 20 ~nk length of !he chaln. " hlm the centre 01 one pin 10 the centre 01 the 21$1 pm IIlong. Repeat this check on _ I I dillerent sections 01 ttte chain and note the readings obtaloed. If any section of tt. chain measured has s~ beyond !he I8Moe limit it n1lJSl be rerMWed. 2 The tensloner blade and guide should be wunioed lor wear or dllmllge which ..... ill be fIirty obvious , renewing It if necessary. The strength of the chain tensloner can only be testeod in comptlrlson wllh II ne ..... one. If any doubt exists as to the condition 01 the tensioner ~ should be renewed. 3 Wear 01 the shaft itself ~ unlikely unless a VfI/("f I"Iigh mileage has been covered. Check C;UIuIy iI$ various threads and splines. ( The two cush drives fitted on each end 01 ......11 consist 01 Inner and outer parIS with Nbber segments 10 lake up the transmission -.oct<s.1vrf damage wiI be self-evident once IIIey are dismanlled and should normally be confined to the rubber segments. These will become compressed and rounded off. or may Mn start to break, but fl9iIln only lifter a high 1IiII:oage. ~ the rubbers as a set if in any cIo.tIt as to their cond~1on (see illustration). 5 Renew the stllrter Idler Q&IIr lind drlvoo gear il their leeth are ch ipped or worn. or II their centre bearing surfaces ha~e ..... om. making th!im a sloppy fit on their respective shafts. 6 Remove the clrellp and wa$her from the starter clutch assembly, separate the startel" ~ and driven gear. and remove the needle rohr bearing from the eMeh. Examine IhI'I .-lie roller bearing for any sign of wear 1ogeIher...mtt the bearWIg ..-faces 01 the driven gear and clutch ( _ I..... tration). Also check
,
28.611 Alternator/ start... clutch driYe end balancer assembly ,."
'W"""
Cush drive OOI/Jr section 4 Cush drive rubber - 4 off 5 Cush drive Inner HCtIon 3
16 RoIIer-3oR ' 17 Bolt - 3 off ' 18 Washer - 3 off ' 19 S tarter clutch body ' 20 Roller IIu.mb1y •
6 Drive cl!8ln
21 BoIt-60tfl
7 AJtema tor/st/Jl1er clute/!
22 SIarf8r clutch cover 23 Ball journal bearing 24 C<Jsh drive Inner section 25 Cush drive ~ _ 4 off
"",
8 NHdIe rf)/lIJrbfNoring
, """"
10 Wa.shef-20ff " NHdIe n)I/IJr beiritg 12 $larterc:lufChdrtvengear 13 Startwc:lufCh body ' 14 PIurIger - 3 01" IS SprinfJ- 3 off '
26 Washer 27 Bolt 28 Bolt
29 Washer 30 AltemafCW~ 31 BaIanoer
3211lru$/wa:sher-30fr 33 Ne9dIe "*'t beIriJg - 2 elf 34 ShooIdered thrust washer 35 C<Jsh drive rubber - 6 off 36 BaliUICIN waIg/!t 37 Thrus/wa$her 38 Needle roller bearing 39 ShouIdenJd Ihru~t washer
40 Balancer shaft 41 Sp;tcer
42 Oil sooJ 43 M;usting /ewtt" ' ZX900and Nrly ZXlOOOA models J ZXIOOOB. ZXIIOOCIDand lateZXIOOOAtrIOde/s
2- 24 Engine, clutch and gearbox
28.7e .. and wa$her.
that thol outer bearing SUtlace of the driven gear is smooIh and I.nTIatked by contact with
the dutch roIers. The roion themselves shol*l also be ~ with no signs 01 wear suc:h as pitting or ftal spots. and should be able to IDOVfI freely. On ZX900 and early ZXl000 A models. check Ihat the plungers and springs are In good eonditlon. II any compo"""t is found to be worn or damaged, It must be renewed (_Illustration). 7 UberaHy oil the .--lie roll", bear'rlg and m it onto the starter clu tch assembly (see illustration) . Refit lhe driven gear.folowed by the w asher and secure them both with the circlip (see illustration.). Check that the Ikiven gear will spin freely in one direction, but nol the other.
28.7d .•• and .....ura them Mth the ..in;:lip
29 Clutch examination and renovation t Alter an e~tended period of service the Clutch friction plates will wear and promote clulch slip . Measure the thickness 01 each friction plale using a vernier caliper noting the readings obta ined (see Illustration). If any plate has worn to or beyond the service limit given in the Specifications. the fnctlon plates musl be ~ed as a set. 2 The pItW1 plates should not show any signs 01 excess heating (bilHling). Che<:k the ~ 01 each plate using a flat surlace and feeler ga"",es. " any plale e~eeeds the
m8l
.. On ZXll(1(l C/O models. examine tilt .--lie roller beamg and the bearing Maces of the clutch dnJm aod collar lor any -.lgns rJ wear or damage, renewing any component as necessary.
5 Enmlne the pressure plate lifting beating for wear. On ZX900 models ensure Ihe ba~ Journal bearing fitted in the pressure plat. Itself spi ns freely with out any sign 01 notchlness and that there Is no sign 01 freeplay between the Inner and outer races. On .11 other models check the needle rolle! bearing. situated on the end of lilt mU$l\rOOm·headed pushrod. and Its relevant bearing surfaces for any signs 01 well or
burn and .epair or renew as necessary
Engine, clutch and gearbox 2- 25
damaga.
On
all
models.
renew
worn
eomponents lIS necessary. 5 On ZXl000 A and ZXl100 C'D models. the clulch centra Is tilted wiltl II dllmper .-..c:hanism whlc:h consists 01 Iwelva springs mIca'll Nt up. If. after a high ....... the ctJktI ~ becomes harsh Of excessMI IflnSmissiofl slop has b&en noled. It Is probably this whlct1ls at fault. Compress the damper plate, which has the pressura of the lwelYe damper 8plings on it. and .~ the large drc/lp from the back 01 the cMch c.... tre 1_ lIuatr.tJon). SIowty release the damper plaIa .nd .&mOve the springs and damper ta'Il 1oIow.... Examine the b6aring aurlace 01 !he damper cam and loIower and r . - IIl"I worn compon .... t. Tha springs can only be lnt..:;l by comparl$OO with new Items and should be renewed as a set WIn any doubt liS 10!hW cond~lon. F~ thtl springs, camlollower and damper plaIa 10 the clutch centra. compress Iha damper plate snd relit Iha ci'cIip. 7 On all modal. check that tke teeth 01 the crankshaft drive oaar and the clutch outer drum .re unworn. II a dial gauge (OTI) Is ....ail.bIe the gear backlash can be -.nd. II the b&cklash e.ceeds the service ~, both COfT1ponan1S must be renewed as a
....
B Measure th a frea length of each clutch spring Is. . Illu stration) . If any ona has $l!IHed to less than the service limit. the elutch springs must be r_ed n • compIeta MI. g The elutch pushrod should be rolled on e lilt to checII that ~ is nol bent. If bent. ~ Qf1 be atrtllghtened but if its IIardened ends .. worn It must be renewed. 10 The dutch masler cylinder is vary IIImil.r 10 Ihat which la used IOf the lront brake and can be dismantled and overhauled BlI described In Seetlon 10 of Chapter 7. The slave cylinder cen also be overh,uled ustng lhe InlO«f\Stion given In s.etlOfl 9 01 Chapler 7. En$Ufe the I'IfIW seal Is litted the COffect way around and se.ts lully In itl groove in lne pI$lOfI. On reassembly lill ttle mastllf cylinder .eservoir with new hydr.ullc livid and bleed Ihe system as d8$Crlbed In Section 1301 Chapter 7.
...m.ce
30 Gearbox components examination and renovation 1 Give
the gear\)Ox components a clo..
YIsuaI inspection lor signs 01 __ Of
~
such as broken Of chipped teeth. worn doga. damaged or worn splines and bent 8&leetOf forks. Renew any parts found to be worn; there is rIO ilStislactOfY way in which they can be reclaimed (Ie. IIlu strationl . The shall assemblies can be dismanUed and reassembled as d8$Cribed in the following
"""'".
2 II a dial gauge Is Ivailable !he gear baddash can be checked to measure tooth __ • HIn! pair 01 g&arS Is lound to exceed the maximum permissible backlssh both gears must be renewed as a pair. 3 The gearbox shells are unlikely to susteln damage unI&M the engine has seized, placing an unusually high loading on the gearbox. Of unless the maehlne ~I covered a very high mileage. Check the surfaces 01 the shaft. Hpec;elly wnar. a pinion turns on it. and renew the shaft H h has scored Of has picked up. Examine th1t threads of the shilts and check them fOf ~ by setting them up In V-blocks and meaiWrlng any runoul with, dial gauge. Damage 01 any kind can only be eUfed by renewal olth1t shef! concerned. Renew any bushes that show atgns of wear. 4 The ,elector forks should be eXlml~ closely to ensure that they ere nol badly damaged Of worn. MIi'tSUftI the width 01 both fork ends and the diameter of ils guide pin ,see il lustration). II either lork end or the guide pin has worn to less than il l S&fVica Mlil the selectOf fO<1«s) must be r~ . The selector lork shall can be checkad lor trueness by roiling It along a lIal surface. A bent shalt will cause difficulty in selactlng gears and make the gearchange action tlMvy. The musl be ...-ad it ~ is bent. S Measure the width 01 the three grooves In the setector drum It ~ points aJong !heir length. If at any point the widttl of a groove exceeds the servIc. limit the selector drum must be renewed. Check that the beerlng fitted to the drum rotates freely and hn no
30.1 Gearchan"e mechanl l m
,,'-
1 Selector Icx1r shaft 10 Neutral detent 2 Selector forlcs ~."..""" 3 Selector drum 1 1 Drum ratalning 4 Camplste Jocafft1g'
""
12 "'~ SeIec/Q'"cIaw
14 Geitn:I"Iange shaf! 7 Change pins 15 Locafing post 8 PIn rataining plate 16 Rfllum spring 17 Circlip 9 GearpcWtion delenllfm 18 Washer
6 Camplale
.".."""
snail
30.4 Measure the width of guide pin W and Iork. ends 18), .--wIng aelectOf fork. If necessary
2- 26 Engine, clutch and gearbox sign ollreeplay between ils inner and ouler race. To renew the bearing . slacken lhe screw from Ihe end ollhe drum and 1111 0 11 the pin retain ing plate. Remove the pins from the campi ale. noling exactly which hole Ihe longer pin is filled in. and lilt Ihe camplate away from Ihe drum. If loose. also remove Ihe camplale 'ocaling pin. filled 10 lhe selector drum. The bearing can lhen be removed Irom Ihe drum. Fil the new bearing arld reassemble the selector drum componenls ensuring Ihe camplalfJ locating pin is In posil ion. and Ihe longest pin is refilled in ils original place as noled on dismanlling. Apply a lew drops of Ihread·locking compound 10 the Ihreads of the SCrew and Hghlen It securely. 6 Check the gearchange shalt lor signs of
~~~eo~~~:~~~~sa~~~a:~~ :~ way. the only satisfactO!)' method of repair is renewal. Tl1e gearcnange shaft and claw arm retum spring tension can be checked onfy by comparison w~h new items. ~ in any doubt as to their cond it ion, Ihe springs should be renewed.
31 Gearbox input and output shafts - dismantling and
reassembly
~ ~
"
surface so that the reassemb ly sequence Is setf-evldent and the risk of parts t>e
5 If problems arise in IdMtitylng the various gear pinions which cannot be solved by reference to the accompanying photog raphs or figures. the number of teeth on each piniorl can be used to identity them. Reference to the gearbox specifications at the start of this chapter will show the numbe r of teeth for each gear. Tl1e oulpul shaft pinions are listed first, followed by Ihose on the input shaft. The problem would not arise. however. if the Instructions given in paragraph 3 of this Section are lollowed carefully.
Reassembly - general
6 The inpul shaft is easily identified by its Integral 1Sl gear pinion. Although not strtctly nocessary. on the project bik(l it was found to be easier to Install Ihe Input shaft and clutch drum in the upper crankcaS
4 Having checked and renewed the gearbox components as required. reassemble each shaft (see illustration). Tl1e correct assembly sequence Os detailed below. Oil the shafts and pinion bushes li berally during assembly. When mling lhe circlips 10 lhe shafts lake care not to expand them any larger than is necessary to slide them over the shaft. Also when filling a cirelip to a splined shaft (Insu re that the ends of the clrclip are positioned in the middle ot the splines. Thes(l two simple precaut ions ensure that the circl ips are as secure as possible on the shaft. Ensure that the bearir.g surfaces of each component are liberally oiled before filting.
;
=;:~ZlbeariW;
7 8
Input shaft 6th gear 6th gear bush
Dismantling - general t The gearbox shafts should nol be disluJ"bed unless damage Os obvious. such as chipped or worn leeth. unless or course carefu l examinalion of lhe whole assembly fails to p inpoint the source of the problem. :2 Shou ld either of Ihe baliiournal bearings require renewal. a bearing puller will be reQu ired 10 remOve the 0<1 seal col lar from the outpul shalt and to extract bolh of Ihe bearings. Nole Ihe position of the locating groove In the outer race of the bearing prior 10 removir.g it and ensure that the new bearing is fitted with the groove In the same posit ion. Pull the bearing and collar (as necessary) off the shalt and lit the new bearing using a hammer and tubular drift which bears only on the inner race of the bearing.
"IN ~
When dismantling the transmission shafts, place • the parts on along rod or thread a ",ire through them to keep them In order and facing the profJf1r direclion. A large robber band ",III Keep them from being disturbed
3 The input and output shaft should be kepi separate. to avoid confusion during reassembly, and if possib le dismantled individualfy to avoid the risk of intarchanging components. Dismantling the shafts should pose no prob lem providing a good pair of cire lip p liers Os available. As each component is removed. p lace it in order on a clean
Input shaft
~_ ~4
1., Dfirfl ; 7E;;.~o:",,,._~o~~ ~~~~' , Q : ';:;:;::;;:;~ :,-,;.,
R®
r4-
\3
!~ ::!~;'::.'
12 1
r
12Clfdp
BeariW;
oufer race 14 Spacer 15 Bali journal beariW;
13
C
'
X
//
~8 '"
x' l' ~' "~ ~9 F
~,,22;
~
//
Output shaft "'7 """"w,_"""", ""001 J8
Output shaft 2nd gear
;~ ~:::~I:asher
2 J Clrellp - 3 off 22 Output shaft61h gear 23 Outpul shaft41h gear 24 Toothed was/ler - 2 off 25 3rdl4thgearbush 26 Output shaft 3rd gear
'
.~5
~,~,~
27 gear 28 Ou/put Output shaft5/h shaft Jst goor 29 Thrust washer 30 Noodle roller bearing 31 B6arlng outer race
/
23
32 Cirelip 31.4 Gearbox shafts
•
Engine, clutch and gearbox 2- 27
31.1a First fit the small thrust washer over the threaded end of the input shaft . ~t-hand (thmaded) end of the shaft. First fit the smaller thrust washer O'<er the end of the shaft. followed by the larger flrust washer (see illustrations). On oarly ZX900 and ZXl000 A models where a singlo largo chamferod thrust washer is used Instead, ensure th is Is fitted wlth Its chamfered edge filCing the bearing. On all models install tho dutch drum centre collar so that its flat face is against the thrust washer, then fit the oil pump oi"M! gear (dogs lacing right-hand end of the shaft)over the collar and tum the shaft around (see illustrations). e Holding the right-hand (threaded) end ofthe shaft frt the 5th gear pinion over the left-hand ~) end of Ihe shaft. ensuring that Its dogs n facing left. followed by a spl ined thrust washer (see illustration). Slido both the gear nj washer along the shaft and secure them "posltion w~h a circlip (see illustration). The doutlle 3rd{4th gear pinion Is litted next with !he smaileo- diameter 3rd gear towards the 5th I/8aI" pinion (see illustration). Fit the second ei"dip to tho groove in the shaft and slide on aoott\er splined th rust washer (see II!stratloo s). 9 Fit the spfined 6th gear bush on to the shaft ensuring that the hole in the bush aligns with the oitway in the shaft (see illustration). Slide the 6th gear pinioo onto the bush with its dogs facing the righi-hand end of the shaft. foflowed by the 2nd gear pinion (see illustrations). Place the pla in thrust washer
31 .8d •. and lit the second cir clip to the groove in the shaft .
31.7b .. followed by the large ttorust washer.
31.7c Fit the clutch drum centre collar with Its nat surface facing the thrust washers .
31.7d ... and the oil pump drive gear witto its dogs facing away from the ttorust washers
31.&1 Tum the shaft around and sli~ on 5th gear pinion followed by spUned thrust washer .
31 .8b ... and secure with clrctip
31 .1k: Fit 3rd/4tto gear with Its smaller 3rd gear pinion lacing 5tto gear pinion.
31.80. . l ollow&d by splined ttorust washer
31.98 Fit the splined 6th gear bush so that the hole In the bush aligns with the oilway in the shaft.
2- 28 Engine, clutch and gearbox
31 .81:> .. the-n fit the 6th gear pinion . ••
.....,.
31.1k: .• f04aow.d by the 2nd " " '
31.9d ..• and the plain thrust w ........
OVIIf the shaft and rrt tile needle rotler beamg t..a Illustr.tlon). Se<::ure tna needla roll. bearing with a eirelip and slida tna bearing ou te< .aca over the end of the shaft ,... illustration).
Output shaft
31 .801 FIt the needla rolt.<" bearing to the and 01 ttIa shaft and sect.lra with elrcilp
31.9f L..Jbera11y (>il the bearing and fit its outar raca
3 1.10a Output shaft -lit the 2nd gear pinion a. shown .
31.1Ob .. Iollowed by the toothed
31.1Oc •• and secure them with a elrcllp a. cI8tcrIbed In teat
3 1.11. SIIda on the 6th gear pinion and fit the aeeond elrelip to the ..... ft
10 The output shaft is easily Identified due kJ It having roo Integral pinions. Holding the ahatt by Its left-hand (threaded) and slide tha 2nd gear pIn01 along tile shaft 10 that its deeper recessed su1ace is faOOg the right. foIowed by tile t~ washer IIfId MCUre them whh I cIrcIip (see Illultratlons). En....e the clrdip is fitted so that the teeth of the washef are not positioned between tile ends of the circ~p. 11 The 6th gear pinion It then fitted with its Mlector Iortl gro<MI facing the right-hand end 01 the shaft and is 'etained by another clrctlp (Iae illustration). Slide a toothed washa. along tha shit followed by the Ipllned 3rd/4th gaOl. pinion bush (. . . llIustratlonJ. En$U1lJ both the holes in the bush align with 1M (>ilways In the ootput shaft. 12 Slide Iha 41h lIaa. pinion onto the bUlh, with its .ecessed $Urlace facing tile 6th geat ~,~ by the 3rd gew pinion with its recessed lunaca facing sway I.om the 4th ge •• pinion. SOO 8 toothed washe< lIIu stration. ). Secu.e the 3rd gear p;nion and washer with. ctrclip (_illu stration). 13 Ins.erI the tlvee steel bah into the closed
,se.
wa~. ..
3 1.11b fit a Splinod thrust washet" and the spiined 3<"dI4th gear bush _ ........ hole. In bush aHgn with oIlways In shaft
Engine, clutch and gearbox 2- 29
...
,'~'~ '1=
\
','
./ ' .,
,- "
.. '-~
011 drilhngs In the 5th (Jear pinion (see llustrationa). Ensuring the baits remain in po$Ibon. slide the 5th (Jea, pinion on 10 the outpUI llhaft Iplines 10 that the Sleel balls In IhI!I pinion are aligned with the ~ In the ,nan (see ~Iustratlonl. I( Fil lhe 1SI gear pinion with Its deeply ..cnsed lunace lacing the 5th gear pinion, kMIowed by the plain thrust washer and Ihe rII)I)dIe roller bearing {lee illustration), Secure the needle roller bearing with the circlip end relit the outer bearing race (see Illustrations).
32 Balancer shaft examination and renovation 1 Dismantle the balancer shalt components, no\I'Ig that the ne«Ie roller bearing and thrust washer fined Inside the balancer we9ht are a difterenl size to the otllars. CIleck lor wear as
""'"'
2 Examine the th.&a needle roller bearings and thrust washera for signs of wear or
damage. r_wlng them If necessary. Check 1M inside of the balancer gear/eush drive hokier and the shat! Itself for signs of scoring or /\at spOtS. Such damage II only ~kely ilthe balancer shaft has bMn adll'Sled ineoITect/y or if I high mileage hiS bMn covered. Also chec:k the balancer gear lor wear or damage
31.148 Slide on the 1st gear pinion followed by a pliin thrust washer
'
..
\\
.',
""".',
M..:..-....-' 31.12a Fit the 4th gea, pinion as shown.
,.)-
: .- ,.... Ii'
.
l
__
Wir~~~
~ -,,-
111",1 -,
a
',"
~-'-:
: >
. "
~
. . .
2- 30 Engine, clutch and gearbox
such as chipped teeth. If damage of any kind is dIscovered the only sali$faetory meatI$ 01 repu is to f8fWW !he darnag.cI components. 3 Examine the rubber segments of the cueh drive for wear or detertoratlon. Any damage will be sell evident and the rubbers must be r_wed as a set. A~ the balancer shaft 011 MaIms a matt. of CI'Xn& and reass«nbIe tile balancer as follows. 4 With the billar.cer gear/cush drive housing atood vertically on Its gear. fit the firsl thrust washer to the inside 01 the IIouslng loIlowed by a needle roller bearing and a second ttvutt washer. Apply a tmd amoun1 01 greaseto the backs of the cullh drille rubbera and pos~ion them In the housing (see IIlustratlon). Fit the balancer weight to the hokiar noting that the puneh Il"I8Ik on the biliancer weight mus! be positioned directly opposite the punch mark 00 the housing (SH illustration). ErlSUf6 the rubbers remain In position liS the weight Is litted. $ Place a thrust washer inside the balan(:. weight, followed by a needle roller bearing and then lit the large $houldered thrust washer over the end of the weight. Turn the shaft around and lit the thru$l washer. needle roller beating and IIhouIdered \tnI5t washer to u-.. gear end of the assembly. Ensure that both shouIdenKl ttwst washerS are fitted with their shoulders facing the balsncer assembly (_illustration) .
33 Engine reassembty • general
01 solvent required will depend 00 the type of compound used. Gasllel compound of the non-harOenInO type can be removed using a 110ft brase-wire brush of the type used lor cleaning suede shoes. A conskletable amount 01 scrubbing can take place without fear 01 harming the mating surfaces. Some difficulty may be encountered when allemptlng to remove gaskets 01 tile seI/-Y\l!canlalng type. the use 01 which I. becoming widespread, particularly as cylinder head and base gaskets. The gasket should be pared from the mating surtace using a scalpel or a small chisel with s I"*Y honed edge. Do not. however, resort to scraping with a sharp Instrull"l8(lt unless~. :) Gather together alit". necessary tools and Ilave available an oil can lilled with clean engine oil. Make !lUre that" new gaskets and oil seals are ~o hand. alllO all teplacement parts required. Nothing Is more Irustrating than hsvlng to stop In the middle of a reassembly sequence because a vital gasket or replacement has been Overlooked. As a general rule each moving engine component should be lubficated thoroughly as ~ Is litted Into position. 4 Make sure lhatthe reassembly area is clean and that there Is adequate working space. to tha torq ua and clearance settings wIIere_ they are glveo. Many 01 the smaller bolts are easily sheared II overtightened. Always use the 1XlrI"ec! t!J:a screwdriver bit lor the crosshead screwa and never an ordinary screwdriver or punch. If the existing acrews
R",...
--
t Before reassembly 01 the engine/gearbox unit" commenc..:!, the various component psrts should be cleaned thoroughly and placed 00 a sheet of clean paper. close to the 2 Make sure aU traces of old gaskets have been removed and that the mallng IUrtaces are clean and undamaged. Great care should be taken when removing old gaskat compound not to damage the mating surfae.. MO$! gasket compounds can be IIOftened using a su~abIe to/viInt sueh as methytated spirits. acetone or cellulose th""-. The type
casing
34 Lower crankcase components - refitting
Eng ine, clutch and gearbox 2- 31
:M.I C • . then rep"at the process lor the centre .
34.1d . •• and right. hand lorI< and push the selector lorI< shalt fully In
34.1 e Apply thread locking compound to selector drum retaining plate bolts and rel it the plate
34.28 Fit plain washer over detent arm stud followed by return spring
34.2b Locate the detent arm w ith the return spring _
34.3c .. and secure II with retaining plate and bait; apply thread· locking compound 10 the bolt
34.3<1 Relit the thrust washer (ZX1000 B and ZXI 100 C/ O only) .
process on the centre and righHland lor1<s and po;$h the shalt lully home (see illustrationsl
Relit the selector drum retaining plate and lighten ~s rl!lainiflg bolts securely hav~ first appjied a lew drops of thread-locking ~ to tlleir threads (see Illustration) 2 F~ the washe.- 0Vf!( the gearchange detent lrm stud lol lowed by Its return spring (s ee III~Slrations) . Ensure that the correct return spring is fitted. referring to Section 14 for fl.rther information. Locate the deten t arm w~h Ihe return spring and push it onto its 5tlld. Refit the shoulde red spacer. ensuring tJ\aI the shoulder correctly engages w ith the detent arm, and tighten ils retaining nut securely (see Illu stration). Check that the detent arm is free to move and repeat the above sequern:e for the neutral detent arm. Rotate the selector drum until it is in the roeutral position. if! neutral (upper) detent arm enoaged with rts cutout in the selector drum. 3 Hold the balancer weight assembly in position, ensuring that both the shouldered washers are in place, and insert the balancer shaft trom the right-hand skle of the casing. f'ush the balancer shaft fully into position and cIIeck thaI the weight spins freely on the shaft (see lIIustrationl. On ZXlOOQ B and ZXI 100 C/O models. refit the balancer shaft guide pin and retaining plate (see illustration). Apply a few drops 01 thread-locking compound to Its r8ta ining bolt and tighten it securely (see ~lustration) . Also refrt the thrust washer 0Vf!(
34.3b On ZXl000 Band ZX l 100 CID models in sert th8 balancer shalt guide pin •
2. 32 Engine, clutch and gearbox
34.~.
. and fit , new balancet' shaft o~
,n'
tile end of In. balancer sh,ft (.ee illu stration) . On ,II models apply a small amount of grease to tn. lipS of the oit seal and press it into pos~ion IKI that ~ Is flush w~h the cuing I_ Illustration) . ~ 1lI.IC&SSa/Y the seal ca/'I be tapped in using a hammer and iWitahly slud socket which beaB only on tha hard outer edge of the seal. 4 Position the shall $0 Itlal tha tina on tha shaft I, horizontal (wlth tha p<.Jnch marl< al the Ironl) and Install lIS mounting clamp (see illu atratlons). Tighten both the clamp mountong and pinch bolts sac..ety. Nola lhat the balancer shaft will need adjustIng wilen the engine is fint started. 5 Ens.uring ltIal each is In ~$ corract poaiIlon. 'afit Ihe live main baarlng insert. Into tha
voooo e
nol.
34.4a Position tn. balanoer .tlaft •• described In ted ensuring that tha punch mark (alTOWed) I. at the front
34.4b Install the balancer shaft clamp and tlghtan its mounting and pinch bohs securely
casing and main beaMg cap. Check thai all the ~ locating tangs are co..-ectly _ted In thalr recesses and lubricata an ioserts wrth clean angina oil.
ZXIIOOC model• •maar moIybdenumn. out... surfaoe of tt. connecting rod Insart. Do not apply any grease to the inner wrf/lCfl of the /XIIlfIIICling rod Insen or to either wrf_ of the blg-and CI¥l insert. On ZXl000 B models meoaura the tangltl 01 each big-er'ld cap bolt and maka a note oflhis (see illuatntlon). On all models, lubricata the crankpln, wiltl clean angina oil. relil each rod to its original crankpln and m the big-end cap (.ee Illustration) . Use the marks made on dismantling or Ihe weight group letter to ensure thai the caps are correctly aligned with their '8$pectiva rods and Ihat the rods are refitted tha same way round lIS befOff!. 2 AI the cap nulS and l ighl'" them by hand only. tllen tighlen Ihe nUIS evenly to theif specifIad torque seltong ( _ inustratlon). On ZX t 000 and ZX 1 I 00 C/O models Ihe nuts muSithen be tightened a lurther 120· more (see illu stration) . On ZXl000 models. once Ihe nuts have been fully tightened It Is necessary to check that the bolts have nol stretched eJtCeSSively. On ZXl000 A models this Is checked by ~ !toe IangIt1 of the bolt wtIieh protrudes 'bova the top lIIrlace of tha nul. II mora Ihan 0.6 mm (0.03 In) of the bolt Is viS ible, the nu l BIId bolt must ba remol'ad and renewed. On ZXl000 e models measure the lenglh 01 each bolt slier it has bean lighl8f1
35 Upper crankcase components - refitting Note · The mantlfscturer f1dvises thai the /);g
comactng 'ods and big-end cap!. ens.urlng that the locating tang of each Insert Is lilted correctly Into its ,ecass. On ZXtOOO nnd
35.1a On models the length 01 bIg-end cap bolts before Installation
35.1b Lubricata the c ....kpins and refit .-ell connecting rod to Its original c ..nkpin
35.2& Tighten bIg·end cap boiUIlO thalr specified torque setting •••
35.211 •. aodonZX1000AandZXll00CID models a further t 20" more
disulfldto grease over
Engine, clutch and gearbox 2-33
H any bolt has stretched by more than 0.3 1 rrrn (0.012 in) wtlere an old cormectlng rod is
fitted, or by 0.37 mm (0.014 In) where a new rod Is trtted, it must be removed end a new M aod bolt litted. This procedure ensures the rlIW nulS and bolts that are litted are 01 the required standard and eliminates the possibility 01 fitting a laulty bo lt which could !ail ... use with disastrous conseqUl!flCeS. On l1li mooels check that the rods revolve MOOOthty and eeslty around their crankpins. Some stiffness is inevrtable ~ new inserts have baeofitted, but this must not be excessive. 3 EMl.ring that all are in thei r correcl places. refit the five main bearing inserts In the aankcase hall (see illustration). Check that ttle ins&rt locating tang of each bearing is 00IfeCt1y k>cated in its recess and lubricate all
35.4<1 On ZXl'OO C/O models the Idler gear ..taining bolt also retaIns an oil spl"py tube
bearing Inserts with clean engine oH. Use an 011 can to primsition the starter clutch assembly in the crankcase (driven gear facing the right·hand side of the casing) and insert the shaft from the right-hand side of the crankcase half (see illustration). Locate the starter clutCh on the
35.58 00 not omit half ring retainers or locating pins
Shafts splines and push the shan fully Into pOsition. Refit th e alternator cush drive coupling to the left-hand end of the shaft and tighten its retain ing bolt to the sp&eified torque setting (se e illustration). Hold the starter clutch Idler gear In posiHon and Insert its shaft into the casing (see illustration). Refit the oil spray tu ba (ZX1100 CJD models only) and tighten the Idler gear shaft retaining boil securely (see illustration) . 5 Refit the two half ling retainers and the locating pins to the casing (see illustration). If the clrtch
2-34 Engine, clutch and gearbox
shall assembly to the upper crankcase haH ensuring that the locating peg on the left-hand side of the casing engages with the hole In the outer needle bearing race of the shaft. and the half mg retainer locates In the grooY9 In the outer raoe of the ball joo.mal bearing on the oppoSite end 01 the shalt (see Illustration). lostall the output shall assembly again enSU"ing that both the locating peg arid ha~ ring retainer engage oorrectly with their respective hole or slot on the shaft assembty. 0;1 all gearbox components. position the gears In neutral and check that each shall rotates smoo!I"l/y and ely.
36.33 Apply Jointing compound to the crankcase mating surfaces (see t ext) and join crankcase halves'.
1 Check that all components are refitted and thaI they are revolving or sliding smoothly and easily. Use a rag soa ked in h igh Ilash-point solvent to wipe over the gasket surfaces of both halves to remove ailiraces of oil. Ensure that the gear selector and gearbox components are in the neutral position and that the crankshalt Is positioned with cylinders 1 and 4 at TOC. This can be achievlld by temporarily fitUng the ignition rotor to the left-hand end of the crankshaft and aligning the T 1.4 ma~ with the tine cast on the casing (see Illu stration) . Position the balancer we
(see illustration). Refit the two dowel pins te the upper crankcase half (see illustration). 2 Apply a thin film of jointing compound te both the upper and lower crankcase faces Take great care to leave a narrow margin around any oilways and the main bearing inserts so that th&r9 is no risk of any surpus compound blocking an oilway. Note - on ZX1100 CIO models do nol apply any compound to the smal l area of either casing which is between the input and output gearbox shafts on the lett·hand skle. 3 Ensuring that the main bearing inserts are in position, and all the components ar-e positioned as described in paragraph 1, carefully lower tho:! lower cran kcase half onto the upper ha~ (..... Illustration). Ensure the selector Ior'ks engage with their respective slots in the gearbox and the balancer weight remains In position as the halves are joined (see illustration). Cheel< that the lower crankcase half Is correcUy seated and tI1at all components are free to rotate. Rerrt aB the lower crankcase bolts. using the cardboard template to ensure each bolt is refitted in its correct pos ition. Note - do not omit the washers filled to the three centre main bearing Dolts (.... mbers 1 to 3 on the casing). Toghten all bolts finger-tight. 4 The tightening order for the n ine main bearing bolts is ind icated by the numbers cast in the casing next to each bo~. Working in Ihls sequence, tighten the main bearing bo~s first to their initial torque setting. and then to Ihe~ final torque setting (eee illustrations). 80th
36.3b. . whilst ensuring the selector foOO engage correctly with slots In gear pinions
36.48 TIghten main bearing bolts to their specified torque setting .
36.4b ... using the numbers stamped On the lower crankcase half
36.1<; Do not om it the two crankcase dowel s lrom the upper casing
36 Joining the crankcase halves
Engine, clutch and gearbox 2- 3tl
37.3<1 Refit dowels to the crankcase and position a new ga5ket over them
37.3b Refllihe gearchange casing
37.30 On ZX1100 C/O models apply threadlocking compound to four bolts a... owed
lotqu.e settings ara given In the specifICations at the start of trHs Chapter. Then tighten the 7 rrwn bolt (ZXll 00 C/O and late ZX900 A7 -on roodeIs only), I~klwed by ali the 6 mm boHs, to their specll ied torque settings. Relit the upper crankcase bolts. again using the cardboard template to ensure each bolt is refitted in its originat pOsition. Note - on ZXI/OO CIDand late ZX90Q A 7-cn models do 001 omit the washer from the front B mm bolt. FIISI lighten the 8 mm bolts. then the 6 mm bolls, to !heir specified torQue Wltings. 5 aw:k that the crankshaft rotates $rTlOOIhly and easily. as should the gearbox shafts. It is impossible to select any gears other than 1st 0/ neutral unless the output shaft can be spun last enough to disengage the neutral finding rm!Chanism. If there are any signs of undue sUffness or of any other problem, the fault must be rectified bafore work can proceed fIrther. Plug the crankcase mo<.Iths with clean rag to prevent debris entering the crankcase IIlIiI the cylinder block has beoo refitted.
oil seals alld offer up the cover. Ease rt over the ends of the shafts, to prevent damaging the oi l seals. and carefully sl ide it into place (see Illustration). On ZX900 and ZX1QOO models apply a thread locking compound to all the gearchange cover retaining bolts and tighte n them securGly. On ZXI ! 00 C/O mode ls apply thread-locking compound to the four bo lt s (see illustration) and tighten the bolts to the specified torque Selti ng.
and t ighten them to the specified torque sett ing. 3 Ensu re the startar motor mounting points on both the crankcase and the motor itself are clean and free from corrosion. This is most important as the mountings are used to earth the motor. Fit a new O-ring to the starter motor alld insert its mounting bolts into their respective ho les (see illustration). Apply a small amount of engine oil to the starter molor O-ring and manoeuvre the assembly into pOsition. Push the motor into the crankcase and lighten Its mounting bo lts securely. If necessary. refit the external gearchange mechanism COver as described In the prevklus section.
37 Gearchange components -
refitting I
Tr.e
neutral and gear position detent affilS
IIffl refitted as described in Section 34 of this
Chapter. 2 Check that the loc at ing pOst lor the gearchange shaft retum spring is secure. II it is loose remove the post. app ly a threadOcking compol.lnd to its th reads, refit It and lighten it securely. Ensure that the circlip alld washer are fitted to the gearchange shaft alld oller up the gearchange to the casing. As the sIla!\ is filled, ensure that the selector claw 8fl9898S correclly with the end of the selector drum. and that the return spring engages correctly with its locating post. Check that the gea rchange shaft moves eas ily and central ises quickly with the pressure of the retum spring. 3 Refit the two dow~s to the crankcase and pjace a new gasket over them (sea illustration). Apply a small amount of grease to the lips of the output and gearchange shaft
38 Alternator and starter motor ~
- refitting
~
'"
1 Clean the three alternator mo<.Inting points on both the crankcase and the alternator itself. This Is most important as the mounting points are used to earth the alternator. Failure to earth the alt ernator properly will almost certainly lead to it ~ng damaged. 2 Insert the cush drive rubbe rs in to the coupling 011 the shalt and fit a new O-ring to the alternator (see illustration) . Apply engine oil to the C -ring and cush drive rubbefflto aid the refitting proced ure. Relit the alternator to its drive coup ling ensuring that the rubber segments of the cush drive remain in position and engage correctly with the alternator (see Illustration). Apply a thread-locking compound to tha alternator mounting bolts
38.2b Refit alternator - apply threadlocking compound to its bolts and tighten to specified torque setting
38.28 Refit cush drive rubbers to the alternator coupting
38.3 Apply engine oil to starter motor a-ring and install starter motor, tightening Its bolts securely
2. 36 Engine, clutch and gearbox
the crankcase.
ita .....,.11 hole fac.s the 011 pump bracket .nd fit • new O-ring
.
~
39 Oil pump and sump refitting
1 If removed, ref~ thoe oil nozzle and dowel to the underside 01 l hoe cr. nkcase. noting that the smaI hole ~ the nozzle must be lacing the oil pump braeket (Me ittu.tratlon). At a new O-r1ng over the oil non:1t' (s... Illustration). Ensure that the slott in the oil pump driYe and the water pump shaft (as ~ and the projections 01'1 the oil pump shalt are $I positioned vertically (SfHI Illustration). Install lhoe oil pump and mounting bracket a5$8I'\'lbly eosuring th.1 thoe slots on thoe aU pump shatt engaga with the .Iots In the dr1ve ge.r and water pump. Refit the IhrM oil J)I.mp bracket mounting bolts and tlghtan them s&C ur&ly (SfHI Illustr.tIon). 2 Fit new O-rings to both of the metal oil pipes and the all iJ(:reen (se. Illustration) . Sn-. the 0-rir9s WIth engine oil and refit the metal oil pipes to the bottom of the crankcase. followed by the black plastic pjpe and the oil tcreerl ( _ nlustBtions) 3 Ensure the dowel Is In pos~1on and fit the two new O-rings to the oil pump bracket . using • ~r of grease to ret ain them (5" illustration). Note thet the flat llU'face of the smaller 0-1'100 must I.ce the bracket. On ZX900 A7-0tI and ZX l tOO C/O models apply
oear
39.1d •. Install the oil pump and tw.eket assembly.
.' .---_d .-'-I,_-... C
~-
'->
. , JP~ .
:;
'..
39.1e ..•nd tlghl&nita mounting bolts securely
~ ~ - '. . ".~,Or J
-~" ~.~.~ t ..~
e.-.: ' " c·.·.,.ci .:. . ,. '.' . . . ..~.,; ~ i
-.
,- __
R~
i ~o... "l
aU O· ringa on the metal 011
, -.-
:
~~'
Z
~~,
39.2.1
!i' .
~~. ...~
~_
...'. -
. .".,( ....
.,. 11
39.2b •. tond refit them to their original po<lons In the crankcase.
'.
...-'-'~ "","
I"
,\ ~..
.. 1!..: ;)(' : > ,.~:~ . ..... ... i. . ~ . ,- ( '.' .J " .11 .0 '~ . \,....: , '.-. _ . r.'!! . ." ""_, ,. , ...... . . ,--,,-~",.', . . 1..,,, ,.',,,, .. -_..."f'.· " "' 1 " "
~ ...
'
-:;.. .. " I j!.. (
-
I
.
.
;,-,'
'. "'.. ,.. &..1___
39.2<: .•. along with the plastlc pipe.
•
-
,
1-'
,
,
.....
..j,t~ ," ~
39.2d .. and 011
acreen - ZXll00 CID
thown
. .
'
- '
\_'~,.'
\
~.
~
i /'
39.3& En_e that dowel Is In po<lon and fit two new O-rings to the oil pump bracket
Engine, clutch and gearbox 2- 37
$iioone sealant to both ItIt' crankcase and "."., ~ tilt area shown t_ iMUSlr
a.--
l orq...e settlrlg. Also refit both drain plugs.
,_wing lheir _'ing washers if necessary. and IIghlen them to the specified torq...e settng. Offer up the metal oil pipe which links the sump to tilt crankcase and position III . sealing washer on each side of its ur'IIonS 1_ Nlustratlon). Refit the union bolts and lighten them to the spaellied torQUe setting.
40 Clutch · refitting
1 If nol filled previously lsee $e<:lion 3t). Install the clutch drum as loIlows. First lit the small thrust washer to the input Ihah.
loIlowed by Ihe large thrust washa< ISH Illu stration). On earty ZX900 IIIId ZXl000 A. model. where a large chamfered washer I. used. ensure !his is fitted with lis chamlered lac. pointing inwards. On at models. til the oil pump drive gear next, so thaI its dogs are lacing outwards (see Illustration). Oller up Ihe clutCh drum ensuring thai It engages correclly with the oil pump dogs and relit Its needle roller bearing (ZXl t OO cm mod.ls only) lsee Illustration) . Hold Ihe clulCh drum In posilion and slida the clutch drum centre collar, wilh 115 flat surface facing Inwards, along the Input s.IIaft and into lhe clulch drum I _ Illustration). 2 Refit the large plain thrust washer. slide the clutch centre Into place loIowed by the large
pump drivit gear dog •.
40.2b .. ....:I ..fit!he clutc:to centre
4O.2c At the Wlrge washer and , new clutc:to centre nut and tighten it to the spoclfiod torque setting
w8$hf.or (_ Illustnltion). Fit a ' - clutc:to nul and tighten it to the specified torque senlng whilst holding the clutch centre In t~ same mamer as was used d..mg dismantling t_ Ilh.r.Itrations). 3 If ' - dutch plates are to be fitted, apply. coating 01 oil to their surfaces 10 prevent sellure. Fit the clutch plates alternately, starting with a Iriction plate, noting that t~ last friction plate must be fined with Its tangs In the sma ller Slots 01 the clutch drum (see Illustrationl. Note on models where t ~ grooves in the friction plates are cut diagonally, as opposed to straight, IICf'OH tht fricllon malenal, they must be inst,lled as shown 1_ ~Iu$trationl • • 01"1 ZX900 models insen the pushrod Into the cent.. 01 the Input shah that its Itat end Is lacing outwards . 01"1 ZXl000 and Z)(1100 C/O models apply a amaI amount 01 rnoIybderH.m-disullide grease to the InI"Ier end 01 the mllSt-room headed pushrod and Insert It Inlo the Inpul shaft (see Iliultrationl. Relit the needle roller bearing to the pushrod followed by the thrust washer and cup (IH lIIustrationsl . On all models ensure Ihe poshrod Is In the fully retracted posjtlon and fit the clutch pressure plate (see illustration). Relit tile clutch springs and bolts, tiQhtening Ihem evenly and progressively to their ~ torque setting tsee illustrations). II necessary. relit Ihe right·nand crankcase coyw as desaibed In Section 41 .
enwnno
40.3a Lest clutch frictlon plate must be Installed wtth It, LIng In the small« slots In !he clutc:to drum
40.3*' Whefe clutc:to rnction piat.. have dla~1 Ot'OOYH, install as shown
40." On ZXl 000 and ZXl100 C/O models refit the puthrod .
40.4b .. loIlowed by the needle toler burlng, plain ttvust w.w- .
40.4c .. and cup
Engine, clutch and gearbox 2-39
41 Alttmatorlstarter clutch mve components - refitting Relit tile cush drive I'\Ibbers to the outer I and insert the In....r
fro.... ~'"~ ,."a"ensuring the rubbers I position (aee illustration). Fit the rush (!riVe assembly and the sprocket to the driYt chain. Oller up the assembly to the qIIe unil and slide the cush drtve and lPocket onto their splined shafts IIP"I.IIt...ously t.ee IIluatratlon). Relit the I'NIning nut and wll$her to the cush drive NIt IIIId the bolt and lIat wasn.r 10 lhe CJrioshatt (see "Iustrallans). TIghten both to fleir specWied torque iI-I:Itlings wh ilst holding Ihtrush drr.e couptlng with the special tool . 2 FIeI~ the chaJn guide over its locati ng stud II1d '-1 the collar and was.hef in the guide r- IIlustratlona) . Apply s thread-locking compoond to Ule chain guide retaining boI1 II1d t9lIa'l it !WICUfety (see illustration). 3 Co:mprese !he tensioner blade and lock up ... 1InSioner by pushing up Its locking plate. StIck the flat washer (whfl<e fitted) to tile upper tensioner bolt hole on the crsnkcase IISIIl\l • smear of grease (see Illustrallon). Appty a few drops of thread·tocklng w:npOUnd to the tension ... mounting bolla tnd Offt< up the hlnsioner to the crallkcase
.....
4t .2a Fit the chain guide over Its locating
41.1a Fit tush drfoIe rubbers and r aaasemble the coupling
41.1c Relit the Ilut and washer which retains the coupling •.
41.2b .. renl its coltar .
41.1b F"rt the drfoIe
~ket
and coupling
to the chain and Install a. an assembly
4t .ld .. and the bolt and washer which retain the sprocket and tighten both to their specified torque settlnga
41 .2c ... wast.. and bolt - appty threadlocking compound to tha bolt and lighten it securely
2- 40 Engine, clutch and gearbox
Ie<:kin g plate
41.4<1 On 2Xl000 B and 2Xll00 C/O apply silicone sealant as describe-\:! in text before fitling new gasket
41.40 Apply Ihread.!e<: king compound to the four front casing bolts
(see illustration). Refit the mounting bolts. Msuring the top bolt passes through the washer (where filled), and tighten them securely. Release the tensioner blade by pu lling down on the locking p late (see illustration). 4 Ensure the mating surfaces o f the clutch cover and crankcase are ctean and dry. On ZX t OOO B and ZXttOO C/O models apply a smear 01 sHk:ooe sealant 10 the cran kcase skle of the clutch gasket surface to cover the area which is approxlm at~y 3.5 mm each side 01 the crankcase mating points (SfIfI illustration) On all models l it a new gasket. usJng a smear
of grease to ~d ~ in pla<:e if necessary. and offer up the righi-hand crankcase cover. Apply thresd-Iock ing compound to the four front cover retaining I>o~s (see Illustration) and refit alilhe cover bolls along with any relevant hose guides. Tighten all the c rankcase COver retaining bolts securely.
42 Pistons, cylinder block and head - refitting 1 Refit the rings to the pistoos using the method emptoyed 00 d~lIi ng and position them as f~lows. The ~I expander ~ng is fitted firsl and pos it ioned so that its ends bull together at the back of the pistoo . The side rails side of the ~I expander are then fitted 00 ring. Pos~ion the side rails so that the end of one rail is approximately 30 - 40' from the front
eacn
of the piston on one side. and the end gap ~ the other rail is 30 - 40' from the front 01 the pistoo on the opposite side (see mustratlon). The second compression ring will have one surface mar\l.ed 2N. this must be fitted with the 2 N marf\ facing upwards and with ils end gap at the back of the piston (SfIfI illustration). On ZX1000 and ZXl100 C/O models the top compression ring will have an N mark on its upper surface and must be fitted accordingly On ZX900 models the top ring is not marked and when new can be fitted either way However, rt an ok! ring is being re-used it m.JSI be refitted the original way uP. Ihis being revealed by the wea r marks. On all models positioo th(llop compression ring so lhat Its end gap is al the Imflt of the piston. 2 Check that each piston has one new circlip fitted to ~ and insert the gudgeon pin from the opposite side. If it Is a tight fil . the piston should be warmed as described in Section 9. H the original pistons are being refitted. use lhe marks made on dismantl ing to ensu re that each p iston is refitted to its original bore Lubricale the gudgeon pins. piston bosses and coonecting rod small-ends and lower each piston in tum over its respective rod. Push the gudgeon pin Ihrough both pistoo bosses and the cormecting rod small~. If necessary the pins can be lapped carelu lly into poS ition , USing a hamm.... and su itable drift. whilsl suppofllng the piston and connecting rod. Secure each gudgBOO pin w~h a second new cirdip. ensuring that rt Is correctly seated in ~s groove (see illustrations). Ref~ the two dowels to the cran kcase mouth and stick the base gasket 10 the bottom of the block using a
42.1a Piston nng gap positIons Top comprossion ring Second compression ring Oil expander ring side ralls 4 Oil expander ring
42.28 Ensure pistons ar e fitted with the arrow pointing forward s
Engine, clutch and gearbox 2- 41
42.2b Insert the gudgeon pin into the pistOfl . .
42.2c. . and SKure it with a new clrcilp
42.3 Cylindef' block r efitting can be m ade ea sier b~ supporting the pistons as shown
smear of grease. Remo\l$ any rag used to plug the crankcase mouths 3 Lubricate the pistons and the surface of the
5 Rem tha camchain guide to the front of the block ensuring that its lugs are correctly located In the slots In the block (see illustration) . Rel it the two dowels to the cylinder block and place a new cylinder head gaskel over them (see lIIustretlon). Note - If rhfJ worlr is OOing r;;miOO out with the engine unit In the frame. on ZX900 models It will be necessary to fit the four cylinoor head bolts and washers (numbers 3 to 6 In the /ight8fllng sequence) to the cylinder head beforo fitting the head on the barrels. The same applies on ZXlooo B and ZXll00 C/O models to the left· hand camshillt cap. which along with its dowels and bolts. must also be fittad to the cylinder head prior to installation. The above measures are noc8ssal)' due to the fact that once the cylinder head is installed there Is insufficient clearance ootw&en the cylinder head and the frame to inser! the bolts.
Additionally. on Z)(looo Band ZX 1100 C mOdels the Inlet cam followers (if removad) must also be refitted before the head is inst81led. 6 Lower the cyI>nder head assembly onto the block and refit all the cylinder nead bo its. including the 6 mm boll which SeCureS the cyl inder head to the barrel. and apply mo lybdenum-disulfide grease (ZX900 and ZX1000 A models) or engine all (ZX10OQ B end ZXt tOOC/O models) to eacn side of the washers (see Illustrations). Tne four bolts with flal hexagon heads should be litted to the outer four holes (numbers 7 to 10 in the tightening seque-nce) and the six tapered head bolts In the Inner six ~8$. Not e - On ZX9Q() A' and early A2 models all cylinder head bolts 8t8 of the flat-head 10 mm thread type • it is not possible to replace the Inner bolts with the taper-head" mm type lilted 10 later modeI$
4206b Flat-headed cylinder head bolts ere fitted to the four outer holes ••
42.6c . . and tapered-headed bolts are fitted to the sl. Inner holes
ey1irlder bores with clean engine oil. II is IdvisahIe to enlist the help of an assistant to refit tna block. It also helps to support the base 01 each piston and to pos~ion all pistons at the same heigh t. In the absence of the COIT&ct Kawasaki service tool. this can be achieved us ing two loog wooden dowels or metal bars (see illustration). Take great care 10 avoid damaging the crankcase gasket $lI1are in the process. 4 The cylinder bores ha\l$ a g&n«ous lead·in for the pislons althe bottom. a~nough on a rroiti-cytinder 8flgioe such as this it wwld be In advantage to use the speelal Kawasaki pljtOll ring compressors. In Ihe absence of !!lese it is'possible 10 lead the pistons Into the bores gently. working across from one side to !he other. guiding In one ring at a time whilst >"InUy tapping on the cylinder block. Great Car. has to be taken not to put too much jJ'8SSUre on the piston rings as they are easily tw-oken. The above process takes time and patier.ce and must not be rushed. Once all the PlStoo rings have entered the bore remo~e the pistoo supports and lit lhe base gasket over both the dowel pins. Push the cylinder block down until ~ seats firmly on the base gasket and refit the two block retain ing bolts to the undMside of the block. Tighten the bolts mg.·tight only at this stage. Check that the crankshaft can be rotated smoothly whilst OOId ing the block down and k&eplng the camcnain Qf fitted at this stage) taut.
42.6a .. and lower the cylinder head assembly onto the block
2 - 42 Engine, c lutch and gearbox
42.7a Cylinder head boll tlght."ing sequenc.
42.10 On ZXlOOO B andZXtl00C ID modeIl .-.fit the shim. to the ya/v" using lhe notes made on dismantling
7 Using the lightening sequence, tlghlen the cylinder head boilS 10 tlleir inillal SpeCili&d lorQue sell ing. and then to Ihelr flnal spec;1~ lorQue sening (see illul lrlltlon!. Once .. the cylinder llead bolts have been tightened, tighten the three cylinder h8ad/bIoek rom.inlng bolts to their l.p8CiIiIld torque sellings. 8 On ZXl000 B and ZXl100 C/O models refit the llexible oil pipe which nIlS down the rIt;;lthand sItI8 of the cylinder block to its union on the cylinder head. fit a ~ sealing washer to the union bolt and posibon a MW ooIar behind the bottom union of the pipe. Retilth
42.1b TIght.., cy11.... head bolts to the tpe<:ifo«ltor que setting al described In
tad Po$IIIon a MW sealing w3Sher on each -'de 01 its three unions and refit l hoe union boits. Tlghl 8!1 all the union bolts to the s~ilied torque seilIng and then tight." the 0 11 pipe relall*lg boll S8C\A1y. Using the notes made on dismantling, refit the ojl pipe to the Inside 01 tha cylinder haad. Refit it. union bolts. .,,1IUr!ng IlIat they are corr.ctly positioned. and tighten them to the s~ifi ed torque $&\lIngs. It the 9ngWle unij is In the 'rame re/iI the IWO cylinder head to fr.me mounting bolts. not lorgetting the shim (whera 'iliad) which is lillad betwaen Iha lefl·hand sida 01 the cylinder h&ad and the and tlghleo them to the speciIied torque setting. 10 Finally, on ali models lighten the d rain plugs at the Iront of the block 10 theiI" specified torque setting, and on ZX1000 B and ZXI 100 C/O models refit the shims to their respective valves using the not" made on dismsntllng tor identilicallon I_ illustration!.
nm..
43 Camchain and tensloner
blade - refitting
43.1 a Stick the lam.ioner rea. washer to the crank ....se wiIto II ...... ar of graaH .
43.IC In"'" the
lan~
blade collar .
43.Ib .•. and lower the len~ blade into position Irom top 01 cyllndar head
43.1d .•• and relit the relllining bolt twrvIng tnt eppliod a thread-locki ng compound
1 Stick the camcheh"l tensioner blade raar wesher 10 lhe crenkcese usIng II smear 01 grease {s. . lIIustr,tlon!. Inser1the tensklner blede Into the lop 01 the cylinder haad , towering It down the camchaln tunnel and Into position, and refrt the s~ to the lenstoner blade bolt hole (SH Illustration! . Refit the flat
43.2& Low..- the c.mchain down It"lrough the cytinder head .
Engine, clutch and gearbox 2- 43
u.. erllnkahaft sprocket lind relit the chain guide
oI3.2b " lit It to
44.1. Apply thread-locking eompound to
u.. pulser coil mounting bolts and Install them Iinget".tight
usher to lhe t8Miorler blade retaining bolt ¥Id apply • lew drops 01 Ihread -Iocking «Wnpound to the threads of the bott (see ItoIslrMion), Relil Ihe bolt to Ihe bottom of tilt tensioner bI.de, en-.uring thai II passes Ihruugh tt\41 w.$her positioned between It\4I blade and the easing, .nd tighten it 10 the speodfied lorque setting. 2 Feed Iha eameh.ln down through Iha camehain tunnel and 0~1If Ihe end of Ihe crankshaft (see Iliultratlon). Engage Ihe ct\ain on Ite drive sprockel, refil Ihe metal C<WIId"o8in guide, .nd Ilghlen its IWO retaining boIIs!l8Clllaly (see Iitustllltlon),
44 Ignition rotor components -
refitting I Offer up the pul"r coll(l) and refit the,r ITIOOOIIIlg boItl fingllf-tighl only, having fiB!
tppIied a lew drops 01 Ihread-Iocking compound to their threads (see Illustration). Ref~ the locating pin 01removed) In the end 01
IMcrankshatt end l it the ignition rotor. Ensure 1M rolOf Is litted with Its marked surface IIcin(I OV\wards. Ref~ the rotor retaining bolt *'"Il with the large heJ<89Of1 nut ensuring thai tilt peg in the back 01 the nut locates with the cutout in lhe ignition rotor (see Illustration). T'\tII«I1he Ignhion rotor retainng bolt to the specilIed torque seWng whilst holding Ihe *l/IJ heJ<89Of1 nut to prevent the crankshaft from rotating (see Hlustration),
2 Working as described in Chapter 5, set I.OP the pulser eoillignitlon rotor clearance and I'ghten the pulser coil mounting bolts -",.
45 Camshafts refitting and setting the val'le timing
~ ~
44.1b Fit !he ignition rotor 10 the crankshaft and relit the he:o:agonal nul .nd
... . . I_ t! ;':. I.'.,. . . ...•• y~<,' .",-.>.... -
Wt iI'.~, JlI-oo~1!., i\ ..•-.", .I \0.
'" , ..... .. ..'.
1 It remo~ed, relit Ihe cam followers as follows. Lubricate the cam lotlower shah and followers with clean engine 011 and fil new ().. rings to \he c.m 100Iower shaft relaining bolt., Partially Inllllr1 the cam follower shaft .nd using the nOles made on dismantling, position the left-hand spring and loIlower In the cylinder head. Push Iha cam lollower shaft In unlil it locales wilh tha spring and follower .nd repeat this procedure unt~ BlIthe followers and Iprings are co
II
.:J
•
'II..iii
".1 C T1ghten the rotor retaining bolt 10 !tie ~ torque setting
2 If removed, relit the camshaft sprockets 10 the camshafts. using the noles made on dism.ntling lor guIdance (see Section 6. paragraph 5 of Ihis Chapter). Apply • lew drops of thread-locking compound to the threads of the sprocket mounting bolts and tighten them to the specified torque setting. Hold the camehaln laut and rotal. th. crankshslt until the T 1.4 mark on the Ign~1on rotOl" aligns with the line cast In the crankcase c.slng (see Illustration). 3 To enlllJre correct valve timing it Is essential that Ihe exhaust camshaft is correctly fitted. With the crankshah positioned as de9crlbed .bove en:! !he Iron! of !he carnehain held taut. engage the exhaust camshaft sproekat wilh the camchain and
c:ranbhafllo !he T 1.4 position
2- 44 Engine, clutch and gearbox
4S.~
Hold thelronl 01 the camchllin tItuI aod rallt the .xhausl c:am$h8fl .
4S.3b ... SO thai the EX man. Is level wtth the cylinder I>Nd surface (ZXlOOO B and ZXl100 CID shown)
45.48 Count back the required oumbe!' 01 pin. and relillha Inial camshaft (ZXlOOO II and ZXl100 CID shown).
be between the 30th and 3 1s1 pin •. Count
6 With both camshsfts aacured. racheck l1li valve timing. With the front and top n.oos 01l1li
back lhe requlrad oumbaf of pins from the EX mark and mark Iha correc;t p<)Si\iOrI oItha IN
4S ..a ... so that the IN rnMIo; .. laval with the c:y11odor head s..1ac:e (ZX1000 8 and ZXll00 C/O shown) laval wilh Ike fronl surface of Iha cylloder haad (. . . IflustratlooS) .
mark 00 Ih' camchaln with a spiril-ba$Gd marker. Engage Ike Inlat camshalt sprock, t with the earnchaio. tr1$UI'ing that the IN mark ne)(1 10 Ihe scribed line Is aligned with tke mark 00 the ~mchaln. and rfIf~ lhe camshaft to lhe cylinder haad. Tha IN and EX mark. ne)(\ to th a scrlbacf linas should be In alig nment with tha cylinder head surfac, In IhlS POSitiOn. NOle also Ihe posilion of Ihe sprockel securlr>g bolts as an indication of correc;t aIignmeoI; ItIeae shot*! be as shown lse. illustration). ~e two sets of bOIl holes are drilled In the sproc:ket. the \)()/a 00 the exhausl camshaft wi be In the holes with the cirCIIlllf IUlTOUrId. and !hosa 00 tke Inlat camshaft will be In the ~es with the square
4 Tha poSitioning of the inlet camshaft I.
surrourld.
determined b~ counting Ihe numbe!' of camchaln Ilnkplns belwlM!'l the .for_mentloned EX mark on the a~hausl camshalt sprocket. aod Iha IN mark ne)(1 to the scribed .... 00 the Inlel camshaft aprocIIat 1_ Illustrational. 00 ZX900 and ZXtOOO A models tke IN m.rk should be betwBarl the 35th aod 36lh pill .fter \he EX mark. and on
5
ZXtooo a.rId
ZXI1CIO c/O models"
~Id
ZXl000a _ ZXllOC1C1O _
45.4<: Valva timing maOO I EIIhIIusrcNmhaft
2 !nlefCBlll$hafr
Lubti~te th. camshaft and bearing C
chain taut. and the crank.haft in thoe T I.' position. chec:k lhal lhe scribed lines next to the EX mark 00 the 8I
ulotlaws.
a 00 ZX900 AI
to AS and ZXlOOO A modab l'8IOOVa the cap bolt. At new O-mga 10 boIh the cap bolt and t..,.loner body. Insef! • scrawdriver Inlo tile back of the tenslooer body and lum the ~ in a c:Ioc:kwise dlnlction whilst pushing the pushrod bad< Into Iha taoaioner body unlll Iha and of Ihi pushrod is appro~lmat'l~ 10 mm from thl loner surfaca of the ten.lon.. body. Kettping lhoe s.e.8Wdriver In posItlon. refit the \8I1aiorler aasembl~ to the 80glna unit. ensuring thl arrow cast 00 the I~'" body is pointing
Engine, clutch and gearbox 2- 45
45.5c Camshaft cap bolt tightening nquence ( _ Mlustratlon). Push the tensioner ~ against th_ cylinder block, remove the SCle.,..driv.... and ill mounting bolts frlger-tight Qrloj. Note - ., nopoinr shookithe I!nSioner body be allowed to come away from ~
.,1iI
46..9;1 Fully .elr1oCt the tensloner pushrod IIId ""fit the tenslonet" using • new gasket
llIe cylinder bkx:k. II pressure is released on rile tentJoner It'Id Ills pt.JShed 8way from the ~ must be removed and the w~ insl.l~tion procedure repeatfld. ene. the tension« is correctly lrostalled. tighten its mounting bolts to the SpeCified torque setting. refit !he cap bOIt..-ld lighten it securely. 9 On ZX900 A7-on. ZXlooo B and ZXll00 C/O rnoci&Is remove the cap bolt Irom tile tensloner body and withdraw the spring. Release the tensloner locking mectlanlsm by J)Il lling tile J)Ilil-hrod stopper back towards the tensloner body. and pushing the tensioner pushrod back unl il It Is lully retracted In the tenslooer body. Using a new gasket. ref~ the tensioner to !he ~ block ensuYIg thai the arrow cast on It Is facing upwards; tighten ~s mounting bolts to the specified torque setting (see iIIustr1Itions). Instal the tensioner sprW1Q. ref~ the cap bolt and tighten rt securely. 10 On '" models rotate the crankshaft. lew Umes, using a ring spanner on the large
bIocJI. the
45.10 Apply silicone sealant to the four seml-drcu'ar cutouts In the cylinder heItd
45.8 Ensure ten$iOner is fitted so that the errow on the tensiooer body points upwards hexagon Ignition rotor nut. to settle all the disturbed compon&nts. Check tile v.l~ clearances as described in Chap'''' , and adiust II necessary. Lubricate all bearing surfaces with clean engine 011 and wipe both ttle cylinder head and cover gasket surlaces with a rag moistened in a high Il ash.polnt solvent. E~amlne all the cylinder head cover rubber gaskets for signs of damage. renewing them il necessary. Apply silicone "alant 10 tha surfaces of the fOUf semicircular cutouts In tile cylinder head (see illustration). lI On ZX900 and ZXI 000 A modeis refit the dowels to the cylinder head cover and refit all ttle gasIIets to the cover. Apply a liquid gasket compound to the \ijaSkets to help hold them In pIac" and take great care to ensure that the dowela do not drop out 01 the cover " it Is refitted to the cytindef head (see Inustratlonl.
2.. 46 Engine, clutch and gearbox
On ZXl000 Band ZXll00 C/O mod~S relit the dowels to the cylinder head and lit tha gaskets to tha head. On all models rem the cylinder head cover 10 the engine unll is. . illustration! . F~ the six coyeo- .elalnlng bolts and 011 seal. end tighten them evenly and progressively to their specified torque Mlting 1_ InustnttJon!. 12 On all US models relit the eir suction Ireed) velve assemblies and cover. to the cyHndef head. using new gaskets. and tighten their r&1alnlng screws securely.
46 Refitting the engine/gearbox ~ unit to the frame ~
'"
1 The asslstenee 01 at least one. preferably two. people will be required to lift the engine
46.4 U.. grease to hold new exhaust gaskets In poaItion
back Into the frame. Remove al l traces of corrosiorl Irom the engine mounting bolts IJfId apply a smear 01 grease to their shanks to ease !he task 01 refitting them. 2 Position the ...-.It beneath the frame !hen lift ~ up and ~ it in to position. Secure ~ by inserting both the uPpBf and lower rear mounting bolts. On Z)(tOOO and ZXltOO C/O models relit the Irame cradle, tighten lis retaining bolts to the specified torque setting, ttl.., refit the two Iront eng;ne mounting bo~s. On ZX900 models 111 the two upper engine mounting bolts not lOI"9'3l1ing to rel~ the shim (where fitted) between \he cylinder head and !he left·hand frame mounting. wt,.. refitting !he two rear engine ITlOU'lIing bolts 00 ZXl100 models. install \tie collar on the left-hand side, with Its flanged head facing th' rlghthand side. Clamp the spacer with the Allen screw. noting the torque selling given In lhe Specifications. On al l model' tighten all eng ine mounting bolts to lheir $paCllled torque settings. 3 Connect the starleo- motor lead earth .trap to !he top of the crankcase, and remake the electrical COl"lnee11ons 10 the pulser coIl(.), netJtral switch, s!dfltand swilch and the 011 pressure and ternpefature switches (a. applicable). Relit any cable lies Ihat were removed and refit the wiring to any rel .... ant guide hook' or clamps. On ZX900 model., rafit the Ignition HT coils and reconnect the low tension leads conectly, using the marir.s made 00 dismantling. On ZXtOOO and ZXl100 C/O models .em the air baffle plate in Iron! Q/
o
mo."' ••• ,
the cylinder head cover. On all lhe $\Ippres$OI" caps to lhe sparl< plugs ~ the numbers on the HT leads to en$\lr8 IhII !hey are litted COITectty. • Place new e~hault gaakatl In the ports, using a dab Q/ gr_ to SlICk them io pi-. lsee Mluatration). Refit the eKhaust system. follows. noting that on ZX900 models tht exhaust pipes and lront fairing bracket must be refilled together. 5 On ZXl000 B models join the left and r'9It sections of \he exhaust system ~I separated). then on all modeis offer up the emaust pipes II \he ~nder head (see I.... tration! . Push !hi pipes into the ports and hold them Itl«e wI* an assislant lilts up the rear Q/ the exhausl system and inserts !he rur exhaust or IiIIInc8 mounting boIt(.) (as applicable) (_ Ilustration!. TIghten the boII(a) finger-tight onty at this stage. Relit the exhaust mounting clamps and the eight mounting nut, (_ illustration). Tighten the front e~haust mounting nulS evenly end securely and ther1 lighten the rear e~haust or lIileocer moontJng boII(s). On ZX900 and ZXl000 A models re&: both the let! and right-haod siIeocers IWld lighten their mounting bolls and clams&eCU"8Iy. On ZXll00 C/O models refit the rtgt. hand sileoceo-. pOSitioning lhe exhaust claJl1) as shown (see " lu&tr8l100) , and then lightlr1 both the mounting bOIls and clamp securely On ZXl000 B models tighten the e~h aust clamp which sacuret the left and right-hand sections Q/ the eXhalla! system together. On ZX900 models rem \tie !ower fairing bracklll.
Engine, clutch and gearbox 2- 47
a,
tIIrnp mUSI be posltlooed shown, appro~lm alely 45· 10 II'1II raar
usI1\l the marks made on dismanlllng for pja'lce. WId lighten both the lower lind front IImg tncket ITIOl.ntng boIts~. , 0.. .. mo
.tt.e chain and refit il to Ihe splines on
tha
~ shaft. Inspect the tab washer, II II Is WAkened due to repeated bending ollis tab
_ ~ ( _ the note below concerning the ZXll 00 C/O model). Relit the sprocket ret~lfIlng nut and tighten It 10 the specified IOrq.... seni ng whilst applying the rea r brske MId to prevent the sprocket from rotating ~ In gear /IIld rear wheel touctllng flllI"oond). Using Slip-joint pliers tlaU8f1 a ..:bOn 01 the tab washer against one 01 the 1m of the nut I' " inustralion). Adjust lhe oti¥t dIaln tension as described In Routine uantenance. Note - A modified lab w 8$hM _ rnroduced for all ZXIIOO C/D models In "'. 1m. It can be Identified by lis shaped
convex cross-sac/Ion; refer to a I(aw,sal!i dealer for details. Kawasaki advise hit whet! fitling the new washer, the nut also !It 18MWed, and that a light coating of oil Is IP(*d to ftle shift IIvNds and bolll sid$! of ;. nshtr. A MCIion 01 ftle washer should be fIIrened fully against one of thfI nut ~IS /0 ~ and
bm a 90" anpIe. 1 Lubricate the clutch pushrod and Insert It I'l1O !he engine ensuring thaI ~s rounded end • lacing outwards (see illu strat ion). Fit the two sprocket casing locating dowels In the ctaIIkcase (If removed) and relit th e casing Gel! 1_ lIIuIWotlonS). Fit a new insulating gIIIkeI to the slaW! cyllndef, push ~s piston In
46.1b Refil ll'lll dowell to the crankca.. . ll$ 1M as possible with hand pressure end Inllall the sllye cylinder in the sprocket casing. Relit the three retaining boilS and tigh ten these and thl sprocket cuing mounting bolts securely. Ensurll thaI the clutch hydraulic hOSIl and metal p<pa are secured by the clamps provided. Operatll lhe clutch lever to bring the p<stoo into COfltaCt with the pushrod; If \here Is evidence of air In the system It must be bled as dll$(:ribed In Chapter 7. SectIon 13. Using the marks made 00 dismantling. refit the gearchanga linkage 0<1 to its shaft and tighten its pinch bolt securely (see illustration). 8 On ZX900 and Z)(IOOO A models. Prlstall the air Iilter housing and fII lts mounting bolt(_) finger-light only. On al l models refit the cart:ourettOl'S as desctIbad In Chapter 4. Once refitted. check the throttle and choke u.ble
46.7e .. and relit II'1II Iprocket casing to the engine unit lTeepIay as cJascribed In Chapter 1 and adjuIt ~ necessary. On US models refit an dean air and IImission control system compon8f1ts, referring to Chapter 4 for lurtller information . On all Z)(11 00 C/O ~s fit !tle front s.ectloo of the air fil tllr housing not forgetting \0 connect the yeot hose to the carburetlQ(S and to fit the shouldered spacer behind the front housing mounting bolt (see Illustration) . On ,II models tighteo an distUrbed components -",. 9 Ref~ the radiator and cooting fan assembly, and the waler pump. Fitl the cooling system as described In Chapter 3. Offer up the 011 cooler assllmbly and tighten its mounting bolts securely . Routa the 011 hoses correctly. using the n011l1 made 0<1 dismantling. and posilion a new sealing wasller 00 both sides of each hose union (see Nlultratlon). Refit the
2- 48 Engine, clutc h and gearbox 3 Check the engine lor blowing gaskets and oil leaks. 8elora using the machine on the aI the gears saIecI property, and that the controls function COIT8CtIy. 4 Before the engine WIllTTl5 the balancer shah musl be adjusled. SIBI1 the engine and allow It lo~. Slacken the balancer shaft pinch bolt and uslng a Ilat-bladed screwdriver tum the balancer shaft anti-clockwise until tile balancer gaar starts to make a noise (sae Illustration). Then tum tha shah back slowly In a Clockwise diraction unti l the noise stops. Tighten the pinch bolt securety wh lJsI holding the balancer IJhah In positk>n. 5 Warm the engina up to normal operating temperature and thoroughly check lor any ~ or coolant leaks. If no leaks are preseot chacll both the oil and coolant levels as described In 'Dally (pre-risa) checks' at the beginning 01 this Manuat and top up as necessary. Do not lorget to check thesa both before and after the machine has beoen for a run. Relit the fa!mg as described in Chapter 6 and make a final oh&ek that all disturbed components have been s&euraly lightened belore taking the machine on the road.
road, chad< that
47 .4 Adjusting the balancer shaft
uniofI bolls and tighten them to their specified torque settIngS.
10 Reconnect tha ballBfY. ramambering to connect the negatlva terminal last. Refit the fuaI tank as described __ Chapter 4. Working as described in Chapter t, fil a new oillilter element and add the reQUired amooot of oil to the engine, Sa p!'8p8fedto top up the ~ once the engina has been run as Iha lavel will drop as soon as tha oil begins to circulate_ Do not refit t he fairing unlll Iha ef1gina has boon run and the balancer shaft adjusted as described in the following Sec::tlon.
48 Taking the rebuilt machine on the road
47 Starting and running the rebuilt engine 1 Nry rebuilt machine win need tima to settle down, even if pQrts have been re'"tted in their
t Attempt 10 ,\all the angln8 using the usual proced .... adopted for a cold engine. Do not be disillusioned If thera is no sign of life initially, espe.;:lally on ZXtOOO 8 and ZX1100 C/O models where dua to tha nature of the fuel system II can taka anything up to 30 secoods of lurnlng the anglne over just to re/ill the carburettors w~h lu.1. A certain amount of perseverarlea may prove n.eeessary to coax the engine Into activity even if new partS haYtI not bear! filled. Should the engine persist in not ,laIting, check that the sparl<. plugs haYtI not becoma fouled by tha oil used during reassembly. failing this go through tha fault diagnosis MClion and work out what the fautt
ismethodicalty.
2 Whar> the engine does slart, keap it running as slowly as posslbla to allow tha oil to circulate , Tha 011 prassure warning light should 00 out almostlmmecllatety the angine has start ed, although In c.rtain Inslances a v8f)' short delay can occur whilst lhe oilways liII and the pressure builds up. If the light does not go out tha engina should be stoppgd belore damage can occur, and the cause determined. Open the choka as soon as the engine will run without It. During tha Initial running, a certain amount of smoke may be in evidence due to the oil used in the raassembty sequenca being burnt awsy. The resulting smoke should I1lKfuaIy subside.
original order. for this reason it is highly advisable to treat the machine gently lor the Ilrst lew miles to ensure oil has circulated throughout tha lUbrication system and Ihal new paris filled have begun to bed down. 2 Even greater care is necessary If lhe engine has been reborad Of If a rl8W crankshaft has been lilted. In lhe case 01 a rabore, the engine will have to be run in again, as if the machine were new. This maans greater usa of the geartlox and a restraining hand on the !tYon\e until at least 500 miles have been coverad . There Is no point In keeping to any set speed Umlt; the main raqulf1llT*1t Is to keep a light loading on the engine and to gradually wOO< up perfOfmance until the 500 mila mark Is reached. Thesa recommendations can be lessened to an eKtenl when only a new crankshaft Is filled. EKperience is tha best guide slnc. It Is easy to tell when an engine Is runnlng'reely, 3 If at any lime a lubrication failurE! Is suspected, stop the engine immediately and Investigate the cause. If an engina Is run witholll oIl, ....en for a short period, Irreparable engine damage Is Inevitable. 4 When the englna has cooled down completely after the initial run , r&eneek the various settings, especially tha valva ctesrances. [).Jr1ng the run most of the engine oomponenl$ will have settled into their normal
working locations. Check tha various 01 levels. particularly that 01 the engine as h rTIiJ have dropped slightly now thai the val"l
49 Engine - compression lest
1 A good Indicatioo 0 1 the englna's condit~ can be gained by carrying out a compreMkln test. A compression gauge will be raqulrer:!. together with a suitable adaplOf. Nota thlt I gau.ge, adaptOf and sealing gasket can bI obtained lor this purposa from Kawasakl
........
2 Check the valva ctearances as described i:'1
Chapter
t.
3 Run tha angine unlil II reaches nOl1Tlll operating temperature, than stop 1\ and remove all four spark plugs. Refit the ptugs iI the ptug caps and arrange the plug electrodM so thai their metal bodies are ear1htd (grounded) 10 Ihe cylinder head; this wjl prevent damage to the Ign~lon system as the eng ine Is spun over. On ZX900 models, It wi be necessary 10 remove the ignition HT cols; reconnect tha ear1h (ground) wire to the rearmost of the coil mountings on the Iramt, using a suitable nut and bolt. Install the compression gauge in one 01 the spark plug holes and as II precaution against the risk d lire, plug the other three holes with a small wad of rag, 4 Open the throllie fully and spin the engn over on the starter motor until Iha highe$l gaLiga reading is recorded. Aftef one or two revolutions lhe pressure should bu~d up to a maximum figure and then stabil ise. Take. note of the reading and lhen repeat the test 00 the three remain ing cylinders. S The correct pressures are given In th. Speclrications. II the results fall wi thin th" range and all are relatNeiy equal, the engine .. In good condition. If tllere Is a marked discrepancy between Ille readings, or if the readings are lower than spacified. axamlnatlon of tha top end components should be made. 6 Low compression pressure may be due 10 worn cylinder bores, pistons or rings, faIU"e 01 the cylinder head gasket, worn v~ seats, Of poor val~a seating. To distinguish between cyllnder/plstoo wear and valve leakage, pour. small quantity of oil into the bore to temporarily seal the pistoo ringS. then carry out the abo... comprasslon tests. II the readings show a notlceabje Increase this confirms that the cylinder bOfa, piston or rings are worn , II, however, no change Is indicated, the cylin
Specifications Coolant Mixture type Standard recommended mixture ratio down to _35°C (-31 °F)
Total capacity of system: ZX900 models ...... . ...... . ZXl 000 models .................... . ZXl 100 CIO models .........•
Oistilled water, and corrosion-inhibited ethylene-glycol antifreeze suitable for use in aluminium engines 50% antifreeze/50% distilled water 2.9 lit (5.1 Imp pt, 3.0 US qt)
3.1 lit (5.5 Imp pt, 3.2 US qt) 2.5 lit (4.4 Imp pt, 2.6 US qt)
Thermostat Valve opening temperature: ZX1000 B UK models All other models ..
......... .
. ..........• . • .
Valve lift 0 95°C (203 c F)
69 • 73°e (156 - 163°F) 80 - 84°e (176 - 183°F) More than 8 mm (0.31 in)
Radiator Gap valv8 opening pressure: ZX900 and ZX 1000 A models ..... . .. . • . . ZX1QOO Band ZXl100 C/O models
Torque settings Coolant drain plug: ZXl100 0 models. Othermodels Cooling fan switch unit; ZX900 and ZXl 000 A models .. ZXH)()() 8 and ZXll00 C/O models
0.75 - 1.05 kglCffi2 (11 - 15 ps~ 0.95 - 1.25 kglcm 2 (14 - 18 psi) k gf m
Ibfft
1.0 0.8
6.0
7.0
0.75 1.8
5.5
0.8 1.5 0.8
6.0
1.0
7.0
13.0
Temperature sender unit: ZX900 and ZXl000 A models. ZXl000 B and ZXl1 00 C/O models .......... . Themlostat housing bleed valv9 . .. ....... • . • . • ..•• •• ••• • • .
11.0
6.0
Waler pump mounting bolts: ZXl 100 C/O models Other models
Not available
3 -2 Cooling system
1 General description
The cooling system uses a water/antifrl!
downt uoos to take maximum advantage of the passing alrllow. The coolant then tlows across th e radiator core. down to the waler pump and back up to the 8!1gine where the cycle Os repeated (see illustration) A thermostat is fitted In the system to prevent the coolant flowing through the radiator when the engine Is cold. therefore accelerating the speed at which the engine reaches normal operating temperature. A thermostatical~ conlroHed cooling fan Is also fitted to aid cooli"ll in exlreme condilions. On most UK models the coolant Is also used to warm Iha carburellor bodies via sn arrangement of small hoses. The coolan t
travels from the rear of the cylinder block. through a filter, through the carnureltor cast ings and then rejoins Ihe main cooling system at the water pump. A check valve is fitted above the water pump to ensure the correct flow 01 coolant. The complele cooling system Is partial!)' sealed and pressurised, the pressure being conlrolled by a valve contained In the springloaded rad iator cap. The overllow pipe from the radiator is connected to an expansion lank inlo which excess coolant Is expelled under pressure. The discharged coolant automalical~ retums 10 tM radiator when Itle engine cools.
,-----,
I
I
/
I
I
If
/ tCh~
V'!I )
""'A(
I
/
/
/
I P I l ,d .. I ,,
..
1II/ 0 0 (
, I
@
,, I
L_~_J
1.1a Cooling aystem components - ZX900 models 1 Radiator 10 Earth wire 17 Water pump cover 24 Radiatorcap assembly 2 Bolt - 20ft I I Franl coolant pipe 18 Blood bolt 25 Fille,cap to radiator 3 SP/lCflf' - 2 oft 12 Water pump to cylinder 19 Se8ling washer hose 4 Mounting rvbber _ 2 oft 20 Lower hose 26 EJlpansion tank hose 5 Fan switch 13 Water pump to cylinder 21 Lower metal pipe 27 Upperhose HM metal pipe 22 Carburet/or warmer 28 Them70stat cover 7 Bolt-30ft 14 Drain plug pipe check valve 29 Tnetmostet 8 Radiiltorguard 15 &Jeling washer aSMmbly , 30 Temperature sensor 9 Bolt - 4 off 16 Walerpump 23 Lowerhose switch
31 Fenswitch 32 Blood velve 33 Them10stat housing
34 Roor coolant pipe
35 Carburettor wanner pipe filter assembly , , UK models only
Cooling system 3- 3
....""
1.1b COOling system components - ZX1000 A models
10 Filii If 8011 - 3 off Bdr-2off Sp«;er - 2 off 12 Nut - 3 off Mou!'Itmg rubber - 4 off 13 F0dialor /0 ~IIII Ftlil switch RMJ/3tor guard 14 Thermostllt hOU$InfJ 15 Tampenlluresensor Sol! - 4 off ~wltdl NvI-40ff 9 Mounting rubber - 2 off
""'"
16 Thermosllll
23 Wllterpomplocy/inder meltJl pipe 24 ar.Jn plug Uppet"f1OSll 25 SNIing WIISher ~tor Up 1Issemb/y 26 WilIer pump Fronl cooMnt pipe 27 WilIer pump cover Waler pump 10 cylind8r 28 ~ boll hose 29 Sealing wllSl!er
17 Themlosllll COVlIf' 18
19 20 21 22
8JetKI......
30 Lower hose 31 Carbunl/lor WIltmet'
-'
pipe~"""
32 R&ar c:oo/a
3- 4 Cooling system
1.1c Cooling system components - ZX1100 C models (ZX1000 B similar)
1 2 3 4
5 I> 7 8 9
-
10 Nuf-30ff Radiator BoIt-2off FfOfIt coolant pipe Spacer - 2 off 12 Water pump to cylinder Mounting rubber - 3 off 13 Water pump to cylinder Radiator guard SCrew-40ff meta/pipe 14 {)mjn plug Fanswilch Fan 15 Sealing washer 8oI/-30ff
"
15 17 18 19 20 21
Water pump cover Water pump 8leedbolt Sealing washer Lower mela/ pipe Carburettor wwmer pipe check valve
'-'
22 Lower hose
23 Expansion tank 24 Thennostet housing 25 Temperature sensor switch 26 Bleed valve 27 Thermostat 28 Thennostal cover/filler
-
29 Radiator cap 30 Radiator to thermostat
U_ _
"
32 Upper metal pipe 33 Carburettor warmer pipe filter assembly ,
~,
' UK models only
Note: carburet/or warmer pipe assembly difflfflXl slightly on UK ZXIOOO 81 model. The filter a5SlJffibly (item 33) was taken off the housing (item 24). and the check valve shown In iram 21 was omittoo.
thermostat
Cooling system 3- 5
1.1d Cooling system components· ZXl 100 0 models I Radiator 2 Belt - 2 off 3 ~-2off 4 Mounring II.IbbtJ, - 2 off
5
~ rorgtNUd
5 Screw-40ff 7Nul-70ff B Mounting IIJbber 9 FtIIl switch
10 Fan
"
BoIt - 3 off
12 FtOntcool8fl1 pipe 13 Lowerhose 14 Lo_ mer31 pipe 15 Dmin p/<Jg 15 Sealing washer
"
...
18 O-rings
191nwl8l0t3 20 WilIer pump 2 I Air bleed boIf 22 O-ring 23 WIII8r pump COV8f" 24 [)rein plug 25 Sealinp WIISI!er 26 Wllt8rPUmp 10 cylinder mettll pipe
27 WlllerpumplOcy/irI(J&r 33 BIeed....aVe hose
28 Catbt/lenor warmer pipe ched< ....aVe assembly - UK only
29 ExPlt£lsion lank 30 Pressure cap neck
3 r ThernIostal 32 11l8rmo$tat ~
34 TempenllINe sensa
" " """' ,,--
36 Upper met31 pipe 37 CilrtxJreltorwarmer pipe filter lISSembIy-
UK"""
3- 6 Cooling system manufacturer of the lIushing agent wi ll giVi! instructions on the quantity of lIushing agen1 to be used. 3 Run the oogine for ten minutes at normal operating and then drain the system. Repeal the procedure twice and then again using onty clean cold wate<. Finally refi ll the system as described In the following Sectioo.
4 Cooling system - fi lling
~
~
~ 2.5 Coolant e~panslon tank mountings (arrows) - ZXl100 0
2 Cooling system - draining
~
~
~ Note: to avoid the risk of perwnallnjury such as scalding, the cooling system should only be drained when the engine Bnd r;oo/ing sY"tem are cok:i. Coolant will a/tad.. painted surfll{;es; wash away any spilt coolant Immadiately with fresh water.
1 P>ar;e the mar;hlne on its centre staOO 011 a level surlace_ To gain aullSs to the radiator cap on ZX900 mode ls, remOve the seat, sidepanels aOO the fuel tank mounting bolts. Move the fuel tank backwards, not ing that it Is not necessary to disconnect or remove It. On ZX 1000 A models remove the Inner fairing section, as describM in Chapter 6. On ZXlooo B aOO ZXl100 C/O models, remove the two bott~ which retain the small cove.- to the r;ght-hand innef fairing sectkln and lift the cover away from the machine. 2 II the engine Is cold remove the cap by turn ing it In an anti-clockwise direction. 11 the engine is st il l warm place a thick rag over the cap aOO turn ~ slightly until all the prassure in the system has bee.-1 allowed to escape_A rag must be used to prevent escaping steam from scalding t he hands. If the cap Is removed suddenly. the drop In pressure could aJiow the cootant to boil Yiojently and be expelled from the filler necl<, scalding the skin aOO damaging palntwork. Whe re time and circumsta""es parmit it is therelore strongly recommended that a hot eng ine is allowM to cool before the cap is removed. 3 Remove the lower fairing section as described in Chapter 6 and place a su itably sized container underneath the dra in plug, located at the bottom 01 the lett -hand engine coolant pipe (see illustration) . If the coolant is to be ra-used, OOSure that it is drained into a clean non -metallic conta iner. Unscrew the drain plug and allow the cootant to drain fully into the con tainer. Once drained. refit the drain plug and tighten it to the specified torque setting. If damaged , the drain plug sealing washer must be renewM. 4 Complete draining of the system will require that the cylinder block drain plugs be
removed to allow the escape of reS idual coolant from the engine castings. These drain plugs are situated on the front Mge of the block, although note that acr;ess to them may be rathe r limited. Have ready II suitable container to catch the escaping coolant as the piugs are unscrewed. If damaged, renew the drain plug sealing washers and tighten the plugs securely. 5 11 necessary the expansion tank can also be drained. On ZX900 and ZXl000 A models this can be achieved by simply rtKTlO\ling the tank mounting bolts and tipping Its contents out. On ZX I 000 B and lX l t 00 C disconnect the pipe from the union at the base of t he tank and allow the contents to drain into a witable container. On ZXl000 8 models to do this ~ is necessary to remOve the right-hand middle fairing sectkln. as described in Chapter 6. On lXl 100 0 models the seat and tail sect ion must be removed to gain access to the expansion tank. To drain the e~pansion tank, remove its two mounting bo~s and Invert the tank to expel the comant (see illustration), 6 The manufacturer recommends that the coolant is changed at r&gular intervals (soo Chapter 1).
3 Cooling system - fl ushi ng
~
~
~ 1 After e~t ended service the cool ing system will slowly lose efficiency, due to the build-up 01 scal e, depos its from the water and other foreign matltH" which will adtlere to the intemal surfaces of the radiator and coolant passages_ This condition will worsen il disti l ~ water has not bee.-1 used at ail times. Removal of the deposits can be carriM out easily using a su itable flushing agent in the following manner. 2 Drain the system as described In the previous Sectioo. Relit the draln plug and relill the system wiltl clean water and the specified amount of fl ushing agen t. Any proprietary flushing agent can be used in either liquid or dry form , providing ~ is recommended lor use in aluminium eng ines. Never use II compound suitable lor iron engines liS it will react violently with the aluminium IIlloy. The
Note: to avoid the risl< of ~ injury well as scalding, the CQO/ing system should onty be drained when the engine and cooling system alll cold. Coolant wiN attack painted surlaces; wash away any spilt coolant immediately wltIr fresh water. 1 Belore tilling the system first checl< .1hat the drain plugs have bee.-1 fitted and tightened to the specifiM torque setting (where given) Check that all coolant pipes and hoses are COfTectly fftted and held secu rely by t~ r hose clips. 2 The recommer.ded mixture of coolant given in the Specifications will give protection against the coolant freezing in temperature$ of down \0 -35' C {-31 ' F}. To give adequate protection aga inst wiOO chili tactorn and oths va ri ables, the coolant shOUld always be prepa red for temperatures 5' C (9' F} lower than the lowest anticipated temperature. 3 Use only good quality antifreeze of the type speclflM, never use an atcohol based antifreeze . In view 01 the small quant ities used, always use disti lled water and never tap water. Against its extra cost can be set the fact that it will keep the system cleaner aod save the time and effort spent flushing the system that would otherwise be necessal)' with tap water. However, tap water that is known to be soft, or rainwater caught in a non-metalliC container aOO fi ~E!fed before use. may be USM In an emergency. Never use hard tap water as the risk of scale bu ilding up is too great. 4 So that a reserve Is left for subsequent topping up, prepare appro~imat~y 3.5 litres (6.2 Imp pinV3 .7 US Qt) of coolant in a clean non-metallic container. At the standard recommended mixture strength this will mean mixi ng equal quantities of both antifreeze and dist illed water, although adiustments can be made if lower temperatures are expected. 5 Add the cootant via the radiator filler neck. pourlng ~ in slowly to reduce the amount of air which w il l be trapped In the system. Wheo the level is up to the base of the fille r neck, slacken the bleed bolt situated at the top of the water pump housing (see Illustration 7.2b) until coolant starts to trickle slowiy oot of the bolt hole. Once the coolant starts to flow from the hole tighten the bolt securely, and mop up any spi~ coolant. This procedLn bleeds the water pump of air. Top up tm. radiator if necessary. to the base of the filler
Cooling system 3- 7 nICk. A further bleed bolt is situated on the Itlennostat housing, in the lorm 01 a bteed nlYe, Slacken the bleed valve and allow coolant to Ilow Irom the valva whilst adding cooIanl lila the liller neck, When the /low 0 1 oootant is Ifee 01 air DubbIae, tighten the bleed VIIve 10 lhe apecifoed torque setting. Check tt.l1toe cooIaroI kweI is toppacl up 10 the bas. (If 1ht Iller ned< and refit ItIe radiator cap. 1'". hi expansion tank to ~s upper level line and rIfi1ltle ellPllnsion tank cap. S Start the eng if1(l and allow It to id le until II reaches norma l operating temperature and hi cooling fan comes on. Stop the engine at Ihs poInl and allow ~ to coot When Ihe ~"cooI chec:I< the level in the ellPllflSlon
-.
tri. sa described in 'DeIly ~ride) ~' II lilt bregiMing of INs Mano.>al and top up if
7 When the machine haa been t1dd8f1 for the ,"lllme after relilling. allow the engine to ccoI down and check the level at the radiator . . cap 10 ensure !hat no lurther pockets of • Nve been expelled , topping up if ~. All &ubseqUllllI cOackI 01 the level 11th' recommended maintenance inlervals 3IIou4d be checked at the expanaOn tank. as 6nct1bed in 'Daily (pre-ride) checks' at the bIgrV'ing 01 this Manual.
Radiator - removal, cleaning, examination and refi!1ing
~
... ~
I f>.ernoo<e the l a.1!1ng as dasct1bed in Chapter 5. On ZXl OOCI B and ZX 11 00 C/O models ~ is tI$O I'I.c8U3IV to remov8 thao fuel tank as ~ In Chapter • . Note: on llII models II>e rooting fan and switch ara ConIHKtad dire<:tIy to the bartetY, enabling the fan to ~re wlrh the Ignition switched of{. Rx IhI! fNSOfl ensure l/lal the engiM is cold before lllempting to remove the radiator and
dlhsChapter. 3 Slaelc8l1 the hOSfI clamps on both the lower m upper radiator hoS8!l and disconnect the
5.38 Slacken the ciampi! and remo ... bolt! the upper •• ,
5.30 .. end 10_ radiator hoses
hoees from the ...:Iiator ( _ Wlustratlona), On ZX900 models remove Ihe mounting botts lrom the lower lalring mounting bracket and push the bracket downwards to diS8f\gage ~ from the peg on the bottom oIlhe radilltor. On ZXIClOO-A models remove the rrooo.-.\Ing bolts from bolh lhe 011 cooler and lIS mounllng bracket, and push tna oil cooter mounting bnIcket dear oIlhe radiator. Tle the 011 cooler to the Irame to avoid piaciog any slrairl on its hoses. On ZXtOOO and ZXll00 CfO modets dlscormect both the horns and remove them along with theV mounting brackets. Each hom bnlc:kal: Is retained by a airlgIe mounting bo\I.. .. On all modals, remove the radiator mounting bo~s and dlscoonect the cooling fan and switch electrical connectors (aee lItu tlr ation s' . On ZX900 and ZXtOOO A models nOle that 11 will not be poulbte to disconnect Ihese until the radiator Is partially remove<:!. The radiator can then be caratutly manoeuvred out of position. If necessary IIWI radiator and oooIing Ian can be separated by rarnoviog IIWIIhrea bolts which secure !he fan to the back of the radiator. S Remollit any obstructions Irom the radiator matrix using compresSed air from behind. To preYerlt the radialor _ !rom being dMIaOId keep the ... jaI p8fp1IfIdicuIar to tile radiator end at teest 20 i'lches ~ from the racIalor core. The conglomenllOn 01 moIhs, llies and road dust wtlk:tI usually builds up in the radiator malrix restricls the air flow and _aty reduces the efficierlc)' 01 the coaOng system, 6 The interior of the rlKIiator Is easily cleaned
whilst the radiator Is In position on the machine, using the /lushlng procedure described In Section 3. Additlonal Hushing can be cart1ed out by ptaclng a hose In the radiator fitler, neek and allowing water to flow through for about len minute •. Under no circlm$tanoes should the hoM be c:onr.cIe<:! to the filler neck mechanically as a sudden blockage in the radiator outlet woutd subject the radiator to the full pressure of the mains supply (about 50 psi). The radiator shoutd r.ever be prassurise
3- 8 Cooling system securely. On ZXlooo A models do not forget to refit the cooling fan sw~ch eartlliead to OI"1e of the Ian bolts. Refit the radiator to the mach ine and connect both Ihe cool ing fan and switch leads. Refit the rad iator mounting bolts and tighten tham sacurely. On ZX900 models do not lorget to refit Ihe cooling fan switch earth lead to the top left-hand radiatOf mounting bolt. 11 On ZX900 models reposition the fa iring bracket, ensuring that it locates correctly w~h the peg on the bottom of the radiator, and rem its mounting tdts. On ZXlooo A models refit the oil cooler and bracket ensuring Ihat Ihe bracket locates correctly with the pegs on the bottom of the radiator and those on the oil cooler. On ZXlooo B and ZXl100 C/O models refit the radiator cover. On ZX1000 and ZX1100 C/O models refit the horns and connecl Iheir eleclricslleads . On all models tighten all disturbed nuts and bolts securely. 12 Refit lhe coolant hoses to the radiator and secure them w ith the hose clips. Fill the cooling system as described in Section 4 and rem the fairing.
6 Radiator cap - testing
.
~
~
1 If the valve or valve spring In the rad lator cap Is faulty Ihe pressure in the coo ling system will be reduced, causing the coolant • to boil Over. 2 The only salisfactory way of test ing the radiator cap is to pressure test it. Th is requires special equipment nol normal ly found in the I)ome wor\(shop. The cap should therefore be taken to an aulhori>:ed Kawasaki dealer who will have the necessary equipment available 10 lest It. The only other means of testing the cap is by substitution. 3 1/ the correct equipment Is ava ilable. wet the seal ing surtaces of the cap and mit to the pressure tester. Apply a pressure of 11 - 15 psi (0 .79 - 1.1 kg/em» on ZX900 and ZXlooo A models and 14 - 18 psi (t - 1.25 kg/ cm» on ZX,OOO B and ZX 1 100 C/O models. usually by means of a hand-operated plunger. Never exceed tile upper limit of file specified
7.23 Cooling system hoses are sec ured with clamps.
6.2 Radiator cap can be tested If necessary equipment is available
pressures wilen testing the esp. The pressu re must be held lor a period 016 seconds, during which time It should rema in within the specified limits with no measurable loss. rt the cap is found to be faulty it must be renewed. 4 In addition to pressure testing the cap the same equipment can be ~ to pressutise the cool ing system and check lor leakage of coolant. Remove the radiator cap. check that the coolant level is topped up, and connect the equipment to the fi ller neck. Apply a pressure of no more than 15 psi (1.1 kg/cm2) 01"1 ZX900 and ZXtOOO A models, and 18 psi (t .25 kglcm»01"1 ZXlooo B and ZXll00 C/O ITIOdajs, by means of the hand-operated plunger. Ally leaks should SOOn become apparent. Most leaks will however be readify apparent due to the tell-tale traces of antifreeze left on the components In the immediate area of the leak.
7 Coolant hoses and pipes removal, refitting and checking for leaks
~ ~ ~
1 TIw cool ing system ca n be regarded as a semi-sea led system. the only normal coolant loss being minute amounts through evaporation in the expanslorl tank If. however. significant coolant loss Is experienced, the source of the leak should be prompt ly investigated before engine damage results 2 The radiator Is connected to the engine by various flexib le hoses and met al (see illustrations). The hoses should be
7.2b .•• whilst pipes are retained by bolts (note blaed bolt _ A) .
period;cally Inspected and renewed ~ any sigJl 01 cracking or perishing is discovered. Tile most likely problem area is around the clip6 which secure each hose to its unklns. Another area whict1shoukl be regularty chec ked is the unions between the metal coolant pipes and the eng ine. All these un iOlls are sealed by O-rings wh ich will in time perish and allow coolant to leak. On UK models do not lorget to include the carbiJ reltor warmer hoses wtlM checking the cooling system for leaks. 3 Belore remov ing any of the hoses or coolant pipes dra in the coolant as dsscribeoj in Section 2. To discOl"1nect the hoses, use a screwdriver to slacken the clamps then slid ~ them back along the hose and clear of the union spigot, notirlg that ~ may be ~ to remove the radiato r mountin g bolts, or a~emately the coolant pipe retainir.g bolts. to allow the hose to be removed. The hoses can be wor\(ed off with relative ease when new or slightly warm. usir.g a twisting actkln. Do not. however, attempt to disconnect any pan 01 the system whiist rt Is still hot due to tlw risk 01 per501"1al injury. Nota that the radiator unions and the metal coolant pipes are fragile. Dono! use excessive force wilen Ilrtempring /0 remove the hoses. If a hose proves stubborn, try to release it by rotating it on its union before working it off. If all else fails. cut the hose w ith a sharp knife t hen slit it at eacn union so that it can be peeled off In two pieces. Whilst this is expensive ~ is preferable to buying a new radiator. 4 Serioos leakage will be seff-evklent, lhoug:! slig ht leakage can be difficu lt to spot. It is likely that the lea k will only be apparent when the machine is runn ing and the system is under pressu re , and even then the rate of escape may be such that t he hot coolant evaporates as soon as It reaches the atmosphere, although traces of ant if reeze should reveal the source 01 the leal<.. If not d will be necessary to use the test equipment described in th", previous Section of this Chapter to pressuri se the system when cold and trace the leak. This operation is best entrusted to an authorized Kawasaki dealer who will haye access to the necesS3r"j equipment 5 Other possible SOurces of leakage are the
7.2c . .. and sealed with O-rings
Cooling system 3- 9 Q-rings on the water pump casing and Ihermo$tat houting .nd the water pump's IIIIO;haniclil ",I. TtIe Iliner can easily be dllclced by eXllmlnlng the d"'f\898 hole on !till bottom of the water pump housing as dI!Isaibed In Sectlon 9.
S ~ ~ nare ~ the leak may be due to II broken head gasket, In which case the coolant will be drllwn Into the engine and e;cpelled liS vapour In the exhaust gases. If !lis proves to be lhe caM" will be ne«tSsary to 'amove the cylinder head lor l urther .....Ugallon. 7 When rellt1ing the hoses, Ilrst slide tile clips 0010 the hose lind then work the hose onto its spgots. Do not use II ~t 0' any kind, if II!C'eSSIry the hose c." be SO'Iener1 up by soab'ng If In boiling waler before refiltlng, 1IIhoug/l CIIfII I, obviously neteSSllry to IQMIlt scelding the hands In the proc8SS. When the hOle It relitted rotate it on 11$ sp90ts to settle It lind check Ihal the two ~ts ~ joins are securely fastened $(I ItIat the hose I, correctly positioned before IIding iI1 clips Into plac. lind Tightening them lllCU"eIy. Note tllal on some hoses there is a small white dot or arrow which mUST be Iigned with the mark , usually In the form of a n cast inTO the surfac. of lhe pipe. on the '*
8 Thonnostat ·
removal and testing
IlbnormIIIIy tong time to W/ll1T1 up from cold. It !he performance 01!he thermostal is suspect.
ZX900 models
8 II only the thermoslal is being remoYed. Ihere II no need to dise<.>nnect any of the hoses Of eleclrical COMecIionl. although be prepared fOf II &maR mnount 01 coolant 10M. Remov. the lour screws and separate the thermostlt haUling from Ihe press",r, CliP necII ( _ IMUllnltion). un the thermos'II' out
3 TtIe thermoslat Is situated between the
9 To remove Ihe housing
It !Ihould be removed from the maettine and tesled lIS follows. 2 o..ln !he coolant 11$ described in Section 2 of Ihis ChIIpt....
cylinder head and the carburettors (H. lIIultrellon). Remove the lue! tank III described In Chapter 4, noting th at on US modeIl It Is l iso necessary 10 r&mOye the air suction YIIWS! lind hoses. Remove the cylinder head coYer 11$ 08Scribad in Chapter 2. 4 Slacken the hose clips on each end 01 the upper rlldlator IloH which connecll Ihe thermostat lind radiator. and remove lhe hose. Slacken the ckoke cable adjust... Iocl\nul and rotale the adjuster to obtain the mulmum amount 01 free play possible. Disconnecl Ihe Cllble from the carbureltors and remove the choke cable mounting clamp screw. Oisconnect the wires trom the flln switch lind temperature sensor on the thennoslat body. Remove the mounting boit from the underside 01 the thermostat housing lind withdfllw the thermostat.
ZX1000 and ZX1100 C model.
s The lhermostlll Is iocllled JuSI beneath the ..diltor prassura ClIp I15sembly. To gliin access to the thermoslllt housing 1\ II first necessary 10 _ !he fairing as described in ChIIpter 6.
I The thermoslat remains In the closed posdIOn when !he ..-.gIna" cold, restricTing the ttow aI!he coolanT. end opens t:JiMI when lilt eogine reach" Its normlll operaTing temperature. ThIs eollblee The engine to warm up quickly when II Is cold. If Ihe thermostat ma~ncllonl II will probably remain closed ev$"I when !he engine haS reached Its normal operating temperllture. The flow of the o:IOia'1l witl be Impeded and wiH not be abIa to pass Through Ihe ..dllllor lind consequenTly ItIII engine Temperllture will rise abnoI"mally. CIUSIng the cooIanl to boll over. Alternately the IhermosIllT could remllin open which "MUd melln lhe engine would tllke lin
6 Disconnect the wire from the tempe
ZX1100 D models 7 The thermostaVpreiSSure ClIp usemblyla mounted on a brackel attached to the Iront rIght·nand side oIlhe frame. just to !he rear 01 the lIit Intake duct. Remoye the fairing lor
All model. 10 Slacken the two !Ia"IIWS which retain the thermoslllt hauling cov .... IiI! oft In. cover and remove the thermOSIIII. Examln. II visually before carryi">g out tesls. If ~ flImIIIne open III room temperature it should be dlSClirded. 11 however it appears to be serviceable ~ should be lested lIS loIlowt. 11 Suspend the thermostat by II piece 01 wire In a glllss hellt·proof yessel of cold water. Pilice a thermometer in the waler $(I that Its bulb II close 10 the thermostat (... illustration). Heatlhe water up, noting Ihe temperalure at which the Itlermoslllt begins 10 open lind IIpprOXimalety how much IiI! the YlItve has when It Is fully open. compare the re.ulls oblllined with 111018 given In the Specilications. If the results obtained diHer from !hose specified, !he therrnoItat fTlUIl be
-.
12 If Ihe thermostat Is laulty It CIIn be ramoved and the machine used without it as an emergency measure. Tllk. care when starting lhe mllChlne from cold lIS the wannup will IIIke much longer than UIUIII, and enlure thai II new unit Is filted as soon III possible. 13 The thermostat is refItted by a ....1IfSII1 01 the remoYl1 proced",re, r1(lting that on ZX 1()()() B and ZXll00 C/O rncJde;s wn.r. the lherrnosIal is mounted vertically. ensure lllat
~.
L3 ThermoItat housing • ZX900 mocIeIs
a8 ~UM~. Cllp~
tIOI. I.,. switch", lempet1llture HnSOf" S,
IhemIostel houaIng out... screws IA)
bleed valve C)
oI~lhousing.
completely, dlsconnecl Ihe eleclrlcal connector to the temperature se nsor sw itch, I he eart h wi re. and the main coolanl hose. $Imllllrly, If the pressure cap neck requlrel ramOYIIl, disconnect the reservoir lank hose and main coolant hose.Iollo""9d by the bolts retaining It to 11$ bracket.
a II Thenno$tol openotion test Ensute thermostat (1) i:J ~leIy that it IItId the 1IIetmometar" (Z) do ~ touch sides or bottom of coot.mer ~ end
3- 10 Cooling system
8.1311 On ZXl000 B and ZXll00 CfD models ensure thermostal bypass hole (ftITOwed) Is positioned at the top
8.13b Fit . naw O-ring to them10Stllt housing cover.
8.1le ..• tighten Its retaining scr aws secur ely
the small bypass hole In the thermostat Is posiIioned at the top. R_w both the Q·rir.gs on the th6<mostat housing cover regardlEtSs of their apparent condition (see illustrations). F~I the cooing system as described In Section 4 of this Chapter and refit all disturbed components.
eilher one fall the only sohrtlon Is to renew the complete pump assembly as follows. 3 Drain the cooant as described in Sec!lon 2 01 this ChaptSf. 4 On ZX l 000 and ZXt tOO CJD models remove the Ieft· hand side fairing section. Marking its $haft 1-0 that ~ can be relitted in the same po»iIlon, llac:l
ZXt 100 c/D modeis. remove the bolt whicll retains the met~ pipe to the pump CO\IiIr and pull the pipe clear. On all models release thl bolt which retains ihelnner mfltal coolant pipe and disengage it from the pump housing. Before removing the water pump, place I auitllble container beneath the engirwI to cele/1 any 011 which may be rfllflased wtt.n the ~ Is rernov.d, then release the pump rnountir1 boll • • with
9 Water pump - removal,
examination and refitting
~ ~
1 To pr8Ye<1t the IeaI<.age 01 water or oil from the cooing system to the lubrication system and vice versa, two seals are filted On the pump sllaft. On ZX t OOO B and ZX1100 C/D modeis there Is also a drainage hole situated on the underside of the pump body (see illustration). If either seal fails this hole should allow the coolant or 011 to escape and prevent the oil and coolant miKing. 2 On all models, the seal on the water pump side fa 01 the mect\anIcaI type Which bears on the rearface 01 thto Impeller. The second seal , mounted beIWId the mec::hanK:aI seal, Is of the normal 'leathered' lip type. However. neithet seal Is available at a tepara1e item and should
a.
e
.na
Cooling system 3-" pipes and hoses (as applicable) to the pump. Fill the cooling system as described in Section 4 of this Chapter and top up the oil level as necessary. Refit the clutch puSh rod, ensuring that its rounded end is facing outwards, and refit the sprocket casing and clutch slave cylinder. Refit the gearchange shaft, using the marks made on dismantling and tighten the engine casing, slave cylinder and gearchange pinch bolts securely. Finally refit the lower fairing section and thoroughly check for leaks before taking the machine on the road. 9.6a On refitting, renew the water pump cover O-ring ...
9.6b ... and housing O-ring and ensure that slot in the pump shaft engages w ith the oil pump shaft projection
cannot be repaired. If either seal fails or the impeller is damaged or corroded it must be renewed. Renew all O-rings as a matter of course (see illustrations). 7 The water pump is fitted by a reversal of the removal procedure. When fitting the pump to
the engine unit ensure the slot on the impeller shaft aligns with the projection on the oil pump shaft and that the two components engage correctly. Tighten the pump mounting screws securely (to the specified torque setting where given) and refit the coolant
10 Cooling system electrical components - general The cooling system electrical components can be removed and refitted. and if necessary tested, as described in the relevant Sections of Chapter 8.
Specifications Fuel tank capacity ZX900 models: Overall . Reserve ZXl000 A models: Overall ............... . Reserve ... ZXl000 B models:
Overall Reserve . ZXl100 C models · overall ZXl100 D models: Overall
Reserve . .
.
. . . . .. . .. . .
Litre
Imp gat
USgsl
22 .0 4.4
4.85 0.97
5.8 1.2
21 .0 3.0
4.63 0.66
5.5 0.8
22.0 4.0 21.0
4.85 0.88 4.63
5.8 1.1 5.5
24.0 6.5
5.28 1.43
6.34 1.72
Fuel grade
Unleaded or leaded, minimum octane rating 91 (Research methodlRON)
Carburettors
ZX900 Keihin
Make. Type Mainjet: UK models US models Main air jet Jet needle: UK models us models
CVK34 132 (100 - A7-on)
135 100 N278 N27A
4-2 Fuel system and lubrication Carburettors (continued) PilQl jet:
UK"""""
US .......
PiIoI aIr)e! Starter)e!: ................•. UKrTII)deIs US 49-state models California model, Pilot screw - turns out:
"''''''
""''''
.,., 38
2112 (II I2-A7-on)
UK .......
US""",," Fuel level- below rnarII Float heOght . Idle speed - rpm .......... .......... • .
......
"'-
0.5 mm (0.02 In» 17 mm (0.67 in)
950- 1050
Carburettors
ZXl 000 A
T. .
""'" """"
Main jet: UI< models US 49-state models California modele
'"
132(1301 138(1351
"lO
MarlIIir jet Jet needle: CylInders 1 and 4 Cy11~ 2and 3
Pilotjel: UK models USrTll)dels .. .......... .. ......... . • . Plot _jet Starter jet: UK models US 49-stale models
CaliforrOa models PiIoC screw - turns out: UK"""'" US models ......... ...... ........ ... • . Fuel level - below rnarII Float height . Idle speed - rpm: UK and US 49-Slale models Ga»Iomia modele
Carburettors
""0 N38'
"
""" ''''
",.
2 .0 mm (0.08 in) 17 mm (0 .67 in)
950- 1050 1150-1250 ZXl 000 B
Make .. ...•...... •.... ...... ...... ..... • .
Keihin
T. .
C,,"D38
Mainjel:
'''' 130(1281
UK..-o
US""",," Main alr)e!
J.",... UK models USmodeis .............•............•.
""
N"O N14C
PiIotjel: UK models ..............•.
US""""',
38 38 ""
Pilot air jet Slarter jet:
UK""""" US 49-stale modele California models Pilot screw - turns out: UK models .... .. ......... • . US models ...............•... .. ........•. Fuel level - below Float height . Idle epeed - rpm
man.:
'" "" "
p-, 5.0 mm (0.20 In)
13 mm (0.51 In) 950 - 1050
Fuel system and lubrication 4- 3 Carburettors Make.
Type . Mainjet· UK models us models Main air jet ............. • .............. " .
Jet needle Pilot jet: UK models US models Pilot ai r jet Starter jet ....................... , . Pilot screw· t lllT1S out: UK models ........................... , . US models Fue4 level . below marl< Float he
Carburettors ,~.
T. . . M",njet' Cylinders 1 and 4 Cylinders 2 and 3 M",n air jet
Jet needle Pilot jet . PiIotai.jel: UK models US models Starter jet Piol screw · turns out: UK models US models F~ level . below mark Float he
ZXll00 C Ke
"""'"
">30 "
38 (351
Preset 4.5 mm '" 1 mm (0.18 '" 0.04 in) 13mm",2mm(O.51 ",0.08 In)
950· 1050
ZXl1 00 0 Kelhln CVKD40
160 (158'1 158 (ISS' )
"NOOX
38 (35')
'''' T20
"' P.eset 4.5 ", 1 mm (0.177 '" 0.040 in) 13:1: 2 mm (0.512:1: 0.080 in)
Id~speed:
UK and US 49·state models California models
9SO · 1050 rpm l1SO· 12SO rpm
Not.. • spedfK;ations denoted by the asterisk i) apply when the machine is used above 4000 It (/216 mi.
Cylinder identification
left to right. 1· 2·3·4
Lubrication system Recommended oil g.ade Capacity: Oi l change only: ZXl100 CID models . Al l other models Oil and Mer ehange: ZXI 100 C/O models . Al l other models Aftar engine ~build: ZX1000 B models . Ajl other models Oil pressure· oil temperature we (194'F): ZX900 and ZXlooo A models. ZXlooo B and ZXll00 C/O models . Relief valve opening pressure
SAE IOW/4O. lOW/SO, 20W/4Q
Of
20W/SO SE
3.2 lit (5.7 Imp pV3.4 US qt) 2.7 lit (4.8 Imp pt/2.9 US qi) 3.5 lit (S.2 Imp pV3.7 US qt) 3.0 lit (5.3 Imp pV3.2 US qt) 4.0Iit fl·llmpptl4.3USqt) Not available 2.7 · 3 .3 kg/em> (38 ·47 psij 0 4000 rpm 2.0·3 .0 kg/em> (24 · 43 PSOI 0 4000 rpm 4.4 · S.O kg/em> (63·85 psij
Of
SF class
4-4 Fuel system and lubrication
,.,..,m
Torque settings 0;1 pump mounting bolts 0;1 filter retaining bo~ .
011 drain plug/s) , 011 pressUfe switch . 011 temperature switch - ZX900 only 011 pressure passage blanking pllJQ ' 011 cooler hose to matri~ union bo"s ,. Oil cooler hose to sump union bolts (14 mm) .............. . Oil cooler hose to sump union bolt (8 mm) - ZXl 100 C/O only .
1 General description
The lu sl system comprises a tan k from which fuel is fed to the carburettor Il oat chambers. The ZX900 and ZXlOOO A models use an automatic vacuum -operated lap to conlrol l he flow of thtl fuel, whereas ZXlOOO B
::!~I~=:;~~I~~J~~~lt~~:: 10000ther with s simplified fuel tap. All models are fitted with four K
Engine lubrication is of the wet sump type. the oil being contained in a sump al the bottom of the cran kcase. The gearbox Is also lubricated from the same sou rce. the whole engin
Precautions to be observed when working on the fuel system
A
~
Warning: petrol (gasoH.,.) is extremely flammable,
part/cu/arty when /n fhe fonn of vapovr. Pr!Jcautions must be takltn, 8.! described below, to prevent the risk of fire or explosion when worlcing on Ilnl' part oftha fuel system. Note that petrol (gasoline) vapour is heavier than air and will <;oIleel ln poorly ..antilaled comers of buildings. Avoid getting petrol (gasoline) in the eyes orm<wth and try 10 avoid sJI./n contact. In case of Kclden's flush Ihe affe<;ted area /mm¢iattJly with <;opious quantities of water and seek prompt medical adIIke.
1 Always perform serv ice procedu res in a weH-venti lated area 10 prevent a bu ild-up 01 fu_
'.0 '.0
" ,.," 3.' "
0.'
2 Never work in a building containing a gas appliance with a pilot light, or any other form of naked flame. Ensure that there are no naked light bulbs or any sources 01 flame or spaJ'.<s nearby. 3 Do not smoke (or allow anyone else to smoke) while In the vicinity 01 petrol (gasoline) or of compcments containing petrol. Remember the poss ible presence of petrol (gasoline) vapour from these souroes and move well clear before smoklng. 4 Check all electrical equipment belonging to the house. gar89" or workshop where wor1< fs being undertaken (see the Safety first! section 01 this manual), Rem
Ibltt
"
14.5 22.0 11.0
,.,
13.0 18.0 25.0 11.0
not have the tools, equipment and dala necessary to eany out the task properly. Also if sny pari ofthese systems is to be renewed ~ must be replaced only by the genuine Kawasaki components or by components which are approved under t he rel
3 Fuel tank - removal, renovation and refitting
All models except ZX1100 D I 10 remove thtl fu~ lank ~ is first necessary to remove th e seat and sid epanels. On ZXllOO C mode~ ~ will also be necessary to remove both th
3.28 ZJC11 00 C fuel tank .... ar mounting bolts can be reached through eccess holes in trame
Fuel system and lubrication 4-5
0{ ~
ta>
~
~ -;;
~
~
cJ~
~l~
'\,~X · (!L/
~ 4
o--@
t--®
"""Z:\\\~f ,~ ~), ,~ ~ c~
~ ~~~
<:::,~"'"
®--!
, diJ @®
3.2d Fuel tank - %)(1000 6 model,
I FflwC6p
S Bolt-40ft
2 Front mounting
SI
"""".
3 From mounting rubbet"
-'off BoIt - fO"
4 .5 Fuel ~ Hf!der unit
,-
7 Lower cover
Rew~rtJbbe,-
IS BoIt-2off 16 WMher -201f
201f 17 s-J 10 Rearmounringtxacket 18 O-ring " Boll - 2 oIf 19 rap lever 12 Spacer - 2 off 20 W... wssher 13 BoIt - foff 21 Relalrwplate 14 FveI tap 22 Screw - 2 0"
i
3
•5. E
cr
g g-
~ .-@
~
~
,-"",
3.~
2 BoII- 2 off 3 Spacer. 2 ott " ~mounbng
I\Ibber - 2 off 5 Lower mounting
n.d:Jber-2off
Fuel 9 tank - ZXl1 00 C model.
:~
Rear mounling Boll. 2 off bntcker
12 Spacer - 2 oIt
"-"""""'"
'3~·20ff ower mounting '4~'20ff
7 Rear mounting f\JbOOr
15 s<:re~~vnil 16 W.tSll9r 20ff
8 Bolt - 2 off
. 7 FuellfJIJ -
6 Trim
-' off
(18
18 Screw - 2 off
" ,.., " "",.,"'
21 Tap"""
22 23 24 25
W_washM RetBinet' plate
Sctuw - 2 off CCnnecting P;PfI 26 Fuelfiiter 27 O-ring
Fuel system and lubrication 4- 7
3.3a On ZX11 00 C models do not disconnect the lower fuel tap hose cc~~ec;l or .
On ZX 11 00 C models dc nct rerrtOIIe thtllowe<" pipe from the I~ tap (see illustrations) . All pipes are discon~ected by sqllOO~ing together thtl ears 01 their retaining clips and sliding the clips down the p ipe. which can then be wori<ed off its stub with the aid of a small screwdriver. Once the relevant p;pes and wirl~g connectors have been clscoonected the tank can be lifted away from 1hemachine. 4 Fuel tank repairs are a task for the expert only. Any wetd ing or bra~ing must be preceded by carefut flu~hing out. oncathe fuel tank has been stripped of all Its ancillary components . A res in-based tan k sealing compound Is a much more satisfactory and oo.sier way 01 curing leaks. Accident damage ~pair s will inevitably Involve re-painting the lank. Match ing of modern paint finishes. especially metallic ones. Is a very di fficult task. It is therefore recommende-d that the tank be removed and taken to a motorcycle dealer or sim ila r expert for professional attenlion. S Repeated contamination of the f~ tap filter aoo carburettor b y water or rust and pa int flakes Indicate that the tank should be removed for flushi ng with clean fuel and Internal Inspection. Rust problems can be CII"ed by using a resin tank sea lant. & The fuel tank is remled by a reversal of the removal procedu re. Examine the rubber moontlng dampers Which are posit ioned \lldemeath the tank for signs of deterioration illd damage and renew if necessary. Smear a small amount of lubricant on the rubbers to allow the tank to slide easily into pos ilion. Comect the p ipes. no ting that on Cal ifornia models the blue ma rked (breather) pipe is flned to the right-hand tank stub and the red marIIed (f ~ return) p ipe is fitted to the centre stub, except on ZX900 mode ls where It is filled to the ~It-hand stub. 7 Secure all the p
3.12 Detach the hose link and unscrew each filter for cleaning
wiring at block connector
ZX1100 D models 8 Remove the seat. 9 With the tap in the OFF pos ition.
sq uee~e
the clamp ears togethe r and pu ll the lue l supply hose o fl the lower union on the tap: leave the other hoses co nnected. On Cal ifornia models. label and then discoonect the emission control hOS9S from th9 r9ar of the tank. 10 Remove the two mounting bolts at the rear and two al the front . and lift the tank su ffic iently to disco nnect the lev91 gauge w iring and pull free the fuel breather pipe (where fitted). 11 Refer to the Informat ion In paragraph 4 concern ing fuel tank repair and cootaminatioo problems. 12 There are two fuel fi lters inside the tank, which can be reached once the ON and RES hose links are detached from the tank unders<de (see illustration). Remove the Mars and flush them through w~h clean fuel wtlilst observing the necessary fire precautions. 13 Relit the tank in a reverse of the removal seq uence, ma king sure that al l hoses are routed correctly. The emission control hose connections are given In il lustration 13.1e. Check that there Is no sign of fuel lea kage before riding the machine.
4 Fuel tap - removal, examination and refitting
ZX900 and ZX1000 A models 1 The lu~ tap is of the vacuum type and Is automatic In operat ion. T he tap lever has three positions marked ON. RES (reserve) and PRI (prJme). In the first two 01 these settings. fuel fl ow Is contro lled by a diaphragm and plu nger he ld closed by a light coil spring. When the engine is started, the low pressure in the intake tract opens the plunger allowing fuel 10 Il ow thro ugh the tap to the carburettors. When the tap is set to the Pri position, the diaphragm and plunger are bypassed. 2 In the event of failure. the most likely culprits are the vac uum p
a leak develops In either of these the tap wil l not operate in anything other than the Pri position . Check the vacuum pipe for ob vH)us splits or cracks. and renew rt necfiS8r)'. If the diaphragm itself is suspect set the tap leve<" to ON or RES and disconnect the fuel and vacuum pipes at the carburettor. SucI\ gently on the vacuum pipe. II fU91 does not Ilow. remove the tap for inspection as follows: 3 Remove the fue l tank as described in 5ection 3. If the tank is lull or nearty fUll . drain It Into a c lean container su it able for holding petrol (gasoline). taking great care to prevent the risk of li re. Place the tank on Its side on some soft cloth, arranging it so that the tap Is near the top. Slacken and remove the two tap mount ing bo~s and lilt the tap away, taking care rIOt to damage the O-ring which seals it. 4 From the fron t 01 the tap remove the two small cross-head screws which secure the tap lever assembly. Withdraw the retainer plate. wave washer. tap lever. a-ring and the tap sea l. Examine the tap seal and tap lever O-ring. especially If there has been evidence 01 leakage. Check that the tap seal has not become damaged and caused a bjockage 01 the outlet hole. Fit a new O-ring and tap seal W required, and reassemble the tap lever assembly by reversing the above sequence. 5 Working Irom the rear o f the tap. remove the four countersunk screws which retain the dia phragm cover. noting the direction in which the vacuum stub laces. arid lilt il away taking care rIOt to damage the rather delicate diaphragm. Remove the small retum spring . Very carefully dislodge the diaphragm assembly and remove it Irom Ihe tap body. The diaphragm assembly contains a plastic diaphragm plate sandwiched between two thin diaphragm membrar>t)S. Carried through the centre of the assembly is the luel plunger which supports a seali ng a -ring. 6 Examine the diaphragm closely lor signs 01 sp litt ing or other damage. Carefully remove any dust or grit which may have found its way into the assembly. Check the cond itioo of the O-ring on the end of the plunger. If wea r or d amage of the above components is discovered, it will be necessary to renew the diaphragm assembly comp~te. Note that ooe side of the diaphragm p late has a groove in it,
4-8 Fuel system and lubrication tank and disconnect the short ON and RES hoses from \tie tap to \tie tank underside (see IIlu. tr1Ition) . 12 To dlsmanlle the tap, remove the central screw all(! remove the operating lever - note !he spring and steet ball which will drop !rae. Remove the disc, a-ring and seal from !he tap
-.
r_
13 Clean the tap body thoroughty and !he seal if leakage hills been noted or signs 01
4. 11 OI$1;01V1eCt the ON and RES hoM
Nnks from the ,n,
0'the
tap
und this must lace towards the 0-mg on !he ~. Vv'hen fitting the diaphragm assembly and eover, ehe<:k that the diaphragm lies absolutely tlat, with no ereases or lolds. Fit the cover with the vacuum stub facing In the oorreet direction (this variee lIC(:OI'ding 10 !he model). TIghten the securing screws evenly
...
-.
detarlorallon are apparent. Renew the large O·ring. Ensure that the steet ball Is COff&C\ly located In its detent when relllling the 0Q8rnIing lever.
All model. 14 Examine the I\HII tap sealing O-ring for sign of damage or deterioration and reMW ~ II necessary. Relit the tap to the fuel tank all(! tighten its retaining screws securely. Relit the luel tsnk to the machine as described In $a(:tion 3 and thoroughly check the tap assembly lor fuel leaks belore taking !he ~ on the ro.d.
ZX1000 B and ZX1100 C model. 1 The fuel tap Is much simpler In design to that which Is described above. Fuel should How when the tap is In the ON or RES (ZXtOOO B only) positions and not In the OfF position. During normal op8rItion the tap can be left In the ON position, only naMIng to be turned OFF when the fuel tank is to be removed , as the flow of the IueIIs controlled by an electrically operated pump e To remove the fuel tap, remove the luel tank as deBCribed In Section 3 and drain !he fuel inlo a clean metal container. Place the tank. on its ~ on some soft cloth so !hal the fuel tap Is positioned at the top. Slacken and remove the two screw' that retain the lap assembly and lift the tap away. taking care not to damage the sealing O·ring. 9 The l uel tap can then be overhauled as deseribed in ~ 4 01 thIS SOCtlon.
ZX1100 D model. 10 Remove the fuel tank IS described above, 11 Move the lever to the RES position all(! drain the fuel into a suitable container, Remove thol two bolla retalnfng the tap to the
5 Fuel system pipes -
general 1 Thin-wa/Ied synthetic rubber ~ it used lor many purposes, whether In tile fuel .ystem, emitsIon control system or as drain or breather pipes. All pipes are of the push-on type, being saeured by small wire ctlps. NOOllal1y it is necessary to renew pipes only if they become hard or split: it is unlikely that the clips will need Irequant .-wal as tile main seal between hose and union Is affected by the interference fit. 2 Check caralully at periodic InteNais that the pipes are corraetly IIlIed, ull(!~maged, and secured to the frame by any clamps or t ies provided. Check that they are COIT'8CtIy routed ell(! that 00 drain or breather pipes are long enough to inter/ere with !he final drive chain and gearbox sprOCI\et or with the rear brake or auspension. If the pipes split, it is nonnaIIv at the end. on or cIoaa to tile union. In such cases the damaged length can be eut 011 and tile pipe refitted.
3 If any pipe Ilas to be~, U$8 only h genuine K.wasakl replacement part$, partk:ularfy on emission control systems Where pipes are moulded to a particu l." shape or where they are 0 1 an unusual sizs, this will be necessary anyw.y. The ad! excep60n to this is that it Is permissible to USI propriat.ry syntnetic rubber or naopr_ tubing lor vacuum, breather and drain pipII and, In an emergancy, for fuel pipes. Ne~. use natural rubber tubing or clear plastic; petrol pipe: neither of thase Is suitable for
"""_.
6 Fuel pump and fiHer ~ jZX1000 B and ZX1100 CID ~ model,) - removal and refitting ~ 1 Remove the fuel tank and the cal'burettc:n as described in section, 3 all(! 7 01 tlllll Chapter, The fuel pt.mp and fitt. . . located on the freme cross member, situated juS! below !he carburettors. 2 Disconn8ct!he fuel pipes from Ihe Inlet sidI 01 the l iller and the outlet side 01 the pump. Separate the fuel pump wiring block connector ell(! remove tM pump and liller assembly from the machine (see Hlu l tratlon s). Before separating the pu~ and fitter, mar1< Ihe pt.mp inial stub (filter sidI 01 the pump) to avoid connecting the fuel hoses wrongly on refitting , 3 If necessary, the fuel pump can be tested as daser'obad In Chapter 8. 4 The pump II relilled by a ,eversal 01 the remo~al procedure. Fit the luel filter 10 the pump intet Slub, using tile mark made on removal to align it correctly. Eosure that !he arrow on the filler body Is poInting towards the luel pump (see illu stratio n). Refit tM pump and tilter assembly to the machine and conne<:t the relevant luel pipes and the !vel pump block conne<:tor, Cheek that all luel pipes .e correctly routed and MCUra\y held by their retaining clips. Refit the C81'burett(lfl and fuel tank as described in Stctions 7 and 3 of this Chapter, and thoroughly check lor any fuel teaks before taking the maChine on tM
rood.
Fuel system and lubrication 4- 9
7.7b Disconnect air niter housing lrom the b reather cover .
7.1c ..• and lift Ille housing clear
hand aide 01 the m.chlne until both the throWe and choke cables can be discomected and the carburettcn freed from
dNr it from the Inl8l rubbe<s and twist it Clfelufly to disengage the air fitter hoses. Manoeuvre the carburettors out to " " rlght-
5 Remove the air filter ~I as described in Chapter 1. 6 On ZX l 000 models rotl lhe sprIn.g clips on the air Iliter hoses towards the lilter housing and remove the casing from the machine. Note that on ZXl000 A models it will be necessary 10 remove the fuel tank mounting bracket to allow the air filter casing 10 be removed from the machine. 1 On ZXlloo C models the rear section of the air lilter housing Is mounted onto the eart>urettors by eight bolts. seven of which are covered by plugs. To remove the lilter housing. prise out the rubber blanklng plugs and remove all tn. houling mounting bolls (SH illustrations). The housing can then be lifted off the carbureUor1 (SH illus"atlon). To remove Ihe ai r filter houllng on ZXl1 00 0 models. first remove tn. eight boltl from around the cartMirellor Intakes , noting Ihal access to one 01 lhem Is made by removing
the plug in the rear of the filter housing ( _ illustration). You wit notice that the housing is only held to the cartMiretlor1 by four 01 these bo"s. the other four just retain tn. plate between Ihe carburenor bank and houllng. Push the air intalle ducts out of the front of the housing and pull the large diameter aankca$e breather hose out of the housing at the rear. RaJse Ihe housing slightly, and pull otl the small diameter breather pipes at the Iront, the oi l reservoir p ipe al the rear. and the air suction valve hose allhe centre. Utt the air filter housing tree. and remove the plale from tile carburetlors. 8 On at models. sIadIen In. InIeI slUb clamp screws and the IhrOllle and choke cab1e adjuster lockl1uts. Screw the adjusters In lully 10 obtain the mulrrnJm freeplay possible on both cables. On ZX\OOO B and ZXlloo CJD models also disconnect the fuel.ine. which joiM tn. carburencn to the fuel pump, trom Ihe underside o f the carburellors (see illustration). Pulltn. carburenors to the rear to dl.engage them from the inlet rubbers and discomect the throttle and choke cabIee. If ~ proves difficult to dl$CQtlnect the t!wonle cables from the carburenOf'S the task can be made easier by first removing the two screws Irom the rlght·hand handlebar switch and disconnecting the cables Irom tile Iwlstgrip ISH Wlu, lration). Once the cables have been disconnected the Carburettors can then be lifted away from the machone.
1.1d One of the el, liller housing bolt. must be accessed from side of housing
1.a. On ZX1000 B and ZXl100 C/D model. disconnect the fuel pipe from underside of
1.8b II necessary, disconnect throttle caDies from twistgrlp
Cerburettors • removal and refitting , Remove the fuel tank as deseribed in SIcTion 3 of this Ctlapter. Disconnect the ca1IInnor Wamler (coolant) pipes from both !tit lett and right-hand side of the carburettors /
ZX900 models 2 Slacken lully an the Inlet stub clamp screws rod ,011 the spring clips on the air filter hoses tDwIr"ds the housing. SlacIIen both the tlvotlle wi ehoke cable adjuster locknuts and lully screw In the adjusTers 110 that the maJ
4 The above procedure describes the bare essentials of what Is a very awkward and ditllc ...1t procedure. When remoYlng the carburettors, gr_ care and pa~ must be exercised at all limes 10 ensure they are not ~In anywa y.
ZXfOOO and ZXffOO models
~
4-1 0 Fuel system and lubrication All models 9 The carWettors are refined by a rewnaI of the remoYIII procedure. A smalllIITlOOOt of light grease may be IlneiJrl!od over tho! insi<:Ies of the Inl&l stubs and air fiHer hoses to ease the task (... IIlustratlonl. Position the carburettors and connect both the thronle and choke C8b1eB. Carefully mano8IM"e tho! carburenors Inl O poslUon and insen them into the inlet stl.lb5. Ensure the carburettors are pushed fully hor"ne at both ends and tighten the Inlet stub clamps seanty. Adjust the ttvonla and choke cable freeplay as described In Chapter t . 10 Install the air fi lter housing (if removed) and rflfrt the hoses to the carbu'enors. Ensu-e the pipes are correctly located on the cerburettors and $fICUrfI them wittI the apring clips. On ZX900 and ZX1100 C/O models rem the housing mounting bolls and tighten them securely. On ZXtl00 C/O models do nol Iofget to reli! the rubber plugs wtlich lit Into the air tillar housing. t t On ZX 1 000 and ZX 11 00 C/O models reli! the air filter eI_1 as described in Chapter t. 12 R&connect the carburenor warmer (cootant) pipes, mopping up any spilt cootant. Check the lavel 01 coolant In the el<pansion tank as described in 'Dally (pie-ndf) checIa· at the beginnng 01 this Manual and top up if necessary. Raconnectlhe emission co ntrol pipes on Cal~omia models. Rttfit the fuel tank as deseribed In Section 3 01 this Chapter. Check that the tlvonla cables operate freely and that \tlere are no luei leaks before taking the machine on the road 13 On ZXl000B and ZXl100 C'D models do 001 be alarmed ~ tile engine lails to start Immediately . Due to the nature 01 the luel supply system (Joel pymp onty operates when the starter bullon is pressed) it may take anything up to 30 $8CQfIds to relill the carburenors with fuat and the engine to start. Caution: Do not openrte Ihe slarter molor continuously formOl'"ll UUln 5 se«>ndt al a lime, M>d w alt 15 S8COrIds befOl'"ll opantlng lM stMf8l" "flam, othefwisa tfHI start8l"motor mIIY ovarl>aal and be damaged as a result.
8
7.9 EnSutl lnlet stub clamps are CCMTect/y positioned belorl IittIng carburattors
7. to On ZXll00 C/D model, do not omit O-rings from the carbure1101l1
!
Screw - .( off
2 Spmg washer" -
6 Needle retainer
'-
7 Jet.-:1le 8 Diaphragmlpis/01'1
~ I
9 Needlaje/ 10 NeedlejelhckJar II MaIn jet 12 Pilot jel 13 FIoars 14 PivoI pin 15 Naadleva/\oe 16 Clip 17 O-ring 18 Float chIombtIr
19 DraIn sctlIW
"'0-....
2 1 ScMw - 4 off 22 Spring washet" - 4 off 23 8IiJriring plug - US ody 24 PiIot~
25 Spring 26 Washer 27 O-fioIQ 28 ChaM pMIfJar
C8rburett0f'S - dismantling,
, . SpMg
examination and reassembly
,,"'"
1 Remove the carblxettors from the machine al described in section 7. Never remove the cartlureltO
cover
5 Spring
30 Nul
8.11 Carburenor - ZX900 and %)(1000 A mod&Is
Fuel system and lubrication 4- 11
1 Screw-40ft 2 Carburetror rop cover 3 Spring 4 Needla rerwner 5 Jet needle 6 Diaphragm/piston
,-""
7 IoJrjet 8 Neediejet 8.28 Remove lour screws and lilt 011 top cover. Withdraw return spring .
9 Main jet
10 Pilor jer 11 12 13 14
Filler O-ring Needle v~ seat Scraw 15 Needle valvE! 16 Clip 17 Floals
18 Pivot pin 19 Screw
20 O-ring 21 FIoarchamber 22 Df"IIinscteW
23 Shield 24 Screw - 4 off 2S BIan/ring plug - US only 26 Pilot screw 27 Spring 28 Wasller 29 O-ring 30 Plunger 31 Spring
8.2b ... loltowed by piston assembly
32 Nut 33 C
8.1b Cariwrettor _ ZXl000 B and ZXll00 C/C model s avoid the accidental Interchange of componen ts. slacken and remove the four screws which retain the top coyer. Lift 011 the cover and ,emoye the spring from inside the ~ston (see illustration). Carefully peet the diaphragm away from ~s seating grooye in !he carburellor and withdraw the diaphragm and ~ston assembly: do not use a sharp instrument to displace the diaphragm as it is easily damaged (see Illustration) . Remove the needle retaining clip from inside the ~ston and separate the needle and piston (see mustrallons). On ZXlOOO B and ZXII 00 C/O models take ca'e not to klsa the small air jet situated In the top sur1ace of the camurallO( body (see Illustration). II possible it should
8.2d . . . and tip out the jet needle
note air jet set In diaphragm or carourettor casting
4- 12 Fuel system and lubrication
B.la Remove float bowl to gain ~u to Jeta
B.3b On ZXl000 B and ZXll00 C/ D mode'a remove float pin retaining .crew .
8,3(: , •• and
unscrawed
out the noal end nett
~It
using
a
small
lial-bladed
screwdriver (He lIIua lratlon). 5 The pilot air (mlxlure) screw Is ilitualed ill the bottom 01 the carbJettor body, On III US models the pilot screw drilling will be sealed with a blanklng plug which must be rernovtd to allow the pilot $CI'IIW to be withdrawn, 1hI plug should be deformed, USing 0 puneh (J scriber, then levered out of position. On III models screw l he pilol screw In until it INII lightly, counting the number of tllml lle<::esury to do 10, then remove Ihe along with ils tlat washer and a-ring. The screw should be r_wed if bent or damaged. 6 The Choke assembly can be removed. providing tha carburettOB have been separated !see Section 9). by unsaewing me nul which retains ~ In lhe carburet\or body. f the plunger does not operate smooth ly and easily or Ie damaged. it must be renewed. The relUm spring should aIao be rer-ed if at ..
sa"
fitter whk:h Is situated behind it. Clean the fuel fi~8f in some fresl1 lUll and examine it for any cracks, renewing II If necessory !see lIIu stretlon). On all models separate the
be removed for safekMPing bul do not risk damaging the valve 00 remoYilI if ~ Is stud<; in the carburetlor body. 3 Remove the four screwl which retain the float ehamber 10 the bottom 01 the carburettOf and lih off the chamber to gain aee4tSI 10 the various joeIs !He illustration). Df1 ZX900 and ZXl000 A models press out the fIoel pivol pin and remove the float and needle valve ass«nbly. On ZX1QOO B and ZXttOO C10 models the float pivot pin is relalned by a erosshead screw which must be removed before the '!oal and needle valve o.,embly (;3n be removed (see III.,.tratlon). On lhese models Ihe needle valve .eal can also be removed (0" illustration). Slacken and remove lhe valve seat retaining $Crew ..-.d pun OUI the seal. followed by lhe O-ring ..-.d fuel
4 The main joel Is a screw fit inlO lhe botlom 01 the needle jet and can be removed with a 111'11 bladed screwdriver (..e illu stration). The needle let la also a screw fit into the carburettor body and can be unscrewed using a suitably sized spanner (see illustration) . On ZX900 and ZXtOOO A models the needle jet comprises two componenlS, a holder and the needle let Itself. The holder can be removed .., described above and the need~ joel can be pushed out of position from the top of Ihe cerburettor with a wooden dowel. The pilot jet Is located nexl to the main jet Ond can be
B.... Main Jet Is a screw fit Into lhe needle leI.
8.4b . , . and needle Jel Is a screw fIIlnto the carburattor body
~
........ and IIoat.
,""",,.
7 Carefully check the carburellor body, fIolt chamber and carburellor top lor damslII such as cracks. splits or dlslon9d sealing faces. Whilst ~ may be possible 10 repair ,.,.... defects II will usua lly be necessary to renew lhe damaged component. B Check that the diaphragm Is not .pI~, perished or damaged. Holding it up to I strong !ight will usually reveal even the smallesl hole. The diaphragm must be renewed even if only slight ~ Ie found; k Is not repairable , Check thaI the needle Is
B.4c Piiol Jel I, tltuated beslOe main jet
Fuel system and lubrication 4-1 3
8. t t a R_ w a-rings on carburettor warmer hose littings (where fitted) . Mraight by rolling it 00 a flat sur1ace such as a sheet of glass. II it is bent it must be renewed 8$ a set along with the needle jet and Ilolder (as~Ie).
I Check that tile floats are in good orOOr and n oot punctured. If e~her float is punctured it will produce the wrong luel level in the Iloat chamber, leading to an over-rich mlxturs and lIooding. If tha floats art> damaged thay must be ranewed as a satisfactory repair Is not possible. 10 The noodle valva and seat wilt wear after lengthy service and shou ld be closely P.8mined. with a magnifying glass il r>e<;f!!.;saty. Wear usually takes the form of a groove or ridge. which will cause the needle to toeat imperfectly. Test the spring-loaded tip 00 the bottom of the needle valve by pushing ~ ilto the body of the needle. The tip should return quickly and eas ily with the spring pressure. II the need le valve or seat are ciamaged both shou ld be renewed as a set. On ZX900 and ZX,OOO A models the need le valve seat is an integral part of the cartlI.Jrettor body and Is not available separatety. II The carburettors are reassembled by a revefsal of the remova l procedure. renewing all sealing O-rings as a matter 01 course (see illustrations). Use only close-fining spanners and screwdrivers to tighten the jets and tight"", each one by just enough to secure it. Avoid oven lghtanlng as the jets are easily Wared. On ZX'OOO Band ZX,'OO C/D models do not omit the lilter wh ich is fitted beIlind the needle valve seat. Insert the piston
8.11b .. and &eeure them willi their retaining plates into the carburettor body and lightly push it down. ensuring the needle Is correctly aligned with the needle jet, then press the diaphragm outer edge into its groove. On ZX,OOO B and ZX, 100 CID fTIO(leIs ensure the small tongue is correctly seated around the small air valve situated in the top of the carburettor body. On all models check the diaphragm Is not creased, and the piston moves smoothly up and down the bore befors ref~ting the spring and top cover.
9 CariJurettors· separation
~
~
:Ii:
1 Remove the carburettors as described in Section 7 of this Chapter. Mark each carburettor body with Its respective c~inder
number to ensure they are positioned correctly on reassembly. :2 Disengage the choke b!"acket ratum spring and release the three screws wtlich secure the bracket to the ca rburetto~. Remove the b!"acket together w~h the slK plastic w ash~ wtlich are fitted on each side of the bracket. On ZX900 and ZXl000A models remove the slKteen screws which secure the cartlI.Jr(lnors to the mounting bracl<ets and lift the brackets away from the carburenors. On ZXl000 B and ZXI 100 C/O models release the eight SCrew!! lrom t he bottom mounting bracket. then slacken and remove the long 5 mm nut and bolt which holds all the carburettor bodies tOgether. 3 On all models, very carelully disengage (lach carburettor from its neighbour, Ireeing the fuel, ven t and warmer pipes (as applicable) and noting e~actty Ilow the throttle linkages engage with each other. Catch the two coil springs that will be released from each throttle linkage when the carbu rettors are separated. Note that ~ may be necessary to slacken the throttle linkage screws to gain suffic~t space to disengage the linkages. 4 On reassembly line up the carb..irenors on a flat surface ensvrlng that the throttle linkages are correctly engaged and the larger coil springs are positioned in between each carburetlor (see Illustrations). Very carefully push the carburettors together ensurlng that all tha fuel, ven t and warmer pipes are correctly aligned. On ZX900 and ZXIOOO A models position both mounling brackets and fil all the mounting screws finger-tight on ly.
I ChoKe bracket
2 Screw - 6 off 3 Plastic washer - 6 off 4 Return spring 5 Front mounting bracket 6 Screw - B off 7 Spring washer - 8 off
B Rear mounting bracket 9 SCrow-Boff 10 Spring washer - 8 off II Throttle linkage spring • 2 off 12 TIIrome cabift brocJ<et " Spring Saew washer 14 15 Choke cable piale 16 SCI(tW 17 Spring washer 18 Synchronising screw - 3 off
19 Spring - 3 off 20 Spring - 3 off 2 1 Pipe
vroOflS
22 Pipe unions 23 Idle speeod knob - ZX9Q()
'"'W"
24 Washer 25 $pring 9.41 Ensure all connecting pipes, springs and linkages are aligned before Joining carburettor bodies
9.4b Carburettor linkage - ZX900 and ZX1 0Q0 A models
4- 14 Fuel system and lubrication
10 CarburettOfS checking the settings 1 The various jet sizes are predBtllf'lllined Dy the mtln ...,lIctur.... and should not reqUlrI modification. Check with the Specifications ., the beginning 01 this Chapter il there la any doubt about tha types litted. II a cha~. appears necessary it can often be attributfld to a developing angine lault uoconnected with the CBfburettors. Although carbureltors wear in service, this process occurs slowly 0....- an extended length 01 time and hef1ce wear of the carburBttors is unlikely to cause sudden or e~t'_ malfunction. II a fa ult does OCClJ', check lint other main systems, In which. fault may give similar symptoms, befOfa proceeding with carbo'enor e~amlna"on 01' modification. 2 Where rlOfl·standard Items, such as emallSt systems, ar fiIIeffl or camshehs hllve been fined to a machine. some alterations to carburatlon may be requ ired. Arriving at tile COfrect Httings often requ ires trial and enOl', a method which demands skill born of previous experience. In many cases the manufacturer of the non-standard equipment will be able to advise on correct carburatlon
-.
3 As II rough guide, up to 118 throttle II
8 ,4c linkage . ZX1000 B ....:I ZXl l OO C models On ZXlOOO 8.nd ZXllOO C1D models refil !he long 5 mm boll which passes through the carburatlor bodies, lolowed by !he mo\KI1ing
9.4<1 On ZXlOOO B and ZXl1 00 C/O models refit lhtliong $ mm bolt .
bracket and terews, ~ lighlen them only linger-tight at this stage I_ Illu strations). 5 On aU models, use II sheet of glass or II straightedge to &MUfe the carburettors are correctly aligned boII1 horizontaly and VIlrtielllly, then tlghte!1 all mounting scre~ and boIta 1IBClXe/y, Position a plastic washer on each side of the choke bracket and tighten tile three retaining _ _ seco.nIy (see iIkIstrationI. Refit Ihe d'Ioke brtIcket retl,nl $iri"9 and check that the choke mechanism operates smoothty and reh.mI ~ (SH ~I . FnaIy refit !he Ihrottle linkage springs and check that the IIvottIt ~ smoothly and closes qUckIy".
9,441 ., then !hot bottom mounting bracket and SCl'"ews
9.Sa Position a plastic wast- each side of the choka bracket mounting points ,
cootrolled by the pilot jet, t lB to 1/04 by tile
throttle valve cutaway. 1/4 to 3/4 throttle by !he needle position and from 314 to lui by the size of the main jet. These are only approximate dMsions. which are by no ~ clear cut. There is a certain amount 01 overtap between lhe various stages. The above remarkS apply only in part to constant depression carburet10rs which utilise a bUIl&rlly valve In place 01 the lhrOttie va lva, The lirsl and fourth stages ara controlled In I similar manner, The second ltage II controlled by the by-pass valve which I, uocovered as soon as the throttle valva fpiSlon) Is opened. During the third stage the fuel passing through the ma,n Jet is metered by the IlMdIe jet wor1cliOn with
the PISton needle (jet needle). .. II alterations to tft.e earburatJOn mt.lSl be
9.5b •. and refit throttle Unkage springs
Fuel system and lubrication 4-1 5
11 Carburettors - adjustment
,..,,,,,
and exhaust emissions -
10.5 FLMlle¥eI measurement - ZXtOOO B
..-d ZXttOO C/O model.
.
, ,
''''''-
2 c.rt>urel tor ~$Iing marl< 3 0 marlr on level rube
Float height measurement
4 F/JeI/eveI ~,
to.7 Float height measurement
Gaslcefsurfl1Cfl Aoar needle velVe
-'ways .... on the side of a slightly rich
1fIXtIn. A weak "..;,m.e wiI caU$08 the engine to overheal which may caU$08 angina Reference to Chapler t win show how, alter
* ......
some e~pe!"lence has been gained. lhe conditKln of the span.; plug electrodes can be interpreted as a reliab le guide to m i ~ture strength.
Fuel level measurement 5 If the mlx"lfe Ie pen.istently too weak or 100
rdlthe fuel level $houId be checked. PosrtIon the machine on It. centre stand on a level utace and attach the Kawasaki ....,;ce tool. Part No 57001-t017. This Is a clear plaslle tlbe graduated In mlilimetres; an aHemalive I. 10 use a length of clear plastic tubing and an
""Ier.
acco.rate Connect one end of the lube to tile float chamber drain outlet (usa the drain lube ~ the Kawasaki 1001 Is being used) and ptace the tube upper and against the c;wt;uettor body as shown t_ ~lultnllonl. Mart<; Ihe lube al a pOinl several m~llmalrel above the bot/om edge 01 the carburettor body (use the 0 mark on the service tooQ, then unscrew the IIoat cnamber drain plug by one or two fulitufOS and swllch on the l uel suppfy. Walt lor lhe fuel level 10 stabilise l hen very slowly bring the tube down Ihe carburettor body unt~ the mark Os lavel with hs bottom edge. On ZJ(tOOO B and ZJ(1100 C/O models. as the earburettors are mounted at an rogIa, the mark on the lube should be aligned with lhe mark "tuated iust above the 1I0at chamber on Ihe right-hand side of the carburettor body. On all modets. do rlOIlower lhe tube beyond the specified mark end raise ~ again or the leval will be Inaccurate. MeaSlJre the distance between lhe mark and the lop 01 the luef level In the lube or gauoe. ThIs distance Is lhe fuel level. 6 The fuel level lIhould be noted and the ptocess rapa8led on the remaining carouret/ora. If any level is oulslde lhe tolerances given In the Specllicatlons lhe carourettorl musl be removed from lhe machine and the sening anared by adiusting the float height as fojkms·
7 Remove the floal chambers and hofd Ihe caro..enor assembly vertlcaf with the aif filter side upwards, tl\tn atowty invert it until aach Moal is just resllng on ilS needle. yet not compressing II. ' l ee Illustration) . Measure the distance between the bo1tom gasket surface 01 Ihe carburet/or body Bnd Ihe bottom 01 each float. II there Is any discrepancy It Cln be corrected by befldlng the bridge piece carefully. Note Ihe 110.1 IWghts of all carburallora to be adjusted. then remove the IIoat and band as necessary tha tang wt1ich beals on the !\Qat rMedII. Bending the lang up Increases Ihe Iloat helghl and towers Ihe fuel level, Iherefore bending II down decreases Ihto Iloat height and raises the fuef tavel. Be ~ery carefUl wh8f1 bending the tang: only the smallest movement Is necessary to eflect a major change In lloal heighl. 8 When adjuslment Is oompiete. reass.nbla the carburellora and recheck the fuef level. Make the adjustrnanta again. ~ r.cessary. but note Ihat il ~ difficulties are IIf"ICCUltered. lhe fIoal assembly. float needle and seal mU$1 be removed and checked WlfY carefully for wear. Refit the cart>uretlors 10 the machine when all carburel10r Illelleveis are at the co rrect seiling, or at least within
",,,,,...
Pilot screw adjustment 9 Whllfe these are given as ·Preset' In the Specifications, the pilot scr_ settings should be regarded as fi~ed and should not be alt....ed excepl by an experienced and qualified mechanic uSIng the necessary d iagnostic equIpment. This is beyond the sco pe of most ~vat e owners. It Is recommended that the same alt it ude be appfied 10 ail other models. the factory seiling II usually besl for all normal use and while badly adjI.o$ted pilot screws wII have a $o$IiouI eHect on anglne perlormance. setting Ihem accuralely Is by no means easy for the nexperienc«l. The object is 10 find the setting at which the anglne ....ns lastesl and smoothest when warmed up 10 normal operating temperature.
t In SQmtl countrle. legal provision is made lor describing and con trolling the types Ind levels of toxiC emissions from motor vehicles. 2 tn the US exhaust emission ItI{Iislatioo i. admini" .... ed by lhe Environmentat Prolectlon Agency (EPA) which has Inl roductld slringent regulalions relating to motor vehicles. The Fedefal law entitled The Clean Air Act, specifically prohibits the removal (other than temporary) or modiflcalion of any component incorj)<>rated by the vehide manulacturer to comply with the requirements of lhe Ilw. The law tlxteods the prohibition to any tampering whk:h Includes the addllion 01 oomponents, liSe 01 unsuitable replacemenl pans or maladjustment of components which allows tha exhaust emlnlons to exceed the prescribed levets. VIolations of the provisions of this law may result In penal titls of up to $ 10000 for each violation. It Is slrongly recommended that appropriate requirements are del ermined and understood prior to mlking any change to or adjustments 01 components In the fuel. Ignition, crankcase breather or emaust systems. 3 To help ensure compflance with the .."ission standards some manutactur," have litted to the relevant Iystems fixed or preset a.di~stmenl screws as &nll·tamper de~. In most cases this Is restricted to plastic Or metal limiter caps fitted 10 lila carbuftlllor pilot adjustment screwl. Which allow normal adjuslment only within narrow limitS. 0ccasi0naIy the pitot .crew may be recessed and sealed behind • small melal bfanking pfug. or locked In position with a thread lockIng compound, which prevents f'lQrmal adjustmenl. 4 It should be underslood Ihal nontl 01 the various methods of discouraging tamP6ring actually prevents adjustment. nor In Itsell , I! adjustment an In fringemen t of the current regulations. Maladjustment. however. which results in the amlsslon levels exceeding lhose laid dowfl. II a violation. It follows Ihat no adjustments lIhould ~ made unless the owner feel s confldenl Ihat he can make those adjustments In luch • way that Ihe resulting emissions comply with thtl limits. For all practical purposes a gas analyzlIf wil l be requ ired to monitor Ihe exhaust gases during adjustment. togatnllf with EPA dala of the permissible Hydrocarbon and CO levels. Obviously. the home mechanic Is unlikely to have access to this Iype 01 equipment or the e~pe<1ile required for Its use. and therefore. It will be necHsary 10 place the machine In the lIands 01 a compettlnt motorcycle dealer who has the equipment and skill to check the exhau~ t gls conttlnl.
4-1 6 Fuel system and lubrication
13 Evaporative Emission Control ~ System - description and ~ examinatiOfl - California models ~
12.2 Vacuum take off points - ZX900
...-1.
-
Vacuum gauge tak,,-oH points Adjusting screw fOf cylinders 3 and 4 Adjusting scrow fOf left and right-/land
4 Adjusting scrow for cylinders I and 2
12 Carburettors -
synchronisatiOfl 1 Carburtlttor synchronisation must be checked at the Int8lVai spec~ied In Chapter I, and whenever Ihe carburettors have been disturbed Of if the engine Is running roughf)'. Always check the valve clearances before starting work. A Stlt of accurate vacuum gauges Is essential for the synchronisation, and if these are not available the job should Ix! entrusted to an authorized Kawasaki dea ler. On no account attempl to adjust synchronisation by 'feel'. It wi ll almost cer1alnf)' make things W0fS9. 2 Remove the fuel tank and arrange a temporary fuel supply, either by using a small temporary tank or by using extra long fuel pipes to the now remote fuel tank on a nearby workbench. Note: If the vacuum pipe Is bypassed (where applicable) il is impor1ant to plug its open end before attempting the check. Connect the vacuum gauge hoses 10 the four vacuum take-oM points, having first dlsconnect&d the relevant hoses{s) and cap(s): the vacuum take-oM points are to Ix! found on the top Or bottom of the intake stubs. or on the top of eact1 carburettor body, where it enters the Intake stub (see IIlustratlon). Start the engine and allow it to warm up to normal operating temperature. If the gauges are fitted with damping adjustment, set this so that need le flutter is Just eliminated but so that they can sti li respond to small changes in pressure. 3 Running Ihtl tlngine at idle speed, Check that all need les produce the same reading. A tolerance of up to 2 cm Hg between cylinders Is permissible but It Is better to have all cylillders adiusloo to the sa""" read ing: this is by no means as difficult as It would appear, requHing onf)' a little care alld patience. Note that il does not mailer what the reading is; onf)' that rt Is the same lor all cy1illders. Stop the eng ine and allow it to cool down if it ovetheats. 4 The carburettors are adjusted by the three screws which are situated In between the carburettors in the throttle linkage (see
Illustration) . First check that the two lett-hand carhurettors "'" lhe same, then check that the two right-hand carhureltors are equal. Adjust them if necessary. using the ouler adjusting screws, then balance both pairs against each other using the centre SCf"W. Do not press down on the SCrew whilst adjusting it, otherwise a false reading will be obtained. When all the carburettors are synchronised, open and close the throttle quickly to settle the linkage. alld recheck the gauge readings. readjusting if necessary. 5 When the carburettors are correctly synchronised, stop the eng ine. disconnect the gauges and refit all d isturbed oomponents
I To comply with legislation in force ., Californ ia and applying to al l machines sold from 1984 onwards, these machines are filled with tlqu ipment which prevents the escape Into the atmosphere 01 any vapours produced by evaporation in any part 01 the fuel sy$ttm. The equipmenl consists of a modified fut! tank. a canister of activated charcoal arid I separator/pump unit, in add ition to the connecting pipes and ffllings (SM illustrations) . 2 Whilst the engine is stoppoo. vapolJ omitted by the evaporation of fuel In the tarO:. passes through a blue-marked vent pipe to the top of the separator, where some of rt condenStlS and paSStlS through the separator Into the pump unit, but the majority passes Into the can ister. Vapour emitted from the carburettor lloat Chambers p3SStlS through a yellow marked pipe directly to the canister From there it can only escape to the atmosphere by passing through the activated charcoa l WM;cM traps the vapoor completely. This works equally well in reverse when the engine Is running, air passing via the air filter and the green-marked purge pipe to the canister and backwards through the system Into the fuel tank and carburett ors to compensate for the fuel consumed.
I Fueltank 2 CarburuttOf 3 Air filter casing 4 $eparutor unit
-
5 Canister 6 Blue-marked vent
7 Red-marked fwJ rutumpipe 8 Green-marked "",,,~po
9 BIue-markOO vent
pipo 10 Yellow-marked vent
pipo I I While-markOO vacuum pipe
13.1a Evaporative Emission Control System - ZX900 Califomla models
Fuel system and lubrication . 4- 17
4- 18 Fuel system and lubrication
Fuel system and lubrication 4-1 9 3 As soon " the engi .... is started, the syStOlfTl is ptJrged using the part,,' vacuum aeated at various points as the engine 1$ n.roning. All vllpOU" remaining in tile canister Is drawn via the green-marl<.ed plpe Ioto the air mer casing where ~ passes Ioto the engIne In Ihe usual way. At the same time a simple pump. operated by the vacuum transmilled from number 3 carburellOf inlet tract by tile while-marI<ed pipe. retums alliquid fuel in the separator to tile fuel tank; bo\tIlJ1es.t purging OI*81ions being completed within moments of starting the engine. Since the ptJmp
-.
Fuel tank 4 Tho. Is lilted with • sealed cap In addition \0 the vent and fuel return pipes. and requu-es no maontenance other than to ensure that the cap $831, gasket and mounting screw O·rings are in good condition at all times. Renew the seals immediately if there is any doubt about !IWr condition. On a general note. always plug the left-hand (fuel return) pipe union wt1er\EIver the tani< Is removed with fuel stil lnsIda 11. to ~ the loss 01 fuel. BOd r"IIIYa" fililtle tank 10 above the bottom 01 the filler necII. II fuel rises under .~panslon Into the filler neck, It may ent. the system via the vent hose and ftood It. which would produce liard starting lind indifferent engine performance dllfl to an over·rlch mixture. Use compressed air to clear the cap vent and tank pipes Ilthfly are
""""'.
Liquid/vapour separator and pump unit 5 T.t ItIe unll by rerrooovng the blue-marked pipe from Its lOp. and !hen add about 20 cc 01 gasoline via the hose frtting. [lis(:QMect the luel retum pipe Irom the tank union al"Kl place the pipe open end '" a container, level with the tank top. Start the engine and allow ~ to idle; all the gasoline ~Id be ejected Into the container almost Immediately. II not. the unit JTII,Ist be r_ed. Keep It upright at al! lines to prevent ~ fuel from ~.
~
Charcoal canister 6 This should last the li1e 01 U>e machl.,. In normal use and will not require attention 01 any sort othlf than 10 chflock Its mountings and connections, but it should be noted that II luel, solvent, water or any other liquid Is allowed Into the canister. ~s absorbing ability wi be reduced to the point where ~ must be nlMWfId. Check dosety. therefor•. lor cr.:i<s
_-
.
Pipes T These shOuld be el<8rTlined and renewed if ~ as described In Section 5. Use only genuine Kawasaki replacement parts and
ensure that the plpes are connected IoIIowing the instructions given In the accompilnying lIustration whenever they are disturbed. 8 Check that the pipes are not pinched or trapped, or unulualsymptoms may arise. U the engine per/orms erratically at high speeds or il it stop. with apparent signs 01 luel staNation. or If th e tank sides bulge out becaU$l.l ot.XC$S$I\Ie Internal pressw-e. eheek the blue-marked vent PIp". U the englr.e Is difficult to.t.lIrt WId hesitates due to an ov.rich mixture (Ie produces clouds 01 black smoke). this Is due to the canister being flooded becaus.e liquid lue! cannot retum to the tank; chflock Ih. red-marl<.ed luel return pipe and the wh~e-marl<.ed vacuum plpe. but note that ",rular symptoms may be caused by tM preS8I"\Ce 01 excess luel vapour dllfl to a blocked or pinched ~-marked purge pipe. I! tha engine Is difficult to start and hesilat.. due 10 a weak mbct~. or stops with apparent signs of luet staNation, chflock the yellowmarked vent pipe.
General 9 The system Is subject to the anti-tampering legislation currently In IOfCfl in the US which means that the machine must never be used with any part of the system disconnected, missing, rendered Inoperative Of altered In arr-J way. Use only genuine Kawa58kl parts if renewal of any oomponent is necessary.
14 Air fllter - geoe!"al
t The air lilter element can be removed and cleaned as described In Chapter I. Never run the rnacIur>e with ItIe air filt. disconnected or the etement rlfTlOVed. Apart from the riaII 01 increased engine wear due to unfiltered air being allowed to enter. the carburettOfS are jetted to competlSall lor the presence 01 the filter and a dangerously waak mixtur. will result II the Mer Is omitted which could lead to engine dam8Q8. :2 US owners st>ould note that the air filter Is subject to the antl·tampering legislation currently In force, which means the machine must r>ever be run with the lilter element removed or ra'ldered Inoperative. or WIth the assembly altered In any way. Furthermor., only genuine Kawas.akl replacement parts may be lII8d if the _ _at of any component is necessary.
15 EJilhaus1 system· general
1 All modeIs.xcept ZXl100 CJO models are fitted with an exnaust system consisting 01 two el
with a 4 Into 1 e~haust system which branches out into two tIIIeocers thaI are joined undemealllthe engi ..... 2 The exhaust system can be removed as descrtbed in SectlOll 4 01 Chapter 2 and refttted as described In Section 46 01 Chapter 2. Apply liberal amoonlS of penetrating fluid to the mounting bolls and allow time lor it to wori< before trying to remove lhem. R _ II gaskets wh_ver the e~haust system Is removed_ No mairltenance is required eJlcepI to lIIlSU"e II the rTIO\.IIlIlng bolts and nuts are ~.
3 Corrosion from Inside and out is the most serious problem. Taka care to keep the system as clean as poss.ible and to protect it using a non-abrasive wax polish or by applying a light film 01 WD40. 4 Owners 01 US machinM should nota that if any part 01 the syslem is to be renewed only genuine Kawasaki parts should be used to ensl.lre that the machine complies with ell noise and pollution regulations In lorce. Under US lederal law it is an offence to replace 8rI)I part 01 the exllaust system wllIl a compontlf1t that is not EPA-approved. or to modify the S)'$teffl in any way II the modific
16 Clean air system US and lY..l1 00 0 models 1 Some models incorpor.te an air injection system designed to enhance the burning of hydrocarbons in the exhaust gases. thus reducing toxic emlulons. The system employs a modllied cylinder head and cover. In which air Is drawn In ttvough a reed valve arrangement into the exhaust pipes. 2 The clean air system Is automatic In operation and should not normally require attention. The most likely fault is that unliltered air may be drawn Inlo tile system through a damaged air filter .'ement Of leaking hose. making the tlckover unstabl. and reducing engine power. Backfiring Of other UI1usual noises may be apparent.
Air suction valve (reed valve) 3 The leed valves may be removed lor el<8lnination after releasing their covers from the cyfinder head cover. Chad< each valve for signs 01 deterioration. specifically e>
Vacuum switch valve 4 Regular Inspection 01 the vacuum switch ~alve is unnaces5t!y, and should be avoided unless a lautt has been Il"Kllcaled. A vacuum
4-20 Fuel system and lubrication gauge and a ayringe-type vacuum pump are required to check that the valve opena and doses at the spedfied pre$$l$es. Since ,_ owners will have access to this type 01 equipment , It Is suggested that the check is made by an authorized Kawasaki dealer, or by t~ temporary $lJbstitution of a sound valve. Note that Kawasaki state that a faulty valve must be ,.-ed and that adjustment Is not permitted. despite the adjuster scraw and iocI
,om. .... 2 Sctww-20" 3 GNrhoider
,W"'"'
5~
6 Sctww - 6 off 7 End~ 8 DoweI - 20" 9 ThicJ<6r rotor .Nt 10 Pumpbody II Pump$hl;tft
Pipes II Damaged or perished pipes are probably the most likety cause of trouble in the system. and are lortI.WIat-'Y the cheapest problem to remedy. Remember that air leaks will cause erratic running, and if located between the vacuum switch valve artd reed valves. will allow unfiItantd air to ent. the reed valves.
12 Pin-20" 13 Thrust washer '" ~roW.N1
15 Endoover
16 Pump br&cket
17 Pre5&H8 relief valve 18 O-ring - 3 011 19 Dowel- 3 011
General
e The removal
artd refitllrtQ of the system componenla Is described in sections 4 and 46 01 Chapter 2, and !hat 01 the aif sucIlon valves Ir1 sections 6 and 45 0I1t1e &arne Chapter. n. system is subject to the antl-tamperirtg leglslatiorl currerttly in force in tha US which n'INI'I$ that the machine must I'lfMII' be lIS8d with any par1 0 1 lhe system disconnected, missing. rendered Inoperative or altered in any way. Use ooly Qtnuine Kswasaki replll(:emertt parts /I rertewal 01 any component is
""""".
t 7.3 Examl.,. pump rotors for slgrtS 0 1 K ......
20 SNJ- 3011 21 Dowel 22 O-ring 23 Oil fried ClIA
h9h flash-point solvent and aIc70I them to dry. ExamifMI the pump cas.ing IWId Internal component. lor any slgns 01 _ a 8COring (_ Illustration). Qamage wiI ()(;(U" r metal particles fond thejr way Into the pomp Renewal 01 the affected paris Is the ody ~, boNmg Ir1 ri'Id that either let 01 fOIaI Onner and ooter) should be renewed . . . matching pair. The oil screen must be renewed II spirt or damaged and all sealing 0-nng5 ITIU$I be rfII"IIIWed M a matter 01 00UI1I8. ItCf88I'1 in a
17 Oil pump examination and renovation t The olt pump and bracket assembly Is removed as described In Section 12 of Chapter 2. 2 Remove the three bolls that secure the 011 pump to the bracket and separata the pump IRl bracket. taking care not 10 lose the dowels which are fitted between It1e two components (see Illustration). Slack," and remove the tlvee screws trom one erxI 01 the pump, ~ft off the cover. remove both the Inner and outer pump roIcn and withdraw the pin from the 011 pump shaft. Tum lhe pump 8roUIld and repeat the above procedure OOlhe opposite ertd 01 the pump and withdraw the oil pu-np shalt. 3 Wash all the pump components and the oil
out... pump rotors
4 Reassemlllfllt1e oil pump by r~ng II-. di5ffiantling procedure. Ertsure that all pomp components ara .b$Olutely clean and lubricate .11 tl>e IntemaJ pal'la with clean eogine 011. Do not omit the plain IIYv$t wast. from behind the inner set ot rotors. Refit ItM and covers. ensuring the cover locating dow&ls are In position, and sec .... ety tighten .. the screw8 1_ MlultretIonsj.
Fuel system and lubrication 4- 21
17.5a Renew ell O-ring. and refit pump to
the ."....kel S Check that the oil pump shaft rotates I!OOOIhIy and rel~ the locating dowels and 0tiIgs to the brac:ket (t-M ill ustration). Nol e !hat the two O-rings which are fined to Ihe QUIlet side oItha ~ must be installed wittl IhI!Iir flat sides lacing the bracket. Refit the >'JIT'P assembly to the bracket and IiIlhtf:lfl its mounting bolts to the specified torque setting, ha>'lr.g IIrst epplled a few drops 01 threadlocking compound to their threads (see luslralk;on). 00 nol lJS8 an excess amou nt 01 thread·locklng compound as this could block !tie oil passages. Refillhe oil scrl!<'lll. e Before refining Ihe pump and bracket .ssembly to the eno'~ il Is re<:ommended lllat Ihe preuur. relief valve should be examined as described In Section 19 of this Chapter. and the second oil $Cf8M which is located in the sump should be removed and deaned as folio ...... Slackf:lfl and remove the three scr.ws which MCure the sump oil 1C!9M1 retaining plale and lift the screen out of !he sump. Wash the sc.een in a high Iashpoint soIvenl and examine it for damage. renewing it II necessary. Refit the sc.een to the sump and tighten lIS rel al nlng sc.ews
I7.Sb Apply tlwead-Iocklng compound 10 oM pump mountlng bolls and tighten to the spaclflad torque setting
vllllou. engine speeds. II lhe sy$lem Is working normally. the reading should comply wittI that given In the Specifications. II It exctltlda the higher figure by a significant amount It It likely that the reSet vatv. Ie stuc:ll closed. Conversely. an abnormally low reading Indicates l hat either the valve ;s stuc:ll open or Ihe engln. I, very badly worn. This test should now be repealed afier the engine has b&en warmed up. Take the pressure reading at 4000 rpm. If the oil pressure I. significantly be low the figure gl~en In the Speciflcallons, and no obvious oil leakage Is apparent. the 011 pump should be rfIITIOV8d for examinatIon. On no accoun t should the machine be used with low oit pressure. I I plaIn bearing engines in particular rf!IIoJ on oil pressura II much as volume lor eI1active
"""""100. 3 It is likely that the normal oil pressure wiI be slightly above the spaciIied prwsure, but i1 ~ proves to be abnormalty high, ~ It likely to be due 10 the oil prHsure .ellel ~alve being jammed or damaged. ThIs component i$ fined to the inside of the sump. Refer to Section 19 lor detai ls.
SlClKe/y.
Refrt the oil pump and bracket assembly as described In Secllon 39 01 Chapter 2.
7
18 Lubrication system checking the oil pressure I The effic;ency of the lubrication system is dependenl on the oil pump delivering oil at the l;OITect prHlure. Thl. can be chflCked by tilting an oil pressure gauge to the righI-hand oil passage pjug, which Is located immediately below Ihe Ignition pick-up housing. Nole that Ihe correct threaded adapto. must be obtained or fabricated 10. ItIis purpose. The best course o1aclion is to obtain the ~t KawliMIld pressu.e gauge .-.:I adaptor, Part Noa 57001-164 and 570011188 respectively. 2 Start by che<:klrog the preuure with the .-.gina cold. Remove the end plug and fit the adaptor and gauge Into position. SIan the engine and nole the pressure reading at
19 Oil pressure relief valve removal and testing
described In Seclion 12 of Chapt8\' 2, and ther! unscrew the valve from lhe mounting bracket Kawasaki caution againsl dismantling the valve, because It is 1e/1: lhal such IICtlon wou-Id et-use inaccuracy in the auembly. it can, however. be tested as foIows: 2 lJaing • wooden dowel or plastic rod, push the ball off Its seat against spring pressure, noting that the ball should I11OY'EI iWlOOth/y and with no rough spots {see Illustration). II any hes itation Is felt, wash the valve In a hlllh Ilnh-point so l ~ent and blow It dry wit h compressed air. Check the valve again. If no Improvement ;s noted. renew lhe rel ief vII~e asaembI)I. Note that this tesl is by no means conclusl~e, il any doubt remains about tile condition 01 the vatve It should be ~. 3 On reassembly, apply thread-locking compound to the threads 01 the raliel valva and tighten it SllCU"eIy (see ~lustratlon). ReI~ the oit pump and bracket assembly IS deacribed In Section 39 01 Q\apler 2.
20 011 fitter bypass valve eKamination and renovatioo
~ ~
'"
I The filter bypass valve is situQted In the cen tre bolt 01 the oil lilt er assembly and II therefore remo~ed and refin ed with the oil filter II described in Chapt8\' 1. Nota that II the engln. oil and lilter are renewed at the Ij)8Cllled Intervals, il Is unlikely thai the bypass valve wiI _ come into operation or llive trouble of any sort. 2 Its lunctlon Is to enSure that the engine alwlY' racaiVfl a supply of oil (even If It I, unfiltered) If the filt8\' itsell is 100 clogged to pass oil in suffieient quantities. In thl' event, the 011 Is dlY8(\ed underrn:tath it and Into the centre bolt via the oonOlll pair of holes which are kept open by the presence o,f Ihe coli sprjng and nat washer. The bypass valve ball Is forced 011 its seat when subjected to thl' extra preeaure so that the oil can pass on Into
"'
.....
3 It wII be evident that diagnosis of a bypass valve laut! is very difficult, but as the valve Is
1 The pressure reIieI vatve is Iocal ed on It1a olt pump mounllng brackat. To remove lhe reliel valve, remove the oil pump assemtJIy as
IKI IIimpIe WId so rarely used it Ie not likely 10 give trouble. It should be washed In a high nash-point solvent wneneV8\' It Is removad,
19.2 Chack that reliel valve baN is,.... to move smoothly
I U On ref"ttting apply tlw-ead-Iocklng compouod to its tlweads
4- 22 Fuel system and lubrication and care should be taken when refitting the filter to ensure that the valve can operate correctly if the need arises. If dismantling is necessary, place a wad of rag over the centre bolt open end, press out the retalnlng pin and tip out the spring and ball. All components should be examined lor signs 01 wear, which should be evident, except for the spring which can only be compared with a new component, and renewed if necessary. Check that dirt is not present in the centre bolt, then refit the ball and spring. Compress the spring while inserting the retaining pin.
21 Oil pressure and oil temperature switches -
removal and refitting
21 .1 Oil pressure switch location
22,5 Ensure oil cooler hoses are positioned correctly on refitting
5 On refitting, apply a thread-locking compound to the threads 01 the switch and tighten to the specified torque setting.
by using an air jet directed from behind lhe matrix to blowout the air channels. Avoid using sharp instruments to dislodge any foreign matter as this could easily damage the vanes. Should the matrix become damaged and leakage occur, renewal 01 the component will probably be the only satisfactory solution as repair is unlikely to be successful. Hoses should be checked for cracks and splits or signs of leakage, renewing them if necessary. Renew all sealing washers as a matter 01 course. 5 The oil c ooler assembly Is refitted by reversing the removal process. Examine the rubber dampers that are fitted to the matrix mounting bolts and renew any that are worn or perished. Install the matrix and tighten its mounting bolts sec urety. Refit the hoses ensuring that a new sealing washer Is positioned on each side of the unions, and tighten the union bolts to their specified torque settings (see illustr ation) . Do not forget to refit any clamps or ties that secure the hoses to the frame. S Refill the engine with the correct amount 01 oil as described in Chapter 1, and thoroughly check for oil leaks before taking the machine on the road.
~ ~
~
Oil pressure swi tch 1 The oil pressure switch is localed on the left-hand side of the sump, opposite the 011 filter housing (see illust ra tion). To remove the switch , drain the engine oil as described In Chapter 1 and disconnect its electrical lead. The switch can then be unscrewed from the sump. 2 If the oil warning lamp lights and the 011 pressure is known to be correct, the switch should be tested as described in Chapter 8. 3 On refitting, wipe the threads of the switch and the surrounding area of the sump clean. Apply a silicone sealant to the threads of the switch and then tighten it 10 the specified torque setting.
Oil temperature switch - ZX900 models only 4 The oil temperature switch is located on the front right-hand corner of the sump. To remove, drain the oil as described in Chapter 1 and disconnect its electrical lead. Unscrew the switch from the sump.
22 Oil cooler - removal, examination and refitting 1 An oil cooler is fitted to limit the oil temperature during hard riding. The oil cooler matrix is pOSitioned across the frame front downtubes to gain the best possible benefit from the airflow. 2 To remove the oil cooler matrix it will first be necessary to remove the lower and side fairing sections as described in Chapter 6. Drain the engine oil as described in Chapter 1. 3 Disconnect the oil hose union bolts from the oil cooler and remove the sealing washers. Release all the matrix mounting bolts and lift it clear of the machine. If necessary the hoses can also be removed by releasing the union bolts which secure them to the sump and freeing any clamps or ties which secure them to the frame. 4 To maintain peak efficiency the matrix should be kept clear of any debris, preferably
Specifications Ignition timing ZX900 and ZXl000 A models ZX1000 B models ZXl100 C/ O models: UK models US 49·5tate models US California models
10" BTOC@ 1000 rpm· 35° BTOC@35OOrpm 10" BTOC @ 1000 rpm - 35° BTOC@ 7500 rpm 10° BTDC @ 1000 rpm - 40° BTDC @ 6000 rpm 7.5° BTDC @ 1000 rpm - 40° BTDC @ 6000 rpm 7.5° BTDC @ 1200 rpm - 40° BTDC @ 6000 rpm
Pulser coil Resistance: ZX900 models ZXl000 models
ZXl100 C/ O models ..
390 - 590 ohms 400 - 490 ohms 380 - 570 ohms
Air gap: ZX900 and ZXl 000 A models ... ZX1000 Band ZXl100 C/ O models
0.5 - 0.9 mm (0.020 - 0.036 in) 0.7 mm (0.028 in)
Ignition HT coil Primary windings resistance: ZX900 and ZXl000 A models ..... . .. ••.• .. .• •.• •. ..•.• • . .
ZX1QOO B models . ZXl100 C/O models .. Secondary windings resistance: ZX900 and ZXl 000 A models ..... . . . . • . • • . . ... • .. .. • . ZXl000 B models .. . ...... . . •• .•• . . .• ZX1100 C/O models .. . . ... . . . ••. . ••.• . ...• Minimum sparking distance: ZX900 and ZXl 000 A models ...... ...•... . • • •. . .. ZXl000 Band ZXl100 C/O models Cylinder identification ..
1.8 - 2.8 ohms 2.6 - 3.2 ohms 2.3 - 3.5 ohms 10 - 16 k ohms 13 - 17 kohms 12-18kohms
7 mm (0.28 in) 6 mm (0.24 in) Left to right 1-2-3-4
5- 2 Ignition system Firing order .
1-2-4-3
Spark plugs
NG>
Reeotnrnended grade: ZX900 and ZX l 000 A ~s:
X27ESR-U X24ES-U
UK models
US""",,"
ZXIOOO 8 and ZXI I 00 C/O models;
U'''''''"''
U27ESR-N U27Es..N
US""",," Electrode gap: ZX900 and ZXI 000 A models . ZXlOOO B IIIld ZXII 00 C/O modeIlI .
--.
0.6 - 0.7 nvn (O.024 - 0.028 in) 0.7 - 0.8 mm (0.028 - 0.032 In)
'''m ...
Torque settings
ignition rotor retaining boll .
2.'
1 General description
Due 10 the lack of mechanical parts mthe magnetically-triggered electronic Ignllion syslem it is lo tally malnllll'lat\(:e Iree. ThfI .ystem compr\$eS a rotor. pulser coI~.). IC Ignitor unit and two ignition HT colis. The raised trigger on the 'oI Or, filled to tt\4l lafthand &rid of lhe crankshaft. magnetically opertItO!lll t"" puis« coilla) a. the CI".nkslwlft roIatO!lll. The pulsar coi~a) MIld a signal 10 the Ignitor unit which In tum supplies the Ignition HT coils with t"" power necessary to produce the spar\< at the plugs. E.:h coil supplies two sptrIt pkJg$. CyInders 1 and 4 OI*'8le coil and cylind8fll 2 and 3 off the other. For any given cylinder. the plug is fired twice for every engine cycle. btlt one of t he sparks occurs during the emauSI stroke and tnerefore performs no useful lunctlon. This arrangement It commonty known as a 'spare spark' or 'wasted spark' 'y$tem.
on one
2 Precautions to be observed when working on the ignition • ".tern W.m"'g: 1M Vfi)' high oulpW of the ignition lIystem mean. thaI It can be vel)l danf/BflXIl or . ....... • f,laI to toudll/l'8 eotnpOf'I«Its or , ....."'./. 01 any part 01 tM ignlfJM ')"I tem while It Is sllilin openotion. Tharefore t.ke grast cara to .'IOkJ penonal con ta<:1 with ttny part 01 ~ .ystem whHa the engine 111 tVllning, or ....... when the engine Is . topped but the ignition Is switched on. I When working on any pan 0 1 the Ignition 'ystem, aIwayt. cut off the power supply aithar by switching off the IGnition key or by dltconnectlng the ballery (negative tanninal first). If test procedu.es require the system to
&. ,
be in operstlon, take graal care to prevent personal contact with any part of the $)'$Iem. 2 Do not attempt to run the engine with the ban8fY dlllCOfll>8C\ed or with iI1I connections meda to the wrong terminals; this will destroy lhe ignition trigger assembly and may damage the alternator and other electrical
_..
3 NIMIr discoMect or .nempt to dItconnec:t the Ignition HT leads at the colla or spark plugs while the engine Is running; apan from the personal risk described above. the coils and control unit would .Imost certainly be
-.
.. Never use a meter or megger with. large IC ignitor uM as capacity battery to test thI. wiU almosl certaioWy damage the Ignitor unit. It Is recommeoded thaI only the Kawasaki tester (pan No 57001 -W) Is used to ensure the readings obtained are correct. !i If lhe resistance 01 .ny Olher pan of the Iyslem is to be tested, that the ~ .uppIy Is CUI ott (see above) and that the wires leading to the pulser colis or ignitor unit a.e disconnected. This Is 10 prevent the risk not only 0 1 p&r1Ol"l
I""
-..re
3 Ignition system fau~ finding
I A!J no m&anI of adjus.lment is .va"able. any failure of the syslem can be traced to feilure of s Sy$tem eomponent or & simple wiring fault. Of the two possibilities, the latter is by far the most likaly. In the event ot failure. check the system in • logical lashlon. 8$ described below (see IIlustratlona) .
lbl tt
"" 2 RIIfnOViI lhe !I.paIt< plugs from No 3 and No 4 cylinders, giving them a quiCk vilIual chedo. noting any obvious signs at IIoodIng IX oiling. Fit the plugs into their plug cap1I and r . lhem on the cylinder head so thst !he metal body 01 each plug It mQOOd contact with till cyl;ooer head metal. The electrode ends 01 !hi plugs should be positlorled 10 that spar\OOG can be checked al the engine It spun ov.UlIing the . tarter motor 3 Nole: the energy levels In electronk: system. can boI very high. On no accOUll should the Ignition be switched on whilst !hi plugs or plug caps are boling h-ald. Shocks from the HT circuit can boI most unpleasant. $econdIty, ~ Ie vital \h8,t the plugs are SOIJIdJ earthed when the system Is checked for sparking. The IC ignitor unit can be seriously damaged if t"" HT clrcuit bacomealaolated. .. Check thaI the kill switch 1& In Ih.. RUN position, turn the ignition switch to ON end lum the angine 0VfIf on the starter motor.• the S)'$t..." is in QOOd eon(taion a regular. fat blue spark should be e~ldenl al the plug electrode,. If Ihe spark appears thin or yellowish. or Is non-eKistenl, furthar Investigation will be nec..s...y. BefOti proceeding tunher. turn the Ignllion oN and remove the key as • satety measure . !i Ignition taults can be divided Into two categories. namely thoM where the Ignition system has failed completely, and thoH Which are due to a part ial failure. The li k~y fal,>/ls _ lisled below, . tarting with moe! probable aotn:e of failure. Work through the list systematlcalty, referring to the ~ sections tor fu ll details 0 1 the necessary checks and tests. (lI) LOO$S, r:cnocJod or damagIId wimg connecfiMs. broMn or shorted wiring be'- any of the component parts of thB ignition system (b) Faulty /glnIfion !w/Ich, side sr.ncl $Witch
I""
or~ltiIIswitch
(cJ Faulty ignition /ofT coiI(s) (d) Faulty pulser coII($} (aJ Faulty IC ~ror unit
Ignition system 5- 3
o
I /gf1!IonJnli
5
2
IgnitjooHTccj/s
3 4
P\JbIw coIb Engine kill switch
6 7
8
3.1a Ignition IYI1.." clrcul1 dllgram - ZX900 and ZX1000 A modell 9 SlOe stllfld swilch BL Blue 10 SIMet"kx:/
/gn/Iion swIIch 30Ahise lJiodes Baltety
R R&d W White V yttlJow
I
I
1 Ignitor unif 2 Pu/ser coil 3 Ign/fJon HT caMs 4 Engine IdIf switch
5 6
7 8
3.1b ignition syst.." clreult dbtgram. ZXl 000 B and 2)(1100 C/O models /goi6otJ switch 9 Sk1e stand switch BK BJ.ck Starf8(re/ay 10 Sranerlocl!otnswifch G ~ 30 A fuse II NaJtnrI $Witch LG Ugh! gr-. Balfei)' 12 CJIodft
R
Red
W WMe
Y
Yellow
5 - 4 Ignition system tha following test on the switch side of the wiring. 6 On ZXIlOO and ZXtOOO A models wtlen Itle slda stand Is up Ihere should be continyil'j balwaan tha brown and black/yellow termin8ll.. and wtlen lhe stand Is down therI should be continuity between the bIacWyeIow and grMl'llwhita terminals. If not, the switch it Bt fault end muSI be ,enewBd, 7 On ZXl000 Band ZXl100 CfD model, theffl should be continuity between the TWO switch terminals when the stand Is down WId an open circuit when the stand Ie up. If not. the switch Is laulty and must be renewed. broken wtlen the swilch Is in the OFF position.
4 Ignition system checking the wiring 1 The wiring should be checked visually. noUng any signs of corroSion around the various terminals and connectors. 11 the fauH !\as developed ., wet C(ltlditions ~ follows that water may ~ entered any of the connectors or sw it ches. causing s short circuit. A temporary cure can be effected by spraying the relevant ar" with one of the proprietary dewatering lI8O'OSOIs $UCh as WD40 or similar. A more permanent solution is to dismantle the Switch or connector and coat the exposed pans with silicone grease to prevent the ingress 01 water. The exposed backs of eonneclors can be sealed 011 using a silicone rubber sealant, 2 Ught corrotlon can oormaJly be cured by .aapWJg or sanding the affected area, though In serious cases II may prove necessary 10 renew Iha switch or connector slfectad . Check the wiring for chafing or bfaakaga, par1icularly whe<e it pIIsses close to part 01 Ihe frame or Its fittings. As a temporary meuure damaged InsulallOfl can be repaired with PVC tape, but the wire concerned should be renewed at the earlieal opportunity. 3 Us-.g the appropriate wimg ~ al the end 0 1 thla manual. check aach wire for bfeakage or short circuits USing a mu~lmeter sat on the resistanca scale or a dry baitOf)' and bulb. wQd as shown llustraton i'l2.1 ., Chapter 8 . In each case. there should be continuity between the ends of each wire.
5 Ignition, engine kill and side stand switches -Iesting
2 Iflh& operation ollh' Switch I, susp&Ct. rafarance shOUld be mada to tha wiring diagrams at the end of the manual. The switch co:'II'lfICIion are shown In diagrammatic form lind Indicate which are connected in Iha various switch pos itions. Trace the wiring back from the switch. disconnect II from the main wiring loom. and check the operation of Ihe switch using a mullimater set to tha resistance scale. 3 The engine kill switch Is Incorporated In the right- hand handlebar switch and can be tesled in a similar manner (see Illustration). Trace the wiring back from the switch to ila block connector and disconnect It Irom the main wiring loom . Using tha multimater. continuity should be present between the yekrw/red and red lenninals whef1 !he switch Is In the RUN pos ition and an open c ircuit whef1 the switch Is In the OFF positlon. .. "either swilch Is found to be laulty it must be renewed. While each Is a s.ealed unit and ean only be rapaired by ranawal . nota that thara Is nothing to be lost by attempting a repair_ Depending on the owner's 'kili. wo," contacts may be reclaimed by building them up with soldotr or in some cases, simply by cleani ng them wilh W040 Or a simi lar water dispersam spray. 5 The side stand switch Is also linked onto lhe Ignition system and Is daslgned to kill tha Ignition II tha Clutch is engaged w ith the transmission in gaar whilst tha IIlda stand Is down ($ell Illustration). Trac:e the wn.g back from the switch. disconnect it and earlY out
6 Ignition HT coils - testing
~
~ 1 The ignition coils lIfa situated underneelh
the fuel tank where they are mounled on lhe frame (_ Illustrations). axcept on ZXl000A modals whera Ihey are mounted on the bottom of the lairing bracket. By far the most accurate m&thod of testing lhe Ignrtion coils it 10 usa Iha Kawasaki spark gap testar. bu1 some Idea of lhe condition of the coil can be gained by measuring tha rnlstances of Its primary and secondary windings as 101l0W$. These tests Can be performed with tha co;ls fitted 10 the machine. 2 To cneck the condilion 01 the primlllY windings. disconnect the low tension leads from Ih' terminals on tha Ignition coil and. using a multlmeter set to the ohms x I scakI. measure the raslstanca between the two terminals. To cneck the secondary winding . unscrew tha supprassor caps from Ihe HT leads and set the met&r to the K ohms x 1 scale. Connect a meter probe to each HT lead, enllUl'lng a good contact Is made. and nota !he reeding obtained. Compare both \he primary and secondary resistanca readings 10 those glYen In Ihe SpecificationS. II eilher 01 the results oblained ara not wilhin \he specified limits the coil should be taken to an aulhorited Kawasaki daaler for confl,mation of your findings by testi ng tha coils on II spark gap t&st,r. II either coil is proved faulty It should be renewed: a satisfaclory repair wII not be possible.
~ ~
'"
t The ignition 'y$tem I, controlled by the IgnillOfl or maln swilch, mounted on the top yoke, Tha Switch has several t&rmlnals, of which two ara Involved In con trolling tha ignition system, Th_ are thto Ignition lermlnal (yellow lead) and the power aupply from the b,attary (wM' Ittad). Th, two terminals are connected when tha switch is in the ON position and the COtVle(:\ion t/1ouId be
6.1a HT coil location - ZXl000 8 and ZXll00 C/O models
6.1b HT colt location - ZXIlOO model s
Ignition system 5- 5 retaining bolls. situated direclly und..- Ihe cylinder bamII, should ha.., a threed-1ocIdng compound applied 10 their threads priG< to lnetalllltion. Remove the 0I11i1er plug "om the top 01 lhe leh-hand engine casing and top up the 011 level as described In 'Deily (pre-ride) checks' at tM beginning Of this Manual. On ZXlooo and ZXllOO C/O models refit the fa, ring section as dellCribed In ChapterS.
8 Ie ignitor unit · lesting 7.5 Pulser coil air "ap meaSU«Iment · IX900 .nd IX 1000 A model. shown J Ignition /1fgQaf 2 PuIMIr co/HOI cyI J sod 4 3 PuIwr coil for cyl2 and 3 4 Ntgap
IndiU.ting a .I\orl circuit, or if a very high reslstence Is measured. Indicatin" an open
I The pu lser coll(.) are localed on the lefthand side of the crankshaft . Note that a small IIfTlOUnt of 011 will be e~pel l ed as the pickup to • .,.. is removed, 110 place a container beneath the COlI.,.. in which to drain the oil and then remove the cover. On ZXlOOO and ZXll00 C/O models I' will be neces.sary to ..oove the side lahIg MCtIon, ;1$ described IIChapter 6. T...ce!tle puIser coif wiring back II its I*ld\ connectOf and disconnect it /rom !he main loom: make !tie loIlowing test 00 !tie Ingine side of !tie wiring. 1 Using a multimeter set to the ohrTl$ • 100 tcaIe. measure the resistance between \he tuck and yellow wire terminals and compare !he reacting obtained with thaI given in the Spec~ic.t i on •. 011 ZX900 and ZX1000 A models, carry out the same leSI using the bl
being trapped or damaged al some point along lheir IengUl. Such faults may be traced and easily r~ In the home wor1<shop. 4 The pvIsar coII(') can be removed /rom !tie machine once Ulek mounting bolts have been removed. On reliltlng apply th'tlad-Iocklng compound 10 the threads of the mounting bolts and sel up the pu lser coil air gap as 100k)ws: 5 U.lng a larga ring spanner on the engine turning hexagon. rotate the cranksha!t antlclockwise ...... til the raised trigger on \he rotor Is In ,ine with the pulse< coil and tighten lhe pulser coil mounting bolts l ingertighl only . Using ~ adjust the gap b e ' the pulsar coil and I"nition trigger until the correct ... gap (see Spedflcatlons) is obtained (se. lI!u. tr.Uonj . TIghten Ihe pulser coil mounting bolts securely. On ZX900 and ZXlOOO A models repeat the al>ove seq.....-.ee lor the second coil noting that it is Importanl that the air gap on both coils is id(l(ltical 6 On ZXll00 C/O models MSure the tube situaled between the pu lser coi l and rubbef grommet Is po$ltloned at the coil end of the wiring and apply a small amount 01 silicone Maiant around tt>a crankcase mating surlacea 10 ensure lhe COlI« seals corTectty. 1 On all model. refit the COlIer. using a new g8$1<et, and tighlen its retaining bolts sec:uett (see lIIustraUonI. Note thaI If1e top two COlI«
1 The localion of the IC ignitor unit varies depend'ng on the model. On ZX900 models It I••'t ....led below the rear of the luel tank. wtlich must be removed to ~ acc.se 10 tt>a ....... On ZXlOOO A models the unit Ie ITlOU"lted on the right-1wId side of the rear mudglllVd and It will be necessary to remove the tall section of the bo<:!ywOO< to gain access to ~. On ZX1000 B models the Ignitor I. si tualed behind the le!t-harld .'depanel, where II Is mounled nexlto the battery. On ZX1100 C moo:IeI$ the unit can be lound behind the rlghthand sidepanel. On ZXl100 0 models Ihe Ignitor Is mounled 10 Ihe rear mudguard by two bolts. 2 To test the unit ~ Ie best '0 remove it /rom the machine. Kawasaki racommend that only their multimeulf, Part 00. 57001-963, should be used to lesl the ignitor uni, as any other met..- could produce different readings. However. il shoold be possible to g.aln .n in(i;cation of the unit's condition with another type of meter, and Ihen to have your lindinga confirmed by a Kawasaki dealer il a fa~1t I. Indicated. Do not use II meIer wilh a large battery capac/ly as this will almos! cer/alrlly damage lhe urli/. If In any doubl the unit should be taken to an authorized Kawasaki dealer lor testing. 3 Make various teslS between the wires from the ignitor block connector as shown (... IlIu.trationsl. If the results oblalned dO nol cIoeeIy resemble those in the table the IgnitOf unit must be reMWed.
8. la IC ignitor unit location - ZX900 models
8.1b tC Ignitor unillocaUon - ZXl100 C
......
8.1c IC ignitor lor ZXll00 D models i, reblined by two bolts (AI. Disconnect at connector (8) lor testing
7 Pulser coils · tesling
circuit. note thet this may be due to the wires
~
t:
I""'"
5-6 Ignition system
II '1' , CPT
~
WJf;ru
rr:;~~~
,
,, "
C
20 15 - 28 25 - 55
,
D
dJd>
Numbe,
,
2
§ !
,
,
""
[I
Vllu e{kD ) Infinity 2
-,,
"
3
A
0
, , , , , , I"" , ,
Termi· nil No. 1
D
D
• , .3 , , , J. , , ! u
A
D
D D
, , , ,
"
, ,
C
D
, ,, I""
A
A
C A
,
, I", , , I"" C
A
C 0
"
2S
-
125- 375 In finity
3
2
4
5
•,
7
6
10
I" .3 •••••••1 -- "-- -I" -• - i"'-- - -- -- -- --·,i • I" -• • • , - - -• - - - - - -"-
A
-- "" -- - -- -- - -""-, I"" -, ,
3
0.3 4 .2 6.6 21.4
•
Tester Positive (+) Lud Connect ion
, , , , ,• , , A , "A
0
A
0
,
r ester (+) Lud C<>r>I'I«li"" 2
Valu e (kn) Zero
,
D
.g
1
!
2
0
3
C
~
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
C "
4
5
A
Z
A
6
c
C
A
A
A
0
0
7
C
C
A
A
A I"
A
A
C
C
A
A
0
A "
C
C
A
A
0
A
~
Ar":
0
0 1"
10
8.38 IgnItor unIt lest table· %)(900 models
8.3b Ign,IOI' unit tesl table - ZXl000 A models {x, 1Ul)
TesI\!I" (-) Leed
"""""'" ,
TeII8' ( + ) lMd Conneaian
,
'K/Y
y
''fW
G
BK
G/ BK
B1'JR
-
2.4 - 9.8
43 -17
24 -10
6.1 _ 24
8.t - 24
5.9 - 24
-
16 - 66
1.4 _ 5.8
0 1A _ 5.8
2 '- 8
2 -.
26 -10
92 - 37
4 -16
4 -16
4 _ 17
1.4 _ 5.8
-
2 -.
2-,
26 - t o
'K/Y
~
Y
~
1.4 _ 5.8
'O(JW
~
0
11 - 44 9.1 - n
G
~
~
~
~
-
~
00
~
BK
~
~
~
~
~
-
~
~
G/ BK
~
2.7 _ 11
4.2 -17
2.7 _ tt
5.8 - 23
5.8 - 23
-
13 - 52
~
13 - 54
16 - 62
13 - 54
25 - 100
25 - 100
18 - 70
-
'KI'
8.3c IgnitOl' unit test table· %)(1100 C models
Ignition system 5- 7
,
Hi M
I
,
... ,
Tuml· ~,
cap s· examination
I
, "'lO
n
(ke)
To.m (o) Lud Con_tlon
, , • , •
.l
I
•
"' - '" ,, - n "- I" lO
,,- .
lO
,, -
>0. l .s _ 5
n
- ,,-"-
.-" " a., _ ,,-
..
! , ,". ,.".- n ,". ,, - " • ... , .,' ... " ......, , • • J - - ,,-j • 1"---"---] Tesw (.)L""'CoMtctlol'l
Tuminal
-",
"
00'
3 Where leads permanen tl y Ignition coils ;, atlach&cl ecoo," Ii{)Ildod that the '-Wal 01 the lead Is entrusted to an auto-electri(:i;.J who will l\ave the ~ise to solder on a new lead without damaging the coil windngs.
(HI )
>0
-
10
lO
j • -- "-. """-- """--
'"''0 "'",
'"
B.3d fgnlt04' unit test table · ZXl 000 B models
Span: plugs ' general
UnI : _O T_
" ..,..
"'",
{- r
OK
....• ...."'"
T_ I·) ..... c---..
"oW _170
"'"
T 4.9 _ 20
-
1.4 _ 5.7
2.8-12
42 _ 170 1.4 _ 15.1
-
..,..
2.8_ 12
•
"
Information relating 10 spar10l plug cleaning. adjusting and renewal wiH be found In CI1apler 1. and a colour conditfOf'l guide at the end 01 thl' manual. which can be used 10 determine ml~lure slrength and running eoncIiIlons.
>0
.-
..
1 Etre.tlc f\IIlI'Wlg faults and problems with the engine suddenly cutting out In wet W"t"can often be attributed to leakage from the high ten sion lead$ and suppressor caps. If this fautl Is present. it will often be poselble to ' " !lny sparks around the leads at n~ht. One cause of this problem Is the accumulation 01 mud and road grime around the leads. and the first thing to check 1$ that the leads end caps are all clean. It is possible to cure the problem by cleaning the components and ,..Iing them with an aerosol ignition sealer. which will leave an insulating coating on all components. 2 Wat .... dispersant sprays are also highly recommended wheno the system hat become swamped with water. Both thee products are most garag" " &l1y obtainable aeoessory shops. Occasionally. a 8UPPfIISSOI' cap or lead may break doWf1 Intemally. If this Is suspected, the components should be
- - - .- " J , ., " ., '" ~
HT leads and suppntSSOf
•
.,..
....
OK B.7 _ 28 8.7 _ 28 8.15-34 3.1 - 13 8.1 _ 33 1.7 _ 7.2 1.7 _ 3.9 _18 02 _ 0.8 2.2 _ 9.0
"'"
~2
1.4 _ 6.7 3.7 _ 16 3.7 _ 115 15.2 ~ 21 I .B ~ 6.4 4.3 - 16 1.4 _ 5.7 1.7 _ 7.2 1.7 -7.2 3.9 - 16 0.2 - 0.6 2.2 ~ 9.0
-
oW _170
0
~
~
~
~
-
~
~
~
~
~
~
~
~
~
-
~
~
~
-
46 _ 190 4.2 ~ 17 15.6 _ 23 42 _ 17 7.5 ~ 30 7.5 _ 30 6.1 ~ 33 4.4 _ 18 42 ~ 170 02 _ 0.8 1.1S -8.3 0.2 - 0.8 20 - 82 2.0 _ B.2 4.0 _ 17 2.5 _10 70 - 280 30-120 30 - 130 30 - 120 42 -170 42_170 34 _ 1..w 30 - 120
(_)O ; T _ (-) L..t Connec:rion
6.3e Ie ignitor unit test table · ZXt 100 0 rnodeft
-
-
Specifications Front forks Wheel travel: ZX900 models. ZX1000 models ZXl100 C models . ZX1100 0 models. Air pressure ZX900 Al to A6 and ZXl000 A models: Standard .......................•. Usable range. Fork spring free length:
ZX900 A 1 to A6 models . . . . . ...•. ZX900 A7-on models ZXl000 A models ...........•. ZXl000 B models ..........................•. ZXl100 C models . ZXl100 0 models . Fork oil capacity per leg - after reassembly: ZX900 Alto AS models . . . ........ . . . . .... . . •• • . ZX900 A7 -on models ..... .. ... . . . . . .• ZXl00Q A models ZX1QOO 8 models ZXl100Cmodeis ZXl100 0 models Fork oit capacity (approx) per leg - at oil change: ZX900 A 1 10 A6 models ZX900 A7-on models ZXl00a A models ZXl000 B models ......... • ZX1100 C models ZXl100 0 models.
140 mm (5.51 135 mm (5.31 125 mm (4.92 120 mm (4.72
in) in) in) in)
0.5 kg/cm2 (7.1 psi) 0.4 - 0.6 kg/cm 2 (5.7 - 8.6 psi) Standard 522 mm (20.6 in) 430.5 mm (16.9 in) 504.5 mm (19.9 in) 488 mm (19.2 in) 438 mm (17.2 in) 295 mm (11.6 in) cc Imp 11 oz 318 ± 4 11.2 ±0.14 496 ± 4 17.5 ± 0 .14 12.2 ± 0.~4 348 ± 4 418 ±4 14.7±0.14 458±4 16.1 ±0.14 465 ±4 16.4±0.14 270 420 295 360 390 410
9.5 14.8 10.4 12.7 13.7 14.4
Service limit 51 1 mm (20.1 in) 421 mm (16.6 in) 494 mm (19.4 in) 478 mm (18.8 in) 429 mm (16.9 in) 289 mm (1 1.4 in) US 11 oz 10.7 ± 0.13 16.8 ± 0.13 11.7 ± 0.13 14.1 ± 0. 13 15.5 ± 0. 13 15.7 ± .013
9 .1 14.2 10.0 12.2 13.2 13.9
6- 2 Frame and forks Front forks (continued) Fork oiIleYeI:' ZX900 A I to A6 models • 357 ,. 2 mm (14.1 ,. 0.08 ~) fork fully extended ZX900 A7 -on modeIt ..................... •• . 110 ,. 2 mm (".3 ,. 0.08 ~) fork fully compressed ZXlOOO A models . 348,. 4 mm (13.7 ,. O. HI~) fork flAy exterxled ZXl000BmodeIs . • •...••...••..• 130,.2mm(5.1 ,.O.08~)forkfullycompressed ZXllOO C models . 149,. 2 mm (S.9,. 0.08 in) fork flAy compressed ZXI 100 0 models . 133,. 2 mm (S.2,. 0.06 In) fork flAy compressed '0iI Ievell~ mMwrtId from the lOp of /he stanchion with fcrt spMg remowJd. Reeommen
Rear suspension WheoIlruvel: ZX900 modeIa . ZXlOOO A modIII8 • ZXlOOO 8 and ZXI100 C models ............•••. ZXll00 0 models ......... ............ .. ... ,. Nt pressure;
I I Smm(4.53~1
ZX9OOmodob ZXlOOO A models
130mm(S.12In) 120mm(4.72InJ 112mm(4.4' in) S ....... O.S kg/em> (7 psi) O.S kglcm> (7 psi)
ZXHlOO 8 models . .. .. .. ... .. ..... .. ZXI 100 C models • . ...................... . . ZX110001Tl()(lel, ...... ............ .. ........ ..
-"'"""~
0.1 kg/cm> (0 - 14 pel) Nonadjuslable
'"m
Ibltt
,., •.,
13.S 14.S
Torque settings Handlebar 10 top yoke moonllr.g bolts: ZX900 A7-on models All Olher models Top yoke fflIaining nul
L9
Yoke~~;
ZX900 and ZXlOOO A models - top and bottom ZXlOOO B models - lop and bottom ................ • . ZXl100 C/O models; Top .•..••••...••.. ................ ...... • .
"""~ Fronlfork lop bolla . Front fork ~ rod rtll8lnlng bolt ZX900 AI to A6 models ZXlOOO model, ZX900 A7· on and ZX I 100 C/O models Swir.g ir.g arm pivot shaft nUI(s) SuspensIon unit and linkage pivot bolts: All $UspenIion unit and linkage bolts e~cepI ZX900 upper suspension un~ mounting boll . ZX900 upper wspensIon unit mounting bolt ZX900 A2-on models ZX900Al model •
1 GenentI dHcrIption
All model, are lilted with loo<s 01 Ihe cooyentlon8l ooII·spring hydraulically damped telescopic: type. Thoee lined 10 the ZX900 A I to A6 and ZX I 000 A models are air assisted and ItlalUre .., adjustable anll-diYe uniI. The ZX1100 C/O fork. '"Iure an 8 pO$ition preload and. 4 position damping adjuster. Frame design v,"", from n'IOdftI 10 model. TtKt ZX900 models employ a d iamond type
I 0 kg/em> (142 psi) Not applicable
,., "
u.- ..... O.S - I.S kglcm> (7 - 21 pal) o - I .S kg/cm> (0 - 21 psi)
'"
15.0 21.0
21.0 IS.0 16.5
..,.,,.,,
"., ".,
•,.,.,
"., "'".0
,.,
frsme. conslructed 01 tubular steel and using the engine unit as a s tressed member. The frsme on ZXl000 A models Is 01 a lull credit' deslgn and Is coolirucilld of square-sec1oo $1"1. Both the ZX l 000 Band ZX' , 00 C/O model$ use a lull c rad le Iype Irame constructed totslly In an aluminium a lloy and braCed to Increese rigidity. All models employ Kawasakl's Uni-1Jak raar suspension Iyllem where a square· section aluminium Iwlnglng arm acts on a single suspension ..... It via s linkage. The rear suspension unit has a 4 position damping adjuster and all unilS a~C4lP1 thai lilted to ZXI 100 C/O models are air assisted.
45.0 65.0
2 ffont forks - A!n'\Oval
1 PI_ ItKt machine on ~s centre stand an.. remoye Ihe futl.itan k a nd complete fslrlng . Place lOme blocks un.demuth the c rankc"," a nd remove the Iront wheel as described In Section 2 of Chapter 7 . 2 Slacken the tOp yooke COY'" relSlnlng &crews (where fitted) and remove ttKt coyer. Ramo .... the Allen bolts which secure the handlebar castings 10 the top yoke end lift
Frame and fork s 6- 3
them clear. On ZXttOO D models there is no requirement to rem0v9 lhe handlebar castings from the top yoke unless you intend dismantling tile fO<1<s, In wt1lch case it Is good practice to stacken off the top bolts whi lst firm ly held In the yo kes. Support the handlebars 10 avoid placing any strain on the hydrauliC hoses and also 10 prevent the possible leakage 01 fluid from the master cyIDders. On ZX900 At to N3 and ZXl000 A models remove the two A llen bolts which secore each Mli-dive plUr>gel" assembly to the top 01 its valve and also r&mOve the junction box retaining bolts. On all models rem0v9 the rru::lguard retaini ng bolts and lift ~ clear of the machine (see illustration s) . To remove the front mudguard on ZXltOO 0 models, first remove the single screw on each Side. followed by the two screws at the join of the front and rear sections al the lop (see Illustrations). Unscrew Ihe spe<}domeler cable knurled n ut al the wheel end and pu ll the cable throllgh the guide on the mudguard. Fre-e both brake hydraulic hoses from the ir gukle cl ips, then manoeuvre the mudguard rear section free. To r&mOve the Iront section. remove the two bo~s from each fori< lower leg and the single screw on each outer face (see illustration). Make SUIll lhat the brake hoses arod speedometEr cable are correctly located after refitting the mudguard. 3 Rem""'e the valve cap{s) and depress the valve core{s) (where fitted) 10 release the air pressure from the forl<s. Remove the fork top bo~s on ZX900 A2 to A6 models. Note if the
forks are to be dismanlled slacken the top plugs befor", removing them from the yokes. On ZX900 At to AS and early ZXtOOO At models il will also be necessary 10 ~acken lhe clamps which retain the air pressure balance union in position 4 The fork legs can then be removed by twisting each stanchion whilst pulling the leg downwards. If the stanchions are stuck in the yokes, apply penetrating fluid, allow l ime for it to worI<. and try again. In exlreme ca5e$ ~ is perm issible to fu lly remove the pinch bolts and l&IIer the yoke clamps apart by wedging a screwd ri ver b lade between them, but great care must b
3 Front forks dismantling and reassembly t Remove the fori< legs from the machine as described in the pr&llious Section. Dismantle each leg separately to avoid in terchanging parts (see Illustrations oyerleal) . 2 Remove the top bolt, followed by the spacer and spring seat (as applicable) and withdraw Ihe fork spring: take a note of
whether the closer pitched coils are at the top or bottom o f the spring as a guide to reassembly. Invert th", fork assembly over a sullab1e container and pour out th", fork oil Note that on ZX900 A 1 to A6 and ZXtOOO A models care must be taken to tip the fork up slowly as the TCV (Travel Conlfol va/vtl) valve will also fall out. Catch the yalve as It emerges to prevent ~ being damaged. If lhe valve does oot corne out, ge<1tly tap the side 01 lhe lower ~ unti l it is released from the stanch ion end. 3 Carefully lever out the dust seal from the top of the lower leg and prise out the fork oil seal retaining circlip and washer (where fitted). Usi ng a vice equipped with soft jaws. lirmly clamp the lower leg by the bra ke cal iper mounting lugs SO that ~ is horizontal. 4 Remove the whOO spindle pinch boH(s) and unscrew tile Allen boll Situated 01 the bottom of the fo rk leg to release the damp",r rod assembly. If one Is lucky th is will unSCrew easily. If, however, the bolt turns w ithout unscrewing il will be necessary to hold Ihe damper rod whilst It Is slackened. The Kawasaki service 1001 for holding the damper rod consists of an adaptor which is fitted 10 a long T-handle and passo.>d down through the stanchion to engage with the damper fod head. A suitable altematlve can be made by grinding a coarse taper on a wooden rod of sufficient length: the tapero.>d end can then be passed down the stanchion to engage in the d amper rod head. With an ass istant ho lding the protruding end of the woode<1 rod with a setf-Iocking wrench and applying pressure to the damper rod head. the Al len bolt can be ramoved. The stanchion and low",r leg can now be separated by pulling the two components apart. 5 Push Ih", stanchion fully into the lower leg and pu ll ~ out as sharply as possib1a. Rapeal the operation severailimes. usinS the slidehammer action of the bottom bush against the top bush to d islodge the oil saal, until Ihe stanchion is freed from Ihe lower I~. Invert the stanchion and tip out the damper rod and rebound spring. The oil seal, washer and top bush can then be slid off the stanchion. Removal 01 the low",r bush should only be attempted if renewal Is requ ired: It can be remoyed by inserting a screwdriver into the
6- 4 Frame and forks
3.,. Front fo.... and steering yok_• I rop)'O/<e 2 PInch bolt - 2 oft ' 3 Nut-20ft 4 AIr ~ pIp#J early ZXJOOO A lend III ZX'9OO models 5 Botfom )'O/<eI!fMring slem 6 Pinch bolt - 4 oft ' 7 R/ghl-har>d fori< leg 8 Anti-dive unit
,-.""
'"'''' " s..J
12 13 14 15 16 17
• ZX900 A1 10 AI!I.nd ZX1000 A modeII
s..I Was/JeI" PII.JnfIer Plunger housing
BIHd vWve Top pNQ essembIy - ZXIOOO models 18 Top plug assembIy- ZX900AI model 19 roppNgIboltass«nblyZX'9OO A2 to A6 tIIOdeIs 20 Spring seel - ZXIOOO models
21 Forlfspring 22 Stanchion
33 OiIseaI 34 Wa$her
23
35 rop bush 36 Lowe<" ~
rev
24 Dwrper rod 25 Piston ring 26 Rebound spring
27 Wa.., washer - 2 oft 28 Wa.shet"
29 Damperrodseat 30 DustMel 31 Cirdp 32 Washer
ww.
37 Allen bolt end $II1ItIing 38 Drain screw end seeling
washer 39 Botfombush
Frame and forks 6 a S
Pw 2
~ ~ a
5
IY
. '~~
@)
3'
2
o
24
®-Q
o
@--e I
3.1b Fr ont fOrks and staering yokes - 2)(900 AT-on, 2)(1(100 B and 2)(1 100 C/O models t Topplug "
2 O-ring 3 TopyoU ' 4 Pinch boll - 2 oR S Top plugt~ adjuSftK rod ' 6 Topyo/lt' ., 7 Bottom yoIrefsrewiflg stem
8 Pinch boII- 4 off 9 Nut _ 4 oR 10 Spaoor ' 11 SpringSENlt ' 12 Forl< spring
13 StlJflChiof1 14 Bottombu$/'t '5 OM¥>« rod
16 f'j,;fOn ring 17 Rebound spring 18 Damper rod SENlI 19 lNsl~
24 Lower leg 2S /lJJen boll and seaJ/Ilg 26 Drain scntw and SfNlIing washer '
wu..
20 CircNp 21 Oil ~
22 WasI!et' 23 Top INsh
, ZX90IJ Al-otl models • ZXlOOO B models • ZXI 100 e tD models
6-6 Frame and forks MaIing washer 00 the Allen boll and ....- ~ ne<:essary . Apply a few dropi 01 thread·
locking compound to the Ihraads of the Allen bolt and Inltall In the stanchion (_ illustration). Hold the damper rod ...,Ing !he
enos
vertical apIiI and levering the two apart by just erIOO.Igh to allow the bush 10 be slid off the bottom of the slanchion (lee iIIUllllltlon) . Invert the Iowflr leg ..-.d tip out the damper rod seat. Note that on ZX900 Al 10 A6 and Z)(IOOO A model s there will also be three washers 10 remove from lhe lower leg. e When all compOnents have been d68ned and examined Of .--wed as described in the fojlowing Mellon. they should be reassembled In the ffIVtII"$e 01 the removal sequence. 7 Refit the rebound spring 10 the damper rod and On!i&I1 lnto the upper end of the stanchion, pushing II down using either the fork spring Of wooden rod until It proje<:ts fully Irom the
3.h Slide a new H a t down the st-..chion and press It Into position .s described In , .~
Iow$r end of the stanchion (_ Ylustnotlon). On ZX900 Al toM and ZXlOOO A rnodeI$ ref"~ the Ihree washers over the damper rod end The flat washer ~Id have a waVfl washer positioned 00 each side 01 it. On aft models refit the damper.od seat to the end of the'od and carefully refit the bottom bush (If removed) to the lower end of the stanehioo, ensuring thai it Is cOfre<:11y posilioned In its locating gf(){)VfI. 8 SrMar the bottom bush and stanchion with oil and k'asert the assembly inlo the lower leg. Press the stanchion fully Into the lower leg 10 centralise Ihe damper rod seat (... mustr atlon). Che<:k the cood,tloo ot the
method amployed when dismantl ing. and lighten the boll to the tpeeil"led lorque M~ Relit the spIndIa pinch boII(s). 9 Lubricate Ihe top bush and slida II down 0Ye!' the stanchion, fit the large plain washer 00 top of It and press the bush into position noting that the slil of the bush must be posit ioned on either the left or rlght·hand $Ide 01 the stanchion. On no account should the alit be placed lacing the front Of rear 01 the Slar>ehlon. If necessary the bush can be lapped Into position using II hamma. and drih. luch as a socka! spanner, pltICed on top of the Wllahef. Smaar tha 011 seal lip with fork 011 and slide It down the stanchion (SH illustration). Pr,," the seal8quarety Into the lowar leg as far as possible by hand only and relit the second pl ai n washer (where fi tt ed). The s&al can be lapped fully Inlo placa using • length 01 tubing. which bean only on tha leal's hard outer edge; Check first Ihat tllere are no burrs or sharp raised edges which could damage the seal. As soon as Ihe circllp g.oove is eKposed withdraw the tuba and refit the seal ralalnifllj cI.clip. enlurlng that It is corrllClly seated (. . . lIIusl ratlon) . Pack II small amount ol grease abova lhe 011 seal and refit the dust seal l.H 11I .... lrallon). 10 AI each lag wittl the $pecItiftd amount of fork oil and slowly pump the stanchion up and down to distribute the oil. When the level has settled mNSUffl the oil level as described ... Chapter 1. correcti'lg it if necessary. When the 011 level Is correct. re!it the TCV valva (where fined), ensuring IIlal lhe two fMIts ara at the top. Fit the fori< spring, ensuring that II is "'stalled with b cloMr·pitcha d coils as noted on dismantling. Install the spring seat, tpiICe' and top plug (as applicable). On ZXll00 C modet$ ref"rt the spring. seat and top plug as an assembly. 8flsuring that the spring seati! located on the stepped portion of the top pIlJg and that the damping adju.tar rod correctly engages with the hola In Ihe damper .od
3.91: •• and refrt the dust
~
Frame and forks 6- 7
spring, spring SM1 and top plug as an assambly. ~ end (see illustrations). Tighten ttle top plug by hand only at Ihis stage as ~ is much easier and safer 10 tighten it once the fori< is damped in the yokes. On ZXlloo 0 models 00le that there Is a specia l washer, spacer and plain washer siluated on top of the fori< spring (see iIIustralions).
Front lorks examination and renova!ion 1 Wash all fork components thoroughly 10 remoVII al l traces of old oil. Check particutarly carefully Ihat all dirt has been removed from the bottom of the fork lower leg and from ttle passageways In the dampOng mechan ism. On lX900 AI to AS models and ZXl000 A models, il is advisable to remove lhe anti-dlve valve unit so thai onll can bfI certain of cleaning il thoroughly and drying il completely. Reier to Section 6. 2 Discard the lork al l seal: this should be '""ewed whenever it is disturbed. Similarly eheck ttle dusl seals for splits. cracks orother damage, and check all sealing O·rings and washers . Renew any component that Is lound to bfI worn or damaged. On models so equipped. do not forget Ille seals around the air valves and, where appllcabla. in thll air unklo. Also check thll piston ring around the head 01 the damper rod. This ring must lit closely and sllal t ightly in its bore if Ihe damping mechanism is to function efficiently. 3 On ZX900 AI to AS and ZXl000 models check Iha TCV (Travel Control Valve), espe-cially if damping problems have been experienced. The valve assembly should not be dismantled and no replacement parts arll available: If lound to bll faulty, it must bll renewed. If a lau~ is suspected fi rst inspect the pislon ring of the damper rod belorll turning attention to the TCV, then go on to check thatlhll oil hollIS of the TCV are clear. If no damaga Is found thll TCV must bfI rem/woo. Note that the valve depends on an accuratll fOf\< 011 level lor correct openltion. .. Apart from the above. the only other
3.1Od. . follow&
3.1 011 •• then Install top bolt
componen ts likely to wear are the bearing surtaces of the stanch ion and lower leg. I nsert the stanchion Into the lower leg, complete wilh bushes. and feel for free play between the two at all points, Irom lull compression 10 full extension. No specWicaHons are given. therelore ~ free play appears to be excessive. the worn components should bfI renewed. Excess ive wear is normally r_aled by score marks 011 one or bolh surfaces: If such signs are found the component CQn(;emed must be renewed Take the components to an authorized Kawasaki dealer for an expert opinion if in doubt. Note that bolh the top and boltom bushes are avaj l a~e separalely 5 The stanchions can be checked for straightness by rolling them on a fiat surface such as a sheet 01plate glass: any bending or distQr1ion should Immediately be evident. It is usually possible to st raighten slightly bent stanchions provided that Ihe work Is undertaken only by an expert: any Io<;al motorcycle dealer should be able to ,ecommend such a person. However if the stanchion Is bent so much thai the tu~ng has creased or even split, It must be renewed: straightening. lIVen if po,.,.ib~, would Induce severe stresses resu~lng in a fatigue failure al a later date. S Check that the stanchions· upper surfaces are clean and free Irom chips, dents or corrosion which might weaken the tubing or cause oil seal fai lure. Use fine emery paper to
poHsh off any corrosion; but chipS or dilflts. if minor, can bfllilled w ith Araldrte or similar and rubbed down to restore the original shape when the filling compound has set. UK OwnerS should note that such damage will cause the machlnll to fail it S MOT test certificate. II in doubt aboul the stanchlon·s strength. renew it in the interests of safety. 1 The lark springs will lake a permanent set after considerable usage and will require renewal il the fork action be<:omes spongy. The service limrt lor the lotal spring free length is given In the Specifi<:ations. 8 Make a careful check of all other fork leg components. ctlecldng for cracks in castings. damaged threads. delective air valves. and any other signs of wear or damage. renewing any lau~y components.
5 Front forks - refitting
~
.~
'"
1 Apply a smail amount of grease 10 the stanchion upper end and the air union sealing a·rings (where titted). Insert the stanchion into the bottom yoke and slide the air union and its retaining clamp (where litted) Inlo position. ~ide the stanchion through the top yoke, whi lst holding the air union against the bottom yoke. and lightly tighten the top and bottom pinch bolts .
6-a Frame and forks
ZX900A1 toA6 and ZX1000A models 2 Slide the handlebars over IIIe lork stanchions and relit their mounting bolts. posmon each stanchion &0 that ~s top edge is level w~h that 01 the handlabar ca",ng Bnd tigtltan botl'I the top and bottom yoIl_ pinch bolts and tha l\andlebar relalnng bolts to their spacil>ed torque settings. Ensura that the air union (whera litlad) Os positioned hard against the top surface 01 th_ bottom yoke and IIghtan its ratalnlng clamps securely. Rafit Iha anti-diva plunger assembly (where Iitted). tightening the mountir>g bolts to the ~llied torque settings, and remount Iha junction bo~ on each fork lag.
ZX900 A7-on, ZX1000 Band ZX1100 CID model. 3 On ZX900 1>.7_on and ZXl000 B modals. pOt-Itlon the stanchion $0 that its top edge protn,Kles 15 mm (0 .60 In) abo'le the surface 01 the top yoke (see IIlullr aUon). On ZXl 100 C models the stanchion should be 11.5 mm (0.45 in) aboYe!toe top yoke (see ill... tnltion) . Df1 ZX t tOO 0 models the top svrlace 01 the top bolt hex shou ld be level with the top surface of the handlabar clamp. CrlCe the stanchion is 0DrI"ec:tty posIIloned. tighten botl'I the top and bottom yoke pinch bolts to their spacl/ied torqu a setti ngs (. ." illu strat io n). Refit the handlebar castll'lgS and tighten their IntUIting bolts to !he spacified torque setting ( _ iIIustnltlon).
AI/models 4 Aelit tha mud{Iuard and tighten its ratairwlg bolts to Iha specified tOl'QU8 setting. II the fOl1< lags were dIsmantled. also tighten their top plugs to their specili ad torque setting. On ZX900 A2 to A6 models. refit the fork top bolts and tlghtan them to the specified torque Hltlng. Relit the wheel as described in Section 3 of Chapte!" 7. loIlowed by the fafring and h.181 tank. Charga the lorks with the spaclfied amount 01 air (as applicable) and ralit the va"'- caps. Thoroughly check the operation of Iha front forkll and brake before takIng the machina on the road.
6 Anti-dve vaIYe assembly ~ (ZX9OO A1 to lIB and ZX1000 A ~ modeIs) - tesmg and renewal
~
1 The valva aS$«Tlbly Is mounted on the lront
01 each fork lower lag being retained by four Allen screws. The 011 passages are aach saaled by O-rings. Nota thai no replacemenl parts are availa ble with whH:h the assembly can be rfl(:(lOditiorie. ~ h becomes worn out or Is damaged in an accident, each asse<mIy can ooly be renewed as a single unll. Note that actu al wear Is unlikely; the unh Is most likely to laU due to dirt Ia/mIIng a
.....
2 Note that the anti-dive Is hydraulH:ally activated: refer to the relevant sections of Chapter 7 lor Inlormatlon on tha plunger assembty and itydraulH: system. To test the Ya/Ya assembly. remove the fOl1< legs from tha machina .. de5Cribed In Sectioo 2, then femove the fork top plug and the fork spring and tape 0\1$'" the Ii' union IloIe (models wilt. air balance pipe) drltled If1 the stanchion. Clamp the 1011< leg vertocaHy in a 1Iica, ansumg that Iha vice has solt alloy Or wooden jaw covers that bear only on the wheel .plndle lug. then set the anti-dive to the softest (Number \) sening, Ie fully antlclockwise. 3 Ensuring Ihat no 011 Is spilled, pump the stanchion gently and smoothly up and down through its lull travel. I",ing the amount 01 damping present on both compressloo and rebound strOkes when Ihe anti-dive Is not operating. Insar! a rod such as an Allen kay Into !he hole In !toe lop 01 !he vatv. as5fIInbIy and press firmly downwards: do not apply hea..-y pressure as it is not necessary: this may da"1aga Ihe valves. The hydraulic plunger $hOu1d a~tend by only 2 mm. Repeat the pumping acllon and compare the differenca when !toe rod Is reteased wlth wherl It Is depressed. then repeat the test with the ....U-dive on aach 01 the stronger settings. • The amount 01 effort requred to compress the 1011< should Inc::reoaM noticeably as soon as Iha rod Is depressed alld should return to normal as soon as Iha rod Is released. As the
salling Is fncreased to Its stillest posjtlon the eHort required to compress the Ioril slloukl Increase in proportion. yet should ,Ill! ratum to normal when the rod Is released. M
compreSSion damping Is heavy when roo pressufe Os applied to the rod. or if it does not return to nonnaI when !he rod Is rtIIoNsed. aIIo if thera Is no difference In dampIng with pressure applied to the rod. the anti-diva unit I, laulty alld must be renewed. As a safety measure the manufacturer recommends tllM the assembly should not be dismantled WIth • view to repair and does 1'101 suppl)' replacement parts as a resu~.
7 Steering head - removal
.
~
~
1 Remove the seat and fuel tank sa described In Chapter 4. Ramove Iha Iront lorks at described In Sactlon 2. Df1 ZX900 modaIs It may also be ntIC
Frame and forks 6· 9
8 Steering head bearings examination and renovation , The !Mer races are e3$iIy checked after all traces 01 old gnlase have been removed by washing In a suitable solvent. Tum each race slowly. checking fOf marks Of discoloration of the roII8r l aces (... lIIu, lrltlon). 2 Clean the outltl' races end examine t he bearing sur/ace 10' wear or damage. II any wear la dllcovered. Kawasaki recommend that bolh bearings. Including their outer races. should be ~ed. 3 II ._walls necessary. remcwal of the old bearing outer _ and Installation of the new outer races may be accomplished u5ing the oorr&et Kawasaki MNice tools. II these tools are noI available proceed as IoIIowa: 4 The outer races ar. a lalrty tlghl fit in Il'Ie heitdstoek. Mosl ............,. ~ type bearing extractors will work here. and these can otten be hired Irom tool shopl. Alternatively. e long drill can be passed
~
:;:~i~e~ae';.~:p~~m~;e::,~oe~:~~ ~~!~~~
3
the race to ensure that ~ drives out squarely. It "",y prove advantageous to curve the end of !he dritt slightly to Impro'lB access. Note that
with this metllod there is a real risk 01 damage unlesl care I. laken. II Ihe race reluses to mo ..... stop: leave the job until a proper ertraeIor CIIrl be obtained. 5 The lower Inner race can be IeIIered off the st-ng Ilem, using SCfewdrlver$ on opposiIe side5 to work It lrea. To fit the new item. find a length 01 tubing slightly large< in its internal diametfl< Ihan the steering Item. This will sutflee as a tubular drift. Grease the bearing thorougnly and wipe a troce 01 grease around tile st&erlng stem. Dr ive the bearing home evenly and l ully. 6 The new outer races can be Instal~ using a home-made v~lon 01 the drawbott arrangemenl (_ Illustration).
9 Steering head - refitting
t On relittlng coat both bearings and lhe st_Ing stem with grease. Offer up the bottom yoke and stem to the /rarne and fit the top bearing followed by the O-ring and dust seal. and refit the slotted adjuster nlJl fi ngertight. It i. Important to bed tile bearings in on assembly. before Iinal adjustment - proceed as follows: 2 To preload the bearings. a C-spanner. preferably the correct Kawasaki item (part No 57001-1100). will be required. If using any other~, noIe thai it wit be necessary to make soma pn:wIsion IOf a spring balance to be attached to a point 190 mm (7.' in) /rom tIMt centra ot the steering ' tam . To this end . extend the spanner as req\Wed and dlil a hole
s.e Orawbon tools fOf refitting bearing ouIerntCes
, Dnlwboll
8.' Stftring head bearings· typical
4
''''' W""" Loc~
wlI'/Ief'
Adjusting nut
5 Dus/seal
SO-ring 1 Topbearing Bottom bearing Dust waI- where
",.,
In the handle at the correct distance. A s.pring balance capable of reading above 22.2 kg (48.9<1 Ib) will also be required. 3 Fit the C-spannar and apply 4.0 kg! m (29 Ibf It) to the adjuster nut. This is ac:I'oIa\'8d by hooking the spring balance to the hole In the C-spanner and pulling on it until II reading of 22.2 kg (48.94 Ib) Is sllown. Check that the Sleerlng head assembly lurns smoothly with no eW:Ienee of play Of tightness. 4 Slacken the nut slightly unt~ pressure is just released, then turn it slowly clockwise unti l pressure Is lust evident. Take great care not to apply eKcesslve pressure because thl' will cause premature failure of the bearings. The objeeIls to set the adjust", so that the beaMgs are under a IIfIfY IIgItt loading. just enough to ratnO\Ie any lree play. Once set correctly refrt the loci< washer, ensuring that its I.;V1g$ 8fI!)lIIg8 cor!eCIty with the slots 01 the nut.. Relit the lop yoke. wa$har and nut, securing the nut only 1ingar-t91t at this stage. rVrten the nut to the recommended tOfque setting alter the fan.. llave been refitled In the yokes as described In Section 5. Contlnue r(!o8SS8fObly In the r _ of the dismanUlng sequence. noting that all fasteners should be tightened to the $p8Cif>ed turque settings on completion. 5 Referring to tile rele\fant section 01 Chapter 1. check tllet tile steertng llead bearings are correctly a.Jjuste(i as soon as the forl<s. hand lebars and front wheel are refined. 6 Continue assembly by reversing the dismantling sequence. Check thai all electrical cables and control cables are routed so that they do not impede I tee
2 7hidt. waslttv
3 GuIde
wiring colour codes match up. When assem bly has boon completed check the operation of the /ront braka, throttle and clutch and adjust tile headlamp alignment and rear view mimlr saning.
10 Frame · examination and renovation 1 The frame is unlikely to require allentlon unless accident damage hes occurred. In some eases, rer.wal of the frame is the onty lIIIhsfactory rernedy if it II badly out 01 aJ;grvnent. Onty a few frame speciaJisllliave the jigs and mandrels necessary for resenlng the frame to the required standard 01 accuracy. and even then there II no nly means of assessing to what extent the lrame may I\.Qve been overstressed. :2 Afler the machine has covered a conSiderable mileage. It ia advll8ble 10 examine the frame closely tor sign. of cracking or splitting at the welded joints. Rust corrosion can aI$O cause weakness at these joints. Minor damage can be repairlod bV welding or brazing. depending on the eXlttnt and nat"" of the damage. 3 Remember that a frame wnich Is out 01 allgnfT*lt wiU cause handling problems and may .... en promote 'speed wobbtes'. 11 mlll8llgnmant is suspected, as II resutt of an aCCident, it will be necessary to strip the machO"le completely $0 that the frame can be checked. and ~ necessary. renewed.
11 Rear suspension unit removal t PIaoe the machine on its centre stand. then ramo .... the seat and sidepanels. Place a sullably sized block undernllath lhe r.a< wheat to pr~ the wheel dropping when the IItIIIP8flIIon unit bolts _ fOftlOI'ed.
6- 10 Frame and forks
11.28 ZX900 models - r_move expan" on tank mounting bolts !arrowed) and drain Its content.
ZX900 models
2 Fi"tly, di$Connect Itle baltery as a safety ~ !negaliYe termDII rnt}. ~ the two bolls IIrIhIch MCIoX"e the coolant 6I<J*'I8iOn lank 10 Ihe frame, remove the liller cap snd drain its coot8t11S into a sukable conlan. !_ Hfustratlon). Have ready a wooden bung 0<' deoan $CI'8W of IUtabIe ~ with IIrIhIch to plug the tank pipe when disconnected, 1i1ef1 swiftly pull ttle pipe off the Iank..non 8o'ld plug lis open end. Wipe up any spilt coolant immtodiale!y. Free the starter relay mounting bracket from ttle Ieft·hand aide of ttle frame. Release the rear suspension unit air ~arve from the frame by removing itl mounting nul !_ ilIUltnltion). Slacken the rear damping adjust.. rod locknut situated m the lop of the $I.ISp8fl8Ion unit, unscrew the damping adjuster rod 8o'ld IlII'IlO\Ie it along with the adjust.. knob t_ Ilustr8tlonl. 3 Stacken the suspenllon unit Uppef mounting bolt and nut but do not removtI it st thll Itsge. Slacken and remove the lower suspension lrit ~ting bolt and Ihe ,*rod lower mounting bolt, allowing the relay !Jf&Cket to pivot downwards 1_ Illustration). "low remove the suspenllon unit upper bolt )nd lower the suspension unit out Of the Jwinging arm -.'Id ,.wllY from the machine :_ Mlustmtlonl) .
ZX1000 A models I Remove the fOU" bolls which secure the fuel
1 t .311 Remov. tie-rod to rat.y arm bolt (AI and suspension unit lower (0) .
11 .2b Rllmove the air valve mounting nut
11.2c Slacken the damping adjuster locknut and Unsc>"SW the adjoulter from !he
link mounting bracket to the frame and remove ttle fuel tank along with its ~ting tnckI!t. DisI::onnecIthe bansoy (~ lead first) and remove it from the~. Remove the air filter element as ~bed in ChlIpter 1 and dispiace the four spring clipS which ..,lain the air fitter hoses on the carburettOfS. The air lilter housing can the
Inside the amalt compartment on the Ieft·hand I ide of the tsll section. and disconnect the tum signal and ree, lamp wiring bIoet connectora . Pull the tIll section to the rear and remove ~ from the machine. Slacken IhII four bolts which s.acur. the rear steOOn of IhII rear mtKIguard 10 the 'rame snd remo~e H. Release the IC ignitor mounting bolts. disconnect It from tha wiring harness, and remo~e it from the mac""'e. Remove the rear brake r8$ervoir and starter relay mounting bolts. TIe tilt brake ~ to the frame 10 avoid placing any strain on its eonnecting hose or the possible spillage of braks fluid. Disconnect the junction box block eomect
""""'". e
Remove the up!*" suspension unit mounting bolt and unscrew the damping adjuster cable from the unit Remove tha cable and adjuster assembly. taking care not to displace lhe pinion gear from the suspension unit. Remo\Ie the towllf suspension un~ mounting bolt and lower the unit out of the frame.
ZX1000 B models 7 Disconnect !he bilttery lnegative lead first) and remove It from the machine. Remove all the mounting screws from the tail section of the boc!ywork. nollng tllat two life located
....
-.
ZX1100 CIO models 8 Remov. the fuel lank as described In Chapter 4 and release the fuel tank mountJng bracket retaining bolts .nd tilt it clear of !he frame. Remo'ie alt the etectrical components which are mountoo on the rear mudguard. releasing their wiring and the rear euspension
Frame and forks 6- 11
12.4 Drawbolt tool fOf Installing bås Or bushes in rear suspension components attempt to separate the suspension unit and oil reservoir unit reservoir hose from iIfly clamps or gukles. Withdraw the mudguard rear sect ion aft er removing its lour mounting bolts. followoo by the front (main) sedion which has a sing le mounling bo~. t o To gain access to the reM suspension unit upper mounting bolt It will be necessary 10 remove the mudguard mounting bracket. retalnoo by Iwo bolts. Free the rear suspension unit 011 rese
12 Rear suspension unit -
examination and renovation
I Drewbolt 2 Bearing or bush
3 Housing
arrangemeot as shown In the accompanying illustration. Renew the 011 seals as a matter of course. On installation pack the bearings and lubricate the pivot bolt with molybdenum disulphide grease.
All other models 4 A single rubber bush is filled at the upper mounting point. If Ihere Is e ~cessive movement in the bush when Ihe mounting bolt is inserted. it shOuld be renewed. The bush can be removed and fllted using a drawbolt arrangement as shown (see illustration).
13 Rear suspension unit ·
refitting
ZX1000 A models 3 Needle roller bearings ale filled at the mounting points. Lever out the oi l soals from both sides of the unit and removt> all traces of old graase and road dirt. Examine the pivot bolls for signs 01 wear Or corrosion and the needle roller bearings lor wear Of discoloration. If either bearing is damaged in any way both must be re<1ewed together. The old bearings can be drifted out of place and the new items lilted using a drawbolt
set the remote damping adjuster to the number 1 position. 4 Offer up the suspension unit and refit both mounting bolts. Reconnect the damping adjuster cable and tighten the suspension unit mounting boils to the spec~ied torque setti,,!! Refit the battery bracket and mount the damping adjuster and the suspension un it air valve on the frame. Refit the starter and fan relay to the battery bracket and tighten all the above mentioned mounting bolts and nuts securely. S Install t he air filter housing and refit the element as descnbed in Chapter 1. Ensure that the air filte.- hoses are correctly filled to the carburettors and secure them with the spring Cl ips, Refit the battery and fuel tank. together with its mounting bracket
ZX1000 B models 1 Lubricate the suspenSion unit and tie-rod mounting boits w ith molybdenum dlsulphlde grease prior to assembly and proceed as described below.
ZX900 models 1 The most likely defect in the unit is poor damping. a failing which is ultimately inevitable_ Typical symptoms are booncing on !X\dulating roads and wheel patter on brokeo surfaces. If handling problems do occur the unit should be renewed promptly. 2 The suspension unit Is of a sealed construction and is not repairable in any way ; if defective, it must be renewed. The only serviceable items are the bearings or mounting bushes which can be examined as follows.
S Thick washers
4 Nut
2 Offer up the suspension unil and refil Its upper mounting bolt. Fit the lower suspension unit and lie-rod mounting bolts and tighten both suspension unit and tie·rod mounting bolts to their specified torque settings. Refit the damping adjuster rod assembly . tighleoing its locknut securely. and secure the suspension unit air vaivf! with its retaining nut RemO<Jnt the relay bracket on the left-hand side of the frame and install the coolant expansion tank. Swiftly unplug the expanSion tank pipe and reconnect 10 the tank stUb. Top up the expanSion tank with the specified coolant as described in Chapter 1. Reconnect the 001191)'.
6 Before refit~ng the suspension unit ~ will be necessary to set up the damping adjuster gear as described In paragraph 3, noti,,!! that there Os no small pinion to be fitted to the unit. 7 Position the unit In the frame and fit both the suspension unit mounting bolts. Reconnect the damping adjuster cable and tlghleo the suspension unit mounting baits to the spec ified torque sett ing. Refit the suspension unit air valve to the frame and tighteo its retaining nut securely. 8 Refit the rear mudguard to the machine, tighten all its mounting bolts securely. and refit the rear brake reser\loir and starter relay
ZX1000 A models 3 Before instaHing the suspension unit remove the dust co_ from the top of the unit and set the damping adjuster gear to the number 1 position. This should be ma/1<ed with a red painted i ne 00 the side of the gear and should be positioned in the oentre olthe cutaway. Refit the small pinion gear SO that the square hole at its centre is as shown (see ~Iwtration) . Also.
13.3 Rear suspension unit pinion gear position - ZX1000 A models
6- 12 Frame and forks
13.e. On ZJ(I 100 CID ~. offer up ttM ",spenslon unit and ...rtt its upper mounting bolt
13.9c ••• and the lower "'ti*lsIon unit bolt; tight." ali to their apec/fled torque settings
139b Refit ttM l leo-rod to relay arm boll ..•
t-, ~ ~ ."~I: ' "-,~ r~~" .~ --' ~ ',' ,
'.
, .;
'"
..:;: ~;:
'"
. .....
retaining bolts. Connect t~ IC Ignitor and iunetion box to the main loom and remount t~ni on t~ machln • . Relit the tail section. tightening all its mounting IICrews se<::urely. and coonect the rear lamp and tum signa l block connectors. Relit the batt&/)'.
ZX1100 C/O models 9 Install the Mar suspension unit wittI the oil reservoi' hose union bolt facing the __ and refit both ~a mounting bolts (11M iUustntlionj. Relit the tie-rod to relay arm pivot bolt (....
illU$lretlonsj. TIghtan the suspension unit and relay arm pl~OI bo lt s to the specified torque setting aOO reli t the 011 reservoir mounting bolt. 10 Retit the mudguard moun\ing brackel and Install the mudguard sections. TIghten the mudguard retaining bolts and relit all the electrical components which were removed Ensure that the etectrLal wires and the reservoir hose are correct lv .outed and retained by the clamps. Rellt the 11)1.11 tank mounting bracket and fuel tank.
• .'
:,i
= : .
-'
. -
.
.:.==--~-
'
-
'"
......
14 Swinging arm - removal
~
~
~
ZX900 models t Remo~8 Ihe reaf wheel as des.crlbed In Chapter 7 and the .ea. suspension unit as described in 5ection 11. 2 Release both silencer mounting clamps and bolts and .emove them I.om tha exhaust pipes. Remove the Allen-head&<:! out"r
. '
...td, '
~ , .. . .
... . .. _
swingIng arm pivot nuts and the rear brake caliper mounting bolts. Oisconnect tlla rear brake stop tamp swlteh wires and release the brake fluid reservoir retaining bolt. Slacken II the Allen bolts wh ich se<::u.e the .Ight-haoo lootrest bracket to tlla lrame and retease ~ rear brake hose I.om clamps. TI'Ie footrest and complete feaf bl'ake assembly can ttlen be manoeuvr&<:! out of the frame 1_ illustratlonj. Take care 10 keep !he brake fluid reservoir upright to prevent the spillage 01
nuid. 3
Remo~e
all the left-hafld foot.est bracket
AI/models II Set the required suspension unit da~ senlng and air pressure and rem the seat and sidepan&ls. ThorOl.lQh~ checl< tlla operation 01 the rea. suspensioo before taking tlla machine onl~.OIId.
14.2a On ZX900 models disconnect the sloplamp $Witch wi,"" .
14.2b ..• and remove righi_hand lootrest together with rear brak. asaembly
Frame and forks 6-1 3
I Swinging Ilfm 2 aular nut - 2 off 3 Pivot shaft 4 Inner sleeve - 2 off 5 Dust seal - 2 off 6 Needle roller bearing 4 off 7 Dust $$al - 2 off 8 Innernut 9 Chain buffar 10 Guard I I Circlip - 2 off 12 Washer-20ff 13 TI6-rod 10 swinging Ilfm $haft 14 Dust seal - 4 off 15 Needle roller bearing - 2 off 16 Left-hand lift-rod 17 Nul 18 Inner s/e(!ve 19 Dus/MaI-20ff 20 Needle roller bearing 21 Right-hand tie-rod 22 TI6-rod /0 telay arm bolt 23 R8Iay Ilfm 24 Suspension unit to r8iay arm bolt 25 Ifltll!r s/e(!ve 26 Dust seal - 2 off 27 Noodle roller bearing 28 Nut 29 R8Iay arm to frame bolt 30 Dust seal - 2 off 3 1 Needle roller ooaring 32 Innersleflve 33 Nut
14.2c Swinging arm and suspension linkage - ZX900 models retaining bolts end part ially withdraw the brac ket (see ittu stratlonsl . Remove the circlip and washer which retain the gearch ange pedal to the bracket and lift the bracket clear (see iIIustrationl. Slacken the left-hand pivot shalt nut and wit hdraw t he pl~ot shaft from the right -hand side whilst supporting the sw inging arm (see if/uslrallonl. If necessary. due to a build-Up of corros ion, t he shaft can be tapped out usin g a hammer and a suitable d rifl. Th e swinging ann and lie-rod assemb~ can then be manoeuvred out of the frame. Remo~e a clrclip from either end of the shaft which secures the (ie-rods to the swinging arm. and withdraw the shaft 10 separate 1M tie-
14.38 Note bracket which front two lefthand footrest bracket bolts screw Into
14.3b Free the gearchange pedal from the lett-nand footrest bracket ltnd remove the bracket
6- 14 Frame and forks rods from iIIuliration).
the
swinging
arm
(,..
ZX1000 A models 4 Remove the r.... wheel as dascribed in SectIon 4 of CtIapt_ 7.
5 ReIeaM both silencer mounting clamps rod
14.3<:: Support the Iwlnging ann and withdlllw the pivot shaft
14.3d TIe-rod pivot shaft il reteined by elreiipi
bons and r.mov. them Irom the exhaust pipes. Slacken ali the lefl-hand l ootrest bracket retaining bolll and lift Ihe bracket clear. Remove the swinging ann pivot shalt nuts. the lower suspension unit pivot bolt ..-.:I the tie-rod to swinging arm mounling bolt an:I w,lhdraw them all Irom the light-hand side whilst supporti ng the swinging arm (I.. iUultretlon). If necessary, due to a build-up QI corro,lon, the , h.ft c.n be tapped from position using a hammM and dlift. n.. lwinging arm can then be lowered out of tile
"'~. ZXfOOO B andZXffOO C/D models 6 Remove the rear wheel as dascribed
in Section 4 of Chapter 7. 7 Remove the .ear brake masler cylinder
mounting boit and dfsconnect the stop lamp switch wiring from the main born. Sacken tt., rlght-h.nd lootresl mounling bolt, and remove It from the machine. along with the feaf brake reservoir and caliper assembly. RetrIov4o the ch<W>guard and brake hose gukII retaining screws from the swinging arm aoo lift the chalnguard clear. Remove the torque arm to frame mounting bolt and lower the atm awlltf from the machine. 8 Slacken and remove tile suspension unit lower pivot bo" and tile tie-rod to relay arm mounting bol t. Remove the swinging arm pivot shaft nut and withdraw the shaft w'""lst supporting the ' winging arm (HI Illustllltlon). If nece5IIIIY, due to a build-op of COfI"OSIon. the pivot ahaft can be tapped out of poaillon us,ng , hammer and drift. n.. swinging 111m can lhen be manoeuvred out of the frame and the tie-rods separated from ~ W
nece$$ary. 15 Suspension IInkage-
removal
ZX900 models 1 Removi the swinging arm as dascrlbed in Section 14 01 this Chapter.
2 To remove the relay arm it is necessary Ie retract the centre $land. A $Uitabie supper! must therefore be placed under the crankeases and the machine safely and securely mounted on the SuppOrt before .elractlng lhe stand. Once the machln. Is safely pDsitionad, r.l.acl the sta nd and •.-nove the relay arm 10 Irama pivol bolt. n.. relay arm can then be 'IfTIOvad Irom lhe
14.5 Swinging ermllOd.uapension link.-ge - ZXl000 A modeII
"'""""'.
Frame and forks 6- 15 ZX1000 A models I Pivol shalt
2 ColI« 3 QistMfll
, """'" '""
......
6 NNdJe roller bearlng • 3
'"
4
7 Dust seal 8 Inner sJeeve
9 EM"" 10 Nut 11 Swinging ann 12 TIe-rod 10 swinging ann
bolt· 2 off 13 1nn$r . . . . . -20ff 14 QisttttMJI·4otr 15 NNdIt toller 0iJriIg' • 2
-~.
ZX1000 B a nd ZX1100 C model s
'"
16 Nut· 2011 17 T..-rod 10 rNy -.m bolt
S Place a suitably sized block Ul"ldemeeth the rear wheel to prevent the wheel dropping wflen the $USpIIfI$iOn bolts are removed. e Release both silencer mounting ciampa and bolts and remove them trom the e~haust pipes. Remove the bolt which SflCUfes tke relit brake torque arm to the caliper mounting bracket and swing til9 torque arm clear 01 tke fIlJapens.lon linkage. 7 Slachn and remove the two tie-rod I.IPPfIr mounting bolts and the tie·rod lower mounting bolt, then remove the tie-rods . ReIMse the fIlJspension uniI low... mounting bolt and the relay arm to kame pivot bolt. The relay arm can then be manoeuvred out of the
18 Qist seaI- 2 011
19 ~tOJIero.anng 20 Inner sIeew 21 NlJt
22 Lflfl·/IanQ rif!·rod 23 Rlght·1IBnd rif!·rod 24 Relay Im'I /O ~
,,-",,""'"
26 27 28 29
3 To remova tke suspension linkage components It Is necessary to remove the Iu8I lank and mounting bracker, air tillflr and battery bracket as described in paragraphs 4 and 5 01 Section' 1. Place a suitably tiled block undemearh rhe rear wneeI ro prevent the whflfll dropping whfll1 the suspension Hnkage bolts lite removed. 4 Remo~e the upper suspension unit mounting bolt and the tie-rod to relay arm pivot bolt. Slacken and remove !he r~ey arm to frame pivot bolt and withdraw the pl~ot sleeve from the left -hand side 01 the frame. The reilly arm can !hen be manoettvrtld out of tke frame. The tie-rod can then be removed after raI&asing the bolt which secures it to the
0u$1 MfII· 2 ott
-.
NfIedIf! toIIf!r beerinf1
MA
Grease nppIfI • 6011 30 ReQy emt /0 frame bolt 31 1nnIJr.s/eltVe .12 Ou$ r MfII· 2 off 33 NttedIe ~ tJMrinQ •
ZXHOO D models
e Place a fIlJltably-sized block 01 wood ......oer
""
34 Relay 111m
" "'''
36 Chalnbulfflr
14.8 Swlnglnsl arm.oo.uspenslon linkage . %)(1000 6 and ZX l 100 C models
,--I T..rom
2 TI
Dust seals 5 Needlfl roller bf!Ilrlngs
the rear whefIj to prlMII1t the whefIj dropping when the suspension bolts are removed. Detach the torque arm from the brake caliper and swing It downwards out of the way. e The tie-rods can be released aftar removing th' through-bolts at their upper and lower ends. The righ t-hand exhaust pipe siltne., prevents access to the tle-rod-to-swinglng ..-m bolt, and will thus requQ rsonovall"nl . 10 To release the relay arm, first detach the right-hand exhaust pipe silencer lor 1ICC8SII. RemoYe the suspension unit low ... mounting 00II, the tie-rod lower end lIw"ough-boh r~ not already done), and tile relsy arm·tO-frsme tlYough-boh (see Illustration).
4
18 SwInging ann and
, Nu"
suspension linkage -
7 Dust_Is
examination and renovation
8_~
-
9 T/e-rod·to-rM:yarm
~
~
1 Pre" or tap the Inner sleeves out of position, noting that on ZX' 000 B and ZXl1 00
through-bo.'t
10 Relay ann-to-hme II Grease~
15.10 SusI*1sion
~
Wn~
- ZX1 100 D ~
C/O models the swinging arm pivot sleeva must be withdrawn from the left-hand aIdt, and carefully lever out the dust - " . CINn 011 all the old greese and road dirt 110 that the components can be checked lor wear. Do not
6- 16 Frame and forks
16.2a bam,,,. pivot Inner slMYa • .
16.2b •.• and needle roller bearingl for
_,or damage
17.2 Ef\8Ure relay arm Is fltt..-:l with arrow pointing lorwards (ZX9OO)
ramOve tha ne&dle rolle. bearings unlesa •enewal II 1'I8C8$$8IY. 2 Examine the pivot sleeves for wear or COlTosion and the needla .olle' bea rings for signs of damage or discoloration ts.. lIustratlonsj . If either component is damaged In any way both the bearlng(s) and sleeve should be renewed as a MI. The needle roller beiuinOt can be drffted out of position and the new ones rmed using a drawbott arrangement as shown In the accompanying illustration The pivot shaft ~Id also be examined for wear or damage. Check for trueness by roWnQ the stlaM acrosa II fl at surface. ' &newlng It II bent. Tha dust MaJS should be renew&ct regan:IIe$I of their apparent condition. 3 On ZXl000 8 and ZXl100 C/O models the ootar rlght·hand needle roller bearing Is 01 the ball joIJrnal type and Is r."ined by a eirc~p. This can be checl<ed for wear by spinning the Inne< race of the bearing. If thera i. any sign of rough.-s the bearing ~Id be renawad. It can be drifted out once the circ;lop Ms been ramoV1ld and the bearing tapped Into position using a suitably slz&d socket. which bears only on the outer race of the bMring. Refit the eWcIip ensuring thet it is correctly seated in ita groove. 4 Press tha dust seals into placa and pack the bearings with molybdenum dllulphlde grease. Grease the inne< sleeves and insert them '" the bearings
the swinging arm as described In Section 18 of Ws Chapler.
torque setting. Offar up the swinging 111m assambIy and lit !he pivot shell !rom the ri!jlI . hand Ilide. Refit the pivot shaM nut and lighten " to the specified torque selling. 3 Remount the gearchange linkage on tile left-hand IooIrest bracket. IIeC\Wing ~ with tile clrcllp. and fit tha bracket to the maChine. Install the r!ght·hand footrest bracket end lear braka assembly and tighten tha braCk\ll r et ~lning bolts securely. Relit Iha brake reservoir mounting bolt and connect the rear brake stop lamp switch wirH, Fit tha out« swinging arm pivot Ihaft nuts and tighten them to the SpeCiIied torque IlIIlting. Ref~ tile al!haust silencers.
.
17 Suspension linkage - refitting ~
~
1 lubricate all suspenslO/l unit and IInkaga mounting bolts with molybdenum dlsulphide grease. heving flt'St checked them lor wear as described in the provious section.
ZX900 model. 2 OIfer up th e relay arm. ensuring that tha
arrow cast on one sideof the arm Is pointing
forward •. and ralit the ralay arm to frame mounUng bolt (see illustration). ilghten the bolt to the spec lfl &ct torque letting 8f1d IT\8no&l1\1re tha machina olf its temporary stand and place" on the cantre stand. AaIit
ZX1000 A model. 3 Rem the tie-rod to tha swinging arm and tightan its mounting bo" to the speclflild torque setting. 0I1e.- up the relay arm, ensurlng that tl\e arrow cast on one side of the arm is pointing torwards. Refit the pivot 51_ f.om the left-hand side of the frama having IIrst applied molybdeeila nk Wl1t1 mounting bracket as described In paragraphs 4 and 5 of section
".
ZX1000 Band ZX1100 C/ D models " Offer up the relay arm and Install !he relay
arm to frama pivot bolt and the lower suspension unit mounting bo lt. tightening both to !he apecifl&ct torque settin(ls. f'oe.itIon the lIa·rods and rafit both of their upper mounting boltl, follow&ct by the lowe.mounting bolt: tighten them to the speclHad torque setting. Refit the rear braka torque arm to caliper bracket retaining bolt. tightening ~ to il$ specill &ct torque setllng, and relit the
silene4lrs.
All model s 5 Thoroughly check the operation of the ...... on the
suspension belore taking the machina rooO.
18 Swinging ann - refitting
1 Lubri<::ate tha pivot bolts of disconnecl&ct suspension linkage and also tilt ~ arm pivot shaM with rnoiybdenl.wTl d~lphide grease.
~t$
ZX900 models 2 Refit !he \Ie-rods to the swinging arm and tighten the mounting bolt to the speclfl..-:l
ZX1000 A models " 0IIe.- up the swinging arm end ref~ the pivot shalt from the rlghH.and side. Refit the suspension unit lower mounting bolt and tile
swinging arm to tie-rod mo unting bo lt from tha right-hand side. Tighten all tha above bolts to their specified torque settings. Refit tha left-hand lootrest bracket, securely tightening Its retaining boilS, and rafit tha
.......
ZX1000 B andZX1100 C/ D models S PositIon the SWIngIOQ arm and refit It. pivot shall. followed by the suspenSion unit lower boll and the \ia-rod to relay arm bolt. lightening them all to the specified torque setting ( _ illustration). Refit the ... brake
Frame and forks 6- 17
torque arm, tightening its mounting bolts to ltle sp&C ilied torque setting, and sec ure the brake hose guides and chainguard to the swinging arm (see illustration). Note, Make wre that the brake /lose is held well clear 01 the brake disc by the clamps on the swinging arm. Fit the right-hand footrest bracket and rear brake assembty to the mach ine and lIghten the reservo ir and footrest bracket mounting bolts secur~y. Reconnect the stop lamp switch wiring
All models 6 Refit the rear ~ as described in Section 5 01 Chapter 7 and thoroughly check the o~rat i on of the rear suspe nSion and brake belore taking the machine on the road.
19 Footrests, stands and
controls - examination and renovation
~ ~
~
1 At regular intervals all footrests, the stand, the brake pE!dal and the gearchange lever sIlou ld be checked and lubricatE!d at the int"",a]s specified in Chapter I. Check that al l mounting nuts and bo lts are securely rastenE!d. using the to rque sett ings where these are given. Check that any securing Split pins are correctly fitted. 2 Check that the bearing surfaces at all pivot points are well greased and unwom. renewing any component that is e~cess i vely worn. If lubrication is required. dismantle the assembly to ensure that grease can be packed lully into the bearing surface. Return springs. where fitted. must be in good coodition with no traces of faHgue and must be securely mounted 3 ~ accident damage is to be repaired. chee!<. that the damaged component is not cracked or broken. Such damage may be repaired by welo.ng, but note that welding of aluminium components should only be entrusted to an e~ in this f>eld. Note. however. that such a repair wi ll destroy the finish of the component. and renewal may therefore be the most satisfactory course of action. II a steel component is merely benl it can be straightened after the affected area has beeo
heated to a dull cherry red colour. using a blow lamp or welding torch. Again the finish will be destroyE!d, bu t the surface can be refin ished at relatively low cost.
20 Speedometer and ~ tachometer heads - removal, examination and refitting ~
:r:
1 The instrument assembly is secu red to the fairing mounting braCket by two bolts. On ZX900 and ZXl000 A mod&fs these bolts are read ily accessible. although on ZXl100 C/O m~s ~ wil l first be necessary to remove Ihe upper fairing. and on ZX 1000 B models the upper fairing inner sections and screen. 2 Remove the instrument panel mounting bolts and partial ly withdraw the assembly. Unscrew the speedometer drive cab le retaining ring from the underside of the panel and separate the Instrumeot panel wiring trom the main loom. The assembly can then be lilted clear 01 the machine. 3 Slacken all the screws which reta in the bottom cover and remove it from Ihe assembly. Release the two nuts which secure the instruments to the mount ing bracket and separate the two components (see illustration). The top cover can be removed once its retaining screws have been withdrawn 4 Each instrument head is mounted onto the hOUSing by two small crosshead screws
Before removing the speedometer on ZX900 and ZX 1000 models it Is first necessary to remove the uppe r speedometer drive gearbox. This is also retained by two small crosshead screws. On all models disconnect the tachometer wiring belore attempting to remove the Instrument head (see illustration) . 5 Note that these instruments are delicate and shoutd be handled carefully at all times Do not drop them or hold them upside down as th is will damage the heads. Also do not allow them to come into contact with any dirt grease. oil or water 6 The speedomete r and taChometer heads are sealed units and cannot be dismant led any further. Apart from defects in the drive or drive cable (speedometer) or relevant wiring (tachometer) an instrument is difficult to repair and must be renewed. Alternatively, it may be possible to have the instrument repaired by a suitable sp&C~list or to obtain a second- hand item from a breaker. 7 The electronic tachometer can be tested as described in Chapter 6 8 Remember that a speedometer in correcl working order is a statutory requ irement in the UK. Apart from this legal necessity, reference to the odometer readings is the most satisfactory means of keeping tra<:k with the maintenance schedu les 9 The Instrument heads are refilled by a reversal of the removal procedure, taking care not to ovef1ighten the instrument pane l screws. Examine the damping rubbers lilted to the mounting bracket. renew ing them if necessary.
21 Speedometer and tachometer drives examination and renovation
~ ~
~
Speedometer 1 On ZX900 and ZX1000 models the speedometer has two drive gearbo~es. the main one being mounted on the left-hand s;de of the front wheel and the other just under the instrument. The ZX11 00 C/O models use only the wheel mounted gearbox. The gaarbo~ in the instrument assembly (where fitted) serves
6- 18 Frame and forks
22.1 Un$Q"aw knuriIId retalnln; rtog to _ apHdorneter cable (ZX11 00
show n)
only to transmit the onv. through 90" and it mainten8llCe Iree; i1 a lault develops In this component. it should be renewed. The m,"n wheel-mounted ~x should be lubricated witt1 a high melting-point grease wtleoe\<er the wheel is r8lllO'l&d, and " failure oocurs it can be overhauled O$loIlows: 2 Remove the ffO(lt wheel as described In Section 2 01 Chapter 7 IWld r'8IOOVfI the gearbox assembly from the wheel. The speedometer drive plata is retained In the hub by a clrdp, I..Bver cut the oil .... and tip out the IIwg8r drtve gear, H it provee ~ to r..-Ihe small drive pinion 0<' bu$h, the roll pin must be I'8f1'lO\r8d from the houU>g as follows, 3 Pass a 1 ".." drill up through the ceotre 01 the pin and dri~ througtl the ~x housing. UsIng
the 1 mmtJOlt as, pilot hole, drill 8 3.0- 3.5 mm hole in the underside of the gearbox housing. The roll .,., C8I'I thtn be tapped ouI 01 pIecfI with a drift. The bush, pinion and tIYust washers can then be removed from In. housing. On reassembly always fit a new roll pOol and stake it In ~ to pr1I'I8O"tt it dropping out
Tachome ter 4 The tachometer Is eiectrically operated and is controlled by the ignition s)I$tem. Should the tachometer mallunctlon the inSln.lment head and relevant wiring should be examined lIS described in Chapter 8.
~ examination and maintenance ~
22 Speedometer drive cable -
'"
1 The cable is secured at each end by mgs wNch shooJd be slackened n tightened with e pair of pliers ( _ Illustration). II the cable is thought to be 11 fault, remove It from the machine, and spin the inner cable at one end. If the other end 01 the cable falls to tum, ttle cable Is broken and should be renewed. 2 II the operation of the speedometer has become jer1(y and excaes/Ye Iotce is needed 10 tum the cable manually as described abo¥a, the cable IIhouId be r_wed. Lubrication II dilllaJtt with this typa of eabIe, but an _ _ chain lubricant or a slilcooe-based lubricant can often be Introduced using the al:lfow', tllin extension nozzle. Do not apply excess lubricant to the upper end of the cable ottwwise there Is II risk of ~ working up into tht Instrument head. On refitting ensure the cabII Is correctly routed, secured by any ties or guides and is not Ir8Wed or kinked anywher.. knurled
1 Windscreen 2 Upper falrirlQ inner ~
---
3 Rear view minors 4 Upper~ 5 Upper faIr*Ig moutl(jng
6 HNdlIlmp i-'lspecfion 7
Mlddlef~
,,---
B """"""''''''''"'' 9 Lower fairing 10 Lower fairing Inner ~
12 Lo_faIMg
23 Fairing removal and refitting ZX900 models 1 Slacken and remove the ~hl screws which secure the lower fairing to the middle fairing and the screws which retain the lower I~ Inner CO\Iers ISH Mlu.tratlonsJ. Release boIh
23.1' Fairing - ZX900 model.
23.1 b ZX900 - note the nuts fitted to the two lower lalring mounting bolb
Frame and forks 6-19
the Iowllf fairing mounting bolts and nuts and
lower the fairirag away!n)m the machine. 2 Remove lne six middle lalring mounl ing botts. all 01 which life lIiIuated below the radiator. and carefutly lower the middle lairing ~ from the machine noting the tangs INt Ioeate wiltl the UpPfi la.iring ($ee ilustratlonsj.1f neicesswy. the cowlings fitted to aach side of tha radiator can than be removed OrlCe their ratalnlng sc rews have been roteased. 3 Slacken and remove the lop yoke cover retaining screws and 11ft the cover claar. Release tha knurled ring which ralains the upper end 01 the speedometer cable and free the cable from the Instrument panel. Remove the two bolts which mount the Instrument assembly to the fairing bl"acket and pull the
23.3 COVe. the fuel tank wjth a clean rag and rest the Instr\.lmef1t p.aneI on the tank
23Ac .. and disconnect the tum signal wiring connectors
assembly upwards. COvIlf the fuel tank with a clear1 thicl< cloth and rest the instrumef1ts on
lalring can then be manoeuvred clear 01 lIS mounting bracket.
tha fuel tank (..a illustration). Ensura the In$ttumeI\ts are left in an upright position to prevent them beng damaged in any way. .. RMase the I5Cf8WS whidl retain each 01 the upper fairing Inner COVe
S If II"Ie fairirag mounting bracket Is also to be .emoved it ..... ~I first be necessary to remove the luel tlll11k as described In Chapter 4. Disconnect an the wiring connec\ora situated on the left·hand side 01 the braCket and remove allihe bracket mounting bolts. Uft the
23.4111 Slacken the upper i~ lairing ratalning Kr8WS and carefully remove the Inner lalring sections
23."" Remove the rear 'liew mirror
bracket away lrom the machine taklllg care not to damage the radiator. S On relilting tighten all the fairing mounting
bl"acket bo lt s securely (il removed) and connect the relevant wiring. Install the upper fairing and relit the mounting bolls and .ur view mlrn::n. 00 nol orrVt the lUbber dampers which are litted behind both the .ear view mirrors and on all the fTICIUI"Ibflg bolt holM, or the coII8I1I wtlich life litted to the mounting
mounting
screws ...
6- 20 Frame and forks
~r;'~9~::';
.
. ... . . . 1' . ';', .".
'$
· ~ :/:'" 23.7a On r.littlng do not omit rubb41r tn. tangl on tn. mlddla lairing section.
.
1~
23.7b •• or til. spac.... lllat ar. Iitted to Itl mounting bolts
damp8<1l which are fltted 10
bolts. Refit the ...... 00\18111. again taking ca-. not to scratch the windscreen, and tight., their retaining screws MCureIy. REmount !hi In$lrumenl a•• ambly on tha fairing brac~et and reconnect thtt spaedometaf cable to Ita drlv$ g.aarbo~. ensuring thaI the speedomet« cable is correctly roul ed and Ihe lelt-hand instrument assembly retaining bolt .. posillOned in the left-hand t-.oIe in the lairinsl bracket, Conned the tum 81gl\81 and headtamp wiring conneelors and ,,,Iii lhe headlamp cover. 7 Belor" inslal~ng the middle fairing IIIISlft the rubber dampers are filled COrTeCtIy 10 tilt tangs at tile top of the 8ection and the bolt ho les al Ihe bottom, and r"fit the radiatOi cowlings ~f removed}. FII the midd le lairing. ensuring that the tangs Ioeal " correctly in tilt uppe< fairing. and tighten liS mounllng bolts IItICUre/y (see ilt~'"'tIon) . Position the ~ fairing and Instalilhe bottom mounting bolts finger-light only. Rafit the ...... 00\18111 10 !hi lower fairing and &gain tighten their retairq IO'8WS finger-light onty. FlnaDy lit the screws that join the low... 'a~ to the mldd'-' l aim; snd tighten all the lower lalrlng screws securaly.
ZX1000 A models 8 Slacken and
I Upper fairing 2 Windscreen 3 ReIr view mirror5
_.., OO~
5 Upper fairing mounting 6 HNdI
10 Cootant flXpamJoo
~
itl$pfJCtion
'.. ~~...~ ~ " ..... ~.. )' ~
'"
"-
\I
~
13
r.tn~
cover
II Laft-hiInd sidfI fain'ng 12 Rif1/11-hMd side fairing 73 Lowwflllring '4 SidllIairlng iYM:Ir COVfiS
•
23.8 Falrlng - ZXl 000 A modals
remo~e all screws whk:h secure the lower lalring to the front and sa fairings followed by the two main tnOUnlU'IQ screws and lower the fairing away from the machine (see inu,tntIon). Pri$e out the CIIPI which cover the fronl Illrn ,Ignal relalning screws and releMe the screws. Remove the turn signals 'rom thtt fairing and disconnect their wiring conn&etors. Remove all the screws wtJich secure ea.c:h side fairing sectloo to the upper and 'ronl fairings followed by !hi main mounting saew. and Irlt eacIl one elM 01 the machine. Release Ihe screws which S8<::ure the fronl faIring 10 the upper falril'lg end the l ront fairing mounting screws and remove the front fairing section. 9 Release Ihe upper fairing Inner coY« retaining screws aJld mer.oeuvre them out 01 lhe fairing, taking ce re nOI 10 damage the wlnd~crean, Disconnect the head lamp IluIb wiring conn&el or. Prise out the caps which coYer lhe rear view mirror mounting screws. aiacken the screws and rwnove both rTIirror$. Release the two Uj)ptr faIMg mounting bolts and remove It from the machine. 10 On refitting. do nol omiT Ihe rubber dam~ wtlich are litted to all the mounting bolt holes and behlJld the rear view mi~, 01 Ihe collars fitted 10 all Ihe mount ing bolta Instalilhe upper Ialrlng and rem the raar v"", mirrors and both moun!!ng boilS. BefOit Tightening the mounting bolls en&lre the II.rn signal wWing connectln are positioned in !hi ctrlaways on th. lower edge of Ihe faJrillll. Connect lhe headlsmp wiring and ref~ tilt Inner covers. taking care not to scralch the windscreen. and tighten lIs retaining 6CI'8WI securely. Align Iha upper edge of Ihe fronl fairing with the flange on the lower edge of the
Frame and forks 6- 21
,w_
23.15 Fairing _ ZXl100 C model.
23.12 Fairing - ZXl000 B models , Upper fairing 7 Frootlf1tw' CO'o'I'lI' 2 Wirld~ 8 Left-~ side fairing 3 Rear vjew m/rnxs 9 R;gl1r-~ side fairing 4 Upper fairing bracket 10 SIde fairing innercovenl
2 Upper fairing 3 Raar view mifTO(S 4 Front inner cover
5 Upper fairing irlll6f cover
5
I I Lower f8jring
""""
ReservrJjr IICC,," cover
6 Upper fairing Inner covetS
6 Reservoir access cover upper lairlng and fit all its mountIng botts linger-tight. Once .. the bolls are in pIac. WId the fairing la COIl'actiy positioned tighten the bolls securely. 11 Ensure the rubber danlpe.-s ara in posrtion on the iosida of each s.ida 'airing MCtIon and fit the side fairings to !he machine. Locate !he tabs on the front edge of the side fairings with the slots In the front section of the fairing and refit all the mountIng bolts. En,ure the dampefs are In position 011 the lower fairing inner covers aod Install the lower fairing. Align the lower fairing with the IIanges on the front and side sections and fit all the mounting screws. Once all the screws are in pi..::. WId the lower fa iring is correctly positioned. tighten all the iI(;'&w$ sec ... e~.
7 Upper ffJtfng mountmg
ZX1000 B models 12 Slacken and remove the sill screws which &acure the lower lalring to the side fairings and the two main mounting bolts (..e Illustration). The lower fairing can then be lowered away from the macl1ine. Remove all the screws whIoh retain the side fairings and lift both side fairings clear . 13 Release the windscreen from the fairing by sJackenlng Its mounting screws. Remove all the \.opptr faR'lg front inner C<:M!r ratan'lg screws and lift tlla covar away I.om tile instrument assembly. Slacken the nuts which retain the rear YIaw mrrors and remove them from the macNna. 0isc0nnecI the tum aignal and h&ad lamp wiring block connector and
8 Laft-hand sJda fairing 9 Side flJirlng Inner COV'flf$ 10 Right-hand side fairing II Inner COll8r bracJ<et
remove the upper fartng from the machine. If necessary. the inner lalring covers can be ramoved by rflIeaWIg tilt' relevant screws. 14 The fairing is fitted by a reversal of the removal s8Ql.I8nce. Do not omit the rubbM dampers 'and collars that are fitted to the side and lower fairing mounting bolts and avoid overtightening the windsc reen mounting screws.
ZX1100 C model. 15 Slacken and remove l1li the screws which retain the lower lalring side sections to the upper laring and !tit II'ama and ~ them clear 01 the machine I... Ilfustratlon). HI Remova tile saven screws that secure the windsc ree<1 to the fairing and remove the
6- 22 Frame and forks
Kreen. Release all Il'It ~s which retain Ihe upper lalring front inner cover and lift it away from the Instrument assembly. Then remove both !he left and right-hand side inner covers. each one being retaIned by two ICreWS. Disconnect the tum signal and headlamp wiring block COIlII8Ctor. ReIea$e the nt.Its which retain the rear view mirrors aoo remove them both. The uppef fairing can the11 be removed from the machine, 17 The fairing is litted by a r.werul of the removal prOCedure. 00 not omit the rubber dampers and collars from the lower fairing mounting botts (where litted) and avoid overtightenIng the wlnds.creen mounling screws. Also 8flsure that the insulating
23.17d Refit Ihe front inn« cover.
........
23.17g Off.. up Ihe lower fairing
rubbers that are fitted 10 the imide of the 1ow0l' Ialrlng sections ata correctly litted ( _ lIIustretlons).
ZX1100 D modelS Side~o ns
18 While it m'Y be possible to remo~ the fairing side sections as a complete as.semb/y, the following procedure Is advised to avoid the likelihood 01 damage. This invalvH removing each panel separately. and may weU be preferabitl il wort< is only required on one side altha mactb. 19 Starl by removing the four ICrews from the front edge of one of thtt side sl!(ltlons
23.17e .•• end 1ICI'8fil; I19htllll 8Cr'88Il retaining screws securely
23. 1111 • •. fit all its ret8ining screws_
are
n
(three accessed !rom inside the panel. t he fourlh. Of lower ICrew. from the OIJtsiOe face) (see W lustnotions). 20 Remove the four screws along the ITWI
fairing bott om edge on each side. and the single Allen IICI'tIW at the top and bottom ru
comers on NCh side (see mustratlontl . Abo
remove the ICrew securing the panel to the strut on the undttrSlde at the fear. The slOe
section is now free. 21 Having removed 00II skkI section, I'OIJ can either perform the aame procedure on the other side section which will allow the delicate inner panels to be !reed sepwatlJly. or lust the steps in paragraph 20. which will retain the
inner panel with the side section. II you
23. t 71 Reftt both righl and left side Inner fairing Mciion.
_.,""
23.171 _. and bolts tighlening them
Frame and forks 6 e 23
23.190 Remove the Ihr" $Crews on the fairing side section front inner edge ••.
,-._-
~~ ~ 0---c::. "'"" 0
1 SiOesecr:ions 23.19c •• and the single screw at the
, Gowd
~-~
,-
5 JoInJng S!rut
7 Insfl\Jmetlt panel co_ S Inner panel
9 Radiator pteSSU'lJ C4P
-
II Mitrots 12 Mounting bnK:ket
13 1n3pec600 co_ 14 Melt! f8irfng
, ~ (i) ~
...... /~~
23.2Oto Remova the lour $Cf&WS (AI along the main l alring bottom edge, the I ln,,1e Allan K r aw (8) .
23.2011 •• loIlowed by the single Allen Krew (e) and strut mounting screw {OJ
choosa the Lattar, howeYar, be vary carefu: not to braak the iMer panel as it is withdrawn . 22 Refit the lalrirlg side sections In a reverseI 01 the removal procedure, but Install the main fasteners only fi nger-tight during Installation. When yoo ara satlslied with the fllla) f~ 01 the panels secure an fasteners.
Screen and Inner panels 23 Remove the six screws which nlhlln the windscreen to the lalrlng and lift the screen Irea. The two outer screws have nuts 00 the Inside of the fairing. 24 Having removed the screen, d8tach Ihe Instrument panel cover by removing Its fou' retaining Icrews ' lea illustration) . Manoeo.Me the panel off the instruments.
23.24 Instn.oment panel cover Is retained by two scrawl (arrows) on each side
6- 24 Frame and forks
n..
25 f.mg inn(r panel" held try !he ro.. Instrument panel coyer screws dttScribed above, two bo lts on the fuel tank Iron t mounting and the single Allen screw at the lop comer of each fairing side MClion. Wrth care, the Inner panel can be manoeuvred Oller the fuel tank, although if in doubI about doing this safety, remove the tank In\. 26 When r$littmg !he Irvler panel. make SIn that ~s front ends rest on the two cushioned suppot1 brSCkets and that the Inner panet and instrument panel coyer mesh property together before tightening !he screws. Note that apart from the two outer screws, the main screen retllinlng scr_s thread into nuts held in the Instrument panel cover, cheeI< that allhread!I are visible and correctly aligned belore fitting !he 8CfMn and do not overtighten them.
Main section 27 Remoye the side secllons, screen and
n..
Iflrlef panets as described sbove. main fa iring Is remoyed complete with the headlamp, tum slgna~ and air ducts, Weaving the Instruments attached to the moon ting bracket. 28 WorI
All sections 30 Rem aJl components In the reyerse of the remoyal procedure, paying particular attention to the correct location of any spacers aOld
damper strips.
24 Seat mechanism (ZX1100 0 models)
n..
25.2 Grab rail is retained by two bolts
f s.eat latch" operaIed try a $hOrt cable from tile seal lock. To gain access 10 tile cable. fltsl remove tile seat and trace IIIe cable's route. 2 To remoYil the cable, first rem<MI the latch mechanism bolts and Invert the latch to allow Ihe cable end to be disconnected. Turning
attention to Ille seat lock, remoye the two bo~s 'rom its moon ting bracket and manoeuvre the bracket so that access can be gained to the cable connection on its .....erw side. ReIea5e the outer cable from Its stay and free the cabla trunnion from the lock lever.
25 Tail unit (ZX1100 0 models) - ~", removal and refitting
.~
'"
1 R.....,..,. the seat. 2 RemoYe Its two bolts and detach the gab rait. RemoYe the two screws diractty undertt. grab rail 1_ lIu,tration). 3 Wor'kIng on 008 panel at 8 lime, r8lease tt. screw 'rom the front portion, then flip up!h& luggage hook, and release the screws retaining them (.ee illustration). 4 There " a further scr_ al the joint of IhII two panet., ]'1111 under the tail lamp. Once removed, unhool< the two sldepanels at!h& rear joint and gently pry them off the mounling stub on the frame. The rear turn signals are detached with the panet. but reach behind and twill ou t the bu lbholder as the panet Is withdrawn. fil lat betwaen both MClions at the top can be lifted free. 5 Refit i'llhe . - of the rtWTIO\/8I proceckn, noting !hat the . . . joint hDoI< shcUd be ~ betore!he retaining screws ... secured. Take care not to overtighten the screws end ensure that all grommets and damping rubbers are correctly located 1_ 1llus1r1lllons).
n..
Specifications Wheels Type
Cast alloy
Rim maximum runout: Radial ...............• Axial ...• .. . • . •.
0.8 mm (0.032 in) 0.5 mm (0.020 in)
Brakes Minimum disc thickness: Front: ZX900 A7-on models All other models Rear:
ZX900 Alto A6 models All other models Disc maximum warpage Recommended brake fluid
Tyres Type Size: ZX900 Alto A6 models ZX900 A7-on models ZXl000 A models ZXl000 B models ZXl100 C models .....•...•. ZXl100 D models
4.0 mm (0.16 in) 4.5 mm (0.18 in) 6.0 mm (0.24 in) 5.0 m m (0.20 in) 0.3 mm (0.0118 in) DOT 4 specification
Tubeless Front
Rear
120/80V16-V250 120nOV17 -V250
130/80V18·V250 150nOV1B-V250
120/80V16-V270
150/BOV1S-V270 160/60VR18-V280
120nOVR17·V280 120nOVR 17-V290 120nOZR17
170/60VR17-V290 185/55ZR17
7-2 Wheels, brakes and tyres Tyre pressures UK ZX900 A I to AS models: Up to 97.5 kg (215Ib) 10l0<:I, below 130 mph (210 kmh) . 97.5 - 181 kg (215· 3991b) 10l0<:I. below 130 mph (210 kmhJ
Abov
us ZX900 Al
Below 130 mph (210 kmh) Above 130mph(210kmh) . UK ZXlooo S models: Up 10 97.5 kg (2151b) 10l0<:I, below 130 mph (210 kmh) . 97.5· 181 kg (215 - 399 Ib) load. below 130 mph (210 kmhl
Abovel30mph(210kmh) . us ZX l ooo A ar.d ZX l ooo S models . 2)(1100 C/O models
Torque settings Wheel spindles:
-.
ZX900 modele • front ar.d ZXlooo A models:
reB(
•
F~.
-
2)(tooo S models: Front. ZXlloo C models· Iront and rear ZXlloo 0 models:
Front .. ...... .... ........ .. .. .. ... . .. ...•. Rea, ... . ........ .. . ... ......... . ... . .... .
Front spir.dle ~nch bolts: ZX900 and ZXI 000 A n'I<XifIt; .
All other models
..•.•..••..••..••.. • "" . , •.
Rear wheel chaio adjuster pWICh bolts . Rear aprocket retaining nuts: ZX900 A I to AS models: Before Fr1IIlle No. ZX9OOA-016130 After FI1IIl1e No. ZX9OOA-OI6131 zx.looo A models . 2)(900 A7-on, ZXlooo S and ZXlloo C/O models
2.25 2.50 2.50 2.50
kg/cmI'(32 psi) kg/ani (36 psi) kg/em> (36 psi) kg/em> (36 psi)
2.50 kg/cmI'(36 psi) 2.50 kgfcml' (36 psi) 2.90kgfem>(41 psi) 2.90k9'em2(4t psi)
2.25 kg/ani (32 psi) 2.50 kgfcm' (36 psi)
2.50 k9'em> (36 psi) 2.50 k9'cm' (36 psi)
2.50 kg/em: (36 psi) 2.50 kg/cm>(36 psi)
2.50 kgfcm'(36 psi) 2.90kglem2(41 psi)
2.50 k9'cmI'(36 psi} 2.50 kgfcml'(36 psi) 2.50 kg/em: (36 psi) 2.50 kg/em:(36 psi} 2.90 kg/cmI'(41 psi)
2.50 kglem> (36 psi) 2.90k9'em>(41 psi) 2.90k9'cmI'(41 psi) 2.90kg/em>(41 psi) 2 ,90 kg/cm>(4t psi)
''''m
...
9.0
65.0
9.0
65.0
9.0 11.0 11.0
65.0 ".0 " .0
15.0 11.0
".0
2.' 2.0 '.0
29.0
,.,
,.,
Front disc
--
Aeardisc 2)(1100 0 models: Front dlsc Brake caliper mounting bolts: ZX900 Alto A6 and ZXlooo A models ZX900 A7-on, ZXlooo B and ZXll00 C models Front brake eallpe.r Joining bolls · ZX900 A7· on and 2)(1 100 C models Brake caliper · ZXllOO 0 modeII: Front: Mounting bolts . Joining bolts . Rear: Mounting bolts Joining bolts . Front master eylinder elarnj) bolts:: ZX900 Al to /IJ3 and ZXlooo A models ZX900 A7-on. ZXlooo B ar.d ZXll00 C/O models Brake hose ooion bolts. TOI'QIMI arm nutslbolts Metal brake pipe gland nuts antl-di'le modeIa only . Antl-di'le pIuoger housing bolts . Bleed nipples
110.0 15.0 14.5
'.0
51.0
,.,
" .0 "'.0 " .0
11 .0
ar;,ke disc bolts: ZX9OO. ZXlooo A and ZXll00 C models ZXlooo B models:
41.0
2.3
\7 ,0
3.' 2.3
25.0
23 2.'
17.0 18.0
,..
11.0
24.0
3.' 2.'
25.0
3.' 2.'
25.0
2.' Not available
15.0
0.9
"
U
2.' 2.' L>
0.45
0.'
15,0
15.0
'.0
18,0 18,0 11 .0
,., 3.3
Wheels, brakes and tyres 7-3
1 2 3 4
the Irame to avoid straini ng the hydraulic hoses. 3 On ZX900 AI to A6 models it is necessary to remove only one 01 the calipers. Remove the cal iper mounting bolts end walt until the wheel has been lowered out of the forks as described below belore removing the caliper. 4 On all mode ls, release the wheel spindl e pinch bolt(s) s'tuated on the right-hand lower fork leg and slacken the wheel spind le 1rom the right-hand side )$8e illustration). 5 Remove th e lower lairlng, as described in Chapter 6 . and place some blocks or a su itable stand underneath the engine so that the front wheel is raised clear 01 the ground. Support the wheel and withdraw the spindle lrom the right-hand side. The wheel can then be lowered to the groond and removed from the machine. On ZX900 Al to A6 models slide the caliper off the disc. placing a wedge between the pads and tyi"ll the cal iper to ttle machine as described above 6 Note that the wheel shoo ld not be placed on its side w ith the weight resting on one of the brake discs as this could distort the disc Place II wooden block beneath the wheel rim or rest the wheel against a wall. 7 Refer to Chapter I lor details of whool examination.
WI!eeI spindle
Rigflt·hand sp8Cef Oil sooI Orclip 5 Bearing - 2 off 6 Central spacer
".
7 Spoodometer drive
8 Circlip 9 Oil sooI
,."
10 Speedometer drive
" 12 13 14 15
Drive gwr housing Nul Pin Washer - 2 off Speedometer driven
,..,
16 &Ish
3 Front wheel - refitting 2.4 Front wheel - typical
1 General description
2 Front wheel - removal
All models use cast al loy wheels whk:h al"fl dngned to run wilh tubeless lyres. Although the wh~s vary in size and style. all are very similar in construction. 80th Iront and rear brakes are hydraulk:ally operated discs. II twin d>sc set up at the 1ronl and a single at the l"fIar. 00 ZX900 Al to A6 models and ZXlOOO A models, the front braklng system is also used to actuate the anli-dive units fitted 10 the front fo
t Place the mach ine on Its centre stand, leaving adequate space around the wheel area. Slacken the knu rled ring whi<:;h retains the speedometer cable to its drive gearbox and pull the cable clear of the wheel. 2 On all models except the ZX900 AI to A6, remove the brake cali per mounti"ll bolts and lift both cal ipers clear of the d iscs. Place a wooden wedge between the brake pads to prevent the ir expulsion II the brake lever Is accidentally operated. end tie both cal ipers to
3.1a Refit speedometer gearbox ensuring that it is <::o,.,.e<::tIy located .
3.1b ... and relit spacer to right-hand side of the wheel
~
~
~ t On reassembly. grease the speedometer gearbox and the lips of the oil seal fitted to the right-hand side of the hub. Refit the speedometer gearbox to the left -hand side of the wheel. ensuring that the tangs 00 its dnvtl ~ate engage correctly with the slots in the hub (see Illustration). Insert t he spacer Into the right-hand side 01 the hub )see illustration). Check that the spindle is straight and free from COITosion and smear a small amount of high me~;ng- point grease aloog its shank. 2 Remove the wooden wedge from the brake ca liper and refit it to the relevant disc on the wheel (ZX900 Alto A6 models only). Offer up the wheel and insert the sp indle from the right-hand slde )see illustration) . Position the
3.28 Manoeovre the wheel Into position and refit t he spindle
7- 4 Wheels, brakes and tyres
speedometer gearbox so that the project ion on the gearbox is in contact with the lug on the lower fori< leg aOO the<1 tightoo the wheej sp indte and pinch bolts to their specilied torque settings (see illustrations). 3 On all other models except the ZX900 At to AG. remove the wooden wedges from the brake calipers and relit the calipers to the discs. On al l models, refit the caliper rTIOI.Jntir.g
bolts. tightooing them to the spectfied torqlJU se"ing. and refit the speedometer cable. 4 Remove the blocks Or stand from underneath the engine and refil the lower fairing sec tion. Push the machine off the centre stand and apply the front brake. pumping Ihe lever until normal operation of the brake returns. Thoroughly che<;k the operatkm of the front brake and fOfks before taking the machinfl on the road.
I Circlip - 2 off 2 Nut
3 Washer 4 RigIlf-ha/Id spacer 5 011 seal 6 C;rclip 7 Wheel bearing - 2 off 8 Cenfral spacer 9 Cush drive rubbers 10 Cush drive flub spacer II Cush drive Ilubfsprockef
~
)_.-_._-%" ._._--/'
. .
"
14
"
,,~
12 Bearing 13 14 15 16
CircHp OIlseal Left-handspacer Wheel spindle
'0 4.2 Rear wheel - typical
"
4 Rear wheel - removal
~
...~ t Place the machine on its centre staOO on level ground. On ZX900 and ZXl000 A models. release Ihe righi-hand silenc81 mount ing clamp and bolt and remove thl! silencer from the exhaust pipe. On al l models remove the rear caliper mounting bolts and remove the cal iper from Ihe disc. Place a wooden wedge belwe-en the brake pads to prevent their expulsion if the brake pedal is accidentally operaled. and support the caliper in such a way as to avoid piacing any strain on the brake 00$<.1. 2 ZX900 models release the locknut on the caliper bracket fix ing bolt and then remove both the fixing bolt and Ihe ca liper bracket col lar retaining bo lt. Remove t he caliper brackel cotlar from the swinging arm lug and stOl"e il w~h the bolts for safekeeping. On aI other models, Slacken and remove the caliper bracket to torque arm retaining bolt (see Illustration). 3 Slacken both chain adjuster pinch bolts s~uated In the eOOs of the swinging arm. and rotate one 01 the adjusters to obtain the maximum drive chain fre-e play possiblil. USing a small tlat-bladed screwdriver. prise out the right-hand wheel spindle retalniflg circlip and remove the spind le nut arid washer. Remove the left-hand spindle circJip and withdraw the whee l spind le wh ilst support ing the whe-ei. The spindle can be tapped out of position il ne<:essary using a hammer and a suitable drift. Remove tha caliper rTIOI.Jnting bracket from the right-hand side of the ..meel arK! lower the wheel to the ground. Disengage the drive chain from its sprocket and loop the chain over the swingiflg arm end. Remove the whe-el from the machlnfl. 4 Note that the wheel shoo ld not be placed on ils side wilh the we ight resting on the brake disc as this could distort the disc. S Refer to Chapter 1 for details of wheel exam inalion.
Wheels, brakes and tyres 7- 5
~
5 Rear whee) - refitting
~
~ t Apply a small amount of gr6aS(l to tl\(! lips of the rear whooI oil sools and rem ttle spacers IHe illustrations). Check that the whee l spind le is straight and free from corrosion and l.rTIear a small amount of high melling -point I1MSe along Its shank to assist refitting I Loop tile final drlvf! chain CNel tl\(! sprocket, ofIet tIP tile wI100I and partially Klsert tile spindle tom tile left-ll
m
the cal iper bracket to torque ann boll to their specified torque settings and ensure that the right-hand spindle retaining circlip is CCM'Toctly seatoo in ~s llroove. On ZX900 and ZX1000 A models refit the rillht-hand silencer and tighten its mounting bolt and clamp SecUfefj. 6 Finally. on al l models pump the rear brake pedal until the pads are pushed back into contact w ith the disc and thoroughly Chec k the operation of the rear bra ke before taking the mach ine on the road.
6 Wheel bearings - removal, eKaminatioo and refitting
Front wheel 1 Remove the front whee1 from the machine as described in Section 2. Although it is not strictly necessary to remove the brake discs for ttl is task, it is strongly advised due to the fact that this will make the task easier and prevent the discs being damaged 2 Remove the circlip from the left-hand side of the hub and withd raw the speedometer drive plate. Worl<.ing from the right-hand side of the hlJb carefully levElfout the oil seal, using a large flat-bladed screwdriver, and remove the circlip beh i nd~. 3 Support the wheel so that the hub is clear 01 the woI1<. S(Jrlace. Pass a long drift through ttle hub, push the internal spacer to one side and dlive out the right-hand bearing, tapping
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evenly all around its inner raCe. The spacer wil l drop out. Invert the wheel and drive out the remaining bearing. 4 Removing the bearings in this way will almost certainly damage them rt they are a tight lit, but there is no alternative . Wash each bearing thoroughly removing all old grease, then spin each one. 11 any signs of roughness can be hsard or felt. rt any free play can be felt or rt any pitting can be seen on the balls or their tracks, tile bearings must be renewed. The oil seal should be renewed as a mattElf of course. S On reassembty, pack the bearings with high melting-point grease and relit the bearings with their sealed surface facing outwards. Drive the bea ri ng into place using a tubular drift such as a sockel spanner which bears only on the bearing's outer race (see illustration). Tum the wh~ over and refit the
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5.2<: Slid" the r"a r brak" caliper assembly Into position.
S.2b , , , then lift up the wheel and partially insert spind le
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7-6 Wheels, brakes and tyres
6.5b .. then invert the wt>e-el arid insert central spacer
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6.5c Grease the cavity and fit the second bearing
6.5d On the lront wheel locate speedometer drive plate with slob In hub .
sp rocket carrier assembly. Lever out Ihe oi l seal from the right-har.d side 01 the hub and remove the circlip beI1ind it 7 Remove. examine and install the bearings as described above for lhe Iront wheel.
linal drive chah Refit the sprocket on the carrier and lighten all retai ning nuts to the specified torque setting . Insert the spacers Into both sides 01 tha carriar assam~y. anSlJring that they are refilled In their original posJtions (see illustration) 5 Examine the cush drive rubber block: ~ perished. sptit. damaged or compressed to Itle extenl that Ihere is excessive movement between the sprocket canier and wheel, ~ rrust be rooewed (He illustration). It can be pulled out of \he hub by hand. The new rubber bklck will be a tight fit: lubricate it with a very srnal amount of soapy water, not oil. to aid installat ion. NOle that on some ZXl000Bl models instances have occurred of the cus/1 dlive rubbers distorting, leading to excessi~ backlash at lhe rear wheel. In such cases a modification is available lrom the manufacturer. consisting 01 three p lastic Inserts which are glued to the rubbers to strengthen them.
Rear wheel cush drive· examination and renovation 1 Remova the rear wheel as described in
"
....
7
6.58 .. and secure with the eire lip spacer, then pack the cEl<1tral recess no more Ihan 213 full wilh high melting-point graasa and relit the right-hand bearing, sealed surface outwards. as described above (see illustrations). Refit the eirelip and oil seal to the right-hand side of the hub. Refit the speedometer driva plaia 10 the left-hand sid(! 01 the hub, ensuring that the tangs on the plate are corredly angaged in tha skJts In the hub, followed by the cire lip (see Illustrations). Relrt the brake discs. if remo...oo. and bghte<> their mounting bolts to Ihe specified 10rQue setting.
Rear wheel 6 Remove the rear wheellrom the machine as described in Section 4 and remove the
Section 4. The sprocket is retained by six nuts. these being easier to stacken wh ilst the assembly is still irtted to the wheel. 2 Remove the carrier assembly from the wheel then remove the sprocket retaining nuts and lift off the sprocket. Pull out tM spacers lrom each side of the assembly. noting which way round the shou ldered inner spacer is filled, then carefully lever out the oil $\Ial and remove the eirelip to allow the bearing to be driven OtJt from the inside. 3 Remove the beanng. clean and examine it as described in Section 6. renewing it If necessary. Pack Ihe bearing with high melting -point grease and li t rt to the carrier. securing it wilh the cOrelip. The oil seal should be renewed regardless of its condition. 4 If the rear sprocket teeth are hooked, Chipped, miss ing or worn tM sprocket must be renewed. but th is should be done only in conjunction with a new gearbox sprocka\ and
7.4 Do not omit spacer Irom sprocket carrier on reassembly
8
Brake discs examination and renovation +
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"
1 Examine the brake discs lor scorinQ, par1lcularly the rear unit which is more vulnerable to accumulations 01 road dirt. Damaged discs will cause poor braking and will wear pads quickly. and should therelore be renewed. The disc thickness can be
7.5 Renew cush drlve rubbe", If perished
Wheels, brakes and tyres 7- 7
.- ~ 8.3 Wh&re dlsca ahow a stamped arrow . . . - . thoIa , _ . In normat direction 01 wMeI rotation measured with a micrometer and should not be less than the ...-.lee limit specified. 2 ChecII lor warpage with the relevant wheel rlIi$ed cIe8r of the ground, usinO a dial gauge probe running flear the edge of the disc. Warpage must nOI exceed the maximum figure when the disc Is rotated. Note that a warped disc: wi. cause juddar during braking. 3 The diSCI can be removed altar the appropriate wheel has been removed from the machine. Each disc Is retained by a number of bolts. When refitt ing the disc. ensure that the mating surlac" .re clean and that the chamfered hole side of the disc: faces inwards or the marlled surlace oulwartb. as appropriate. T1gIIIen the retaining bolts to the spec:ified lotqUe seiling. On some modets the bnlke di8c:s are marIIed with an arrow: if this is !he casa the disc: must be filled wittl the arrow poinling In the normel dlreclion of wheel rotation lsee Mfustration).
9 Brake calipers · removal, ovemaul and refitting Caution: braka fluid win discolour or ..move pslnt lf con t.tct Is aiIoWfJd. Avoid this wh_ pos~ and remove accidental IPIaslHn imtn«II.ttfiy. SImilarly, a ll'Oid twlI.,;I t..1WHn the ffuld and plastic parts wei! as the ,"s trument Ien_ and fairfng. 1 wt.l woOOng 01"1 the front brake dismantle !he ealiper$ separately to avoid interchanging (:(II"I1f)OI"Iets.
2 To remove the caIlper. slacken and remove !he union bolt which secures the hose to the caliper having firsl placed a SlJilabie conlainer underneath ~ In whlr:h to drain the fluid. Stop
!he flow 01 fllJld from the reservoir by holding !he front brake ~ In against the hand lebars: Itlls la esaily done by using a stout elastic tIand. On the rear caliper the now ollluid can be stopped simply by a!lachlng thE! hose IInion 10 Ihe hlghesl poasible point of Ihe frame. It may be necessary 10 remove the hose damps to -"Ie !his. 3 When the fluid stops I'Iowing from the hose union. clean the con~tlons carelully and secure the hose end and fittlngs inside a dean
2I 3
, 5 Ii
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__ CaJiper body
Piston
10 Anti-rattle spri1Q:s
PlId spring Dusfcover
II MounIi1g brild<ef
12 Boll· 20ft
9 .5 Front brake caliper -
to
keep
each
,
zxgoo A1 to Atl and ZX1000 A modals
poIythene bag. to ewa~ reassembly. Ills mosl ImpOrtanl
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componen t
$CtUpuiously clean, and to pr.... ent the Ingress of any foreign matter. For this reason, it Is as ~I to prepartl a clean area in which to wm.
--
belOfe lurther dismanlling. EnSllre that the oulakie of the caliper Is lhoroughly cleaned
• Remova the c.Iiper from the machine and the brake pads from the caliper as described in Chapter I .
ZX900A1 toA6andZX1000A models 5 Separate the mounting bracket Irom the cal ip&r by pushing It away from the piston. then dlsplaee thE!IWO rubber dust covers and the anll-rallla spring (sae IIlustrallon). The piston may be e~palled from the caliper bcJdy by an air jel - a loot pump iI necessary. Remove the piston seal and dust seal from the caliper body. Under no circumstances should any anamp! be made 10 laver or prise the pislon out 01 the caliper. If the compressed air method lails. temporarily rec:onoac:t the eaIlper to !he ftexible hose, and usa !he handlebar laver to displace lhe piston hydraulically. Wrap some rag around the caliper to calch the Inevitable shoWfJr 01 brake lIuld. Whichever mathod Is used take great care to avoid gelling your fi ngers trapped by the emerging piston. Once the piston is out, remove both Ihe dllst and IIlIid seals. taking great care f\OI lO damage the piston bore. tI Clean all tomponlN1ts carefully...moving all traces 01 road dirt. lriction material and eorrosIon. Nota lhal CJIIYf clean hydrauk IIuid (or ethyl or Isopropyl aIooOoI) should be used
to clean hydraulic components: all nannel cIaanklg aoIYants wiI attack !he rubber seals. It Is pemWssibIe to use a wQ brush gently to
ramove dirt and corrosion except In the c_llper bores and on thE! piston lIoUffeces. 7 AerwN both fluid and dust seab as a matt« or t:lOU"Se. Nev8" re-use a hydraulic Mal lIft« it has been distUrbed and I"IOte that the piston Mal must be in axcellenl CQo'\dillon IS Its secondary role is to reb.m!he piston when ....... or pao:LaI pr8S$Urtl is released. thus pr-mg brake drag. Carefully examine the mount~ br1d<eC dust COYa'S, ~ them If they _ pttbhad. spit or otherwise damaged. ~ discard !he sealing washers fitted each 8Ide aI !he brake hose union: these should be renewed aa a maner 01 course. 8 Examine the piston surface and caliper bore lor signs 01 wear or seorlng, normally caused by Ihe preS!lnce of road dirt or corrosion. If wear Is Ioond, or deep scoring or KratcMs which mlghl cau ... Huld leake, the componenl cono::erned must be rer.wed. 9 Check Ihal IMfe Is no Iree pIIIy betw.an tlla caliper body and its mounting bracket. ~ any c:ompooents lhat ara found to be worn. It is essential thaI single-piston brake calipers can slide smoothly on their mountings. Maka a final check that there are no signs 01 damage on any other part 01 tlla caliper .ssembiy. 10 On reassembly. soak 1hE! new Muld and duSI seals In clean hydraulic lkJid and earelul~ fit tham Into the caliper bore. ensuring thaI each 18 correctly seated In its groove. Smear hydraulic nuid over the caliper bore and piston aurface and refit lhe piston. rotating It sllght~ willie keeping it square 10 the caliper bore so that It does not stiel< or displace either teeJ. 11 Apply PBC (Poly Butyl Cupf)'SiI) grease to all slidIng 5lIrfaces on the caliper body ,nd rtlOlA'IIing bradr.at and relit the bracket to the eaiiper. ensuring that the rubber dull (;(MIQ .... correclly fitted and relit the antl-rattla
7- 8 Wheels, brakes and tyres
t 9. 12 Fronl blake caliper - ZXl000 8 models f c.Jiper body 2 Bleed nipple
3 Fbd 518aI- 2 off
,--
8 Pad spring 9 Anfi-rlIttJe spring$ 10 Mounting br.IcIo;et
INst cover
4 DuSf seal - 2 off
"
5 Piston 2 off
12 INst cover 13 8011- 2 off
S Piston !nsuill/ol" - 2 off
spring. Check that the caliper body moves smoothly from aide to aide and refit thoe pads as described In Chapter 1 .
ZX1000 S models 12 The bral<e calipers fined to Ihese models are baslcalfy a dual piston ve<slon 01 Ihel which Is fitted 10 the ZX900 AI to AS and ZXl000 A models t_ Hlustrallon). Therafore lhoe caliper can be overhauled as described above noting the toIIov.WIg pants.
9.143 Front brake caliper - ZX900 A7 -on and ZXll00 C/D m odels
1 ~ hMf 2 Boll - 6 off 3 FtIid 1IfIeI- 4 off 4 5 6 1
8 Bleed nipple 9 SraI<e pads fO Pad ""faining pin II R·pm 12 SM/-20ff 13 c.Jipe£ half
INsf $INI/-40ff Pislon · 40ff Piston irl$/.IJaflY - 4 off Padspring
13 When removing the pistons Irom Ihe caliper enaure that both plslon. leave Ihe bores at the same lime. II one sticks at any point the other piston must be restrained by IIrm hand pressure so that the lull pressure can overcome the resistance. ~ would be WJry drtficult to extract one piston alone from this type 01 caliper without risking damage. Nota that the insulators fitted to the brake pad side 01 each piston are a push fit in the piston
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ZX900 A7·on, ZX1100 C and front on ZX1100 D models 14 Th&se models employ two different I)'PII 01 caliper. The Iront blake uses two IoI.rpiston opposed calipers while tile raar brakI uses a dual piston caliper which is similar to that/ltlad to the ZXl000 B models, and CIf1 be overhauled as described above (SM Illustration s). To overhaul the front caliI*' proce«j
as Ioo'ows.
8. 141: Rear brake caliper - ZX t OOO B .and ZXll OO C models (ZXIIOO
A7-on
9.140 Rear brake cahper - ZX900 At to AS and ZXl000 A models
1 Caliper body 2 BIefKi nipple 3 Fluid seal
.. Pis/on 5 INsf seal S Pad spring
1 Brakt {)6ds 8 Mounting bracket 9 Anti-rlIttIe sprinfp 10 INsf CO\W II INsf COY«
slm~ar)
I Calipllr body
1 Mounting brackef
2 FkJkJ seal - 2 off
8
3 Dust$iNl/-2oH .. Piston - 2 off 5 Piston i1suMflY - 2 off 6 BIRod nJppIes
~tCOV8r
9 INstCO\W 10 Anll-rattle $prln{p II Pad spring 12 Btakepeds
J
Wheels, brakes and tyres 7- 9 IS After removing the brake pads temporarily refrt the caliper to the fork leg and tighten its rnountIOO bo/U.. W~h the caliper firmly held in place slacken the lour bolts which $8ClR the two halYes of the calipa" t090tner and remove Ihe caliper assembly from the 1m leg. Remove the four bolts and separata the two IIaIves of the ca~per. noting the O·mgs which fit in the oil passages. Deal with each hall a~old Interchanging separately to oomponents. 18 8efore remo~lng the pistons it will be necessary to block one or both sides of the Muld passages. depending on which half i, being lNOI"kad on. This can be achieved using I block 01 wood one aide ha~ing a rubber surface which Is bolted to the caliper half as shown !Iea lItu" r.Ulon) . When working on tile in...". half 01 the caliper, block one 011 passage and apply compressed air into the opposite passage. and when working on the outer half of the caliper. block both oil passages and apply the into the union bolt hole. Remova both pistons as described In paragraph 13. The caliper components can be checked and retltted a5 described above. Note that the Insulators ~tted to the brake pad side of each piston are a push m in the piston
ar
l>ody. 17 FlI new O-rings to both oil passages and lOin the two halves TogeTher. Refit the four caiper bolts. lightening them to the specified IoI"que satTIng, and rell! the brake pads as described In Chapler 1.
Rear-on ZXII00 D models
9. HI Method of blocking brake fluid passage. during pi ston removal - ZX900 A7-on and ZXl100C model. I Bolt and nut 4 Sealed passage 2 Ru~ ftldng 5 Open fluid pa.$$IIQ8 3 Woode<'Il;IIoc/l
lIIu. trat lon 9.16). Make sure each piston leaves its bore squarely and lake care 10 aYOld trapped ~ as ~ emerges. 23 Remove the Ih.Iid and dust seals from the piston bores and the O-ring from the fluid
,....,..
24 Inspect each piston and its bore for s9lI 01 extreme wear and damage. Keep ead1 piston I'rith its matcMd bore. N1spect Itle bearing and dust seals In the lorque arm mounting. 25 Install new lIuld and dust sea ls in the caliper bore and using only new hydraulic nuk!. Instalilhe pislon•. 26 Using a new O-ring around Ihe fluid passage join the Iw(l caliper halves together. Install the he~-head bolts and tighten them HO
17 Rem the brake pads.
9.21a Caliper he~-head joining bolla !arrow,) - ZXll00 D model s Refitting
28 Oller the caliper up to the dll~e, If necessary pushing Ihe pistons further InlO their bores to creale enough clearance for the disc. Install the Allen-head moontng bracket bolts and lighten to the specified torque. 28 Position the calipef so Ihat It aligns with the torque arm toO: and instali lhe bolt and nut, tightening them to the specified torque. Inslall a new split pin 30 Using new sealing washers each skle of Ih' hose union. refit the banjo union bol l, tightening" to the specified lorque. 31 Fill lhe system with fresh brake fluid and bleed it 01 air. Check for correct operation of the brakes betore taking the machine out on
..""'.
Removal 18 Extrac1 the split pin and unscrew.che nut from the torque arm raar bolt. Displace the bolt and let the torque arm drop free. Remove the two Allen-head bolts which retain the caliper to Its mounting bracket. 19 If eal iper ovemaul l.lntendec! , remo~e the Ilose banjo bolt and allow tha fluid to drain Into a container. Wrap a plastic bag around I!le end of the hose 10 prevent lhe entry of dirt rno the system and preventlurther HOO loss. Manoeuvre the caliper 011 the disc.
Overhaul 20 RemoYe lhe brake pad$ from the caliper. 2t To e~traet the pist()l1$ the caliper halves rrost be s.&par8led by ret\""IOWIg the two hexhead bolt. ,.... IItu.tratlons). To eoable the assembly to be held firmly whi~1 the bolts are slackened It is ad~lled that the ca liper be remounted on ", bracket. 22 Separate the caliper hal~es and mop up any losl fluid. The plslons must be removed trom their bores u.lng air pressure; attempts al prying them from position will almost (;(IrIainly darnIIge the bore and piston surface. When working on lhe Inner half of the caliper apply air pressure via Ihe lIuid passage to Iorce the pislon tree. On the outer half. use a block of wood with one side faced With a Ulber pad to seal the fluid passage and allow IIIf pressure to toree the piston out (see
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4
Brrtkepads R-pin - 2 off Pacl retaining pin -
20' 5 6 7
Anti-rattle springs
c.Jiper outer half ~-heacI caliper joInJng bolt - 2 oil o-rlng
• 9 LNlt~ 10 Pi$tons
" FUdS8ilh 12 CIJiper Inner half 13 BSe6cI vaIYe.s 14 CaIipet" mounTing
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15 AJ/en-l'IMcI mounting bolt - 2 off 16 Torque arm beating
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17 sealing was/"ler$ 19 GruseSNIs
20 - . ,
9.21b Rear brake caliper . ZXll00 D models
7- 10 Wheels, brakes and tyres AI/mode ls 32 Relit the caliper to the machin. and ti ghten Its mounting bolts to the specllied torque setting. Po$itiOO a ~ II8iIling washer on each &Ide 01 the hose union end tighten the union boll to the specified torque setting B~ the syslem as described In Section 13 after filling the reservoir with new hydraulic Iluid, tnen check lor leakage of lIuld whilst applying the brake tev$'. Push Ihe machine forward end bring h to a ka/t by applying the brake. Do this several times to M sure thai the breke Is operating correctly ~ taking the ~ lor a lest 100. DuMo the 100. use the brakes as olten as possible and on oomplelK>ri. recheck lor tigris 01 lluid loss.
10 Front brake master cylinder - removal and refitting:
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~
Caution: btak, fluid wl/l discolour or ......,0.... paint" COlI /acl ls a//owttd. Avoid •hls wrt.r. po$$Jb/e and _ ~'a/ SplasMs 1mmedi8.eIy. SlmilMfy avoid contact be""'. .n .he nuid and ~511c parts ,ud! a. the Instrument Ien$aS and faIring. 1 Disconnect the $lOP Lamp switch wir" at the switch. The ,witch need I>Ot be disturbed I.If\I.aS.$ the masler cylinder Is to be r~ed. Place iI clean COfltalnef below one 01 the brake calipers and run a clear plastic tube trom the caliper bleed nipple to the contalrw. UI"I!lCf8W the bleed nipple by one lui too> end drain the system by operating the brake lever repeatedly unt~ all Huid has dralned from the
......
2 Position a wad of clean rag beneath the point whe<e the brake hoae joins the master cylinder to pr.... ent drops 01 brake Huid contacting the oomponllflts beiow. Putl back the rubber cover from tile head 0 1 lhe union boll and remove lhe boll . Ooc. IWy excess lIu1d has drained from tile tnlIon COflnection. Wfap the end 01 the hose In rag or poIythene and then a\tach it to a point on the handlebars. Remove the brake lever by
,,-
Uflacrewlng its Iocknul and shouldered bolt. Ramo". the reservoir cover and lift out the diaphragm. Release the two master cylinder clamp boits and rerTI(lVe the master cylinder Irom the machine. 3 Use the flat 01 a smalt screwdriver to prise out the rubber dust seal booIlrom the and of lhe piston assembly (... IlIu8Iration) . This will expose a retaining clrc\ip which must be removed using. pair 01 clrcllp pliers which have tong, straight jaws, With the clrcllp removed. the piston and cup as.sembty can be pulled out. Be V8I)I caratul to I>Ote the exact order In which these componentt ara fined. • Note thaI if a vice is used to hoid the master cyllndflf at any time during dismantling and rt8SS8f1"IbIy, its Jaws must be padded with toft alloy or wooden covers and tile maste!" cylinder must be wrapped in SOft cloth 10 pt"8Y8fl11l being marked or distorted. S Place aM the master cytinder component, in a clean conl alner and clean each pan thoroughly. Lay Ihe pans out on a llheet 01 dean paper and a~amlna each one as follows. E~amlne the plslon sur/ace and master cytindef bore lor IoI9"s 01 wear or corrG$Ion . ~ both components if damaged In any way ; new seals will not compensata for scoring and will wear oul qu;ckly. Check the primary and secondary seals lor damage or swell ing. renawlng them unless In per1ect condition. The cops are IIOId as a kit together with the piston and spring. R_w the duSI seal at Ihe same lime to preclude road dirt entering the assembly. Ensurelhat the supply port and lhe $Illaller retial port between the cylinder and reservoir are clear, especially wnere swollen or damaged cups have been noted. Inspect the threads 01 the brake hose union boll for 'Igns ollallure and renew the boll II In the slightest doubt. Renew the sealing washers located on each side 01 the union lUI a matter 01 course. 1 Check before reas.sernbly that any traces 01 contamination remaiOOg In the .-voir body have been removed. Inspect the dlaphragm 10 see that II Is I>Ot perished or split. It must be noted at this point that any rtI8$S8I11bty worI< muSI be undertaken In ullra-clean conditions,
e
, eo-
2 ScnIw·20ff
-
5 Brakll stop lamp switch 6 HandlebllrcJ ll/llp
.
1 Bch·201f
9 Pn'mary piston IISSemb/y
10
Circ/IJ!
11 Ov$lbool
12 B~klllevtIr 13 Hose union 14 SeIIIing wtJ$he,· 2 off 15 Union boll 16 Rubber covw
10.3 Fronl b<"ake mast... cylinder· typical (cll,ltCh m ast... cylinder almllan
Pilltidas 01 dirt .,tering the cornponems wi _ only 10 score the wor1ting points 0I1h1 cylinder and thereby cause early l ailure o! IhI system. 8 When rBa$S8ll"lbiing and fitting the muw cylinder, lollow tha removal and dlsman\WIg procedures in IlIIIerse. whilst paying at t _ to Ihe lollowing polnls. Maka IIIJre that the piston componllflts are fitted the correct ""Y round and in the correct order. Immerse IhI pislon components In new brake 1100 prior 10 reassambly and reler to the l!g", accompanyin g this text wtIen in doubt as 10
\tIM" correct positions.
9 When refitting the master cylinder assembI) to the handlebar. position It so that the reservoir will be axac11y horizontal when tho machine Is in use. Tlghlan the clamp top txIt first, and then the bottom bolt to the Sf*)iIIId torque setting. COnnect the brake hose to tho master cytlndar, ensuring that a new sealing washer Is placed on lIach side 01 the hose l.ri:In, end tighten the hose union bolt to the specified torque setllng. Finally. refit tilt rubbllr union cover and recoontlCt the tnke lamp swltdl """'0. 10 flit the reservoir wiltl new brake nukj III1d bleed the system as described In S&c;t;on 1l Check for lIuid leakage with the brake IaYIr applied, before taking the machine out on tile road. During the run. use ttlt brakes as oIter1 as possible and on completion, recheck for sig"'l 01 nuid toss.
*
11 R..- brake master cylinder removal, overhaul and refitting ~
~
Cauflon; btaka nu/d will discolour or _ paint If contSC11s sNowed. Aodd this ,.",.", possible and remove sccIdentlJl splashes immediately. Similarly, a1lo/d contad baf"wllwl 1M fluid and plaslic parts. 1 Remove the right·hand sidapaneI and dr3in the hydraulic system ~ s described ;" paragraph 1 0 1 SectIon 1 O. Drain the system futly to ensura thai all lIuid hilS also dllllmtd from the reservoir to master cylinder hose Ralease the reservoir mounting bolt and disconl\llCt the hO$8 which joins it to t"master cylind .... Remove the reservoir Irom the machine tnd wipe up any spilt lluid. OIsconn«1 l he brake hose from lhe masll!f cyli nd6f af\d place Ihe hose union and bolt Inside a poIythene bag. securing the bIIg with an eLastic band. This wII prevent dirt entllrirY,j lhe system whllsl the hose Is disconnected.
ZX900 2 Disconnect the rear slop ,,"",p switch wires from the main wiring loom and remove the secures the righl·hand silencef to the footrest bracket. Slacken and remove \tie swinging arm pivot shalt nut end the five boIt5 which retain ~ Iootraat bracket to the trame, than remove tha bracket assembly from the
bolt wtIIch
machine.
Wheels, brakes and tyres 7 e 1 1
7 Bleed the brake system afttlf relilling tha ~ with naw hydrauk: 1kJi(:I, then ch8ck lor IeakaQe 01 ftuld whilst applying the brake pedal. With the machine on its centre stand, spin the rear wheel and apply the rear brake. Do this several tlrnee to ensure that the brake is operating corr&etly, then chock the brake pedal halght and tha operation 01 the rear brake lamp switch 88 described In Chapter 1. before taking the machine on a test run. IAring the tast run. UN the brakes as often as possible and on oompIation. recheck lor """ sign 0111uid loss.
12 Brake hoses and pipes . general
\ 1.3 Rear brake mast9\'" cylinder. ZXl000 B and ZXl l00 C models lottt.l. model. Ilmllar)
., c.p
10 Primary piston
2 DiapIngm plale
'-"'"
.....
,-
5 """"""""
"""'"
1 MII$lercylJnder 8 Boll -201(
.....,." " CJtcJip 12 ~I bool 13 14 15 16 17
cp..a!Jllgrod CAwispin Split pin Hos& unJoo Sealing washer •
'''''
18 I.InIoIIboh
All models 3 FIemoYe Iha split pin and clevia pin wtlich ..tain the 10000ed end 01 the master cylinder pusIvod to the brake pedal (_illustration). Relaase the two master cylindar mounting ~ts and lift the cylinder away from the footrest bracket 4 Pull off tha dust seal and remove It together w~h tha pushrod. Displace the retalnlnog clip and continue dilrMntling and overhaul 01 tha poston auembIy as describ8d In Sectio!"l 10. 5 The masu.. cylinder is refitted by r~ the removal S8q\l$flCe. Rel it the master ~ to the Iaotrest brac:IIet and tighten its mounting bolts to It1a specified torque setting. r.sart tha clevl$ pin Into the pushrod end and secure 1\ w ith a new split pin. On ZX900 models. rem tha bracket assembty, tightening aI mounting botts and the swinging arm pivot shaft nut to thair specil ied torque setUngs, and reeoMeCI the stop lamp switch wIrae. 6 Position a naw sealing washer on Noch aide altha I10Il8 union and tighten the union bolt to the sptoCllied torque setting. Connect the AtS«VOIr hose to the mast... cylinder and refit the reservoir !TIQI..01t1ng bott.
up with new fluid of the spacilied type If
Caution: brake fluid wiIJ diS(XJlour fN ramo",,,.HIt If eonlacl l$ aI~ AvoJd thi5 whare po$$IbI8 and.-..no... acclc/o8tIl. splashes ~I aty. SimIlarly. avoid contact betwHtI lINt tluid 8fId plastic paris such as u,.lnllrumetlt 1enS85 8fId falrlnQ. 1 Brake tlosel will deteriorate through age and must be renewed at the specified Interval lor safety reasons (see Chaple r 1). II any splits, kinkS, leaks or any other damage la lound on a ho" " any time, It must be renewed mnedlately. 2 Drain the hydraulic system completely 85 described 10 section 10. Slacken the union bolts. ~ tile ex..::t rwte 01 tile IlOS8 .-ld in particular the notches In the caliper$ arid three-way unloo mouoted on the bottom yoke. These notches should locate with the hose unions when the hose is cOlTectly fitted . Remove the fauhy hose and clean the union. 3 Fit the f18W hoM. ensuring that It il correctly routed, and po$ition a new sealing wa!Jler on each side 01 Its unions. RelIt the union bolts and tighten them to the specified torque MttIng. Refill and bleed the syslem lIS described In thelollowiog section. and check for leaks. Thoroughly cheek the operation 01 the braking system belore takiog thto machloe out on the road. 13 B leeding
13.3 61eed the bnlk81 8S descrtbed in .. rt
the braking
required. Keep the reservoir at least hall lul l d.,nng the bleeding procedure; if the Iev&Ils allowfld to fall too lar, air will enter the system requiring that tile procedln be started again from scratch. Refit the reservoir cap to prevent the Ingress 01 dust or the ejection 01 s spout
o1/1uid.
3 Remove the dust cap lram the caliper bleed nipple and clean the area w~h a rag. Place a clean glass jar below the caliper and connect a pipe Irom the bleed nlppla to the iar I",e Illustration) . A clear plntic pipe should be used so that air bubbias can be more easily Man. PQlr enough deatl hydraulic fluid In the glass jar SO that the pipe end is immerHd below ,he "ukI surface: ensure that the pipe end remaios sUbmerQad (to prevent lir returning to the system whenever the pressure is released) throughout the operation. 4 If pans of the system have been ~, and thus the system must be filled. open \he bleed nipp le about ona turn and pump the brake """er until tIukI atarts to Issue from tile clear pipe. Toghten the bleed nipple and than continue the normal bleeding operation as described In the foIowIng P8f1III'1IPhs. Keep s close check on the r~ir level whilst the system is beiog filled
system
Caution: btW;e fluid will discolour fN
ramo ... paint If COIIISoCI I$ allowfJd. AlIOId thl$ where pOssIble and remove tlCCkHIIIlal splashes Immedlstely. Similarly, avoid contsct between Ihe fluid snd plastic parll such as the Instrument lenses snd fairing. 1 "the braka action becomes spongy, or 1/ any part 01 ttl8 hydraulic system Is dismantled
(such as wilen a hose Is renewed) It Is necessary to bleed the system In Ofder to remove all traces 01 air. The procedure for bleeding the hydraulic system is best carried out by two people. 2 Check the nukl level In the reservoir and top
Front b rake 5 Remova the raservolr cap and starting from the bra ke caliper and working back to the muter cylinder , lightly tap the brake hon. Slowly pump the brake lever Of pedal se......-al times unt~ no air bubbles can be sean rising up through the Iluid In the reservoir. ThIs operation bleeds the air from the master cyInder and bralle hoM. e ()perata the brake lever lIS fat as It will go and hold it In thle position against the nuid pressure. If spongy brake operation h~s
7- 12 Wheels, brakes and tyres occurred it may be necessary to pump the brake lever rapidly a number of times until pressure is buill up. Wi th pressu re applied, loosen the bleed nipple abou t half a turn. Tighten the nipple as soon as the lever has reached its fu ll travel and ther. re lease the lever. Repeat this operation until r.o more air bubbles are expelled with the fluid into t he glass)ar. 7 On ZX900 Al to AS and ZXl000A models it will be necessary to repeat the operation using first the bleed nipple on the anti-dive unit and then the nipple on the union block which is situated on the klwer fork leg, d irectly above the cal iper. 8 On all mOdels complete the bleeding process by repeating the above on the opposite caliper and associated components (as applicable). When no more air bubbles are e~pelled. the air bleeding operaHon shoold be complete. resulting in a firm f~ to the brake lever. If spooginess is still evident repeat the bleeding operation; it may be that an air bubble trapped at the top of the system has yet to work down through the ca liper.
Rear brake 9 The rear brake system can be b led as described above for the fron t brake. noting that 00 ZX900 A7 -on, ZXl000 Band ZXl100 C/O models, it will be necessary to repeat the process using the second bleed nipple fitt ed to the caliper.
Front and rear brakes all models 10 When all traces of air have been removed from the system, top up the reservoir and refit the diaphragm and cap. Check the entire system for leaks, and check also that the
brake system in general is functioning efficiently before using the machine on the road. 11 Brake fluid drained from the system will almost certainly be contaminated, either by foreign mat ter or more commonly by the absorption of water from the air. All hydrautic fluids are to some degree hygroscopic. that is, t hey are capable of drawing water from the atmosphere. and thereby degrading their specifications. In view of this. and the relative cheapness of the fluid, old !fuid should always be discarded.
14 Anti-dive system - testing and renewal ZX900 Alto A6 and ZXl000 A models
~ ~
~
Caution; brake fluid will discolour or remove paint if contact is allowed. Avoid this where possible and remove accidental splashes Immediately. Similarly, avoid contact between the fluid and plastic parts such as the instrument lenses and fairing. 1 The anti-dive system is activated by hydraulic pressure whenever the froot brake is applied, pressure being transmitted via metal brake pipes from the unioo block at the top of each fori<; ~ to the ant i-dive units. 2 To test tha system. place the machine on its centre sland. unbolt the union block from each fork lower leg and remove the two Allen screws securing the plunger assembly to the top of the anti-dive valve unit, then withdraw the plunger assemblies, taking care not to distort the brake pipe. 3 lightly apply the front brake with a finger over each plunger in tum. The plunger should
move out by 2 mm when pressure is ~ at the lever and should return easily UMII" finger pressure whoo the lever is released 4 If this is not the case, or if any signs 01 hydraulic fluid leakage are discovered, tM plunger assembly shou ld be dismantled fa eMm inatlon. Drain the brake fluid as described In Section 10 and disconnect the brake pipe from the top of the pluoget housing. Remove the large hexagon-headeO top plug and withdraw the plunger and seal assembly. Examine the compoooots for wt:II or damage and renew as necessary. Note thai the seals should be renewed once disturbed in the interests of safety. On reassembly, tightoo the top plug secu~y. Tighten the I"Ml Allen headed plunger housing screws and the metal brake p ipe gland nuts to the specified torque setting. 5 Note that the plunger assembHes must be renewed at fixed interva lS for safety reasons alone, regardless of their apparool condition. Refer to Chapter 1.
15 Tyres - general information and filting
General information 1 The wheels fitted to all models are designed to take tubeiess tyres only. 2 Refer to Daily (pre-ride) checks at tile beginning of this manual . and to tile scheduled checks in Chapter 1 for tyre and wh~ maintenance.
Fitting new tyres
15.3 Common tyre sidewall markings
3 When selectir.g new tyres, refef to the tyre information label on the swingarm and thatyre options listed in the owners manual. Ensure that front and raar lyre types are compa~bIe. the correc t size and correct speed filting; ~ necessary seek advice from a Honda dealer or lyre fitting specialist (see illustration). 4 It is rec ommended that tyres are fitted by a mo torcycle tyre specialist ra th er than attempted in the home workshop. Th e force required to break the seal between the wheel rim and tyre bead is substantial. and is usually beyond the capabilities of an Individual working with normal l yre levers. Additionally, the specialist will be able to ba lance t he wheels after tyre f itting. S Only certain types of puncture repair are suitable for tubeless motorcycle tyres. Refer to a tyre fitting specialist for advice and 10 your owners manual for details of the reduced speeds advised for a repaired lyre.
Specifications Electrical system Voltage ...................•.•....•....•.•.. • .... • ........ Earth (ground) ........... . . . • . . ..•. . . . . .• .• ..• . . . . • . . •.•...
12 Negative
Battery Capacity: ZX1100 D models ...........•... . •... . •. . . . •. • .. • . • ....•. All other models Electrolyte specific gravity
12 Ah 14 Ah 1.280 @ 20°C (68°F)
Alternator Type . . ............. . ..... . ...... • . ... • .... • .•.. • .•...... Rated output: ZX900 and ZX1000 A models .... . • . .. . • .• ..• . •.. . .•.•• .•. .. ZX1000 B models .. . ............. . ....•.... • .•.. • . ...•... ZX1100 C/D models ....... . ......• . .. . •....•.•....•...... Charging voltage - headlight on: ZX900 and ZX1 000 A models ............•... . • . . .. •.• • . • . .. ZX1000 Band ZX1 100 C/D models .... .. .•....• . .. .• . .•.•. .. Stator coil resistance ......................... . .... • .... . ... Rotor coil resistance: ZX1000 B2 and B3 models ...• . ...• . .. . •. . ..•. . ..•. • ..•... All other models ............ . .... . .... . .. . .•.... • ....•... Slip ring diameter . ............... . .. . . . .. . .. ... .. .• . ... •... Service limit . . .. . .. . ............• . . ... . • .. .. •. .. . •....•... Carbon brush projection length .......•....•....•. . .... . ..•... Service limit .. . .......................... . .. . . . . . ....... . .
Three-phase AC 25A @ 6000 rpm, 14 volts 24A@6000 rpm , 14 volts 28.6A @ 6000 rpm , 14 volts 13.5 volts @ 4000 rpm 14.5 volts @ 4000 rpm Less than 1 ohm Approximately 6 ohms Approximately 4 ohms 14.4 mm (0.57 in) 14.0 mm (0.55 in) 10.5 mm (0.41 in) 4.5 mm (0.18 in)
8- 2 Electrical system Starter motor Carbon brush length: ZX900 and ZXl000 B models Service limit. ZXl000 A and ZXl 100 C/O models Service lim it.
Commutator diameter Service limit
12 mm (0.47 in) 8.5 mm (0.33 In) 12 - 12.5 mm (0 .47 0 .49 in) 6 mm (0.24 In) 28 mm (I .10 in) 27 mm (I .06 in)
Commutator groove depth: ZX900 models and ZXlOOO A models Service limit. ZXl000 B and ZXl 100 CIP models . SeMce limit.
0.45 - 0.75 mm (0.018 - 0.030 in) 0.2 mm (0.008 in) 0.7 mm (0.028 in) 0.2 mm (0.008 In)
Fuel level sender unit resistances ZX900 models: Empty Fu ll ZXl000 models· Empty • Full ZXl1ooCmodeis ZXl 100 0 models: Empty Full
70 - 120 ohms 3 - 1200ms
90 - 100 OOms 4 - 1000ms
see text 90 - l0000ms 4 _ 1000ms
Fuses ZX900 and ZXl000 A models: Main H~
Tail Ughts Tum s;gnals ,~
Accessory - ZX900 only ZXl000 8 and ZXl100 C models: Main Headlamp .
'"" """"" .
ZXl100 01 and D2 models: Main Headlamp Tail lamp .
'""
AccesSiXy (US models only) ZX 11 00 03. D4 and 05 models: Main
-
Ign~ion
Tall lamp .................. • . Headlamp .
'""
AccesSiXy (cock) . Tum signal
WA ""
'" WA '" '"
lOAx2
JOA WA WA WA JOA WA WA WA WA 30A
'" WA WA WA WA WA WA
Bulbs Headlamp . . ..........................•. Parking lamp UK models only Stopltaillamp: UK models US models Tum signal lamps: UK modefs US models Instnomenl il lllrTlinaling lamps ...................•. Wamlng lamps • Ucence plale lamp
12V 6OI55W 12V 4W (lXll00 0: 5W) 12V 5121W 12V 8127W 12V21W t2V 23W (lXI 100 0: 8I23W front. 12V 23W rear) 12V 3W (lXl1oo 0: 1.7W) 12V 3.4W 12V5W
Electrical system 8- 3
,.,
Torque settings
Ibltt
Alternator coupIng boll Radiator mDl.nted fan sWItch: ZX900 and ZXtOOO A n'IOdeb . ZXlOOO B and ZX 11 00 C/O models . Coolant temperature sender unit: ZX900 and ZXlOOO A models . ZXl000 B and ZX 11 00 C/O models . Thermostat houalng fan switch - ZX900 models . Oi l pressure switch .. Oil temperatllre sw~ch - ZX900 models .
1 General description
The efeclrlcal syslem I. powered by a three-phase alternator driven Irom the crankshaft via the starter clutch shaft by a chain on the righi-hand end oIlhe crankshaft. The shaft I. Iltted wilh Iwo cush drive assemblies 10 damp OUI shock loads. The alternator Is a self-conlalned unil which iocludes the regulator alld rectifier. The starl er motor drives the cran kshaft. lhrough II lerles of reduction gears and Ihe starter clutch, via lhe same chain which drives tile alternator.
2 Electrical system - general information and preliminary checks
~ ~ ~
1 In Ihe event 01 an efectrical system falllt , always check the phy,",cal condilion of Ihe wiring and coooectors before allemptng any of the test proeeodlll"es described here and in subsequent sections. look lor chaled. trapped or broken eleclrical leads and repafr
o
... ,.. ,. ,.•
5.' 13.0
0.75
M
L5
11.0
6.'
.,
L'
11.0
or renaw U necessary. Leads whK:h heva broken Inlernally are not easily spotted. but may be ctwK:ked using a multimalar or a simple battery and bulb circuit as a continuity test. (SH lII~tratlonl. The various multl-pon coooectors 11(8 ganeraIIy trouble-In'oe but may corroda II a.posed to watet. Clean IIIam carefully. scraping off any suriace deposits. and pack w ith silicone grease during assembly to avoid recurrent problems. The seme technique can be epplled to the handlebar switches. 2 The wlrlog harness Is colour-coded end will correspond with the wiri ng diagrams at the end 01 this manual. W"hare socket oonr.ectlOll$ ara used, they are designad so Ihat reconnectlon can be made onty In the correct positIOn. 3 VI$I.>8I In$pection will usually show wtlether Ihere 11(8 any breaks or frayed ouler coverings which will give rise to short Circuits. Occasionally e wire may become trapped betweM two components. breaking the inner COllI butleaYing the mora resilient outer cover Inlact. Thi, can giva rise to mysierious Inl ermlttent or tOl al circu it failure . Anol her source of Irouble may be the snap coooectors Of" sockets, where the oonnactor has not been pushed fully home in the ou ter housing. or where corrosion has occurred. " Inlarmlttenl short circuil s can often be traced to a chaled wire that passes through or Is close to a metal component such as a frame member. Avoid light bends in !he teed or IIItuations where a lead can become trapped batwaan casings. 5 A sound. fully charged battery, is essential to !he normal operation 01 the system. Is no point In . lIempting 10 locate a faut! if the battery Is pertly discharged or worn out. Check betlery condition and recharge or renew the battery befora proceeding further. 6 Mony of the tesl procedures described In this chapter req uire voltages or resistaoces to be checked. ThiS necessitates Iha use of some form of lest equipment such as a IIImpie and Ine~penslve mllitimeter of the type sold by electroni<:l or motor accessory $hOpS. 7 If you doubt your ability to check tile electrical Iystem. entrusl the wOfll to an evtllorQ«i Kawasaki dealer. In any event have your Ilndlngs double-cOecked before conllgnlng e~pensiva components 10 the scrap bin.
n-e
......""
2.1 Simple testing equipment lor checking
3 Battery - examination and maintenance 1 Delalls of the regular cnecks .....oed 10 maintain the battery in good condItion are gtvan in Chaptet I . logetheo" WlItl instructlons on removal and refitting and general battery carll. Balleries can be dangerous If mishandled: read the Safety Iir$tl section al the front of Ihis manual belore starling work. and always wear overalls or old clothing In case of accidental acid spillage. If acid is aver allowed to splash into )/QUO" eyes or onto )/QUO" skin. flush ~ ~1IrI with cop;ous quantities 0I1resh water and see!< medical advice lmrnediately. 2 When new, Ihe battory Is lilled with an efeclrolyte 01 dilule sulphuric acid heving • .pacific gravity 01 1.280 at 20·C (68· F). Subseqtl8f1t evaporation, which occurs In normal use. can be compensaled lor by lOpping up with dIstilled or deml.....aJlaed water only. Never usa tap wlter as I substitute and do nOI add fresh electrolyte unless spillage has occurred. 3 The state 01 charge of a battery can be checked using an hydrometer. " The normal charge rate for a ballery Is 1110 01 Its rated capacity. thus lor a 14 ampare hour unit charging should lake place at 1.4 amp. Exceeding this figure can cause Ihe battery 10 ovamoal. buckling the plales and rendering it lIseless. Few owners will hava acca., to an lI~pensive current conlrolilld char"",. so If e normal domestic charger Is uNd chaek lhal after a possible InItIat peak. the charge rate falls to a safe level. If the battery becomes hot dUflng chargmg atop. Further charging wi. call5ll ~. Note that the cell caps should be looslI!1ed and tha vents unobsll\lCted during charging to avoid e build-Up of pressure and rislt 01 e~pIosion. 5 Aftar charging lop up wrth distilled water as required, lhen chec k Iha specific gravily and batt ery voltage. Specific gravity should be ebove 1.270 and a sound, fully eharged baUery should produce t3-14 voill. IItha racharged battery discharges rapidly ~ left dlseonnected. ~ Is likely thai tI
1"
a- 4 Electrical system component. Is to be carried out with tilt assembly fitted to the engln, unit, Iir$t disconnect the alternator block eonne<:t(lf from Ihe main wiring loom. Overhaul the re-!ev8llt altemator compo<1anta using tilt Information given under the relevant 5<Jb. heading. If necessary, the alternator can be removed .nd ,erotted as described In Clap.
.. A/tema1or - general
To avoid damaga to the alternator. and indeed many other componerrta. the following pracautlona must be obMrved:
ter2 .
Do IIOt di$COmeCI /he tW1lt1ll)' or alternator whilst /he engine is rontVng (b) Do 1101 allow th!I enQIne /0 f\Jm /he al!emator wilen the Iallfffi5 IIOt
~
~""
(c) Do 11011$$1 for output from tile alTernator by 'tIa5hing' lhe ot/fpCIIlMd to earth (dJ Do not use;'l battefY ~ of I7IOt8 than
12 0'0Its ot/fpCII,
_
$$;'1
Carbon brushes
5.3 Ground the a ll...-nator F terminat (arrowed) 10 , "I .-.guiator
starting aid
(8) Disconnect /he battery fIf>d the alternator before carrying oot 8t1y el6crric arc welding on Ihe ttIIIChine (f) Nweys observe conwcl ball$l)' polarity (g) WIIfItI6$COnnaC1ing Ihe balt8ty /llWays ntmIMI /he negatiYe IMd lir$t and whan 1!IOCIM8CIing, oonnaclit last
5 Alternator checking the output 1 II the battery is known to be in a good condition yet fails 10 hold lIs charg", when mtedlo lhe macnin",. !he alternator should be ttlSted as follows. 2 Remove the Ihree nutl which rel ain the alternator cover and lift the COWl( away from the alternator. VISUally 8X8Irine the alternator leads and eonnections for signs of corrosion or damage and repair as necessary. If aJi appeara to be In order It will be nec&$$arY to check the alt ernator output. Note: for the following check to be accurate the battery must be fully charged. 3 COMeet a de voltmeter across the battery terminals and start the engine taking note 01 the voIIage reading. II the alternator Is in good cDfldltlon the measured voltage should be higher than 13.5 vo lt s, although nol e~cessively high (see following paragraph). If
the measured voltage Is lower !han t3.5 volts, stop the engine and lepeat the above test having !lrst grounded the F terminal of the regulalor t_ Illul tration) to earth uslng 1111 Insulated awciiary wire. II the 'o'OIIage r~ Obtained is now higher than 13.5 vol" the regulator Is at fault and should be tested further, if the readIng 18 still below 13,5 volts the fault must lie In elthe.. the carbon brushes and slip rings, rectifier, stator coil or rotor coil. 4 ~Iy the condition may arise where tna alternator DIItPlit Is excessive. Clues to !i'li. condition ar, conllantly blowing bulbs with the brightness of tna lights varying considerably with engine speed, and the bgttery Overhe9ting, neacllng the electrolyte level to be trequently topped up. This condition is almo" C&r1a1nly due to a taulty , . ator which should be tested indlvlduaiiy. 5 If the alternator has become noisy whilst It-. engine is running It 18 mosl likely that its bearings are worn. To check the bNr'ngs the alternator will have to ovamauled.
6 Attemator - overhaul
1 Note, it is not necessary to remove the plternator assembly from the machine to remove the regulator. reclifier or carbon brushes. However, fI woli< on these
2 Release the three nuts which retain the alternator end cover and remova the cover from the alternator. Remove tna two screws which retain the carbon brush holder lind lit! ~ off the slip ring •• Measure tna length of tht projected portion of each or the carbon brushes tilled to the holder (SH Illustrations). If they are worn down to 01 below Ihe service limi!. the old brushas will haV(! to be unsoldered and removed lind .-ones soldered Into place. Some 1Ik111 with. soldering Iron will be required to do this, ensuring that the sold.,.. does not run 00.... tna brush lead,. The bnosh springs ,houId also be r_wed if at all suspect. When fill8d, the new bru,hes must move treely In tht holder and be firmly in cDfltact with the slip rings . II the original brushes are sill ~,check!hat they are tree 10 " easily In tna holder and that their ends bw fuly on \he slip rings. 3 Whilst the brush holder Is removed, take the opportunity to clean the slip rings w~h. cloth moistened w~h high flash·point solvent. II badly marked, tidy up tna slip rings with. piece of .00 grade ema.y cloth. Using. vernier caliper, measura the slip rW>g diameter. this $houId not exceed the servtc. limit ill ...,
"""'.
Regula tor
• Remove the brush holder 81 described above then release the regulator mounti"ll screws lind remove it from the assembly (_ illustr1ll tion). The regulator can UMn be checked using either, or both, of the methods described In the following paragraph. 5 To conduct the first teal two fully charged 12 volt batler1e&, a 12 volt 3 .• watt bulb and three au>.iliary InSUlated wires wilt be needed
Electrical system
aes
A~' o
•
,_
o •
,_0
.
B ~,:._ 6.58 Regulator tenninal identifICation
o
,_ o •
(5" illu stration s). Connect one battery and !he bulb to t~ regulator unit as shown In par1 .. oIlMustraHon 6.5b, taking great care no! to allow either wire to contact the regulator's metal case. With the circuit connected as described the bulb $hould be illuminated. Reptace the one battery with both the batteries joined together in series 8$ shown In part B 01 ~Iustration 6.5b and repeal the test. .., this CaSe, the bulb should not light up. II 81ther ci rcuit l ails to produce Ih a required results. the regulator is defective and must be 'llflewed. Altemately the condition 01 the regulator can be determloed by making various resistance ched<s across its terminals with an ohmmeter or multimeter. II the readinIJs obtained differ greatly from those in ilustratlon 6.5b the regulator Is laulty and must be renewed.
Rectifier S Remove the bnlsh holder and regulator as di!scrlbed above. then release the rectl/ler mounting screws. Th-8 electrical wires must !hen be unsoldered lrom the rectifier and the rectifier removed lrom the assembly (tee lIIustreUon) . NOle, Ihe w ires must be o.nsoIdered ~ from the rectifier t.-minals. I the hlgtl temperatures 01 the soldering Iron .e applied lor more than a lew seconds the
.~.
,--_H_
....... (0) ...
• 100 11
.
,nil
. ,OOIl ~
•
. ,~
, IOOIl
"
•
<
"
..
6.8 Rectifier test
,.,
the actual values oblalned wil l vary depending on lhe type of test me!er used, but if !he Is functioning correctly. there should be continuity (very low resistance) in one dnetion and no continuity rrnfinite resistance) with the meier probes '&vfl<Sed. If either condition e~ists in both directions for any diode, the rectllier Is laulty and must be
un"
Itt....
,.n .. n qn an an ,.n
8.50 Regulator test connections and table _,"text rectil i$" dlod" could be damaged by excessive heat. 7 The condition 01 the recti/ier can then be delermined by measuring the resistance of each 01 ils silo: diod" In both direcUoni. as shown in !he aoeompanying ~lustratlon. Nev.uoo a mu~imeter with a large capacity battery to test the rectiller: severe damage could
resu".
8 With the mater set to the ohms x 1 scsla connect the positive probe to lhe PI terminal and the negatlvtl probe to !he B terminal and nota the reading obtained (see illustration). Swap the meier probes 1IrOU1d. again noting !he reading. Repeat Ihis lesl between !he P2 tE!frTlina.I and B tenninllll, and the P3 terminal and B terminal. Then carTY out the same tests as described above but Instead of using the B terminal, use Ih e E (earth) point. making sl~ further tests. Compare the two readings obtained lor each diode. One ValUII should be considerably higher than the 01t1er. Note that
9Lr w . "
~
6.8 Un50lder tennlnel wires quickly to avoid dameglng the rectifier
,_0
6.11 Stator coil Is retained by three scr e..... situated behind drive coupling
,_.
9 On refitUng, the wires must be soldered Qulckty and cleanty 10 the rectif~ termlnals to prevent excess heat building up and damaging !he rectiflw unit.
Rotor coil, stator coil and alternator bearings to To r&move tnese components the alternator must firS! be removed Irom the machine snd the cerborl brush holder, regulator and rectifier units removed as described above. 11 Slacken and remove the alternator cush clrNe coupling retaining bolt whils! lloIding lhe blades of the coupling with a sell-locking wrench. UtI 011 the coupling and remove the three screws situated behind Ihe cot.tpllng which retain the right-hand sid", 01 the alternator housing to the bearing plale (see iI1uatration). Tape over !he splined end 01 tilt' rolor shaft to protect the oil seal and lift off the right-hand ~e of the alternator housing along with lhe slalor coil. 12 Using a multlm8ler aet to the ohms ~ 1 scale measure the reslstsnce betw"n Iha three slator coil wi," (3 tesIS). II Iha resistance betweaon any two 01 the wires greatty exceeds 1 ohm the stator coil windings can be considered faulty and mUll be renewed. S8I the meter to the highest resistance scale possible and cheek for continuity betwE!8fl each stator coil w inding and the core of \tle coil . It there Is any reading at all. the stator coli windings have short circuited and must be renewed. Examine the oil seal fitted to the right-hand ahemator lor signs of wear or damage. renewing as
-.
13 To check the rotor coil windings set the meter to the ohms ~ t scale and J\"1fI8BU"'e the resistance betWE!8fl the two &Iip rings. If the read ing obtained does not resemble that
given in the specifications the rotor coil windings can be considered defective and must be renewed. Set the meter to the highest ooms scale possible and check for cootinuity between the rotor shaft and each of the slip rings, II any reading is obtained, ~ slip rings have short circuited on the shaft and thEi rotor coil must also be renewed. NotEi that if the slip rings are cootam iMted in any way clean them prior to this test as described in paragraph 3 above. 14 ExamlnEi the bearing on the right-hand end of the rotor coil shaft for any signs 01 freeptay and check that It spins freely without any trace of notchiness. The !eft-hand bearing can be checked by holding the rotor coi l and spinning the alternator housing. The housing should spin Elasily and smoothly 011 thEi shaft without binding. If either bElaring is faulty. renaw them both as a pair. 15 To remove the rotor coil from the altemator housing access to a hydrau lic press wi!l be needed, Therefore it is recommended that if the alternator rotor coil and (or) bearings requl1l'l renewal the work shook! be entrusted to an authorized Kawasaki dealer who w ill have the necessary equipment. On no eccount attempt to tap the rotor coil oot of the housing using a hammer. Th is will almost certainty damage the slip rings. 16 On reassembly. lapEl over the splined end of the rotor shaft and carefully fit the righthand altEirnator housing to the rotor shaft. Ease the housing into position. align ing the bolt holes in the houSing with the bearing
plate. Fit the three bearing plate screws afld tighten them securety. Remove the tape from the end of the rotor shaft and locate the alternator cUsh drive coupling on the splines of the shafl Tighten the coupl ing retaining bolt to its specified torque setting whilst holding the coupling wit h a self-locking wrench. Rem the rectifier, regulator and brush hold8f and refit the cover. TIghten all screws and nuts securely.
star1er relay which is under the right-hand sIdepaneI on ZXtOOQ B models, and under !he left-hand sidepanel on ZXt100 C/O ~ (see illustration). On all mod~s the juncti!::tl box fuses are labelled for ease of Identifica:tict 2 Blown fusas can be easily recognised b)' the melted metal strip. Each is clearly marteol with its rating and must be replaced only by a fuse 01 the COtTect rating. Never put in a ~ of a higher rating or bridge the terminals d any other substitute, howe~er temporary ~ may be. Serious damage may be done to tM circuit. or a fire might star1. Always carry i spare supply of spare fuses of each rating (to and 30 Amps) on the machine. 3 While an isolated fau~ may occasionally t:4:lw a fuse and never occur again, such cases on rare and generally due to fau lty connections, although fuses do sometimes blow due to ttl age or similar faC1OfS. Howevar. ~ the fuse fa any circuit blows repeatedly, a more sericus fault Is Indicated which must be traced arid remedied as soon as possible.
8
Starter system - checks
7 Fuses - general
=
Corrosion of the fuse ends and fuse block terminals may occur snd cause poor fuse contact. If this fulppens, remove the corrown with a wire brush 01" emery paper, then spray the fuse end and terminals with electrical contset c/tnm.,..
•
HI
1 Most Circuits are protected by fuses of differen t ratings. On ZX900 and ZXl000 A ITlO(!ejs all fuses can be found in the junction box, located behind the lett-hand sidepanel (see Illustration). On ZXl000 Band ZXll00 C/O models all fuses except the main fuse are located in the junction box which is d irectly uflder the seat. The main fuse is fllted to the
1 In the event of a starl8f malfunction, always check first that the battery Is lully charged. A par1 ially discharged battery may be able to prollide enough power lor the lighting circul but not the heavy current required for starin; the engine. Look also for broken, chafed '" corroded wiring btlfore proceeding further.
Starter motor power supply 2 Disconnect the star1er motor lead from iI$ terminal 011 the motor. Set the test met(r to Ihe x 20 vo~s dc scale and connect its positive probe to the starter lead and its negativ9 probto to earth. Ensure the transmission is in neutrlI. the side stand is up and the angina kill switch is in the RUN position. Tum the ignrtion switch 00. pullin the clutCh lever and operate the start!r button. As the button is pressed a read ing ot approximately t2 volts (battery 1fOItage) shct.tj be obtained, if not the fault lies In either 1111 starter relay or the starter switch circu~. ~ the correct voltage reading is obtained the Starta' motor itself is at fau lt, and the unit shooid be overhauled as described In the followirMj sectKlo. Reconnect the machine's battery.
Starter relay (solenoid)
8.38 Main fu$8 (A) on Slar1e. relay can be accessed from above. Fuel pump relay location (8) - ZX1100 0 model s
8.3b Slar1er relay location · ZX900 models
3 On ZXloo0 B models the star1er relay is situated behind the right-hand sioopanel, on ZXl100 0 models the relay is mounted just to the left of the battery, under the frame crossmember (see illustration). It can btl accessed from above, once the seat has been removed. or from underneath after removing the tail !.nil. The main fuse is incorporated in the stane! r~ay., and on all other models il is behind the left-hand sidepanel (see illustratlonl. Disconnect the battery terminals prior to tM test to prevent the risk of short circuits
Electrical system 8- 7 Remove the ,Idepalleol end di!lCOllnect the starter motor lead and the positive POW8f supply lead from the staner motor relay, Disconnect !he bIocII comector from !he relay and ra"TlOVll it from !he machine, 4 Set a test met. to !he oI'rn$ x I scale lind 00fWII!0CI ~ ac:ross the relay terminals. Using s fully charged t 2 volt batt«y and two insulated auKi~BfY wires, conneel the positive terminal of the battery to the yellow/red terminal of the relay, and the negative terminal to the blaclVyelJow termina l 01 the relay. At this pelOnt the relay shoold click and the lOO ~imeter read o ohms. If th is Is the case the relay is aervlceable and the f,ult lies in the starter switch Circuit, II not, the relay Is laulty and must be r..-ed.
Starter switch circuit 5 Disconnect the block COfV'WlCtor from the starter relay. Make the test on the wiring harness -'Oe 01 the block connector. Set the test meter to the dc votts )( 20 scale and connect lIs pos~lve probe to the yellow/red terminal of the block eonnector, and its negative probe to the blacklyellow terminal. Ensure that the transmlaslon Is in neutral, the side stand ~ up and the engine kill switch Is In the RUN poeitlon. Tum the Ignition $witch on, pullin the dutch tev. and operate the starter bunon. A3 the button Is pressed a reading of approxmataly 12 votts (battery vottage) should be sllown on the multlmeter. If not, one or more of the components in the starter circuit ..e faulty IIfId should be checked as foIaws.
Starter switch circuit relay ZX900 and ZX1000 A models 8 Remove the Itarter circuit relay (bottom
relay) lrom the jooctIon box. To test !he relay WI ohmmeter or m.Atimeter, a t2 vott batt«y and two Inlulated auxiliary wires will be needed. Set the mflter to the ohml x I scale and oonoect the battery and mflter to the relay as shown t_ illustration). When the battery II connected 10 the relay a reading of 0 ohms shoold be shown on the meter, and when the batt ery II dlsconJlected thare shoold be aJl open circuit Indicated QJlliJlite resistance). II this Is I'IOt the case, the relay must be
-.
~;t&(,s;:~ ~,i&,re~% -
models 7 Disconnect the junclion box from its block connec!OfS and remove it from !he machine. To test the relay 1111 ohmmeter or multimeter, a
•
.J!
12 volt battery and two mulated auxiliary wires are needed. Refer to btration 8.71 or 8,7b to Identity the junction box tenninal •• Nt the meter to the oI'rn$ x t scale. and comect Its probes first to terminal, 11 IIfld 13, and then to terminals t2 afld 13. II the relay II lunctioning correctly, ther& shoold be QJl opei1 c ircuit (iJlfiJlite resistance) IJldK:8ted iJl each test. Connect a wire lrom the battery poaItlve terminal to the termlJlaJ II on the jUflClIon box, aJld eJlother wire from "s Jlegatlve t"",iJlalto termiJlal 12 on the jUflCtion box. With the battery COJlf'IeCted In thll way, connect the test meter across termlnall II Ind 13 o f the jUJlctlon box; conUJluity (low reslstaflCe) should be indicated on the met.. (Me ~lustrations) , If the resuItlI _ not al shoWJl, the jUflCtion box shoold be
......
,
rr
r
C-
It ~ ; It ~ l-
I-
•
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8,7a Junction box circuIt dlltgram ZXi000 B, ZXllOO C and ZXllOO DiID2 models
Hatched "'-Indtcsfe US fitmerJt ody
8.7b Junction 00. circuit diagram and terminalldenttllcatlonZXli00D3, 04 and OS models A Aco8ssay/cJock F HeIIdIair¥J I'us6 J Stan« swftcll ~ G HMdI8mp ~_y B FIIIlIustI reIlry' K St8flfl( cireuit C Tum slgnallustl H HMdI8mp reIlry diodes D Hom fuse diodes' l Ta/ilamp fuM E Ignition /use I {);ode ' US litmanl ody
a- a Electrical system Starter switch circuit diode· ZX900 and ZX1000 A models 8 The diode is situated In the junction
bo~.
just to the right of the starter swllCh Circuit relay. Remove the diode from the junction bo~ and using a test mel. set to the ohms seale. mea .....e the resistance between Itl termlneis in both directions. A H)w resislance reading should be obt ained In one direction. and a signi ficantly higher reading in the other (appro~imllt ely len \Jmes hiQiler), if the diode is functioning correctly. If nol. the diode should be renewed.
Starter circuit diodes - ZX1000 B and ZX1100 CID models II The diodes are .n Integral part of the junction box. Disconnecl its wiring block connectors and remove the junction box from the machi", for teSllng. Refer to 11I"lIlr.tlon 87. or 8.7b to Identify the te rmina ls. and using • test meier set to the resistance range. rr>easI.Q the resistence between terminals 12 and 14. 15 and 14. and 16 and 14. Milke these
teslS In both direclioos 110 thaI. totsl of si~ reading, are obtained. In each case there shoold be low resistance In one direct"'" arid high resistance in the other {approximetaly ten tim.. higher) if tile dIodes life functioning comICIly. If the results are not as shOwn the junction box must be renewed.
Starter button 10 Trace the wiring from the right-hand handlebar switch beck to Its block connectors. disconntoet tham and make the following test 00 the switch side of the wiring. Using a multi meter set 10 the ohms X 1 scale cheek for contlnully betw&en the two black terminals on ZX900 .nd ZXl000 A model" and the two bIac:kIfed tenninals on ZX t 000 B and ZX tl 00 C/O models. When the bultan is pressed there !lhcMJ1d be continuity between the two. and \Ytlen the button is released there should be an open circuit. If no t the Sl arter button Is faulty and must either be repel'ed or the right-hand handlebar switch
..,....,.
Ignition and engine kill switches 11 The test procedure for these Is described In Section 5 of Chapter 5.
Neutral switch 12 Pull off tha neutral switch lead from Iht switch Itsalf and connect OfIa probe of Ih. multi mater set to the resistance function to the switch tennlnal and the other to earth. There lhould be con!lnuity bet_ the ,witch end earth when the transmission is il neutral and an open circuit when till transml$5ion is put Into gear. If not tIM' neuI!3I sw~ch fa defe<:ll~a and must be reoewed.
Clutch lever switch 13 Trace the wiring bacI< from the left-'-'d handlebar switch and disconnect Its block connectors from the wiring hamesa. Check for continUIty between the threa terminal. on !he switch side of the wiring with the clutch lew pulled Into the handlebar, and then with !hi lever released. W~h the lever pulled In thin should be continuity (\Ow resistance) be\wel!rl the blacklya llow and ye llow/green terminals only. Whereas WIth the lever raleased there should be cootinuity (low resis~) be/we$l the yellow/green and light green terminals only. II the results are ott.. than expected \tie switch should be renewed, although note thai nothing Is lost by sttemptlng a repair.
9 Starter motor · overilaul
~
~
1 Remove the starter molor a,
9.2 Start... motor • ZX900 models 1 2 3 .f
Motorlead NlJt Spring washer Po$ItMJ brush lead
5 Brosh holder pete 6 Brosh spting • 2 off
7 Bolt-20ft Laft-hand end cover 9 O-ring - 2 oft 10 Motor bodylarmatlJre 1 1 RighI-hand end cover
a
12 O-ring 13 SCrew-20ft l.f Spring washer - 2 oft 15 Wuher - 2 off 16 O-ring - 2 off
'"
described il
Chapter 2. 2 On ZX900 modele, mar1I the from end ..... ends of the motor body end the end 00"," so that all can be refitted In thalr orlglllal pOsitions. Also l ape ovar the starter pin ion teel h 10 pravent the seal being damaged. Remova the two Ioog retaining screws from the !foot of the starter motor and eareflAy ~ off tIM' front oover. W~hdraw the rear c:ov.. un til Ihe bmshas slide off the commlJtato< end. and remova tha cover and brusn ho~ plate os a single unit. Withdraw the convnulator from the Itarter motor body !Me Illustration). 3 On ZXl000 and ZXll00 C/O models. tapt over the teeth 0/ the starter pifIion and remow the two long rataining screws from the rear of the motor. Uft 011 the front cover and remove all shims from the front end of the commutator. Make a nota of how these 8Iwn& Ire arranged to as a relerenee for reassembly. Remo\Ie the raar cover together with any ,hims fittad to tha commutalo<. Withdraw the commutator from the froot and of tIM' motor body {. . . UllJstratlon). 4 On all modell, disengage the carbon brushes from the brush holder plate and
IJ"
Electrical system 8-9
9.3 Starter motor - ZXI000 and ZX1100 CIO models , Scfl:!w-20ft
2 Spnng wasller - 2 oft 3 Bolt-20ft 4 Left-hand end cover S O-ring- 20ft 6 Negative brush assembly
7 Brush spring - 4 oft B Positive brush assembly 9 Brush holder 10 MaIO( /ead II Nu/-20ft 12 Terminal washer
assembly
measilre the length of each brush (see illustration). II any brus h has worn 10 or beyond Ihe service limit given In the
9.4 Measure the length of all starter moto!" brushes
13 14 15 16 17 18 19
Shims - as N!qllired Washer Molor bodylarmil/ure Shims - as N!qllirod Too/hed washer Right-hand end cover
O-ring
Specifications. renew the brushes as a set. As the brushes are soldered to either the brush holder plate (negative brushes) or the terminal bo lt (positive brushes). they cannot be renewed separately; both the brush plate and terminal bolt assem~ ies will be required. 5 If the brush lengths are within the service l im ~$ check the brush wiring as f,"foWl>. Using an ohmmeter or mu~lmet er set to the ohms x 1 scale. check for continuity between the termina l bolt and pOSitive brush(es). Continuity should be shown; if no cont inuity (high resistance) is shown. renewal Is requ ired. Repeat the test between the brush plate and negative brush tips; renew if no continuity (hig h resistance) is ind icated . &!t the meter to the K ohm scale and meaSUre the resistance between the brush plate and brush holders and then between the term inal bolt and brush plate; in each case no continu it y
(high resistance) should be shown. If co nt inu ity Is shown. it is likely that the Insulatkm has broken down at some point. ~ this is the case. remove the terminal bolt retaining nut. followed by all the washers. Make a careful note of how these washers are arranged as a guide to reassembly. Exam ine the insulat ing washers for cracks or other damage and renew if necessary. Note that a~hough they are not listed as being available separately. su itable replacemen ts can be purchased Irom most automot ive suppliers. 6 Exam ine the brush retaining springs for any signs 01 damage. Spring tension can only be ascertained by comparison with a new item. Renew the sprtngs if in any doubt about their condition. 7 Clean the commutator segments and grooves with a rag soaked in high flash-point solvent. If fle<:essary, smooth the surface 01 the commutato r w ith a piece of fine emery cloth. Measure Its diameter using a vernier caliper: if worn beyond the stlfVice limit the complete starter motor must be renewed because the co mmutator cannot be purchased separately. 6 On ZXOOO and ZXl000 B models. measure the depth 01 the grooves between the commutator segments. II less than the service limit. the starter motor should be renewed. A1temalively, it may be poss ible to undercut the grooves using a haCKsaw blade of the COl1'e<:t width. Be very careful not to cut into the segmant material if this Is done. and ensure that the groove is lelt square-sided. Also do not cut beyond the standard groove depth specification. 9 On all models. che<:k the condition of the commutator wind ings. Using a mu ltimeter set to the ohms x 1 scale, check the resistance between various pairs 01 commutator segments. If a hig h resistance is shown between any two segments. one 01 the windings is open and the starter motor shoold be renewed. Set the meter to the K ohms scale and measure the resistance between each commutator segm9<1t and the armature core. No continuity (high resistance) should be shown. Cont inuity will indicate a short between the commutator and shall and will necessJtate staner motor rer>eWal. 10 If oil is found in the starter motor assembly, the sea l pres sed into the Iront cover is laulty and must be renewed. However. this seal is not listed as a separate pan and Is only available as part of the complete staner motor assembly. The same applies to the commutator bearings (where fitted). To avoid unnecessary expense. it is worth contacting an automotive pans supplier, who may be able to supply a suitable substitute. Ensure that all the relevant seal or bearing markings are quoted so that the corre<:t item is ~ected . If necessary take the complete motor or ,"d components along as a pattern. 11 Hook the brush retaining springs over the end of the holder and relit the brushes in their
8- 10 Electrical system
9.11_ Hook 5~5 over the brush hoIde<'s to allow commutator to be refitted.
9.11d Fit . new O-ring.
9.11b ••. then Iocat. sprlll9S In brush groove. - ZXt l 00CID shown
9.11 • • . • and Install the rear cover ensuring PIIQ In the body locates wlth the groove in the Cover
9.1 1c Refrt eny shims in original positions using notes made on dismantling front 0IUM! motor body and careflMy refit Ihe front cover to the motor body , _ 1IIu".&lIon). On ZX900 model •. ensu.e that the projection in the motor body ~ wit!l the slot in the front cover and that the fTWII1(s made prior to dismantling align. On ZXl000 A model •. all lines cast on the motor body ..-.:I end covers should align. On ZXl000 B and ZX1100 C/O models. position the Covet by aligning the !In. cast on Its edge wi th tile motor tetmlnal bolt. 14 A.fit the two long retaining screws Snd tighten them $llCUreiy. R(IrrM)Ve the \ape from the teeth o f the starter motor pinion and refit the motor 8$ described In Chapter 2.
10 Oil pressure waming lamp
original pos/tionI; 1_ lII...,tretionl· Insert !he corrvnutator Into !he brush plate and push !he brustl springs Into place. ensuring that the end 01 each spring Is correctly seated in UM! groove In each brush. Check ttlal the brushes are seat&d fully agaInst the commutator and are allO free to move In their holders (see iIIustralionl . On ZX900 models. relit the commutator and bruat1 plate I1$$8ITIb~ to the rear starter motor cover. On ZXlO00 and ZXll00 C/O models relit the Shims (where litt&d) to the rear 01 the armature ($8e illustration). Ensur. that the brush plate Is oorrectIy toc:.tecl In UM! rear COYM or body las applicable). Frt. fMW O-ring to !he rear cover and assemble the . - cover and starter motor
body, ensuring that the locating peg on the motor body enga911S with the groove In the rear cover I... lIIultretlonsl. Not. tnat on ZX900 model. the PIIQ is on the rear cover and the groove Is In UM! body. 12 On ZX 1()()() and ZXll 00 C/O models. use the notes taken on dismantling to return the shims on the 'ront end 01 the commutator to their orig inal positions 1_ illustration). Rem the toothed washef to the Iront COYM so that its teeth toeate with the ribs on the cover 1_ Wlustratlon). 13 Grease the lips 01 thelront cover oil seal and ......... that the teeth of the starter motor pinion .... covered with tape to protect the ,eal on In,,,ltatian. Fit a new O-ring to the
2 1/ the lamp fails to light, Ilrst check the bUb and r..w It if blown. II this lail, 10 cur. the fault, disconnect the switch I6ad and earth ~ briefly on the 'ump. 1/ the lamp comes on when the I.ad I, earthed, the ,witch I.
9.128 On ZXl000 and ZXl100 CID model. relit Iront commutetor shim. in their original polltlonl •.
9.131 •• and lit toothed washer to the Iron! cover
9.13!'"rt a new O-nll9 and inltall!Tonl ~ &1 described in I.xt
ctrcuit - (esting
1 Thl' circuli COn,ists 01 a ,imple PfeallUfl switch mounted on the sump. which ligh" • warning lamp in the Instrument panel whenever the 9n~io<1 is switched on. As 100I'I as the engine Is started . and the 011 Pfe8SUf. rI$&$ above a certain point. the lamp at1oulO
go out.
Electrical system 8-11 def....::tive and must be renewed. If the lamp stililaiis to come on the wiring between the switch and waming lamp is at lault, and this should be checlled with a continuity tester as described In Section 2 to trace the wire llreakage. 3 II the lamp lights wh ile the eng ine is ronning, pu llover and stop the engine Immediately: serious eng iJl
me
11 Switches - general
caused by dirty contacts. which can be cleaned. but in the event 01 the breakage 01 some internal part. it will be necessary to ~w the complete switch. 3 If a switch is lested and found to be faufty, there is nothing to be lost by attempting a repair. It may be that worn contacts can be built up with solder. or thaI a broken wire terminal can be repa ired, again using a soldering iron. The handlebar switches may be dismantled to a certain extent. It Is however up to the owner to decide if he has the skl ll to carry out this sort of worll. 4 While none 01 the switches require routine maintenance. some regular attention will prolong their lile. The regular and constant application 01 WD40 or a similar waterdispersant spray not only prevents problems occurring due to water-logged sw~ches and the resulting corrosion , bul also makes the switches much easier and more posit ive to use. Alternatively, the Switch may be packed with a silicone based grease to achieve the
same resu~. I WhiHl the switches shook! give little trouble, they can be tested using a mul!imeter set to the resislance lunction or a battery aIld bulb test circuit. (See Section 2.) Using the information given in the wiring diagrams at the IJfld 01 this Manual, check that full continuity exists In all switch positfons and between the relevant pairs of w ires. When checking a particular circuit follow a logical sequence to eliminate the switch concerned. 2 As a simple precaution always disconnttCt the battery (negative lead first) before removing any of the switchtls. to prevent the possibility 01 a shOO circuit Most troobles are
12 Cooling fan system - testing
~
~
~ 1 In the event of a ma~UIlCI>on in the coot ing fan system. chock lirst that the Ian fuse Is intact. Refer to the accompanying circuit diagrams and examine all the relevant wiring and connectors lor signs of broken or chaled wires or corroded connections. If the fault cannot be traced to the wiring. lest the circvit components as described below.
12.2;1 Cooling system fan switch relay test connections - ZX900 models
ZX900 models 2 Disconnect the 6-pin block connector from the Ian switch relay situated below the head lamp unit In the upper fairing secllon. Using an auxiliary wire connect the redlwhite wife from the wiring side 01 the connector to earth (see illustrational. " the Ian operates, the fault lies in either the fan swilch relay or the Ian and oil temperature switches. If not, either the fan relay or the cooling Ian Itself Is at fau~.
ZX1000 A models 3 Disconnect the redlwhite lead from the Ian switch on the radiator and ground ~ to earth (SH illustration). If the fan COme5 on Ihe switch is at fautt, aIld II nol either the Ian relay or the cool ing fan is defective.
ZX1000 Band ZX1100 C/O models 4 Disconnect the two wires from the fan
..., -
M'~
12.3 Cooling fan cir cuit - ZX1000 A models
Bt<. BIacJr:
12.2b Cooling fan circuit - ZX900 models BL Blue BR Brown G Green R Red W White
Y Yellow
BK Black BL Blue
R
Red
W
White
Y
Yellow
8- 12 Electrical system
12.4 COoling fan circuit - ZXlooo e.nd ZXl100C/ Dmodel.
Bartety
1
JCJneIXln box
7
2
F.,tuso
BK B/ad;
3 F., 4 F$'l $WIICtI 5 6
Srarterre/ay M61n fuu.
BL BAAl W WMe Y Yellow
switch on lhe radi.tor and using an auxiliary wire connect them logether (se. iIlWtnltiOl'l). II when the wires are joined lhe fan comes on Itlen Itlelan switch III " fault, if the fan fails 10 come on lhe cooling fan hi de1octiva,
Fan switch relay· ZX900 models only 5 Remove Ihe reI.y Irom the maehlne , Nfl inUStnltion). Connect a 12 YOIt battery to the lerminals of the relay. as shown In Ihe accompanying fig~, and check lor continuity between the three other terminals using • multlmeler $81 10 the ohms K I scale. Wher1 lhe bellery is conoected there s.hoI.tld be contInuity between terminals 3 aod S only Ired/white .nd white/green). and when the battery Is disconnected there should be continuity between numbers I and 3 only (yellow and redlwhit.) . II this is not lhe case the relay is defective WId must be ...-.:I.
Fan relay - ZX900 and ZX1000 A models only
12.5 F.n switch ..... ~ III mounted on the u pper ,.Irlng bn.cket ~ ZX900
12.6 Fan relay II I ltuated beside t he Junction boa - ZX900
possible. withdr.w It from Ihe r.dl.tor .od pI..,g the OpMlng to stop the cooIaR! esc.plng. To test the switch a heatproof cont ~lner, a small gas-pow~r&d camping stove, a thermometer capable of read ing up to l OO-C (212"F} and an ohmmeter 01' muttlmeler will bto ,.quirfId. 8 Fill the container with water .od SlJSpeM the sWItch on some wire so that just the sensing portion and the threads ere submerged. 011 ZX900 aod ZX I 000 A models CO
case the switch Is defective .nd must be rsnewed. On relittrng, tigt1len the swilch to its specified torque settIng and replace any lost coolant.
12.7 Fan switch II aitualed on thttleft-hand side 0 1 the radiator
12.10 On ZX900 modele do not Con""N the thermostat fan , witch (arrowed) with \tie ternpenltur. Hnder unit
The rmostat housing Ian switch and 011 temperature switch· ZX900 models only 10 Remove IIIe fuel tank as described In Section 3 01 Chapter 4, and disconnect lne wire from Ihe lhermostat housing fan switch which II siluated In the bottom half 01 the housing 1_ ~lustratlonl , Do not confuse this with the lemperalure sender unit whICh III in the top hall of lhe thermostat housing. Unscrew the switch as fasl as poSlI~ , withdraw 1\ from the !lousing and plug lhe opening to stop the coolant escaping. The oil lemperalure swilch Is ramoved as desefibed In 5eetIon 21 01 Chapt .. 4. 11 Both these swilches Bfe tested using the equipment described previously. Set up the equipment as de$C!ibed In paragraph 6 noti"ll lhe contalner should bto filled with oIllnalead 01 water. Greal care must be taken 10 avoid the "'" 01 personal Injury, 12 When lesting the Ian SWITch, heat lhe oil up gentty unt~ it is betwe«I 107 - 113"C (22523S"F),With Ihe oil at this temperature Ihe switch shou ld have a realstance of 1818 than 0.5 oIlms (switch on). Carry on healing the oil ","Ill it reaches 11S' C (239"F).1tlen switch 011 the stove and dow IhfI 011 to coot. M IhfI 01 cools, the resistance of the fan switch shadd
6 011 ZX900 models lhe Ian relay Is siluated iust In IrOnl o f Ihe junction boK (Nfl lIIustnltiOl'l), and on ZXlOOO A models ~ can be found behind lhe right-hand $idepanel where 11 Is mounted In I.onl of \h' .ea. suspension unit damping adjuster. The fa n relay hi Identical to the starter Circuit relay and can be lested as described in paragraph 6 of Sec:tion 8 of thIS Chapt... It faulty, the reley must be .....-ed.
Radiator mounted fan switch· all models 7 Disconnect the wire(s) from lhe switch and slacken It using I SUlllbie spann ... (lee illu stration). Unscrew the switch u faSl as
Electrical system 8-13 IncreaH IJO that by the time the oIt tempe.-ature lalla 10 l04'C (219"F) the resiatance 01 the ,witch should be greatIII' thatI 1 M otm. If not, the switch is lautty and must be renewed . Allow the 011 to cool suffk:lently then lesl the 011 lemperature switch as follows. 13 GenII)' heal the oil until it is between 117 123' C (243 - 253 ' F), with the oil at Ihls l emperature the swil ch should have a resistance readlJ1.g gr&{lt&r Ihan 1 M ohm (switch ott). Car»' on heating the all unlil It reaches 125' C (257' F), then tum off the stove and allow the 011 10 cool. A!J the oil cools, the resistance 01 the oil tempe.-ature switch $hQuld dftCrease so Ihat by lhe time Ihe oil has cooled 10 113' C {235' F) the switch should have a reading 011e$S than 0.5 ohms. If this is not the case, the 011 temperature switch is faulty and must be .--ed. 14 On refitting, apply a $IIcQne sealant to the threads of the thttfmostat Ian switch. and thread·locklng compound to the threads 01 the oil temperatvre switch. nghten both to their specified torque ltIIlings,
Cooling fan - all models 15 Remove the fuel tonk os described in Sttctioo 3 of Chapter 4, and disconnect the 2pin block connftCtor from the cooling lon, which is mounted on the back of the radiator. Using a 12 volt batt8f)' and two insulated
--
13.1. Temperatura Hnder unit (arrowed) Is attuated In ~tat housing - ZX900
auxiliary wires, connect !he battet)' across the tWO t&rm,nal, on the fan side 0 1 the (;()f'InftClor. Once connected the Ian ahot.old ()j)enle. " not, the fan motor Is defective and must be renewed. The radiator and cooling Ian ..-nbIy be removed and refitted as described In Chapt_ 3.
'*'
13 Coolant temperature gauge circuit - testing
BR_ R
"""
~
1 The circuli consists 01 the sendef unit mounted In l he Ihefmostat housing and the geuge assembly mounted in Ihe instrument panel. lithe s)'$tem malfunctions check lirst that the battery is fully charged and that the tIom and mak'I /us.e$ (ZX9OO and ZXl000 A) or main luse (ZXl000 B and ZXll00 C/O) are intad. Then, referring 10 ~Iustratlon 13.1 b or 13.1c, .. applicable, eltallline the wiring lor broken or chafed wires or corroded connections lseellillStratlons). 2 To test the circuit. lum the ignition switch ON and dlsconnftCt the wire from the temperature sender unit. The temperatu re needle should point 10 C on the temperature gauge. Ground the sender unit wire to earth. When the wire Is earthed the needle should swing Immediately over to H on the gauge. Do not earth the lead any longer than I, 11fIC8SII8fY to take the reading, or the gauge may be damaged. If the needle moves as described above, the sender unit is delectlv1l and must be renewed, aHhovgh a more eo"",ell8IlS/'Oe tesl is described ... ~ 3 below. II the needle's movement Is stili laulty, or if it does not move al all,the lault lies In the main relay (2)(900 and ZXl000 A models only), Ignition switch or the gauge liN/! whlct1 should be lested as described In paragraph 4 onwards. 3 Unscrew the tempefsture sender unit as quickly as possible, remove it lrom the thetmostat housing and plug the opening to prevent the coolant escapiog. The sender unll Is lested In the t.ame way as the fan switch, ref8fT\flg 10 paragraph B 01 section 12. Heat
13.1b TamparallM8' and fuel gauge circuits - ZXtlOO and ZXlOOO A
....-.
St::.
13.1c
the wal er gently , stirring ililowly to kMp a uniform temperature tIvoughovt. and note the reslslance readings obtained. A HrYfeeable sender should have a resistance 01 abollt 52 ohms al WC (176"F), and about 27 ohms at l00' C {212" F). " not. the sender mu" be 1lIfl8Wed. On refilling apply a IIiIIoone sealant to the threads of the sender unit and tighten 1\ to 1\$ speeified l orQlI& setting. 4 OlsconnftCt the ignition switch from the main wiring loom and check for continuity between l he brown and white terminals on the switct1 side 01 the wiriog, When the t witch is In the ON position there should be contlnulty betwMfl the two. and when the switch I, In the OFF position thefe should be an open circuit. 11 this Is not the case. Ihe .wllcil ls fttulty and must be either repaired Of renewed. S On ZX900 and ZXtOOOA models the main rtlay is also ... the temperatlM"e gauge cIn:uIt. On US models the main relay is the top rlghthand 01 the IIYee crcuIar reIa)'$ situated In the centre 01 the junction box, and on UK models II is the Uppermosl 01 !he two (the headlamp relay not being fitted). The relay is ldenllcal to the starter relay and can be tested as described in parsgraph 6 of Sectlon 6. If faulty. the ralay must be renewed. " If the switch and main relay (as applicable) are ..tisleetOf)' and the wiring is known to be good, the gauge itsaI1 is at fault and it rTlI.Iat be .--ed. Refer 10 Section 20 of Chapt_ B lor information on dismanlling and r~ the Instrument panel.
14 Tachometer -testing
1 All models use an electron ic tachometer whlct1ls operated by the ignition s)'$tem. On ZX900 and ZXl000 A models the teehometef also dOUbles as s voltmeter which can be used to measure the battery and charging voltage. This is controlled by a btitlon on the inltrurn.lt panel. 2 1/ the tachomeler malfunctions, yet lhe ignition syslem is slil openIlng eorreetty, fht
T~ .....
and fuel gauge circuits - ZXl000 B and ZXl100 CID models
FueI~ ein;uIt ~
BK BhtcJI
BR
Btown
to ZX1000 B only Y Yellow
W \o\oMe
8-1 4 Electrical system check the horn and ma,n fuses (ZX900 and ZXl()()() A models) 0< main lusa (ZXl()()() B and ZXll00 C/O models), then examine the r~8'I'anl wifing 10< signs 01 broIten wires and ton'oded connections. II no fault Is found lesl the ignition swrtcll (all model.) and main relay (ZX900 and ZXl000 A models ooly) as described In paragraphs 4 and 5 01 section Il. " both the switch and retay (as applicable) are seMceabie. the tachomet".. unit itsell is delectlve and must be renewed as described in Section 20 01 Chapter 6.
15 Fuel gauge circuit· testing
~
~
~
.&.
Warning: Petrol (gasoline) is
•
&xfn:tmely flammable, especially
•
when In the form of ~spcwr. Take all pr8C8utions to ~t the
risk 01 f " ;md tvad the SIIfety f/r6t/ section of this manual before starting worl<.
scala. Corn'ICI the mater probes to $8I1der ..... block connector terminals and measure the resistance ~ of the switch i'l both the lui and empty positions. If the read ings obtained are not wilhin the lim~s g,ven In the Spacilieation$, or the readings do not change amooIhIy as the IIoaI is ITIOIIed I..p and down. the sander ..... is defectMt and must be renewed. On reIirmg. eJ<.NTft the sande'" unit ~ lor signs 01 damage and renew tt Wnecessay. Relit the sender to the fuel tank tightening ~s retari-Ig bolts soco.noly. and relit the eover{votlere fitted). 4 Refer to Illustration Il.lb Of Il.lc. as applicable. e>.amIne all the relevant wiring fOf broken Of chafed wires or corroded c:onnections. II no /;10.11. it foo.nj test the IgrOtion switch (all models) and main relay (ZX900 and ZX1000 A mod~' only) as dascribed In paragraphs 4 and 5 01 Section Il. If the ~kIn switch and relay (as app'k:abIfJ) are 00I"IriceabIe. the fuel gauge itse~ I, defective and must be ...-eel. Ret..... to Section 20 of Chapt. 6 for Iur1her information on dosmantlong and reassembling the instfU'T1enl panel
ZX900 and ZX1000 models
ZX1100 D models
1 The fuel gauge Circuit consists 01 the sender unit Inside the fll!!l tank. and the gauge a.wtmbly mounled In the Instrument panel. II the system malfunctions che<:k first that the battery Is ~ charged and that the hom and ma,n lusn (ZX900 and ZXl()()() A) 0< main fuse (ZXl000 B) are intact. t!len test thecircuit using lhe following procedure. 2 Rerno\Ie the IlI!!Itank as d8SCfibed in Sec· tIon l of Chapter 4 and turn the ignition $v.11Ch ON. The IueiIl"UQll rIIledle should point to the E on the gauge. Using an insulated auxiliary ...re. join the two termi"1itls of the luellewli sender on the wring side of the bIoc:I< connector. M the t8rn1lna1s are joined the needle on the gauge should immediately swing ovef to F on the gauge. 00 not join lhe lerminal$ for any longer thsn Is necessary to take the reading Of the gauge may be damaged. " the needle moves as deKt'bed above. the sender ...... is at laut and it should be remcMId and tested as described In pwag!lIPh l below. Wthe .--Ie's ~ is stilflUtv, or it does not ITlO\f8 al aI. the hllAt Iiee In anher the wiring. tn. maon relay (ZX900 and ZXl000 A models on/y). the ~nitkln switch Of the gauge itself. Nthis is the case, pnlCeed as deserIbad in parngaph 4. 3 Dfain the contents of the IueI tar'; into a daen me4aI comai'Ier, taking grNt ca-e to avoid the risk of lire. Place the tank on ~& side on some son doth. AemoYe the . . . . . ....., ooYeI" (votIere fitted), release the four boila which secure the sender unit to the undersld' 01 the tank. and CilI".fu~ IT\8!1OfJlM"8 the sender unit ov\ 01 the fuel tank. Check that the fIoet moves up and down I<TIO(ltNy witIXlUIlrJY sIgr1 of binding, and that It always retums to the empty pOaition U">der it:s.,..", .....ai!tJt. Abo c:heck the sender Iri
5 The fuel gauge corcuit conslats of tn" s8t1dtll' unit inside the luel tank, and the gauge
wi ... lor sq.s 01 damage as these can ea:lily
get trapped ff the fuel tank is refitted ineooeetly. II alt i$ w~ l . chec:k the operation of the sender unit using a mo.>ttimet..... set 10 the appropriale
8$$en1bo'y mounted In the ~trument panel. " the system mallunetions, fYst check that the battery is IuIy charged and that the main fuse (situated in the stan. relay) is intact. 15 To test the sander unit first remove it from the tank as described In Section 22. 7 Using a test met".., measure the resl,tance across the yeUow/whhe and bIaekIyeIIow wires with the float 1liiy raised (ful position) and 1liiy lowered (empty poaItion). ~ the reDngs witto the figln gIYen in the SpecifIc:atiom. "the meter read'ng doet not ehangoe gr&OuaIly
through the movement 01 the float. or Ita resistance tlg.ures differ widely from !hat specified. the aend8" unit should be reoewed. 8 Notestdetailstorthefuelgaugeareavaila/:lil.l the faUI emnot be trac:ed to the 8S1der unit IX 1ht ci-cu't MrIg and QOrn.lC\ions, the gaug& rTlISI be eo:n!IidenId deIectNe. ReIer to Section 23 let !he ~l9I'\1CMIIandrelit1ing~
16 Fuel level waming lamp circuit (ZX1100 C models only) - testing
6 Diode
~
h... .... .Lll..
all pr8C8u1ions 10 ~11IIfI risk offira and read the Sa feI)' flrstl sectm of this menual before s tarting wo'*". 1 This circu it consists of s luel level SfIouId go out as soon as tile engine is started, providing there is sufficoon fuel in 1M tank.. 2 warning lamps taU to light. Irst ehecIc the bulbs and renew them if blown. Notll V only one bulb has blown the remaining bull wilillash on and off more frequently. II r>OI, check thllt the oil pressure warning lamp Is lit 1/ the oil prassur" lamp is not lit, eKamine the oil pressure warning Lamp cirQJit as descfibOld in Sectioo 10. " th!t 011 pressure lamp iI functooning corractIy proeeed as follows.
7 /gfVIjon $WItCh 8 MaIn fuM 9 Starter roIay 10 Batr8t}' BK Black BL Blue
~
Waming: Petrol (fI8so/iM1) Is ,remeIy ffammable, upeciaIr wtten In the form ofllllJ)OUr. Tal.
"\ha
115.3 Fuel ""81 warning lamp circuit - 2):1101) C models Warning lamps Warning lamp relay 3 Cifroit relay 4 Level Sftf1SO<" S 0;1 pressu,.. switch
~
8R Brown
P
Pin/(
R Red W Whit!t
Y
YIII/OW
Electrical system 8- 15
I Connector block 2 '2 volt battery 3 Warning lamp bulbs
16.4 Location of fuel level warning lamp relay (AI and senSOf relay (B)
3 Referring to the accompany ing circuit diagram (see illustration). exam ine all the wiring for signs of broken or chafed wires ami eorroded connections. If no fault can be fouml in the wiring, it will be necessary to test the ~ level waming lamp ami sensor relays. 4 Both the fuellevei warning lamp relay and \he sensor relays are situated behiml the lefthand sidepanel wtlere they are mounted onto the rd connect the battery and meter to the relay as shown (see illustration). When the battery is connected to the relay a reading 0 1 0 ohms should be shown on the meter, yet when the battery is disconnected there should be an open circurt. If this is not the case. the relay is detective and rTl\.Ist be renewed. 7 Remove the luellevel circuit diode which is located just to the rear of the junction box. Note that on US models there are two diodes. the fuel level circuit diode being connected to the blue/red ami whitelyellow w ires. Using a multimeter set to the appropriate ohms scale, measure the resistance between its termil"lllis in both directions. lithe relay is serviceable. one of the resistance readings will be low and the other at !east ten times higher. U this is not the case. renew the diode 8 If the relays and diode are serviceable
18.5 Fuel level senSOf unit relay test - ZXl loo C models
1 Connector block
2 12 volt battelY 3 Multimeter
16.6 Fuel level warning lamp relay test - ZJ(lloo C models remove the fuel tank as described in Section 3 of Ch apt er 4 and drain ils contents into a elMn metal container. Plac
the fuel lamps should extinguish. Remove the
sensor from the fuel ami leave it in the open air. Atter the 5er1S01" has been left In tile air for some lime both warning lamps shoold again begin to flaSh. nol ing that it could take up to three minutes for the sensor to warm up. II the fuel warning lamps do not perform as e~pected the sensor unit is dal(lCt iva and must be re
17 Fuel pump circuit (ZX1000 B and ZX1100 C/O models) -
~
~
testing
A
~
Warning: Petrol (gasoline) i$
.L.h ::~=inarh:~::::.a::a:a=~~te
ofrisk of and
16.8 Fuel level sensor unit Is retained by two screws
theSafety
all precautions to p revtln t the fire read firstl section this manual befonJ s tarting worl<. 1 The fuel pump should operate whenever the staller button is pressed or the e-ngine is running. provid ing the fuel level in the carburettors is low. When the fuel level in tile carburettors ;s correct the pressure in the fuel line rises and the pomp will automatically shut oft. If the fuel pomp fails to operate correctly first refer to the accompanying circu~ d:agram ch(lCking al l the w iring and connections befora proceeding further.
8-16 Electrical system damage it. Kawasaki also stall that Oft.! their own meter. Parl Number 51001-983. should be used to test the relay as another meter could produce different values. If the readings obtained differ greatly from those given In the tabla. the !Ny Is laulty and must be ...--d.
'I"!'
Ci -
T_C-) \ - '
,
, • •
,
,
T_ CO) 1,...:1
Fuel pump
c..:r.-.
3 Rernolle the fuel pump and fiiter assembly from lhe machine B$ described in Chapter 4. The fuel pump can then be tested using a 12
. ·• · ·· ,·-. ·· · -
-
lO_U:O
-
m_m
•
-
17.2 Fuel pump .... ay test - ZX1100 CID
..-.
Fuel pump relay - ZX1100 C/D model. only 2 On ZX \ 100 C models the fuel pump relay Is situated Inside the tall section where it Is mounted to lhe '&ar mudguard Ju$l in front of the .ear lamp assembly. Remove the !efl-hand sldepanel, disconnect the .elay block connectOf 'J'ld .emov. It from the machlrl8. On ZX 1100 0 models the relay Is positioned to the left oIlhe battery and 10000a.d 01 the slarter relay: remove the seal lor ae<.:8SS. Check tna ."I.lances betw$erl the various relay terminals ISH illustration). Never use a meter with a large capdy battery 10 test the fuel pump .elay as this will elmost certainly
1 2 oj
/fInItIOnHTcoils Fuel pump relay Fuelpump Srarfer dr"CuIr connections
7
~$WIIeh
: 3
.--
=:'~
volt battery, lome Insulated auxiliary wires and a container 01 paraffin (l(erosene). $ubn"wge the filter inlet hose into the paraffin (keroHfle) end hold the pump ouUet ho.. above the suiace of the liquid. On ZXtOOO B rnoo;MIa UN the auxiliary wires to COf'II..::t the poeitIve lermk\aI 01 the battery to both the r«I and yellow wn. and the I"lUgiltivtt terminal 10 the bIacIV';eIow On ZXl1 00 CIt) models connee1 the pOIitNe terminal to the .ed and the negaUv. terminal to the black wire. With Ina pump connected thus. It should li.>nctlon and paraffin should be pumped out 01 the oullet hose. II not, the pump Is laulty and must be renewed. With the pump IUll(:tlonlng. block the end 01 the outlet hose to stop the Ilow 01 Hquld. The pump should cut out .. toon as the hose Is blocked , If r.ot the pump Is defective and must be renewed. 4 II a pressure gauge capable of reading approximately 0 - 5 psi" available, the pump operating pressure can be checlled as follows. Fit the pressure gauge to the outlet hose of the pump alld set up the circuit described above. With the pump functioning.
wn.
wn.
block the end of the outlet pipe to stop lilt flow 01 the paraNln (kerosene) and nOll lilt pnI&&tKlI reading obtained on the gauge. KIIII pump Is &efViceable this reading $hOUId be between 1.6 - 2.3 pel. K Wf'I 01 the aoo-.. Ihow the pump to be faulty. It mull be
t_
-"'.
18 Headlamp relay and reserve ~ lighting system - test ing US li
models only
-.
~_"''''-t-t-
"
Stllrler,..,. 70 Bartery 77 Applies to US Grit 72 ExceprUS
BK_' Be_
,-
R W """ Whir.
,
~
1 The US models are litted with • ~ relay. The headlamp remains 011 wh.., lilt 9nitlon switch Is first switched 00. and doll not ~ghl until the starter button Is pressed. The heaclamp then stays on unta lhe IgMm switch Is ttmed off. Nole that the ~ wiI go out temporarily If the starter button II pressed to res\.art the engine after ~ 11M stalled. 2 US ZX900 and ZXl000 A models ... 1Ibo 'ltled with a .eserve lighting sy$lem and head lamp bulb lailure warning lamp (_ Illustration 18.3;lJ. 3 If on any mode l the lighting system malfvnctlons, first check the bo.
17.3 Fuel pump cln;u/t _ ZXl 100 CID (ZXlOOO B IJImilar)
Electrical system 8- 17 ~~-
BK""'" BL .... BR Brown G G_ LG Ughrg_
o Om,..
y-
p
"..
R
Rod
W Y
-.
"~' M .. u.
®
uu.u ....
® ® ®
UG""",,'ijU
Ii)
,~
-
MU""-
(
~U_~Ot:l
0000'1$
....,"
••
.
._.
. l_ ....
mm~
-
•••
~. ~
r-
H~ ~
~~
""W~t .... u ,"' l~ " ~
1"" tHIHI
~
~
®
9®'J •
§
~l
. ~
m •
Ii)
.
~j
~
~
!;
,- ..
~N' . ' U
..
~
•
, •
~~ ~
tF.lJ r.
~
"&.IU ..
....
o
.~.
i •i
1& ""0"
1~''::~ IIN''
18.3A Headlamp circuli - ZX900 and ZX1000 A US model.
"-''''''00'
BK Black
BL .... BR Bro~ R Rod W White
y
Ya/Iow
<;) "u.. _ e'-eIH ......... <;) @)o",,",.
o ............usc ~
'I_.."lON , TCH
TI ••
- .
.. _ ....... E
----
~.-
18.3b Headlamp clrcuit - ZXlOOO B and ZXl 100 C/D us IT>OIHIto
•
I
8-1 8 Electrical system ZX900 and ZX1000 A models
n.. h&adlamp relay Is the top Ieft·hand of the three clrcullIf relays In It1a centre of the junction box. and the diode 1$ located directly below It. Both the h&adlamp relay and diode ara identical to thosa In the starter switch circuil and can be lasled "lis described in paragraphs 6 and 8 01 Section 8. If either the relay or dloda a'a laulty, they must be renewed. How......... II bolh are found to be serviceable. lhe 'eMfVa Ilghllng Uflit must be defective. The only mean. 01 lesting the reserve lighting unit, wt1lch Is siluated In the upper lairing MCtIon. Is to substitute ~ with a 4
new item. ZXfOOO Band ZX1100 C/ D models 5 The l>eedlamp 'elay and all but one 01 the diodes are an Inlernal pari 01 the junction boll.
Disconnect the Junction box frOfTl its block connectors and remove it frOfTl the machine. To test the relay. multlmeter, a 12 volt battery arid two Insulsted auxlll8l)' wires will be needed. Rafer to Iliullration 8.7a or 6.7b 10 Idenlify the Junction box terminals. set the met", 10 lhe ohms x 1 sc.Ie, and then connect the melef p,obes II~I 10 terminals 7 and 8. and then 10 tlllmlnal'S 7 and 13. If the relay is s8I"\Ilceabie there 'hould be an open circuit (very high 'eslltance) between both pai~ of tefminats. Then connect the positive terminal 01 the bIolltry to terminalS 01 the junction box, and !he negative Ierminallo terminal 13. With the battery connee1ed cheek lor continuity be\W8fll1 termln.'1 7 and 8. If the relay Is S8fV1ceable • r. .dlng 01 0 ohms will be obtaln.ed. II ellher lesl 11111 10 produce the above results the relay IIII.ully. II To test tha Junction box diodes use a multlmeter, sel to the resistance range, to measu,e the resl.l ance In bolh di,ectlons betw8fll1tlllminals 8 and 13, and 9 and 13, $0 that IWO ,eadlngs are obtained for each pair. OIlhe two readings obtained, one $houkI be a low reading and lhe oilier shotJId be at 1ea,I ten times largef. II Ihl. II not the case lor eittler pall" of terrrWllls, the diode assembly is faulty. If eittler the relay Of diodes are found to be defec:tlYe, !he junction box assembly must be r-..::l.
7 AT! .ddltlonal diode Is Incorporated In the hNdlamp circuit. On ZXl000 B modeIllt III situll~ b4lw8fll1 the battery and junction boll, .w:t on ZXll00 C/O models it is situated beneatll lhe seat, just to the rear 01 the june\1on boK. Note on ZXll00 C/O modell there life two diodes. lhe headlamp circuit dloda b4lng connected to the black and black/red wires. Remove the diode from the machine and measure the resistance betw8fll1 its IlIImln.', In both directions. It the relay I. "Nlc..ble, one ol lhe resistance 'eadlngs should be low and Ihe olher at least ten tlmM higher. II this Is r>Ot tile ease. r-.... the diode.
19 Tum signal retay lOcation and testing 1 On ZX900 and ZXl000 A models the tum aIgnaI relay is the large SQU8ra relay aItlJllted In the Junction OOK (sea illust ration). on ZXtOOO B model, ~ Is sitlJllted on tile inside 01 the upper lall1ng section where It Is mounted jusl 10 Ihe lett 01 the headlamp. •nd on ZXttOO C model' It Is behirld the lelt-hand $IdepafIal wIlere It Is mounted just to tile r&ar 01 \he starter relay. On ZXIIOO D rnodebtl1e relay Is mounted on the left-hand ,ear ITarne ralls (_ lIIu.t...uon). Remove the ....t and tall unit I t described in Section 7 01 this Chapter for accesl. Unplug Its wil1ng connector arid pull the relay out of Itl
-.
2 II tile tum signal lamps cease to function correctly, thefe may be several possible causes belore the relay Is suspected. First cheek thai Iha luses ara intact and that the battlry I, fully chl'ged. Check tllat the lurn signal lamp' are secu,ely moun ted and thaI an lhe earth connecHons are clean arid light. Cllaek thaI Iha bu lbs arl all of the COffect wattage and lhet corrosion has not d&\IeIoped on the bulbs or In their holders. Any luch corrosion mUlt be thotoughly cleaned off to ensure proper bulb contact. Also check that the tum Iignallwitch is tt..>ctIoning correctly and that the...wlng is in good order.
3 F.ults In anyone 01 the above ~em.1II'iI produce .ymptOlTl$ lor which the tum IIgnII relay may be unlalffy blamed. II the ,.... persIsts even aflat the prelImInary e/"It(;Q have been made the relay is al fault and be renewed, no lurther test detail. .. avallable. 4 All US model. are lilted with haa-d warning lights, operatod from a switch on tht tefl-harld handlebar Cluster. With the h8UIrII swItch In tha ON po.ltlon and tha Ign~ion switch In the ON or PA.RK positions. all IOU' tum signal lamps. plus the warning lamps, should tIa$h. II a fault develope check the l\.1li signal circuit and relay as described Ibovt. M thl' I'lls to cure the problem. the IIazard .wltch Itaell must be at lautl. ldenllfy \til . wltch wires using the appropri.te ~ diagram at the end 01 this chapter. dsconnId tha handlebar .witch block ConneetOf InC! cheek for continuity across the pan of switO'I termWlis as shown In the switch box.. at tht base of the diagram.
"'*
20 Horns location and testing 1 The horns . . mounted inside the fairing on each side of the radiator (see ill .... tr.tIon). To gain 8CCMI to the horns it wII be f"NIOMNfy \0 remove the lower and side fairing sectIc:n as descrlbld In Chapter 6. 2 If the horns lail to work, tnt cheek that tht fuses are intact. Check that power Is reaching tha hom. by disconnectlrlg lheir wire. and connecting them to two 12 volt bulbs. SwitdI on thl Ignition and press the horn button. H tile bulbs 11g1II, the horn clrcu~ Is prOVed IJOOd arid the hom il at fault. If not, there I,. fault i1 either the wiring or horn button which must bt found and ,ectilied. 3 To test a hom, connect a IuIty charoecl 12 YOIt ballery directly to the hom itself. 1\ It doll not sound. a gentle lap on the outside 01 \htI hom may free the internal conlactL If IhiII taIIII the 110m must be 'fKlaWed; 'epalrs are not
_....
20.1 Home .,. ...-.nted on tach aide the radiator
at
Electrical system 8-19
21.3tI Fit the bulb to the h. .dlemp unh .
21 Bulbs · renewal
2 To renew lhe headlamp bu lb ~ will probably be necessary to remove the fairing. howev....
some ow.-s might find it possible to renew
Heedlamp and parking lamp 1 The hNdll\mf:l bulb is 0I1Ile quartz-halogen type with. conventional H4 fitting . Do IIOt
touch the bulb's glass envelope as akin acids will short&n the bul b's service life.
21.4a Parlling lamp bulbholder 1, a push fit In the headlamp unl' .
the bulb witll the fairing still r.tted to the machine. Due to the amount of work .-sary to I'1If"fIIMI the fairing it is therelore recommended that an attempt be made to carTY out the openItlon with the fairing on the machine. II thle proves unsuccessful. th e fairing should be removed as described In Chapter 6. The same applies to the parking/pilot lamp bulb although this will be con$idarably easJer to.--.N. On ZX900 and ZXlOOO A model' both op8fatlons can be made ea,ier by removing the small cov ... situated below the headlamp on the ~ oIl1le upper fairing section. 3 Unph,og the headlamp bulb conneclor and remoYtl the rubber bulb cover from the back of the head lamp unit noting Its correct posil >on. On ZX900 mod~s remove the bulb holder by pushing ~ In towards the headlamp unit end turning It anti-clockwise. end 0f1 ZXIOOO and ZXIIOQ C/O mod~s disengage the bulb retaining aprIng clip from the headlamp ...nlt. On all models withdraw lhe headlamp bulb. On relittlng. nOle that the locating tangs 0f1 the metal bulb collar are offset so that the bulb CIll1 onty be fitted one way. Secure the bulb w~h its holder or clip {as applicab le) and !It tile rubber bulb cover ensuring that it is filled In its original position and is correctly seated (see ltIuelrat lone). Relit the h..dlamp connector (•••
illustration). Check the head lamp beam settlng as described .n Chapter ,. 4 The partdnglpilot lamp bulb holder is a push fit in the headlamp assambly (see illustration). The bulb is a bayonet til imo the holder and C8I1 be rerT"l(Ned by pressing it in and turning it antl-clockwise (s. . IlIuab"ation).
Stop and tall lamp 5 Most modals are fitted with twin sl op/l all lamp bulbs which can be accessed from Inside the tail section once the !lllal ha$ been removed (see ill.... ~tlon). Remove the bulb hoIdl'lf'S from th' back 01 the tail lamp assembly by t~ them .... Ii-clocl<wise. The bulbs are a bayonet fit and can be remc:w.d from their holders by pressing them In and turning them antl·clockwise. The bulbs are ref~ted by a revenal of IIIe removal procedure IIOtlng thai the pins on each bulb are offset to prevent it from being Incorreclly fitted (s•• mustration). On ZXl 100 0 models access Is timited to the two lens retaining SCrews with the tail unit in place. necessitallng ~ther r1Ifl"IOYaI 01 the tail unit or rwnovaI oItha lamp mounting bolts so thet the lamp can be angled down to provide ~. Remove the two screws and carefully separate the lens from the re/lector. taking care not to tear the seal. To remove the bulb push ~ in and twist ~ anti-clockwise. To ,nllali a new bulb. push It in and tum clockwise. Relit the seal and lens. laking care no! to overtlghten its screws.
8- 20 Electrical system
Tum signal lamps 6 To renew the turn algnal bulbs on ZX900 mod.ls remove the sere'll from the back of the tamp and remove the taos and butbl>oidef assembly 1_ II tu stretlons) . Release the two !I.mIIM seraws which secure the bulbtloider to !he lena Ilf1d r~ the lens. The bulb can IhIr1 be I"8ITlO'o'8d by pressr.g it .. and t....,ing It anti-clockwise. On relittirlg ensure the rubber lens gaskel Is correctly position«! and take care not to overtighten the lens retainirlg =~.
7 On ZX 1000 A models to renew the front bulbs, lever ouC the two plugs from the tum signal assembly and f8IOO\Ie the two screws wtdch secure...-.ell unit to the falrirlg . Partially withdraw the tum Ilgnal, remov e the bulb holder by tuming it anti-clockwlse. and lower the assembly away Irom the machine. Thfl bulb can then be rerTlIlWd from its holder by pressing it in and turning it anti-clockwl5f1. Thfl bulb Is reliltfld by a reversal o f thfl removal procfldu
ZXt 100 CJO modfIl•.• nd the rear OOlbs on ZXtOOO models are reMWed by rfII'I1OVing the s.cr,wla) whiCh secure the lamp. and withdrawing the lamp from the bodywork lsee 1I11••atr. llon). Remov. the bulb hold.r and bulb as described above (see Illuatra tlon). On refilling do not O'IertJghten the lamp rel~screw{s).
Instrument p anel bulbs 10 Remove the instrument panfil from the machine as described in Section 20 o f Chapt ... 6. All in$lf\lment pal1fII bulbs ere of the caplHs type beIr>g pressed Into their holders. which are alllO a push l it Into the und&rsldfl o f th. In,trument pan.1 Isee Iliul tra tion). Be careful nOI to damage the d.llcate wire terminals of the OOlbs wh.n removing or refitting them.
22 Fuel level sender unit (ZX1100 0 models) removal and refitting
~ ~
1 RerTIO\I8 aOO drain the luel taIIk. Displac8
the cap from the base of the sander ooit and remove the sl~ screws 10 release the MI'Ider un~ from the tank lIIu, tration). Be ~ery careful not to bend the float aom as tlle sender unit Is manoeuvred out 01 the lank. 2 Refit in the r......... of the removal procedure. noting that a new seal should be Installfld between th8 link and sender unit. Note that while the tank Is drained of fuel it Is a good oppor1un~y to clean ~$ inlernal liltel1J.
I'"
21." BuIbhoIder It; 8 ~ fit into the lamp
23 Fuel gauge (ZX1100 0 models) removal and refitting
t:., ~ ~
t Remo'Ie the maln lalriflg. Disconnect bo!I1 wiring bkX;I< CQrVl&CtCQ 10 the instruments and unscr.w the speedometer drive cabl •. then remove the throo nuts find Iwo bolts to free tilt Instf1Jn"len1 panel lrom the l airing mounting bracket. N ote: AlWays keep the Imtron>enfS faci1Q the comrct way up otherwise ~!O their moYemerlt will 0CCf.If". 2 Identify the three wiring connections to the rear of the fuel gauge and unscrew tham (_ illustration). Remove all screws retaining the inslf1Jmenl top and bottom helves IOIId sapa"IIte them to gain acoess to the fuel gaIgI. 3 Refit In e reverse of the remcwal procedure. msklng sure that the wiling connecUons ill'
maOe correctly.
Cooling fan
' Not.:
I
!l~.
Front right tum signal
~m ~
rert
Ii
beam
Oilpressure t1
'I!
WIL
II II
Neutral
1"'11, [ I
Panelllght
C'!eO;:~t send.er
~
?
~;:~~:mp(ttt 1'8:
Panel light
w
;;:*
J
il
Rear brake light switch
Alternator
Pickup coil
!l ~
Ignitor unit
I
.
II
1
-
rI
I.
I
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:dl' "
II
11
II I I I i II I I I I
Rear right tum signa/
i.il
. i1-!"' : H ' ; : ~ Jei1
rr 1
I
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Number plate Ught
....
II I I I I I I L#--~
.0.
Rear/eft tum signal
If.i§==lm
~ii1=~=t hl 1 44 I I! 0tI JLl
jJ
n '--w.-. Oil
and sparlc plugs
-.
rr
I II
1-
(
Unit
I'
-
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temp
Ignition coils
"'"
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switch
_4
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Tachom.ter.~
Horns
Coolant fan switch
I~ !tID " ,,~'
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C-J;t
Headlight
....
:a~~e
sender unit
.I.
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WIL
I. .
---.
-
Stop Starter switch switch
J1IB
;
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WIL'
II
t
Sidestand
Ughting switch
I I~
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'RH tum signaJWIL
Front brake light switch
..riT~T~~I ~
S;;~7
$idestand WIL not fittedta ZX900A7-on
Right hand handlebar switches
Ignition sY(itch
m
at ~ ~ $idestand switch
Oil pressure Neutral switch switch
~1iHffir
§
~
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Cooling fan relay
ZX900 A UK models
""':"'" Starter motor
~ "
•
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,
""':""
Starter
Battery
relay
(Q
--
16 17 16 10 12 19 20 11
3 21 15 24
~"
8 1 2
CJ. To"
Q.
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(Q
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3
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....•
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WIL beam, High
Fuel
~
tum signal Front right
:~~:fWIL ...
signal WIL
1
.,
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Oil p<eSSure WIL ' L~ Sidestand WIL
~
Headlamp fai/WIL
l~ ·
Neutral WIL
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,
3"
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c:+-!-+-o -0+0
I
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IL i
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Coolant temp gauge Pane/light
I
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Rearnght tums
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Fuel gauge Number plate light Panel light
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Headli ht
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1-1
Reserve: lighting unit
II·
4
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Cooling fan switch (97'C)
~ o
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Horns
H
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~rl1t1 Tum s;gnal switch
I\) I\)
,~
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Pane/light
Ignlt,on .. switch
~.
1
LHtum
Rear brake light switch
Hazard switch
m~8 ~~~r'" Sjde~tand
sw,tch
temp ""':'" pres.sure Ne"!tral Starter switch Alternator sw,tch sw,tch motor
ZX900 A US models
Starter relay
.. Battery
I
17 16 10 12 19 20 11 15 5 13 8 21 14 9 1 2 4
Junctior,
UUJl
G.J. Turk H29818
rTM-m-
RHfront tum signal
W!l'",ssu",.--qh
I I
I
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II I
I
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(.;Ikt
Neutral
~
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c:.:J.;!.:~
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Coolant temp Pane/light gauge
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~;;r:w'rt~~
,
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"achometor
Pane/light
I
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A
,,~::-.:-..J
~ " I I ~:;;;;;;;:.
III I I
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Right hand handlebar switches
~
signal,WIL ~
Sidestand
Ignition switch
Fuel gauge sender unit
•
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I
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tums/gnal Rearright
~
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Pane/light Number plate/ight
Fuel gauge
...u.;;
~
~"' 9?1 ~ Headlight
~
~.. ~ i r.r
Parking
I-i-
~I
light
LH front tum signal
Rear/eft tums;gnal
rel1.1.1l
~
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T
Earth
!,~t I~J~
n
~
~.
~
ill' ~ ~
-
- Ignition coils and spark plugs "":"'"
sen~er Unit
Homs
sw~:'ch
relay
ZX1000 A UK models
m LJLJ
II Neutral switch
I~I
Sidestand switch
Oil pressure switch
::J
~1~Ji1U Sta-:;er motor
Starter relay
~
Battery
c.o
Q.
ill·
c.o C.J. Turl.: H29819
"""
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3 (J)
ex>
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~:",'-;:~~al
00[::i
Ignition switch
Q I ~ I Q I ~'
Right hand handlebar switches
Alternator
.
Rearbrake light switch
•
r
mflli~I"
~
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i •
•
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'""=- J
PIckup coil
~
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::J
<0
Q.
OJ.
<0 ...... OJ
3(J)
...all
11 f.ec++~--H4-H-~:~
w.. ~ ~ ""--r J,.i R I
( ,I,
Neutral
_
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•
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lIchometor
~
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•
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I
I
Panell;ght
M; ~
Coolant temp gauge
•= I
.JJJI
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U
W
I . , " . ..
I
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Pane/light
Fuelgauge
j
Pane/light
~
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~
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Headlight LHfront tum signal
l
liE
~
--I-
I I I
liL "':"'"
~n;tion coils and spark plugs
Homs
COO:;7~fan Co:'a~ng
Dimmer switch
ZX1000 A US models
Hazard switch
III::J. I II ~ ill ~ ~wt ~ ~ 1;9h~~~e~;tCh ~~~:;::,'
Si:::l:gd
Oil
p,:~~~: s,:,~7::
S::tZ;'
Battery
C.J. Turi<
H29820
Ignition switch
il~IQI~I~
Coolant temp sender unit
Cooling fan switch
Front
starter
Right hand handlebar switches
Fuel gauge
sen~er
LIghting switch
~ ~~ ~
brake Stop
light switch switch switch
ill mooH3 • Ignition coils and spaTk plugs
F~ uel :h~ a;!..~~ I pump
:t1t beam RHtum
signalWIL
e:t" ~
eo ~
..6.
•
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Oil prossunt(.ill
Panellight
'IIIIII!I"
I
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t~jJ ~
Fuo/gaugo
_
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I
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fl
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:Iol,ryq
Rear right -~
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;'~t~tI 1 I I::J Tum signal r e l a Y :
I JI
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tftttjlt !II! !f ! 7
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Coolant temp gauge Pane/light
4-f
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'lIchomoter
Pane/light
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~I ~ h Pane/light
-. . -
- -
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LHtum signalWIL .. .
WIL
Junction box
I
Off
rn 111!1 rr
Rear/eft tum signal
Earth
I
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1
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II
~8T¥J I:rgl
n ~t
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q .' I ~
I
I
switch
.
®J ~ Oil
~
switch
Neutral switch
S'de~tand pressure
switch
II
ZX1000 B UK models
(M
~
Alternator
Starter motor
;tarter relay
Main fuse
""":"" Battery
----
~
:::::!. :::l
(Q
I
I Ignitor unit
Q.
m·
(Q
Pickup coil C.J. Turlc H29821
ro
3(J) 00
•
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c.n
(Xl
•
c::~~:~ ~:::f
Ignition switch
" Highbeam ~
~ ~7'WIL
Right hand handlebar switches
Fuel pump ~;::s"::t':J,
Ignition coils and spark plugs
0000
!o -
~ .
M
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,, ~~l.tJ ~I~~'
v =
IT
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Neutral WIL
@ ~
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Coolantte~ m
(Q
Q.
iii'
0-
(Q
il1 3 Ul
~1I ~'t§'~E~~b~t±I~~~B~~S_~~~~~
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.
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Fue/gauge
m ~ I = liE
'
1-.......... IJrlmtJl
Panel light
1
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Rearright tum signal
Tail and brake lights
~-
Jl-III~ ~
F""'"
~
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,eadlightO
Rearleff
tum signal
E:h
I-=-=-
~/~ signal
, E:J Ui'It.....J I ~ :
Jm Signal . Hfront Jm signal
:::::!.
:::J
~
gauge
'Hfront
~
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Panel light
Panel light
I\) (j)
Junction box
'I~--II--++-""H~"''''..ip''''''''~-'''--''''' ' ' I'I' '
J..b
Pane/light
Panel light
.... 00
II II II II
W!rSSu"'@)~lJ*~"" I I--+-+-....-
achometer
0 -
p
f-
L.l )-l"
:a~~e
~~ :~~,~~ :! =~~Cl Of~%ngs~ ~S~ i~"· ~~rf;W iih ffii J ~ ~
:~Ltum .... ~nW signal WIL
cOf~,/:,g
.l..{I~ 11 .~
...,..__-+_ n
~ 'Z-.J..C
-
~
Accessory
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-
~p--..,...d
r~--:J~§=~~t:OJ:jII~DL I
L .
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0
I
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rll. e>oOo
i=
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R
e>oOo
1
R
1,2
::1 LT~:'~; II L ~? I
:'~:WffCh s~~ ~m~
N
N
~
_
I
~
Lf.. switch
ZX1000 B
I
~
nu
switch
us models
switch
Altemator
Starter motor
L::~I91 ~ •
I
IF
I
1.~
Starter relay
Main fuse
-
Battery
Ignitor unit
I Pi~~irp
Ignition switch
Coolant temp
Iii ~ I0;1~ I ~ I
Cooling fan
Fuel level
----Junction -bOx
Right hand handlebar switches
12 15 161 1 1 3 14
~ m;~, W (~@f~@ it. 1 sender unit
I
11 7 6 2 1 :
OFFI
~~'I Pane/light
I
Pane/light
"
Wrt
beam
II
I I
T
Pane/light Neutral WIL
.
~
+
~
RHtum
+
--.:
I
signalWIL LHtum signa/WIL
--
i I
I
T
O;IPressure ~ WIL
...........
.-= Fue/level WIL Fuellellel WIL
~mQ~=AH==tr~+lt:lF~rt1
-ITb-(.:i\
Rear right
~ _ tum signal
~
t=1 11tj
Tai/and brake lights
J....IE: Headlight Rear left tum signal Parking light
~
RHfront tums/gnal
LHfront tum signal
.....
~-=:;-
-
Earth
OJ.I
'--onI
n jJ
~
=-
h
:§:
w
~[ ~ lJ hl±E mJ ~ ~ @. Horns
Clutch switch
Hom switch
Dimmer switch
,m s;gnal switch
H 'I"i-......
Passing
switch
..J
Sidestand switch
pre~:ure switch
~
~"
::::l
to
Cl..
~
Neutral Fuellevel warning Tum signal D 'od switch WIL relay Alternator circuit relay relay I e
ZX1100 C UK models
OJ"
to ..., G.J. Tu,x
motor
relay
fuse Battery
Ignitor unit
coil
H29823
Ql
3
C/J
ex:> .e.
(»
•
Ignition switch
(5 1~
i5 . . ~
Junction box
.' ~ ' ~
12 151611 1314 9 17 6 6 236 1
I Off
I\) (»
~
:::::!. ::l
ON "'e/light
r-
CO
Pane/light
~
5).
Pone/light
)J:I:
CO ..... III
Q.
3CJ)
Pane/light
Jt~~= t=::$ t1J IiI II I I Fi MIIt1itr1 ~==t:t::==:-~ j
;-m tJtT I1111mli1h1t11 :;:/~/L I ' aj
~~~rWIL u
ON",..,...,,,,
II
I III. II
i II
I II
1 111
~
WIL Fue/level
WIL
Diode
Fuel level
WIL
~
Rear/eft tums;gnal
l[t
Accessory terminals
Eflll lib. ~ Homs
I-
~~
Oil Sidestand pressure Neutral switch switch switch
~8D ~~~ ~
"":'" Fuel/evel Fuel/evel Alternator warning Tum signal WIL relay circuit relay relay
ZX1100 C US models
Diode
Starter motor
Starter relay
Main fuse Battery
Ignitor unit
Pickup coil
C,J. Turll: H29824
Ri ht hand handlebar switches
Water temp sensor
~:;:
~
Junction box
:::;t: S:t:h::=
§LU+
~
~ rmJ
1M
_I~ ~ .
RHfront tum signal ..
Rear right
~~a~: :
"::.I
Mmg
~a;,
S
m r1.J
light
':
:11
1[:
rTI
rol II I I I ~ I
! II'
tb.f-
~
~ ~
-;-
II I
'.!.I
J
Number plate light
Rear/eft tum signal
Earth
LHfront (u ~ tum signal · --- - --
1
-,
:-0
rr
~~ Homs
Clutch
!ll.w;t~h
ili S'!~h
I~I
tt
Oil
Dimmer switch
Si~!f::;d p:~:~: ~~~:~' ZX110001 and 02 UK models
Alternator
~
~
:I~~
s,:,~7::
s::/~;r 'tu~~
Ba;ery
Ignitor unit
~" ~
<0 Q. iii" <0
Pi~~ifP
CJ. Turk H29825
ii3 3 en ex>
•
I\)
CD
(Xl
•
(J.)
t~ Water
Wtr
~-
tral
r;~~ometer ()J -
-
I
Tachometer
tn h
,J-Jt
Coolant temp
gauge
=:::~~~(l:j:
~
igh beam
Right hand handlebar switches
~:~~~~i ~~ ~ .~ .~ f1fr II I ~ I~
41
.
LL ~ -!-
~
I
-
Ignition coils and spark plugs
Rear brake Fuel pump
I
E;rth
f> ~
..
--
~ ~
\.
:I
~
I ~
R
•
II
; i
~
!
I I I
..--y
-:;Earth
RHfront
I
II
I
h
u
1~~~ ~~~~um IJ.I
JII
.
relay
~'
I oJ -
Rear right turn signal
~
~ ,Tail and
''
i
liE 3 ""'II!!!!! ~ -
II
~
.
~
brake lights
Number plate light Rear/eft fum signal
I i III I I I I ~ I j!E:E 1!.~
( ' c~ 1 1---I 1 ~1 1t---
...
~
~ Horns
11
I
11
_~~tti±l Clutch switch
Hom . . switch Olmmer switch
Tum signal switch
Hazard switch,)
~ ~~ tt
Oil Sidestand pressure Neutral switch switch switch
ZX1100 01 and 02 US models
Alternator
C. J. Turk
Starter motor
Starter relay
0
fUM
I II
rn
i
-
~ I I-I tum signal ~ I! - -
II
~
II
1
fUM
_~_
I
III I I I
Ace Fan
light
·
__
Headlight
LH (ront tum signal
~
I ~ I - ~ -t i
10
~
.
Tail
Head light
signal
~
I
i
Junction box
~
::l. ::::l (Q
Q.
Ii II I ~ I I~·
~
_
~
~
Fuel
m'Jlll;:In,~:'~",",~,:.,~lm.:'. ,, : '"",
'" J,J:
Oi/pressure S
Fuel gauge
Fuel
"'"
~~~:r~/L ~
WIL
Cooling
r----
al:
WIL
LH tum signalWIL
Cooling
p
~~omete Fue/gauge light
Ignition switch
Main "":;:'" fuse Battery
Ignitor unit
Pick up coil
H29826
3en
Cooling Fuel fan level switch sensor
Ignition switch
'Clock light Neutral
i5 1 ~1i5 1 ~1 ~ OfF
...I "'J,,~-a..
ONI't'm ~
WIL Tachometer light
Speedomet light
DlWI ~.
Front
bra"e Stop Starter
rlii+Tii ii
ati;
Junction box and fuses Hom Ign Tum 1aA
1Q4
Tail Head Fan Ace: ~t 1Q4 1aA
'fSt' '1f:1
~I~ ~ ~ ~~ Im ;:
II
,
(
L....-
I El 1..11 I ~
I
~1l1
• h II I
~
u.~~§iJ IIII~ IFuelgauge
I
M \
CU' EEL. !coolant tem rauge/ight
~
I II
Cooling fan
p
Riqht hand handlebar switches Ughting
~
W I
~
I I
I:
IIII ~ II I II",§ iF! i
~
i
~~g:tjl l l I I III
~ Horns
Clutch switch
Rear right tum signal
~ I~ Taiiand brake lights
'I
~' ~'fiIF Ff==ffr t ll i fFH4
11
i
__
II .~ . . ~ - -=:-
Headlight( y
.m_ (
fth ~I I =
111 11
-;:-' I f ~
~
mil t t t iir
Number
plate light
Rear/eft tum signal
u.r ~
it ®J ~
Side~tand pres.sure Neutral sWitch
sWItch
switch
ZX1100 03, 04 and 05 UK models
Alternator
:)gI ~ m I ii U
Starter motor
Starter relay
Main ""':"'" fuse Battery
Ignitor unit
Pick up coil
G.J. Turl! H29827
~
::!. ::::l
CO
0..
iii· CO ..... III
3
(J)
(X)
•
UJ ......
ex>
•
UJ
QJ~ ~~ ;':1~~~~~ ~ fli1 [ ~f~f@frli~mWi& ~$J P+ JlI 1+ .. Ig.n ition switch
Cooling
Fuel
Right hand handlebar switches
Ignition
COl
s and spark plugs
Rear brake Fuel pump
Fuel
Junction box and fuses
Hom 19ft Tail Head Ace Fan 104 104 light light 104 104 104 1004
Tum signal 104
Tachometer light Tachometer
rn ~ I
~5t 'n
I~;gauge
Coolant temp gauge
I I~ ~
IL~ -.l
~
~.J IL.
:--
Speedomet
I I 11[
n~
. ugen:ig~ht ~
~~ :;::iWIL ..,
I:+J
T
1"l.I..l
II
; 7
I
,II .:..1
-1
1 :
rrilH'1
:
t=1tt r
~ • i:
~
'r1Jt-l. .
~. . ~
__
n-
I
i
~
i
-
Headlight
RHfront ~ . ~
Horns
!
R l.f JH:::: ~I
m ~
I
I
1
l@~~tlliJ Hom
Clutch switch
.
switch Dimmer switch
Tum signsl switch
Hazard
switch
~
-
Number plate Jight
I~ ~
Rear/eft tum signal
Accessory tenninals
~
~~ ~
Oil Sidestand pressure Neutral switch switch switch
ZX1100 03,04 and 05 US models
Ir=
Alternator
......
~
i
~
Tailand
~ ~rakelighlS
~
Earth
G)~
Rear right tum signal
~
111:.0
:,I
:~ "
~
j
~:rute (~ Fumgauge
I
...
j,J r.. I t:
LHtum signalWIL
i
~i.!
clock
High beam WIL i
I
(M
Starter motor
~ Starter relay
Main fuse
-::;:Battery
CJ. Turk
H29828
Ignitor unit
Pick up coil
f\)
~
::::::!. :::J
eo
0..
Ol·
eo ..... 0>
3
en
REF. 2
Tools and Workshop Tips For more lnIormation about lools. refer 10 the Haynes Motorcyclfl Worll.1lop f'nIc~ Tec1lBook (8k. No. 3470)
Buying tools
.........
As II rule. it is better 10 buv more expensive, good quality tools. O>eaptr tools are likely to
_ out IMler and need to be renewal saving.
1
Selolflat-~
..-....
2 Sef 01 PhiIj:I:s heed
3
..-
~tiotIopw>-end
and mg spannetS 4 Socket sel (3/8/ne1l Of 112 inch drive) 5 Set of ArM keys Of bits
ITIOre
Manufacturer's service tools
The following lists of IOOIs do not represent the manufacturer'. service tools, but _ as a guide to help the owner decide which tools are needed for th~ ~~ 01 work. In addition, hems such as an electric drill. hacksaw. Illes • SOld&rlng iron and • worl
-... ..... -"" """"-
e SefofTcnk8)'3Oftvls 7 PIiIIrs, asttlIB and
seH-Joddng ' " "
8~~
i C-spiIiYIerlI
10 Truddeplh,*"",and ",.....
11 CabIt oller c/iwnp 12 Feell!lrgauges 13 .sp.1I ~ QIIP
14 Spat/< ~ $pIIIlnNOf deep~.soc/Iets
15 WIIlt brush and
Ie
Inevitably e.rtain tasks requn the \1M 01 • se
.....
ClrIibta!edS)l'rins;'8. _ _ and ~
A toolkit Is a fur>
17 01 Mer adapt8r$ 18 Of d-.WIo:r CIW1 01"
'"
I i Pump t}pe oil can
'" "'""" '""
_...
21 StraighI-edgoJ and
22 ContirUIy Ie$f8f 23 Bat/ely~ 24 ~(kxbalf8l)' specific fPI'Ity checII) 25 AnIi·h8eze/e$Ier(for /iqr.Jid-ct:Jo<~
Tools and Workshop Tips
REF- 3
Repair and overhaul tools
1 Torque wrench (smIIIand~
of ~ ga<J'iJ/J
5
sdHaoed t.;wnmars 3 /rr¥JIICtdrJ\.erset
Ch'dP p/ifIt'5 ti'lremal and extemaI, or combhiItion)
2 ~,plasticClt'
""'-
7 5akIction 0' pullers 8 Btesk8f bin 9 ChIoi'l ~
II SoN 01 cold chisels
rNef1IIQ I0OI S8f
• -- _.
10 WIfflStJipperand , j
Mt.Ormetar~
anps.I'OI'Is/lfldohtrreJ
13 HQs;:tc/iV7lp (wrlgoot type shown) 14 0Jtch I'IO/cIitIg tool 15 0rJe...nwl bnlllalOOtc:h
'2 $/robosc:cJle (roT djm!Imic timing ctwJc;Jo;s)
Specialist tools
1 MicromeMrS (extemal rype) 2 Te/escopJng gauges 3 ~gao..oge
."""'"""" """"" ....
5 VBCtJtHn ga<J9It$ i1eftl or
II
manometer(righ/J Oil pressure gauge
1
~/df
8
Valv8spting~
(4-sf1'Dkeengines) 9 PIston pin drawbolt tool
10 Plstr)nmgffJlflOVflland
.hslalllOOnJool
.... ""."""'"
11 PlstonrlngdBmp 12 Cytncief bote hor4
13 StudlllKtnoCtcr 14 Sclewexrracrorsef 15 88arlnQr;IrlvI!t"ser
REF- '
Tools and Workshop Tips • Use proprietary qlne degrf!allllfS or to/v.,.,ts which 1\8.... high 1Iash-pooni. SUCfI as paraffin (keroserMj. for cleanlrog off 01. grease and dirt - _ .... petrol (\}aSOIine) b cleaning. Wear rubber glove$ when h.a ~
solvent and engine degreaser. The fumes from
The workbench
certain solvent. can be dangerous - alwaya WOI"k In a well-ventilated arllll.
Wor1< is made mudl easier by raising ttoe bike up on • ramp - components ar. mo.>eh more IiCee$$ible if raised to waist level. The hydraulic or pneumatic typeS seen In the d8a1er'1 WOfkshop are II sound Inves,,,,.,.' it you undertake. 101 01 repairs or overhaul.
•
1_
Dust, eye and hand protection 1.3 m e IIU.'llIIary stand tottaches to the awingani' pivot
lIIuatrlltlon l .tl·
• Prolect your lungs from Inhalation at du.t particles by wearlrlQ a filtering ma!ok over the nose and mouth. Many friction-' malerials still contain asbestos which " dangerous to your health. Protect your eyes from spouts 01 liquid and sprung components by wearing a pair of prote<;t .... goggles ( _ lIIustrst lon I .e).
1.1 Hydraulk: motorcycle ramp
• "railed on ground level, the bike must be
support4ld on the ramp to avoid it faDing. Most ramps Incorporate a Iroot wheel locating clamp which can be adjusted to suit dilferent diameter wheels. When 6ghtening the clamp.
lake car. not to mark the whee' rim or dama~ the lyre - use wood blocks on each side to prevent thit.
•
Secure the bike to !hlt ramp using tladow,." (a •• ill ustrat ion 1.2). It the bika naa only II ai
Fumes and fl,.. •
RelM to the Safety flrstl page at the
begirwWIg of the ~ lor lui details. Make
your worllahop I. eqUIPped with. II.e extinguisher SUItable for fuel-related flra. (Class 8 fir • • flammable liquids) - it 18 not sufficient to have a water-tilled exHnguisl'ler. • Always an."". adeq uate ventilation Is available, Unless an exhaust gas extraction system I. available lor use, _ure thallhe engine Is run outside 01 the WOfI<shop, • II ~ on the IueI system. make _e the worQhop is ~ilated to avoid a build"\IP ol lumes. This appties equally to Iume buildup wheIl ctwging a OOtIery. Do not smoke or allow anyone 111M to smoke irlthe worIIshop. SlJf.
Fluids • II you need 10 drain fuel Irom the tank, store ~ in an approved cootalner marked as suitable for lilt; storage 0 1 petrol (~soIlna) (sea IlIu. tratlon 1.S). Do fIOt store fuel In glass jar$ or bottles-
I .e A Ii. . .Itingul....... goggles. mask and prollltCti... glov. . shookI be at M ild in II-. workshop • Prot8Ct your hands Irom contact with solvents. fuel end oils by wearing rubber gloves. Alternatlvety apply a barrie< cteam 10 your hands belor. starting work.. II handling hot components or nuld $. wear suitablol gloves to protect your hands lrom scalding
.........
What to do with old fluids • ~d cleaning solvent. fuel. coolant and oils should not be poured down domestic drains Of onto the ground. Package the nuid up IfI old oil COf1taners. label it aceordlngly. and take M to a garage or disposal fac~ity. Contacl you" Ioc:3I authority lor Iocatlon 01 such sites or ring the oi care hotIine.
OILCARIi • A~KIIiBry (paddock) stand. BrB widely available Irom mail order companies or motorcycle dea.... and attach e;ther 10 \hoe ....-heal ..... or .wingarm pivot (see Yluslllltion 1.3), IlIhe moton:yclfl has a C8IltreSland. you can support it under the crankcase to prtMlflt ~ toppling whist either wheelis ......ov«I (see ~l u5tr1ltion 1.4) .
1.5 Use an approved can only for storing
petrol
(~soII Jle)
Note: /t /s 8IItlsociaienri lI/efI81 to dump 01/ down the drain. To find Ihe Iocellonofyour ~ 041 rec)'CIinv bank, e.R thbI number' free.
In fhe USA, no le thill ! eny oil iSupplier m UiSt acc.pl used 011 for recycling.
,-_. I
IICNWS,
bob n nuts
Tools and Workshop Tips •
J
Bolts and screws
2.1 Inl_1 heUgoOnlAlien (Al. TOOl (B) and 8Plined Ie ) 'e.terMrs, with ~ngbit.
Se!t·locking nuts either he.,. e nylon
Insowt. or two spring metal tabs. or a shouIcMr
Fastener types and applications • Fastener head types are either of hexagonal, TorK or splined design. with Intema l and externa l ~efSlons of each type (see iIIustr allon$ 2.1 and 2.2); spl ined head tast en~ sr. not In common use on motorcycles. The conventional slotted Or PhillipS he.d dtslgn Is used for C@
REF· S
2.3 Plain wuh.,.. (AI. penny washer (B). aprIn!jl washer (C) and semite
• The spllt·rlng spring washer works by applying ulaltenslon between the fastlM*" head and component. II flattened, it 'fatigued and must be~. "a plain (flat) washer Is used on the fastener. positIOn the sprIog washer between the fastener and the plain washer. • Serrated star type washers dig inlO tha fastener and component faces, preventing loosening. They are ollen used 00 electr\(:al earth (!jIround) connections to Ihe frame. • Cone type washers (sometimes cal led Bel levi lle) are conlce l and when tightened apply ru
which I. Sl aked Into a groove In the thaft thtIr edYantaga over conventlOfl&l pia," nuts Ia a rlllllslance to loosening due to Ylbtatlon. The nylon insert type can be used a ........-nt:ltr of 1Im8$, but """,I be ~ when the friction of the nylon insert Is reduced. Ie when lhe nut spins freaIy on the shaft. The spring tab type can be reused unless the tabs ara dama!jIed. The IIhouJdered type must be renewed every time ~ Is disturbed. • Splil pins (colter pns) are used to lock a castelated .-.rt to a shaft or to prevenI slackening 01 a piIWI nut. Conwnon applications . . ....t>MI axles and bnIke torqua IWTM. Bec:a.e the split pin ..,.. era deformed 10 Ioc:I< a'O.IIld the nut • _ spit pin......c ~ be used on nstaIIIIIion - always lit the correct size spit pin ...t"kIt wlllIt Make SI,q !he split pin located 8tOlD:I the nut {see
tl"UIih k"I!he shIItt hole. ImlS IIf8 ~
~2.5ard2.6l.
2.5 Bend split pin (cotter pin) arms as shown (arrowsl to secur. a ca5leUated nut
Nuta and apllt pins •
2.2 EJ;lemai TOOl IA). aplio&d (8) and he.~ (Cllasl~, with correspondinsl 80Ckets
Conventional plain nuts are usually
sl ~.
aided (see mustratlon 204) . They are sized by thread diameter and pitch. High tensile nuts carry • number 00 one and to denote their
ter.ile Itrengtlt.
• Certain faslenen on the mo1orcyc1e have a tensile marklllg on their heads, the higher Ihe markln.g the s,ronger the fastener. High tensile lasleMrS generally carry a 10 or higher marking. Never repl~ a h;gh tensi le fastener with one 01 a lower tensile s ltenglh .
C.utlon: " the CIIstell.ted nut slots do nOf align with tha sh aft hole a"er flghtanlng to lhe torque setting, tighten the nut until the nBJIt slot aligns with the hole - never sillciren the nul to align Its
Waahera l_llluatrallon 2.3)
w •.
• Plain washers Bf8 used between a fastener head and • component \0 ptevef1\ damage to the component or to 'ptead 1M load when 10fQUfI Is applied. Plain washtn can aI$O be
used as spacers or ahllns in certain assemblies. Copper Of aluminium plain washers are 011811 used as sealing washers on
--.
2.8 Bend split pin (cott.,.. pin) arms a. shown to secure a plain nut
2.4 PIIIln nut (AI. IIMuIdered locknut (8), nylon InMrt nut (C) and castellated nut (01
• R-plns (shaped like the lell er R). Of slip pins as they are sornetima5 called, _ SprUng and can be reused if they are oth_11I8 In good condition, Always inslall R-pins with their closed end facing forwar(ft (see ~fu.tration 2.7) .
REF. S
Tools and Workshop Tips
2.10 Align c;rclip opening with shaft channel
Circt ips (see illu5tralion 2.8) •
Circllps (sometimes called snap-rOngs) life
used to retain componEtflts on a shalt or in a housing and have corresponding external or inlamal ears to pootl~ r$ll(lva l. Paral ~·sided (machined) circllps can be il'lStalled e4ther way round in their groove, whereas stamped cird ips (which have a chamfered edge on one lace) must be installed wilh the chamfer lacing away from the direction of thrust load (see Illustration 2.9)
• Circlips can wear due to the Ihrust of components and become loose In their grooves, with the subsequent danger of becom ing dislodged in operation. For this reason, renewal is advised every time a circ lip is dfsturbed. • Wore circlips are commonly used as piston pin retaining cl ips. It a remova l tang is provided. long -nosed pliers can be used to dislodge them, otherwise carefu l use of a small flat-bladed screwdriver is necessary. Wire clrcllps should be renewed every time they are dislurbed.
Thread diameter and pitch
2.8 External stamped circlip (AI. intemal stamped circllp (6), machined cl,clip Ie) end wire circlip (D) • Always use circ lip pliers to remove and Install circlips: expand or compress them just enough to remove them. Alter Installation, rotate Ihe eire lip in its groova to ensure it is
securely seated. If installing a ci,clip on a spl ined shalt. always align its opening w~h a shaft channel to ensure the clrcl ip ends are well supported and unlikely to catch (see Illustration 2.10).
F----__+_
THRUSTLOAO
• Diameter of a male thread (SCI"ew, bolt or stud) is the outside diameter of the threaded portion (see illustration 2.1 11. Most motorcycle manufacturers usa Iha ISO (International Standards Organisation) metric system axp'"essed in millimetras. eg M6 refers to a 6 mm diameter thread. Sizing is the same for nuts. excapt that the thread diameter is meas4lred across the vallays of the nut. • Pitch Is !he distance betwaen !he peaks of the thread (see illustration 2.11). It is exp'"esseci In millimetres. thus a common bolt size may be expressed as 6.0 x 1.0 mm (6 rrm thread diameter and I mm pitCh) . Generally pilCh increases in proportion to thread diameter. a/Ihough tI'Ie«! are always exceptions. • Thread diameter and pitch are related for conventional tastaner appl ications and the accompanying table can be used as a guide. Additionally. the AF (Across Flats). spanner Of socket slze dimension of the baR Of nut (see illustration 2.11) is linked to thread and pitch specification . Thread pitch can be measured with a t!vaad gal.lge (see Illustration 2.121.
AF size 8mm 8mm 10mm 12mm 14mm 17 mm
Thread diameter K pitch (mml M5 ~ O.S M6 x 1.0 M6x 1.0 MS x 1.25 Ml0 x t.25 M12 ~ 1.25
• The threads of most fasteners are of the righi -hand type, ie they are turned clockwise to tighten and anti-clockwisa to ioosen . The reverse situation applies to left-hand thread fasteners, which are turned anti-clockwlse to tighten and clockw ise to loosen. LeU -harld threads are used where rotation of a component m;ght loosen a convanlional righthand thread fastener.
Seized fasteners • Corrosion of externa l fasteners due to water Of reaction between two dissimilar metals can occur over a period of time. It wi( build up sooner in wet conditions or in countries where salt Is used on the roads during tha win ter. If a tastener Is sev8(eiy corroded it is likely that norma l me!hods of remova l will fail and result in ils head being ruined. When you attempt removal . the fastener thraad shouk:l be heard to crack free and unSCrew easHy - if ~ doesn't. stop lhere before damaging something. • A smart tap on tha head of the fastene-r will often succeed in breaking free CQl"rosion wh ich has occurred in the threads tsee iI1ustration 2.131. • AIl a8(osol penetrat ing fluid tauch as WO-4O) applied !he Ilight beforehand may WOI!c its way down into lhe thread and ease removal. Depending on the location, you may be able to maka up a Plasticine well around the fastener head and fill ~ w~h penelrating Nuid.
--+
~USTWASHER
D
! ......
Sl1ARPEDGE
CHAMFEREO EDGE
2.9 Correct fItting of a stamped
cl~llp
2.11 Fastener length (L), thread ~iameter (0). thread pitch (PI and head SIze (AF)
2.13 A sharp tap on the head of a fasteoer wilt often break free a corroded thr ead
Tools and Workshop Tips
REF- ?
• II you , •• working on an engine Internal component, corrosion wiI most likaty not be a problem due to the well lubricated environment, However, components ean be very tight and an impact driver is III useful tool in freeing them (_ illustraUon 2.14).
Broken fasteners and damaged heads 2.14 Using an impa.c;:t ~ to free a la8 _ •
Wl\era corrosion has OCCUI'Ted belW&en
disslmllar metais leg steel and aluminium alloy). !he appli<:aHon of heat to the fastener head will creale III disproportionate ,,~pan!lion rate between the two melals and break Iha sei~ufa caused by the corrosion . Whethef heat can be applied depends on the location oIlhe 1/1$1_ - any $Om)Unding components Ikely to be damaged must lirst be removed !_ m... tlr aUon 2.15). Heat can be applied using a palm stripper heal gtJf1 or clothes iron, or by ImmersIng the component in boiling water· wear protective gloves to prevenl scald ing or bums to Ina hands.
• "the shank 01 III broken bolt Of" scraw I, accessible you can grip It willi self-locking grips. TlIe kno.orttd wt-' typo! stud exlractor tool or sell-gripping stud puller tool I. particularly ...setuI1or removng !he long studs which screw Into the cytinder mouth surlace of the crankcase 0( bolls and $Crews from which the head has broken off (••• i"ustrmlon 2.17), Studs can also be removed by locking two nuts together on the thr&aded end of the stud and using a spanJ'>8f on the lower nut (_ Illu, tnItion 2.18),
diameter 01 the !aslener .00 dril l to e depth which w ill accommodate the extractor. UN
11>8 largest size extraclor possible. but avoid leaving too small , wall tl\ickness olh-efwlse the extractor will merely lorce the lastener walls OlIlward. wedging It In the casing
"'""".
• 1/ a spiral type extractor is used. thread It ant l·clockwlse Into the lastener. A!J It I, screwed io. ~ will gnp the fastener and unscrew It !rom the casing !_ lllustration .2..(0).
• 1/ a taper type extractor Is used. tap ~ Inlo the fastener so that It Is firmly wedged In place. Unscrew the axtractQr (anti·clockwlse) to draw ll1e fastener out.
Wamlng: Slud "'"traclors a,.. ""y ".rd and may break off It! 1M fllSl_1f cant Is not Wen - ask an engln..... about sparlf erosion If Ihls happens.
2.15 Using heat to trIN a seized I • • t..-
• A!J a last resort. it is possible \0 use a harrrner and cold chisel to wort< the lastener head untcreWild 1_ iII.... tration 2.11'11. This will damage the fashmer, but more importantly e~treme care must be taken not to damage the sUlTQ<Jnd ing compone<1t.
c..ufion: R~ lIIal It.. e<:>mpOtI8IIt beIng.MCUIW is ~ of man ~alue Ihan Iha bott, nul or sc,... _ whan Iha fas""'" /s frHd, do not ~ It whh forea, In.'aad won- Itt. f . . lana. back and forlh when "sislanca Is fall 10 • pre""nl th~ damage.
•
2.18 Two nuts cen be locked t~ther to unscrew a lIud from a component • A bolt or scr_ wtllch Ilas broken 011 below or Ie..... with 11>8 casing must be
extrnctoo ...w.g • tcraw extractor set. centre punch the fastener to centralise the drill bit, thBtl drill • Ilole In the fastaner (, . . Illustration 2.1$), Select a drill bit wtllch I• approximately hsll to throe·quarters the
Alternat ively, the broken bolt/screw can be drilled out and the hole retapped for an oversize bolt/screw or a dlamond·section thread insert. It Is essential that Ihe drilling Is carried out squarely and to the correct depll1, oth_ise the casing may be ruined· 1/ In doubt. entrust the work to.., engirIefr. • 8o/ts and nuts with I"OlRMId comers C8UM the CClfTec:t size $f*Vl8r or sockIIt to slip wherl ~ is applied, or the types 01 spanner/llOCkel available alwa~ use a six·polnt tyPti rather than an e9'1t or twe\v$-lX*"It type . better grip
REF. a
Tools and Workshop Tips
is ob\.ained. Surface drive spannert, grip the
2.23 A u.r.-.d repair tool being USoed to
rroidde of the heM flats. rather than the comers,
and _Ihut good i'I cases of damaged heads {see InustratJon 2.21 I. • ~tI&d-head or Pllillips-tlead screws are allen damaged by tha use ot Ihe wrong '128 screwdriver. Al len-head and To~-head screwII are much less likely 10 sustain damage. If enough of the $(:rew /lead is exposed you can use II hacksaw 10 cut a slot in its head and then use II conventional Halbladed screwdrt'Ier to remove it. AIIematIveIy use II hanVTIer and cold chisoaI to tap the head of lhoe fastener arourld to slacken II. A1way$ replace damaged fasteners with new ones, preferably TOOl. or Allen-head type.
chasers art available lor spant. plug hole threads. The tool will not cut a new thra&d. but c~n and true the aoglnal thread. Maka aura that you lise the correct diameter and pitch 1001. Similarty. utemal th reads can be cleaned liP with a die or a thread restorer file 1_ "'us~ 2.24).
2.24 Utlng a thread restorer fir.
.
Thread repair Threads (particularly those In aluminium alloy components) can be damaged by
•
ova
2.26 To Install a thread Insert, first drill out the original thread .
correct an a lctemallhfe-.d
• It is possible to drill out the old thr&ad and relap the component 10 the next Ihread size. This will work where there 15 anough !IlIIToundlng mateNII and e new boll or screw can be~. SOtrletirnes, however, this Is no. possible • such as where the boIVscrew 1)
......nere
2.28 .. . fit in$llft on the installing tool .
'.....1 ; .
'.
--- .~, /,
• ~ (.1 -.
,
2.29 . . . and Ihrtad Into the component .
2.30 ... break off the tang when complet.
insert on the installing tool and ttvaad ~ slow!)' Inlo place using a light downward prfIS$Uf' I' " illustration . 2.28 and 2.29). WIlen positioned between s 114 and 112 tum below the suiace withdraw !I'll ~ tool and !Me the break-ofl tool to press (town on the icing.
tnaki'>g it off I_Illustration 2.301.
thread eIl,metsr and pitch required
• There are epoxy thread repair kits on U. mark",t which can rebuild stripp
Tools and Workshop Tips Thread locking and sealing compounds
•
•
CQrnpCIrWU. You may ~ 10 la8 two gauges togelher to ~ the daaralc:e 1CClJ1IIeIy.
Lockng compounds are used k'llocations where the festener is prone to loosening due
to vlbratloo or on Important safety-related ~ems which might cause loss 01 COIltroi of tile motorcyde If they fail. II Is also used where important IUteners canoot be secured by other meanS such as lockwashers or split
OM. • Before applying locking <::ompotn:I, make ..... IIlat the ~ Conternal and external) are dean and dry with aI old compound rs'IlOII8d. Select a compound to suit the component being secured - a rKN1-permarntl'lt geoeraI locking and sealing type Is suitable for most ~, but a high strength type Is flOOded for permanent fudng 01 studs in C8Stfngs. Apply a drop Of two ~ the eompot.ond to the first lew Ihr8Bds 0( the fastener, tIlerllhread ~ into place and tighten to the specified torque. 00 001 apply excesslve thread locking compound otherw ise the thread may be damaged 00
-•
Certain fast8l'lf!f$ are Impregnated with a 0( locking COfT\POI.'I1d 00 their thread s. Always renew Ihls type of fastener Wdisturbed. • Anti-$8U:e compounds, such as copperbased grea_, can be applied to protllCt threads from se4zure due 10 extreme h&at and corrosion. A common Instance il If)aPil plug threads and emaust system fasteners. dry film type coating
,-_...-
Feeler gauges
When measuring a clearallCtl, se4ect a
gauge~isaliglll~fit~thetwo
Micrometers • A mIcromet... Is • precision tool capabI.of measuring to 0.01 or 0.001 01 a millimetre. in ~s case and not It should always be In the general toolbox . It must be kept clean and dropped, otherwise Its Irarne or maasoring anvils could be di$lorted resutmg in inaccurate r&adings. • Ext ernal micrometers sre used lor measuring outside dlameletS 01 compono!f'll. and have many more appIica.tiona !han memat mlcromet..... Micrometers are available In d'fferent .Ize ranges, eg 0 10 25 mm, 25 to 50 mm, and upward. In 25 mm steps; some Ia-ge ~"., have inlerchilogaable anvils to allow a range of measu-emen,* to be taken. Ger\8ra11y tile targest precision ma8StJtemenl you are li kely 10 tak e on a motOfcycle is tha plstoo dlamet....
'1_
"ored
• m8"nlll ~etS (or bore ~era) are used for meas..-itIg inside diametetS, such as valve guides and cylinder bore,. TaIescoprIg ~uges and small hole gauges are used in COIlJunctiort with an extama/ micrometer. whereas the more expent./va Internal micrometon ha...e their own maast.ring device.
instl\llTl8l1t.
Enemal m icrometer analogue type inslnlmenlls dt=ribed. Although much easier 10 read, dlgiflJi micromeler3 are conskierably more expemJv&. • Always check the calibration of the micrometer before use, With the .-MIs dosed (0 to 25 mm type) or HI over a test gauge !for
Note:
The
the larger type$) the scale should read zero (see Iliultnltion 3,2): make sure that tile an.... (and t891 piece) are Clean first. ArtoJ discrepancy CIW'I be adjusted by refermg to the instructionI supplied wllft tile 1001. Remember IIlat the microm&ter is II precision measuring tool _ don'l force the anvl~ closed, use tile ratchet (4) 00 the end altha mID'omet8l' to close iI. III !hit way. a rTl8aSlX8d Iorce Is aIway$ applied. • To la8,1irst make sure that the ~em being measured Is clean. Place the anvil of tha micrometer (1) ag"nSI tile item and use the thimble (2) to bring the $pi">dle (3) lightly into cootact with tile otller side 01 the Item (s.. ill ustr ation 3.3) , Don't tighten the thimble down because this wi. damaQe the micrometer - nstead use the ratchet (4) 00 the end of the micromet .... The ratchel mechanism applies a meaStJred fore ... prevenl ing damage to tile
COIlVlttltionotl
• Tha mIcromet... Is read by re!1II'I'ing to tile linear scale 00 the ~ and the ........ scale on tile thimble. Read off the sIeavfI first to oblain tile base measurement, then add the fine measurement from the thimble 10 oblaln tile ov ... all reading. The linear .cale on thl sleeve represents the measuring I1In9'" oIllle lTIK:I'OITIeter lag 0 to 25 mm). The annular scale
• Feeler OSllges (Of blades) are used for measuring small gaps and clearances (see Illul tret ion 3.1). They can atso be used to measure endftoal (sideplay) of a component 00 a shaft where access Is not possible with a
..
,.....
• Feeler gauge $ets shoukI be treated with cara and not bent or damaged. They are etched with their size 00 one face. Keep them clellO and vttry lightly oiled to prevent corrosiorl buid·up.
3.1 Feeler (la"'ll" are used for measuring small gap$ and clearance. - thickness Is marhd on ona , _ 01 gallge
REF • •
3..3 Micrometer component parts
''''''' 2 """"'"
3 SpIndle 4
Rillch8l
5 Fr'Sm6 6 Locking lever
REF. ' 0
Tools and Workshop Tips
on the thimble will be in graduQtlons of 0.01
mm (or as marked on the frame) - one full IlMIIutIOl'l of the tIWnbIe wiIIlTl(I\Ie 0.5 mm on the linear scale. Take the reading where the datum line on the ~ intersects the thimble's sca~. Always position the eye directly above the scale otherw ise an lnaocurate reading will result.
In Itle example shown the item measurllll 2.95 mm Is.. Mlustntion 3.41;
2.00mm 0.50 mm DA5mm
3.5 Mlcrometer .-....:ling of 46.99 mm on linear and annular scales •
2.9Smm
3.7 Expaod the telescoping gauge In the bora, lock its position .
3.4 Mlcromtot ... reading 0 1 2.95 mm
Most micrornetere have a locking lever (6) on the frame to hold the setting In place. allowIog the item \0 be removed from the micrometer.
• Some micromel9<$ have. vernier seale on Ihair sleeve. providing an even li"l1< maasuram(lnt 10 be taken. In 0.001 Increm8<1ts 01 a millimetre. Take Ihe sleeve
and thimble measurement as described above. then eh«:k whICh grad...ation on the vernier scale aligns with that of the anoular scale on the thimble Note: The eye must be perpendicular to the scale when ta~ing the vemief reading - If necessBI)' rotate the body d the mIcromer. to ensunJ /tilt. MuHlpIy """ vernier !!<:ale fig ..... by 0.001 and add it to !he ba$6 end line meaauremenl I~res.
In the example shown the Item measures Ytustrationa 3.5 ,lnd 3.151:
46.994 mm 1_
46.000 mm
Unear scale (base) Unear scale (base)
OO.500mm
Total figure
00.49Omm 00.004 mm 46.994 mm
vArvIuIar __ scale (fine)
•
Intemal m Icrometer •
tnternal micrometers are available lor but are expen$IYoe and lrikely to be available lor home USoe. It Is $UW8$ted that a set 01 telescoping gauges and smaI tIOie gauge&. both 01 which must be used with an external mk:lOrneter. will suffice lor taking Internal ~ on a moton:yde. • Telescoping gauges can be used to
measumg ~ diametar1;.
measure Internal diamete~ 01 components. Select a gauge with the correct alze range. make tI.II'8 it$ ends ara eIean and ~ it nto lhe bofe. Expand the gauge. Ihen lock ilS position and withdraw It from the bore (see ill ustration 3.7) . Measure across the gauge ends with a micrometer (see IlIua" aUon 3.8). • Very...,.. diameter bores (such . . valve guidesj_ measured with a small holt gauge. Once adjusted \0 a slip-fit Inllde the componen t. its posit ion is loclled and the gauge withdrawn lor measurement with a micrometer (see ~lualnttiona 3.g and 3.10).
Vemler caliper Note: The conventional Hnear and diIII gauge type instflJments 8111 cHncribed. Digital types
..... 8111"
to mad. bul_far_~. The vernier caUper does not provldflthe precision 01 a micrometer. but is V«S8tile in being abl. to measure Internal and external diameters. Some types also incorporate a depth ~uge. It Is Kleat lor measuring clutch plale friction "",terial end spmg free lengths. • To use the c,,,wentiooal tinear scale vern ..... stacken off the V8f11'er clamp screws (1) and " t Its jaws over (2). or inside (3). the item to be measured (na illustration 3.111. Slide the jaw into contact. using the lhumbwtleeI (4) lor line movement 01 tile sliding scale (5j then tighten tha clamp screws (1). Read off the main scal. (6) where the zero on the sliding scale (5) Inteneets It. taking the wt>oIe number 10 the left 01 the zero: this provides the base _ t o VIew along the stldlng scale and &elect the dMslon which •
3.19 ••• \hen measure the with a micrometer
~uge
lines up exactly wrt h any 01 the div1slons 00 the main scale. noting that the divisions usualty r&presents 0.02 01 a millimetre. Add th is fine measurement to the baH measurement 10 obtain the total reading.
Tools and Workshop Tips
REF'11
Plastlgauge • Plasligaug$ i$ a plastic material which can be compressed belween Iwo surfaces to measure the oil cIeafance ~ them. The width 01 lhe compressed Plastigaug. Is measured against a calibrated scale to dellItIlline the clearance.
• Common uses of Plastlgauge are for measuring the cklaranw between cmokshall Journal and main bearing Inserts, between cran kshaft Journal and blg·end bearing Inserts. and belween cam shaft and bearing surfaces. The lollowing e~ample describes bIg·end 011 clearar\ce measurement. • Handle tna Plastigauge material Cllfe/ully to preY8f1t distortion. Using a $harp~, cut a 1eng\t1 which COfT8SPOI"lds with the wIdtfl 01 the bearing being measured and place it
3.11 Vernier component pIIrts (linear gauge)
I CIat7¥' SCtlIWS 2 ExtemBI jaws
3 Intflf1lal jaw$ 4 Thumbwlleel
In the eK B m~ e shown the Item measures 55.92 mm (lee illustration 3.12);
5 Sliding $CaSe 6 Main SCBJe
7 Depth gaut}tI
Base measurement
55.00mm
Fi .... measurement Totai ligur.
55.92
00 92
carefully across the jolmaIlIO the! it i$ parallel with !hot shaft (seco illustration 3.15). Carefuly Install both beaMg $heIb and the conoecting rod. Without rolating l he rod on the journal tighten 11$ bolts or nub (as applicable) 10 the
specified torque. The connecllng rod and bearings are than disassembled and the crushed PlasHgauge examined.
mm mm
Some ~ calipo:n are equipped with • dial gauge 101 fine measurement. Before use, ehecI< Itlat the pws arB dean, then close !hem filly and check that !he daI gauge ..-- zero. I I . - y IIdjust Ihe gauge mg aocordrIgIy. Slacken !he ~ cIIwnp screw (1) and ~ 11$ jIows over (2). 01 inside (31. the 11em to be measured (Me Illustration 3.13) . Slide the la_Into contact, using the ItIumbwh8el (4) lor fine movemen t. Read off the main scale (5) where the edge 01 the slid ing scale (6) jnt~ ts iI, taking the whole number to the
left of lhe zero: this provides the base m&QSUremenl. Rood off the needle position on the dial gallOB (7) lleala to provide the line measurement: each division represents 0.05 of a rniIIimet .., Add 11"0$ fine meas.t.remenl 10 the base measurement to obtain the total reading. In the example shown !he item measures 55.95 mm I_Illustration 3.14):
£las. measurement
55.00 mm
3.13 Vernier ~t parts (dial gauge)
I Clamp KteW
2 £xrema/ jaws 3 Intemal /IIWS
5 MIIIn scsJe 6 SkIing SCBJe 7 Dial QIIUgEI
3.14 Vernier IISug.e reading of 55.95 mm
3.15 Plastlgauge pIaoed across shaft Journal • Using the scale provided In the Plntlgauge kit, measure the wld!h 01 I h. matBflal to detennlne the oil clearance (•• e Illustration 3.16). Always remove ali lraces Of Plasligauge all... US6 using )'OUr fingernails. Caution:
Arri1llng
.t
the
correct
c/ear.nce demarIds that tho nsembIy "torqued COI",-.ctty, according 10 the .etllng. and .equenc. appll<:ablej pro ..ided by tn. molorcYCM mlHlufecllNflf".
(w"."
REF·, 2
Tools and Workshop Tips
Dial gauge or DTI (Dial Test Indicator) • A dial gauge can De used to accurately measure small amounts 01 movameot. Typical uses arf! measuring shaft ,uncut or shaft eodfloat (sideplay) and setting piston position for Ignrtion timing on two-SlroI<es. A dial gauge set usualty COmes with a range of differflrl\ probes and adapters and mounting equiprne<1t. • The ga ug e need le must pOin t to zerO when at rest. Rotate lhe ring around its pe!'iphe
maximum gauge reading as the amount 01 ,uncut in Ihe shall. Note: The reading obtained will be to/alrunoul alillat point some manufacturetS specify tllat the runout figure is /laIwd 10 compara with their specified rullOUtlimit. • EndIloat (skleplay) measurement requi res that the gauga Is mounted securely to th e surrounding component with it s probe touching the end of the shaft. Using hand pressu re . push and pull on the shalt noting the maximum endfloat recorded on tile gauge ( _ illustration 3.19) .
Fault Finding equipment. The gauge wiH hold the reading until manually released.
Oil pressure gauge • An 011 pressure gauge is used 101 measuring engine oil pressure. Most gauges come with a set 01adapt8fS to m the threoo 01 the take-off point ( _ itlustration 3.%t ). rttt>e teke-off point spe-cified by the motorcycle manufactu rer is an externa l oil pipe union. make sure that the spe-clfled replacement union is used to prevent oil starvation.
In Ihe examp le shown the gauge reads 1.48 mm (see illustration 3.17):
3.19 Using a dial gauge to measure shaft endfloet • A dial gauge with suitable adapt
Cylinder compression gauges 3. t7 Diet gauge reilding of 1.46 mm • If measuring shaft runolIl. the shaft must ba supported in vee-blocks and the gauge mounted on a stand perpendicu lar to the shall . Rest the tip of the gauge against the centre of the shaft and rotate the shaft sfowly whilst watching the gauge readi ng (see Illustration 3.18). Take several measurements along the length of the shaft and record the
• A compression gauge is used for measuring cylinder compression. Either the rubber-cone type or the threaded adapter typa can be used. Tha lattar is preferred to ensure a perfect seal against the cylinda. head. A 0 to 300 psi (0 to 20 Bar) type gauge (fo. petrol/gasol ine engi nes) will be sultabte lor motorcycles. • The spark plug is removed and the gauge eithar haId hard against the cylinder head (cone type) or the gauge adapter screwed Into the c:ytinder head (threaded type) (5e(t illustration 3.20). Cylindar compression Is measured with the engine tuming ov...... but not running - carry out the compression test as described In
3 .21 Oit pressure gauge end take-off point adapte, (arrow)
• Oil pressu re is measured with the engine running (at a specific rpm) and of tan the manufactu rer will specify pressure lim~s /Of a cok:I and hot engine.
Straight-edge and surface plate • If check ing the gasket face of a component for waIpa!l6. place a stM rule 0( precision straight-edge across the gasket facti and meas ure any gap batween the straight· edge and component with feeler gauges {s". illustration 3.22). Check diagonally across the component and between mouoting holes (see illustration 3.231.
3.23 Che<:k for warpage In these directions
Tools and Workshop Tips •
Checklng individual components lor
warpage, such as dutch plain (mel a~ plates. requires • perfectly /\at plalfl or piece or plate glass and feeler gauges.
What Is torque? • Torque desa1bes the twisting for<:e about a shaft. The amount of torque applied Is delenrOned by the distance from the Ce<1tre of !he $haft Wille end 01 the lever and the amount 01 ion:e being applied 10 the end 01 the IfMlr; distance ITRIItipIied by force equals torque. • The m8nuf.clu... applifl a measured torque 10 '" boll or nut 10 ensu'e that it will not slacken in use and to hold two components securely together without movement in tile Joint. The aCluallOfque setting depends on the thread size, bolt or nUl malenai and the composition 01 the components being held. • Too ~ttle torque may cause the fastener to loosen due to vibration, whereas too much torque will d istort the jolnl faces of the component or cause the fastener 10 shear oft. Always stick to the specified torque setting.
Using •
ill
torque wrench
ClwK:k the cal ,bfatkln of the lorque
wrench and mall, ..... it has II surtabie range for the job. Torque wrenches are available In Nm (Newton-met,es). kg( m (kilograrnsAorce metre). Ibl It (pounds-feet). Ibl In (inchpounds). Do not confuse IbI II with Ibf in.
• In.tall tha bolts/nuts In their cOlTect Iocatioo and secura It>em lightly. Their threads must be clean and fraa of any old Iocklng compound. Unless specified the tIYeads and nanga $hOuld be dry - oiled thread. ara necessary In certain circumstances and the manufacturer 'Nil take this Into account in the specIfied torque IIgur&. Similarly. tha manufacturer may alao specify the application of tIYead·lockirlg compound. • Ti ghten tha fast&nerS In the .peel/led sequance unt il tha torque wrench cllckl. Indicating that th& torqu& setting has been reachad. Apply tha torque again to doubla· check tha setllng, Where different thread diameter last~ $8CtJre the component as a rule tighten the larger diameter ones first. • ~ the torque wrench has been finished with. release the lock (where applicable) and IuIy- back off its setting to zero - do not leave the torque wrench tensioned. A1ao. do not use a torque wranch for sIadIening a fastener.
Loosening sequences • Where more than one boItIrout secures a component, loosen each lastene< ev..uy a little at a tune. In this way. not .. !he stress 01 the Joint is held by ooe fastener and the component$ are not likely to distort. • If a tlghterw.g sequence Is provided, WQI'k In the REVERSE 01 this, buI if not, WQI'k from the outside In. In a criss-cross sequanctll {Iaa lIIultretion 4.41.
AngIe-tightening • Manufacturers oft en speeify a figure In degrees for final tightening of a fastener. This usually follows tight8fling to a specific torque setting. • A degree diS(: can be set and altachad to the aocke! (I.. must.atlon 4.2) or a prOtractor can be used to mart< the angle 01 movement on the boItInut head and tha $lIrT'OI.Inding C3Sbng (SH illustration 4.3).
4.4 When slackening, work from Ihe outside inwards
Tightening sequences • II a c:ornpo!'*lI is held by mora than one fa"ener It II impor1ant that the retainIng bolts/nuts are tightened evenly to prevent uneven Ilfess build-Up and di$lortion 01 sealing faces. This is especially important 00 high-compresslon joints such 8$ the cylinder
""'.
• Adjust the tool to the desired torque 00 the scal9 (_Iflultrellon 4.1). If your torque wrench is not calibrated In the units specilled, caretullv conv&rl the figure ($~ ConVElrsion Factorsl. A manufacturer aometimes gives a torque selting as a range (6 to 10 Nm) rather than a single figura - In this case set the tool midwav betWe«l the two seltings. The same torque may be expressed as 9 Nm '" t Nm. Some torque wrenches have a method ot locking the setting ao that II Isn't InadvertenUy altered during UN.
4.1 Se1 the torqUe wrendllnOex mark to the Mtting .~tod. In this ease 12 Nm
AEF. '3
• A lequence is usually provided by t~ manufaelurer, either in a diagram or actually marked in tha casting. " not, always start In Ihe cenlfe and work ootwards In a criss-crose pattern (I. . Illustration 4.5) . $ lar1 01' by se<::uring all bolts/nuts fi nger· tlgh t. than let the torque wrench and tighten eilch fastener by e smafl amoum In sequence unt~ the final torque II reached. By following this practice,
4.3 •.• or by marltln$ the angle on the ......-ounding component
REF. , 4
Tools and Workshop Tips
the join ! will be held evenly and will not be d iSlOr\&d. Important joints, such as the cylinder head ar>d blg-end fasteners often have two- co- three-stage torque settings.
Applying leverage •
Use tools at the correct angle. Position
II
SOCket wrench or spanna.- on the bolVnul so thai you pull ~ towards you whan 1ooMnIng. U this can', be done, push the spamar without aring your Ii'>ger$ Wound ~ (see illuslnltion • •11) - the spanner may slip Of the fast_
loosen suddenly, resultin.g in you, lingers ~ng crushed against II oomponent.
•
Tl'oa same equipman t can be usad to Install bearings. Make sure the bearing housing Is supportad on wood blocks and line up the bearing in itsl'iouaing. Fit the bearing as notad on removal - g&rl8l"ally they are ;n"allad with thair marl<ed side lacing outwards. Tap the bearing squarely Into its housing using a driver or socket which bears only on the bearing's outer race - COI1tact with the bearing balis/rOliar. or inner raea will destroy it (see Mlustratioos 5.1 and 5.2). • Chao::k that tha bearing Inner raea and balllrollers rotate freely.
011 1 gear shaft for example, you may have to klcate the puller behind a gear pinion" there 18
roo access to the race IiiI'id draw the gear ;:onion off the shaft as well (see illustration 5,8).
Caution: Ens.".. tha t !he puNar'1 c.nt,. bolt Iocat.s securwJy ~It tile eIKI 01 the shaft and will not slip ...nen pnllUUfe II applied. Also enlura that pu'''' doa, root ~ tit. sIuIft end.
4.11 "you can' pull on !he spwIIIOtrto
loosen. las_, push with your hand open • Additional"",. . ~ gained by extending the length of !he !eYer. The bes1 way to do this is to ...,. • breaker bar lnslead 01 the teguIar length 1001, or 10 slip. length ollubing over the end of the spanner or socket wrenef'I. • If additional leverage will not work. the fastener head is either damaged or Il,mly corroded in place (see Fastenet3).
5. t Using a bearing driver agalnll the bearing 's outer race
.-
• Operate the pull8l" so t hat I'. centre bolt exar'Cs pressure on the $halt and and dr1liW$ the beaMg off the wit, • When inslaning the bearing on the shill. tap ooty 0f1 the bearing's inner race - COI1tac1 with the balls/rollers or outer race with dastroy lhe bearing. Use a socket or length of tubinl/ as a drift which lilS over the shall end (see in.... tnotlon 5.51.
B•• ring removIJ'lJnd in.tellation Drivers and sockets •
Before removing a beari ng, always
Inspect the casing to see which way it must
be driven out - some casings will Nwe retaoning plates or a cast Slep. Also check lot any identifying marki'lgs 00 the beating and if imltalled 10 II certain depth, measura thl. at this stage. Some roller bearings _ seaJed on ona slda - taka nota 01 the original lilled position, • Baarlngs can be drlv&n out of a casing usiog a bearing driver tool (with tha correct size heiId) or a sod<.et of the correct diameter, Select the driver head or socket so that it COI1taets the outer ra~ 01 the bearing. not the balillroliers or Imer race. Always :wwort too casing around the bearing housing wrIt1 wood bioeks, othMWiM thera Is a risk 01 lracture. The bearWIg is driven out with a lew blows on tha driver or socket Irom a heavy mallet. Unless access Is savarely restrietad (as with wheel bearings). a pin -punch IS not unless ~ Is ITIO'Iad around the ~ to keep R ,.qwn In its housing.
,8COi1.,.oded
Pullelll and slide-hammers • Where a bearing Is pressed on s shaft a pullar will be requorad to extract It (s . . IIIUl lralion 5.3). Make sure Itoat the puller clamp or legs til securely behind the bearing and are unlikely to sl ip out. "pulling 1 bearing 5.5 When insta lling a bear ing on a shaft usa a place 01 tubing which bears only on the bearing'. lrvoe<
rae.
Where a bearing Iocatas in a blind hole In a casong. R cannot be drtven or pulled out as
•
5.3 This bearing puller clamps behind the baaoing and prfl""" Is appIiad to the ....ft and 10 cnw the bearing off
described aboVfl. A slide-hammer with kn,l".. edged bearing puller attachment will be required, The puller attachment passes through the bearing and when tlghlaned expanc:ts 10 III firmly bahond the bearing (see Illustr ation 5,6) . By operating tha slidehammer pari of the 1001 the bearing Is jarred out of ~ s houSing (_ illustration 5,7). • ~ 18 possjbIe, ~ the bearing Is of f-=wIIIDIe walght, for it to drop out of its toouslng if tha casing .. '-tad as dMcrtlad oppOIiIe. " this
Tools and Workshop Tips Temper.tture
5 .8 Expand the bearing puller .., lhal It locka behind the bearing .
5.9 Drawboll componwol parts a ssembled on •• u~sion arm I Bolt or lenglh of rhreaded bar 2 NulS 3 Washet" (elllemal diBmeter greater than tuIJing inrem.l ~~ 4 Tubing (lntem/ll diameter sufficient /0 ~Ie bearing) 5 Suspension am wirh b8arfng
"""-
6 Tubing(exl$m8ldiamell¥sJightJyStrlBll$r
REF· ' 5
~
• If the bearing's outer race Is a tight fit in tha casing, tha aluminium casing can be haated to relaase Its grip on the bearing. Aluminium wi ll expand at s greater ra1e than the steel bearing outer race. There are sevEH'al ways to do th is, but avoid any localised extr&me heat (such as a blow torch) • aluminium alloy has a low melting point. • Approved mathods 0 1 haatir>g a casing ere using a domestic oven (heated to , OOOC) or in1rne<sing the casmg in boiling water ( _ IlIus,ra tion 5.121. low temperature raOQa localised heat ~ sueh as a paint stripper heat gun or cIot'- Iroo1 can also be used ( _ Illustration 5.13). Alternatively. &Oak a rag In boiling watEH'. wring it out and wrap it around the bearing housing. Warnin,,: All of thua methods requira ca,.. In usa to prevent scaldln" and bums to th. hands. W. .r protective glo'll.' whon handling hot componetI1a.
7 Washer (axlama/ diameter slightly smaller
than bearing)
bearing puller method Is attempted, Ilt'sl prepare a work surlace whoeh will &nabkt tile ca$ng to be tappa:! IKe down 10 help dislodge the ~ • iI wood surface is ideal since It will rool damage Itle ~'s gasket su1ace. Weamg protllC1iva gloves, tap the heated casing seyeral limes against the work su rface to dislodge the bearing under il$ own weight (see IliustraUon 5.81.
5. 10 Drawing the bearing out of the suspenslon arm
•
5.8 Tapping a casing face down on wood .. bIocb f;¥I oft,", dislodge a burIng
To eKIraCI the bearingIbush you wiI need a long bolt with nut (or p;ece 01 ttveadtd IMIr with two nuts). a piece of tubing which has lin internal diameter INger than the bearingIbush. another piece oIlubinQ which has an e~temal diameter slightly smaller than the bearing! bush, and a selection of washar. (sea Illustrations lUI and 5.10) . Note that the pieces of tubing must be of the same length. or~. than the ~sh. • The ...... kit (without !he pieces aI tubng) can be used to draw the new bearirIg/l)ush bad< into place (sea Nlustratioo 5.11 ).
• Be.rings ean be installed In blind holes using the driver or socket method described
to aid baarlng r amo'llal • If heating the whole casing nota that p lastic components. such as the neutral Switch, may auf/EH'· remcwe them before!land.
"""'.
Orawbolts WI1ere a bearing or bush Is set In the eye 01
• After heating. remove the bearing as describad above. You may find that the expansion Is suffIcient lor tha bearing to fall out altha casing I.ndar ~a own weight or with a light tap on the driver or $OCklM.
•
a component. such as a $U$pIlfl8IOrl linkage arm or connecIing rod small-end, llIITlOYaI by drill may dlwnI!Ige the cornponlIfIl FI,I'Ihermcn, a I'\Ibber bushing In a shock absofber eye camot ~ be drM!n out 01 position. If access Is available to a engir-'"'g pres$, the task is attaightlaward. If not, a drawboh can be fabricated to el(!r&ct tho bearing or bush.
5.13 Using a toc.Wsad heat source
5.11 Installing a new bearing (1) In the su.pansloo arm
• If necessary. the casing can be '-led to aid bearing Instalation. and this Is sometimeI; the recommended procedure if the motorcycle manufacture!" has designed tha housing and bearing m with this Intention.
REF- 16
Tools and Workshop Tips
InstaliallOn of b6arInQt can be eased by placing them In a freezer !he night before installation. The steel bearing will contract
•
slightly. allowing easy Insertion In its housing. This Is oft&f1 useful when In$lalling steering head outer races in the Ifame.
Bearing types and markings • PlaIn the!! bearings. ball bearings. needle roller bearings and tapered roller tJearir1.g5 will all be found on motorcycles {see illustrations 5 .14 a nd 5. 15). The bal l and rOller types ara
='~~~=~~ ::~::.Ier
5. 16 Typical bearing maritlng
5.18 ElIampie of ball joumal bearing with damaged balls and cages
Bearing fault finding • II II bearing outer raCII
has spun In its housing. Ihe housing material wl1, be damaged. You can usa II bearing locking COITlpOOnd to bond tile outer 'actl in place if
damage is rlOt too IIIMII"e • Shell bearings wHi fail dUll 10 damage o f
lhelr working sunaclI. as II result a/lack 01 lut::rieation, corrosion or abrasive IH'riiCIM In the oil (see Illustration 5.17). SmaI particles 01 din In Ihe 011 may embed in Ihll bearlflg material wheteas ItIrQer particles will score the bearing and shah)oumal. If II number 01 shan lOumeys are made. InSuffi Cient heal will be generated to drive ot! condensation which has bum up on tho bearinOS.
5.19 Hold outer race and listen to Inner race when spun race wiltl the other hand ISM Illustration 5.19] The bearing should be almost ~llII1t when
spun; If It grot. 01/ rattIe$ It is wom.
Oil se.1 remotlal and Installation •
Oil seals thould be r..wed fN8lI/ lime a c:omponent Is dlsmal1tled. Tllis Is beeause the seallip$ will b4ocome set to !he MaIing surface and wiIIllOI necessarily reseal.
• Shell bearings (0111111 called inserts) are usually found at the crankshafl main and connecting rod big-end where they are good (II copong with high loads. They _ made of a phosphor-bronze mal erial and impregnated with seIf·k.tltIcating propertias. • 8,11 bearings and needle roller bearings consist 01 II steel Inner and outer rllC(l with the balls or rollers between the races. They require constant lubrication by oil or grease and are good at coping with axial loads. TIIP'" roller bearings consist of rollers set in a tapered C8QII sal on the Inner race; the outer race is sepan!.ta. They are good al coping with lVCialloads and prevent movement along the Shall - a typical application Is In the steering
-.
• BearIng manufacturers produce bearings to ISO sile standards and .tamp one face of the beamg to indicate itIIlntemai and Wltemal diameter, load capacity aOO type ,see Illustration 5.161. • Metal bushes are usually of phosphorbrOnle material. Rubber bushes are used In suspeoaIon moonting ey... Fibre bushes no... also be«I ua.ed in suspension pivots.
• 011 seals can be prised out Of position using a large flat-bladed screwdriver Is" illustration 6 . 1). In the case of crankcase seals. checl< first \hiI1 the MIllis not lipped on the Inside, preventing Its removal with the <::r.u>kcases itW>ed.
5.17 Typical bearing failum • San and roller bearings will fail due to lack Ollubrlc(llion or damage to the balls or rollers. Tapered-roller bearings can be damaged by overloading them. Unless the beallng Is sealed on both 'Ides, wash it In paraffin (I<.erosene) to rerTlOYe ali old grease then .. tow It to dry. Make a visuallnspecIIon looking to dented balls or rollers. damaged cages and worn or pitted races ISH Illustration 5.18). •
A baM bea-Ing
can be checl<ed kif _
by
listening to It when spun. Apply a film of '9h1~ I to the bearing WId hold It dose to the ear - hold the outer race with one hand and spin the Inner
6 .1
Prise out oil sea ls with a large flat-bladed screwctrtv.r
• New SoNI, are usually installed with tt.' mar1led lace (containing the seal refManee code) outwards Iltld the spring side towards the fluid being retained. In certajn cases. such as a two-stroke eng ine cranksha!t seal, a double lipped II-IJaI may t,. uMd due to there baing fluid 01/ gas on each IIkIe of the joint
Tools and Workshop Tips • U$fI' bearing drl¥er Of !lOCket whicll bears only on the out ... hard IId!;Ie 01 the seal instal ~ in the casing • tapping on the inner edge will damage the sealing lip.
I<)
Oil seal types and markings • Oil seal, are usually of the single-lipped type. DouIJl&.IIP9&(! seals are found whefe a liquid or ~s Is on both sides of the joint. • Oil $&91s can h&r(Ien and lose Itleir sealing abil ity If the motorcycle has been In storage for a long perlod - renewal is the only soIuHon. • 011 seal manufacture~ also conform to
the ISO marking. lor seal size· these are moulded Into the outer lace of the seal (see illustration 11.21.
Ha'
6.2 Th6. . oil marldngs indicate Inside dl.....' ..., outside diameter and seal thickness
~ted
In Its surface before applying
tldditicxllJl-sanr.
•
WI-..n choosing a s.&aIant, make sure it is
suItable lor the application. pesticularly If being applied In a high-I~t... area or In the vicinity 01 fuel. Certain manulacturefS ~ $Nlantt In .. ther clear, silver or bI8ck coIouf$ to matc/"lthe finish of !he engine. this has e particular application on motorcycln where much of the engine Is exposed. • Do not over-apply sealant. That which Is squee~ed Gl.Jt on the outside 01 the joint can be wiped 011. whereas an excess of sealanl 01"1 the illSl
B reaking a sealed joint • AgtI, heal, pressure and the UM 01 hard setting sealant can cause two componentt to stick together so tighItf IIlaI they are diffI(:dt to separate using ~ ~e alone. 00 not I"8!KII"I to usi'lg levers unless 1her8 is a pry point prOYIded for this purpose (see ~ Iustmion 7.1) or else Iht gaskellIU1aces W;II be dMIIqId. • Use • 5OtHecOO hammer (see lIIu.· tnlUon 7.21 or a wood bIoci( and conventional hammer to strike the component near the mating Mace. Avoid hammering against cast extremiUes since they may b reak off. II th is method lails. try using a wood wedge between the two components.
Types o f gasket and seala n t • Gaskets are oned to seal the mating surfaces ~ components and keep
Iubriealts. IUds. vaa.un 01 jlIlISW'9 contained within the assembly. A1l.llninium gaskets are $OITIfItimes found 81 the cylinder ioints, but most gaskets are paper-based. tithe mating surfaces o f the components belng joined are undamaged the gasket can be installed dry. although a dab of Malant or grease will be usefIJ to noId It i'l pI.oe o..mg assembly. • RTV {Room Temperature Vulcanisingj silicone I\Ibber seaIeI1ta CUfe when exposed to moisture In the etrnosphere. These sealants are good at Yng pits or neguIw gaskellaces. but wiI tend to be k)r(:ed out of the joint under v.-y high torque. They can be used to replace II paper ga$llet, but liBt make sure thaI the width of the paper gasket 1$ not essential to tile shimming o f internal componenls. RTV sealants sNluld 1101 be um on components containing petrol (gasoline). • Non-hardening, semi-hardening and hard setting liquid gasket compounds can be used with a gasket or between a metal-Io-metal joint. Selecl the sealant to suit the application: universal non-hardening sealanl can be used on virtually all joints: seml-hard8nlng 01"1 joIfll laces which life rough or damaged; hard se«ing sealant on joints which require a permanent bood end are subjected to high temperet ... end pr8IISt.If8. Nole' ChecJc Iht if the ~r peakel hu e bead of sealeflt
REF'17
Rem ova/o( old gaslre t a nd seafan t Paper gaskets wiI most Ukely come away complete. I88vIng only a few traces Itudl on
•
Mosl components have one or two hoifow locating dowels belween Ille two "askel faces. If a dowel ~nnot be remo~8d, do not resort 10 "rlppln" II willi pll.... • It will almost carta/Illy be dislortltd. Inslal/ a close-fittln" ~ket or Phillip' . crewdriver into Iha dowal and tllen "rip Ihe oul.,. 8dfJe of Ihe tJoweI to free It. the sealing laces of the components. It Is Imperative that all traces are removed to ensure correct sealing of the new gasket. • Very carefully scrape all traces of gasket eway making sure that the sealing sur/aces life 1101 gouged or scored by the scraper (see IIlutiratlons 7.3, 7.4 and 7.S) . Stubborn deposits can be removed by spraying w~h an aerosol oasket remove<. Final preparallon of
REF" S
Tools and Workshop Tips
the gasket sur1ace can be made with very tine abrasive paper or a plastic kitchen scourer {see illustrations 7.6 and • Old sealant can be s<:raped or pooled off compor>ents, depending on the type originally
7.n.
used. Nole thai gasket removal compounds are available \0 avo id scraping the components clean: make sure the gas ket remover suits the type of sealant used.
8 Cl>aino
Breaking and joining
final drive chains • Orive chains for al l but small bi kes are cO!1tlnuOllS and do 001 have a clip-type connacting link. Thl! chain must be broken using a chain breaker 1001 and the new chain securely riveted together using a new soft rivel-type link. Never use a c lip-type connecting link instead of a riveHype link . except in an emergency. Va ri ous chain breaking and riveting tools are available, either as separate tools or combinoo as illustrated in the accompanying photographs ~ read the Onstrucbons supplied with the tool carefully Warning: The nMld to rivllt the nllw /jn/{ pins correctly cannot be oven;tressoo - loss of control of the motorcycle Is very /ill.ely to result If the chain brea/l.s in use.
A , •
• Rotate the ct1ain and look for the soft link. The soft link pins look li ke they have boon
deeply ceotre-punched instead 01 peeoed over like all the otllef pins (see illustration 8.9) and ~s sklepate may be a dit!erent colour. PosJtion the solt link midway belween the sprockets and assemble lhe ct1ain breaker tool over one of the soft link pins (see Illustration 9 .1 ). Operate the tool to push the pin out through the cha in (see illustration 8.2). On an O-ring cha in. remOve th e O-rings (see illustration 8.3). Carry out the same procedure on Ihe oIllef sofllink pin
chain. irlstall a new O-ring over each pin of the tink and inseflthe link through the two chain ends (see illustration 8.4) . Install a new O-ring Over the end of each pin. followed by the side plate (with the chain manufacturer's marking facing outwards) (see illu strations 8.S and 8.8). On an unsealed ct1ain, insert the link through the two chain ends. then Inslall the sldeptate with the chain manufacturer's marking facing outwards. • Note that it may not be possible to instal l the sideplate using finger pressure atone. If using a jo ini ng 1001. assemble it so that the pi ales of the tool clamp the link and press the sidaplate over the pins (see illustration 8.7). OthfffWise. use two small sockets placed over
Caullon: Certain salt IInll. pins (particularly on the larger chain,,) may require thftir ends to be filed or ground off before they can be pressed out uSing Ihe tool. • Check that you have the cOfTeet SOle and strength (standard or heavy duly) new soft link - do not reuse the old lin k. look for the sOz.e marking on the cha in sideplates (see illustration 8.10). • Position the cha in aods so that Ihey are engaged over the rear sprocket. On an O·ring
8.7 Push the sldeplate Into position USing a clamp
Tools and Workshop Tips
REF- 19
and held with straight~ seIf-kJcking grips (see iIlus/TII/1on 9,3,1. d) Thick C8fTJ NCh 5kia oIlhe hose held between strait}tll·~wed self-locking grips
(s" mus/'II/Ion 9.4).
Sizes convnencing with a 4 (eg 42B) have a pitch 01 1/2 Inch (12.7 mm) Sizes commencing with a 5 (eg 520) have a p"ch 01 518 Inch (15.9 mm) Sizes commencing with a 6 leg 630) have a pitch 0I114 Inch (19.1 mm) The second and thIrd digits 01 the chain size relate to lhe widtIl 01 the r(lIo.Q, 8(I'IIn In imperial urits, eg the 525 shown has 5i161nch (7.94 mm) rollers lsee Illustration e. 11).
the rivet ends and two pieces 01 the wood between s G·clamp. Operate the clamp to press the sldeplate 0WIf the pins. • Assemble Ihe joining tool over one pin (following t"- maker's instructions) and ligh ten the 1001 down to ilPI"Hd the pin end securely Is.. illustrations 8.8 and 8.8). Do the same on the other pin. Warnln,,: Check thet the pin , emh are secure and that /hare • I, no danger of the , Ideplate coming loose. If the pin Md. are crecked the soft link must b
A
-.
8.10 Typical Chain size and type marldng
self.lockl"ll grips .
0'
Clamping to prevont flow • SmaI·bore flexible hoses can be clamped
now whilst a component Is WOI1<.ed on. ~ method is used. IIr"IIUr8 thaI the hose mat erial is not permanently distorted or damaged by the clamp II) A broke ho5ft clamp IIvailable from aulO 8CCeSSOIY $IIOp$ (see /IIuslnJ/ion 9.1). b) A wingnut type hose clamp (see
10 prevetll nuid
iIlus/TII/1on 9.2J.
Finsl drive chain sizing e Chains antsized using a three digit number. Ioitowed by a suflix to deoote the chain type (s.. illustration 8.10). Chain type Is either standard Q( heavy duty {IIjcker sidepIaIes), IW1d also I.n8IIIecI Q( O-ringIX-riog type. e The fhl digh 01 the rurber relates 10 the pitch 01 the chain, Ie the distance Irom the centre 01 one pin to the cenlfe of the next pin (see iIIus trstion B. ttl . Pitch is expressed In eighltls 01 an Inch, as loIlows:
• •. two socket. and a pair
9.1 Hoses can be clamped with an a....omotive brake hose clamp •••
9.2 . .. a wlngnut type hose clamp .
9.4 ... or thick card and self·locking gnp.
Freeing and fitting hoses • Always make $..,re the hose clamp Is moved well clear 01 the hose end. Grip t~ hose with your hel"ld and rotate it whOst pulling il off the union. 1/ the hQS8 has hardened due 10 age and wiI not move. sit ~ with a sharp knil e and peel its ends off t~ uruon (see illustration 9.51. e Resist the temptation to use grease or soap on the unions to aid Installation; a1t~ It helps the hose slip over the union It will equally aid the escape of fluid from the joWl!. ~ is prelerable to soften the hose ends In hot water and wet the inside s..-face 01 the hose ~ water or a fluid .....nk:h willl!lYaporate.
REF'20
Conversion Factors
Length (distance) Inches Qn} Feet(tt) MiH3S
x25 .4 x 0.305 )(1.609
.. M il ilmetres (mm)
" Melres(m) "
Kilometres (km)
x 0,0394 = InchesQn) II 3261 Feet (ft) x 0.621 Miles
Volume (capacity) Cubic loches (eu in: In'! Imperial pints (Imp pi) Imperial quarts (Imp qt) Imperial quarts (Imp QI) US quarts (US qt) Imperial gal lons (Imp gaQ Imperial gal loos (Imp gaij
US gallons (US gaQ
x 16.387 . Cubic centimetres (cc: em'!
x 0.061
x 0.568 _ Utres (I) X 1.137 _ Utres (I) x 1.201 _ US quarts (US qt) x 0.946 • Utres (I)
x 1.76 x 0.88
Cubic inches (eu in: in') Imperial pints (Imp pi)
Imperial quarts Qmp qt)
x 0.833
Imperial quans Qmp qt)
II 4.546 • Utres(J) X 1.201 • US galions (US gaQ x 3.785 • litres(l)
II 1.057 II 0.22 x 0.833 x 0.264
US quarts (US qt) Impe
x 26.35 • Grams (g) x 0.454 • KHograms (kg)
x 0,035 x 2.205
x 0.278 • Newtons (N) x 4.448 .. Newtons (N) ~ Kilograms·loree (kg/: kg) x 0.1
x 3.6
x 0.070 .. Kilograms-forea par square
x 14.223 .. Pounds-foree par square inch
Imperial gallons {Imp gaij US gallons (US gal)
Mass (weight) Ounces (02) Pounds (lb)
OUrlCes{OZ)
POlindsOb)
Force Ounces-force (ozf; Ol) Pounds-force Obf: Ib) Newtons(N)
~
Ounces-foree (ozf; Ol) Pounds-force Obf: Ib) Newtons (N)
0.225
x 9.81
Pressure Pounds-force par squara inch (psi:lbfftn':lbron') Pounds-Ioree per square Inch (psi: Ibfftn'; Iblin') Pounds-force per square Inch (psi: IWin': Iblin') Pounds-force per square inch (PSi; Ibflin'; Iblin') Kilopascals (kPa) Mi lli bar (mbat) M il libar (mba!") M illibar (mbar) Millibar (mbar) Millimetres of mercury (mmHg) Inches 01 water QnH.O)
centimetre (kgl/em': kgfcm')
x 0.068 .. Atmospheres (atm)
x 0.069
· "'"
x 6.895 .. KiJopascals (kPa) .. K ilograms-force per square centimotre (kgVcm': kg/em,) ",00 .. Pascals (Pa) x 0,0145 .. Poonds-force per square Inch (psi; Ibflin': Iblln') x 0 ,75 .. Millimetres of mercury (mmHg) x 0.401 .. Inches 01 water QnH 2O} x 0.01
x 0.535 .. Inches of water QnH 2O} x 0.036 .. Pounds-force per SQuare Inch
(pSi; Ibllin'; Ibron')
x 14.696 .. Pounds-force par square inch (psi: Ibllln'; Ibron') Pounds-Iorce per square inch (psi; Ibllin': Ibron') Pounds-force per square Inch (psi: Iblflll' : Iblln') Kilopascals (kPa)
x 14.5 x 0.145 x 98. 1
x 0.01 x 68.947 x 1.333 x 2.491
=
Millibar {mbar} Millibar (mbar')
x 1.868
Millibar (mbar) Millibar (mba!") Millimetres 01 mercury (mmHg)
x 27.68
Inches of water QnHp)
x 0.868
Pounds-foree inches (Iblin; Ibin) Poonds-force Inches (Iblin; Ibin) Poonds-force Inches Obi in: Ib in) Poonds-foree leet Obf II; Ib II)
(psi: IbUin': Ibfln')
Torque (moment of force) Pounds-force inches ~bl in: Ib in) Pounds-force lnct1es ~bl in: Ibin) Pounds-force inches Obfin; Ibin) Pounds-force feet (Ibf II: Ib II) Pounds-force feet (Ibf II: Ib II) Newton metres (Nm)
x 1.152 .. Kilograms-force centimetre
x 0. 11 3
(kgl em: kg em) .. Newton metres (Nm)
x 0,083 .. Poonds-force feet Obf II: Ib II)
x 0.138
.. Kilograms-force metres (kgfm: kg m) x 1.356 .. Newton metres (Nm) x 0.102 .. Kilograms-foree metres (kgf m: kg m)
x 8.65
"" x
7233
x 0.738 x 9 ,804
Poonds-force leel Obf II: Ib II) Newton metres (Nm)
Power Horsepower (hp)
x 745,7 .. Watts('Nj
x 0.0013 .. Horsepower (hpj
Velocity (speed) Miles per hou r (mileslhr: mph)
x 1.609 .. Kilometres per hour (ImVhr, kpll) x 0.621
Miles per hour (milesJtlr, mpll)
Fuel consumption* Miles par gallon (mpg)
x 0.354 .. Kilometres per litre (kmII)
x 2.825
Miles par gallon (mpg)
Temperature Degrees Fahrenhei! .. ("C x 1.8) + 32
Degrees celsius (Degrees Centigrade; "C) .. ("F - 32) x 0.56
- It js wmmon pracrice to convert from miles parga/Ion (mpg) /0 lilles/IOO /(ilometres
~1I00km).
where mpg" 11100 /un .. 282
Motorcycle Chemicals and Lubricants A number of chemicals and lubricants are available for use in motorcycle maintenance and repair. They include a wide variety of products ranging from cleaning solvents and degreasers to lubricants and protective sprays for rubber, plastic and vinyl. • Contact point/spark plug cleaner is a solvent used to clean oily film and dirt from points. grime from electrical connectors and oil deposits from spark plugs. II is oil free and leaves no residue. It can also be used to remove gum and varnish from carburettor jets and other orifices.
• Carburettor cleaner is similar to contact point/spark plug cleaner but it usually has a stronger solvent and may leave a slight oily reside. It is nol recommended for cleaning electrical components or connections. • Brake system cleaner is used to remove grease or brake Iluid from brake system components (where clean surfaces are absolutely necessary and petroleum·based sotvents cannot be used); it also leaves no residue. • Silicone-based lubricants are used to protect rubber parts such as hoses and grommets, and are used as lubricants lor hinges and locks. • Multi-purpose grease is an all purpose lubricant used wherever grease is more practical than a liquid lubricant such as oil. Some muNi-purpose grease is coloured white and specialty formulated to be more resistant to water than ordinary grease. • Gear oil (sometimes called gear lube) is a specially designed oil used in transmi ssions and final drive units, as well as oth er areas where high friction, high temperature lubrication is required. It is available In a number of viscosities (weights) for various applications. • Motor oil, of course, is the lubricant specially formulated for use in the engine. It normally contains a wide
variety of additives to prevent corrosion and reduce foaming and wear. Motor oil comes in various weights (viscosity ratings) of from 5 to 80. The recommended weight of the oil depends on the seasonal temperature and the demands on the engine. Light oil is used in cold climates and under light load condi tions; heavy 011 is used in hot climates and where high loads are encountered. Multi-viscosity oils are designed to have characteristics of both light and heavy oils and are available in a number of weights from 5W-20 to 2OW-
50. • Petrol additives perform several functions, depending on their chemical makeup. They usually contain solvents that help dissolve gum and varnish that build up on carbureltor and inlet parts. They also serve to break down carbon deposits that form on the Inside surfaces of the combustion chambers. Some additives contain upper cylinder lubricants for valves and piston rings. • Brake and clutch fluid is a specially formulated hydraulic fluid that can withstand the heat and pressure encountered in brake/clutch systems . Care must be taken that this fluid does not come in contact with painted surfaces or plastics. An opened container should always be resealed to prevent contamination by water or dirt. • Chain lubricants are formulated especially lor use on motorcycle final drive chains. A good chain lube should adhere well and have good penetrating qualities to be effective as a lubricant inside the chain and on the side plates, pins and rollers. Most chain lubes are either the foaming type or quick drying type and are usually marketed as sprays. Take care to use a lubricant marked as being suitable for O-ring chains. • Oegreasers are heavy duty solvents used to remove grease and grime that may accumulate on engine and frame components. They can be sprayed or
REF' 21
brushed on and, depending on the type, are rinsed with either water or solvent. • Solvents are used alone or in combination with degreasers to clean parts and assemblies during repair and overhaul. The home mechanic should use only solvents that are non-flammable and that do not produce irritatin g lumes. • Gasket sealing compounds may be used in conjunction with gaskets, to Improve their sealing capabilities, or alone, to seal metal-to-metal joints . Many gasket sealers can withstand extreme heat , some are impervious to petrol and lubricants, while others are capable of filling and sealing large cavities. Depending on the intended use, gasket sealers either dry hard or stay relatively soft and pliable. They are usually applied by hand, with a brush, or are sprayed on the gasket sealing surfaces. • Thread locking compound is an adhesive locking compound that prevents threaded fasteners from loosening because of vibration. It is available in a variety of types for different applications. • Moisture dispersants are usually sprays that can be used to dry out electrical components such as the fuse block and wiring connectors. Some types can also be used as treatment for rubber and as a lubricant for hinges, cables and locks. • Waxe s and polishes are used to help protect painted and plated surfaces from the weather. Different types of paint may require the use of different types of wax polish. Some polishes utilise a chemical or abrasive cleaner to help remove the top layer of oxidised (dull) paint on older vehicles. In recent years, many non-wax polishes (that contain a wide variety of chemicals such as polymers and silicones) have been introduced. These noo-wax polishes are usually easier to apply and last longer than conventional waxes and polishes.
REF' 22
MOT Test Checks
About the MOT Test In the UK, all vehicles more than Itl.ee years old are subject to an annual test to 8Il$U.a that they mHt minimum safety requiremen ts. A current test cert~icate must be issued before can be used on poI)Ii<: .0.0., and is reqUred befen a road lund licence I * l be Issued. Riding witho!.rt • Wf'Jef11 test certilk:ate ...... IIfIIo invalidate your For IT'OOtI OWl*'&, the MOT test Is an annual C311H for anJtiety, and tllis Is largely due to owners nol being sure what nMd. to be checked prior to submlnlng the motorcycle for testing. Tile simple answer II that a fully roadwortny motorcycle wiH have no difficulty in passing the test. ThIll III • guide to getting your moloreyele thrtIo.Igh Ihe MOT test. otMous/y ~ will no! be ponlble to examine the motorcycle to the same ."ndard as the prOfessional MOT
• rT\IIChkle
n...nne..
Electrical System
'" With the ignition on. check the opereHon of the following electrical components. Not.: ThIt eleetrlc.l compomm~ on CfH'Ieln smellcltpllclry mllCh/nfls are powered by the """"'"'lOt", ffoqU/rlng that the engine 1& run for
...
-.
..-.-
... HIIfd/gIIt and taillight. Checllllwt bolt! oIIUtOOBte h the low and high ' - "
bJ PosItion lights. Check that the hwll poYIion (or 5itJeIi{Jh1j and tllillight illuminate In rth swlrch position. cj Tum $lgna". Check that 1111 fIIlJII al the ocxrect IlIte. and IhBt the waming 1I{Jhf(s) fullclion correctty. CfIed( that tile rum sIgr-..J switch WOtfG correctty. cfJ HfIntd ~ system fwhere fitled}. Check that" four tum s/prlIIIs flash h rth
tester. particularly In view of the equipment required for some of the checks. However. WOI'klng through the following procedures will enable you to Identify any problem are.. before submitting the motorcycle lor the tesl. It I1a$ only been possitlIfI to $I..IfTIITIi1r\ the test requirement. hefe, based on the reguIaI~ In foroe at the time 01 prtntlng. Test standards _ becoming increasingly all1ngenl. a/Ihough !here _ IIOfTlII exemptions lor (lida>
Certain exception. apply to mach),.,.. under 50 cc. machines wlthOl.lt a lighting system. and ClassIc bikes - ~ In doubt abou1 any 01 the requl'ements listed below seek contl'matlao I.om an MOT taster pr;or to subr'rlitmg !he motoreycla for the test. Cheek that the Irame number is clNrI)t
visible.
vehicles. More InIoImaIlon about the MOT test can be obtained from the T50 publication., How Safe /s your Motorcycllt and ThIt MOT InspactkJn MItnuIIIJ for Motorcycle TIt$/ing' Many 01 the checke require that one of the whltltl" Is raised oft the g'oond. If the motorcycle doesn't have a centre stand. note that an auxiliary starld will be •.,qui,lld. Additionally, the help 01 en essistant may
............
---
'" The MOT tester will perform a headlight beam height cheek using specialised beam sening equipment lie. Illustration i ). ni, equipment will not be available to the home meehanlc. but II yoo suspect thl t the headlight Is InI:orreetty Ht or may have been maladjusted In the past. you can perform I rough tas! as IoIows. '" Position the bike In a straight line IIIdng I brick wall. The bike must be of! Its sland, upright and with a rider seated. M6asure the height I.om the g.oorld to the centre altha headlight and mark a horizaotal line on the wall al this height. Positlao the molo.cycle 3.8 metres from the wall arid draw a vertical
Headlitlht beam height checking
.........-
line up the wall cantrlli to the centreline 01 the motorcycle. SWitch to dipped beam .00 check that th a beam pattarn lalls sl ighlly lower than lhe IIorlzontalllne and 10 the left 01 !he vertical line (sea Mlult..tlon 21 .
switch posJtiot1. e) Brake stop Ngh/. Chedt. that the /IghI comes on when !he front and __ Miles are Independently applied. Models fil3t used on Ofaft$r 1st /VXiI1986 must have a brIIka light switch on each bnIIIe. f) Hom. Check that the $OUIIC1 b continuous end of reesonabIe I'OItIme.
'" Chec:II that !here is a red refleetor on the rear 01 the machine. either mounted Nf*'.t-'Y or as part of the Uai light lens. '" Check the cond~1on of the headlight, ta~ »gilt and tum $lgnaI1ensM.
Home worklhop beem atlgnment check
MOT Test Checks
AEF. 23
Exhaust System and Final Drive "" Note thai the exhaust dec ibel level
Exhaust
("loudness" of the exhaust) is assessed at the d iscretion of the tester. If the motorcyck! was
.... Check that the exhaust mo un tings are secure and that the system does not foul any of !he rear suspen$i<)n components. .... Start the motorcycle. When the revs are increased, check that the exhaust ;s neithsr holed nor leaking from My of jts joints. On a linked system, check that the coIlectOf box is
first used on or afler 1s1 January 1985 the silencer must carry 1h<J eSAU 193 stamp. Of a marking relating to its make and model, or be of OE (original equipment) manufactu re. If the silencer Is marked NOT FOR ROAD USE. RACING USE ONLY or simi lar. it will fai l the
Me<
not leaking due to corrosion.
Final drive
II' On chain or belt drive machines, check thai the chain/belt is in good coodition and does not have excessive slack. Also check that the sprocket is securely mounted on the rear wheel hub. Check that the chain/belt guard is in place. "" On shaft drive Dikes, check for oil leaking from t~ drive unit and fouling the rear lyre.
Steering and Suspension t~ weight of t~ machine on the lower bear'ng (see Nlustratlon 3). "" Grasp the fork sliders (lower lags) and att empt to push and pull on the forks (see
lock check with
Steering
"" With the front wheel raised off tna ground. rotale tha st88fing Irom lock to lOCk. The hand lebar or sw itches must not contact the ~ tank or be CklSfl enough to trap the rider's hand. Problems can be caused by damaged lock stops on t~ lower yoke and Irame, or by tha litting 01 non-standard handlebars "" W~n pe!1onning the lock to lock Check. also ensura that I~ stooring moves freely without drag or notcllir.ess. Steering movement can be impaired by poorty routed cables, or by overtight head bearings or worn bearings. The taster will perlonn a check of the steering head bearing lower race by mounting the Iront wheel on a SlJrface plate, then perfonning a lock to
illustration 4) . Any play In the steering head bearings will be felt. Note that in extreme cases, wear 01 the front fork bushes can be misinterpreted for head bearing play. "" Check that the handlebars are securely mounted. "" Check that the handlebar grip rubbers are secure. They should by bonded to the bar left end and to the thrott le cable pu lley On the right end
Front suspension
Front ~I mounted on a surface plate for steering head bearing lower race check
Checking the steenng head bearings lor lreeplay
"" With the motorcycle 011 the stand. hold the front brake on and pump the front forks up and down (see Illustration 5) . Check that they are adequately damped.
Hold the lront brnke on and pump the front Iorlls up and down to check operation
REF· 24
MOT Test Checks
Inspect the area around the Iori< dust seat for oil
Bounce the rear 01 the motorcycle to check rear
leakage (arrow)
s uspension operation
~). On models SO equipped , chock thallhere is no 0;1 leaking from the anti-div8 units. '" On models w ith sw ingarm Ironl suspension, check that there ;s no freeplay in the linkage when moved from side to side
Rear suspension
Checking lot rear suspension
linka~
pl.ay
tI Inspect the araa above and around the front 1011< oil seals (see Iftustratlon 6) . There should be no sign of oil on the lork tube (stanchk>n) 1'\01" Ieaklng down the slider Qower
tI With the motorcycle off the stand and an assistant supporting th e motorcycle by its haTldIebars. bounce the rear suspension ( _ Illustration 7) . Chec k that the suspension components do not foul on any of the cycle parts and check that the shock absorber(s) provide adequate damping. ., Visual ly inspect the shock absor'tler\s) and
Wom suspension li nkage pivots (arrows) are usually the cause of play in the rear suspension
check that there is no s;gn 01 oil leakage from ilS damper. This is somewhat restrictoo on certain single shock models due to the Iocalioo of lhe shock absorbef. .... With th e rear wheel raised all the grour>d, grasp the wheel al the highest point arid anempt to pull it up (see illustration 8) . Any play In the swingarm pivot Of suspension linkage bearings will be felt as movement. Note: Do not confU$l1 play with acfu~1 $uspllnsion movement. Failure to lubricate
suspension linkage bearings can lead to bearing failure (see illustration 9). .... With the rea. wh~ raised off the groul'ld, grasp the swingarm (lnds and all(lmpt to mo~e the swingarm from side to side and forwards al'ld backwards - any play iTldicates wear of the swingarm pi~ot bearings Is" Illustration 10).
Grasp the swlngann altho ends 10 check for play In its pivot bearings
MOT Test Checks
Brak. pad _ ..an utually be viewed wtthout removing the ... ~per. Mo.! pads have wear indicator grooves ( I ) and _ also hava Indicator tangs (2)
REF- 2S
On drum boIk", cheek the MII_ of the opeming ....... with the bf'alle fully applied. Most drum brIok. . have a wear indicator poInt..- and _Ie.
Brakes, Wheels and Tyres Brakes
... With the wheel raised off thE! ground , apply the brake then free ~ off, and ched< thaI the wheel Is about to .evoIve freely without brake drag. "" On disc brakes. e~amine Ih" disc.: itself. Check lnat it Is securely mounted and not
=""'.
... On disc brakes. view the pad material through tile caliper mouth and check that the pads are JlOt worn down beyOnd the limit (see illustration 11). t! On drum brall.", Check that when Ihe brake Is applied the ang le between the operatlflg lever end cable Of rod is not too great (sea illustration 12). Check also thaI the operating leyel' doesn't 101.11 any 01h8.
•.
"""""""' .... On disc boike', examine the "exibl.
hoses from top to bottom. Have an assistant hold the brake on so thai the nuid in the hose Is under pressure, and check thaI there is no sign of nuld leakage, bulges or cracking, II there are any metal brake pipes or unions, check \NIt these are Iree lrom corrosion and damage. Where a brake-linked anti-diYil $y$!film Is fittld, chec:k the hoses to the anti-
lever/pedal I~ (bleed 01 air il ~s spongy) and pad material. For drum brakes, che-ck adjustmenl. cable or rod operation and shoe ~ning thickness.
dive .... sin'WIar manner. 0/ Ch«:k that the rear brake torque arm Is secure and that Its lasteners are secured by seII-1oeking nuts Of CIIIl.ellated nuts with spI~ pins or R-pIns lsee ~Iustnotlon 13). 0/ On models with ASS. check that the seIfcheck warning light in the instrument panel
"""". 0/ The
MOT tester will perlorm a test 01 the motoreyele', brak ing elliciency based on a calcu lation 01 rider and motorcycle weight . AJthollgl1 th~ cannot be carried out at home, you ean at I~st ensure that the braking systems are propeo1y maintained. For l1yd,autic disc: brskes. ch«:k the fluid IeYeI.
0/ Check the wheel condition. Casl wheels should "-1Jee /rom crncks and if 01 the built· up design. aU fasl 8l>&f"S should be secure. Spoked wheels should be che-ckad lor broken. COffOded. loose or benl spokes. 0/ W~h the wtleel raised off the ground, spin lhe wheel and visually check lhallhe tyre and wtle&l run true. Cheek that the tyr' does not foullhe suspension or mudguards. '" With the wheel raised 011 the ground. grasp the wheel and attempt to move It about tile axl, (spindle) (see illus trat ion 14). Any play felt here Indicates wheel bearing falkn.
REF' 26
MOT Test Checks
..... If the lyre sidewall carries a direction of rotation arrow, this must be pointing In the direction 01 normal wheel rotation (see illustration 18). ..... Check that the wheel axle (spindle) nuts (where applicable) are properly secured. A self-locking nul Of castellated nut with a splitpin or A-pin can be used (see Illustration 17).
Castellated type wheel axle (spindle) nut must be secured by. spilt pin or R-pln
Two straightedges are used to check wheel alignment
"" Check the lyre tread depth , Iread condition and sidewall condition (,•• illustration 15). 0/ Check the lyre type. Front and rear lyre
types must be compatible and be suitable fOf road usa. Tyres marked NOT FOR ROAD USE, COMPETITION USE ONLY or similar, will fail the MOT.
"" Wheel alignmen t is checked with the motorcycle off the stand and a rider seated. With the front wheel pointing straight ahead, two perfectly straight lengths 01 metal Of wood and placed against the sidewalls of both lyres (see iffustration 18). The gap each side of Iha fTont tyre must be equidistant on both sides. Incorrect wheel alignment may be due to a cocked rear v.tteeI (often as the result of poor chain adjustment) or In extreme cases. a bent
""~.
General checks and condition Y Check the security of all major fasteners, body panels, seat, fairings (where fitted) and mudguards.
0/ Check that the rider and pillion footrests, handlebar levers and brake pedal are securely mounted.
0/ Check for corrosion on the frame or any load-bearing components. If seVefe, this may affect the structure, partiCularly under stress.
swivel joints, plus specific wheel alignment (toe-in) requirements. Additionally, tyre and lighting requirements differ from conventional
motorcycle use. Owners are advised 10 check MOT test requirements wi th an official test centre.
Sidecars A motorcycle fitted with e sidecar requires additional checks relating to the stability of the machine and security of attachment and
Storage
REF- 2?
Preparing for storage Before you start If rapaira Of an overhaul I, 1'IMded. see that this" eamed 0lIl now ralller than lett until you want to ride the bike ~. Givto the bike a good wash ..-ld scrub aU din from Its underside. Make sura the bike dries compietely before preparlr.g lor storage.
remove tha spark plugs and fit them back In tllelr caps; ensure thel the plugs ara earthed (grounded) against the cylinder head ...men the
. tarter is operated
I_
illustnltion
31.
""liming: n Is Irnporlanl lh. , IIwt plugs .,. Nlthed (fIT04Jndfi/) ",w ay from the !lparlr plug /'IoIe!$ othMWIH the", Is • risk of a tom/sH fUfll from the
Engine
cyllndetw If}nlllng
Rerno\te the spar1I plug(1) and lubricate the eyIind« bores with approxlmelely a teaspoon 0 1 motor oil using 8 spool -type oil can ( _ iII ul t ra lion II . Reinstall the spark plug(a). •
Crank Ihe engine over a couple of limes to COlli the piston ring$ and bores with 011. If the bike has a klckstan, use this to tum the engine
over. II not, flick tha kill switch to tha OFF position and crank Ihe eng ln. over on tha starter 1_ Hlustnotion 2). 11 the ""tIn! an the Ignition system prevents the stan. operating with the kill switch In the Off position,
• D
Squirt a drop 0 1 mol or oil into t ach cylinder
and ensure that the metal bodies 01 the plugs (alTowl ) • • a eartt>.d aga ln' t the cylll'Idar head
II the bike is going into K>ng'!enn storage, consider addlog 8 fuel stabiliser to the fuel in the tank. II th' tank i, drain-.:! completely. corrosion of lis Internal surfaces may occur if left unproteo::ted lor a long period. The tank can be treated with a NIt preventatiYe especially lor this ptJrpose . Alternatively. fIIfTlOV9 the tank and pour ha~ a litre 01 motor 011 Into It. Inllall the fill er cap and shake the tank to coat its internals with oil before draining 011 the excess. The same effect can also be achieved by spraying W()40 or a similar water.-dispersant around the Inside of the tank YIa Its llexibla nozzle. • Make ISUfiI the cooling . ystem contains the correct mix of antifreaza. Antiffea~e also contains Important corrosion Inhibitors. •
• The ... Intakes and exhaust can be sealed 011 by coverlog or plugging the openings. Ensure that you do not Mal in any condensation; run the engine until II Is hoi,
flick tnt kill switch to OFF .••
Connect a hOM to the cafbu. ettor noat chambel" drain stub (arrow) and unac:rew the drain scraw
AEF· 28
Storage
Check the electrolyte level and lop up if necessary (co,wenUonal refillable ban",,").
•
Clean the terminals. • Store the batltry off the motorcycle and away from any .o,m;" 01 fi r•. Position a wooden ~ock under the battery if It I. \0 all on
the ground.
Cycle components
Give the battery a trickle charge for a lew hour$ every month 1_ Illustration 7).
• Apply a WIllC protectant to au painted and plastic components. Wipe oft wry eltCA:OS$. I:o..n: don't polish to a shine. "Where lined. clean \he SCf&fI(I with toap and wat.,... • Coat melal pMs with Vaseline (petroleum jelly). When applying this to the lork t"bes. do not compress the forks otherwise the seals will rot from contact with the Vaseline. • Apply a vinyl cIea.- to \he sea\.
•
lYres • Place the bike on It. c&nlresland or an au xiliary stand which will support the motorcycle In an upright pos ition. POlltlon
wood blocks under the lyres to keep them off
_to
Use 8 suitable batt&fY charger • this kit as.ses.5 battery condition
then switch off and allow to cool. Tape a piece of th,ck plasllc over the silencer end(s) II lu lI.atlon 5). Note thaI soma advocate pouring: a tablespoon of motor oil into the sllencerj.) belore seahng them off.
,a"
Battery
the ground and to provide insulatloo from damp. If the bike " being put into long-term Itorage. ideally both lyres should be off the ground; nol only wi" this protect the lyres, but will also ensure that no load is placed on the steering head or wheel bearings. • Deflate each lyre by 5 10 10 psi.!lO more or lhe beads may "rlSfI8t from the rlm, making subseq"ent InnaUon diffICult on t"beleSll
"....
•
Remove ~ from the bike • In 8~tr_ easel of coid the battery may IfeeZlt and crack Ita
Pivots and controls
ease (lee Illustration 6) .
•
lubricate all leve<. pedal. stand and
Getting back on the road Engine and transmission • Ch~ the oB and repace the 001 filler. l! this was done prior to storage. check that the oit hasn', emulsified - • thick whitish s"bstance which occ"rs throogh condensation. • Remove the spark plugs. Using a spouttype 011 can. SQUirt a few drops of oil into the cyt'nderis). This will provide Initial lubrication as the piston rings and bores comes back Into contac\' Service the spark plugs, or tit new ones, and Install them In the engine.
lootrest pivot points. II grease nipples ara litted to !he rear s"spenslon components. apply lubricant to the pivots. • lubricate aH control cables.
• Check that the cl"tch isn't stuck on. The plates can stick tog-ether if left standing for some time. preventing cl"tch operation. Engage a gear and try rocking the bike back and forth with the clutch leYer held against the handlebar. II this doesn't work on cableoperated clutches. hold the clutch lever back against the handlebar with a strong elastic band or cable lie lor a couple 01 hours ,see 111"stration 8) . • If the air Intakes or silencer end(s) were blocked off. remova the bung or cover used. • If tha I"al lank was coated with a rust
Storage conditions • Aim to store the b
Storage preventative, oil or a stabiliser added to the fuel, drain and flush the tank and dispose of the fuel sensibly. If no action was taken with the fuel lank prior to storage, it is advised that the old fuel is disposed of since it will go off over a period of time. Refill the fuel tank with fresh fuel.
Frame and running gear • Oil all pivot points and cables. • Check the lyre pressures. They will definitely need inflating jf pressures were reduced for storage. • Lubricate the final drive chain (where applicable). • Remove any protective coating applied to Ihe fork tubes (stanchions) since this may well destroy the fork seals. If the fork lubes weren't protected and have picked up rust spots, remove them with very fine abrasive paper and refinish with metal polish. • Check that both brakes operate correctly. Apply each brake hard and check that it's not possible to move the motorcycle forwards, then check that the brake frees off again once released. Brake caliper pistons can stick due to corrosion around the piston head, or on the sliding caliper types, due to corrosion of the slider pins. If the brake doesn't free after repeated operation, take the caliper off for examination. Similarly drum brakes can stick
due to a seized operating cam, cable or rod linkage. • If the motorcycle has been in long-term storage, renew the brake fluid and clutch fluid (where applicable). • Depending on where the bike has been stored, the wiring, cables and hoses may have been nibbled by rodents. Make a visual check and investigate d isturbed wiring toom tape.
Battery • If the battery has been previously removal and given top up charges it can simply be reconnected. Remember to connect the positive cable first and the negative cable last. • On conventional refillable batteries, if the battery has not received any attention, remove it from the motorcycle and check its electrolyte level. Top up if necessary then charge the battery. If the battery fails to hold a charge and a visual checks show heavy white sulphation of the plates, the battery is probably defective and must be renewed. This is particularly likely if the battery is old. Confirm battery condition with a specific gravity check. • On sealed (MF) batteries, if the battery has not received any attention, remove it from the motorcycle and charge it according to the information on the battery case - if the battery fails to hold a charge it must be renewed.
REF'29
Starting procedure • If a kickstart is fitted, turn the engine over a couple of times with the ignition OFF to distribute oil around the engine. If no kickstart is fitted, flick the engine kill switch OFF and the ignition ON and crank the engine over a couple of times to wor\( oil around the upper cylinder components. If the nature of the ignition system is such that the starter won't work with the kill switch OFF, remove the spark plugs, fit them back into their caps and earth (ground) their bodies on the cylinder head. Reinstall the spark plugs afterwards. • Switch the kill switch to RUN , operate the choke and start the engine. If the engine won't start don't continue cranking the engine - not only will this flatten the battery, but the starter motor will overheat. Switch the ignition off and try again later. If the engine refuses to start, go through the fault finding procedures In this manual. Note: If the bike has been in storage for a long time, old fuel or a carburettor blockage may be the problem. Gum deposits in carburettors can block jets - if a carburettor cleaner doesn't prove successful the carburettors must be dismantled for cleaning. • Once the engine has started, check that the lights, tum signals and hom wor\( property. • Treat the bike gently for the first ride and check all fluid levels on completion. Settle the bike back into the maintenance schedule.
REF'30
Fault Finding
This Section provides an easy reference-guide to the more common faults that are likely to afflict your machine. Obviously, the opportunities are almost limitless for faults to occur as a result 01 obscure failures. aod to try and cover all evetltual~ies wool
Successful troubleshooting Is not a mysterious 'blaCk art' but the application of a bit of knowledge combined with a systematic and logical
,
[j
D
o
Stsrtel'
motor problema
Starter motor not rotating Starter motor rota!"", but (IOgi"., does not tum over Starter motor and clutch function but engine will not tum over
2 Engine does not
o o o o o
.,.rt when tumed over
No fuel flow to carburettor Fuel not reaching ~inder EngIne flooding No spM( al plug Weak spark at plug
Compression kIw
3 Engine sfall_ after mrtlng
tl
C1
Weak spark at plug or erratic firir.g FueVrur mixture Incormct Compresslon",w
5 Acceleration poor
o
Weak sparll at plug 0( erratic filing FueVair mixture incorrect Compression low
7 Knocking or pinking
o
General causes
8 OverlJeatlng
o o o a
Firing Incorrect FueValr mixture IncOlTect lubrication loadequate Miscellaneous cau$6S
9 Clutch operating problems
a
o
Ctutch slip Clutch drag
10 Gear selection problems
a o o o
o oo
Knocking 0( pinking Piston slap or rattling from cylinder Valve nois<:t or tapping from cylinder head Other noises
12Abnonnal franamlnlon noise
a
o
CMchnoise Transmission noise
13 Exhaust smokas exce.sJve/y
a d
lNh ite/blue smoke (causoo by oil burning) Black smoke (caused by over-rich mixture)
14 011 pre ..u,. Indicator lamp goes on
o
U
Gear !e~er does not rBlum Gear selection diff~lt 0( impossible Jumping OI;t 01 gear OvBr'S&lectlon
Engine lubrication system failure Electrical system failure
15 Poor handling or roadholdlng
General causes
6 Poor running or lack of power at high speeds
o o o
11 Abnormal anglne no/..
o
General cavses
4 Poor running at Idle and low speed
o o
of possible causes. stanlng with the simplest or most ob~ i ou$ and progressing in stages to the most complex. Take nothing for granted, but above all apply libe
o
Directional instability Steering bias to left or right Handlebar vibrates or oscillates Poor front fork performance
B~=tr'=!u~::~~nce 16 Abnormal frame and suspension noise
ltl
Front end noise ~ Rear SlJspension noise
17 Brake problems
Cl
o
Brakes Bfe spongy or ineffective Brakes drag Brake ~ or pedal pulsates '" operation Disc brake noise Brake inducoo fork judder
18 Electrical problems
8oo
Battery dead or weak Banary overcharged Total electrical failure Circuit failure Bulbs blowing repeatooly
Fault Finding
REF. 31
1 Starter motor problems Starter motor not rotating
o o
Ellglne stop switch off. Fuse blown. Check the maln tuse located behfnd the battery side
=«. o
D
o
D
o o o
o
BaUery Yoltage klw. Sw~chjng on the headlamp and operating the hom wm give a good ind ication of the charge leyel. If necessary recharge the banery from an external source. Neutral gear not S&lected. WhEI<'e a neutral Indicator swrtch Is fined. Faufty neutral Ind icator switch or clutch Interlock switch (where fitted). Check the switch wiring and switches for correct operation.
Ignition switch defective. Che<:k switch for continuity and conrl8Ctioos for security. Engine stop switch defective. Check switch for continuity in 'Run' position. Fault will be caused by broken, wet or corroded sw~ch contacts. Clean or renew as necessary. Starter button switch faulty. Check continuity 01 switch. Fau~s as
lor englr.e slop switCh. Starter relay {solenoid} faulty.!t the switch is functioning correctly a pronounced click should be heard when the starter button is
o
vicinity of the steering head, leading to breakage of the Internal core but leaving the softer but more resilient outer covar intact. This can cause mysterious interm~toot or total power loss. Starter motor delective. A bad ly worn starter motor may cause high current drain from a battery w it hout the motor rotating. If current is foond to be reaching the motor, after checking the starter button and starter relay. suspect a damaged motor. The motor should be removed lor inspection
Starter motor rotates but engine does not tum over
o o
Startef motor clutch delectlve. Suspect jammed or worn engagam&r1l rollers, plungers and springs. Damaged startef motor drive train. Inspect and renew component where necessary. Failure in this area is unlikely.
Starter motor and clutch function but engine will not tum over
o
depressed. This presupposes that current is Ilowing to the solenoid when the buttOll is depr8SSad. Wiring open or shorted . Check first that the battery ta rmlnal connections al"9 tight and corrosion free. Follow this by checking that all wiring connections are dry, tight and corrosion free. Check also for Irayed or broken wiring. Occasionally a wira may become trapped between two moving components. particularly in the
Engine seized. Seizure 01 the engine is always a result of damaga to internal <;omponents due to lubricatiOll failure. or component breakage resulting from abuse. neglect or old age. A seizing or part~11y seized component may go UfHlOticed <.mti l the engine has coo led down and an allempl is made to restart the eng ine. Suspect first seizure o f the valves, valve gear and the pistons. Instantaneous seizure whitst the engine is running Indicates component breakage. In either case major dismanlling and inspeclion will be required.
2 Engine does not start when turned over No fuel flow to carburettor
o o o
o o o o
No fuel or insuffk:ient fuel in tank. Fuel tap lever posillon lncorTectly selected. Float chambers require priming alter running dry (vacuum taps only). Tank liller cap air vent obstructed. Usually caused by dirt or water. Clean the veot orili<;e Fuel tap or filter blocked. Blockage may be due to accumulation of rusl or paint !lakes from the tank's inner surface or o f foreign mattar from contaminated fuel. Remova the tap and clean it and the liltar. Looi< also lor water droplets in the fuel. Fuel line blocked. Blockage of the fuel line is more likety 10 result from a kink in the line rathar than the ac<:umuletion of debris. Faulty fuel pump (wtlere fitted).
o
Engine flooding
o
Fuel not reaching cylinder
o
o
Float chamber not lilling. Caused by IIoaI needle or IIoats sticking in up pos it ion. This may occur after the machina has been lelt stsndirlg for en e~tendad langth of time allowing the fual to evaporate. When this occurs e gummy I"9sldue Is often lei! which hardens 10 a varniSh-l ike substance. This condit ion msy be worsened by corrosion and <;rystsline depoSits produced prior to the total evaporation 01 contaminated luel. Sticking 01 the float needle may also be caused by wear. In any case removal of Ihe float chamber will be necessary for Inspection and cleaning. Blockage In starting circuit. slow Nnning circu~ or jets. Blockage of these items msy be attributable to debris from the fu~ tank by'
passing the filter system or 10 gumming up as de8(;ribed in paragraph 1. Water drop lets in the fuel w ill also lock jets and passages.lhe cartlul"9ttor should be dismantled for clean ing. Fuellevei too low. The fuel level In the float chamber is controlled by float height. The float height msy increase with wear or damage but will never reduce, thus a low float height is an inheroot rather than developing condition. Check the float height and make any necessary adjustment.
o
0
o
Float valva needla wom or stuck open. A piece 01 rust or other debris can prevent correct seating of the needle against the vafve seat thereby perm itting an uncOlltroliad flow o f fuel. Similarly. a worn needte or needle seat wi ll prevent valve closure. Dismantle the carburettor float bowl for cleaning and, if necessary, renewal of the wom components. Fuel level too high. The luel tevei is controlled by the lloat height which may Increase due to wear 01 the float need le , pivot pin or operating tang . Check the float heighl. and make any necessary adjustment. A leaking float will (:8l1Sf! an increase in fuellevei, and thus should be renewed. Cold starting mechanism. Check the choke (starter mecIlanism) lor correct operation. If the mechani$m jams in the ·On' positioo subsaquen1 stsrting of e I\Ot engine will be difflCllR. Blocked air filter. A bad ly restricted air filter will cause llooding. Check the fi~ar snd clean Or renew es requirad. A collapsed inlet hose win ha~ a ~milar effect.
REF- 32
Fault Finding
2 Engine does not start when turned over (continued) No spark at plug
o o o o
o o
o o o
o
o o o o
Ignition sw~eh not OIl. Engine stop sw~ch ott. Fuse biown. Check luse for Ignition circuit. See wiring diagram. Battery voltage low. The CutTOOI draw required by a starte!" motor is sufficlenlly high thai an under-cha rged battery may not have enough spare capaci ty to provide power for the ignition circuit during starting.
SIMer motor Inefficient. A starter motor with worn brushes aod a worn or dirty commutator will draw e~cessfve amounts of current causing power starvatioo '" the ignition system, See It19 preced ing paragraph. Starter motor ovarhau l wi ll be requ ired. Spark plug failure. Clean the spark pI"9 thoroug hly ar.d reset the eJectroda gap. Refer to the spar1< plug section in Chapter 1. If the sparil plllQ shorts internally or has sustained visibie damage to the electrodes, core or cerami<: insulator it should be reoewed. On rare occasions a plug that appears to spark vigorously will fail to do so when reHttttd to the engine and subjected to the compression pressure in tile cylinder. Spat\< plug cap or h igh teosion (HT) lead faulty. Check condition and security. Replace If deter1oration Is evideot. Spat\< plug cap loose. Check that the spar1<; plug cap frts securely ~~rl!~~. and. where fitted, the screwed terminal on the plug
Weak sparle at plug
o
Compression low
o
spark plug loose. This wil l be self·evklent on inspection, and may be accompanied by a hissJng noise when the engine is turned over Remove the plug and check that the threads In lhe cylinder head are not damaged. Check also that the plug sealing washer is in good condition.
0
Cylinder head gasket leaking. This condition is ofteo ac«>mpanied by a high pitched squeak from around the cylinder head and oil loss. and may be caused by insufficiently tightened cylinder head fastene rs. a warped cylinder head or mechanical failure of the gasket material. Re-torqueing the fasteners to the correct specification may seal the leak in some Instances but if damage has occurred this <::ourse o f action w ill provide. at best. only a temporary cure.
0
Valve not seating corre<;tly. Th
Shorting due to moisture. Certain parts of the Ignition s)'1>tem are susceptible to shorting wheo the machine is ridden or parked in wet Wilather. Check particularly the area from the spark plug cap back to the ~nrtion coil. A water dispersant spray may be used to dry oul waterlogged componeots . Recurrence of the probjem can be Pfevented by us ing an ignition sealant spray after drying out and cleaning. Ignition or stop switch shorted. May be caused by water. cOfTosion or wear. Water dispersant and con tact cleaning sprays may be used. If this fails to OlltH"come the problem dismantling and visual inspection o f the switches will be required. Sharling or open circuit in wiring. Failure in any wire connecting any of the ignition components will cause ignition malfunction. Check al$O that all COI1nections are clean, dry and I~ht. Ign~ion coil failure. Check the coil, refening to Chapter 5. Pulsar coil faHure. Check the coi l(s), refening to Chapter 5. IC ign~or un~ failure. Check the un~ as described In Chapter 5.
Feeble sparking al the plug may be caused by any of the faults mentioned in the preceding sub-section other than those Items in paragraphs 1 to 3. Check first the spark p lugs. these being the most likely culprits.
o 0
Cylinder, piston and rir.g wear. ComPfession Pfessure will be lost H any of these compor.ents are badly worn. Wear in one component is invariably ae<::ompanied by wear in another. A top and ovemaul w ill be required. Piston rings stic\ting or broken . Sticking of the piston rings may be caused by seizure due to tack of lubrication or heating as a f8SU~ of poor camuratiQn or in<;Qrre<:t fuel type. Gumming of the rings msy result from lack of use, or caroon deposits in the ring grooves. Broken rings resu lt from over-revving, ovemeating or geoeral wear. In either case a top-end overl1aul will be required.
3 Engine stalls after starting General causes
o
o o o
Improper cold start mechanism operation. Check that the operating controls function smoothly and, where applicable, are correctly" adjusted. A cold eng ir.e may not requ ire application of an enriched mixture to start initially but may baulk w~hout choke once firing. Ukewlse a hot eng ine may start with an enr iched mixture but will stop almost immediately if the choke is inadvertently in operation. I gn~>on malfunction. See 'Weak spark at plug'. Carburen or incorrectly adjusted . Maladjustment of the mixture strengtll or idle speed may cause the engine to stop immediately after starting. See Chapter 4. Fuel contamination. Check for filter blockage by debris or water - which reduces. but does not completely stop. fuel flow or
0
o 0
blockage of the ~ow speed cirCUit In the carburettor by the same agents. If water is present ~ can often be seen as droplets in the bottom o f the float bowl. Clean the filter and. where water Is In evidence , drain and flush the fuel tank and float bowl. Intake air leak. Check for security of the carburettor rTIO<Jnting and hose connections, and for cracks or splits in the hoses. Check slso that the carbufettor top Is secure and that the vacuum gauge adaptor plug (where fitted) is tight. Air fiHer blocked or Omi" ed. A blocked filter will callS8 en over-rich mixture; the omission of a fi ~ er will cause an excessively wea k mixture. Both conditions will have a detrimental effect on carburation. Clean or renew the Mer as necessary. Fuel filler cap air vent blocked. Usually caused by dirt or water. Clean the vent orifice.
Fault Finding
REF. 33
4 Poor running at idle and low speed Weak sparlc at plug or erratic firing o
Battery voltage low. In certain conditions low baUIIf)' charge. espedaIty when coupled WI\tl a badly sulphated baUa-y, may result ~ misfiring. If the baltery is in gorxI genenoI conditlOfl it should be recharged; an old balliif)' suffer\ng from sulphated plates ahoukl
o
o o o
"',,_.
see
at
Spar!<. plug fouled, faulty or incorrectly adjusted. 'No spatII plug' In Section 2 or refer to Chapter 1. Spar\( plug cap Of Il>gh ten~ lead shorting. Cheek the condition 01 both these Items ensuring that !hey are iJ'l good COIlditlon and
dry and that the cap Ie lined correctly. Spar\< pi"", type Incon'ecl. At plug 01 correct type and heat range as given in SpecIfIcations. In certain conditions a plug 01 hotter or C
Compression low
o
See SectIoo 2.
Fuel/air mixture Incorrect Intake air leak. See SectIoo 3.
o D
o o
o o o o o
Mi)(tUfa strength Incorrect.. Adjust slow running mixture strength using pilot adjustment saew.
Carburettor sync:hroniNtion. Of slow running circuit bIodtad. The ca<WretIOf should be removed and dismantled for thorough cleaning. Blow through all jets arld air paSS&gell wtth compressed air to dear obstruelions. Air clearH\f clogged or omkted. Clean or f~ air cleaner element as
Pilot jet
necessary. Check also thai the element and air filter cover ere correctly sealed. Cold starl mechanIam In operatklo. Check thaI the choke tIM not been left on ln80dverIently and the operation is correct. Check tile operating cable free play as described in Chapter I. Fuel level too high or too low. Check the Il001 height and ed;...st as nec;.es.sary. see'~ 1IoodIng' in Section 2. Fuel tank air vent ob$tructed. Obstruction usuaty caused by dO'!; or water. Clean vent orffice. Valve clearance Incorrect. Check, and if necess.tIIY. edjuli. the
........
,
5 Acceleration poor General causes
o o
o
AIIlteml as for previous Section. Socking IIvonle vacuum piston. Examine catburenors, relen1ng to Chapter 4.
Brakes binding. Usually caused by maladajustm8f1t Of par1lal seizure 0 1 the operating mechanism due to poor mlllnt8f1ance. Check bnlke lidju$lmen1 (where applicable). A bent wheel spindle or warped brake dlac can produce similar sympIOOl$.
6 Poor running or lack of power at high speeds Weak spark at plug or erratic tiring
o o
Ai ~ems as lor Section 4. HT lead Insulation failure. Insulation failure ollhe HT lead and spark plug cap due to old age or damage can cauae shorting when lhe engine ~ Ot1v8f1 hard. This eood~ion may be less noticeable. Of not noticeable at al l at lower eng ;"" speeds.
Compression low
o
See Section 2.
Fuel/air mlldure Incorrect
o o
AJ Items as for Sectklo 4. with the e~ception 01 ~ems 2 lind 4. MiWI jet bIod<ed. Debris from 0CII"IIaTWlated fuel. cr from the fuel tank. lind _ _ In the fuel c."l I:*:>d< the main jet. 0-. the fuel fill., the IIoat bowl __ lind • waler Is ~ IIush lind reIIthe fuel tank.
0 0
o o o
Main jet II lhe wrong alze. The standard carburenor jetting Is lor sea Iev~ atmospherle prenure. For high aMudes. usually above 5000 ft. a smaller main jet will be required. Jet needle lind needle jet worn. These can be renewed Individually but shouid be renewed as a pair. Renewal 01 bolh ~ems raqul'H partial dismantling 01 the carburattor. Air bleed hool" blocked. Dismantle carburelt or and use compressed air 10 blow oul all air passages. Reduced fuel tIow. A reduction in the maximum fuel !low from the fuel tank \0 the CllltJurencr wII cause fuel starvation.. proportionate to the 8f1gine ,peed. Check for blockages through debris or II
knkedlueln. Vacuum diaphragm spIit.~.
7 Knocking or pinking General causes D Carbon buiid-up In combustion chamber. After high mileages have
o
been covered a large ac:curnuiation 01 carbon may occur. This may glow red hot and cause premature ignition 01 the fueVaIr mixture. in advance 01 normaIliring by the span< plug. Cylinder head removal wiN be required 10 allow inspection and cIaarWIg. Fuel ncorr.ct. A low grade fuel, or one 01 poor quality may result In compreealon induc..:I detonation of the fuel resultlng in knoeI
0 0
lormaHon in the combustion chamber and may lead to earty preignition as described In Item I . Spark plug heal range Incorrect. Uncontrolled pre-ignition can result from the ..... 01 • spar1o; plug the heal range of wtlIc:tI " 100
""'.
Wsak midure. Overneallng of the engine due to a weak mlxtur. can result in pre-ignitlon occurring where ~ would not occur when
engine temperatura was within normal limits. Maladjustment. blocked jeI$ or passages ..-.d air leaks can cause thiI condition.
REF' 34
Fault Finding
8 Overheating Firing incorrect
o o
$par\(. plug fouled , defective or maladjusted, See 'No spant at plug' In Section 2. Spark plug type Incorrect. ReIer to the Specifications and ensure that the COfl'ect plug type Is litted.
Fuel/air mixture incorrect
o o
o
Lubrication Inadequate o
o
o o
Engine oil 100 low. Not only does the oil serve as a lubricant by preventing friction between moving components, but it also acts as a coolant. Check the oil level and replenish.
Engine oil overworked. The lubricating properties of oil are Iosl slowly during use.as a result of changes resulting from heat and also contamination. Always change the 011 at the recommended Inl 9fVal.
Engine Oil of incorrect viscosity or poor quality. Always usa the recommended viscosity and type of Oil. Oil filter and fitter by-pass valve blocked. Renew filter and clean the
o o o
Slow speed mixture strength Incorrect. Adjust pilot air screw.
Main jet wrong size. The carburetlor Is jetted lor sea level atmospheric conditions. For high altitudes, u$IJally above 5000 ft, a smaller main jet will be required. Air filter badly fitted or omitted. Check that the filter element is in place and that it and the air filter oox cover are sealing correctly. Any leaks will cause a weak mixture. Induction air leaks. Check the security of the carburet tor mountings and hose connections, and for cracks and splits in the hoses. Check also that the carourettor top Is secure and that the vacuum gauge adaptOf plug (whec"e fitted) Is tight. Fuel level too low. See 'Fuel not reaching cylinder' in Section 2. Fuel tank liller cap air vent Obstructed. Clear blockage.
MIscellaneous causes
o
Rad iator clogged. A build-up 01 mud In the radiator matrix wilt
decrease the cooling capabilities of the fins. Clean the radiator as described in Chapter 3.
bypass valve.
9 Clutch operating problems Clutch Slip
o o o o
o o
Excess fluid In reservoir. Check fluid level as described In 'Daily (pre-ride) checks' at the beginning 01 this Manual. Friction plates worn or warped. Overhaul clutch assembly, replacing plates out of specification. Steel plates worn or warped. Overhaul clutch assembly, replacir"lg plates out of specification. Clutch springs broken or worn. Old or heat-damaged (from slippir"lg clutch) springs should be replaced with new ones. Clutch centre and outer drum worn. Severe indentation by the clutch plate tangs of the channels in the centre and drum will cause snagging of Ihe plales preventing correcl engagement. If this damage occurs, renewal of the worn components Is required. Lubricant incorrect. Use of a transmission lubricant other than that specified may allow the plates to stip.
o o
o o
Clutch drag
o o
o o
Insufficient fluid In reservoir. Top up as described in 'Dally (preride) checks' at the beginning of this Manual. Air in hydraulic fluid. Bleed the system as described in Chapter 7. Clutch plates warped or damaged. This will cause a drag on the clutch, causing the machine to creep. Overhaul clutch assembly (Chapter 2). Clutch spring tension uneven. Usually caused by a sagged or broken spring. Check and replace springs (Chapter 2).
o o
Engine oil deteriofated. Badly contaminated engine oil and a heavy deposit of 011 sludge and carbon on the plates will cause plate sticking. The oU recommended lor this machine is of the detergent type, therefore it is unlikely that this problem will arise unless regular oil changes are neglected. Engine oil viscosity too high. Drag in the plates will result from the use of an 011 with too high a viSCOSity. In very cold weather clutch drag may occur until the engine has reached operating temperature. Clutch centre and outer drum worn. Indentation by the clutch plate tangs of the channels in the centre and drum will prevent easy plate disengagement. If the damage is light the affected areas may be dressed with a fine lile. More pronounced damage will necessitate renewal of the components. Ctutch drum seized to shalt. Lack of lubrication, severe wear or damage can cause the drum to seize to the shalt. Overhaul of the clutch, and perhaps the transmission. may be necessary to repair damage (Chapter 2). Clutch stave cylinder defective. Worn or clamaged piston can stick and lail to return correctly . Ovemaut clutch cylinder components (Chapter 2). Loose clutch nut. Causes drum and hub misalignment, putting a drag on the engine. Engagement adjustment continually varies. Overhaul clutch assembly (Chapter 2).
Fault Finding
REF. 35
10 Gear selection problems Gear 'eller does not return
Jumping out of gear
o o
o
Weak or broken return spring. Renew the spring. Gearchang. shaft bent or seized. DistDl1lon of the g,archang. shaft often occura if the machine 1$ dropped hNvily on the gear
lev.,... Provk:led thai damage is not severe. straightening 01 the shaft Is pennlsslble.
o
Gear selection di fficult or impossible o
o
o o
o o o o
Clutch not disengaging fu lly. See 'Clutch drag' In Section 9. Gearchange ahah bent. This often occurs If the rnaChil'la Is dropped heavily on the gear lever. Straightening 01 Ihe shaft Is permluible if the damage is oot too great. Gearchange arms, pawls or pins worn or damaged. We.r Of breakaQe 01 any of these items may cause difficulty III selecting one or mora gears. Ovemaul the selector mechanism. Gearchange erm $pring broken. Renew spring. Gearchange drum atopper eam or detenl arm damage. Failure, rattle< than wear, 01 these items may iam Iha drum th8feby preventing gearchanglng. The damaged items must be....--ed. S&IecIor forb bent or seil-ed. This can be CBUHd by dropping the machine heavily on the gearchanga lever or as a result 01 Lack of lubrication, Though rare, bending of a shaft can reault from a mlSS&d gearchange or false selection at high speed, Selector fOOl end aOO pin wear, Pronoonced wear of these Items and the grooves In the gearchange drum can lead to Imprecise selection and, eventually, no selection. Renewal of the worn components will be required. Structural failure. Failure of one componenl of the selector rod aOO change mechanism will result In Improper 01" fouled gear
-.
any
o
o D
Detent assembly worn or damaged. Wear of the arms and the cam with which they locate 01" breakage of the detent sprWlgs can cause imprecise gear selection resulting In jumping out of gear. R~
the damaged components. Gear pinion dogs worn or damaged. RouOOing off tile dog edges aOO tile mating recesses In adjacent pinion can lead to Jumping out of gear when under load. The gears should be Inspected and r_wed. Attempting to reprolile tile dogs Is not recommended. SelectOl" forks, gearchanga drum and pinion grooves worn. Extreme wear of these IntlfC()flnectad items can occur after hlgt1 mileages especially when lubrication has been neglected. The worn components must be renewed. Gear pinions, bushes aOO shafts WOI"n. Renew tile worn components. Bent geatchange shaft. Often caused by ~ tile machine on
the gear lever.
0
Gear pinion tooth broken. Chipped teeth are unlikely to cause jumping out of gear once tile gear has been selected fully; a tooth which ~ completety broken 011, however, may ca..se problems in this respect aOO In any evant will cause transmission noise.
Overse/ectlon
o
D
o
Paw'! spring weak 01" broken. Renew tile spring. Detent arm assemblies WOl"n or broken. Renew the damaged
items. Selector limiter claw components (where filled) R.-- the damaged items.
worn or damaged.
11 Abnormal engine noise Valve noise or tapping from the cylinder head
Knocking or pInking
o
o
See Section 7.
D
D
D
D
CyllOOer bore/piston clearance excessive. Resulting from wear, partial seiZure or improper boring during ovemal.ll. ThIs condition can often be ~ as a high, rapid tapping noIM when the engine is under little or no load. particuIar1y when ~ is just bagiMlng to be applied. Reboring to the next COffect ovenlze shOlJld be carried out and a new oversize piston filled. COrvlecting rod bent. This can be caused by over-revving, trying to star! a very badly IIoodacI engine {resulting In a hydraulic IocIIIn the cylinder) or by earlier mechanical lailure such as a dropped valva. Attempts at "ralghtenlng a bent connec ting rod from a high performance engine are not recommended. Careful Inspection of the crankshaft should be made before renewing the damaged connecting rod. Gudgeon pin, piston boss bore Of smali-end bearing wear or seizure. Excess clearance Of partial seizure between normal moving patts of these Items can cause continuous or Intermittent tapping noises. Rapid wear or seizure 1$ caused by lubrication starvation resulting from an Insufficient engine 0/1 level or oilway
-.
Piston rings worn, broken 01" stickil'lg. Inspection 01 the piston and bora.
Renew the mgs after careful
Valve clearance Incorrect. Adjust the clearances wi th the anglne
0010.
Piston slap or rattling from cylinder
D Valva spring broken or weak.. Renew the spring set. D
Camshaft or cylinder heed worn or damaged. The camshaft lobes are the most highly stressed of au components In the engine and are subject to high wear illubrication becomes Inadequate. The bearing surfaces on the camshaft and cylinder head are also sensitive to a IacII of 1ubrIeation. wbrication lailure due to blocked ollways can occur, but over-enthusiastic revving before engine wann-lIP 1$ complete is the usua/ causa.
o
Rocker arm or spindle wear. RapId wear of a rocker arm, and the resulting need for frequent valve clearance adjustment, IOOicates breakthrough Of failure of the ISI,lrlace harderllng on the rocker arm tips. Similar wear In the cam lobes can be expected. R_w the worn components after checking IOf lubrication failure.
0 Worn camshaft drive components. A rustling noise or Ilgtlt tapping which Is not Improved by correct re-adjustment of the cam chain tension can be emined by a worn cam chain Of worn sprockets aOO chain . II uncorrected, subsequent cam chain ~ may cause BlCtensive damage. The worn components must be ...--eel before wear becomes too far 1IdYanced.
REF. 36
Fault Finding
11 Abnormal engine noise (continued) o
Other noises
o
Big-end bearing wear. A pronounced kl'lOCk from within Ihe
o
crankcase which W0n>en5 rapidly " indicative 01 big-end bearing e~trem. normal wear or lubrication lailure. Remedial action in the fOfTl1 01 a bottom end overhaul shot.< ld be taken; continuing to run the anglne wllllaad to further damage IncIOOing the possibility 01 (:(lO'II1eICIing rod breakage. Main bearing failure. Extreme I'IOfITIaI wear or failure althe main bearings Is ctwacteristlcaUy accompanied by a rumble from the crankcase and vibration lell through the frame and lootresl •. ~ th41 worn bearlngs and CIIT)I out • WtJry careful examirlatlon of the crankshaft. Crankshaft e~cessiv&ly 00\ of true. A bent crank may fesult 'rom over-rewlng or damage from an uppe. cylinder component or g.arbo~ failure. Oamage can al.o result from dropping the machine on either crankshaft end. Straightening 01 the crllt'lk$hllft la nol possible In normal circumstances: 8 replacement Ilem should be fitted.
tailu.e as a result of
o o
D
Engroa rl'ICU'Itrlg Iooae. 'T'ightE!n III the engne Il"IClUlli"og r'I,/!$ and bolts. Cylinder head gasket leaking. The noise most often associated with a INking head gasket is a high pitched squeaking. althougtl any other noise consistent with gas being lorced out under pressure lrom II small oriIice can also be eml"ed. Gasket INkage is often accompanied by oil see-page !rom l\rO\Ind tho mating joint or !rom the cyIlnder head holding down bolts and nulS. Leakage into the cam chain tunnel or 011 return passages will increaM crankcase pressure and may cause oU leakage at joints and 011 seals. Also, 011 oontamlnation wiI be aoceIerated. Leakage r8SIAts /rom inSllfliclent or uneven tightening 01 the cylinder head fasteners. or lrom random mechanical failure. Retightening to the correct torq .... ligure wm, at best. 0!\1y prOVide a temporary clKe. The gasket should be renewed at tho earliest opportunity. Exhaust system leakage. Popping or crack ling in the eKhauBt system, particularly when it occurs with the engine on tho overrun. indicates a poor joint eitller at tho cylinder port or at the ellhaust pipe/silencer oonnection. Failu"e 01 tho gasket or looseness 01 the clamp should be looked lor.
12 Abnormal transmission noise Clutch noise D Clutch outer druml1riction plate tang dearance excessive D Clutch outer drum/spacer clearance excessive.
o o o o
D
Eng ine/tran smission 011 level too low. Top up Immediately to pr&v$rlt damage to oearbox and engine.
D
Gearchange mechanism wom or damaged. Wear Or tailure of certain items in the selection and change components can IndUCCI mis-selection 01 g.ears (see Section 10) whefe Incipient engagement 01 more than one gear set Is promoted . Remedial action, by the ovemaul ot the geatbox, should be taken without
Clutch outer drumlthrust washer cleanlnce eJtCeS$ive. PrirrIary drive g&ar teeth worn or damaged. Clutch shod< absorber assembly worn or damaged. Balancer shaft IncomIctIy adjusted. Adjust as described In Chapter2.
Transmission noise D Bearing or bushes worn
D
o
-
D Loose gearbox chain sprocket. Remove the sprocket and check for impact damage to the splines 0 1 the sprocket and shaft. Excess
or damaged. Renew the affected
components. Gear pinion. worn or chipped. Renew the gear pinions. Metal chips Jammed in gear teeth. This can occur when pieces 01 metal trom any lailed component are picked up by a meslling pinion. The conditIOn wiI lead to rapid b6aring __ or -tv gea"" failure.
o
ChaIn snagging on cases or cycle partS. A bIKIly worn chain or one that is excessively loose may snag or smack against adjacent componetlts.
13 Exhaust smokes excessively White/blue smoke (caused by 011 burning) D Piston rings worn or broken. Breakage or wear of any
D ring, but
particutarty the 011 controt ring, wig allow angine 011 past the piston
o D
o
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into the combustion chamber. Ovef"haul the cylinder baiTal and piston. Cylinder cracked. worn or "ored. These conditions may be caused by overheating, lack 01 lubrication, component failure or advanced normal wear. The cylinder barrel should be renewed or rebored and the next ovoze piston I~ted. Valva otl seal damaged or worn. This can occur as a result of valve g~lde failure or old age. The emission of smoke is likely to occur when the thro"1e is closed rapidly after acceteratlon, lor ~tance. when changing gear. Renew the vaNe oN seals and, II necessary.
Black smoke (caused by oller-rich mixture) D fJVl filter element cIogoged. Clean or ~ the element.
D D
o
the Vflve guides. Valve guides worn. See the prK4ICIong paragraph. engine 011 level too high. ThIS iocr_ the crankcase pIlIS!IlKe .nd allows oil to be forced past the piston rings. Oflen accompanied by seepage of otl a\ joints and oil seats. Cylinder head gasket blown between cam chain tunnet or 011 retum passage. Renew the cytlndef head gasket.
-.
Abnormal crankcase pressure. This may be caused by blocked breather passages or hoses causing baek-pressure at high engine
o
Main jet loose or too large. Remove the float chamber to check lor t9l\tness 01 the jet. 1\ the machine is used at hlgh altitudes rejenlng will be required to compensate lor the lower atrTlO$pharic pressure. Cold start mechanism jammed on. Chec k thai the mechanism worl<s smoothly and correctly and that. whare fined. the operating cable 15 luOrIcaled and not snagged. Fuet level too hlgtl. The luel level Is oontrolled by the float height which can iocr_ lIS a result of wear or damage. Remove the float bowl and check the float height. Check !lisa that floats have not punctured; • punctlnd Il001 w'ill1oose buoyancy and aIow an increased fuej level. Float valve needle Sluck open. Caused by dirt or a worn valve. Clean the float chamber or renew the needle and. II necessary. the valve_t.
Fault Finding
REF-3?
14 Oil pressure indicator lamp goes on o
Engine lubrication system failure
o o o o
Engine oil defective. 011 pump shaft or locating pin sheared off frOOl Ingesting debris or seizing from lack of lubrication (low 011 level) (Chapter 4). Engine oil saeef1 cIoQged. Change oil and Mer and service pickup sc.een (Chapter 2 and Chapter 1). Engine oil level too low. Inspect lor leak or other problem causing low 011 ~ and add recommended lubOcant (Chaptflf 2 aM 'Dllily fpt&-rlt:kJ) ched<s' at the beginning of this Manual). Engine oil viscosity too low. Very old , thin oil, or an improper ~ 01 oil used in tngine. Change 10 correct lubricarn (Chapler 1).
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Camshaft or journals worn. High wear causing drop in 011 pressure. Replace camShaft and/or head. AbnoImaI wear cou~ be caliSed by oil starvation at high rpm from low 011 kWtII, improper oil weight or type, or loose 011 fitling ~ uppercyNnder oiIlioe (Chapter. 1 <Jnd 3). Crankshaft and/or bearings worn. Same problems as PIIfII9I'8Ph 5. Overhaul k:rNef end (Chapter 2). Relief va"'- $lUCk open. ThIs causes the cillo be dumped back into Itle sump. Repair or renew (Chapter 4).
Electrical syste m failure
o o
Oil pressure switch defective. Check switch according to the proe«jures in Chapter 8. RepIaoa Hdefective. OIl pressure Indicator lamp wlriog system defee1iWl. Check 101 p;nched, shorted, dis<:onnected Of damaged wmg (Chapter 8).
15 Poor handling or roadholding Directional instability Suspension settings Incorrect.
o o o
o o o o o o o
o
Steering bias to le ft or right
Check and adjust
as described In
o
Chapter I. St~
head bearing adjuslment too tight. ThiS will cause roiling
Of weevlng at klw speeds. Re-IKIJust the bearings. Steering head bewings WOfO 01 damaged. Conee1 adjustmeot 01 the bearing will prove Impossible to ac:IlIIwe ~ _ 01 dama!)e has oecuned. Inconsistent tlandling witl occur locluding rolling or weaving at low speed and poor directional control al R1etermlnate higher ~s. The st~ head bearing should be dismantled lor iospeclloo arid renewed II required. Lubrieation s.hould also be
o o
"""'" '"'
BearIng races p~tlKl 01 dentlKl . Impact damage caused. peffiaps. by ao accident 01 riding oYer a pot-hole ean cause indentaHon 01 the bearing. usually In one position . Th l, should be noted as notc:hlness when the handlebars ara turned . R _ and lubricate thebeamgs. Ste.lng stem bent. ThIs will occur only H!he ITIIIChine is subjected to a high Impact such as hiIIi,,!! a kertl or. pot-hole. The lower yoke/Slem should be renewed ; do 001 attempt to stra ight en the stem. Front or rear lyre p!"&SSUrss too low. Front or mar tyre worn. Gen8fil1 instability. I"Iigh speed wobbles and skipping over whit. Ii" . indicates thaI tyr• ...-al may be reql,llre OCC~ even when the ~ In question is by no means Mty worn. Swinging srm 01 linkage beariogs worn. Dit1~utty in holding line, parliel,llarly when eornerlng or when changing powe r selllngs Indicates wear In the Iwlnglng arm bearlngl. The swinging arm should be removed from the machine and the beamgs r_ed. SwingIng arm lI.xing. The symptoms given In the preceding paragraph wiI also occur H Ihe swinging IWrn lor1t llu.es badly. ThIs cao be eal,lsed by struell,lral weakness as I res ... tt of corrosion , latlguoe _ . 01 Impact damage. or because the rear wheel spiod le II
Wheel bearings worn. Aer>eW the worn bearings. Tyro uosuitable 101 maet1il"l8. Not all available tyres will SUIt the eharacteristics oIlhe frame and s...spensIon, Indeed, some lyreS 01 tyr. CQlTlbinatloos may ca ... se a transformation io the handling chafacteristics . If haodling problems occ ... r immediately .fter chengIng to a new lyre type 01 make. revert to \tie original lyreS to see whether ao Improvement can be noted. In some instances. change to what are. In fact, s... itable lyres may give rise to handling delidencles. 10 this CSM s thorough check ahould be made 01 all Irarne and suspension item. which affect . tability.
Rear wheel out 01 atignment. Ceused by uneven adj ... stment of chain tensloner adjusters allowing the wheel to be askew in !tie fork 1IIlds. A bent rear wheel spondIe wiN also misaligrl the wheel in the swinging arm. Wheels out 01 alignment This cao be caused by Impact damage to the frame, swinging arm, wheel Spirldles or front forks. Although occasionally a resutt 01 material failure Of corroslon ~ " usually as a ~of.erash.
Front IOfks twisted in the steering yokS$. A light impact. l or nstance with 'poi-hole 01 to..... curb. can !Wisl IhII fork legs ... the steering )10k" without ca...sIng struetl.lnll damage to the fork legs 01 the yokes themse/lles. Ae-alignment can be made by loosening the yoke pinch be"s. wheel splrldle and mudguard txlI1s. Ae-a1ign the wheal with the handleb.....nd tig hteo the bolts working upward. from the wheel Spindle. This action .hould be calried out only when there is no eh,oc. that struewral damage has
"""'"'.
Handlebar vibrates or oscillates l yres worn 01 out 01 balance. Either condition, particularly in the
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0
00
o
o
o
front lyre. wII promote shaImg 01 the fork assembly and thus IhII handlebars. A sudden onset o f shaking can rS$ ... ft iI a balance WfIigtII is dlspleced dlJring use. Tyres badly positioned on the wheel rims. Amoulded lil"l8 on eacll wall o f a tyre is provided to allow visual verillcatlon that the tyre Is correctly positioned on the rim . A ch eck can be made by rol ating the lyre; any misalignment wltl be Immediately
"'"""'.
Wheal rims warped 01 damaged. Inspect the wtIeeIs lor runout 88 deserlbed In Chapter 1. Swinging arm baamgs worn. Aenew the t>aarIngs. Wheal bearings wom. A~ the bearings. Steering he.d bearings Incorrectly adjusted . Vlbralloo Is more likely to rHUH from bearings which are 100 Ioo!le rather than too tight. Ae-adjust the beaMgs. Loose fork component fastw*"s. Loose nuts and bolts holding the fork legs, wheel spindle. mudguards or steering stern can promote shaking at the handle~. Fasteners on f\lnnlog gear such as the forlls and SUSpenSIOfl shoold be check lightened occaslon. lly to preven t dangero ... s 100sel"l8ss 01 components occurring. Engine mounting bolts loose. TIghten all last..,....
REF-38
Fault Finding
15 Poor handling or roadholding (continued) state can cause sticking of the foOl in one pos~ion. In a mild form corros;on will cause stiction 01 the fork thereby Increasing the timu the suspension takes to react to an uneven road surlace. Bent fork stanchions should be attended to Immediately because they Indicate that impact damagtl has occurred, and there Is a danoer that the forks will fai l with disastrous consequences.
Poor front fork performance
o
Suspensioo settings ir1correct. Check and adjust front fork settings
o
(as applicable) as dascribed in Chapter 1. Damping fluid h:lvel incorrect. If tile fluid level is too low, poor $Uspension cootr~ will occur, ,flS4Jlting in II general Impairment of
roadholding and early
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D
~ss
of lyre adhesion when cornering and
braking. Too much oj\ is unlikely to change the fork characteristics unless severe overfilling OCCUfS when the fork action will become stiffer and oil seal failure may occur. Damping oil viscosity iocOlTect. The damping action of the fork is directly rejated to the viscO$ity of the damping oil. The lighter the oil used, Ihe less will be the damping &elion Imparted. For gelleral use. use the recommended viscosity of oil. changing to a slightly highef 0<" heavier oil only when a change in damping characteristic is required. OIIerworked 011. or oil contaminated w~h water which has tooOO ~s way past the seals, should be renewed to restore the correct damping performance and to prevent bottoming of the forks. Oamping components worn or com:><:led. Advanced normal wear 01 the fori< internalS is unli kely to occur until a very high mileage ha$ been covered. Continual use 01 the machine with damaged oil seals which allows the Ingress of water. or neglect. will lead to rapid corrosion and wear. Dismantle the lorks lor inspection and ovemaul. See Chapter 6 Weak fork springs . Progressive latigue of the fork springs. resulting In a reduced spnng Iree length. will occur alter extensive use. This condition will promote excessive foOl dive under braking. and In ~s advancOO form will reduce the at-rest extended length of the forks and thus the foOl geometry. Renewal 01 ttle springs as a patr is the only satisfactory courw of action. Bent stanchions or corroded stanchions. Both conditions will prevent correct telescoping 01 the fork legs. and in an advanced
Front fork judder when braking
o
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o
D
See 'Brake induced foOl juddar' in Section t 7. Wear between the fO
Poor rear suspension performance D Suspension settings Incorrect. Check and adjust
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rear suspension settings as described in Chapter t. Rear suspension unit damper worn out or leaking. The damping performance of most rear suspension units falls off with age. This is a gradual process. and thus may not be Immediately obvious. Indications of poor damping include hopping of the rear and when cornering or braking, and a gooeralloss o f positive stability. See Chapter 6. Weak rear spring. If the suspension unit spring fatigues it wi ll promote excessive pitching of the machine and reduce the ground claarance when cornering. If spring fatigue has occurred the suspension unit must be renewed. Swinging arm flexing or bearings worn. See Section IS. Bent suspension unit damper rod. This is likely to occur only If the machine Is dropped or if seizure of the piston occurs. If either happens the suspension unit should be renewed.
16 Abnormal frame and suspension noise Front end noise
o D D D D
Oil level low 0<" too thin. This can cause a 'spurting' sound and Is usually accompan~ by irregular fork action. Change fork 011 as described in Chapter 1. Sp.1ng weak 0<" broken. Makes a clicking 0<" scraping sound. Fork oil will have a lot of metal particles in it (Chapter 6). Steering head bearings loose or damaged. Clicks whan braking. Check, adjust 0<" replace (Chapter 6) FoOl clampS loose. Make sure all 10<1<. clamp pinch bolts are tight (Chapter 6). Fork stenchion bent. Good poSSibility if machine has been dropped. Repair 0<" replace tube (Chapter 6).
Rear suspension noise D Fluid level too low. Leakage D
of a suspeosion un it. usually evident by 011 on the outer surfaces. can cause a spurting noise. The suspension un~ should be renewed. Delective rear suspension unit with InternaJ damage Renew the suspension unit.
17 Brake problems Brakes are spongy or In effective
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Air In brake circuit. This is only likely to happen in seMee due to neg lect in check ing the fluid level or because a leak has developed. The problem should be Identified and the brake system IlIed 01 air. Pads worn. Check the pad wear as described in Chapter 1 and r_the pads if necessary. Contaminated pads. Cleaning pads which have been contaminated with oil, grease 0<" brake fluid is unlikely to prove successful: the pads should be renewed. Pads gl&ed. This is usually caused by overheating. The surface 01 the pads may be roughened using glass-paper or a fine file.
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Brake flUid deterioration. A brake which on initial operation Is finn but rapidly becomes spOngy in use may be falling due to water contamination of the fluid. The fluid should be drained end than the system refilled and bled. Master cylinder seal failur
Fault Finding
REF. 39
17 Brake problems (continued) Srakes drllfl
o o o
o o
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Disc wwped. The disc most be ~EId. Ce.liper piston. caliper Of pads corroded. The brake caliper assembly I. YUlnerabla to CQlTQSion due to water e.nO dirt, and unless cleaned at regular Interval. and lubricated In the recommended manner, will become sticky In opertltion. Piston Mal deteriorated. The seal is designed to return the piston in the caliper to Itle retracted pos~ion when the brake ill released. Wear or oJcl age can ailed this furn:::tion. The caliper should be overhauled If this occurs.
Disc brake noise
o
o
Brak' pad damaged. Pad malerial separallng 'rom Ihe backing plat. due \0 _ or faulty mamrlaclure. R _ !he pads. Faulty Installation 01 a pad also wiI cause dfagging. Wheel spindle benl. The spindle may be straightened II 1'\0 stn.octural damage has occurred. Brake lever or pedal no! retl.miog. Check that the lever or pedal WOfka smoothly ttvoughouI ils operating range a"Id does not snag on any IIdjacenI cydt parts. llJbricat.!he pI'o'ot If~. Twisted caliper IlUppcIf1 bracllel. This is likely \0 occur ody after Impact In an accicIent. No attempt shoukI be made 10 ...... a1lgn the car.per, the brlIcket should be renewed.
o o
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should be ~ed. Disc: warped. Thie can cause a ehatto:wlng, clicking or Intermittent squeal and 18 t.eU811y accompanied by a pulsating brake laver or pedal or UI'\IMIfl braking. The disc must be renewed. Brake pede fined ~ or undersize. Longitudinal play In ItMo pads due to omission of the locating springs (where filted) or because pads 01 the wrong size have been fitted wi. cause a alogia tapping noise fMIfY time the brake Is operated. 1nspec1 the pads for correct installation and security.
Brake induced forlr. Judder
o Brake 'ever or p edal pulsates In operation
o
Brake squeal. Squealing can be caused by dust on the pads, usually in combiNltion with glazed pads. or other contamination from 011. grene, braka fluid or corrosion. Per$istent squealing which camo1 be traced 10 any 01 the noonal causes can otten be CUfed by applying a thin layer 01 high t8l11per.ature sllicone ~ to the rear 01 the pads. Make absolutely certain that 1'\0 grease is allowed to contamlnete the braking surfac
Disc warped Of Irregularly worn. The disc mllSt be renewed , Wheel spind le bent. The spind le may be straightened provided 1'\0 structural cIarl1&{Ie has OCCurred.
Worn front fork stsnehlona and legs, or worn or badly adjusted steeling head bear1ngs. These condrtions, combined w~h UI"\8Wlll or pulsating braking as described In Section 17 wW Induce more or less judder when lhe brakes are applied, dependent on the degree of wear and poor braka operation. Attention should be given to both areas of ma~. See the relevant Sections.
18 Electrical problems Battery dead or weak
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Battery faulty. Battery lila should not be eKpeCted to uceed 3 to 4 years, particularly where a starter motor is used regularty. Gradual sulphatlon 01 the' plates and sediment depoSita will reduee tile battery performance. Plate and insulator damage can otten 0<X:Uf as a reault of vIbration . Complete power lailure, or Intermitt ent failure, may be d .... to a broken battery terminal. lack of eleclrotyte will preYent the baltery maintaining charge. Battery ~s maklng poor contact. Remove the battery leads and clean them and tile termlnels. removing aU traces 01 corroeIon and larnlsh. Reconnect the I&ad$ and apply a coating 01 petroleum jelly to the tenNneIs. Load excesstve. If add~1ona1 hems such as spot lamps. are fitted. wtllch Increase ttle l otal electrical toad above lhe' maximum alternator OIItpul, lhe battery win lail to maintain full charge. Reduce !toe electricalloiod to suil!toe eIectrIcaI~. Regulaior/reclifiar lailure. Anemator generating coils open-circuit or shorted. Charging circuit shorting or Open circ\Jit. Thie may be cal.lSed by frayed or broken wiring, 0irIy connectors or a faulty ignition switch. The system IIhouId be lasled In a logical manner. See section 18.
==
o o
Circuit failure
o o
o
Rectifier/regulator faulty. Overcharging Is Indicated If the ballery
o
CCIfTOSlve gases ....0 etectroIyte 10 be emitted If1rDlq1 the vent pipes. Ballay wrongly malched to the electrical circuit. Ensure tllat the specified battery is fitted to the machine.
~:. ~n~en:.Ila~a':se:.:r::~I~~~7':ut=
Total electrical failure o
o
Fuse blown. Check the main fuse. II a fault has 0CCl.ned. it must be rectified before a r.w fuse is fitted. Batta-y faulty. See Section 18.
Wiring failure. Refer to the mactllne's wiring diagram and check the circuit /or continuity. Open circuits are a r6SUit oIioose or corroded connections. eilher al terminals or In-line connect0r8, or because of broken wires. OCCasionally. lhe core 01 a wire will break wiltlout there being any apparent damage to Ille outer plastic cover. Switch failure. All switches may be checked for continuity In each $witctl position. aher referring to the switch position boMB$ incorporated In the wiring diagram for the machine. Switch failure may be a result 01 rnotchank:aI breakage. corroeIon or wat •. Fuse blown. Refer 10 !toe wiring diagram to check whet:hoW or not a circuit fuse Is fitted. Replace lhe fuse. it blown, any after !toe f8l.lt tlas ~ 1den\Jfied and rectified.
Bulbs blowing repeatedly D Vibration failure. This Is ollen an Inller....t fault related to lhe netural
Battery overcharged
o
Earth failure. Check !hat the earth strap /rom tile balta-y 18 securely affuced 10 the engine and Is making a good oontact. Ignition swilch or pOwer circuit failure. Check for current flow througtl the battery P<*\iVe lead to the ignition switch. Check the ignition IwiIch for conllnulty.
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vibration ctlaracterfstlcs of Ihe engine and frame and Is, thus, difficult to resolve. Modifications 01 tile lamp mounling, 10 change the damping characterfatlcs may help Intermitt.... t earttl. Repeated failure of one bulb. particularly whera the bulb Is fed dlre(:11y from lhe generator, indicates tllat a poor earth exists SOITMWhare In the circuit. O>eck that a good conlact Ie avaiJable at each earthing point In the circuit. Reduced voltage. Where a quau.tlaIogen bulb Is fitted the 10 the bulb should be maintained or early failure of !toe bulb wi" occur. Do 1'\01 overload the system wittl additional electrical equipment In excess 01 the system's power capacity and ensure thaI aI ciI"cuit connections lUI maintained dean and tight.
vottaoe
REF- 40
Fault Finding Equipment
Checking engine compression
• Low compression will resutt in exhaust smoI<e, heavy oil consumption, poor starting end poor peo1o.mance. A compression leS\ wUl provide use/ul Information about an engine's condition and H performed regularfy. can give warning ollrouble before any other symptoms become apparent. • A compr&ssion ga~ will be rllQuired. along wilh an adapter \0 suit the sparil plug hole ttYead tile. Note thai the saew·ln type
switch lenglne stop switch) to OFF and tum the Ignitloo switch ON; open the tIvottItt fully and crank the engine over on the Slaner motor for a cO\J~ of revolutions until the gauge .-ling stabilises. lithe starter wil not operate with the killWItch OFF, II.m the ignition switch OFF and reler to the neltt paragrap/"l. !I Install the spark plugs back Into th.lr suppressor caps sl"ld arrange the plug electrodes to ItIat Ulelr metal bodies are eao1hed (grounded) aganst the cylinder head; this Is eSSe<1tial to pr.vel"lt damage to the Ignillol"l system as the engine Is spun over I... ill ustration 2). Position the plugs well
lower tnan specified. Inspection 01 the topend components wiI be require
8 Low compresslon press.ure may be due to wom cylinder bores, pistons or rtngs. failure of
the ~ head ~et. worn valve seaI:I, poor valve seating.
or
9 To dl.tlnguish between cylinder/piston wear and valve leakage. po\X a small QUantity of oil Into Ihe bore to temporarily seal the piston rings. then repeal the compression tests 1_ IllU$lnItlon 3}. If the readings show
gauge/adapter set up 'I preferable 10 the rubber cone type. • BeIonI CIWTyi1g oot the test, tnl check the
valve ~ as desctiIed in Chapler 1. I Run the engine unlil It reaches normal operating temperature, then sl op It and remove tile apart.; plug(a), laking car. not to teaIId you' hands on the hoi componenb. 2 Insla11 the g81J11(t adapter and compression QllUOfI in No. 1 cylind&r spark plug hole (SH
Illultl'iltion I ),
Screw t he compression gauge lldapler Into the .perk plug hole, then screw the IJIIU9tllnto the adapter
On kickstBn-equipped motorcycles. make sure the 9'Ii11on swilet1 Is Off. then open the throttle fully and kick the engine over a couple 01 \imB!l until the ~ reading stabilises. • On motoreydes wi1h -.ctrIc Sta/1 only. the procedtn will differ depending on the Miura 01 the ignition system. Flick the engine kill 3
away from the plug holes othetwIso& there " a risk 01 stomlsed fuel escaping from the combustion chambe" and tgl"lltll"l{l. As • .a/ely precaution, COYer the top of the va"" cover with rag. Now tum the Igl"lilion switch ON and kill switch ON, open the Ihronle ful ly and crank the engll"l8 over on tha starie< motor for • coupt. o. revolutions until the gauge ra.adil"l{l stabilises. IS Atter one or two revolutions the pressure I-hould build up to a maximum figure and then stabilise. Take. ooIe 01 this reading and on multi-ey\Wl(ler engi.-- repeal the test on the remaining cylinders. 7 The corract pressures are given in Chapter 2 Specifications. II the results lall within tn. specified range and on multi-cylinder engn.. aI are relatively equal, the englne " In good condition. If there II • marked differe<1c, between the readil"l{lS, or II the readings are
a noticeable increase In pressure this confirms thaI the cylinder bore. piston. or rings are worn. II. however, no chal"l{le It ndicated, the cylinder I"w.Iad gaskeI or va/Yel; should be eKamined. 10 Hi gh compression pressure Indicates eltc_IYe carbon build-up in the combustion chamber end on the piston crown. II this is the case the cylinder head should be ramoved and the deposits removed . Note that excessive carbon build -Up Is leas likely with the used on modem fuels.
"'-
Checking battery open-circuit
.& 1 •
Warning; The gaSH prrxIuced by the batlet)' ... el(p/o6Jve - never smoIr.Of"_e.ny~sin
the rrlcInIfy of the baNIOf)'. Never aHow the electrolyte to cont.lCt your sJo:ln 01'" clothing - H if doN, ..,11'" It off and SlJfIk Immediate rnedIcBIattentlon.
Fault Finding Equipment
REF. 4,
5
",,,-W.\. he<e
Measuring open-circuit battery vottage • Before any electrical fau lt is investigatoo the battery should be checkoo. • You'll need a de voltmetE!!" or multimetE!!" to check battery voltage. Check that the leads are inserloo in the correct terminals on the meter. roo lead to positive (... ve). black lead to negative {-vel. Incorrect connections can damage the metE!!". • A sound lully-charg&d 12 vo lt ballery should produce between 12.3 and 12.6 volts across its terminals (12.8 volts for a maintenance-free battery). OIl machines w~h a 6 volt battery, vo ltage should be between 6.1 and 6.3 voHs. 1 Set a muilimeter to the 0 to 20 volts dc range and connect its p!"obes across the battery terminals. Connect the meter's positive (... ve) p!"obe. usually red, to the batttlfY positive (+ve) terminal, foliow&d by the meter's negative {-vel probe, usually black. to the battery negative terminal {-vel (see iIIustretion 4). 2 If battery voltage is low {below 10 volts on a 12 volt battery or beiow 4 volts on a six volt battery}, charge the battery and test the voltage again. If the battery repeat&dly goes flat, invest igate the motorcycle' s charging syst6lTl.
Lh
)
.
Float-type hydrometer for measuring battery specillc gravity
which has a smal l enough hose to insert in the aperture of a motorcycle battery. • Specific gravity is sJmply a measure 01 the electrolyte's density compar&d with that 01 water. Water has an SG of 1.000 and fully charged batt ery electrolyte is about 26% heavier, at 1.260. • SpecifIc gravity checks are not possible on maintenance-free batteries. Tesliog the opencircu it voltage Is the only means of det&m1iniog theIr state of charge. 1 To measure SG. remove the battery from !he motorcycle and remove the first cell cap. Draw
some electrolyte mto !he hydrometer and note the reading (see Illust ration 5) . Return the electrolyte to !he cell and inslaU the cap.
2 The reading should be in the region of 1.260 to 1.280. II SG is below 1.200 the battery needs charging. Note that SG wIl l vary with t6lTlperature; It should be measured at 20' C (68'F). Add 0.007 10 the reading for every 10' C above 20' C, and subtract 0.007 from the r!lading for every 10' C below 20·C. Add 0.004 to the reading for every 10' F above 68' F, and subtract 0.004 from the readiog for every 10' F below 68' F. 3 When the check is complete. rinse the hydrometer thoroughly with clean water.
Checking for continuity
• The term continuity describes the uninterruptoo flow of electricity through an electrical circuit. A continuity check will determine whether an open-circuit situation e~ists.
Digital multImet.... can be used for all etectrlcal tests
Checking battery specific gravity (SG)
At..
.
• Continuity can be check&d w ith an ohmmeter, rnult imeter. cont inuity tester Or battery and bulb test circu~ (see illustrations 6,7 and 8).
8
Wamlng: The gases produced
~~:::!=o:=:~sn~ -
sparlr5 in the v~inity of the battery. Never aI/ow the electrolyte to con tact your skin or clothing -If it does, wash it off and seek immediate medical attention. • The specific gravity check gives an indication of a batttlfY's state of charge. • A hydrometer Is us&d lor measuring speci1ic gravity. Make sure you pufchase one
Batlery-powered continuity tester
Batlery and bulb test circuit
REF- 42
Fault Finding Equipment
ContInuity check 01 front brake light switch using. met .... nota split pins used to KCO$$ connoM:tor Iem'linlli'
•
All of tt>e,se IOSIn;menIS IIr •• all-powered
by. 00118<)'. 11*8101"8 the checks are made lIr'ith the ignition OFF.
• As. safety~, ~ disconnect the bEI!le.y negatl\la (-ve) lead belore making checks. particularly jf ignrtlon switch checks are being made. • II using a mater, sele<:1 In. appropriate ohms scale and check Ihal the meier reads Infinity (_j. Touch the meier probes together and check that metar reads zero; where neeeSS3ry adjust the meter so thai It reads ,~
•
After using • meter. always switch it OFF
to conservtI its battery.
Swi tch checks 1 "a switch is a' r<'lull. trac40 its wiring up to the wiring connectors. Separate Ihe wire cormectors and inspect them for security and condition. A build-up 01 dIrt or (:O(rosion her. will n1(l$1 likely be the cause of \he problem clean up and apply a weI. dispersant such
_ WOOl.
2 If using a tesl meter. set th' meter to the ohm, • 10 sca la al'\d connect Its probes
across the wire, Irom the
SWItch
Continuity checll 01 ,...,. brake ,~ht lwitch using a continolty tal ter
wires whereas comblnatlon switches, like !he ignition Iwitch, hive many Internal links, Stl,l(!y lhe wiring diagram 10 _ . that you are connecting across the correct pal' 01 wires, Continuity (low or no measurable resistance - 0 ohms) should be indicated wrth the swllCh ON and no contln ... lty (high resistance) with it OfF, 3 Note that the polarity of the test probes doesn't manor lor continuity cheeks, although care should be taken to lol low specilic test procedures if a diode or lKIIid-state component is being checl<ed, 4 A continuity tester or battery and bulb cln:uit can be used In the same way, Connect Its probes as described abova (see iIIu stratlon 10) , The light should come on to indicate contn...ily WI !he ON switch 1X'SiIion, but should elCtinguish in !he OFF poeiIIon.
• broken wife.
Checking lor voltage
• Many electri<:al faults are caused by damaged wiring, often due to IncOlTfI(:l routing or chaffing on fnune components. • Loose, wet or corroded wire connectors can also be the cau&e 01 eleetncal problems, especial~ in exposed locations.
A voltage check can determine ....n.etller current Is read1ing a component • Vollage can be checked with a de \'(Illmeter, multlmeter let on the de volts scale, test t;ghI or buu:er t_ Ylustnotion. 12 and 13). A meter has the ad'Iantage 01 being able to measure actual \'OI1age. • When u$ng a metfll', clleck tllallts leadS!1f8 nserted in the correct tem11nais on the melfii', red 10 poSitive t+ve), black to negative (-ve). nc:orrect comections can dtwnage the met.-. • A voltmeter (or multlmeter set to tile de vo lt s scale) shOUld always be connected In parallel (aerolS the load), Conn&CUng It In
1 A continuity c:heck can be made on a single length 01 'NO by diacorvlecting it at each end
series will destroy !he meter. • Voltage chacb are made with the Ignlflon 00 .
Wiring checks
In.
lIIu.~tion 9). Simple ONfOFF type switches. • ueh as brake light switches, only have two
and connecting a meter or continuity tester ecross betll ends 01 the wife , ... 111 .... tration II). 2 Continuity (low or no r"istance - 0 ohms) should be indicateet N the wlre is good. If no continuity (higll resistance) Is shown. SIlSPtct
can be used for voltage checks
A simple test Hght
•
Fault Finding Equipment
1 First identify the relevant wiring circuit by referring to the wiring diagram at the end of this manual. If other electrical components share the same power supply Oe are fed from the same fuse), take note whether they are working correctly· this is useful information in deciding where to slart checking the circuit. 2 If using a meter, check first that the meter leads are plugged 1nto the correct terminals on the meter (see above). Set the meter to the de volts funct ion, at a range suitable for the battery voltage. Connect the meter red probe (+ve) to the power supply wire and the black probe to a good metal earth (ground) on the motorcycle's frame Of d irectly to the battery negative (-ve) terminal (see illustrati on 14). Battery voltage should be shown ()(l the meter
. • • or a test light - note the earth connection to th e frame (arrow) with the ignition switched ON. 3 If using a test light or buzzer, connect its positive (+ve) probe to the power supply terminal and its negative (-ve) probe to a good earth (ground) on the motorcycle's frame or directly to the battery negative (-ve) terminal (see illustration 15). With the ignition ON, the test light should illuminate or the buzzer sound. 4 If no voltage is indicated, work back towards the fuse con tinuing 10 check for voltage. When you reach a point where there is voltage, you know the problem lies between that point and your last check point.
Checkinglhe earth (ground)
A selection of jumper wires f or making earth (ground) checks
• Earth connections are made either directly to the engine or frame (such as sensors, neutral switch etc. which only have a positive feed) or by a separate wire into the earth circuit of the wiring harness . Alternatively a short earth wire is sometimes run directly from the component to the motorcycle's frame. • Corrosion is often the cause of a poor earth connection. • If total failure is experienced, check the security of the main earth lead from the
REF- 43
negative (-ve) terminal of the battery and also Ihe main earth (ground) point on the wiring harness. If corroded, dismantle the connection and clean all surfaces back to bare metal. 1 To check the earth on a component, use an insulated jumper wire to temporarily bypass its earth connection (see illust ration 16). Connect one end of the jumper wire between the earth terminal or metal body of t he component and the other end to the motorcycle's frame. 2 If the circui t works with the jumper wire installed, the original earth circuit is faulty. Check the wiring for open-circuits or poor connections. Clean up direct earth connections, removing all traces of corrosion and remake the joint. Apply petroleum jelly to the joint to prevent future corrosion .
Tracing a short-circuit
• A short-circuit occurs where current shorts to earth (ground) bypassing the circuit components. This usually results in a blown fuse. • A short-circuit is most likely to occur where the insulation has worn through due to wiring chafing on a componen t , allowing a d irect path to earth (ground) on the frame. 1 Remove any bodypanels necessary to access the circuit wiring. 2 Check that all electrical switches in the circuit are OFF, then remove the circuit fuse and connect a test light, buzzer or voltmeter (set to the dc scale) across the fuse terminals. No voltage should be shown. 3 Move the wiring from side to side whilst observing the test light or meter. When the test light comes on, buzzer sounds or meter shows vol tage, you have found the cause of the short. It will usually shown up as damaged or burned insulation. 4 Note that the same test can be performed on each component in the circuit, even the switch.
REF-44
Technical Terms Explained
...........
poIt.rtants in the exhale!
A
B
ASS (Anti-lock bnoklng syatem) II .)"lIt .....
Sackl., h The wnounl of moVIIITlefl' belwew! meshed com~" when one compon",,1 'held 81il1. Ueuelly lIIlPies 100M" t_h.
........ lIy -'eclronically controlled. tha' M"..' InciPIent wl'lMI lockup durin" braking and ,ellev"s hydraulic pressure at wll"1 which Is about to skid. "'!term,rk,,1 Components suitable for the motorcycle, but not produced by It'4 motorcycle
"*""'.,;1....
......... key A heqgcnBI wrerdI wtich fits Into • ....-.ed heugonlII t.)Ie. AlI.....tlnIiJ Curr8f1\ lac) Current procIuc::ld by an ,11.,naIOO'. Requires converting 10 dirKl co.n.nI by • ..eli_ for charging ~.
AJlernIIlor
eon-u 1TIIIChanicII1-vY from tIwI
engine Inl0 elecl,l<:,1 """'gy to Charge Ih" 001181)1 and power the lllectrical system. Ampere {amp) A unit of mea"" •.."..,t lor 1M flow of .-.elrieal cumoot. Cum!ot • Voila + Ohrnf;. ~hour
IAn)
Ball
burin'll
A
beaOnO consisUng of a hardened
inne< and outs( race with hsrden.ed sIMI ball, betweM the Iwo races. Bearings UMd boM_ two working ...-faces 10 prwenl _ 01 tIwI oomponenb ...cI • buikfup of hMI. FOI.O' typeS 01 be8rWIg artI COII'ItnIII'Iy used on motorcy<:lM: plain shell beariogl. beU bearings, laptfod relief bearings arid needle roUe< beao1ngs. Bevel !learl l.IMd 10 lum !he drive through 90".
Typical applicaHons .... shaft linal drive end camshaft drive (... lllus tratlon) .
gases into less harmful
Charging . ys t. m Dnc:ription of the components wltlch charo- the ball..-y. Ie lhe alternator. rectif... eod regtb.IOI . Clrcllp A nng·shaped clip used to prevent endwise movement cl cyhndrical parts and shalls. An internal circ~p Is ioslalled in a 11'00'" In a housing; lin .tdemai cir'djp fits Into a groove on the outsld. 01 • cylindrical piece such as • shalt. AJ80 known as a ~ CIe....anc. Tlle amount 01 apace bet-. two pans. For .umpl., bltW"" a piston and • cylinder. bel"", a ~ and a journal, ate. Coil spring '" spiral o f elastic sleel loonci In various sizes tllroughout I Yehlc:1e. for example as • spr'nging medium In the suspension and in the va"'. train. Compression Reduction In volume. and Increase in pr' "..... and t.... peratW"e . 01 a gas. caused Dy ~zing ~ InIO a SITIIIIIer space.
M~
01 balt«y capecity. A torque exprHMd In
Comprauion damping Con\1OIIthe SpeMlthe
1oIows. ~ light..w.g 10":1.... lor cyli",* head or ,..."n bNring
Compression ratio TI>t relationship " , t _ cyIincIer volume wherI the plt;ton is a' toP dead 08I'Itre and cyIrder volume the piston is at bottom dead CITIIrI. Continuity The ur.i"!terruplad path In the flow 01
Angle·tlllhlening
~~,",,*,hll1ing.bump.
~ Often
'""*'
fast ..... 1_ 1luatr81ion).
electricity. unIeOlno~resistance. Continuity lest.... Sell-powered bIeeper or test
light which indicat.. contiruily. Cp CandIapower. Bulb riling commonly lound on US motorcydea.
CrOtsply tyra
TYI'e plies an-anged In • panern. Usually 10..- or six plies UMd. hanc:e.PR or 6PR In I)'I'"IIWt codes. Cuah drive Rubber damper sagmenll litled betWMn the rear wlteel and final drtwa sp
aIss-cn::tss
BHP Brlka HorIepower. The 8ntisl'l meaS<Jremenllor engine power OUlput. Pow ... output II now ulually e xp
OW). Ang~llghl""'ng
Blas_b. ,tad tyra Simila. con.tructlon to radl.1 tyre. but with OI.Iler bell running at an angle to the
cylinder head bolts
whtteI rim.
.4nIifNeuo '" ao.ot.~ (usudy aIhyIene glycol) mixed wilh wal .... and added 10 II>t cooling sysl..n, 10 P f _ freezing 01 tl>t cooIIInl In winl .... Anlllr.." also contaIns chemicals 10 inhibit COI'1OSIon and the fonNIlion 01 Nil and 0It- deposits Ihat would tend to clog In. radiator Ind cooIanl passages and .educ. cooIlngeff~.
AnH-dlv. S,..tem attached to the fori< KIwIII' ~ (sIideo:)lo PfY"'II'I Iofk d"", - . braking hard. Antl-MIzI compound A coating that reduces u.. Mk 01 Mizing on fasteners Ihet _ ~ to high temperatures. sucI'I as e xhaust c'-"'P bolts and nutf;. "'PI luTterican Petroleum IRStlll,ltl. '" quality
=::W",": =~,,*.' heal
r..lslanc:l.
commonly
wilh greal
uled
In
lhe
composttlon 01 brake tnction ","Ieriais. A.sbestOll is a health I\aard and Ihe dusl cr"aled Dy bt"ake syslllffil IIhouId never be inhaled OIlnga$ltd. "'TF ...... tomatic Transmission Flukl. OIIen used '"' front fOfkl,.
Aru AutomatIC Ttming Unit, MacIWIieII device
lor IMIvanciog tn. ignition t"ning on
...-. "'TV .... T _ Vtthode. ""lei pIIIy
Often called. Quad.
Sida·to-aide~. wh~ revolves.
""'I '" shalt on wltich s known as a sptndle
-'Y
1Jso
Big-and bearing The bearing In the eod 01 the oonnocIJng nxl that·, attached to the CfITIkIhaII. '"-ding The prOca$$ 01 rernoYing .llir from an hydnlulic S}'It ... vi, a bleed ni~ 01 bINd
-.
Bottom·and A descriptIon of a n englne's crankcase components and all component, comained thete-In
BlOC BeIore Top Oead Centra In tenns cI piston position. 91ition toning is ofIen ex~ In tenns of dov- or mIIIirneb'es BTDC Bush '" cylindrical matal or rubber component used ~ two rnc;Mng paots. Bu.... Rough edge IeI1 on s component .tt...
Cush driv. n.obberw; tIiompen out transmission shock.
mac:tW1ing or .. a r-.ft cI excessHa_.
C
D
Cam chain Thect\aln which lakes drive from II>t crankshall to the cllf"l"l8hellls) Canls t .... The main component In an ....apora~~e emission control system (CaI"domia rna
O'II.ee disc Ca librated disc for measu ring pislon position. Ex~ In dagrlNlS. Dial 9"uga Clock-type gauge wrtn adapl .... lot rneast.ring ruoout and pi8ton position. Expreuad
tIwn 10-" IOthoIlt~. Castellated ~ the parapets MIng!hlt lOP of a caslle wall. For example, a castellated wheel axle or sph:IIe r;.n,
Catalrtic con verter '" device in the . xhaull system of IIOTI'II machines which converta certain
-.
In nm or inct-. DIaphragm The rubber ............. in . . . . .Ier
cylinder or carbu<etlor which seals the upper
0IapIva{jtn 8prinfI A 8IngIe spo\qj plata often ueedlncluta-. Direct cu ....ent (dcl Current produced by • de
,.,..,.
Technical Terms Explained Oecarbonlsa llon
Th\l process of ,emoving
carbon deposits - typically from the combustion chamber, vaNes and exhaust port/system. Detonation Destructive and damaging explosion of fUIIVai, miXlllre In combustion chamber instead 01 controlted burning. Diode An electrical va lve which on ly allows ClJITem to !low In one direction. Commonly used In rectifoers and starter "'terlod<. systems. Disc valve (or rotary valve, A indllClion system used on some two-stroke ""!lin .... , Double-overlie"" camshaft (DOHC) An engine thaI uses two overhead camshafts, one fOf the intaktl valves and ooe for the exhaust valves. DriYebelt A toothed be~ u!!ed to tran""'~ drive to the ",ar wheel On some motorcycles . A dnvebelt has also been used to drive the camshafts. Orivebetts are usuaRy made of Kevlar. Driveshaft Any shaft used to transmit motion. Commonly used when rel&r1'ing to the tinal driveshafI on $haft motorcycles
d""'''
E Earth return Tho return path 01 an electrica l circu~. utilising the motorcycle·s lrama. ECU (Elec tronic Control Unit) A computer which controls (lor instan<::e) an ign~ion system. or an antHock braking system. EGO Exhaust Gas O~ygen sensor. Sometimes called a Lambda SI,KlSOI" Electrolyte The fluid In a lead-acid ba1l8l)'. EM S (Engine Manage m ent Syst em) A computer COOtn:H led system which rnan<>ge$ the fuel Injection and the ign ition systams in an integrated fashion. Endftolll The amount of lengthways movement between two parts. A!? applied to a crankshaft. the distance that the crankshaft can move sideto-side in tho crankcase. Endless chain A chain having no joining link. Common use lor cam chai"s and final drive
chains. EP (Extreme Pr enur e) Oil type used in locations where high loads are appiled. such as betw~ gear teeth. Evaporetive emls.ion control syste m DescrObes a charcoal filled canOster which stores fuel vapours from the tank rathe< than aIlOw1"9 them to vant to the atmosphere. Usually only fitted to calilornia models and ref.....oo to as an EYAP system. E~pan.lon c hamber Secti on 01 two· st roke engine exhaust system SO desigflod to improve engine efficiency and boost power.
Fr_ ler>gth The no-load state 01 a component when measured. Clutch, valve and fork spring lengths are measured al rest, without any
""""".
Freeplay The amoont 01 travel before any &ction takes piece. The looseness i" a linkage, 0< an assemOl)t of parts, betw~ the in~ial application oI forcO'fflITWIl. For example, the distance the rear b
Helicoll A thread Insert repair system. Commooly used as a repair lor stripped spark plug th<eads (Sflflillustration). Hooing A process used to b<eak down the glaze on a cylinde< bore (a lso cal led g laze-busting). Can also be carried out to roughen a " . bored cylinder to aid ring '-!ding-in. HT (Hi gh Tern.lon) Description of the electrical ci rcu~ from the secondary winding of the ignition coil to the s.park plug. Hydraulic A IIq... d liDed system used to transmit pressure Irorn one component to another. Cornmon uses on motorcycles are brakes and clutches. Hydromet er An instrument lor measuring the spec~ic gravity 01 a lead-acid battery. Hygro scopic WatM absorbing. In motorcyc le applications. braking atficioncy win be reduced ~ DOT 3 or 4 hydraulic ftuid absorbs water trom the air - care must be taken to kElell new brake fluid in tightly sealad cont~.
G Gap The distance the spark must travel in jumping from the centre electrode to the side electrode In a spa rk plug. Also refers to the d istance betWeefl the ignition roto< and the pickup coil in an electronic ign~ion system Gas ket Any thin, soft matMial - usually cork. cardboard, asbestos or soft metal - installed between two metal surfaces to enWre a good """I. For instance, tho cylinde< head gasket ......Is the joint between the block and the cylinder
head. Gauge An instrument panel display used to monitor englna condit ions. A gauge w ith. mova~e pointer on a dial or a fi xed scale ;s an analogue gauge. A gauge with a numerical readout;s called a digital gauge. Gear ratios The drive ",lio 01 a pair of ge"'" in a geartx>x, calculated on thai" number of teeth. Glaze-busting see Honing Grinding Process lor renovating the vatve lace and valve seat contact area in the cylinder head Gudgeon pin The shaft which connect s the
~=i:t:; ; : I = t ;~~
the piston. Often
H Kellcal gears Gear teeth are slightly COJf'\/ed and produce less gear noise that straight-cut gears. Often used lor primary drives
F
Ibl It Pounds-Iorce 10$. tbl In Pound ·lorce Inch. An Imperial unit 01 torque , applied to components where a vary k>w torque;" required. Sometimes written as in_ll>$. Ie AbbrevIation lor Integrated Circu~. Ignition advance Means of increasing the timing 01 the spark at higher eng ine speeds. Done by mechanical means (ATU) on ea~y engines or electronicatty by the ignition control un~ 00 later engines Ignition timing The moment at which the s.park plug fires. expressed In the number of crankshaft degrees bel ore tho piston .eache!ithe top of ~5 stroke. or On the number 01 millimetres before the piston reaches the top of its stroke. Infinity (...) Description of an open-circu it electrical state, where no continuity exists. Inverted lorlts (upside down lorlts) The sliders or lower legs are held in tho yokes and the 10!l0; tubes or stanchions are connected to t h o _ axle (spindle) . Less unsprung wftight and stiffer construction then conventionallorks.
J
J ASO Quality standard lor 2-stroke oils. Joule The unit of electrical energy. Joumal The bearing surface 01 a shaft.
K Klc:kstart Mechanical means 01 t urning the engine Over for starting purposes. Only usual~ f~ted to mopeds, small capacity motorcycles and off·road motorcycles. Kill .witch Handebar-mounted switch lor emergency Ignition cut-out . Cuts !ha ignition circuit on al l models. and add lHonaliy prevant start .... motor operat"'" on other.l. km Symboi l or kilometre. kmh Abbreviation lor kilometres par hour.
Feeler blade or gauge A thin strip or blade 01 hardened steel, ground to an exact thickness. used to check or measure eiearances between
"'~ drive Description 01 the drive from the Final transmission to the rear wheel. Usually by chain or shaft. but sometimes by belt. Firing order The order in which the eng ine cylinders fire, or deliver their power strokes, beginning with the number one cylinde<. flooding Term used to describe a high fuel level In the carbul'ellor float chamber.!, lead ing to fuet overflow. Also refers to exce,s luel In the combustloo chamber due to incorrect starting technique.
REF.4S
L Installing a Helicol! thread Insert in a c:ylinder head
Lambda (1..) .ensor A sensor lilled In the exhaust system 10 meaSure the exhaust gas oxygen content (excess 8;' factor).
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