Honda Servicio

m o t o r c y c l e
C O M M O N
S E R V I C E
M A N U A L
HOW TO USE THIS MANUAL CONTENTS
This manual explains the theory of operation
of the various systems common t o HONDA
motorcycles and motor scooters and ATVs. It
also p r o v i d e s b a s i c i n f o r m a t i o n o n
troubleshooting, inspection and repair of
components and systems found on these
machines.
Refer t o the Model Specific Service Manual

for adjustments, maintenance and repair infor-
mation specific t o the model you are servicing.
Section 1 provides general information on the

whole motorcycle as well as Warnings and
Cautions t o remember when performing
I-
maintenance and repairs.
FUEL SYSTEM
Sections 2 through 1 5 cover all aspects of the zn
engine and drive train. n CYLINDER HEADIVALVES
z
Sections 1 6 through 20 include all of the a CYLlNDERlPlSTON
W
component groups that make up the chassis.
-0
2
CLUTCH
Section 21 through 2 5 apply t o the various
electrical components and systems found on
Zi
Honda motorcycles. V-MATIC BELT DRIVE SYSTEM
An extensive alphabetized Index provides TRANSMISSIONIGEARSHIFT LINKAGE

- -
rapid access t o information on specific com-
ponents or systems. CRANKCASEICRANKSHAFT
&NAL DRIVEIOUTPUT SHAFT

All information, illustrations, directions and
specifications included in this publication are bas-
WHEELSITIRES
ed on the latest product information available at
the time of approval for printing. Honda Motor
Co., LTD. reserves the right to make changes at
any time without notice and without incurring any
obligation whatever. No part of this publication
may be reproduced without written permission.
2I
0
FRONT SUSPENSIONISTEERING a
0
0
REAR SUSPENSION
HONDA MOTOR CO., LTD.
Service Publications Office FRAMEIBODY PANELS
ELECTRICAL FUNDAMENTALS
BATTERYICHARGINGILIGHTING SYSTEM
E
IGNITION SYSTEMS
-I
ELECTRIC STARTERISTARTER CLUTCH
LIGHTSIMETERSISWITCHES
-
Date of Issue: March, 1995
0 HONDA MOTOR CO.,LTD.
Symbols
These symbols used throughout this manual show specific service procedures. If supplementary information is required per-
taining to these symbols, it would be explained specifically in the text without the use of the symbols.
Use recommended engine oil, unless otherwise specified
Use molybdenum solution (mixture of the engine oil and molybdenum grease with the ratio 1 : 1).
Use multi-purpose grease (Lithium based multi-purpose grease NLGl #2 or equivalent)

- -
Use molybdenum disulfide grease (containing more than 3% molybdenum disulfide, NLGl #2 or
equivalent)
Example: MolykoteB BR-2 plus manufactured by Dow Corning, U S A .
Multi-purpose M-2 manufactured by Mistubishi Oil Japan
Use molybdenum disulfide paste (containing more than 40% molybdenum disulfide, NLGl #2 or
equivalentl
Example: Molykotea G-n Paste manufactured by Dow Corning, U.S.A.
Hond Moly 60 (U.S.A. only)
Rocol ASP manufactured by Rocol Limited. U.K.
Rocol Paste manufactured by Sumico Lubricant, Japan
Use silicone grease
Apply locking agent. Use a middle-strength thread locking agent unless otherwise specified.
Apply sealant.
Replace the partb) with new one(s) before assembly.
Use brake fluid, DOT 3 or DOT 4. Use the recommended brake fluid, unless otherwise specified.
Use Pro Honda Suspension Fluid.
Use special tool
Use optional tool. These tools are obtained the same way you order parts.
Date of Issue: March,1995

0 HONDA MOTOR CO..LTD.
Abbreviations
The following abbreviations may be used in this manual. They stand for;
Assy .................. Assembly
R ....................... Right (Right side viewed from rear side1
L .......................Left (Left side viewed from rear side1
IN ...................... Intake sidellnside
EX .....................Exhaust sidelExterior side
STD ................... Standard
OP .....................Optional
OS ..................... Oversized
L (100Ll ............. Number of links (100 links1
C2 .....................
Countershaft 2nd gear (Number indicates the stage of gear1
M5 .................... Mainshaft 5th gear (Number indicates the stage of gear1
rpm ................... Revolutions per minute
BTDC ................. Before Top Dead Center
ATDC ................ After Top Dead Center
BBDC ................. Before Bottom Dead Center
ABDC ................ After Bottom Dead Center
AC ..................... Alternating current
DC ..................... Direct current
CDI .................... Capacitive discharge ignition
4P .....................
Number of connector pins
The following letters or marks stamped on parts indicates the installation direction.
IN ......................Install with "IN" toward insidelexhaust side.
TOP ................... Install with "TOP" toward up. (Do not install with the letter upside down.)
UP ..................... Install with the "UP" toward up. (Do not install with the letter upside down.)
F -
U P A .................. Install with the triangular mark facing/pointing up. (Some parts might be stamped with an arrow.)
.................... Install with the arrow toward front. (Some parts might be stamped with a triangular mark.)
R (RHI ................ Install on the right side, viewed from rear side.
If an arrow or triangular mark is stamped, install with the mark toward right.
L (LH) .................Install on the left side, viewed from rear side.
If an arrow or triangular mark is stamped, install with the mark toward left.
F (FR) ................. Indicates the front side of the vehicle.
R (RR) ................ Indicates the rear side of the vehicle.
OUT (OUTSIDE) ... Install with the letter toward out.
LOWER .............. Indicates lower level.
UPPER (FULL) ...... Indicates upper level.
...................... Indicates the rotating direction, if stamped on a rotating part.
If a punch mark (.) is stamped on a part, it indicates the installation direction or an alignment point. Pay attention t o the
mark when assembling.
Date of Issue: July, 1989

@ HONDA MOTOR CO., LTD
GENERAL SAFETY 1-1 FASTENERS
SERVICE RULES 1-3 BALL BEARING REPLACEMENT 1-16
GENERAL SAFETY Coolant

Under some conditions, the ethylene glycol in engine
coolant is combustible and its flame is not visible. If the
Carbon Monoxide
ethylene glycol does ignite, you will not see any flame, but
If the engine must be running t o do some work, make sure
you can be burned
the area is well ventilated. Never run the engine in an
enclosed area.
e coolant on the exhaust system

or engine parts. They may be hot enough t o cause
The exhaust contains poisonous carbon monoxide
the coolant t o ignite and burn without a visible
gas that can cause loss of consciousness and may
lead to death.
- flame.
Coolant (ethylene glycol) can cause some skin irrita-
tion and is poisonous if swallowed. KEEP OUT OF
Run the engine only in an open area or with an exhaust REACH OF CHILDREN.
evacuation system in an enclosed area. DO not remove the radiator cap when the engine is
hot. The coolant is under pressure and could scald
Gasoline you.
Work in a well ventilated area. Keep cigarettes, flames or Keep hands and clothing away from the cooling fan,
sparks away from the work area or where gasoline is as it starts automatically.
stored.
If coolant contacts your skin, wash the affected areas

immediately with soap and water. If coolant contacts your
eyes, flush them thoroughly with fresh water and get im-
under certain conditions. KEEP OUT OF REACH OF mediate medical attention. If coolant is swallowed, the
CHILDREN.
victim must be forced t o vomit then rinse mouth and
throat with fresh water before obtaining medical anen-
Battery Hydrogen Gas & Electrolyte -
tion. Because of these danaers. alwavs store coolant in
a safe place, away from the reach of children.
. The battery gives off explosive gases; keep sparks,

Brake Fluid
-
flames and cigarettes awav. Provide adeauate ven-
CAUTION
tilation when charging. - .- .-
The battery contains sulfuric acid (electrolyte). Con- Spilling fluid on painted, plastic or rubber parts will
tact with skin or eyes may cause severe burns. Wear damage them. Place a clean shop towel over these
protective clothing and a face shield. parts whenever the system is serviced. KEEP OUT
- If electrolyte gets on your skin, flush with water. OF REACH OF CHILDREN.
--
- If electrolyte gets in your eyes, flush with water
for at least 15 minutes and call a physician.
Brake Dust
Electrolyte is poisonous.
Never use an air hose or dry brush t o clean brake
- If swallowed, drink large quantities of water or
assemblies. Use an OSHA-approved vacuum cleaner or
milk and follow with milk of magnesia or
alternate method approved by OSHA, designed to
vegetable oil and call a physician. KEEP OUT OF
minimize the hazard caused by airborne asbestos fibers.
REACH OF CHILDREN.
/ respiratory disease and cancer.

-.-

0 HONDA MOTOR CO..LTD 1-1
GENERAL INFORMATION
Nitrogen Pressure
For shock absorbers with a gas-filled reservoir:
pressure. Allowing fire or heat near the shock ab-

sorber could lead t o an explosion that could result in
Failure to release the pressure from a shock absorber

before disposing of it may lead to a possible explo-
To prevent the possibility of an explosion, release the

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

by pressing the valve core. Then remove the valve stem
from the shock absorber.
Hot Components
Engine and exhaust system parts become very hot

and remain hot for some time after the engine is run.
Wear insulated gloves or wait until the engine and
exhaust svstem have cooled before handling these
parts.
Used Engine/Transmission Oil
may cause skin cancer if repeatedly left in contact

with the skin for prolonged periods. Although this is
unlikely unless you handle used oil on a daily basis, it
is still advisable to thoroughly wash your hands with
soap and water as soon as possible after handling
Date of Issue: Sep., 1988

O HONDA MOTOR CO., LTD.
GENERAL INFORMATION
SERVICE RULES
Use only metric tools when servicing this motorcycle. Loosening a part w i t h multiple fasteners sizes should be
scooter, ATV or piiot. Metric bolts, nuts and screws are not done from the outside-to-inside i n a crisscross pattern,
interchangeable with English fasteners. The use of incorrect loosening the small fasteners first. Loosening the big
tools and fasteners may damage the motorcycle, or fasteners first will place an excessive force on the smaller
scooter, ATV or pilot. fasteners.
Special tools are designed t o remove or replace a specific Complex assemblies, such as transmission parts, should
part or assemblies without damage. The use of other probe stored in the proper assembly order and held securely
cedures, without using the specified special tools, may with wire. This will simplify reassembly later.
damage the parts.
Clean the outside of a part or assembly before removing it

from the motorcycle or opening its cover for service. Dirt
that has accumulated o n the outside could fall into the
engine, chassis or brake system and cause damage later.
Clean the parts after disassembly but before measuring

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

before the parts are disassembled. This will allow those
dimensions (depth, distance, or position) t o be correctly
duplicated upon reassembly.
Non-reuseable parts are always replaced whenever

something is disassembled. These include the gaskets,
metal sealing washers, O-rings, oil seals, snap rings, and
cotter pins.
Control cables must not be bent or distorted. This will lead

t o stiff operation and premature cable failure.
CAUTION
. Coolant or brake fluid will damage the appearance of
painted parts. I n addition, these fluids can damage
the structural integrity of plastic or rubber parts.
Rubber parts can deteriorate w i t h age and are highly-

susceptible t o damage from solvents and oils. Check these
parts before reassembly and replace as necessary.
Date o f Issue: March, 1995

o HoNDA MOTOR co.,LTD. 1-3
GENERAL INFORMATION
Ball bearings are removed using tools which apply force Ball bearings are always installed with the manufacturer's
against one or both (inner and outer) bearing races. If the name and size code facing out. (Facing out meaning-the
force is applied against only one race (either inner or name and sizing code should be visible from the side the
outer), the bearing will be damaged during removal and bearing is lnstalled from.) This is true for open, single-
must be replaced. If the force is applied against both races sealed and double-sealed bearings. Apply the proper
equally, the bearing will not be damaged during removal. grease t o open and single sealed bearings before
reassembly.
SINGLE iALED DOUBLE

TYPE TYPE
Both examples ruin the bearing
Ball bearings are cleaned in high flash-point solvent then

dried with compressed air. Air dry the bearing while
1
OPEN
TYPE / /
MA'~UFACT~RER'S
NAMF, JCAR6kGNo
Snap rings are always installed with the chamfered (rolled)
holding both races to prevent it from spinning. If the bear-
ing is allowed to spin, the high speed generated by the air edge facing away from the thrust of the mating part. This
jet can overspeed the bearing and cause permanent way, pressure against the snap ring presses against the
damage. areas in the snap ring groove with the most parallel con-
tact area against one another. Installed incorrectly,
pressure against the rolled or chamfered edge could com-
press the snap ring with the possibility of dislodging it.
Never reuse snap rings since they are often used to control
end play and become worn with normal use. Wear is
especially critical on snap rings which retain spinning parts
such as gears. After installing a snap ring, always rotate it
in its groove t o be sure it is fully-seated.
Ball bearings are checked (after cleaning) by slowly

rotating the inner race while holding the outer race sta-
tionary. If any radial play or roughness is felt, it must be
replaced. The bearing should have no axial play; if it has
noticeable axial play, it must be replaced.
Grease or oil sliding or turning parts with the recommend-
ed lubricant before reassembly.
Replacement parts and fluids must be genuine Honda or

recommended by Honda. The use of non-Honda parts and
non-recommended fluids can have an adverse affect on
performance and durability.
Reassembly operation should be tested, whenever possi-

ble, before the part is installed onto the motorcycle.
Date of Issue: Nov., 1989

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

To prevent warping important components and ensure securely in the exact positions they were designed for.
proper gasket sealing, multiple sized fasteners should
be torqued as follows: tighten all t o hand-tight, then
torque big fasteners before little fasteners. Torque
pattern should be crisscross from inner-to-outer. To
minimize distortion, critical fasteners should be torqued
in two or three increments. Unless specified otherwise,
bolts and fasteners are installed clean and dry; do not
use oil on the threads.
Oil seals are always installed with grease packed into the
seal cavity and the manufacturer's name facing the out-
side (dry side). When installing seals, always check that
the shaft over which the seal fits is smooth and free of
burrs which could damage the seal.
MANUFACTURER'S NAME .&&

/
Old gasket material or sealant must be removed before

reassembly. If the gasket surface is damaged slightly, it
may be possible to smooth that area with an oil stone.
Date of Issue: Nov., 1 9 8 9

0 HONDA MOTOR CO.. LTD.
GENERAL INFORMATION
FASTENERS
A motorcycle is composed of a number of connected parts. A
variety of fasteners are used t o connect these parts. Unlike
permanent connection methods like welding, riveting and
glueing, threaded fasteners are essential as a means of non-
permanent connection which can be disconnected whenever
necessary.
Roughly estimated, the thread diameter is the O.D. of the male

thread or the I.D. across the full width of the "valleys" of the
female thread.
The pitch is the thread-to-thread distance that a malelfemale
bolt moves in one complete turn.
TYPES OF THREADS
Metric threads, as specified by the International Standards
Organization (ISO), are used on HONDA motorcycles.
.
The t v. ~ i c a lIS0 threads found on Honda products are the
following threads and pitches
1 Diameter (mm) / Pitch (mml 1

Diameter (mm) Pitch (mm)
J
The few parts which do not have conventional (60) metric
threads are listed below.
The threads are NOT INTERCHANGEABLE with conventional (ISO) metric threads.
Description *Symbols (typical examples) Example of application

Parallel threads for tubes PF 118 Oil pressure switch
Tapered threads for tubes PT 118 Thermostatic units
Thread type used on bicycles BC 3.2 Spokes and nipples
Spark plug threads M 125 Spark plugs
Automobile tire
TV8 Tire valve stem
valve stem
* The figures given above represent screw sizes. A n example
is given for each type of screw or thread type.
THREAD SIZES 1
Thread sizes are represented by male thread diameters. Wid-
ths across flats represent applicable tool sizes. Note that these
widths are not related t o thread sizes.
On Honda motorcycles, scooters and ATVs, the size of the
1 WIDTH ACROSS
FLATS
(TOOL SIZE)
MALE THREAD DIAMETER
(THREAD SIZE)
bolt, nut or screw is considered t o be the thread diameter.
Date o f Issue: Nov., 1 9 8 9

1-6 O HONDA MOTOR CO., LTD.
GENERAL INFORMATION
WIDTH ACROSS FLATS

Width (Thread diamel
Hexagon portion
The width across flats is the portion where tools such as a across flats x (pitch)
wrench or a socket are applied. Applicable tool sizes are 8 5 x 0.8
M
represented by these widths. The denomination of a " 1 0 m m 8
wrench," for example, represents a wrench t o be used on hex- 10
heads with widths across flats of 1 0 mm. 12
14
On the right is a table t o show representative widths across 17
flats and thread sizes often used for Honda motorcycles. Not 19
all widths across the flats are shown.
5
6
Some other common widths across the flats are 22, 24, 27,
8
30. 3 2 mm, etc. Spark plugs have particular width across
10
flats; they should be removed with special spark plug wren-
ches (16, 1 8 and 20.6 mrn).
HEX-HEAD BOLT STRENGTH MARKINGS
Strength marks, indicating material type, are visible o n the

head of some hex-headed bolts. Bolts are classified into stan-
dard bolts and h~gh-tensionbolts by material types. During
assembly, take care not to install any high-tension bolts in the
wrong place. Note that while standard bolts are tightened to a
standard torque unless otherwise specified, high-tension bolts
always have their o w n specified torque values. 6 m m SH bolts
without strength marks (small-headed flange bolts with a STR~NGTH
width across flats of 8 m m and a thread size of 6 m m l are all MARK
considered standard bolts.
Mark / No mark / O or O / 10 12
Strength
5,8 8.8 10.9 12.9
Class.
Tension 50-70 80-100 100-120 120-140
strength kgimm2 kgimm2 kgimmZ kgimm2
Class. Standard Bolts Hiah tension
DR-type (or dished-headed) bolts without strength markings

(flange bolts with hex-heads and weight reduction holes in
them) are classified by outer flange diameters. Be careful DISHED HEAD
about the installation points and the torques of high-tension I
bolts having the same hexagon dimensions as standard bolts,
but having larger flanges.
STANDARD HI-TENSION
/
DR-TYPE
BOLT BOLT
I
BOLT
Date o f Issue: Nov., 1 9 8 9

o HONDA MOTOR CO., LTD. 1-7
GENERAL INFORMATION
w\
UBS bolts are in the high-tension category. They can be
recognized by undercuts under their bolt necks. UBS bolts are
marked either with or without strength marks. Furthermore.
these bolts are so structured so they will not easily loosen, by
the provision of a slight slope of 5 to 60' on the bottom of the
flange.
UBS BOLT
"TORX" BOLT I "T TYPE

"TORX" was developed by CAMCARITEXTRON INC.,
Rockford. Illinois, U.S.A.. Its portion which transfers the
tightening torque has hex-globe shape as shown in the figure.
The inside TORX is classified as "Ttype, and the outside
TORX is as "E"type.
Drive size represent the sizes of "T" or "E" portion and also
applicable tool sizes.
On the right is a table to show representative drive sizes and

thread sizes often used for Honda motorcycles.
"Trtype TROX has a special type which has a projection at

the bottom of its hollow.
This type of TORX bolt is used for the parts not t o be disas-
sembled. (ex: throttle sensor installation and etc.)
To remove and install, specific type (with a recess for the

projection) of TORX wrench is required.
Be careful that the parts using " T t y p e TORX bolt basically

should not be removed or the adjustment is required when
reinstalled.

1-8 o HONDA MOTOR CO..LTD.
GENERAL INFORMATION
CT BOLT
STANDARD THREAD
CT (Combination bolt) makes the female threads when they
screw into the unthreaded pilot hole. LOW THREAD
When the CT bolt is screwed into the unthreaded pilot hole,

the bolt makes the female threads in the pilot hole by AFTER PLASTIC
deforming the wall of the hole. Few chips and shavings are DEFORMANTION
produced this time, which is different from threading by a
machine.
The threads remain in the part after the CT bolt is removed
NOTE INTRODUCTION PART

When the CT bolt 1s reused, t~ghtenthe boll wtlh care LOWER HALF OF BOLT
(COMBINATION OF STANDARD
not to rum the female threads that were made when the
THREADS AND LOW THREADS)
bolt was t~ghtenedf ~ r s tlme
t
A standard bolt can be used in the female threads that UPPER HALF OF BOLT
(STANDARD THREADS)
were made by the CT bolt
The servlce reolacement oarts alreadv have the threads
When the CT bolt replacement is required, use a new CT bolt I

or Honda genuine standard bolt (length e l . Do not use the
length I?' standard bolt.
CT BOLT
INTRODUCTION
STANDARD
BOLT
Date of Issue : March, 1995

o HoNDA MOTOR CO.,LTD. 1-9
GENERAL INFORMATION
TORQUE VALUES (Tightening Force)

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

strength. Bolt tightening force is, therefore, often called "bolt
axial force".
A decrease in tightening force (initial tightening force) due to

the passage of time, external forces, or vibration applied
during use is called "fastener loosening". Even when the
initial tightening force was correct, loosening may cause it t o
decrease in later use, finally damaging some parts. As a
countermeasure against fastener loosening, retightening is
carried out after a certain period of time. Periodically tighten-
ing wheel spokes is an example of this operation.
Proper tightening forces are specified according to fastener OIL CLEARANCE

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

tightening is the tightening force. The problem is that this
tightening force (axial tension) is difficult to measure.
Using a predetermined tightening torque is, therefore, the
most common method of controlling fastener tension.
-X
Y
4
- TIGHTENING TORQUE

1-10 0HONDA MOTOR CO.,LTD.
GENERAL INFORMATION
It must be noted that, in this control method using torque

values, the axial tension is proportional to the torque under
certain conditions. Under other conditions, this important axial
tension varies even when the fastener is tightened to the same
torque.
/ Threaded oortion Kerosene 0ile2

in a dry state applied (p= 0.09-0.14)
(p=O.35-0.54) (p=O.22-0.34)
The table on the right gives some examples of friction

coefficient<fl>when oil has adhered to the threaded portion. Effect of Friction Coefficient<lr>
Under the same conditions from the viewpoint of the C
tightening torque and the material of the parts that are
fastened together,<~>varies largely. Of the tightening
torque applied on an unlubricated fastener, 88 to 9 2 percent
is consumed by the friction of flanges and thread surfaces and
only 8 to 12 percent is effectively transformed into axial
tension. This percentage of transformation into axial tension
increases as the above-mentioned friction decreases: i.e. as
the value<il>decreases, the axial tension increases. Axial
tension varies when the same tightening torque value is
obtained. Furthermore, in a dry (unlubricated) state, the value
<p>varies in a wider range and has a tendency to increase
as the tighteninglloosening procedure is repeated
I A TIGHTENING TORQUE
It is important to oil the threads of specific fasteners when in-

structed to do so in the Model Specific manual. Oiling the
threads of these fasteners ensures stable fastening tension in
critical areas. No other bolts besides those specifically pointed
out in the Model Specific service manual text require oil on
their threads.
Lubrication of the threaded portion or of the bottom of the

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

strength, and the strength of the parts that are fastened
together. In many of our previous service manuals, torque
values are specified within a certain range. Due to slight varia- = 1 kg-m
tion in torque wrench precision and fastener friction co- (10 0 kg-cm)
efficient, the target torque value should be the middle of the
range of the torque value specified. The Model Specific
manuals provide only the simplified, middle-range torque
values. Kg-m is used as a tightening torque unit.
(20 cm)
Example; A torque of 1 kg-m refers to the moment of force ob-
tained when a 1-meter long wrench is loaded with 1 kilogram. = 1 kg-m
At the same moment, a heavier load is needed as the effective (10 0 kg-cm)
wrench length is shorter.
1 kg-m=lON-m
1 kg-m = 7 ft-lb

O HONDA MOTOR CO.,LTD. 1-1 1
GENERAL INFORMATION
FASTENER LOOSENING
In most of the cases, fastener loosening is due to external
I
forces repeatedly applied to, or working against, the fastener FATIGUE
(such as vibration), thus reducing screw axial tension.
Certain areas of a motorcycle or scooter are subject to

SpEE
repeated and severe external forces. Special bolts with a high
percentage of elastic deformation capability are used in these
areas.
Installing common bolts in these areas with special re-

quirements may lead to loosening or shearing of the fastener.
Therefore it is important to identify both these specially
designed bolts and the positions where they are required.
Follow any special bolt instructions given in the Model
Specific manuals.
Always clean fasteners thoroughly if there is any dirt present

anywhere on the fastener.
Installing fasteners with dirt or other foreign matter on their

threads or on the bolt or nut bearing surfaces will result in im-
. . axial tension, despite the use of the proper torque
oroper rP\
specification.
As the dirt or foreign matter breaks down due to vibration and

the attached parts working against each other, the fastener
will soon work its way loose. FOREIGN MATTER
There are several methods of preventing the various types of

fasteners from loosening. Some representative examples are
presented on the next page, together with the necessary
instructions for proper use.
Date of issue: March, 1995

1-12 0 HONDA MOTOR CO.,LTD.
GENERAL INFORMATION
Locking
TYPES OF FASTENERS APPLICATIONS CAUTION
I . Lock washer (Conventional split- V a r i o u s points on frame Do not use lock washers which have lost
ring type) (Bolts-incorporating washers their elasticitv or are deformed or eccentric.
are also available.) Excessive torque will open or deform the
washer and render it useless.
Use an appropriate size for thread dia. or
hex point.
W h e n using with a plain washer, always put
the lock washer between the nut and plain
washer.
NUT
vVhen the washer is compressed
LOCK WASHER
~ n d e the
r bearing surface pressure,
the elasticity of the spring and the PLAIN WASHER
sdges of the ring ends prevent
oosening.
2. Self-locking nut .Important points on the frame
- PRO-Link pivot point nuts
A v o i d using spring plate nuts with deformed
or damaged spring plates.
- Axle nuts T h e bolt head must be held during nut in-
stallation and removal due t o the resistance
of the nut spring plate against the bolt.
.If the bolt length is too short, the spring
plate portion of the lock nut will not engage
with the thread fully.
This is a nut w i t h a spring plate on

top. This spring plate presses
against the thread, making i t dif-
ficult for the nut t o loosen. After
removal, this type of nut can be
used again.
3. Double nut -. Chain adjusters
Cable adjusters
--
the lock nut.

~-
Hold the adjusting nut securely and tighten
(Also used for removing or in- Any attempt to loosen both nuts (adjusting
stalling stud bolts) and lock nuts) simultaneously will damage
the bolt threads.
ADJUSTING NUT
The lock nut, applied t o the ad-
justing nut from outside, presses
against the latter thus preventing
loosenina.
4. Cone spring lock washel Important points inside the .Installing in the opposite direction prevents
engine effective locking. Always install cone
CONE-TYPE - Clutch lock nut washers with their "OUTSIDE" mark facing
LOCK WASHER - Primary gear lock nut out. If unmarked, install cone spring was-
\
. Drive sprocket center bolt hers as shown in the column at left.
Do not use if damaged or deformed.
W h e n using a lock nut chamfered on one
side, install the nut with chamfered side fac-
ing the lock washer as shown below.
The bearing surface presses on the

cone spring washer and the spring
reaction presses against the nut t o
prevent it from loosening.

0HONDA MOTOR CO.,LTD. 1-13
GENERAL INFORMATION

~ ~
i. Tongued lock plate Important points inside engine Ensure that a tongue (claw1 has locked the
- Clutch lock nut nut properly.
Important safety points o n the Since repeated bendinglstraightening
frame damages the tongue, replace the lock plate
- Steering head bearing top w i t h a new one whenever the lock plate is
nut removed.
- Driven s ~ r o c k e tnuts Align the tongue t o the nut in such a manner
that the nut aligns perfectly when proper nut
torque is reached, or so that the nut must be
tightened further t o align the tongue.
Do not align the nut in a position where the
locking tongue aligns, but the nut torque is
less than specified.
3end the tongue (claw) t o the flat
ace of nut or into the groove of
:he nut t o lock the nut or bolt head.
"
RIGHT WRONG
5 , Castle-headed nut t Important safety points on the Since repeated bendinglstraightening

frame damages cotter pins, always use new cotter
- Axle nut pins during assembly.
- Brake torque rod T i g h t e n the nut to the specified torque. Then
align the next possible pin hole while tighten
-ing the nut just beyond the specified torque.

Do not align the holes i n a position where
the nut torque is less than the specified
torque.
Inserting a cotter pin through a nut

and bolt prevents loosening.
Bend the cotter pin as shown below.
RIGHT WRONG
7. Slip pinlcotter pin . Frame important safety point: . Since repeated bending /straightening
damages cotter pins, always use new cotter
- Brake rod
pins during assembly. Although slip pins can
COTTER
--PIN be used again, replace slip pins with new
ones if they are deformed or fatigued.
When using a cotter pin or slip pin on
suspension and wheel components, install
the pin with the head facing forward. If in-
stalled in the opposite direction, these pins
may be bent and eventually broken and
knocked out due t o hitting stationary objects
nserting a slip pin or cotter pin or from thrown stones on off-road bikes. Be
through a bolt prevents the nut sure t o bend cotter pins properly as shown
'rom loosening. below.
-FORWARD
@ :/I
!I
t Set the pin head in any position within the

range A shown above.
Date of Issue: March.1995

GENERAL INFORMATION
. Stake-type lock nut Important points inside the During disassembly, eliminate the staking
engine point to loosen the nut.
STAKE POINT - Clutch center lock nut Replace the nut, i f the old staked area of the
Wheel bearing retainer nut aligns with the groove of the shaft after
Shift drum stopper plate tightening the nut t o specified torque.
After tightening the nut to the specified tor-
que, stake the nut collar by striking it with a
drift punch in such a way that the staking
point matches the shaft groove. Ensure that
the staking point has entered into the groove
at least 213 of the groove depth.
;take (or indent1 the collar of the

u t to make it match the groove in
he shaft.
.-
I. Thread locking agent Rotating points inside the Application of a locking agent increases
engine, points which if loosening torque. Take care not to damage
loosened, may contact the bolt during removal.
rotating parts. Before applying a locking agent clean off all
- Stator coil bolt oil andlor residual adhesive remaining on the
- Bearing retainer bolts threads and dry them completely.
- Shift drum stopper plate Application of an excessive amount of
bolt adhesive may, during loosening, damage the
t Frame thread or cause the bolt to be broken. Apply-
- Fork socket bolts ing a small amount of adhesive to the end of
- Brake disc bolts the bolt threads distributes the adhesive
throughout when the bolt is threaded in.
APPLY LOCKING AGENT

Apply a thread locking agent t o the
hread t o prevent loosening.
IzIam&i
- Locking agent may cause plastic parts
t o crack. Don't let locking agent touch
plastic parts.
10. UBS bolt
-.
- Used o n critical areas of I The tightening surface where the bolt flange
seats should be level and smooth.
the enginelfrarne where a nut
cannot be used to tighten.
Engine;
- cylinder
- cylinder head
Frame;
- foot peg
- bracket
The threads are pressed by the

,eaction on the inclined bolt flange
Date of Issue: March. 1995

o HONDA MOTOR CO..LTD. 1-15
GENERAL INFORMATION
BALL BEARING REPLACEMENT

Removing Ball Bearings
Bail bearings are removed using tools which apply force
against one or both (inner and outer) races. if the force is ap-
plied against only one race (either inner our outer), the bearing
will be damaged during removal and must be replaced. If the
force is applied against both races (equally), the bearing can be
reused.
If the bearing is in a blind hole in the crankcase and cannot be

removed by hammering on the opposite side, remove it with a
bearing remover. For recommended bearing removers, refer to
the Tool Compatibility Table on page 1-18 and Chart on page
1-19.
HANDLE SHAFT
CAUTION
/ . Ooerate the bearing
- remover with the shaft threads pro-
perly engaged. A poor fit may lead to damage to the
threads.
1 b
. Replace the remover if It is worn or damaged.
Do not reuse bearings that have been removed.
If the use of a bearing remover is not possible, remove the

bearing by thermally expanding the case; slowly and uniformly
heating the case with a heat gun (industrial dryer), or a hot HEAT GUN
plate
I . To avoid burns, wear insulated gloves when handling the I

I heated case. 1
CAUTION
I . Usina a torch to heat the case mav cause warning.
Remove the bearing from the shaft using a bearing puller.

Avoid using a bearing that has been removed by pulling on the
BEARING PULLER
outer race with a bearing puller.
Universal Bearing Puller 07631 -0010000 or its

equivalent should be used.
Date of Issue: March, 1 9 9 5

GENERAL INFORMATION
Remove the wheel bearing using a bearing remover shaft and

remover head.
Do not reuse the removed bearing
For recommended bearing remover shafts and remover heads,
refer to the Tool Compatibility Charts on the following pages.
Installing Ball Bearings

Clean the bearing recess before the bearing is installed to en-
sure that it is free from dust or debris and that the bearing
seats fully in its recess.
Caution should be taken regarding the direction in which the
bearing is installed. Ball bearings are always installed with the
manufacturer's name and size code facing out.
This is true for open, single sealed and double sealed bearings.
MANUFACTURER'S
Apply the proper grease to the bearing before reassembly. The NAMEBEARING No
outer race should be installed with a driver, attachment and
pilot.
The bearing must be installed in a parallel manner.

CAUTION
/ . Dust in the bearing recess or failure to install the bearina
parallel to the case may result in bearing failure.
/
If a new bearing fails to fit tightly in the bearing recess, replace

the case.
NOTE
CAUTION
If the pilot contacts the oil guide plate w h e n installing
the bearing, the oil guide plate m a y be damaged.
Before removing the bearing, make sure whether or
not a pilot can be used.
When the bearing is installed onto a shaft, the inner race

should be set by using an inner driver handle and inner driver.
Clean the bearing recesses thoroughly before installing the

new bearing.
INNER RACE
The bearing must be installed in a parallel manner.
CAUTION
I. Dust in the bearmg recess or improper fit may result in

bearina failure. .
If a new bearing fails to fit tightly onto the shaft, replace the
shaft.
CAUTION
/. An improper fit between the bearing and shaft may
cause bearina damaae when in use.
For adaptability between drivers, attachments and pilots, refer

to the Tool Compatibility Charts on the following pages.

0 HONDA MOTOR CO..LTD. 1-17
GENERAL INFORMATION
TOOL COMPATIBILITY CHART FOR

SINGLE-SEALED DOUBLE-SE
STANDARD BEARINGS TYPE TYPE
1
Bearing Size
Select the bearing tool according to the size stamped on the
bearing race.
A "U" or "2" indicates a bearing with a metal shield or rubber
seal respectively. These letters have no connection with bear-
ing size and can be ignored.
U: Single-sealed type OPEN
Z: Single-sealed type
UU: Double metal sealed type TYPE
MAN~FACTURLTS
ZZ: Double rubber sealed type NAME, BEARING No.
1
Bearing Remover Compatibility for Wheel Bearing ID BEARING REMOVER HEAD
Use the remover heads listed below in combination with shaft NUMBER
("mi--____-. TOOL NUMBER -
(07746-0050100). 6000
There is a kit comprising of 1 0 - 2 0 mm remover heads and 6200 10 07746-0050200
shafts. 6300 -
aWheel Bearing Remover Kit: 07746-0050001
6001
6201 12 07746--0050300
equivalent commercially 6301 -. .
available in U . S . A . 6002
Refer to Service Tool 6202 15 07746--0050400
Catalog, General Tool 6302
S T N - # 3 8 i n U.S.A. 6003
6203 17 07746-0050500
6303
6004
6204 20 07746-0050600
6304 _I
Bearing Remover Compatibility Table

"Not available in U.S.A. "'07936-3710100 U.S.A. only "'07936-3710200 U.S.A. only
TOOL NUMBER
.....r- ~
REMOVER SET
~
6000 Included with

6200
6201
6301
6002
6202 ??,741-0010201 07936-KC10500
6302
Included with
6304
..
6005 Included with
6205 '07936-4250100 remover
6305
-..
6006 Included with
6206 07936-8890200 remover
72
6007 62 Included with
6207
6307 80
Date of issue: March, 1 9 9 5

1-18 0 HONDA MOTOR CO..LTD.
GENERAL INFORMATION
Tool Compatibility Chart
F i i T i N G POiNT OUTER RACE INNER RACE

--
-
ATTACHMENT
Date of Issue : March. 1995

0 HONDA MOTOR CO.,LTD
MEMO
FUEL LINE 2-2 DRIVE CHAIN
FUEL STRAINER SCREEN 2-2 DRIVE CHAIN SLIDER, CHAIN GUIDE,
GUIDE SLIDER AND ROLLERS
THROTTLE OPERATION 2-3
DRIVE BELT
OIL PUMP AND OIL LlNE (2-stroke
separate oil supply motorcycles) 2-4 BELT CASE AIR CLEANER
CARBURETOR CHOKE 2-5 FINAL DRIVE OIL LEVEL
AIR CLEANER 2-6 BATTERY
AIRCLEANER HOUSING DRAIN TUBE BRAKE FLUID
(off-road motorcycles and ATVs) 2-7
BRAKE SHOE WEAR
CRANKCASE BREATHER 2-7
BRAKE PAD WEAR
SPARK PLUG 2-8
BRAKE SYSTEM
VALVE CLEARANCE 2-9
BRAKE LIGHT SWITCHES
ENGINE OIL 2-1 1
HEADLIGHT AIM
ENGINE OIL FILTER 2-1 3
CLUTCH SYSTEM
ENGINE OIL FILTER SCREEN 2-14
SIDE STAND
DECARBONIZING (2-stroke engine) 2-15
SUSPENSION
CARBURETOR SYNCHRONIZATION 2-16
SPARK ARRESTER (USA only)
CARBURETOR IDLE SPEED 2-17
NUTS, BOLTS, FASTENERS
RADIATOR COOLANT 2-17
WHEELSITIRES
COOLING SYSTEM 2-18
STEERING HEAD BEARINGS
SECONDARY AIR SUPPLY SYSTEM 2-19
WHEEL ALIGNMENT (FOUR TRAX)
EVAPORATIVE EMISSION CONTROL
SYSTEM 2-19
TRANSMISSION OIL
(2-stroke engine) 2-20
NOTE
This section covers the normal inspections and adjustments that are necessary to maintain the vehicle in good condi-
tion. Perform this maintenance at each scheduled maintenance period. Refer to the Model Specific manual for the pro-
per maintenance schedule and applicable items.

0 HONDA MOTOR CO..LTD
FUEL LINE
Check the fuel line for:
- Gasoline leakage
- Loose or improperly positioned line clip
- Deteriorated or damaged line
Replace any defective parts
FUEL STRAINER SCREEN

Turn the fuel valve to "OFF" position.
Remove the strainer cap below the fuel valve, and drain the
gasoline into a suitable container.
is extremelv flammable and is exolosive under /

1 certain conditions. . I
Work in a well ventilated area. Keep cigarettes, flames or
sparks away from the work area or any area where gasoline is
stored.
Remove the O-ring and strainer screen
Clean the cup and strainer screen with non-flarnrni 2ble or high
flash point solvent.
Replace the O-ring with a new one
Reinstall the strainer screen, O-ring and cup, then tighten the
cup to the specified torque.
CAUTION
. Overtightening the cup may break or deform the O-ring.
causing a fuel leak.
Turn the fuel valve to "ON" and check that there are no leaks.

MAINTENANCE
THROTTLE OPERATION
Check for any deterioration or damage t o the throttle cable.
Check that the throttle automati~allycloses completely in all
Steering positions.
If the throttle grip does not return properly, lubricate the throt-
tle cable and overhaul and lubricate the throttle grip housing.
If the throttle grip still does not return properly, the cable may
need replacement.
With the engine idling, turn the handlebar all. the way t o the
right and left t o ensure that the idle speed does not change.
if idle speed increases, check the throttle grip free play and the
throttle cable connection.
Reusing a damaged or abnormally bent or kinked throttle

THROTTLE GRIP TYPE / THROTTLE LEVER TYPE
cable can prevent proper throttle slide operation and may
lead t o a loss of throttle control while riding.
Throttle free play should be checked and adjusted as follows:
Throttle grip free play is correct if there is a prescribed amount

of play on the outer circumference of the throttle grip flange.
Throttle lever free piay is correct if there is a prescribed

amount of play at the tip of the throttle lever.
I FREE PLAY
Minor free play adjustments can be made with the adjuster on

the throttle grip side.
I TYPICAL
Loosen the iock nut and turn the adjuster t o obtain the desired
amount of free piay.
Tighten the iock nut after the adjustment has been made.
If the adjuster has a boot, reposition it properly after adjust-

ment is made.
W i t h a forced opening/closing-type throttle, the major adjust-

ment of free play can be made by loosening the lock nut on
ADJUSTER
the pull side of the cable and turning the adjuster.
Tighten the lock nut after the adjustment has been made

MAINTENANCE
If the throttle cable has an adjuster anywhere within its length -7ROTTLE CABLE
besides the ends, major adjustment is made there.
Adjust the free play by loosening the lock nut and turning the
adjuster.
Tighten the lock nut after the adjustment has been made.
If the adjuster has a boot, reposition it properly after adjust-
ment is made.
After adjustment, verify correct throttle free play in all
steering positions. ADJU
OIL PUMP AND OIL LINE

(2-stroke separate oil supply fi@ 3 A H R O T T L E CABLE
motorcycles) CABLE
The oil supply on some 2-strokes is controlled by a throttle
cable that is coupled with an oil pump. JU'
Oil flow is regulated, in a direct relation to throttle movement
and position, by a combined oil controlithrottle cable that
simultaneously moves the throttle slide in the carburetor and a
control arm on the oil pump.
When the inner cable of the oil control cable stretches, the CONTROL ARM
amount of the oil flow changes and is not suitable for the size
of throttle opening. Therefore, it is necessary t o inspect and
readjust it periodically.
There is matching mark on the oil pump that must be aligned

with the matching mark on the control arm, pump body, etc.
Refer to the Model Specific manual before making any
adjustments.
Oil line
Check the oil line for leaks, deterioration or damage: Replace
parts if necessary.
Oil strainer
Loosen the tube clip located on the bottom of the oil tank.
Drain oil into a suitable container.
Remove the oil strainer joint from the bottom of the tank.
Remove the strainer screen.

MAINTENANCE
Clean the strainer screen by blowing it out with compressed

OIL STRAINER
air.
To replace the screen, reverse the removal procedure.
Fill the oil tank to the upper level mark with 2-stroke engine oil.
Remove any air from the oil line and oil pump (See page 4-1 1t .
NOTE
. Check each part for oil leakage after completing the oil
strainer cleaning and oil tube and pump air bleed
procedures.
CARBURETOR CHOKE
MANUAL CHOKE
On a manual choke system, check t o see if the choke lever CHOKE LEVER
(or knob) can be opened and closed completely.
I
I
Inspect the choke cable to see if it is bent, crimped or damaged I
tn any way.
i
1
i --
Check to be sure that cable movement is correct on machines
with manually operated chokes.
Check by pushing with your finger to see if there is a maximum

of 1-2 mm of free play in the inner choke cable when the
INNER CHOKE CABLE
choke lever is in its completely off position.
If the amount of free play is not sufficient, loosen the cable

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

i
The choke action on motorcycles equipped with a starting
enrichment valve can be checked by the way the engine
starts and runs.
NOTE
. Difficulty in starting before it is warmed up (easy once it
is warmed up) : starting enrichment valve is not
completely opened (off)
. Idle speed is erratic even after warm-up (imperfect
combustion) : starting enrichment valve is not
completely closed (on)
When the above-mentioned symptoms occur, inspect and

overhaul the starting enrichment system according t o the
proceduresspecified in the Model Specific manual. If you find
nothing wrong with it, proceed with the overhaul o f the
other items on the breakdown diagnosis list.

MAINTENANCE
AIR CLEANER AIR CLEANER
When the element becomes dirty, the airlfuel mixture will AIR CLEANER
become too rich.
Periodic cleaning or replacement is necessary.

Vehicles used in dusty areas require more frequent
inspections.
When replacing the air cleaner element, be careful t o note

the following points:
become more airtight if a small amount of grease is ap-

plied to the seal.
Check t o see that both the air cleaner and the holder
Oiled Urethane Foam Element

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

parts may result in a fir
CAUTION
with gasoline or any
or organic, volatile type oil may cause improper ignition,
deterioration of the element, or a loosening of the ele-
WASH
IN NON-
FLAMMABLE
3/
SQUEEZE SOAK SQUEEZE
(Pro Honda Air Filter
oil or equwalent)
ment adhesive, that can result i n engine damage. SOLVENT
Be sure to allow the element to dry thoroughly before applying

oil . Otherwise, the oil will be diluted by the solvent and the
filtering ability of the filter will be much less effective.
Apply Pro Honda Air Filter Oil or equivalent to the entire

surface of the element and rub it with both hands to saturate
the element with oil. Squeeze out the excess oil. Apply a thin
coat of Pro Honda White Litium Grease, or equivalent to the
sealing surface.
CAUTION
.
.
to use air filter oil w h e n riding in
dusty condition can result i n premature engine wear
due to dustldirt drawn into the engine.

MAINTENANCE
Paper Element ELEMENT

If the surface of the element is dirty, remove the dust first by
tapping the element gently. Then, blow away any remaining
dust on the surface of the filter with compressed air from the
clean side lor carburetor side) toward the dirty side.
Viscous Paper Element

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

(off-road motorcycles and ATVs)
Loosen the drain tube clip and remove the drain tube to empty
any accumulation of fluids or dirt from the air cleaner housing
into a proper container.
Check the drain tube for damage and replace if necessary

Reinstall the drain tube and set the clip in place.
CRANKCASE BREATHER I CARBURETOR AIR CLEANER

Honda motorcycle engines are equipped with a closed
crankcase system to prevent discharging crankcase emissions
into the atmosphere. Blow-by gas is returned to the
combustion chamber through the air cleaner and carburetor.
A crankcase breather separator is necessary within the system

to prevent moisture from contaminating the engine. Vapor is
allowed to pass through the air cleaner and into the engine to
be burned off. Moisture is collected in a sealed crankcase
breather tube. Periodic maintenance is t o remove the and 'UBE
drain deposits into a suitable container, then reinstall the
crankcase breather tube plug.
A portion of the crankcase breather tube is transparent so it

is easy t o confirm the amount of accumulation.

MAINTENANCE
SPARK PLUG .
For more information on spark plugs refer to page 23-9 CENTER

ELECTRODE
NOTE
Clean around the spark plug seat with compressed air
before removing, and be sure that no debris is allowed t o
enter the combustion chamber.
\
Remove the spark plug cap and then remove the spark plug
INSULATOR
and inspect or replace as described in the Model Specific
manual maintenance schedule.
Inspection
.-
Check the following and replace if necessary.
insulator for damage
. electrodes for wear

burning condition, coloration;
- dark to light brown shows good condition.
- excessive lightness shows faulty ignition timing or lean
mixture.
REUSING A SPARK PLUG

Clean the spark plug electrodes with a wire brush or special
plug cleaner.
SIDE ELECTRODE
Check the gap between the center and side electrodes with a
wire-type feeler gauge. If the gap is not as specified, bend the
side electrode to adjust it.
Replace the spark plug in the cylinder head and hand tighten.
Torque to specification.
M;ELIN-
spark plug hole before inserting the spark plug.
To prevent damage to the cylinder head, hand-tighten
the spark plug before using a wrench to tighten to the
REPLACING A SPARK PLUG

In the case of new spark plugs, set the gap with a wire-type
feeler gauge. Install and hand tighten, then tighten about 114
of a turn after the sealing washer contacts the seat of the plug
hole. Reused plugs should be tightened to the specified torque.
Do not overtighten the spark plug,
CAUTION
. Ovenightening the spark plug may damage the cylinder
0HONDA MOTOR CO.,LTD.
MAINTENANCE
VALVE CLEARANCE ADJUSTING
Adjustment is unnecessary on motorcycles equipped with

hydraulic lash adjusters (hydraulic tappet). However, ap- LOCK
propriate clearance is needed between both the intake and ex-
haust valves and the valve openinglclosing mechanisms in all
other 4-cycle engines. This clearance allows for a change in
the size of the valve caused by thermal expansion as the heat
of the combustion chamber is transmitted t o the valve.
If there is too much clearance, it may result in engine noise

(tappet noise). If there is too little clearance, the valve is push-
ed during the heated period, causing a drop in compression,
resulting in bad idling and, eventually, burned valves.
NOTE
INDEX CRANKSHAFT
Inspect and adjust the valve clearance when the engine
IS COO^ (under 35°C1950Fl. i MARK
Inspection and adjustment of valve clearance should be per-

formed with the piston at top dead center of the compression
stroke. This position can be obtained by confirming that there
is slack in the rocker arm when the stamped "T" mark on the
flywheel rotor and the index mark on the crankcase cover are
aligned. If there is no slack in the rocker arm, even when the T-
mark and index mark are aligned, it is because the piston is
moving through the exhaust stroke t o top dead center. Turn
"T"
I MARK
the crankshaft one full rotation and match up the T-mark
again. The piston will then be at the top of the compression
stroke (top dead center). On in-line 4-cylinder engines with the
firing order 1-2-4-3, the inspection of valve clearance can
be conducted by rotating the crankshaft twice. After the
above procedure has been properly carried out, the inspection
and adjustment of all cylinders is complete.
(In-line 4 cylinder engines are numbered 1 - 2 - 3 - 4 starting

from the left cylinder.)
Cylinder at top
of compression
stroke Cylinder number
On V-twin and V-4 engines, inspection and adjustment are

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

0HONDA MOTOR CO.,LTD
MAINTENANCE
The valve clearance adjustment is correct when the specified

feeler gauge fits snugly, but the next size larger feeler gauge
will not fit in.
NOTE
1 . On motorcvcles that have a decomoression mechanism
which lifts the valve when starring the engine, the ad-
1
justment for decompression must be carried out first in
order to provide an accurate valve clearance inspection.
Valve clearance inspection on engines with common, screw-

type adjusters is measured by inserting a feeler gauge directly
between the end of valve stem and the adjusting screw.
In the case of one-sided ball-joint type engines, the clearance

is measured by inserting the feeier gauge between the rocker
arm and the cam.
In the case of valve lifters in direct push-type engines, the

clearance between the cam lobe and lifter or shim is measured
with a feeler gauge.
If adjustment is needed, loosen the lock nut and the adjusting

screw and insert the proper dimension feeler gauge. Proper in-
take and exhaust valve clearance specifications are given in
the Model Specific manual.
Turn the adjusting screw and adjust the clearance until the in-
serted feeler gauge can only be pulled out with a little
difficulty.
Leaving the feeler gauge inserted, and being careful not to turn
the adjusting screw, tighten the lock nut to the designated
torque.
CAUTION
/ . An improperly
. . . tightened
engine damage.
- lock nut may loosen and cause 1
, .
Be sure to use any special tools specified for valve adjustment. 1
2-10 0HONOA MOTOR CO..LTD.
MAINTENANCE
When the lock nut is tightened, the clearance may change. So

be sure to recheck the clearance after tightening the locknut.
Adjustment is properly carried out only when the feeler gauge

can be pulled out with a little difficulty. If tension on feeler
gauge is too great or too little, readjust.
In the case of valve lifters in direct-push-type engines, change

the shim to adjust the valve clearance. Refer to the Model
Specfic manual for the appropriate adjustment method
ENGINE OIL
NOTE
Do not screw in the oil capllevel gauge when checking
. oil level.
The oil level cannot be correctly measured if the motor-
cycle is not supported perfectly upright on a level
surface.
As the oil is gradually consumed, it is necessary to
periodically check the oil level and replenish the oil
. volume to its proper level.

If the oil level is too high, overall engine performance and
the actuation of the clutch may be effected. Too little oil
may cause engine overheating as well as premature
wear to various parts.
If a different brand or grade of oil or low quality oil is mix-
ed when adding oil, the lubricating function deteriorates.
Check the oil level only after starting the engine and
allowing the oil to circulate through the engine
throughly. It is especially important to run the engine
before checking the oil level on a dry sump engine, due
t o the comparatively large volume of oil.
4-stroke, Wet Sump Engines:

Start the engine and let it idle for a few minutes.
Stop the engine, remove the oil level gauge and wipe the oil
from the gauge with a clean cloth.
Two or three minutes after stopping the engine; with the

motorcycle in an upright position, insert the level gauge into
the engine without screwing it in.
The engine contains a sufficient amount of oil if the level is

between the upper and lower lines on the gauge.
If the oil level is near or below the lower line, add the recom-
mended engine oil up to the upper line.
Refer to the Model Specific manual for the recommended oil.

O HONDA MOTOR CO.,LTD. 2-11
MAINTENANCE
4-stroke, Dry Sump Engines:

For more information refer to page 4-4
For day sump oil systems it is very important to follow the

checking procedure exactly, so the oil flow is stabiliyed.
Otherwise, it might seem like there is too much, or not
enough oil.
Start the engine and allow the engine oil to warm up
thoroughly.
NOTE
Do not snap the throttle or the oil level reading will be
inaccurate.
Allow the engine to idle for about 3 minutes and stop the
engine. Remove the oil level gauge immediately and wipe it
clean. With the motorcycle in an upright position on a level sur-
face, check the oil level by inserting the gauge into the oil tank
without screwing it in.
The engine contains a sufficient amount of oil if the oil level is

between the upper and lower lines on the gauge.
If the oil level is near or below the lower line, add the recom-
mended engine oil up to the upper line.
See the Model Specific manual for the recommended oil.
Leak Inspection:
Inspect to see that there is no oil leaking from any part of the
engine, oil pipes, oil hoses, etc.
If any oil leaks are detected, perform the proper maintenance
to correct the problem.
Oil Change:
in 4-stroke engines, sludge can build up, due in part t o the gas
which blows past the piston rings which contaminates the
oil, causing a weakening of oil's performance. To alleviate this
contamination problem, change the oil periodically.
Because many newly machined surfaces are moving against

one another for the first time in new motorcycle engines, a
noticeable amount of powdered metal circulates with the oil
during this early stage of use.
Therefore, it is extremely important to change the engine oil
and to replace the oil filter or clean the oil strainer screen at the
first maintenance interval (after 1,000 kml600 miles) in order
to prolong engine life.
See the Model Specific manual for oil change intervals.
NOTE
Draining the engine oil while it is still warm is the most
ra~id and efficient method.

MAINTENANCE
Remove either the oil level gauge or filler cap to allow rapid
draining.
Remove the oil drain bolt at the bottom of the crankcase and
drain the oil.
. Used engine oil may cause skin cancer if repeatedly Left SEALING
in contact with the skin for prolonged periods. Although
this is unlikely unless you handle used oil on a daily
basis, it is still advisable to thoroughly wash your hands
with soap as soon as possible after handing used oil. 1
- . .. ... . h
After the oil is completely drained, clean and install the drain BOLT
bolt and sealing washer and tighten to the designated torque.
NOTE
. Replace the sealing washer if it is damaged.
Pour the recommended engine oil into the engine through the
oil level gauge/filler hole. The oil filler cap is separate from
the oil level gauge on some engines.
Pour in the oil, periodically checking with the level gauge until
the upper line on the gauge is reached.
Install and tighten the level gauge andlor filler cap after
replenishing.
ENGINE OIL FILTER OIL FILTER

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

0 HONDA MOTOR CO., LTD. 2-13
MAINTENANCE
Cartridge-Type Paper Filter

Cartridge-type oil filters are removed using a filter wrench.
remain hot for some time after the engine is run. Wear in-
sulated gloves or wait until the engine and exhaust
system have cooled before handling these parts.
Clean the filter area of the engine with a clean cloth.
Spread engine oil thinly over the O-ring of the new filter and at-
I
tach the filter to the engine.
Tighten the oil filter with the proper filter wrench.
Oil Filter Wrench

(For small-type cartridgel 07HAA-PJ70100 1/12 TURN
(For large-type cartridge) 07912-61 10001
Torque:
Small-type cartridge: 10 N . m ( l .O kg-m, 7 ft-lb)
Small-type cartridge with scale: 2 6 N.rn(2.6 kg-m, 19 ft-lb)
Large-type cartridge: 1 8 N - m ( l . 8 kg-m, 1 3 ft-lb)
Small-type cartridge with scale can be tighten by the following
procedure
Install the oil filter and fully hand-tighten.
Tighten the oil filter using a filter wrench to rotate 1112 turn.
NOTE
. Tighten 1/12 turn along the oil filter marker line. J
P
Confirm that there is no oil leakage by starting the engine after RUBBER
OIL FILTER COVER
the engine oil has been set at its proper level. \ SEAL
Run,the engine for about a minute, then stop it and inspect

carefully for leaks.
Element-Type Paper Filter

Remove the oil filter cover and replace the filter element.
Reinstall the cover with a new O-ring.
NOTE
Install the element with the rubber seal side facing out,
-
mak~nasure that the sorinq
element and crankcase.
. " is installed between the
O-RING
. If the element is installed incorrectly, it will reduce oil
flow.
Replace the O-ring on the filter cover with a new one.
Replenish the engine oil with the proper type and viscosity,
and t o the proper level. Always run the engine and check for
oil leaks and verify the oil level after an oil or oil and filter
change.
ENGINE OIL FILTER SCREEN

Check to see if there is any dirt or debris on the oil filter screen
which might hinder the flow of oil. Remove and clean the
screen in solvent if any deposits are found on the screen.
Refer to the Model Specific manual for oil filter screen removal.
cleaning and installation procedures for specific models.
Date of Issue March,1995

2-14 o HONDA MOTOR co .LTD
MAINTENANCE
DECARBONIZING (2-stroke engine)

Carbon accumulation occurs more rapidly in 2-stroke
engines than 4-stroke engines because 2-stroke engines burn
engine oil. If the build-up of carbon is not removed
periodically, the carbon accumulation increases to an
excessive amount, causing hot spots on the cylinder head and
piston crown. This may cause knocking dueto preignition and
may cause poor engine performance. Accumulated carbon in
the exhaust port hinders the flow of the exhaust, causing a
drop in power output. Therefore, removal of accumulated
carbon should be performed according t o the maintenance
schedule in the Model Specific manual.
CAUTION
. When removing carbon, be careful not t o damage the
combustion chamber, piston and cylinder. COMBUSTION
CHAMBER
I
Take off the cylinder head and remove the carbon from the
piston crown when the piston is in the top dead center
position.
Remove carbon from the combustion chamber area of the

cylinder head.
Take off the cylinder and remove accumulated carbon from the
walls of the exhaust port. EXHAUST PORT
Remove any remaining carbon within the cylinder.
In liquid-cooled engines, be sure to remove carbon particles

that may have fallen into the coolant jackets around the
cylinder by blowing them out with compressed air.
Refer to the Model Specific manual for the proper procedures

for cylinder and cylinder head removal and installation.
Date of issue : March, 1995

CARBURETOR SYNCHRONIZATION 1 PLUG
NOTE
. Carburetor synchronization adjustment is required to ad-
just the throttle valve opening, and to synchronize the
vacuum in each carburetor's intake port, whenever 2 or
. more carburetors are reassembled.

Synchronize the carburetors with the engine at normal
operating temperature, the transmission in neutral and
the motorcycle on its center stand.
Carburetor numbers match the cylinder number.
Remove the plugs from each cylinder head port and install the
vacuum gauge adapters.
If the motorcycle is equipped with an automatic fuel valve,

disconnect the vacuum tube from the intake manifold of the I VACUUM TUBE
,
carburetor, draw vacuum and pinch the tube with a clip as
shown.
CLIP
Connect the vacuum gauge.

VACUUM GAUGE
1 . Adjust the idle rpm to the specified idle speed. (Refer to the
Model Specific manual for the specification.)
2. Turn the synchronization adjusting screw so that the dif-

ference between the vacuum in the base carburetor's in- SYRICHHOhlZATIOh
take port and the vacuum in the other carburetor's intake ADJUST hG SCREWS
port is below the specification. (Refer to the Model Specific
manual for base carburetor, location of each synchroniza-
tion adjusting screw and difference in vacuum between the
carburetors.)
3. Be sure that the synchronization is stable by snapping the

throttle grip several times.
4. Repeat steps 1 through 3 for each carburetor

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

2-16 o HoNOA MOTOR CO.,LTD.
MAINTENANCE
CARBURETOR IDLE SPEED

Check for any unusual noise while the engine is idling. If noise
is detected, investigate with a stethoscope to locate the
source. Carry out the appropriate maintenance inspection,
depending on results of noise investigation.
Check to see that the engine speed increases smoothly from

idle. Check the idle speed and adjust if necessary by turning
the throttle stop screw.
NOTE
Check and adjust after first warming up the engine.
There are differences in idle speed between hot and cold
. engines.
Place the vehicle on the center stand or support upright
on level ground when checking and adjusting the idle
speed. If the vehicle is tilted, there will be fluctuations in
fuel flow from the carburetor which prevents an ac-
curate determination of the idle soeed.
RADIATOR COOLANT r
cap. Removing the cap while the englne is hot and the
coolant Is under pressure may cause serious scalding.
Radiator coolant is poisonous. Take care to avoid getting
- coolant In your eyes, on your skin, or on your clothes.

If coolant gets in your eyes, flush repeatedly with water
and contact a doctor immediately.
If coolant is accidentally swallowed, induce vomitting
and contact a doctor immediately.
KEEP OUT OF REACH OF CHILDREN.
Coolant evaporates naturally, so check it regularly
Coolant is both an antifreeze and an anti-rust agent
CAUTION
- Be sure to use the proper mixture of antifreeze and distlll-
ed water to protect the engine.
Use distilled water. Tap water may cause the englne to
rust or corrode.
Date of Issue: Sep.. 1988

O HONDA MOTOR CO.. LTD
MAINTENANCE
LEVEL CHECK
Always check the coolant level with the motorcycle in a ver-
tical position on a flat, level surface.
Always check the coolant level at the reserve tank (not the
radiator)
Check to see if the coolant level in the reserve tank is

somewhere between the upper and lower lines.
If the level is somewhere between the upper and lower lines or

below the lower line, add a 50150 mixture of antifreeze and
distilled water to the upper line. (See Coolant Mixture Prepara-
tion page 5-6)
Check to see if there are any coolant leaks when the liquid
level decreases very rapidly.
If the reserve tank becomes completely empty, there is a

possibility of the air getting into the cooling system. So, be
sure to remove all air from the cooling system as described on
page 5-7.
NOTE
The effectiveness of coolant decreases with the ac-
cumulation of rust or if there is a change in the mixing
proportion during usage. Therefore, for best perfor-
mance, change the coolant regularly. (See page 5-6)
COOLING SYSTEM
To prevent injury, keep your hands and clothing away
from the cooling fan. It may start automatically, without
warning.
Check the radiator air passages for clogging or damage,

straighten bent fins with a small, flat blade screwdriver and
remove insects, mud or other obstructions with compressed
air or low water pressure. If 1/3 or more of the fins are
crushed or twisted, the fins should be repaired using a small
flat blade screwdriver.
Remove the body. panels

. and fuel tank, and check for anv
coolant leakage from water pump, water hoses, and hose
joints.
Check for any deterioration or damage to the water hoses. A

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

O HONDA MOTOR CO..LTD.
MAINTENANCE
PULSE SECONDARY AIR SUPPLY (PAIR)

SYSTEM
NOTE
1
hands and clothing away
tart automatically, without
- The pulse secondary air supply system introduces filtered

air into the exhaust gases in the exhaust port. The
secondary air is drawn into the exhaust port whenever
there is a negative pressure pulse in the exharst system
This charged secondary air promotes burning of the
unburned exhaust gases and changes a considerable
amount of hydrocarbons and carbon monoxide into VLCUM HOSE ROUTING DIAGRAM
&ly harmless carbon dioxide and water. EHOlHE FAMILY RHHSBPAGPM
1YIWRATlYE FAMILY RHXIOXDHMOH
CILlfORHlA VEHICLE
Check the air supply tubes between the valve and exhaust
ports for deterioration, damage, or loose connections. Make
sure the tubes are not kinked, pinched, or cracked.
NOTE
/he tubes show any. signs
. of heat damage, i n s ~ e cthe
t /
reed valve in the system for damage.
Check the vacuum hose between the intake pipe and valve for
deterioration, damage or a loose connection. Make sure the
hose is not kinked, pinched, or cracked.
Refer to the vacuum hose routing diagram label for hose
connections.

SYSTEM
. To prevent injury, keep your hands and clothing away
from the cooling fan. It may start automatically, without
warnina.
NOTE
Fuel vapor from the fuel tank is directed into the
evaporative emission canister while the engine is stopped.
When the engine is running, the evaporative emission
purge control valve opens and fuel vapor in the evaporative
emission canister is drawn into the engine through the
carburetor. The tubes deteriorate naturally due to wear and
time. Check the condition of these tubes at the intervals
specified in the Model Specific manual.
Check the hoses between the fuel tank, evaporative emission

canister, evaporative emission purge control valve,
evaporative emission carburetor air vent control valve and
carburetors for deterioration, damage or loose connections.
Check the evaporative emission canister for cracks or other
damage.
Refer to the vacuum routing diagram label for hose
connections

0 HONDA MOTOR CO.,LTD,
TRANSMISSION OIL (2-stroke engine)
Check for oil leakage over all sections of the transmission.
Check the oil level.
Excessive oil leakage necessitates disassembly. CHECK BOLT
With the engine stopped, remove the oil check bolt and make
sure that the oil level is up to the lower edge of the bolt hole.
Refill to the lower edge of the oil level check bolt hole with the
recommended oil if the level is low.
NOTE
. Oil level checks should be carried out on level ground
with the vehicle on the center stand or while in an
upright position.
P
In scooters, check for leakage and oil level of the final reduc-
CHECK BOLT
tion gear case in the same way as for the engine. .'. , I . \\\
Remove the level hole cap from the gear case and check
whether the oil level comes up to lower edge of the hole. If the
level is low, refill to the lower edge of the hole with the recom-
mended oil.
NOTE
. Oil level checks should be carried out on level ground
with the vehicle on the center stand or while in an
upright position.
Transmission oil change I
CHECK BOLT HOLE
Two stroke engine transmission lubrication is achieved by the
. , ~~, of transmission oil within the sealed crankcase. Com-
sorav
pared to 4 stroke engines, there is little oil degradation, and the
period for change is longer.
Consult the Model Specific manual for the proper oil change
interval.
DRAIN SEALING
NOTE BOLT WASHERS
. Oil is more easily drained when the engine is warm.
Remove the oil filler cap.
Remove the drain bolt located at the bottom of the crankcase

and drain the oil.
When all the oil is drained, clean the drain bolt with its sealing
washer and tighten to the designated torque.
NOTE
1 Be sure to replace the sealing washer if it is damaged. 1
Remove the oil check bolt, and refill to the prescribed level
with the recommended oil. Replace the check bolt or cap.

MAINTENANCE
DRIVE CHAIN
ADJUSTMENT
/. Inspecting the drive chain while the engine is running

can result in serious hand or finger injury.
. .
/ I\ \ - ~ /
or
I I
When there is too little slack, a change in the distance bet-

ween sprocket centers, due t o suspension movement, results
in excessive tension on the chain.
1 DEPENDING ON MODEL
In this condition, the chain and transmission or crankcase may
be damaged, and the large amount of friction adversely effects
/
the running performance of the vehicle.
Too excessive slack in the chain leads t o large oscillations . .. .... ~~~-~ BDJUSTER NUT
when the vehicle is running.
In this condition, the chain may come off the sprockets or
damage pans it contacts.
INDEX MARK
With the vehicle in neutral, support on the center or side stand.
(Some models need t o be checked with the rear wheel raised. ADJUSTER BOLT
Refer t o the Model Specific service manual for details).
Check the slack in the chain at the mid point between the t w o
sprockets.
(On models with a chain tensioner, loosen the tensioner before OCK NUT
checking).
Carrv out the followina" . ~ r o c e d u r efor adiustment:

USTER NUT
Loosen the rear axle nut until the wheel can be moved.
Loosen the adjuster lock nut, turn the adjuster nut or bolt and
LOCK NUT
adjust the play.
INDEXMARK
On snail cam types, rotate the adjuster plates. ADJUSTER
A scale is included on the adjuster. Be sure that the reading on

the scale is the same for both sides.
CAUTION
PIN
o f alignment and can cause excessive tire, sprocket and
chain wear.
As the rear suspension moves through its travel, the distance

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

O HONDA MOTOR CO.. LTD. 2-21
MAINTENANCE
After adiustment. retiahten

" the axle nut to the specified I
torque.
arm when tightening the axle nut helps ensure that the
adjusters on both sides are seated against their stops
and that the axle is in proper alignment. Always check to
be sure both sides are adjusted to the same marks on the
Re-check the chain play.
Tighten the adjusters and lock nuts.

I
Adjust the rear brake pedal play. (This step can be omitted in
the case of disc brakes).
END OF SWING ARM
Adjust the rear brake light switch actuation point (on cable
operated rear drum brake models).
If, after adjustment, the adjuster's alignment mark is within

the red zone of the chain wear indicator label, replace the drive
chain and both sprockets (Only for vehicles with an indicator RED ZONE
label affixed).
NOTE
. Always replace both sprockets when replacing the drive
chain for optimum wear characteristics.
After replacing and adjusting the drive chain, attach a wear in-
dicator label so that the alignment mark is at the start of the
green zone.
On models without drive chain wear indicators measure the BEARING HOLDER FLANGE BOLT
length between the chain's pins (see next page).
ADJUSTMENT OF PRO-ARM TYPE

Loosen the bearing holder flange bolt.
Rotate the bearing holder using the pin-spanner in the
vehicle's tool set to adjust the drive chain play.
After adjustment, retighten the bearing holder flange bolt t o

the specified torque.
If, after adjustment, the driven sprocket outer circle is within

the red zone of the chain wear indicator label, replace the PIN-SPANNER
drive chain (only for behicles with an indicator label affixed.)
After replacing and adjustment of the drive chain, attach a
wear indicator label so that the driven sprocket outer circle
is at the start of the green zone (the other side of the red 1 RED ZONE I
zone).
I
I
NOTE
s.,, I
Always replace both sprockets when replacing the drive
chain for ootimum wear characteristics.
On models without drive chain wear indicators measure the
I
length between the chain's pins (see next page)
OUTER CIRCLE

2-22 O HONDA MOTOR CO.,LTD.
MAINTENANCE
INSPECTION O F C H A I N REPLACEMENT PERIOD

( O n l y f o r t h e m o d e l s without a d r i v e c h a i n w e a r
indicators) 41 PINS 140 LINKS)
Remove the drive chain, measure the chain length (41 pins,
40 links) and replace the chain if the prescribed limits specified
in the following table are exceeded. \\
Some endless chains require removal of the swingarm for
drive chain replacement.
Others use a special tool to remove and install the master link. I \CHAIN CLIP
The outer plate of this type of master link is secured by
expanding the ends of the pins with the special tool. ROTATING
DIRECTION
Position the master link clip so that its open end is opposite I
the normal rotation of the chain. This prevents the clip being
knocked off through contact with the chain guide or passing
objects. Check that the clip is fully seated.
Unit: mrn (in)
STANDARD
LIMIT
--
the crankcase, rear wheel or exhaust.
415/420/428 12.70 (0.500) 508 (20.0)
511 (20.11
<518 ,20,41>
638125.11
520/525/50 15.875 (0.6251 635 (25.0)
t648 (25,5))
630 766 (30.2)

19.05 10.7501 762 (30.01
t777 (30 ,6))
t ):Without o-ring chain
Check that each chain link pivots freely on the pins. Where
binding is light, apply a little cleaning oil or paraffine making
'
surethat it penetrates. When the stiffness has been removed.
lubricate the chain. On chains with O-ring, quickly wipe off
the cleaning fluid or paraffin oil, and thoroughly dry the chain.
Replace the chain if stiffness of the chain cannot be alleviated.
the movement of the links is not smooth, or there is damage
to the link plates or rollers. Master links with O-rings have 4
O-rings fitted between rollers and master link plates. lnstall
the O-rings as shown in the illustration t o the right and fit the
chain clip t o the pins. Be sure there is no gap between the
master link plate and the clip.
Cleaning, I n s p e c t i o n a n d lubrication II
O-ring Chains
K~NKINGor MASTER O-RINGS
- , ,.
0-rina drive chains are eauiowed with small 0 - r i n-~ sbetween
the link plates that retain grease within the pivot areas and
BINDING LINK
improve its service life. The O-rings in this chain can be

damaged by steam cleaning, high pressure washers and
certain solvents. Damaged O-rings or contaminated grease in
the pivot areas will shorten drivechain service life.
Clean the chain with non-flammable or high flash point

solvent and wipe it dry. Be sure the chain has dried completely
before lubricating.
Inspect the drive chain for possible wear or damage. Replace

any chain that has damaged rollers, loose fitting links, or WIPE AND DRY
otherwise appears unserviceable. Installing a new chain on
badly worn sprockets will cause the new chain t o wear
quickly. Inspect and replace sprockets as necessary.

MAINTENANCE
Lubricate the chain with Pro Honda Chain Lube ?r equivalent

chain lubricant designed specifically for use on O-ring chains.
Some commercial chain lubricants may contain solvents
whitch could damage the O-rings. Wipe off the excess chain
lube to prevent it from flinging off when in operation.
Non O-ring Chain

Clean the chain with non-flammable or high flash point
solvent and wipe it dry. Be sure the chain has dried completely
before lubricating.
lnspect the drive chain for possible wear or damage. Replace

any chain that has damaged rollers, loose fitting links, or -
otherwise appears unserviceable. Installing a new chain on I LUBE OR EQUIVALENT
badly worn sprockets will cause the new chain to wear
quickly. lnspect and replace sprockets as necessary.
Lubricate the chain with Pro Honda Chain Lube or equivalent

chain lubricant designed specifically for motorcycle chains.
Wipe off the excess chain lube to prevent it from flinging off
when in operation.
Sprockets
lnspect the drive and driven sprocket teeth for wear or
damage. Replace if necessary. Never use a new drive chain
or worn sprockets. Both chain and sprockets must be in good
condition, or the new replacement chain or sprockets will
wear rapidly.
Check the attachment bolts or nuts on the drive and driven

sprockets. If any are loose, torque them.
REPLACEMENT OF ENDLESS CHAIN

CAUTION
Because of the drive chain is master link joint pin
staking type (the ends of the pins are expanded w i t h
the special tool), the specified types of chain and
special tool must be used to replace.
Do not use c l i tvwe
~ chains.
Loosen the drive chain.

Assemble the special tool,
Drive chain cutter 07HMH-MR10102

Link plate holder
(Refer t o the Model Specific service manual.)
NOTE
When using the special tool, follow the manufacturer's
operating instructions.
a DRIVE CHAIN CUTTER

2-24 o H ~ N D AMOTOR CO..LTD.
MAINTENANCE
Locate the drive chain cutter on the staked part of the drive
chain and cut the staked pins. 1 I 1 MASTER LINK
Drive chain cutter 07HMH-MRl0102
Remove the drive chain.
Remove the excess drive chain links from the new drive chain
with the drive chain cutter. 1 LlNK
MASTER LlNK
Standard link: Refer t o the Model Specific service manual.
Replacement chain: Refer t o the Model Specific service

manual.
I
NOTE
. One (1) link is indicated as the figure on the right.

Include the master link when you count the drive chain
Install the new drive chain over the swingarm

I STANDARD LlNK ?
-
CAUTION
I. Never reuse the old master link. master link olate and 1 .* O-RINGS
A a+PLATE
**
O-rings.
Install the O-rings onto the new master link, and insert the
master link from the inside of the drive chain taking care to
prevent squeezing.
Install the O-rings and the link plate with the drive chain
cutter.
LINK PLATE HOLDER

Drive chain cutter 07HMH-MR10102
Link plate holder
(Refer t o the Model Specific service manual.)
1
DRIVE CHAIN CU-ER
-.
the outside. STANDARD LENGTH

Take care to prevent squeezing of the O-rings.
Do not remove initially applied grease from the link to
lubricate
Remove the special tool and check the master link pin length
projected from the plate.
Standard length: Refer to the Model Specific service

manual.

O HONDA MOTOR CO.,LTD
MAINTENANCE
Install the drive chain cutter and stake the ends of the master
link pins.
I MASTER LINK
rn
Drive chain cuttel
NOTE
To prevent over staking, stake gradually checking the
diameter of the staked area using a slide calipers.
qHp DRIVE CHAIN CUTTER
After staking, check the staked area of the master link using
SLIDE CALIPER
a slide calipers. I
Diameter of the staked area: Refer t o the Model Specific

service manual.
NOTE
. When the measured staked area is over the prescribed
value, restake using the new master link, plate and 0 -
rings.
. When the measured staked area is below the prescribed
value, reinstall the drive chain cutter and restake.
Check the staked area of the master link for cracks and the O-
rings for damages.
If there is any cracking or damage, replace the master link.
plate and O-rings.
Check that master link pivots freely on the pins.

If the movement is not smooth, restake using the new master
link, plate and O-rings.
Adjust the drive chain play

MAINTENANCE
DRIVE CHAIN SLIDER, CHAIN GUIDE, CHAIN GUIDE

GUIDE SLIDER AND ROLLERS
Together, the drive chain slider, chain guide, guide slider and
rollers all do their part t o keep the chain running in its proper
path, while preventing it from cutting into the swingarm,
frame or other components.
Each of these components is made of a type of plastic that of-

fers minimal friction and wear. Still, periodic inspection for
wear or damage and replacemant is necessary as these parts
deteriorate.
/
ROLLER
OR SLIDER GUIDE SLIDER
The chain slider, attached t o the front of the swingarm near its
pivot point, must be replaced when the depth of its wear
grooves reaches a depth specified for each particular model.
Failure to replace a worn slider will result in chain damage t o
the swingarm and damage t o the chain.
Off-road and dual-purpose motorcycles are fitted with a chain

guide that ensures that the chain is guided directly t o rear
sprocket. The guide itself should be checked for proper align-
ment as it can be bent through contact with passing objects,
rocks or crash damage. Straighten or replace as necessary. A
plastic guide slider centers the guide on the sprocket with
minimal friction and prevents the chain from wearing the
guide. A wear window is often provided t o aid in determining a
replacement time.
A lower chain roller, or a pair of upper and lower rollers are us-
ed t o take up excess slack in the drive chain as the rear
suspension compresses and extends t o its furthest points.
These rollers also help prevent the chain from cutting into
other components on the motorcycle, like the airbox or ex-
haust on some motorcycles, when the suspension is near or
fully compressed. These must also be periodically inspected
for wear, damage and security of mounting.
DRIVE BELT
A drive belt is used on the Honda V-matic belt automatic
transmission.
v
The belt must be checked periodically according t o the
maintenance schedule shown in the Model Specific manual.
A worn or damaged drive belt may cause a loss in scooter

performance. WIDTH /4-
Remove the drive belt cover (see the Model Specific manual)
and check the drive belt for wear, cracks or peeling of the cogs
or plies; replace with a new one if necessary.

o HONDA MOTOR CO.,LTD. 2-27
MAINTENANCE
BELT CASE AIR CLEANER em CLEANER

On scooters with a cleaner element in the air inlet to the drive
belt case, remove the element and clean.
Wash the element in water and dry it thoroughly before

reinstalling.
FINAL DRIVE OIL LEVEL 1 INSPECTION
Check for leakage and proper oil level.
Remove the inspectionilevel hole cap from the gear case and
check that the oil level is up to the lower edge of the hole. If
the oil level is low, refill to the lower edge of the hole with the
recommended oil.
NOTE
Oil level checks should be carried out on level ground
with the vehicle on the center stand.
OIL CHANGE
C+P
Refer to the Model Specific service manual for information on
the oil change interval.
Remove the level hole cap from the final gear case.
Remove the oil drain bolt from the lower portion of the gear
case, slowly turn the rear wheel and drain the oil.
When the oil is completely drained, clean the drain bolt,
replace the sealing washer and tighten to the specified torque.
NOTE DRAIN'BOLT.-.SEALING
WASHER
Replace the sealing washer if it is damaged.
Refill to the prescribed level with the recommended oil
Coat the level hole cap O-ring with oil and replace the cap.
Tighten the cap to the specified torque,

MAINTENANCE
BATTERY y
Fluid level
Battery fluid level checks are unnecessary o n MF
(Maintenance Free) batteries.
Open type batteries should be checked for fluid level.
UPPER LEVEL LlNE
LOWER LEVEL LlNE
contact with the skin. eyes or clothes as it will cause
burning. If acid is spilled on you, be sure to wash off
quickly with large amounts of water. If battery fluid
enters the eyes, wash with water and consult a
physician.
Check for cracks in the battery case.
If the battery's electrodes show accumulation of a white
substance (sulphation) or heavy deposits are observed at the
base of the battery, the battery should be replaced.
Check the level of each cell by the UPPER and LOWER level
lines inscribed on the side of the battery.
If levels are approaching the LOWER level line, remove the bat-
tery, take off the filler caps and refill to the UPPER level with
distilled water.
Check the battery capacity with a battery tester (page 22-1 1 ) .
If the battery tester is not available, check the gravity of the
battery fluid (see below).
CAUTION
/ . Always refill batteries with distilled water. Tap water 1
contains minerals that will shorten the life of the battery.
Filling the battery above the UPPER level mark may
cause spillage while riding and subsequent corrosion of
vehicle parts.
After refilling, replace each of the filler caps firmly and re-
install the battery.
Follow the instructions on the battery's CAUTION label. Make

sure that the breather tube is correctly positioned, and not
kinked, trapped or bent in such a way as to obstruct the
passage of air.
CAUTION
- If the tube is blocked, the battery's internal pressure will
not be relieved. the breather may come off, or the bat-
tery could crack as a result.
1.31 BATTERY TEMPERATURE
Specific gravity of fluid VS SPECIFIC GRAVITY
Checks are unnecessary i n the case of M F (Maintenance
Free) batteries.
1.263
The specific gravity of the battery fluid should be checked on 1.276
open type batteries. 1.261
Measure the specific gravity of each cell with a hydrometer.

0 1.24
Specific gravity of fluid at 20°C (68°FI
Fully charged condition 1.27-1.29
Low charge condition 1.23 and below

MAINTENANCE
QOTE
. If the difference in specific gravity between cells ex-
ceeds 0.01, re-charge the battery. If the difference in
specific gravity is excessive, replace the battery.
. There is a change in specific gravity of approximately
0.007 per 10°C change in temperature. Be sure to con-
. sider this when taking measurements.

Reading of the hydrometer's fluid level should be taken
in the horizontal position.
Refer to section 22 for details of battery testing and charging.
Condition of terminal connections

Make sure that terminal connections are not loose. If corrosion WIRE BRUSH
I
is evident, remove the battery, wash rust with warm water
and use a wire brush to remove completely.
Reconnect the battery and lightly coat the terminals with
grease.
BRAKE FLUID
Firmly apply the brake and check for fluid leakage from the
brake system. If there is any leakage of fluid from any part of
the system, quickly replace the damaged parts.
Check for degradation and damage of the hoses, pipes and
joints. Check for looseness of joints and clamps. Also make
sure that hoses and pipes do not come into contact with
mechanical parts when the fork is turned, or due to vibration
when the vehicle is running.
\
HOSE
Before removing the reservoir cover, turn the handlebar until

the reservoir is level.
Place a rag over painted, plastic or rubber parts whenever the
system is serviced.
CAUTION
I. Brake fluid will damage Dainted. ~ l a s t i cor rubber Darts. 1
Refill with the recommended fluid.
Foreign materials can clog the system, causing a reduc-

tion or complete loss of braking ability.

When the fluid level is low (i.e. near the LOWER level inscribed RESERVOIR COVER UPPER
on the reservoir) remove the reservoir cover and diaphragm, I
and refill to the UPPER level.
Check the brake pads for wear when refilling with brake fluid.
A low fluid level may be due to wear of the brake pads. If the
pads are worn, the caliper piston is pushed out, and this ac-
C O U O ~ Sfor a low reservoir level.
If the brake pads are not worn and the fluid level is low, check
for leakage.
1'' I
LOWER
efficiency and possible loss of braking ability.
The recommended brake fluid differs according to
models. Certain models take DOT 4. and others take
either DOT 3 or DOT 4. Do not use DOT 3 standard brake
fluid in a model designated for DOT 4, brake failure may
BRAKE SHOE WEAR

If the wear indicator arrow aligns with the "A" mark on the
brake panel when the brake is applied, remove the wheel and
brake panel and check for shoe wear.
NOTE
If no adjustment remains before the wear indicator limit
is reached, this indicates excessive wear and the brake
r INDICATOR
shoes need to be rewlaced.
Specific brake shoe checks are listed in the Brakes section of

the manual.
Inspect the brake drum for wear or damage any time you
remove the wheel and brake panel.
If the brake drum shows any signs of cracking or excessive

corrosion that cannot be removed with emery cloth, be sure to
replace it.
BRAKE PAD WEAR WEAR LIMIT WEAR LIMIT
Replace pads as a set if worn to the brake pad wear limit line
(or wear limit groove).
A quick visual inspection can be made at the leading edge of

the pads (where the disc enters the caliper).
However, if this proves difficult, a check can be made at the

indicator on the caliper marked by the arrow ( A ) .
DIRECTION
PADS LEADING SIDE

0 HoNDA MOTOR CO.,LTD. 2-31
BRAKE SYSTEM
INSPECTION FOR AIR IN SYSTEM
On hydraulic brakes, firmly apply the brake lever or pedal, and
check that no air has entered the system. If the lever or pedal
feels soft or spongy when operated, bleed the air from the
system.
FREE PLAY ADJUSTMENT

On mechanical brakes, measure the free play at the tip of the
brake lever or pedal as indicated here and below.
Brake pedals on scooters should be measured for free play as

indicated here.
Make adjustments for free play on cable-operated brakes at

the end of the cable. BRAKE PEDAL BRAKE PEDAL
Major adjustments are made on the brake panel end of the
cable.
Loosen the lock nut and turn the adjuster nut to correct play at
the lever.
ADJUSTER I CLAMP
NOTE
. -..-,--..-p.--..-.,.--.- ~-
i
~
If the upper adjuster (on the lever) is screwed in most

(but not all) of the way before adjustment is carried
out, subsequent adjustment by use of the upper adjuster
can be conducted more easily.
When the brake cable is fastened t o the fork by a clamp.
loosen the clamp before making brake adjustments.
~ ~
Secure the adjuster nut and tighten the lock nut on completion
of adjustment. Be certain to tighten the fork cable clamp as
well. BRAKE PANEL
In cases where there is only an adjuster nut, as on many rear PIN

brakes, turn the nut to adjust the brake pedal free play.
NOTE
The adjuster nut's indentation and brake arm pin should
seat against one another as shown here in the upper
right portion of the illustration to the right. If they do not
0
SEATED
seat, there may be a change in brake play when the ad-
juster finally seats in its proper position.
Check for play after adjustment. / UNSEATED
Date o f Issue : March, 1995

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

It is necessary to turn back the lever dust boot to gain access I LOCK
to the adjuster.
NOTE
There may be damage to the adjuster if it is positioned
too far out, leaving minimal thread engagement. When
there is more than 8 mm of threads showing, screw in
the adjuster most, but not all the way and make ad-
justments on the brake panel end of the cable.
Check for looseness of the following:
..Brake lever and pedal fasteners and adjuster lock nuts

Brake torque rod fasteners
Brake rod, cable (mechanically operated drum brake)
. Brake arm (mechanical linkage drum brake)
Caliper attachment bolt (hydraulic disc brake)
Check that the cotter pins on the brake rod, torque rod etc. are
securely in place.
Operate brakes independently while riding in order to deter-

mine the effectiveness of each brake.
BOLTILOCK NUT
BRAKE PEDAL HEIGHT ADJUSTMENT
Hydraulic brake type:

Loosen the lock nut, and turn the push rod until the correct
pedal height is obtained.
If adjust the brake pedal t o the lower position, make sure

that the clearance between the lower end of the push rod
and the brake pedal end does not fall below 1 mm ( 0 . 0 4 in),
as shown.
Check for brake light switch operation after adjustment

PUSH ROD
CLEARANCE

MAINTENANCE
If adjust the brake pedal t o the higher position, never enter

the lower end of the push rod thread into the brake pedal
lower joint, as shown.
Check for brake light switch operation after adjustment.
If adjust the brake pedal to the higher position, make sure

that the lower end of the push rod pin contact the brake
pedal lower joint, as shown.
Check for brake light switch operation after adjustment
Drum brake type:

Loosen the lock nut, and turn the pedal adjuster bolt until
the correct pedal height is obtained
Check for free play and brake light switch operation aftel
adjustment.
When free play adjustmt never enter the end of the brake
ADJUSTER NUT
rod thread into the adjuster nut, as shown.
\ I

MAINTENANCE
BRAKE LIGHT SWITCHES

Check the brake light switch operation and adjustment by ap-
plying the brakes. Visually inspect for any damage and make
sure the reflector plate is clean within the light.
Adjust the rear brake light switch so that the brake light comes
on just prior to the brake actually being engaged. If the light
fails to come on, adjust the switch so that the light comes on
at the proper time.
NOTE
The brake light switch on the front brake lever cannot be
adjusted. If the front brake light switch actuation and
brake engagement are off, either replace the switch unit
or the malfunctioning parts of the system.
Make all rear brake light switch adjustments after the
height adjustment and the brake pedal free play adjust-
ment have been made.
Turn the adjusting nut on the brake light switch and not the
switch body and wires to make switch actuation adjustments.
Be sure to hold the switch body firmly while turning the ad-
justing nut.
CAUTION
/ . Allowing the switch body to turn during adjustment can /
/ break the wires in the switch.
After adjustment, recheck to be sure the brake light comes on

at the proper time.
I
HEADLIGHT AIM
To make a vertical adjustment, loosen the headlight mounting
bolts, matching the punch mark on the case and the bracket by
moving the headlight up or down. Some motorcycles have an
adjusting screw on the bottom of the headlight. In this case,
turn the screw to make the vertical adjustment.
For those having an adjusting screw on the side of headlight

rim, turn this screw to make the horizontal adjustment.
On some models the headlight is completely encased. The ad-

justment can be made either with the light beam adjustment
knob on the back of the light case or with a remote-type cable
and knob. Refer to the Model Specific manual for the proper
adjustment method.

CLUTCH SYSTEM
1 CLUTCH LEVER
Check the play at the end of the lever on cable operated
clutches.
A lot of play results in clutch drag and stiffness in operation of
/ ADJUSTER
the shift pedal.
TOOlittle play, however, results in clutch slippage.
When the clutch play is not adjusted within the prescribed

amount, correct this using the adjuster located at the end of
the cable.
Major adjustment is carried out at the clutch arm. Loosen the ADJUSTER
lock nut and turn the adjuster nut to adjust play. ,LOCK NUT
adjuster at the lever end of the cable in most, but not all
the way. This makes subsequent adjustment at the lever
end easier.
After adjustment is complete, hold the adjuster nut securely

while tightening lock nut.
Minor adjustments are made at the lever.

On models equipped with a dust cover, turn back the cover to
allow adjustment.
Loosen the lock nut and turn the adjuster to correct the play.
CAUTION
The adjuster may be damaged if it is positioned too far
out, leaving minimal thread engagement.
When more than 8 mm of thread is showing, screw the ad-

juster in most, but not all the way, and make adjustments on
the clutch arm end of the cable.
On models with the adjuster located within the length of the

cable li.e. not at the endl. loosen the lock nut and turn the ad-
juster to alter the play, in the same manner as described
above. LOCK NUT
On centrifugal clutch
Loosen the lock nut, tighten the adjuster bolt by about 1 turn,
then screw it back in until pressure is felt on the bolt.
From this position, loosen the bolt 11'8 of a turn and tigh-
ten the lock nut.
NOTE
. When tightening the lock nut, be sure that the adjuster
bolt does not turn with it.
Check the operation of the clutch after adjustment.

MAINTENANCE
Clutch fluid level

Adjustment for play cannot be made on hydraulic clutches.
I UPPER LEVEL LINE
However, a check should be made of the fluid level.
If the level is near the LOWER limit inscribed on the reservoir,
remove the reservoir cover and diaphragm, and refill to the UP-
PER level with the proper type of fluid.

system is serviced.
CAUTION
/. Spilling fluid on painted, plastic or rubber parts
damaae them.
Refill with the recommended fluid
CAUTION
efficiency.
Foreign materials can clog the system. causing a reduc-
tion or complete loss of clutch ability.
SIDE STAND SIDE STAND RUBBER
Replace ~t~f it has become worn.
Support the motorcycle in an upr~ghtand level posltlon, uslng

a support (use the center stand if ava~lablel.
Hook a spring scale t o the end of the s

check the load before the stand starts moving. I
Acceptable load measurements for side stands:
2-3 k g (4.4-6.6 lbsl (Road-type)
3-5 k g (6.6-11.0 lbsl (OnIOff Road type1 I
If the stand moves too easily, tighten the pivot bolt and
recheck. If it still does not have the required tension measure-
ment, replace the return spring.
See if the side stand moves smoothly and retracts fully.

If not, grease the pivot.
Check the side play on the side stand.

If it is too great tighten the pivot bolt.
Recheck and if it is still too great, replace the parts as
necessary.
I
SPRING SCALE
MAINTENANCE
Dual Motion Type

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

automatically move to the first position, and retract when kick-
ed up.
If the side stand does not move freely, disassemble it:
Remove the return spring at the retracted position.

Remove the pivot bolt and remove the side stand assembly
from the frame.
Check the following parts for wear or damage:
- inside of the pivot and pivot collar
- pivot dust seals
Lubricate the pivot area with clean grease and reassemble the
side stand.
CAUTION
. Install the dust seal with its mark side facing in.
Make sure that the dust seal spring is seated on the out-
side of the seal lips after installing the pivot collar.
Recheck the side stand movement.
Inspection For Side Stand With Ignition Cut-off Switch

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

- Sit astride the motorcycle and raise the side stand.
- Start the engine with the transmission in neutral, then shift
the transmission into gear, with the clutch lever squeezed.
- Move the side stand full down.
- The engine should stop as the side stand is lowered.
If there is a problem with the system, check the side stand
switch.
F
SUSPENSION
Compress the front and rear suspension a few times.
On models with exposed suspension springs, check for cracks
and damage.
Loose, worn, or damaged suspension parts impair vehi-

cle stability and control. Repair or replace any damaged
components before riding. Riding a vehicle with faulty
suspension increases your risk of an accident and possi-
ble injury.
- --

MAINTENANCE
Check for squeaks in the suspension movement that could in-

dicate a lack of lubrication. Try to push the swingarm from side
to side t o check for worn, damaged or loose suspension pivot
components.
lf any play is detected, check for looseness of the swingarm

pivot bolt.
Check also for wear or damage t o the pivot bearings (or

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

the arm on Pro-link suspensions, check for wear or damage to
the shock absorber mount pivot point.
Check for leakage from the oil seals on the fork, damage
from stones or scratch marks on the working surface of the
fork tubes, and wear and peeling of the chrome plating
On models equipped with rubber boots on the fork legs, turn

back the boots to allow inspection.
If the fork is in poor condition, disassemble and replace parts
as necessary.
NOTE
3
~
7 ~ ~ ~ ~ ~ -
I.: Replace any fork tube that is heavily scored.

... .~
On models with bottom link type front suspension, check for

cracks and damage t o the fork rocker arms (bottom links).
Check for play in the fork rocker arm bearing section, and in-
spect all fasteners for looseness.
Check for oil leakage around the shock absorber piston rod.
Inspect the rod for scoring. wear and peeling of the chrome
1 SHOCK ABSORBER
plating on the working surface.
Check for looseness, cracks and damage t o the attachment

points of the shock absorber assembly. Re-tighten nutslbolts if
necessary.

SPARK ARRESTER (USA only)
MUFFLER LID
\
in severe burns.
Perform this operation in a well-ventilated area free from
combustible materials.
Remove the muffler lid. Block the end of the muffler with a
shop towel.
Be sure that the muffler lid bolts and gasket are in good condi-
tion. Replace the bolts and gasket if necessary.
Install the muffler lid and gasket and tighten the bolts securely.
baffle in the end of the spark arresterlmuffler.

The t w o mounting screws must be installed in the spark
arrester body at all times for the spark arrester t o be
ARRESTER
BOLTS
NUTS, BOLTS, FASTENERS

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

2-40 o HONDA MOTOR CO.,LTD.
MAINTENANCE
Making sure the fork is not allowed t o move, raise the front
.
wheel and check for olav.
, Turn the wheel and check that it
~~~
rotates smoothly with no unusual noises.
If faults are found, inspect the wheel bearings.
Raise the rear wheel, and check for play in either the wheel or
the swingarm pivot. Turn the wheel and check that it rotates
smoothly with no unusual noises.
If abnormal conditions are suspected, check the rear wheel

bearings.
NOTE
I
As the swingarm pivot is included in this check, be sure
to confirm the location of the play; i.e, from the wheel
bearings or the swingarm pivot.
Check for looseness of boltslnuts in connection with the

RIM BOLT AXLE HOLDER NUT
following.
. I
-- Axles
Axle nuts
Rimihub bolts
On models that have cotter pins, check that the pins are at-
tached correctly.
Check for cracks, deformation, damage and corrosion etc. of
.
the following parts.
Rim
Wheel AXLE NUT COTTER PIN AXLE
Spokes
Raise the wheel, turn slowly and check for lateral and vertical
Check oscillation
oscillation. bv changes in the
Service l i m i t (front and rear wheels)

Lateral direction-Up t o 2 . 0 m m ( 0 . 0 8 in)
Vertical direction-Up t o 2.0 m m ( 0 . 0 8 in)
Oscillation of Comstar or cast wheels cannot be corrected.

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

MAINTENANCE
Inspect the spokes for looseness by tapping them with a

screwdriver.
If a spoke does not sound clearly, or if it sounds different from SPOKE WRENCH
the other spokes, tighten it.
Tap on the spokes and be sure that the clear metallic sound of
the same tone can be heard on all spokes.
NOTE
. The spoke nipples are made of soft material. Be sure to
tighten the spokes with the proper size spoke wrench.
After tightening, check the rim for runout.
Check the pressure of each tire with a pressure gauge. 1

Check tire pressures when the tires are cold to assure ac-
curate, comparative measurements. Checking tires after they
are warm will give inaccurate readings.
Riding with incorrect tire pressure can affect and impair

steering response and may result i n a sudden tire
deflation.
CAUTION
. Operation without optimum tire pressure will cause
uneven tire wear.
Tire pressure specifications differ with each model. Refer to

the Model Specific manual for the correct pressures.
Check for cracks and damage to the tire tread and walls and
replace the tire if necessary.
Check for nails, pieces of metal and stones etc. which may
have become lodged within the tread or embedded in the tires.
Tread depth can be observed directly or by use of the depth

gauge.
. If the tread depth is below minimum tread depth the tire
WEAR LlMiT
should be replaced.
Replace the tire if the wear limit indicator can be observed.
Check also for uneven wear of the tires.
NOTE
. Wear indicators "A" are distributed at several locations
around the tire's side wall for ease of inspection.
t

2-42 o HONOA MOTOR CO.,LTD.
MAINTENANCE
STEERING HEAD BEARINGS

Securely support the vehicle from beneath the frame w i t h the
n Q
front wheel off the ground. Turn the handlebar from left t o
right and check that the movement is smooth. If the operation
is not smooth or the handlebar snags or has a heavy feel i n cer-
tain locations, check that there is no interference from cables
or wire harnesses. If these are not the cause, check for wear or
damage t o the steering head bearings.
Check for misalignment of the front wheel with respect t o the

handlebar. If the wheel is out of alignment, loosen the wheel
and fork assembly boltslnuts, align and re-tighten. If the wheel
cannot be aligned, check for bent suspension components or a
bent frame
If the handlebar shows unusual shake during normal running

conditions, check the handlebar mounting fasteners and wheel
etc.
Turn the handlebar fully from left to right, and vice-versa, to

check that there is no difference between the t w o directions of
movement. Check also that there is no interference between
the handlebar and frame.
Also inspect for snagging of wires and harnesses on the fork
stops on the lower fork bridge.
If the handlebar moves unevenly, binds or has vertical move-

ment, adjust the steering head bearings by turning the steering
bearing adjustment nut. Refer t o the Model Specific manual for
proper procedure.
WHEEL ALIGNMENT (FOUR TRAX)

On Four Trax models, inspect and adjust the front wheel
alignment (toe-in, camber and caster) as necessary.
TOE-IN
Place the vehicle on level ground with the front wheels facing
straight ahead.
Mark the centers of the tires with chalk t o indicate the axle
center height.
TOE-IN GAUGE
Align the toe-in gauge with the marks on the tires as shown.
Check the readings on the gauges scales.
Slowly move the vehicle back until the wheels have turned
180° so the marks on the tires are aligned w i t h the gauge
height on the rear side.

MAINTENANCE
Measure the toe-in on the rear part of the tires at the same
points.
When the toe-in is out of specification, adjust it by changing

the length of the tie-rods equally while measuring the toe-in.
Remove the wheel cap, cotter pin and front axle nut.
Install an attachment onto the front axle.

Put the camber and caster gauge onto the attachment
Measure the camber.
Set the turn gauge under the front wheels.

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

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

INE TESTING
1 SERVICE INFORMATION 3-1 COMPRESSION TESTING 3-2 1
TROUBLESHOOTING 3-1 LEAK-DOWN TESTING 3-3
SERVICE INFORMATION
Compression and leak-down tests offer important knowledge of the mechanical condition of the engine in question. Both
tests must be done to accurately evaluate engine condition. A compression test can quickly show if all contributing factors
allow engine operation within basic service limits or if either the piston ringslcylinderls), or the valveslvalve seats in the case
of Cstrokes, are suspect. In order for a compression test t o be accurate, the instructions must be followed closely, the engine
must contain only standard components and the battery on electric start models must be in perfect condition. A leak-down
test can effectively pin-point whether the piston ringslcylinder(s), valveslvalve seats, head gasket, or crankcase seals and
gaskets in the case of 2-strokes, individually or all together are in need of service.
TROUBLESHOOTING
Cylinder compession is low or uneven
Faulty valve mechanism
- Incorrect valve clearance
- Bent, burned or sticking valves
- Worn or damaged valve seat
- Incorrect valve timing
- Broken valve spring
- Faulty hydraulic valve adjuster
Faulty cylinder head
- Leaking or damaged head gasket
- Warped or cracked cylinder head surface
. Faulty cylinder or piston
- Worn or damaged piston ringls)
- Worn piston or cylinder
- Stuck piston ring in the ring groove
-
2-stroke engines, compression i s l o w or uneven w i t h signs of lean airlfuel mixture
Crankcase primary compression too low 12-stroke engines)
- Damaged reed valve
- Damaged crankshaft seal

- Damaged crankcase or cylinder base gasket
High cylinder compression

Excessive carbon build-up on piston or combustion
chamber

HONDA MOTOR CO.,LTD. 3-1
ENGINE TESTING
COMPRESSION TESTING
GENERAL
A compression test is a quick and easy way t o check the general condition of an engine. This test should be performed prior to
any tune-up work, especially if the machine did not come in under its own power. If the engine has a burnt valve for instance,
the customer should be notified that the tune-up will have no benefit without the other necessary engine work. A compres-
sion test should also be done if you feel that the motorcycle, scooter or ATV lacks power, especially during acceleration.
A compression test can be inconclusive though, if the engine is not completely stock, if the bettery is not in perfect condition
(in electric-start models, engine cranking speed may be low) or i f t h e test instructions are not followed completely. In each of
these situations, the compression registered will be lower than the service limit in the Model Specific service manual.
When you do get a valid compression test, there is something else to consider.
What if the compression is below the service limit, or if the compression is relatively even between each cylinder, and the
engine is not smoking ? There may be no reason for an expensive rebuild on a good running engine. If, on the other hand,the
compression on any one cylinder in a twin or multi-cylinder engine is significantly lower, the engine must be rebuilt.
TESTING
NOTE
If the motorcycle has a decompressor, be sure it is
adjusted properly before checking compression. On
motorcycles equipped with an automatic demcom-
pression starting system, the decompressors must be COMPRESSION GAUGE
deactivated ~ r i o to
r checkina \
Warm up the engine to normal operating temperature.
Ten minutes of stop and go riding is sufficient.
Stop the engine and remove a spark plug from each cylinder.
Install the compression gauge attachment to the cylinder to be
tested.
Connect the compression gauge
NOTE
. Make sure that there are no leaks around the attach-
ment.
TOOL:
COMPRESSION GAUGE 07305-0010000
Kick start models:
Fully open the throttle and choke valves, strongly kick the
starter pedal through several times, and check the \
compression. ATTACHMENT
Electric start models:
Turn the engine stop switch "OFF"
starter motor willnot operate. Remove the spark plug

cap from the spark plug. Using tape or strings, secure
the cap t o any convenient plastic body part. Then turn
the engine stop switch "RUN" and crank the engine with
the starter motor.
Fully open the throttle and choke valves, crank the engine
with the starter motor, and check the compression
NOTE
/ To avoid discharning the battery, do not operate the 1
/ electric starter fo[mbre than seven seconds. 1
-
3-2
- Date of Issue : March, 1995
ENGINE TESTING
If compression is low, drop a small amount of clean engine

oil into the cylinder, then recheck the compression
- If compression increases to more than the previous
reading, Inspect the cylinder and piston rings.
- If compression remains low, check the valves, valve seats
and cylinder head.
If compression is high, check for the accumulation of car-
bon deposits in the combustion chamber and/or o n the
piston head.
LEAK-DOWN TESTING
4-STROKE LEAK-DOWN TEST INFORMATION
CYLINDER PRESSURE
A leak-down test is a more comprehensive engine diagnostic
test than a compression test. A leak-down tester consists of SUPPLY
a calibrated pressure gauge connected to a pressure regulator
and a flow restrictor.
The tester allows you to measure the rate at which air leaks
past a cylinder's rings and valves.
There are several tools, specifically designed for leak-down

testing 4-stroke engines, that are commercially available from
several general tool sources.
A leak-down test provides a clear indication of whether or not

the combustion chamber is sealing properly. The test involves
pressurizing the combustion chamber and measuring the rate
at which the air is lost past the rings and valves (or head
gasket). A range of the allowable percentage of leak-down
past the rings and valves is suggested by each tester manufac-
turer. For instance, if the supply of air pressure is 1 0 0 psi,
and the cylinder is able to maintain a pressure of 9 0 psi, the
cylinder is said to have 10-percent leakage, based on the sup-
ply flow rate.
But perhaps more important than a determination of whether TDC (COMPRESSION)

the engine needs repair, is t o find out more precisely where
the problem lies.
The first step in the test is to install the hose from the tool into
the spark plug hole, as you would in a compression test. Next
position the crankshaft with the piston at top dead center. Be
sure to remove the wrench from the crankshaft after postion-
ing in case the air pressure against the piston puts the
crankshaft in motion.
Then pressurize the combustion chamber with a steady,

regulated pressure, again, as instructed by the tester manufac-
turer. Now you simply listen to the airbox, exhaust and
crankcase filler cap to determine whether the intake valve(s1,
exhaust valve(s1 or rings, respectively, are leaking.

ENGINE TESTING
Squirting a little soapy water around the cylinder and head mating area will tell you if the head gasket is leaking to the outside
atmosphere. Checking for bubbles in the cooling system of a liquid-cooled machine will tell you whether or not the head
gasket is leaking into the cooling passages. The only thing this test won't tell you is the difference between a head gasket leak
into the adjacent cam chain (or gear) well, and a leak past the piston rings.
Be sure to follow the leak-down test tool manufacturer's instructions precisely when making this inspection
2-STROKE PRESSUREIVACUUM LEAK-DOWN TEST INFORMATION
Regular crankcase leak-down testing is much more important to the lifespan of a 2-stroke engine than a 4-stroke. Because the
engine relies on a very precise airlfuel mixture to ensure proper engine lubrication, the slightest air leak can lead to an engine
seizure. Consider these regularly scheduled tests as cheap insurance.
Pressurelvacuum tests on 2-stroke engines should always include both a pressure and a vacuum tests, both or which are per-
formed with essentially the same equipment.
Pressurelvacuum leak-down test equipment, specifically designed for 2-stroke engines, is commercially available through
various motorcycle and general tool sources.
A pressure/vacuum leak-down test tool consists of hand pressure/vacuum pump and various adaptors to seal your engine.
The test provides a clear indication of where a leak, or leaks, exist. Possible areas for leaks include anywhere downstream
of the carburetor until the mixture is ignited and forced out the exharst. Leaks can occur between the mating surfaces of
the crankcases if the gasket fails, If this gasket fails between the crankcase and the transmission, the mixture will become
much richer as transmission oil is slowly drawn into the engine. Similarly, a leaking crankshaft seal on the transmission
primary gear side will also consume transmission oil. Other air leaks include the cylinder base gasket, the magneto side
crankshaft seal, leaks between the reed valve assembly and its gaskets, and leaks in the carburetor mounting boot between
the carb and the reed valve.
Although some cylinders are more difficult t o seal for leakage down testing, such as those equipped with H.P.P. valves. the
general procedure that follows can be used on most two-stroke engines.
The first step in the testing prodecure is to remove the exhaust and to effectively seal the exhaust p o r t This is done by bolting
a piece of inner tube between the exhaust manifold and the exhaust port, with a plate made specifically t o bolt over the
exhaust port, backed by a rubber seat, or with some form of expandable rubber plug. NEXT the carburetor is removed and
a plug is clamped snugly in place where the carburetor was. This leaves only the seals and gaskets to show any defects they
may have. Then an attachment is inserted into the spark plug hole and pressure applied with a hand pump. Often a brake
bleeder pressure/vacuum tool is used for this purpose.
Spraying soapy water around the inlet tract, reed valve and crankcase mating areas will produce bubbles where there are
leaks.
The vacuum portion of the test ensures that the negative sealing characteristics of the crankshaft seals are adequate.
Be sure to follow the leak-down test tool manufacturer's instructions precisely when making this inspection

SERVICE INFORMATION 4-1 OIL PUMP INSPECTION 4-9
SERVICE DATA 4-1 PRESSURE RELIEF VALVE 4-10
TROUBLESHOOTING 4-2 OIL PUMPlOlL LINE BLEEDING
(2-Stroke Engine) 4-1 1
SYSTEM DESCRIPTIONS 4-3
OIL COOLER INSPECTION 4-12
OIL PUMP DESCRIPTIONS 4-7
OIL PRESSURE CHECK 4-9
SERVICE INFORMATION
4-Stroke Engines:
Refer to the Model Specific manual for:
- Oil pump removallinstallation
- Oil strainer screen cleaning
- Oil filter replacement
- Oil level inspectionloil change
.. The service procedures in this section can be performed with the engine oil drained.
When removing and installing the oil pump use care not to allow dust or dirt to enter the engine.
..If any portion of the oil pump is worn beyond the specified service limits, replace the oil pump as an assembly
After the oil pump has been installed check that there are no oil leaks and that oil pressure is correct.
2-Stroke Engines:
When removing and installing the oil pump, clean the engine around the pump and oil pump itself.
DO not attempt to disassemble the oil pump.
- Bleed air from the oil pump if there is air in the oil inlet line and each time the oil line is disconnected
Fill the oil outlet line with oil whenever the oil outlet line is disconnected.
Refer t o section 2 for oil strainer screen cleaning and oil pump control cable adjustment.
SERVICE DATA
Use only recommended oil for your vehicle. Viscosity requirements vary according to the air temperature range encountered
during operation. Refer to the Model Specific manual for specific oil recommendations for the model you are servicing.
GENERAL
Oil recommendations:
4-Stroke engine1 API Service Classification: SF or SG
transmission and Viscosity: SAE 1 0 W - 4 0
2-Stroke transmission oil
Other viscosities shown i n the chart may be used OIL VISCOSITIES
when the average temperature in your riding area
is within the indicated range.
0 20 40 60 80 100°F
,
-20-10 0 10 20 30 40°C
2-Stroke engine oil Separate lubrication Pro-Honda Two-Stroke oil or equivalent

Mechanical lubrication
systems
Premix-Type systems Pro-Honda Two-Stroke oil or equivalent (no concentrates)
Refer t o Model Specific manuals for recommended fuel/oil ratios.

LUBRICATION
TROUBLESHOOTING
4-Stroke Engines: 2-Stroke Engines With Separate Oiling System:
Oil level low Excessive smoke and/or carbon on spark plug
.. Oil consumption
External oil leaks
Worn piston ring or incorrect piston ring installation
. Faulty oil pump (too much oil flow)
Low quality engine oil
Worn valve guide or seal

. Oil pump worn or damaged (Dry sump engine)
Overheating or seized piston

. No oil in tank or clogged oil line
. Air in oil lines
Oil contamination [White appearance) Faulty oil pump ltoo little oil flow)
. From coolant mixing with oil (liquid-cooled engine) .-Clogged oil strainer
Oil not flowing out of tank
- Faulty water pump mechanical seal
.
- Faulty head gasket
- Water leak in crankcase - Clogged oil tank cap breather hole
Clogged oil strainer
Low or no oil pressure 2-Stroke Engines Using Premixed Fuel/Oil:
. Clogged oil orifice andlor orifices

Incorrect oil being used .
Excessive smoke and/or carbon on spark plug
Improper jetting for altitude, air temperature and track
conditions
lmproperly mixed fuelloil-too much oil in fuel
. Fuelloil mixture too old-gasoline has evaporatedigone
bad
Only On Models Equipped With Oil Pressure Switch:
High oil pressure
- Pressure relief valve stuck closed

Plugged oil filter, gallery, or metering orifice
lncorrect oil being used
.
Overheating or seized piston
Improper jetting for altitude, air temperature and track
. conditions
Fuelloil mixture too old-oxidized oilldegradei
Low oil pressure .-lubrication

Premix oil too old-oxidizedidegraded lubrication
.
Pressure relief valve stuck open
Clogged oil filter screen
Oil pump worn or damaged
.-
Poor quality premix oil
lmproperly mixed fuelioil-too little oil in fuel
Using fuel/oil premix ratio other than recommended
Internal oil leaks
..lncorrect oil being used
Low oil level
No oil pressure
..Oil level too low
Oil pump drive chain or drive sprocket broken
Oil pump damaged (pump shaft)
Internal oil leaks

LUBRICATION
SYSTEM DESCRIPTIONS
4-STROKE S Y S T E M S
TYPICAL OIL FLOW PATTERN
CRANKSHAFT
OUNTERSHAF7
NOTE
e oil flow when the

ilter is excessively
estricted due t o
: Forced
pressure path

@ HONDA MOTOR CO.. LTD. 4-3
LUBRICATION
FOUR-STROKE ENGINES
Wet-Sump Type
Wet-sump engines contain their total oil volume within their
crankcases. In these systems, oil is pumped from the sump in
the crankcase, through a strainer screen and/or oil filter and
then is pressure fed t o various engine components. Oil return-
ing from these now lubricated areas flows back into the sump
by gravity.
Some wet-sump engines use only a strainer screen t o filter the

oil. Others use a combination of a strainer screen and a
centrifugal-type filter, or a more conventional pleated paper-
type filter.
Dry-Sump Type
Dry-sump systems use an external oil tank and dual-function
oil pumps. In this system, the pump draws in oil for delivery t o OIL TANK
the various components and pumps oil out of the sump and
/
back to the oil tank.
Since this design eliminates the need for space t o contain the
oil within the lower portion of the crankcases, the engine can
be positioned lower than would otherwise be possible. This
design often incorporates routing and oil storage configura-
tions that aid in lowering oil temperature.
General
A spray-type system is often utilized i n either design illustrated
here as well as in some two-strokes engine designs. Here oil is
literally sprayed through oil jets directly into internal com-
ponents such as the connecting rod, to help ensure lubrication
and cooling of the rods and pistons.
Some systems include oil pressure-controlling relief valves t o
help ensure lubrication even if the filter is clogged or the oil
temperature is so low that it will not flow through the filter.
Oil filters and/or strainer screens are postioned within the

lubrication sytem t o trap contaminants before the oil is routed
back into the lubricant pathways.

LUBRICATION
TWO-STROKE LUBLlCATlON SYSTEMS
Unlike four-stroke engines, two-stroke engines use the internal

crankcase area as a suction chamber and, therefore, cannot
use a sump-type oiling system. Consequently, the following
t w o systems have been adopted i n order to provide lubrication
to the cylinder, piston rings, connecting rod and crankshaft
bearings. Each system type relies on oil ingested together with
the gasoline. In Separate Oil systems, engine lubrication oil is
introduced downstream of the carburetor. Oil is combined
with the gasoline before it reaches the carburetor in Premixed
systems.
SEPARATE OIL SYSTEMS:

Virtually all street motorcycle and scooter two-stroke engines use a pump-operated system t o lubricate engine components.
Oil in this type of system is drawn from a separate oil tank by an oil pump that introduces the oil directly into the airlfuel inlet
tract beyond the carburetor.
Periodic level checks and refilling of the oil tank is required since the oil in the tank is continually drawn upon when the engine
is running.
FUEL TANK
INTAKE P ~ P E
The amount of lubricant delivered t o the engine is dependant

on both engine rpm and throttle position. THROTTLE CABLE
/\
Some of these systems include provisions for circulating the
OIL CONTROL
transmission oil within the gearbox portion of the crankcases
with the same oil pump.

LUBRICATION
PREMIXED (OIL IN FUEL) SYSTEMS:

Premixing engine oil with gasoline is the most widely used system on competition models
The combined airlfuelloil mixture is introduced directly through the inlet tract with the assistance of the carburetor. Lubrica-
tion to the crankshaft and both connecting rod bearings as well as the piston rings and cylinder walls is achieved as this mix-
ture is drawn into the crankcase by the suction of the piston movement.
It is important to USE ONLY THE RECOMMENDED FUELIOIL RATIO. All Honda engines are designed to operate most efficiently
and with greatest durability using the recommended premix ratio. All standard carburetor jetting is based on this ratio.
Standard jetting is based on the recommended premix ratio at sea level and 2 0 'C ( 6 8 F )
CAUTION
Use of afuelloil premix ratio other than the recommended m a y affect overall jetting, engine performance and m a y
lead to premature engine wear or damage.
Freshness of the fuelloil mixture is very important to both the overall performance of the machine as well as the lubricating ef-
ficiency of the oil.
Only use gasoline that has been pumped from a high-volume station within the previous t w o weeks if optimal competition
performance is required. Even general use applications call for gasoline that is no more than eight weeks old.
For optimal lubrication efficiency in this system, use the premixed fuelloil within 24 hours after it is mixed. Two-stroke premix
oil that is not stored in resealable containers should be discarded in a proper manner if it is not used completely within one
month after opening. Oil stored in non sealed container is subject to oxidation that degrades the oil's lubrication qualities.
Vegetable-type premix oils separate from gasoline more easily than mineral oils, especially in cold weather. It is advisable to
use mineral oil when ambient temperatures below O°C (32OF) are expected.
CAUTION
. Mixing vegetable and mineral-based oils will cause premature engine wear or damage.

LUBRICATION
OIL PUMP DESCRIPTIONS 1 GASKET

TROCHOID TYPE PUMP BODY
The trochoid-type oil pump is the most common oil pump
design used in 4-stroke engines. It is designed to turn t w o
rotors within a casing, with an inner rotor fixed on the pump
shaft (drive shaft) and an outer rotor on its circumference.
When the inner rotor is turned by means of the oil pump shaft,
the outer rotor also turns, with the clearance between the t w o
rotors varying. Lubricant is drawn through by suction when
the clearance is enlarged. Oil is delivered to the opposite side
through this clearance and is then routed into the discharge
passage when the clearance lessens. The more teeth the inner
I O ~ T E RROTOR
and outer rotors have, the less the amount of pulsation. The oil INNER ROTOR
flow volume increases in direct proportion with the increase in
thickness of the rotor dimension.
Some models have a double rotor trochoid-type oil pump
which collects oil directly from both the oil cooler and the OUTER ROTOR DISCHARGE
sump
1 % . ,,
\ '
INNER ROTOR
I
MAIN GALLERY

O HONDA MOTOR CO., LTD. 4-7 '
/
LUBRICATION
PLUNGER TYPE
Virtually all non premix lubricated 2-stroke engines are equip-

ped with a plunger-type oil pump.
Some plunger pumps are driven by crankshaft via the oil pump
gear shaft, and others are directly driven by crankshaft.
The oil pump cam is depressed under a spring. Turning the cam
causes the plunger to reciprocate so that the pumping move-
ment is repeated. The amount of lubricant is controlled propor-
tionally with the cam rotation.
The pump is designed to control the amount of lubricant

discharged per crankshaft rotation by varying the plunger
stroke through the operation of the cam interlocked with the
carburetor throttle.
GEAR
The combined function of these t w o mechanisms allows the
proper flow of lubricant depending on load conditions and
engine rpm.
Oil Pump Operating Principle
PLUNGER ?O
I
::N
I
/ VALVE
(Suction process) (Discharge process1
DISCHARGE CAM
PORl
(11 As the valve descends, it blocks the outlet passage while gradually opening the inlet passage.
(2) Here at the "bottom dead center" position, the outlet passage is completely closed while the inlet passage is completely
opened - allowing free flow of oil into the pump chamber.
(31 With the oil chamber filled, the valve ascends - closing the inlet passage.
(4) The valve ascends further, allowing free flow of oil through the outlet passage.
( 5 ) The plunger also ascends, compressing the oil inside the pump chamber and pumping oil out through the outlet passage.
towards the intake pipe via the outlet line.

LUBRICATION
OIL PRESSURE CHECK

NOTE
-
-
~~
This procedure is for vehicles equipped with an oil

pressure switch.
If the engine is cold, the pressure reading will be abnor-
mally high. Warm up the engine t o normal operating
. temperature before starting this test.

Refer t o the Model Specific manual for specifications.
Stop the engine and pull off the switch cover. Disconnect the
switch wire by removing the screw.
Turn the ignition switch ON and check that the oil warning
light does not come on.
If the warning light comes on, there is a short circuit in the

switch wire. Repair or replace as necessary.
NOTE: Apply sealant only t o the area shown.
Remove the oil pressure switch (see the Modei Specific
manual). APPLY
Install the attachment as necessary and connect the oil SEALANT
pressure gauge.
@
OIL PRESSURE GAUGE: 07506-3000000
ATTACHMENT: Refer to Model Specific manual
Check the oil level and add the recommended oil if necessary.
Start the engine and check the oil pressure. If it is normal,

replace the oil pressure switch
Stop the engine.

Apply 3-BONDa sealant or equivalent t o the pressure switch
threads and install.
CAUTION
Overtightening the switch can cause crankcase damage.
Connect the oil pressure switch wire and start the engine
Check that the oil pressure warning indicator goes out in one
or t w o seconds.
INN
If the oil pressure warning indicator stays on, stop the engine
ROTOR SHAFT
immediately and determine the cause.
OIL PUMP INSPECTION

TROCHOID TYPE
NOTE
Where there are t w o pair of inner and outer rotors, check
each side of the pump as described below.
Measure at several places and use the largest reading t o
compare t o the service limit.
Disassemble the oil pump and clean the parts with clean oil.
Set the inner and outer rotors into the pump body properly
Measure body clearance (pump body-to-outer rotor) and tip
clearance (inner rotor-to-outer rotor) using a feeler gauge.
Date of Issue: Nov.. 1 9 8 9

0 HONDA MOTOR CO., LTD
LUBRICATION
Measure the side clearance (rotor side-to-body) with a straight

edge and feeler gauge.
NOTE
If there is a cover gasket, measure the clearance with the
gasket installed.
Refer to the Model Specific manual for all clearance

s~ecifications.
PLUNGER TYPE O-RING

NOTE
-
Do not disassemble and try to repair a two-stroke oil
pump: it will not operate properly once reassembled.
Replace the pump if it is warn or damaged.
Remove the oil pump and inspect for the following:

- Worn or damaged pump gear
- Oil leaks from seals GEAR
- Binding pump shaft
Connect the oil tube from the oil tank to the suction side, then I
turn the shaft. Check that oil flows out of the outlet.
PRESSURE RELIEF VALVE

Remove the snap ring, washer, spring and valve from the valve
body.
Check the valve and body for wear, scratches or damage.
Check the snap ring groove for damage. If the snap ring groove
is damaged, the oil supply will be reduced and the engine may
seize.
NOTE
. Install the valve with the open side facing toward the
spring.
In-Set Type Oil pump VALVE

Remove the cotter pin, seat, spring and valve.
Check the valve for wear or damage.
NOTE
. Install the valve with the closed side facing the spring.
COTTER
SPRING PIN
Date of Issue: Nov.. 1989

O HONDA MOTOR CO.. LTD.
LUBRICATION
011 PUMP/OIL LlNE BLEEDING I OIL OUTLET LINE
(2-STROKE ENGINES)
CAUTION
. Be sure to bleed all air from the oil system. Air in the oil
system will block or restrict oil flow and can cause
serious enoine damaae.
NOTE
. Bleed air from the oil suction line and oil pump whenever
the oil lines and pump have been removed, there is no oil
in the tank, or there is air in the oil lines.
. Bleed air from the oil suction line and .wumo . first, then
LINE CLAMP CLOTH
I bleed the oil outlet line. 1

SUCTION LINE, OIL PUMP BLEEDING
Fill the oil tank with the recommended oil.
Place a shop towel around the oil pump.
Disconnect the oil lines from the oil pump, and fill the pump
with oil through the pump outlet.
Let oil drip from the inlet line to expel any air that may be in the
line, and then reconnect the suction line to the pump inlet.
If there is a bleed bolt, loosen it until there are no air bubbles in
the oil coming out of the bolt hole, then retighten the bleed
bolt.
Check that there is no air in the oil line.
Next, bleed air from the oil outlet line
OUTLET LlNE BLEEDING OMMENDED

Remove the oil outlet line and close the intake pipe joint.
Bend the oil outlet line into a "U" form with both the ends
parallel, and fill the oil outer line with clean oil.
Connect the oil outlet line to the oil pump joint.
Start the engine and allow it t o idle with the oil control lever in
the fully open position, making sure that oil is flowing out of
the oil outlet line.
IL OUTLET LINE
contains poisonous carbon monoxide gas that can cause

loss of consciousness and may lead to death.
CAUTION
. Run the engine at the lowest necessary rpm level t o
avoid possible engine damage if oil flow is restricted.
Stop the engine and again bleed air from the oil inlet line and oil
pump if oil does not flow out within one minute. Then recheck
oil flow.
Connect the oil outlet line to the intake pipe joint. INTAKE PIPE JOIN1

O HONDA MOTOR CO LTD .
LUBRICATION
OIL COOLER INSPECTION FIN
Check the oil line connections for leaks.
Check the oil cooler for bent or collapsed fins.

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

4-12 @ HONDA MOTOR CO., LTD.
. I TEM
SERVICE INFORMATION 5-1 SYSTEM TESTING
TROUBLESHOOTING 5-1 THERMOSTAT
SYSTEM DESCRIPTIONS 5-2 WATER PUMP
COOLANT 5-6
SERVICE INFORMATION
. Wait until the engine is cool before slowly removing the radiator cap. Removing the cap while the engine is hot and the
. coolant is under pressure may cause serious scalding.
Radiator coolant is toxic. Keep away from eyes, mouth, skin and clothes.
it
- If any coolant gets in your eyes,rinse them with water and consult a doctor immediately.
- If any coolant is swallowed, induce vomiting, gargle and consult a physician immediately.
- If any coolant gets on your skin or clothes, rinse thoroughly with plenty of water.
. KEEP OUT OF REACH OF CHILDREN
@ Add coolant at the reserve tank. Do not remove the radiator cap except to refill or drain the system.
@ All cooling system service can be made with the engine in the frame.
e Avoid spilling coolant on painted surfaces.
e After servicing the system, check for leaks with a cooling system tester.
e Refer to section 25 for fan motor thermostatic switch and temperature sensor inspections.
TROUBLESHOOTING
Engine temperature too high
-.
Faulty temperature gauge or gauge sensor (see section 25)
Thermostat stuck closed
Faulty radiator cap
Insufficient coolant
Passages blocked in radiator, hoses, or water jacket
Air in system
. Faulty cooling fan motor
. Faulty fan motor switch (see section 25)

Faulty water pump
Engine temperature too low

. Faulty temperature gauge or gauge sensor
Thermostat stuck open
+ Faulty cooling fan motor switch (see section 25)
.-
Coolant leaks
Faulty pump mechanical seal
Deteriorated O-rings
-.Faulty radiator cap

Damaged or deteriorated gaskets
Loose hose connection or clamp
.Damaged or deteriorated hoses

O HONDA MOTOR CO., LTD
COOLING SYSTEM
SYSTEM DESCRIPTIONS
A liquid cooling system allows optimal engine operating temperature while preventing overheating and overcooling.
The coolant is pumped through the system by means of a water pump. Combustion heat is absorbed by the coolant i n the
course of its passage through the water hoses, water jacket around the cylinder, and through the cylinder head. The coolant
then passes into the radiator through the thermostat and upper radiator hose. The hot coolant is cooled by air in the course of
its passage through the radiator and is then returned into the water pump through the lower radiator hose.
SYSTEM FLOW PATTERNS

TYPICAL 4-STROKE ENGINE:
COOLING FAN
WATER PIPE
WATER PUMP
TYPICAL 2-STROKE ENGINE:
RADIATOR

5-2 0 HONDA MOTOR CO., LTD.
COOLING SYSTEM
RADIATOR
Coolant temperature is decreased by dissipating heat into the

air by means of the radiator fins as the coolant passes through
the radiator'tube. The larger the fin's surface area, the more
the radiator exerts its cooling capacity.
It is important that air is permitted to pass through the radiator

fins so that the heat is dissipated from the coolant to the fins
and into the atmosphere. Crushed or twisted fins will not per-
mit heat to be dissipated because of inability of the air to pass
through them, resulting in lowered cooling capacity. If 113 or
more of the fins are crushed or twisted, the fins should be
repaired using a small flat blade screwdriver.
COOLING FAN HOT COOLANT COOLING FAN
Heat is dissipated into the atmosphere because of the dif-

ference in temperature between the air and the coolant which
has absorbed the heat.
LWw
8 AIR ABSORBED
If air around the radiator is stagnant, or when the atmospheric
temperature is high, since the temperature difference between COOLANT HEAT
the atomosphere and the coolant becomes smaller, heat
dissipation is decreased, adversely affecting engine cooling.
A cooling fan maintains the cooling performance under severe

COOLED COOLANT
conditions. It forces air to flow through the radiator and around
the engine to dissipate heat, whether the machine is moving or
not.
I
COOLING FAN SWITCH
The fan switch automatically starts or shuts down the cooling

fan depending on the temperature of the coolant. While the
coolant temperature is low, the fan motor switch is turned
OFF. When the coolant temperature rises, the thermo-wax
in the switch is expand to the switch is turn ON and causes
the cooling fan to turn.

COOLING SYSTEM
RADIATOR CAP
The boiling point of the coolant may be increased by providing

a pressure-type cap (hereafter, radiator cap) on the coolant in-
let. The radiator cap serves to increase the coolant
temperature as well as to retain pressure in the cooling
system.
Coolant Boiling Point (Coolant of 50-50 mixture) ,PRESSI JRE

VALVE
0 (Atomospheric pressure) 109T ( 2 2 g F ) approx.
Wait until the engine is cool before slowly removing the

radiator cap. Removing the cap while the engine is hot
and the coolant is under pressure may cause serious
scalding. -
AS the coolant temperature increases, the difference in

temperature between the coolant and atmosphere becomes
greater.
Due to the pressurized system, coolant vapor loss is prevented
while the cooling effect is enhanced.
The radiator cap is provided with a pressure valve and vent

valve which maintain the pressure in the cooling system at a
constant level.
1 PRESSURE
If the pressure in the cooling system is increased due to the in-
crease in coolant temperature, the pressure is kept constant
by means of a pressure valve.
If the pressure exceeds the prescribed limit, the pressure valve

is opened so that the pressure in the cooling system is
regulated by releasing the coolant (whose volume has expand-
ed due to the increase in temperature). The pressure at which
the pressure valve begins to open is called the radiator valve RESERL
opening pressure. TANK
When the coolant temperature is decreased after shutdown of

the engine and the cooling system pressure is reduced (with
the coolant volume contracted), the vent valve is opened by
atmospheric pressure and coolant from the reserve tank flows
back into the cooling system.

5-4 O HONDA MOTOR CO..LTD.
COOLING SYSTEM
RESERVE TANK
As explained in the preceding paragraph "Radiator Cap", the

reserve tank serves to temporarily store the reserve volume of
the coolant.
This aids to control the coolant level in the cooling system. The
reserve tank is connected t o the radiator by means of a siphon
-RESERVE TANK
tube.
THERMOSTAT COLD ENGINE

TO RADIATOR
The thermostat is installed between the water jacket of the
cylinder head and the radiator.
The thermostat helps warm up the engine by preventing

coolant circulation when the temperature of the engine
(coolant] is low by closing a valve.
It is an automatic valve designed so that when the engine

temperature increases, thermostat wax expands t o open the
valve, allowing the coolant t o circulate through the radiator.
CYL
Even if atmospheric temperature varies, the thermostat con-

trols the engine temperature at a constant level.
HOT ENGINE ..
TO RADIATOR I
If the thermostat is stuck open, the coolant circulates even at
low temperatures. This prevents optimum engine operating
temperature and leads t o overcooling.
If the thermostat is stuck closed, i t contributes t o overheating,

since it prevents coolant circulation and prevents the radiator
from dissipating the heat if the engine temperature exceeds
the critical limit.
FROM CYLINDER HEAD I

WATER PUMP
The water pump prompts the natural circulation of the coolant TO ENGINE
in the cooling system, which is carried out by convection. It (CYLINDER1
also feeds the coolant uniformly t o the cylinder and cylinder
head water jacket so that effective cooling is maintained.
When the impeller turns, centrifugal force draws the coolant

through the water pump inlet and discharges it into the
engine's water jacket.
FROM
WATER' PUMP
IMPELLER
Date of Issue : March, 1 9 9 5

COOLING SYSTEM
ANTIFREEZE
PREPARATION SOLUTION
oolant is toxic. Keep it away from e a (ETHYLENE

GLYCOL BASE DISTILLED WATER
mouth, skin and clothes.
SOLUTION)
- If any coolant gets in your eyes. rinse them with
1 water and consult a doctor immediatefy.

- -
- aarqle
- If anv coolant is swallowed.induce vomittina.
and consult a physician immediately.
- If any coolant gets on your skin or clothes, rinse
thoroughly with plenty of water.
KEEP OUT OF REACH OF CHILDREN
- .--
NOTE
The effectiveness of coolant decreases with the ac-
cumulation of rust or if there is a change in the mixing
proportion during usage. Therefore, for best perfor-
mance change the coolant regularly as specified in the
maintenance schedule.
Use coolant designed for use in aluminum engines
(ethylene glycol base solution).
Mix only distilled water with the antifreeze.
RECOMMENDED MIXTURE:
50150 (Distilled water and coolant)
REPLACEMENT
system. Removing the radiator cap while the engine is

hot and the coolant is under pressure may cause serious
scaldino.
Remove the coolant reserve tank. Empty the coolant and rinse
the inside of the reserve tank.
Remove the radiator cap and drain bolt(s), and drain the
coolant.
Reinstall the drain bolt(s).
Refer to the Model Specific manual for drain bolt locations.
Pour the recommended coolant through the radiator filler

opening up to the filler neck.
Reinstall the reserve tank and fill it to the upper level line with
fresh coolant.
Bleed air from the system.

Install the radiator cap securely.

COOLING SYSTEM
AIR BLEEDING
Shift the transmission into neutral.
Start the engine and snap the throttle 3-4 times to bleed air
from the system
Stop the engineand add coolant up to filler neck.
Install the radiator cap securely.
Check the coolant level of the reserve tank and fill to the upper
level if the level is low.
SYSTEM TESTING
HYDROMETER TEST
Check the coolant gravity using a hydrometer.

Look for contamination and replace the coolant if necessary
Coolant gravity chart
COOLANT TEMPERATURE
2 0 2 5 3 0
(32) (41) (50) (59) (68) (77) (86)
COOLANT RATIO
1.009 1.009 1.008 1.008 1.007 1.006 1.005

COOLING SYSTEM
RADIATOR CAP TEST RADIATOR CAP COOLING SYSTEM TESTER
Test the radiator cap using the cooling system tester.

Replace the cap if the relief pressure is too high or too low, or if
the cap does not hold the specified pressure for at least 6
seconds.
NOTE
. Before installing the cap on the tester, wet the sealing
surfaces with clean water.
I
SYSTEM PRESSURE TEST
CAUTION
Exeeding the radiator cap relief pressure can damage
Check that the system holds the specified pressure for at least
6 seconds.
If the system will not hold the specified pressure, check the
following and correct as necessary:
- All hose and pipe connections
- Water pump installation
- Water pump seal (for leakage) COOLING SYSTEM TESTER (COMMERCIALLY
- Deformed radiator filler neck AVAILABLE1
Remove the thermostat (refer to the Model Specific manual).

Inspect the thermostat visually for damage.
Suspend the thermostat in heated water to check its
operation.
Do not let the thermostat or thermometer touch the Dan, /

or you will get false readings.
. Replace the thermostat if valve stays open at room
temperature, or if it responds at temperatures other than
those specified.
Check for the correct valve lift temperature with the
water heated to operating temperature for 5 minutes.
Refer to the Model Specific manual for the specific
i
temperature. / ,
Reinstall the thermostat WATER PUMP
MECHANICAL SEAL INSPECTION

Inspect the telltale hole for signs of coolant leakage.
If there is leakage, the mechanical seal is defective and must
be replaced.
See the Model Specific manual for mechanical seal replace-
ment procedures.
If the mechanical seal is the built-in type, the water pump
must be replaced as an assembly.

COOLING SYSTEM
REPLACEMENT 1 BY-PASS TUBE
Drain the engine oil and coolant.
Remove the water pump mounting bolts.
Disconnect the water hoses and by-pass tube, then remove

the water pump.
HOSES BOLTS
Remove the bolts and separate the pump cover from the body. 1 O-RING WATER PUMP
Replace the water pump with a new one
Install a new O-ring into the groove in the pump cover, then in-
stall the cover on the pump.
PUMP COVER
Install a new O-ring onto the water pump, and oil the O-ring
Align the water pump shaft groove with the water pump drive
shaft and install the water pump.
Tighten the pump mounting bolts. BY-PAS:
Connect the water hoses and secure the bands and clamp.
Fill the cooling system with coolant and add the recommen-
ded engine oil t o the engine (see naintenance section).

MEMO
6. EXHAUST SYSTEM
SERVICE INFORMATION 6-1 SYSTEM DESCRIPTION 6-2
TROUBLESHOOTING 6- 1
SERVICE INFORMATION
burns may result if the exhaust system is not allowed to cool before components are removed or serviced.
m
0 Always replace the exhaust pipe gasket when removing the exhaust pipe from the engine.
0 Note the positions of the clamps installed between the exhaust pipe and muffler, the tab on the clamp should align with the
groove on the muffler.
M e n installing the exhaust system. install all the fasteners loosely. Always tighten the exhaust clamp nut first, then
tighten the mounting fasteners. If you tighten the mounting fasteners first, the exhaust pipe may not seat properly.
Always inspect the exhaust system for leaks after installation.
TROUBLESHOOTI NG
Excessive exhaust noise
Broken exhaust system
. Exhaust gas leaks
Poor performance
. Deformed exhaust system
Exhaust gas leaks
Clogged muffler

o HONDA MOTOR co.,LTD. 6-1
EXHAUST SYSTEM
SYSTEM DESCRIPTIONS
The exhaust system serves another functions in addition t o discharging the exhaust gas.
Since the exhaust gas discharged from the exhaust port is pressurized and very hot, it swells suddenly and produces a loud
noise if it is discharged from the exhaust port directly into the atmosphere. It also lowers the exhaust efficiency as the gas is
diffused from the exhaust port. To prevent the above problems, the exhaust gas is drawn from the exhaust port into the muf-
fler to be swelled and is discharged into the atmosphere after its temperature and pressure are lowered. By varying the sizes
and diameters of sections of the exhaust system, the airlfuel mixture can be drawn into the cylinder more effectively. This is
called the EXHAUST PULSE SCAVENGE EFFECT. Utilizing this effect in exhaust system design results in significant im-
provements in engine performance, especially on 2-stroke engines.
EXHAUST PULSE SCAVENGE EFFECT

INTAKE VALVE OPENS
When the exhaust valve (or port) opens with the engine on the
exhaust stroke, the exhaust gas flows rapidly from the ex-
A
haust port into the muffler. A t the end o f the exhaust stroke,
the gas flow slows down, but due t o the inertia of liquid mass.
pressure in the cylinder goes down below the atmospheric
pressure; in other words, negative pressure is applied t o the
cylinder for a short time. As the intake valve lor scavenge port)
opens, the airlfuel mixture quickly drawn into the cylinder.
STROKE
The discharged gas flows through the muffler forming a high EXHAUST VALVE OPENS
speed pressure wave. Due t o the inertia of liquid mass.
negative pressure is applied t o the exhaust port where the
pressure wave had passed. When the exhaust valve (or port1
opens on the next exhaust stroke, the exhaust gas is drawn
L
out by the negative pressure, and the exhaust efficiency is
improved.
RESSURE WAVE
ATEXHAUSTPORT

EXHAUST SYSTEM
On 2-stroke engines, there is the possibility that the airifuel AlRiFUEL MIXTURE
mixture that was scavenged just before the end of the exhaust /
stroke may leak out t o some degree and be discharged into the
exhaust port.
The gas is discharged into the muffler, forming a high pressure
wave. This pressure wave impacts against the taper at the end
of the muffler, rebounds, and applies a positive pressure t o the
exhaust port. The airifuel mixture that was about t o be
discharged before the exhaust port closes is thus forced back
into the cylinder and the exhaust pulse scavenge effect is
improved.
Since the pressure wave cycle changes in accordance with the CHAMBER
change in engine speed, the exhaust pulse scavenge effect is
not always as effective as it could be at all engine speeds.
The exhaust pulse scavenge effect is regulated to a certain
range of engine speed. Therefore, the exhaust system is
designed to be most effective and most suitable for each
model, depending on its intended use.
Note that if the exhaust system is deformed due t o denting or
exhaust gas leakage, it can effect the exhaust pulse and result
in a drop in engine horsepower.
COMMON EXHAUST PIPE

The muffler of the conventional 4-stroke multicylinder engine
uses an independent pipe for each cylinder, but most recent
models adopt a common exhaust pipe for all cylinders.
The new system features a system in which the exhaust pipes
join in the exhaust chamber, and another in which the exhaust
pipes are directly joined. In both systems gas pressures ex-
hausted from individual cylinders intermingle. The pulse wave
in the muffler, generated by the staggered combustion in ad-
joining cylinders, promotes the "pulse scavenge effect",
which increases exhaust energy absorption and reduces ex-
haust noise effectively. The resulting smaller muffler has a
decreased capacity and increased silencing capability, due t o
the reduced weight and decreased volume.
The method of exhaust pipe connection depends on the
cylinder arrangement or the required engine characteristics.
For example, an inline four cylinder engine can be connected
with "4-into-I" system or "4-2-1" system etc.
4-into-I EXHAUST
\

O HONDA MOTOR CO..LTD
MEMO
7. EMISSION CONTROL SYSTEMS
SERVICE INFORMATION 7-1 SYSTEM INSPECTIONS 7-5
TROUBLESHOOTING 7-1 EMISSION CONTROL INFORMATION
LABELS 7-9
SYSTEM DESCRIPTIONS 7-2
SERVICE l NFORMATION
CAUTION
I . To prevent damage, be sure to remove the diaphragms before cleaning air and fuel passages with compressed air.
All hoses used in the pulse secondary air supply and evaporative emission control systems are numbered for identification.
When connecting one of these hoses, compare the hose number with the Vacuum Hose Routing Diagram Label (Refer
to the Model Specific manual)
*Refer to the Model Specific manual for emission control system application
TROUBLESHOOTING
Engine stalls, hard t o start, rough idling
e Evaporative emission purge control valve (EVAP purge control valve) faulty
Evaporative emission carburetor air vent control valve (EVAP CAV control valve) faulty
8 Hoses in the emission control system faulty
Afterburn w h e n engine braking is used

e Pulse secondary air supply system faulty
8 Hoses in emission control system faulty
Poor poerformance (driveability) and poor fuel economy

8 Faulty evaporative emission carburetor air vent control valve (EVAP CAV control valve)
Damaged/misconnected emission control system hoses

EMISSION CONTROL SYSTEMS
SYSTEM DESCRIPTIONS
The U.S. Environmental Protection Agency and California Air Resources Board (CARB) require manufacturers to certify that
their motorcycles comply with applicable exhaust emissions standards during their useful life, when operated and maintained
according to the instructions provided, and that motorcycles built after January 1, 1983 comply with applicable noise emis-
sion standards for one year or 6,000 k m (3.730 miles1 after the time of sale t o the ultimate purchaser, when operated and
maintained according t o the instructions provided. Compliance with the terms of the Distributor's Warranties for Honda
Motorcycle Emission Control Systems is necessary in order t o keep the emissions system warranty in effect.
SOURCE OF EMISSIONS
The combustion process produces carbon monoxide and hydrocarbons. Control of hydrocarbons is very important because,
under certain conditions, they react t o form photochemical smog when subjected t o sunlight. Carbon monoxide does not
react in the same way, but it is toxic.
Honda Motor Co., Ltd. utilizes lean carburetor settings as well as emission control systems, t o reduce carbon monoxide
and hydrocarbons.
CRANKCASE EMISSION CONTROL SYSTEM
The crankcase emission control system routes crankcase emissions through the air cleaner and into the combustion chamber.
Condensed crankcase vapors are accumulated in an airloil separator and crankcase breather tube which must be emptied
periodically. Refer t o the Maintenance Schedule for each model..The crankcase breather tube needs t o be checked for oil
accumulation more frequently if the machine has been consistantly ridden at high speeds or in rain.
Date o f Issue: March, 1 9 9 5

7-2 o HoNDA MOTOR CO.,LTD.
EXHAUST EMISSION CONTROL SYSTEM (PULSE SECONDARY AIR SUPPLY SYSTEM)

The exhaust emission control system is composed of lean carburetor settings and no adjustment should be made except idle
speed adjustment with the throttle stop screw.
On some models the exhaust emission control system also consists of a pulse secondary air supply system which introduces
filtered air into the exhaust gases in the exhaust port. Fresh air is drawn into the exhaust port whenever there is a negative
pressure pulse in the exhaust system. This charge of fresh air promotes burning of the unburned exhaust gases and changes
a considerable amount of hydrocarbons and carbon monoxide into relatively harmless carbon dioxide and water.
A pulse secondary air injection check valve (PAIR check valve) prevents reverse air flow through the system. The pulse
secondary air injection control valve (PAIR control valve) reacts to high intake manifold vacuum and will cut off the supply
of fresh air during engine deceleration, thereby preventing afterburn in the exhaust system.
No adjustments to the secondary air supply system should be made, although periodic inspection of the components is
remommended
PULSE SECONDARY
AIR INJECTION
VACUUM TUBE CONTROL VALVE AIR CLEANER

a:
FRESH AIR
FUEL
t: VAPOR
- t
+--
EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM (California model only)
All Honda motorcycles and scooters sold in California for street use comply with the California Air Resources Board
requirements for evaporative emission regulations.
Fuel vapor from the fuel tank and carburetors is routed into the evaporative emission canister (EVAP canister) where it is
absorbed and stored while the engine is stopped. When the engine is running and the evaporative emission purge control
valve (EVAP purge control valve) is open fuel vapor in the EVAP canister is drawn into the engine through the carburetor.
At the same time, the evaporative emission carburetor air vent control valve (EVAP CAV control valve) is open and air is
drawn into the carburetor through the valve.
CARBURETORS
TO OPEN
AIR
NOISE EMISSION CONTROL SYSTEM

EVAPORATIVE EMISSION
PURGECONTROLVALVE
I
4 /
CANISTER (EVAP CANISTER)
EVAPORATIVE EMISSION CARBURETOR
AIR VENT CONTROL VALVE
(EVAP CAV
EVAPORATIVE
CONTROL EMISSION
CARBURETOR
VALVE)
AIR VENT CONTROL

VALVE (AT ENGINE STOP)
TAMPERING WITH THE NOISE CONTROL SYSTEM IS PROHIBITED: Federal law prohibits the following acts or the causing
I
thereof: (1) The removal or rendering inoperative by any person, other than for purposes of maintenance, repair or replace-
ment, of any device or element of design incorporated into any new vehicle for the purpose of noise control prior to its sale or
delivery to the ultimate purchaser or while it is in use; or (2) the use of the vehicle after such device or element of design has
been removed or rendered inoperative by any person.
AMONG THOSE ACTS PRESUMED TO CONSTITUTE TAMPERING ARE THE ACTS LISTED BELOW:
1. Removal of, or puncturing the muffler, baffles, header pipes or any other component which conducts exhaust gases
2. Removal of, or puncturing of any part of the intake system
3. Lack of proper maintenance.
4. Replacing any moving parts of the vehicle, or parts of the exhaust or intake system, with parts other than those specified
by the manufacturer.

SYSTEM INSPECTION
SYSTEM (California model only)
Check the system hoses for deterioration, clogging, damage.
and loose joints and connections.
Replace any hose that shows signs of damage or deterioration.
Check the evaporative emission canister for cracks or

damage.
EVAPORATIVE EMISSION PURGE CONTROL

VALVE (EVAP PURGE CONTROL VALVE)
NOTE
- The evaporative emission purge control valve should be
DIAPHRAGM
inspected if hot restart is difficult.
Disconnect the EVAP purge control valve hoses from their

connections and remove the EVAP purge control valve from
its mount. Referto the vacuum hose routing diagram label for
hose connections.
Connect a vacuum pump to the hose that goes to the vacuum

tube fitting.
Apply the specified vacuum to the EVAP purge control valve. EVAP PURGE
TO CARBURETOR CONTROL VALVE
(EVAP PURGE C
VACUUM P U M P ST-AH-260-MC7 VALVE OUTPUT
(U.S.A. only)
SPECIFIED VACUUM: 2 5 0 m m (9.8 in) H g

LV E
The specified vacuum should be maintained. Replace the

EVAP purge control valve if vacuum is not maintained.
VACUUM PUMP
Remove the vacuum pump and connect it t o the hosefitting
(EVAP output port) that goes t o the carburetorb)
NOTE
If the EVAP purge control valve has t w o hose fittings
that go to the carburetorb), connect the blocked tube
onto the other fitting to prevent air leaks.
Apply the specified vacuum t o the EVAP purge control valve.
SPECIFIED VACUUM: 2 5 0 m m ( 9 . 8 in) H g

EVAP purge control valve if vacuum is not maintained.

Connect a pressure pump to the hose fitting that goes to the

EVAP canister. (EVAP PURGE CONTROL
VALVE INPUT PORT)
NOTE
. If the EVAP purge control valve has t w o hose fittings
that go to the charcoal EVAP canister, connect the
blocked tube onto the other fitting to prevent air leaks.
While applying the specified vacuum t o the EVAP purge

control valve hose that goes to the vacuum port, pump air
through the EVAP canister hose. Air should flow through the
EVAP purge control valve and out the hose that goes to the
carburetor. Replace the EVAP purge control valve if air does
not flow out.
PRESSURE PUMP ST-AH-255-MC7

(U.S.A. only)
CAUTION
I-
- - Damage t o the EVAP purge control
from use of a high pressure air source. Use a hand-
operated air pump only.
Remove the pump, install the EVAP purge control valve on its
mount, route and reconnect the hoses according to the
vacuum hose routing diagram label.
-
EVAPORATIVE EMMISSION CARBURETOR AIR TO
VENT CONTROL VALVE (EVAP CAV CONTROL
VALVE)
NOTE
- The EVAP CAV control valve should be inspected if
engine restart is difficult.
Disconnect the EVAP CAV control valve hoses from their

connections and remove the EVAP CAV control valve from its
mount. Refer to the vacuum hose routing diagram label for
hose connections.
Connect a vacuum pump to the hose that goes to the vacuum

tube fitting.
VACUUM PUMP ST-AH-260-MC7
Apply the specified vacuum to the EVAP CAV control valve.
SPECIFIED VACUUM: 250mm (9.8 in) HG

EVAP CAV control valve if vacuum is not maintained.

0HONDA MOTOR CO. ,LTD.
Connect the vacuum pump to the air vent fitting o n the

EVAP CAV control valve that goes t o open air.
NOTE
If the EVAP CAV control valve has t w o hose fittings that
no to open air, connect the blocked tube onto the other
/ fitting to prevent air leaks.
Apply vacuum to the EVAP CAV control valve. The vacuum

should hold steady. Replace the EVAP CAV control valve if
vacuum leaks.
Connect the vacuum pump to the hose that goes t o the

vacuum tube fitting.
TO VACUUM
PORT
VACUUM P U M P ST-AH-260-MC7 JACUUM
(U.S.A. only) 'UMP
Connect the pressure pump to the air vent fitting on the EVAP
CAV control valve that goes to open air.
TO CARBURETOR
a
PRESSURE PUMP ST-AH-255-MC7
AIR VENT PORT
( U . S . A . only)
NOTE
PUMP
If the EVAP CAV control valve has t w o hose fittings that
go to open air, connect the blocked tube onto the other
fitting to prevent air leaks.
While applying the vacuum to the EVAP CAV control valve

hose that goes to the vacuum tube fitting, pump air through
the air vent fitting. Air should flow through the EVAP CAV
control valve and out the hose that goes t o the carburetor.
CAUTION
Damage t o the EVAP CAV control valve m a y result
from use of a high pressure air source. Use a hand-
operated air pump only.
Plug the hose that goes t o the carburetor

NOTE
If the EVAP CAV control valve has t w o hose fittings
that go to ooen air, connect the blocked tube onto the
I other-fittingto prevent air leaks.
While applying vacuum to the EVAP CAV control valve hose

that goes to the vacuum tube fitting, apply air pressure t o the
air vent fitting.
It should hold steady. PUMP
Replace the EVAP CAV control valve if pressure is not
retained.
Remove the pumps, install the EVAP purge control valve on
its mount, route and reconnect the hoses according t o the
vacuum hose routing diagram label.

PULSE SECONDARY AIR SUPPLY (PAIR) SYSTEM
Start the engine and warm it up to operating temperature.
Stop the engine and remove the air cleaner element.
Check that the PAlR intake ports are clean and free of carbon
deposits.
Check the PAlR check valve in the secondary air passage if the
ports are carbon fouled.
Disconnect the air cleaner-to-pulse secondary air injection

control valve hose from the air cleaner housing.
R VACUUM PUMP
Remove the vacuum tube from the carburetor intake pipe; in-
stall a plug to keep air from entering.
Connect a vacuum pump to the vacuum hose.
VACUUM PUMP ST-AH-260-MC7

(U.S.A. only)
Start the engine and open the throttle slightly to be certain

that air is sucked in through the air cleaner-to-PAIR control
valve hose.
If air is not drawn in, check the air cleaner-to PAlR control
valve hose and vacuum hose for clogging.
With the engine running, gradually apply vacuum to the PAIR CHECK VALVE /
vacuum hose. HOSE
[AIR CLEANER-TO-
Check that the air intake port stops drawing air, and that the PAlR CONTROL VALVE]
vacuum does not bleed.
I
SPECIFIED VACUUM: Refer to the Model Specific manual.
If air is still drawn in, or if the specified vacuum is not

maintained, install a new PAlR control valve.
If afterburn occurs on deceleration, even when the secondary

air supply system is normal, check the slow air cutoff valve for
correct vacuum operation.

PULSE SECONDARY AIR INJECTION CHECK VALVE

(PAIR CHECK VALVE) PAIR CHECK VALVE REED STOPPER
NOTE
Certain types of secondary air supply systems have the
reed valve built in the PAlR control valve. Refer to the
Model Soecific manual for PAlR check valve location.
Remove the PAlR check valve covers and PAlR check valves.
Check the PAlR check valves for damage or fatigue, and

replace if necessary.
Install a new PAlR check valve if the seat rubber is cracked or

damaged, or if there is clearance between the reed and seat.
CAUTION
Disassembling or bending the reed stopper or PAlR
check valve will damage it.
Replace the PAlR check valve as a unit if the stopper,
reed, or seat is faluty.
EMISSION CONTROL INFORMATION EXAMPLE: ., x

YACULM HOSE ROUTING DIAGRAM
LABELS tM61Nt l A M l L l RXHSOPh6hRA
t V A P D R l i l Y i i h M I L l RHXIOZIOXMOH
ChLIIORHIII VEHICLE
Labels for the emission control system consist of three kinds
of information labels as described below.
1. Emission control information label

- Gives basic tune-up specifications
2. Emission control information update label

- After making a high altitude carburetor adjustment, at- ALTIIOGi KRiORIlAWCt AOIUSiYflll iRSlRUCTlONS
AT TOUR AUTHM(12UI H O M A GiLlfR.
tach this label at the specified location.
Instructions for obtaining the update label are given in
Service Letter No. 132.
3. Vacuum hose routing diagram label (California model only)

- Route the vacuum hoses as shown on this label.
On after '85 models, all hoses used in the secondary air
supply and evaporative emission systems are numbered
for identification, so compare the hose number with this
label when connecting one of these hoses.
NOTE
. Refer to the Model Specific manual for the location of
each label.

MEMO
-
SERVICE INFORMATION 8-1 FUEL AUTO VALVE 8-8

TROUBLESHOOTING 8-2 CARBURETOR DISASSEMBLY1
SYSTEM DESCRIPTION INSPECTION 8-9
8-3
ACCELERATOR PUMP CARBURETOR ASSEMBLY 8-14
8-7
PILOT (OR AIR) SCREW ADJUSTMENT 8-1 8
AIR CUT-OFF VALVE 8-7
REED VALVE ACCELERATOR PUMP ADJUSTMENT 8-24
8-7
FUEL LINE HIGH ALTITUDE ADJUSTMENT 8-24
8-8
SERVICE INFORMATION
* Work in a well ventilated area. Smoking or allowing flames or sparks in the work area or where gasoline is stored can cause
a fire or explosion.
CAUTION
- Bending or twisting the control cables will impair smooth operation and could cause the cables to stick or bind, resulting
in loss of vehicle control.
Be sure to remove the diaphragms before cleaning air and fuel passages with compressed air. The diaphragms might be
damaged.
Refer to Model Specific manual for carburetor and reed valve removallinstallation.
0 When disassembling fuel system parts, note the locations of the O-rings. Replace them with new ones on reassembly.
* Before disassembling the carburetor. place a suitable container underthe carburetor drain bolt, loosen the bolt, and drain
the carburetor.
* After removing the carburetor, wrap the intake port of the engine with a shop towel or cover it with piece of tape to prevent
any foreign material from dropping into the engine.
NOTE
If vehicle is to be stored for more than one month, drain the float bowls. Fuel left in the float bowls may cause clogged
jets. resulting in hard starting or poor driveability.
FUEL FRESHNESS AND TROUBLESHOOTING
Engine performance is directly related t o the quality and freshness of the gasoline consumed. Therefore, it is important t o be
sure the fuel within the motorcycle, scooter or ATV you are servicing is usable for your testing procedures. You may save
valuable troubleshooting time by replacing fuel if its quality or age is in doubt.
Detonation (or pinging) on acceleration is an indication that the fuel is either not of good quality or is too low in octane rating
for your application.
Fuel should be no more than six to eight weeks old.

TROUBLESHOOTING
Engine won't start
No fuel to carburetor -
Engine stalls, hard t o start, rough idling
Fuel line restricted
Ignition malfunction
- Fuel strainer clogged
Fuel mixture too leanirich
- Fuel tube clogged
.
- Float valve stuck
- Float level misadjusted ..Fuel contaminatedldeteriorated
lntake air leak
Idle speed misadjusted
- Fuel tank breather tube (or hole) clogged
- Fuel pump malfunction
- Fuel auto valve malfunction ..-
Fuel pump malfunction
Fuel auto valve malfunction
Too much fuel getting to the engine
- Air cleaner clogged -
Air screw or pilot screw misadjusted
Slow circuit or starting enrichment valve circuit clogged
Float level misadjusted
..
- Flooded carburetor .
lntake air leak
Fuel contaminatedldeteriorated
.
Fuel tank breather tube (or hole) clogged
Evaporative emission carburetor air vent control valve
(EVAP CAV control valve) faulty
Slow circuit or starting enrichment valve circuit clogged
-
Hoses of the emission control system faulty
Evaporative emission purge control valve (EVAP purge
control valve) faulty
.
Lean mixture
Fuel jets clogged
Float valve faulty .
Afterburn or misfiring during acceleration
Air cut-off valve malfunction
... ..
Lean mixture in slow circuit
Float level too low
Secondary air supply system faulty
Fuel line restricted
Carburetor air vent hole (or tube) clogged Hose of emission control system faulty
-. lntake air leak

Fuel pump malfunction
Fuel auto valve malfunction
Vacuum piston faulty (CV type only)
.Throttle valve faultv
.-
Afterburn or misfiring during acceleration
lgnition system faulty
Fuel mixture too lean
.-
Rich mixture
Choke valve or starting enrichment valve in ON position
Poor performance (driveabilityl and poor fuel economy
.
Float valve faulty
.
Float level too high
Air jets clogged . Fuel system clogged
lgnition malfunction
Faulty evaporative emission carburetor air vent control
. Air cleaner element contaminated
Flooded carburetor
valve (EVAP CAV control valve)
Damaged/misconnected emission control system house
.
Hesitation during acceleration
Accelerator pump malfunction

FUEL SYSTEM
SYSTEM DESCRIPTION
CARBURETOR
As the piston begins its descent at the start of the induction
phase (the period when the air-fuel mixture is drawn in),
pressure in the cylinder drops, causing air to flow from the air
cleaner, through the cartiuretor and into the cylinder. The
function of the carburetor is to atomize the fuel and create an
air-fuel mixture.
As in the figures on the right, air drawn into the carburetor

passes through constriction A, where it gains speed. The con- , small drbp in pressure /
Larqe drop in pressure
striction is known as the venturi section of the carburetor. This
increase in flow speed is accompanied by a fall in pressure in
the venturi, whichis used to draw off fuel from the outlet. The
fuel is atomized as it is drawn into the venturi under the in-
fluence of atmospheric pressure, and is mixed with the incom-
ing air.
Carburetors are also equipped with mechanisms for regulation

of the air and mixture volumes. A throttle valve is used to
regulate the flow of air-fuel mixture, and a choke is included
for adjusting the air flow under starting conditions.
Types of carburetors CV TYPE

Carburetors which alter the diameter of the venturi by PISTON VALVE TYPE
throttle valve movement are known as variable venturi types. (SLIDE TYPE)
The variable venturi cotinuously changes in diameter from low VACUUM PISTON
to high speed in proportion t o the intake air volume t o give
smooth aspiration at low speeds and improved power output
in the high speed range. Honda motorcycles, scooters and
ATVs use one of t w o variable venturi designs.
1 . The constant velocity type (CV): the venturi diameter is
altered automatically by vacuum piston that rises and falls
to alter the diameter. (The throttle valve is installed as a
separate mechanism.)
2. The piston valve or flat slide type: a throttle-controlled
piston is used t o alter the venturi diameter.
VACUUM DIAPHRAGM
CHAMBER
Principle of the vacuum piston operated CV type MAIN BORE

ATMOSPHERIC
As the engine is started and the throttle valve opens, the air
PRESSURE
flow in the main bore exerts a strong negative pressure on the
lower section of the vacuum piston (see Carburetor theory). At AIR FLOW O
this point, air is drawn out of the carburetor's vacuum chamber
and pressure in the chamber drops. The diaphragm is lifted due
to atmospheric pressure, and the vacuum piston is raised.
When the throttle valve is closed, air flow in the main bore is ROTTLE VALVE
obstructed. Pressure returns to that of the atmosphere and the
vacuum piston is lowered by spring force.

FUEL SYSTEM
Operation of systems
The carburetor is comprised of a starting system which uses
either a choke valve or starting enrichment valve, a float
system for fuel supply, and slow and main jet systems, etc.
JET
The fuel supply system varies with the degree of throttle open-
ina- and reaulates
" fuel according to a slow system at low throt-
tie o~eninns(throttle opening: fully closed to 114 open),
medium throttle openings (opening: 118-3141, the main
svstnrn's i e t needle
. -is used
~~~ to ~
~~
reaulate
" the fuel. The straiaht
"
I
I( JET NEEDLE (Straisht section,
SLOW JET and AIR SCREW

,
L I
section of the jet needle regulates at 118- 112, and the jet nee- FUII 118 114 112 3/4 Full
dle clip position or jet needle tapered section diameter
closed open
regulates at 114-3/4. When the throttle is fully open (actually
a range of 112- fully open) the fuel is regulated by the main jet L
of the main system.
Float system
The float chamber holds a constant level of fuel so the engine
is provided with a stable supply of the required air-fuel
mixture.
As fuel is consumed and the level in the chamber falls, the

float and float valve are lowered and the chamber is
immediately refilled to a specified level. A rise in fuel level
causes the float and its vaive to rise, the valve contacts the
vaive seat and the fuel supply is cut off. This operation repeats
while the engine runs.
The float valve contains a spring which lightly depresses the

valve so that it does not become dislodged from the seat by
vibration when the vehicle is running.
To keep the inside of the float chamber at atmospheric
pressure, there is a connection to the outside o f the carburetor
known as the air vent passage.
An overflow tube is provided to drain off any excess fuel to the

outside of the carburetor, should the valve and seat become
separated due to the intrusion of dirt or other foreign matter.
LfVALVE PIN
Starting system
To improve starting when the engine is cold and the fuel is not
sufficiently gaseous, the carburetor is equipped with either a
choke or starting enrichment valve to enrich the mixture.
<Choke system>
A valve is fitted to the air cleaner side of the carburetor. The
valve is shut down during starting to reduce the mass flow of
air and create an increase in negative pressure in the main
bore. The resulting mixture is rich, having a proportionally low
volume of air.
The choke valve is provided with a relief mechanism which en-

sures the optimum opening of the valve under conditions of
negative pressure above a certain level, thus preventing the
supply of an over-rich mixture to the engine.

FUEL SYSTEM
<Starting enrichment valve system (manual)>

As the starting enrichment valve is opened, the starting
enrichment circuit connects with the main bore. As a vacuum
is created in the main bore on starting, air and fuel (drawn ENRICHMENT
from the starting enrichment air jet and starting enrichment AIR FLOW
<.~;
fuel jet respectively) are injected into the main bore to supply
a rich mixture.
STARTING
ENRICHMENT
AIR JET
ENRICHMENT
<Starting enrichment thermal valve system>

The starting enrichment thermal valve is a device for increasing
the volume of fuel. It is comprised of components such as a
PTC heating element, thermo-wax, a liquid medium, piston
and the starting enrichment valve.
-rom PTC HEATER
The principle of operation is as follows: iLTERNATOR /
When the engine is stopped and there is no production of
current from the alternator, the enrichment valve is
maintained in the raised position by a spring. In this position
the fuel increase circuit is fully open, ready for supply at any
time.
When the engine starts, fuel is supplied through the fuel
increase circuit.
At the same time, the alternator sends current to the PTC for
heating. The increase in heat is sensed by the thermowax
which begins to expand. The movement is transmitted
through the liquid medium to the piston, set collar and set
spring, and the enrichment valve is depressed. As the valve is
lowered, the jet needle starts to shut off the fuel increase
circuit, which, after a few minutes closes fully, ending fuel
comwensation.
Slow system (low degree of opening)

AS the throttle valve is only slightly open at low engine speeds THROTTLE VALVE BY-PASS
(degree of opening: fully closed - 1/4), pressure on the intake
side is low, which allows some residual gas from combustion
to be sucked back into the intake manifold where it is mixed
with a fresh charge from the carburetor. The resulting mixture
is lean.
Low engine speed is linked with lower compression in the

cylinder, resulting in a richer mixture, and it is necessary to
raise the combustion velocity.
For this purpose, the engine includes a slow fuel supply SLOW JET
system which is separate from the main system. \
THROTTLE STOP SCREW

Piston valve type throttle valves have a cut-out on the intake THROTTLE VALVE (PISTON VALVE TYPE)
side. The larger the cut-out, the greater the volume of air
entering and the leaner the mixture.
CUT-OUT
:Q
?--
STAMP (indicates cut-out)
The larger the number is,
the leaner the mixture becomes.
Main system (medium throttle opening1

When the throttle valve is opened to raise the engine speed, a
greater volume of air-fuel mixture is required than for idling.
The carburetor is equipped with the main system for this pur-
pose. The degree of opening of the throttle valve is divided into
t w o stages.
With a degree of opening 118-112: the air flow in the main
bore facilitates a drawing up of the fuel from the gap between
the jet needle and needle jet (see Carburetor Theory). The
AIR -
NEEDLE JET'
fuel is aerated by air which has entered the air bleed hole of
the needle jet holder from the main air jet.
JET HOLDER
With a degree of opening 114-314: the fuel drawn from the SMALL LARGE
tapered section of the jet needle is regulated. The greater the -k * s$
@CLEARANCE
valve opening, the further the tapered jet needle rises, increas- CLEARANCE*
(Fuel passage ,
ing the cross sectional area for fuel passage and thus the I is narrow.) .,a&@ *@@Y
volume of fuel supplied. In piston type throttle valves, the jet
needle contains clip grooves in five stages (Stage 1, 2. 3, etc
counted from the top). The clip position stage number in-
creases with an increase in the degree of throttle opening,
raising the cross sectional area of fuel passage, and hence the
volume of fuel.
The size of the main jet does not affect the air-fuel mixture
ratio at this stage, as the fuel flow at main jet is greater than
at the needle jet.
Main system (fully open)

With a degree of throttle opening of 112- fully open, the ven-
turi bore diameter and mass flow of air become maximum. At
this time the volume of fuel drawn from the gap between the
needle jet and jet needle becomes too great and exceeds the
flow volume of the main jet.
When the clearance between the needle jet and jet needle is
too great, the fuel flow is regulated by the main jet t o prevent
an overly rich fuel-air mixture.

8-6 $2 HoNDA MOTOR CO..LTD.
FUEL SYSTEM
ACCELERATOR PUMP
When the throttle valve is opened suddenly, the air-fuel mix-
* Throttle valve opens:
I
ture drawn into the cylinder momentarily becomes lean. Be-
cause the vacuum at the venturi drops, air flow at the venturi
slowsdownand thedrawn-upfuel becomes too littlecompared
with the air. To avoid thinning of the mixture under these con-
ditions, an accelerator pump is used for temporary enrichment.
The principle of operation of the pump is as follows:
As the throttle valve is opened, the pump's diaphragm is
depressed by the pump rod. At this time the inlet check valve
is shut, so the pump chamber undergoes a rise in pressure. The
outlet check valve is then opened and fuel is supplied to the
main bore via the pump hole. INLET /"
As the throttle valve closes, the accelerator pump's diaphragm CHECK VALVE' A C C E L E R A ~ RPUMP
is returned by spring action. At this time the inlet check valve DIAPHRAGM
is opened and fuel from the float chamber enters the pump
chamber. The outlet check valve is closed at this point to Throttle valve closes: 1
prevent air being drawn in through the pump hole.
AIR CUT-OFF VALVE

When the throttle lever is turned in the "close" direction and
engine braking is applied, the fuel mixture becomes lean. An
ignited airlfuel mixture is discharged into the exhaust pipe.
resulting in afterburn. To prevent this afterburn, the air cut- VACUUM CHAMBER
off valve shuts the air passage to the slow jet to temporarily
make the fuel mixture rich.
\ rUI AIR PASSAGE
With the throttle valve closed and the vacuum in the main bore
increased, vacuum in the air cut-off valve also increases and
moves the diaphragm to shut the air passage.
With the vacuum in the main bore decreased, the spring moves
the diaphragm backward and opens the air passage.
SPRING
/K w
;;;;;
This moves to the
left to shut up the
AIR CUT-OFF VALVE
REED VALVE (2-STROKE ENGINES)

I
INSPECTION
Refer to the Model Specific manual for removallinstallation. REED VALVE
Check the reed valve for fatigue or damage and replace the
reed valve assembly if necessary.
Check the reed valve seat for cracks, damage and clearance SEAT
from the reed and replace the reed valve assembly if
necessary.
NOTE
Be sure to replace the reed valve as an assembly.
Disassembling or bending the reed stopper will cause
engine trouble.

FUEL LlNE
NOTE
Refer to section 2 for fuel filter inspection.
1. Check the fuel fill cap and/or fuel tank breather tube for
clogging (no breather tube on California, on-road modelsl.
2. Visually inspect the fuel strainer for contamination.
Check the fuel flow with the fuel strainer installed and with
the strainer removed.
Replace the fuel strainer if it is excessively contaminated or
if the fuel flow is not smooth. STRAINER
to install it as shown in the drawing, i.e.. with the cup

facing down. Fuel flows even though the strainer is in-
stalled upside down, but it contaminates the inner wall
of the strainer and prevents visual inspection of the
strainer.
3. Remove the fuel valve lock nut and check the fuel strainer
screen for contamination. Tighten the lock nut to the
specified torque.
making visual
inspection difficult
FUEL AUTO VALVE I SMALLER DIAPHRAGM

LARGER DIAPHRAGM
The fuel auto valve has t w o diaphragms which are intercon-
nected with an aluminum link. SPRING
When the engine is started, vacuum force is applied to the

FUEL LINE
smaller diaphragm through the larger diaphragm and link, the
fuel line opens and the fuel starts to flow.
When the engine is stopped, the diaphragms are returned to

their original positions by the spring and the fuel line is blocked VACUUM LINE
by the small diaphragm.
INSPECTION
1
. Gasoline is extremely flammable and Is explosive under
certain conditions.
Keep flames and sparks away from gasoline and wipe up spill-
ed gasoline at once.
CAUTION
. Be sure to remove the diaphragms from the fuel auto
valve before using compressed air t o blow out the air
passages. Compressed air will damage the diaphragms
or may force them off the aluminum link.

O HONDA MOTOR CO.,LTD.
FUEL SYSTEM
1. Disconnect the fuel line and place it in a clean container as

shown.
EL AUTO VALVE
NOTE
. Place a clean container under the fuel tube.

Refer to the Model Specific manual for replacement.
2. Connect the fuel auto valve vacuum tube to the vacuum

pump and apply vacuum. Be sure that the fuel flows out
smoothly.
If the vacuum does not remain steady, it indicates the
diaphragm is incorrectly installed or damaged. / -
VACUUM GAUGEIPUMP
If the vacuum remains steady, but the fuel flow is not
smooth, it indicates a clogged filter or incorrectly installed
diaphragm.
3. If the fuel flows without the vacuum applied, the diaphragm
is incorrectly installed.
Refer to the Model Specific manual for replacement procedure
CARBURETOR DISASSEMBLY/
INSPECTION
NOTE
. Refer t o the Model Specific manual for carburetor
removal and disassemblylseparation.
THROTTLE VALVE/STARTING ENRICHMENT

VALVE INSPECTION
Move each valve and be sure that it operates smoothly. ENRICHMENT
Check the throttle valve shaft for play.
Push the relief valve, if it is installed on the throttle valve, and

be sure that it opens and closes smoothly.
THROTTLE VALVE INSPECTION (CV type)
Rotate the throttle drum and be sure that it operates smoothly.
Check the throttle valve shaft for play.

FUEL SYSTEM
STARING ENRICHMENT THERMAL VALVE STARTING ENRICHMENT

THERMAL VALVE
Connect an ohmmeter t o the starting enrichment thermal
valve wire connector terminals and measure the resistance. If
the resistance is greatly out of specification, it indicates a
faulty PTC in the starting enrichment thermal valve.
Replace the starting enrichment thermal valve.
NOTE
The starting enrichment thermal valve might be normal if
the resistance is only slightly out of specification.
However, be sure to check all related parts for trouble.
Refer to the Model Specific manual for specified
resistance.
Remove the carburetor and let it cool down for 30 minutes.

Insert a vinyl tube into the fuel enrichening circuit and blow in-
to the tube.
Air should flow into the circuit.
If air does not flow into the circuit, replace the starting
enrichment thermal valve.
Connect the battery to the starting enrichment thermal valve

terminals and wait for 5 minutes.
Insert a vinyl tube into the fuel enrichening circuit and blow
into the tube.
Air should not flow into the circuit.

If air flows into the circuit, replace the starting enrichment
thermal valve.
Check the resistor if the starting enrichment thermal valve is

ALTERNATOR
%A
normal but engine is sill hard to start.
If there is a broken wire in the resistor,current will not flow to

the PTC and the starting enrichment thermal valve will not
operate,
If there is a shorted wire in the resistor, current of a higher

voltage than specified will reach the PTC. This will cause the
fuel enrichening circuit to close too soon, and starting will be
difficult.

FUEL SYSTEM
STARTING ENRICHMENT THERMAL VALVE

REMOVAL
Remove the starting enrichment thermal valve cover
Remove the screws and set plate
Remove the starting enrichment thermal valve from the

carburetor bodv.
STARTING ENRICHMENT VALVE (Manual)

Loosen the starting enrichment valve nut and remove the
valve spring and valve.
Check the valve face for scores, scratches or wear and replace
if necessary.
Check the seat at the tip of the valve for stepped wear and
If the valve seat is worn or damaged, it will not close the fuel
line of the starting enrichment circuit, resulting in a constantly
rich fuel mixture.
THROTTLE VALVE (Piston valve type)
CAUTION
. Some carburetorlcables have a one-piece throttle
cablelcarburetor top assembly. Do not try t o remove the
throttle cable from the carburetor too.
Remove the carburetor top and pull the throttle valve out of
the carburetor.
While compressing the spring, disconnect the throttle cable

from the throttle valve.
NOTE
. If the throttle valve is linked to the cable, refer to the
Model Specific manual for each model for removal1
disassembly steps.

FUEL SYSTEM
Remove the jet needle retainer and jet needle from the throttle
SPRING
valve. I
THROTTLE VALVE
I
Check the jet needle for stepped wear. The fuel supply to the
main circuit cannot be adjusted if the jet needle is worn.
JET NE~JJLE \\JET NEEDLE

NEEDLE CLIP RETAINER
VACUUM PISTON (CV type)

VACUUM
Remove the screws, vacuum chamber cover, spring, and
vacuum piston assembly from the carburetor.
Check the piston for smooth operation in the carburetor body.
I
VACUUM PISTON ASSEMBLY
Turn the jet needle holder counterclockwise while pressing it i n

and remove it. JET NEEDLE HOLDER
Remove the spring, spring holder, jet needle, needle holder and
washer from the vacuum piston.
NOTE
/ . Certain models are not eauiooed with a soring holder. 1
Check the jet needle for stepped wear and replace if

necessary.
/ VACUUM PISTON
Check the vacuum piston for damage and replace if necessary. (SPRING HOLDER)
JET NEEDLE
Check the diaphragm for damage, pin holes, wrinkles and
bends and replace if necessary.
Air leaks out of the vacuum chamber if the diaphragm is

damaged i n any way-even a pin hole.
/
I
DIAPHRAGM JET NEEDLE
SPRING

FUEL SYSTEM
FLOATIJETS
Remove the float chamber.
Remove the float pin, float and float valve.
Check the float for damage. If it is a hollow float type, also

check it for deformation and fuel in the float.
Check the float valve and valve seat for scores, scratches,
clogging and damage. Replace if necessary. TIP OF THE
Check the tip of the float valve, where it contacts the valve FLOAT VALVE
seat, for stepped wear or contamination. Replace the float
valve if its tip is worn or contaminated. A worn or con-
taminated valve does not seat properly and will eventually
flood the carburetor.
Remove the valve seat, if it can be removed. (Refer to the

Model Specific manual.)
Replace the sealing washer.

I SEAT
Check the filter for damage or clogging. Blow the filter with I FILTER
low pressure air and clean it.
Remove the main jet, needle jet holder, needle jet and slow jet.
NOTE
THROTTLE
Not all carburetors have a removable needle jet and slow
jet. (Refer to the Model Specific manual.)
Turn in the pilot lor air) screw and record the number of turns it
takes before it seats lightly.
NOTE
Do not force the screw against its seat; the seat will be
damaged. PILOT SCREW
Motorcycles with emission control system: Refer to
oaae 8-18 for ~ i l o (or
t air1 screw removal.
Clean the jets with cleaning solvent and, if necessary, blow

open with compressed air.
If the motorcycle is equipped with an accelerator pump, blow

open the fuel passages in the float chamber with low pressure
air.

o HONDA MOTOR co., LTD. 8-13
FUEL SYSTEM
ACCELERATOR PUMP
/ DIAPHRAGM
Remove the screws and diaphragm cover.
Remove the spring and diaphragm.
Check the rod for bends or damage.
Check the diaphragm for damage or pin holes.
Damage to the rod andior diaphragm reduces the efficiency of

the pump, leading to "hunting" during acceleration.
Blow open the fuel passages in the diaphragm cover with low
pressure air.
AIR CUT-OFF VAVLE

Remove the screws, air cut-off valve cover, spring, diaphragm
and O-ring.
Check the diaphragm for damage or pin holes.
Check the O-ring for damage or fatigue.
A worn O-ring andior damaged diaphragm causes air to leak

from the air cut-off valve vacuum chamber.
Blow open alr passages m the cover wlth compressed alr

I I
DIAPHRAGM
CARBURETOR CLEANING
After removing all parts, blow open air and fuel passages in the
I
carbcretor body with compressed air.
CAUTION
. Cleaning the air a@ fuel passages with a piece of wire.
will damage the carburetor body or fuel pump.
Remove the diaphragms to prevent damage t o them
before using air to blow open the passages.
CARBURETOR ASSEMBLY 1 O-RING COVER

AIR CUT-OFF VALVE
Install the diaphragm on the carburetor body.
Install the O-ring with its flat side pointed downward
Install the sprlng on the cover and install the cover on the car-
buretor body. Be sure that the d~aphragmand 0-rmg do not In-
terfere wlth the cover.

FUEL SYSTEM
ACCELERATOR PUMP
Align the projections on the diaphragm with the grooves in the
float chamber.
Install the spring on the diaphragm cover and install the cover
on the float chamber being careful not to pinch the diaphragm.
Adjust the accelerator pump (page 8-24).
FLOATIJETS ASSEMBLY NEEDLE JET I jr?l
lnstall the needle jet, needle jet holder, main jet, slow jet, throt- THROTTLE
tle stop screw and pilot (or air) screw on the carburetor body. STOP SCREW
Tighten the pilot (or airlscrew until it seats lightly, then turn it
out as much as the number recorded during removal.
CAUTION
Tightening the pilot lor air) screw against its seat will
damage the seat.
OTE
Be sure to install the needle jet with the smaller hole
. toward the float chamber.

lnstall the pilot (or air) screw and its O-ring and washer in
the order as shown in the drawing. If the pilot (or air)
screw and carburetor body are replaced with the new
. ones, adjustment is necessary.

Motorcycles with emission control systems: Refer to
page 8-20 for the pilot (or air) screw installation (U.S.A.
only).
lnstall the float, float valve and float pin.

FLOAT VALVE FLOAT PIN
lnstall the O-ring on the float chamber and tighten the float
chamber with the screws.
NOTE
/ If the float valve must be hung from the float a r m l a

note the installation direction of the float valve.
FLOAT CHAMBER

GI HONDA MOTOR CO., LTD
FLOAT LEVEL INSPECTION MAIN JET
float (page 8-13),

Set the float level gauge so that it is perpendicular to the
float chamber face and in line with the main jet.
Set the carburetor so that the tip of the float valve just con-
tacts the float arm lip. Be sure that the float valve is securely in
contact with the valve seat.
Measure the float level with the float level gauge. 1 FLOAT LEVEL GAUGE
FLOAT LEVEL GAUGE 07401 -0010000
If the level is out of specification and the float arm lip can be
bent, adjust the float level by bending the lip. Non-adjustable
floats must be replaced.
NOTE
Be sure to keep the float level at the specified height. If
the float level is lowlhigh, fuel mixture becomes
leanlrich.
VACUUM PISTON (CV type)

VACUUM PISTON
Install the washer on the jet needle and install the jet needle in I
the vacuum piston. JET NEEDLE
(Install the spring holder with its pawls aligned with the
grooves in the piston, if installed.1
Install the spring

90°
Turn the jet needle holder clockwise while pressing it into the
vacuum piston until it locks. Projections on the vacuum piston
and jet needle holder should be aligned after turning.
lnstall the vacuum piston on the carburetor body.
Lift the bottom of the piston with your finger to set the
diaphragm rib in the groove in the carburetor body. Compress straight.
Install the spring.
Install the vacuum chamber cover with its cutout aligned with
the hole in the tab of diaphragm.
NOTE
. Be careful not t o pinch the
spring straight.

8-16 0HONDA MOTOR CO..LTD.
FUEL SYSTEM
THROTTLE VALVE (Piston valve type) RETAINER

The lower the
clip is set in \
NOTE the grooves, 9
f
Cable-operated throttle valve type carburetor [throttle the richer the
valve is connected to the cable via the link): Refer to the mixture
Model Specific manual for throttle valve removal1 becomes.
disassemblv. CLIP
Install the clip on the jet needle. (Refer to the Model Specific
manual for the standard clip position.)
JET
Install the jet needle into the throttle valve and secure with the NEEDLE
retainer.
Route the throttle cable through the spring and compress the
spring fully.
Attach the throttle cable end to the bottom of the throttle

valve and thread the throttle cable through the slot in the
valve.
Align the cutout in the throttle valve with the throttle stop
sa.ew on the carburetor body and install the valve on the
carburetor.
CUTAWAY
NOTE
Be sure that the throttle valve cutaway is toward the air
cleaner housing side as it determines the volume o f air
for fuel mixture. ~~
T H R O ~ T L ESTOP SCREW
STARTING ENRICHMENT VALVE (MANUAL)

Install the starting enrichment valve, spring and nut.

FUEL SYSTEM
STARTING ENRICHMENT THERMAL VALVE

Apply a small amount of grease to the O-ring and install the
starting enrichment thermal valve into the carburetor body.
Refer to the Model Specific manual for the starting enrichment
thermal valve installation angle.
Secure the starting enrichment thermal valve with the set plate
and screws.
Install the starting enrichment thermal valve cover.
THERMAL VALVE SET PLATE
CARBURETOR SEPARATIONIASSEMBLYI
INSTALLATION
Refer to the Model Specific manual for carburetor separa-

tioniassembly.
Check and adjust the carburetors as described below after the

assemblrj.
Move the choke arm by hand and be sure that the starting
enrichment valve operates smoothly.
Rotate the throttle drum and be sure that all the throttle valves
open and close smoothly.
Turn the throttle stop screw to align the throttle valve with the
edge of the by-pass hole in the base carburetor. (The base
carburetor IS the o r . on which the throttle stop screw is in-
stalled. Refer to the Mode Specific manual.)
Align each throttle valve with the by-pass hole edge by turning
the synchronization adjusting screws. (Refer to the Model
Specific manual for the location of each synchronization
screw.)
Install the carburetor and adjust the synchronization.
PILOT (OR All& SCREW ADJUSTMENT

PILOT (OR AIR) SCREW REMOVAL
NOTE
. Adjust the pilot (or sir) screw after all other engine ad.
. justments are within specifications.

The pilot screw (or air screw) is factory pre-set and
should not be removed unless the carburetor is over-
hauled.
The screw limiter cap (or plug) is factory installed to pre.
vent misadjustment. Do not remove the limiter cap (01
. plug) unless the screw is being removed.

PLUG TYPE ONLY: Cover all openings with tape to keep
metal particles out when the plug is drilled.

FUEL SYSTEM
Limiter cap type CARBURETOR
Using a pair of pliers, break off the pilot screw (or air screw)
limiter cap and discard it.
Turn the pilot screw lor air screw) in and carefully count the
number of turns before it seats lightly.
Make a note of this to use as a reference when reinstalling the

pilot screw.
CAUTION
Tightening the pilot (or airl screw against Its seat will
damage the seat.
Remove the pilot (or airl screw and inspect it. Replace it i f it is
worn or damaged.
Plug type
Center punch the pilot screw (or air screw) plug to center the
drill point.
Drill through the plug with a 4 mm 15/32 in) drill bit. Attach a
drill stop to the bit 3 mm (118 in) from the end to prevent drill-
ing into the pilot screw.
CAUTION
Use extreme care when drilling into the pilot (or airl 1
I screw to avoid damaging it. 1
Force a self-tapping 4 mm screw (HIC 069399, PIN
93903-3541) into the drilled plug and continue turning the
screwdriver until the plug rotates with the screw.
Pull on the screw head with pliers to remove the plug

4 mm SCREW
Use compressed air to clean the screw area and remove metal
shavings.
Turn the screw in and carefullv count the number of turns until I
it seats lightly. Make a note o/ this t o use as a reference when
reinstalling the screw.
CAUTION
Tightening the pilot (or airl screw against its seat will
damage the seat.
Remove the screw and inspect it. Replace it if it is worn or

damaged.
Date of issue: Sep., 1988

o RONDA MOTOR co., LTD. 8-19
FUEL SYSTEM
PILOT (OR AIR) SCREW INSTALLATION CARBURETOR
Install the screw and return it to its original position as noted

during removal. '\
Perform the pilot screw (or air screw) adjustment if a new

screw is installed.
replace the pilot screws in the other carburetors for pro- PILOT SCRE
per pilot screw adjustment. &LIMITER CAP
DO not install a limiter cap or plug over a pilot (or air)
PILOT SCREW ADJUSTMENT Turn each pilot screw in, then back it out t o the
specification given.
IDLE DROP PROCEDURE (4 stroke, multi-carburetor, emis-
sions control applicable models)
NOTE
Make sure the carburetor synchronization is within
specification before pilot screw adjustment.
The pilot screws are factory pre-set and no adjustment is
. necessary unless the pilot screws are replaced.

Use a tachometer with graduations of 50 rpm or smaller
that will accurately indicate a 50 rpm change.
1. Turn each pilot screw clockwise until it seats lightly, then

back it out to the specification given. This is an initial set-
ting prior to the final pilot screw adjustment. Turn No.1 pilot screw in or out slowly to obtain
the highest engine speed.
INITIAL OPENING: Refer to the Model Specific manual.
CAUTION
1. Tightening the pilot screw against its seat will damage
the seat.
2. Warm up to the engine to operating temperature. Stop

and go riding for 1 0 minutes is sufficient.
3. Attach a tachometer according t o its manufacturer's in-
structions.
4. Adjust the idle speed t o the specified rprn with the throttle
stop screw.
IDLE SPEED: Refer to the Model Specific manual. Turn No. I pilot screw in gradually until the engine
weed draws 50rwm.
5 . Turn No. 1 carburetor pilot screw in or out slowly to obtain
the highest engine speed.
6 . Perform step 5 for all the carburetor pilot screws.
7 . Lightly open the throttle 2-3 times, then adjust the idle
speed with the throttle stop screw.
8 , Turn No. I carburetor pilot screw in gradually until the en-
gine speed drops 5 0 rpm.

FUEL SYSTEM
9. Turn No. 1 carburetor pilot screw counterclockwise t o I Turn No.1 pilot screw out to the final opening.
the final opening from the position in step 8.
FINAL OPENING: Refer to the Model Specific manual
10. Perform steps 8 and 9 for all the carburetor pilot screws.
11. Make sure that the engine acceleration in relation t o
throttle opening.
12. Install the new limiter cap (or plug) onto the pilot screw
head (page 8-23)
IDLE DROP PROCEDURE (4 stroke, single carburetor,

emissions control applicable models)
NOTE
necessary unless the pilot screw is replaced.

Use a tachometer with graduations of 100 rpm or
smaller that will accuratelv indicate a 100 rom chanae.
1. Turn pilot screw clockwise until it seats lightly, then back

it out to the specification given. This is an initial setting
prior to the final pilot screw adjustment.
INITIAL OPENING: Refer to the Model Specific manual
CAUTION
Tightening the pilot screw against its seat will damage
the seat.
2. Warm up the engine to operating temperature. Ten

minutes of stop and go driving is sufficient.
3. Attach a tachometer according to its manufacturer's
instructions.
4. Adjust the idle speed with the throttle stop screw.
IDLE SPEED: Refer to the Model Specific manual

Turn pilot screw in or out slowly to obtain the high-
5. Turn the pilot screw in or out slowly to obtain the highest est engine speed.
engine speed.
6 . Readjust the idle speed with the throttle stop screw.
7. Turn the pilot screw in gradually until the engine speed
drops 100 rpm ( 5 0 rpm on some models.)
100 rpm
Turn pilot screw in gradually until the engine speed

drops 100rpm.

FUEL SYSTEM
8 . Turn the pilot screw conterclockwise the number of turns

9. Readjust the idle speed with the throttle stop screw.
10. lnstall the new limiter cap (or plug) onto the pilot screw
head (page 8-23)
Turn pilot screw

out t o the final
opening.
AIR SCREW OR PILOT ADJUSTMENT 1 II
BEST IDLE PROCEDURE 14 stroke. all modelsl
NOTE
The air or pilot screw is factory pre-set. Adjustment is
not necessary unless the carburetor is overhauled or a
new air or pilot screw is installed.
CAUTION
. Tightening the air or pilot screw against its seat will
damage the seat.
d THROTTLE STOP SCREW
1 . Turn the air or pilot screw clockwise until it seats lightly,

then back it out to the specification given. This is an initial
setting prior to the final air or pilot screw adjustment.
AIR OR PILOT SCREW OPENING: Refer t o the Model

Specific manual.
2. Warm up the engine to operating temperature.

Ten minutes of stop and go driving is sufficient.
3. Stop the engine and connect a tachometer.
4. Start the engine and adjust the idle speed with the throttle
stop screw.
IDLE SPEED: Refer to the Model Specific manual
5. Turn the air or pilot screw in or out slowly to obtain the

highest engine speed.
6. Readjust the idle speed to the specified value with the throt-
tle stop screw.
7. Make sure that the engine does not miss or run erratically.
Repeat steps 5 and 6 until engine speed increases
smoothly.
8. Readjust the idle speed with the throttle stop screw.
9. Install the limiter cap (or plug) on to the air or pilot screw
head (if applicable). (page 8-23).
Date of issue: March, 1 9 9 5

AIR SCREW ADJUSTMENT (2-stroke engine only)
THRO'ITLE STOP SCREW
Warm the engine up to operating temperature.
Turn the air screw clockwise until it seats lightly, then back it
out to the specification given.
AIR SCREW OPENING: Refer to the Model Specific manual.
CAUTION
Tightening the air screw against its seat will damage the
seat.
Adjust the idle speed with the throttle stop screw.
IDLE SPEED: Refer to the Model Specific manual.
Rev the engine up slightly from the idle speed and make sure
that engine speed rises and returns smoothly.
Adjust by turning the air screw in or out within a 114 turn if

necessary. If the engine cannot be adjusted by turning the air
screw within a 114 turn, check for other engine problems.
LIMITER CAP (OR PLUG) INSTALLATION

I
LIMITER CAP
If the pilot screw (or air screwl is removed, a new limiter cap
must be installed after the screw is adjusted.
After adjustment, cement the limiter caps over the screws, us- PILOT OR AIR:
ing LOCTITP 601 or equivalent. The lirniter cap should be
placed against its stop as shown preventing further adjust-
ment that would enrich the fuel mixture.
Pilot screw: the lirniter cap position permits clockwise rotation

and prevents counterclockwise rotation. .
Air screw: the limiter cap position permits counterclockwise I LIMITER CAP /
rotation and prevents clockwise rotation.
NOTE
/. Do not turn the pilot screw (or air screwl when installing
the limiter cam
LlMlTER PLUG
Drive new pilot screw (or air screw) plug into the pilot screw
lor air screw) bore with a 7 mm valve guide driver (PIN
07942-8230000).
When fully seated the plug surface will be recessed 1 mm
LIMITER PLUG
J

FUEL SYSTEM
ACCELERATOR PUMP ADJUSTMENT

~ p~
PUMP ARM
. Accelerator pump adjustment is not necessary unless

the adjusting screw is replaced.
Adjust the idle speed.
CLEARANCE
Adjust the throttle grip free play.
Measure the clearance between the accelerator pump rod and

pump arm.
CLEARANCE: Refer to the Model Specific manual.
If the clearance is not within specification, adjust the

clearance by carefully bending the pump arm or by turning the
adjusting screw. (Refer to the Model Specific manual.)
HIGH ALTITUDE AQJUSTMENT

(U.S.A. only)
When the vehicle is to be operated continuously above 6,500
feet (2.000 m) the carburetor must be readjusted as follows to
improve driveability and decrease exhaust emission.
Warm up the engine to operating temperature. Ten minutes of
stop and go driving is sufficient.
Turn the pilot screw clockwise to the specified opening (or
turn the air screw counterclockwise to the specified opening.)
Refer to the Model Specific manual for standard and high

altitude setting.
VEHICLE EMISSION CONTROL UPDATE LABEL
NOTE
This adjustment must be made at high altitude to ensure
.Draper high
. altitude operation.
. On some models the standard main jet must be replaced
.
THIS VEHlCLI HAS BEN ADIUSTM TO
IMPROVE EMlSSlOH COHlROL PLRRRMAHCE
with an optional, smaller high altitude jet. WHEN OPLRATEU AT H16H ALTITUDf.
Attach a Vehicle Emission Control Information Update Label in

the location specified in the label position illustration. (Refer to
the Model Specific manual for the specified position.)
NOTE
Do not attach the label to any part that can be easily
removed from the vehicle.
. .
with the carburetors adjusted for high altitudes may
cause the engine to idle roughly and the engine may stall
in traffic.
When the vehicle is t o be operated continuously below 5,000

feet (1,500 m), turn the pilot screw counterclockwise (the air
screw clockwise) to its original position and reinstall the stan-
dard main jet (as necessary), and adjust the idle speed to the
specified rpm. Remove the vehide emission control update
label.
Be sure to make these adjustments at low altitude.

SERVICE INFORMATION CYLINDER HEAD DISASSEMBLY 9-12
TROUBLESHOOTING VALVE SPRINGS 9-12
SYSTEM DESCRIPTION VALVES 9-1 2
HYDRAULIC TAPPETS VALVE GUIDES 9-13
DECOMPRESSOR SYSTEM VALVE SEATS 9-1 5
CAMSHAFT GYLINDER HEAD ASSEMBLY 9-18
ROCKER ARM, ROCKER ARM SHAFT INITIAL CAMSHAFT LUBRICATION 9-19
CYLINDER HEAD INSPECTION
SERVICE INFORMATION
0 Refer t o Engine Testing, section 3, for cylinder compression and leak-down testing.
* Remove accumulated carbon from the cylinder head o f two-stroke engines as described in the Model Specific manual.
Camshaft lubricating oil is fed through oil passages i n the cylinder head. Clean the oil passages before assembling the
cylinder head.
0 Clean all disassembled parts w i t h cleaning solvent and dry them by blowing them off w i t h compressed air before
inspection.
* Before reassembly, lubricate the sliding surfaces of the parts (see each Model Specific manual for lubrication).
* When disassembling, mark and store the disassembled parts t o ensure that they are reinstalled in their proper locations.
Loosen the cylinder head bolts i n a crisscross pattern i n t w o or three steps from outside to center and from small diameter
t o large diameter.
* When tightening cylinder head bolts:
- tighten the bolts and nuts to the specified torque i n the sequence described in Model Specific manual, or if the sequence
is not described, tighten according t o the following general rule.
- hand-tighten the bolts and nuts, then torque large bolts and nuts before small ones in a crisscross pattern from inner-to-
outer in t w o or three gradual steps.
* If it is no longer clear which bolt belongs in which hole. insert all bolts in the holes and check the exposed lengths; each
should be exposed the same amount.
TROUBLESHOOTING
Engine top-end problems usually affect engine performance. These can be diagnosed by a compression or leak down test, or
by tracing noises t o the top-end with a sounding rod or stethoscope.
Low comoression
Valves
- lncorrect valve adjustment (see section 2)
-
Rough idle
Low cylinder compression
lncorrect decompression adjustment
- Burned or bent valves
- Incorrect valve timing Compression too high
- Broken valve spring Excessive carbon build-up on piston or combustion
- Uneven valve seating chamber
Cylinder head
- Leaking or damaged head gasket Excessive noise
- Warped or cracked cylinder head lncorrect valve adjustment
Cylinder, piston (see section 10) Sticking valve or broken valve spring
Damaged or worn camshaft
Leaking crankcase primary compression
(2-stroke engine) .Loose or worn cam chain
- Blown crankcase gasket Worn or damaged cam chain tensioner
- Damaoed crankshaft oil seal
Excessive white smoke (4-stroke engine)
-.Worn cam sprocket teeth
Worn rocker arm and/or shaft
. Worn valve stem or valve guide Kick starting difficult

. Damaged stem seal
lncorrect decompressor adjustment
Seized engine

CYLINDER HEAD
SYSTEM DESCRIPTION
CONSTRUCTION
As cylinder heads are subject to high combustion heat and pressure, they are made of a one-piece aluminum casting with
considerable strength and cooling capability. Air-cooled engines are provided with air cooling fins, and liquid-cooled engines
with a water jacket t o cool the engin.
The cylinder head encloses a combustion chamber. A hemisphere shape is most common, providing a minimum possible
space, for improved combustion efficiency. Where four valves per cylinder are used in a 4-stroke engine, the combustion
chamber is shaped like a shed roof, according to thevalve arrangement.
Some models, of both 2 and $-stroke engines, are provided with squish areas on the outer circumference of the combustion
chamber. This has the effect of improving combustion efficiency at the final stage of the, compression process by extra
compression of the airlfuel mixture in the squish areas between the piston and cylinder head, forcing the airlfuel mixture to
the center of the combustion chamber. There is also the added advantage of decreased carbon adhesion.
The construction of the 2-stroke engine cylinder head is simple. Four-stroke engines, however, have a complicated con-
figuration containing extra parts, due to the necessity of valve actuating mechanisms and exhaust ports. Furthermore.
Since the intake/exhaust port configuration of a four-stroke engine has a direct relation t o engine performance, it is
preferable to design these models with very direct inlet for a smoother air/fuel mixture by aligning the intake port from
the carburetor t o the combustion chamber.
2-STROKE ENGINES
YLINDER HEAD
COMBUSTION CHAMBER
SQUISH AREAS
FOUR-STROKE ENGINES
EXHAUST
PORT
CAR

CYLINDER HEAD
VALVE TRAIN
The current valve train designs used on four-stroke engines are divided into 3 types: a conventional chain drive, a belt drive
(with considerable noise reduction), and a gear drive for high performance engines.
A chain drive is the most commonly used mechanism for current valve train design. Its simple construction allows for lower
manufacturing costs. Some maintenance is required, however, because eventually chain elongation increases chain noise.
Chain maintenance is not required with types using an"automatic cam chain tensioner': The automatic cam chain tensioner
provides spring support by pressing the chain in the direction of tension and locking against any counter-pressure. This
provides the automatic elimination of chain slack.
3PPER WEDGE 'PER WEDGE
CHAIN
The GOLDWINGS adopt a belt drive syetem similar to that used on Honda automobiles. This type is used on engines requiring
less noise.
There are also models adopting valve drive by gear. This type has minimal friction loss from valve drive and maintains accurate
valve timing even at high engine speeds. Accordingly, this type is adopted for sport machines. The camshaft drive gear
mechanism beween the crankshaft and the camshaft is of a cassette type, allowing easier rnounting/removal of the camshaft
and gear case in comparison to the chain drive.
Both belt drive and gear drive types require no maintenance and provide rdiahls strength and durability.
REAR CYLINDER
CAMSHAFT DRIVE BELT REAR FXHAUST CAMSHAFT
I FRONT CYLINDER
INTAKE CAMSHAFT
\
1
FRONT CYLINDER
EXHAUST CAMSHAFT
CAMSHAFT
Date of issue. March, 1995

CYLINDER HEAD
VALVE LIFTER MECHANISMIARRANGEMENT

The current camshaft arrangement in 4-stroke engines can be divided into Single Over Head Camshaft (SOHC) and Double
Over Head Camshaft (DOHC) configurations.
The SOHC follows the basic design of 4-stroke engines, operating IN and EX valves through rocker arms with one camshaft.
Compared t o the DOHC, the SOHC type is less expensive t o manufacture and is easier t o maintain due t o the reduced number
of pans. However, "valve jump" (where the valve cannot accurately follow the cam when the engine rotates at high speed)
can occur, causing the valve t o contact the piston, and causing severe engine damage. To decrease valve mass and reduce
the possibility of engine damage during high engine speeds, 4-stroke engines requiring high power generally use the DOHC
design in which the valves are operated directly with t w o separate camshafts for IN and EX valves.
The DOHC configuration can be of t w o designs: a type pressing the valve bucket directly, or a type lifting the valve through
the use of a rocker arm. For the former, a shim is provided in the bucket for valve clearance adjustment. The valve clearance is
adjusted by replacing the shim. The shim is usually provided between the bucket and the cam lobe.
Some types have a small shim inserted between the under side o f the bucket and the valve stem, allowing less valve ac-
tuating mechanism weight.
Some DOHC types are also equipped with rocker arms, allowing easier adjustment of valve clearance.
The DOHC has a further advantage when combined with the 4-valves per cylinder engine type. A larger valve area can be pro-
vided in the 4-valve type in comparison t o that of the 2-valve type,. enabling a greater intake volume of airlfuel mixture and a
smoother exhaust. Valve weight is also less, consequently reducing the likelihood o f valve jump associated with high engine
speeds. Furthermore, with a 4-valve type the spark plug can be placed at the center of the combustion chamber, allowing an
easy flame propagation balance during combustion.
EXAMPLE OF SOHC-4 VALVE SYSTEM
CAMSHAFT
r'
"
ROCKER ARM
INTAKE VALVES
EXHAU~T'VALVES
EXAMPLE OF DOHC VALVE BUCKET TYPE
/
VALVE SPRING

CYLINDER HEAD
HYDRAULIC TAPPETS
GENERAL
OIL CHAMBER
Hydraulic tappets do not require adjustment and help the
engine to run quieter by keeping valve clearance at zero at
all engine temperatures. CONTROL
HYDRAULIC VALVE TAPP
OPERATION
KER ARM FOLLOWER
When the camshaft lobe does not push the rocker arm the TACTING FACE
tappet plunger is at rest. In this position its oil inlet hole
RETAINER CAP
aligns with the tappet body oil inlet hole. Oil enters the tap-
pet reservoir through these holes.
LEAK DOWN PLUNGER

CHECK VALVE (BALL)
PLUNGER SPRING
CHECK B A L L CAGE

CYLINDER HEAD
As the camshaft turns and pushes on the rocker arm

slipper, the rocker arm pushes the tappet plunger
down and oil pressure in the tappet high pressure
chamber increases causing the check valve to close.
During the short time it takes the check valve to close,
a small amount of oil leaksout ofthe chambercausing
the tappet to compress.
CHECK VALVE
As the can1 lobe continues to push o n the rocker arm,
oil pressure i n the high pressure chamber increases
rapidly (because the check valve is closed).
The high oil pressure keeps the tappet from com-
pressing any furtherwhich then allows the rocker arm HIGH PRESSURE CHAMBER
to pivot and open the engine valve. As the cam lobe
nears maximum lift, oil pressure i n the high pressure
chamber becomes high enough to cause a very small
amount of oil to leakout ofthe high pressurechamber
between the plunger and body.
This allows the plunger to absorb the shock from the
effects of the cam lobe reaching maximum lift.
After the cam lobe passes maximum hft, the engine

valve springs force the engine valve to close.
I ~DRAULIC
TAPPET
RESERVOIR
PLUNGER
zg<e>3,Whenthe valve closes completely, the plunger is

.?,*,,&
",
pushed up by the spring i n the high pressure cham-
ber. Oil pressure decreases and as a result the check
valve opens and allows oil to re-enter the high pres-
sure chamber from the reservoir.
All of the above actions keep valve clearance at zero

under all normal operating conditions.
I
A ) PRESSURE
:HECK VALVE (BALL) CHAMBER

CYLINDER HEAD
DECOMPRESSOR SYSTEM
Description
The decompressor which eases the required starting force and also reduces starting kickback. This system is used on all
1988 4-stroke singles of 2 5 0 cc and larger engines. It is more compact and lighter than previous systems and is
maintenance free. On the XRGOOR, it reduces the required starting force to that of a 2 5 0 cc engine.
Construction
The system uses t w o separate decompressor cams: one is for reducing the necessary kickover force (decompressor cam)
and the other reduces starting kickback (reverse decompressor cam). Both of these decompressor cams slip onto the drive
end of the camshaft. The decompressor cam is loosely keyed onto the camshaft which allows it to shift positions as the
engine speed increases (after startup). The reverse decompressor cam rotates on a machined surface on the camshaft but
it can only rotate in one direction because of a one-way roller bearing.
RIGHT EXHAUST ROCKER ARM REVERSE DECOMPRESSOR CAM

\ /
CAMSHAFT
E-WAY CLUTCH
DECOMPRESSOR CAM
FUNCTION
Decompressor cam
At TDC (on compression) the right exhaust rocker arm is contacting the normal cam lobe's heel (concentric circle) so that
valve is closed, as would be normal. But the decornpressor cam opens the exhaust valve a slight amount to reduce
kickstarting force. After the engine starts, centrifugal force moves the position of the decompressor cam and it becomes
flush with the normal cam lobe's heel.
RIGHT EXHAUST ROCKER ARM
CAMSHAFT
Moment to start valve lift After engine is started

(Below 800 rpm) (Above 800 rpm)

0 HONDA MOTOR CO.,LTD. 9-7
CYLINDER HEAD
Reverse decompressor cam

The reverse decompressor cam is stationary during normal engine operation. It doesn't turn when the engine is being
started or when it is running. Its one-way roller bearing allows it t o free-wheel whenever the engine is turning i n the
normal direction.
But if the engine kickbacks during startup, the reverse direction locks-up the one-way roller bearing which moves the lobe
of the reverse decompressor cam into position (it opens the exhaust valve). The reverse decompressor cam automatically
returns to its normal position when the engine stops turning from the kickback.
RIGHT EXHAUST ROCKER ARM

(Opens the exhaust valve)
ONE-WAY ROLLER
PIN
Normal engine operation Engine kickbacks during startup
Date of Issue. March. 1995

9-8 o HONDA MOTOR co ,LTD.
CYLINDER HEAD
CAMSHAFT
CAMSHAFT INSPECTION
Inspect the cam lobes and replace cams that are worn, scored
or scratched.
NOTE
. Inspect the rocker arm i f the cam lobe is worn or
damaged.
Inspect the journal surfaces. Replace the camshaft if any of

I C A ~ ?LOBES
& HEIGHT
the working surfaces are worn, scored or scratched.
NOTE
. 1
Inspect the oil passages and camshaft holders for wear
or damaae if the iournal surface is worn or damaged.
Measure the journal O.D. and cam height. Replace any cam-
shaft if its measurements are bevond the service limits.
Check camshaft runout w i t h a dial indicator.

Support both ends of the camshaft with V-blocks
Actual runout is 1/2 the total indicator reading
CAMSHAFT BEARING INSPECTION

Check that the bearing inner race fits the camshaft tightly
without play.
Turn the outer race and check that the bearing turns smoothly
and quietly
HAFT 0I L CLE
! CAMSHAFT HOLDER
The oil clearance .is the difference between the camshaft
holder I.D. and the journal O.D.
Measure the camshaft holder journal I.D. w i t h a dial indicator.

Subtract the camshaft journal O.D. from the camshaft holder
journal I.D. t o obtain the oil clearance.
When the service limits are exceeded, replace the camshaft

and recheck the oil clearance.
Replace the cylinder head and camshaft holders if the

clearance still exceeds service limits.

CYLINDER HEAD
If a dial indicator cannot be used, measure the oil clearances CAMSHAFT PLASTIGAUGE
using plastigauge:
Clean off any oil from the camshaft journals.
Put the camshaft in the cylinder head and place a strip of

plastigauge on top of each camshaft journal.
Install the camshaft holders and tighten the mounting bolts t o CAMSHAFT HOLDERS
the specified torque. (Refer t o the Model Specific manual for
the correct torque specification)
NOTE
. Do not rotate the camshaft during inspection.
Remove the camshaft holders and measure the width of each

plastigauge. The widest thickness determines the oil
clearance.
When the service limits are exceeded, replace the camshaft

and recheck the oil clearance.
Replace the cylinder head and camshaft holders if the

clearance still exceeds service limits.
ROCKER ARM, ROCKER ARM SHAFT R0.CKER ARMS

Inspect the sliding surface of the rocker arms for wear or
damage where they contact the camshaft, or for clogged oil
holes.
Measure the I.D. of each rocker arm.

Measure each rocker arm and shaft O.D.
Inspect the shaft for wear or damage and calculate the shaft t o
rocker arm clearance.
Replace the rocker arm and/or shaft if the measurements ex- ROCKER KRMSHAFTS
ceed the service limits.
Date o f Issue: March. 1995

CYLINDER HEAD
CYLINDER HEAD INSPECTION

SOLVENT TEST
Remove the cylinder head (refer to the Model Specific
manual).
Place the cylinder head with the intade port facing up as
shown. Pour kerosene into the intake port.
Wait for a few minutes, then chick the valve area on the
combustion chamber side for kerosene leakage. COMBOSTON
CHAMBER
With the exhaust port facing up, pour the kerosene into the
port as shown. Wait for a few minutes, then check the valve
area on the combustion chamber for kerosene leakage.
If kerosene leaks from around the valve, it indicates faulty

sealing of the valve seat. Remove the valve from the cylinder
haea and check the following:
Valve seat for damage (page 9-1 1)
Valve seat contact face (page 9-1 1)
Valve stem for bending or damage (page 9-8)
WARPAGE INSPECTION
STRAIGHT EDGE
Remove carbon deposits from the combustion chamber and
clean off the head gasket surfaces.
NOTE
. Gaskets will come off easier If soaked in high flash-point
cleaning solvent.
CAUTION
Avoid damaging the gasket and valve seat surfaces.
Check the spark plug hole and valve areas for cracks
Check the cylinder head for warpage with a straight edge and
feeler gauge.
Repair or replace the cylinder head if warpage exceeds the ser-

vice limit. (Refer to the Model Specific manual)

0 HONDA MOTOR CO. ,LTD
CYLINDER HEAD
CYLINDER HEAD DISASSEMBLY =VALVE SPRING COMPRESSOR

, I
Remove the cylinder head according to the Model Specific

manual. MENT
Remove the valve cotters with the valve spring compressor.
TOOL:
VALVE SPRING COMPRESSOR 07757-0010000 and
ATTACHMENT
(as necessary)
CAUTION
/ . Compressing the valve springs
~ - more than necessary will
cause loss of valve spring tension.
1
Remove the valve spring compressor, then remove the re-

tainers, valve springs and valves.
NOTE
I Mark the valves so they can be replaced in their original

oositions.
Remove and discard the stem seals if necessary
NOTE &EM SEAL

I. Do not reuse the removed stem seal(s). 1 SPRING SEAT
VALVE SPRINGS s
VALVES 1 \
Inspect each valve for bending, burning, scratches or abnor-
mal wear.
Insert the valves in their original positions in the cylinder head.

Check that each valve moves UD and down smoothly, without
binding.

CYLINDER HEAD
Measure and record the valve stem O.D. in three places along
the valve guide sliding area.
Replace the valve with a new one if the service limit is

exceeded.
VALVE GUIDES
INSPECTION
Insert the valve guide reamer from the combustion chamber

side and ream the guide to remove any carbon build-up before
measuring the guide.
NOTE
- Take care not to tilt or lean the reamer in the guide while
reaming.
- If reaming is irreguler, oil will leak past the valve stem
seal. It could cause improper seat contact that cannot be
corrected by refacing.
Rotate the reamer clockwise, never counterclockwize
when inserting and removing.
I
VALVE GUIDE REAMER
Measure and record each valve guide I.D. using a ball gauge or
inside micrometer.
STEM-TO-GUIDE C L E A R A N C E
When using a dial indicator:
Measure the stem-to-guide clearance with a dial indicator
while rocking the stem in the direction of normal thrust
(wobble method).
REPLACEMENT
NOTE
Refinish the valve seats whenever the valve guides are
replaced to prevent uneven seating.
Flanged Guides:
Chill the valve guides in the freezer section of a refrigerator for
about an hour.
Heat the cylinder head to 130°C-140°C 1275°F-2900F).
Do not heat the cylinder head beyond 1 50°C (300°F). Use
temperature indicator sticks, available from welding supply
stores, to be sure the cylinder head is heated to the proper
VALVE GUIDE REMOVER
temperature.
CAUTION
. Using a torch t o heat the cylinder head may cause
warping.
combustion chamber side of the cylinder head.

CYLINDER HEAD
CAUTION
. Avoid damaging the head when driving the valve guide
out.
Apply oil to a new O-ring and install it onto a new valve guide.
Drive the new guide in from the camshaft side of the cylinder
head while the cylinder head is still heated.
Let the cylinder head cool to room temperature, then ream the
new valve guides.
Flangeless Type Guides: VALYE GUIDE

Measure and record the exposed height of the valve guide us-
ing a pair of vernier calipers.
Chill the valve guides in the freezer section of a refrigerator for- 1

about an hour.
Heat the cylinder head to 130°C-140°C (275°F-2900F1.

Do not heat the cylinder head beyond 1 50°C (300°F1. Use
temperature indicator sticks, available from welding supply
stores, to be sure the cylinder head is heated to the proper
temperature. VALVE GUIDE REMOVER
3r DRIVER
VALVE GUIDE
CAUTION
. Using a torch to heat the cylinder head may cause
warping.
. To avoid burns, wear insulated gloves when handling the

heated cvlinder head.
Support the cylinder head and drive the old guides out of the
combustion chamber side of the cylinder.
CAUTION
I Avoid damaging the head when driving the valve guide

CYLINDER HEAD
While the cylinder head is still heated, drive a new valve guide
in from valve spring side until the exposed height is the same
as was measured for the old guide.
Let the cylinder head cool to room temperature and ream the
new valve guide. VALVE GUIDE
REMOVER or
VALVE GUIDE REAMING
When reaming new valve guides, insert the valve guide reamer
from the combustion chamber side.
NOTE
. Take care not t o tilt or lean the reamer in the guide
. while reaming
If reaming is irreguler, oil will leak past the valve stem
seal. It could cause improper seat contact that cannot be
corrected by refacing.
Use cutting oil on the reamer during this operation.
Rotate the reamer clockwise, never counterclockwise
when inserting and removing
Reface the valve seats and clean the cylinder head thoroughly
to remove any metal particles.
15VALVEI GUIDE REAMER
VALVE SEATS VALVE I/

INSPECTION
Clean all intake and exhaust valves thoroughly to remove car-
bon deposits.
Apply a light coating of Prussian Blue to each valve face.
Tap the valve against the valve seat several times with your
finger, without rotating the valve, t o check for proper valve
seat contact.
Remove the valve and inspect the valve seat face.

The valve seat contact should be within the specified width and
even all around the circumference. (Refer to the model
specific manual for the seat width.)
If the valve seat width is not within specification, reface
the valve seat (page 9-1 2).
NOTE
- Most valve faces and stem tips are coated with a thin
layer of stellite so they cannot be ground. If a valve face
or stem tip is rough, worn unevenly, or contacts the seat
improperly, the valve must be replaced.

CYLINDER HEAD
p~
Inspect the valve seat face for:

Uneven seat width:
- Bent or collapsed valve stem;
. Replace the valve and reface the valve Seat.
Damaged face:
- Replace the valve and reface the valve Seat
/ I
DAMAGED FACE
. Contact area (too high or too low).

- Reface the valve seat.
TOO LOW TOO HIGH
VALVE SEAT REFACING
NOTE
i
-. Follow the refacer manufactuer's operating instructions.
Reface the valve seat whenever the valve guide has
been reolaced.
If the contact area is too high on the valve, the seat must be
lowered using a 32 degree flat cutter.
If the contact area is too low on the valve, the seat must be
%iijy--%
CONTACT TOO HIGH
raised using a 60 degree inner cutter. Refinish the seat t o

specifications, using a 45 degree finish cutter.
CONTACT TOO LOW
Date of Issue : March, 1 995

CYLINDER HEAD
Using a 45 degree cutter, remove any roughness or ir-

regularities from the seat.
ROUGHNESS
Using a 32 degree cutter, remove 114 of the existing valve seat

material.
Using a 60 degree cutter, remove the bottom 114 of the old

seat.
Using a 45 degree cutter, cut the seat to the proper width.

I

CYLINDER HEAD
After cutting the seat, apply lapping compound to the valve MOVE THE
face, and lap the valve using light pressure. VALVE UP AND
DOWN WHILE
CAUTION
- Excessive lapping pressure may deform or damage the
seat.
Change the angle of lapping tool frequently to prevent
. uneven seat wear.

Lapping compound can cause damage if it enters be-
tween the valve stem and guide.
After lapping, wash any residual compound off the cylinder ROTATE TAEVALVE
head and valve. AND PRESS LIGHTLY
Recheck the seat contact after lapping
CYLINDER HEAD ASSEMBLY

install new stem seals
NOTE
. Replace the stem seals with new ones whenever a stem
seal is removed.
Lubricate each valve stem with molybdenum dusulfide grease

and insert the valve into the valve guide while slowly turning / VALVE SPRING COMPRESSOR
,
the valve.
CAUTION
. To avoid damage t o the stem seals, turn each valve
w h e n insertina.
Install the spring seats, valve springs and retainers
MATF
,.-.-
a If the valve springs have a varying pitch, install the
swings with the narrow pitch end facing down. STEM
Compress the valve springs with the valve spring compressor

and install the valve cotters.
CAUTION
+ Compressing the valve spring more than necessary
when installing the valve cotters may cause loss of valve
spring tension.
NOTE
TO ease installation of the cotters, grease them first.
Tap the valve stems gently with a soft hammer to firmly seat
the cotters.

CYLINDER HEAD
Clean any gasket material from the cylinder mating surface. 01) STONE
Reface the mating surface using oil stone, if necessary.
INITIAL CAMSHAFT LUBRICATION

Apply molybdenum disulfide oil to the camshaft journal
surfaces in the cylinder head.
Fill the oil pockets in the head with the recommended oil

0 HONDA MOTOR CO. .LTD
MEMO
SERVICE INFORMATION 10-1 CYLINDER 10-5
TROUBLESHOOTING 10-1 PISTONIPISTON RING 10-6
SYSTEM DESCRIPTION 10-2 CYLINDER INSTALLATION 10-10
SERVICE INFORMATION
0 Be careful not to damage the mating surfaces by using a screwdriver when disassembling the cylinder. Do not strike the
cylinder too hard during disassembly, even with a rubber or plastic mallet, to prevent the possibility of damage to the
cylinder fins.
0 Take care not to damage the cylinder wall and piston.
0 With multi-cylinder engines, store the pistons, piston rings and piston pins in the same order they were installed so they
can be reinstalled in the original positions.
TROUBLESHOOTING
Four stroke engines: If performance is poor at low speeds, check for white smoke in the crankcase breather tube. If the tube is
smokey, check for a seized piston ring.
NOTE
Refer to section 3 for cylinder compression and leak-down test procedures.
Compression too low, hard starting or poor performance at

low speed
.
.. Leaking cylinder head gasket
Loose spark plug
Worn, stuck or broken piston rings
Worn or damaged cylinder and piston
Compression too high. overheating or knocking

Excessive carbon build-up in cylinder head or on top of
piston
-
Excessive smoke
Worn cylinder, piston, or piston rings
Improper installation of piston rings
. Scored or scratched piston or cylinder wall
Abnormal noise lpiston)

.- Worn
Worn cylinder and piston
. Worn piston pin or piston pin hole

connecting rod small end bearing

CYLINDERIPISTON
SYSTEM DESCRIPTION
CYLINDER
Because the cylinders are afficted by combustion heat and pressure, they are made of a one-piece aluminum or steel casting
with considerable strength and cooling abilities. Air-cooled engines are provided with cooling fins and liquid-cooled engines
are provided with a water jacket; both necessary to cool the engine. With a 4-stroke engine, the cylinder wall has cylindrical
shape. With the 2-stroke engine, however, the exhaust or scavenging ports are open and the characteristics of the engine
depend on the shape, location and size of the ports. These ports are the key parts of a 2-strock engine. Because the piston
rings and piston skirts move against the cylinder walls, a material with high wear resistance is required. For the aluminum
cast cylinder, a steel cylinder sleeve is pressed into the part that directly contacts the piston and rings. In some 2-stroke
engines, the cylinder walls are plated with special hard metal (nickel-silicon carbide coating which is much lighter than the
sleeve type), and which has considerable cooling ability, seizure and wear resistance.
With the sleeve type, the cylinder wall is honed for a finish. Fine grooves are made in the surface to collect and spread the
oil on the cylinder wall to lubricate the piston. With the plated type, neither modification of the cylinder wall nor reboring
is possible. If the cylinder wall is flawed the cylinder must be replaced.
EXAMPLE OF 2-STROKE WlTH SLEEVE TYPE
SCAVENGING PORT
A
EXAMPLE OF2-STROKE ENGINE PROCESSED WlTH NICKEL-SILICON CARBIDE lNikasilo )
SPECIAL COATING LAYER

PISTON
The piston moves at high speed in the cylinder, and is exposed PISTON MARK
to the extreme temperature of combustion. Pistons are PISTON RINGS
therefore made of a specially forged light alloy type aluminum,
which is not only lightweight but also less susceptible t o ther-
mal expansion.
The piston itself is a high temperature part, being cooled only
by the release of heat t o the cylinder through the inhaled PISTON PIN
airifuel mixture and the piston ring. The piston head is
therefore fabricated to have a somewhat smaller outer NEEDLE
diameter than the skirt, due to the high temperature exposure BEARING
and large thermal expansion. With a 2-stroke engine, the (2-STROKE
cylinder is distorted and the clearance with the piston tends to ONLY)
partially decrease, as there are t w o different parts with inequal
t. h~.
~ r m aexoansion
l in the cvlinder: a Dart cooled bv the airlfuel
mixture around the piston, such as the scavenging port, and a
part exposed to the extreme heat near the exhaust port. To OFFSET
resolve this problem the piston head of the 2-stroke engine is
oval and designed to have appropriate clearance during
driving.
At the small end of the connecting rod of the 2-stroke engine,
a needle bearing is used. For the 4-stroke engine, however, a
plain bearing is used at this point.
The reciprocating motion of the piston is converted into a rota-
tional motion of the crankshaft through the connecting rod. To
smooth the motion conversion, the pin hole of the piston is
slightly offset against the center shaft of the crankshaft.
7
(p
J CONNECTING ROD
CRANKSHAFT
If the piston is assembled in an incorrect direction, the piston
strikes the cylinder wall due to reversed offset, causing rapid
wear or seizure.
To assemble the offset correctly, the assembly must be done
by following the marks indicating the piston head assembly
COMPRESSION RINGS
direction.
PISTON RlNG
4-STROKE
The piston rings are inserted within the grooves in the piston Plain TOP RING
Rings are made of a material with considerable wear
resistance, because the piston rings move at high speed with
Bevel Edge SECOND RlNG
the piston while being pressed against the cylinder wall by
their own tension.
The ring arrangement for the Cstroke engine is with t w o com-
pression rings sealing the combustion gas and a pair of oil rings
removing the oil from the cylinder wall.
Although the t w o compression rings are similar in appearance,
they are different in detail. Therefore, when removed, their in-
stallation position must be noted and marked before storing to
prevent incorrect reassembly. If identification is difficult, the
difference in shapes should be remembered; the top ring is
usually plain and the second ring has a beveled edge. Most of
the top rings are chrome plated on their sliding surface in order
to increase wear resistance. A few second rings are, however,
also plated.
\ 1"
PISTON RlNG GAP
MARK
Piston rings for 4-stroke and 2-stroke engines have identifi-

cation marks near the end gap of the top and second rings.
These ring marks must face upwards on the piston when
assembling.

CYLINDERIPISTON
The oil ring is needed to remove oil from the cylinder wall and
return the residue from the hole of the oil ring groove. If the oil
* OIL RlNG
ring fails, oil flows into the combustion chamber and burns,
causing smoke. The oil ring is either of a split type arranged Steel Rail with
with two side rails and a slotted expander, or an integral type Slotted Expander
with a slotted square edge. Slotted Expander
COMPRESSION
RING.GROOVES /RECESS
PISTON PIN
HOLE
SNAP RING
GROOVE
V
PISTON PIN BOSS
2-STROKE
As the 2-strol:e engine has a differer ibrication sy: item, it is -
arranged with only the top and second rings and without an oil PISTON RlNG DOWELS
ring. As the 2-stroke engine has a cylinder wall with a port, a A piston ring dowel is press fitted to
piston ring dowel is added to the ring groove of the piston, to each ring groove to prevent the ring from
prevent the rings from moving and hooking an edge in a port, rotating in the groove. After fitting the
causing breakage. The piston rings of the 2-stroke engine ring in the ring groove, check that the
must therefore be assembled by aligning the end gaps to the dowel engages the ring end gap properly.
dowels.
The design and shape of piston rings for 2-stroke engines are
different than that of Cstroke engines. A taper is provided
over the entire cross section in 2-stroke ring design.
This is because with the 2-stroke engine burning engine oil.
carbon tends to adhere to the ring groove. If not remedied, the
ring sticks t o the groove, causing it to lose tension and re-
sulting in decreased compression. The ring and the ring groove
therefore have a taDered form to remove the carbon in the rino"
groove when the ring is compressed during engine movement.
The rings of this type are called keystone rings.
1 TOP RlNG PlSTON
Some 2-stroke piston rings are provided with an expansion

ring inserted between the inside of the second ring and the
piston. The tension of the expansion ring absorbs the impact
generated when the piston contacts the cylinder wail, with a
resultant decrease in engine noise.

CYLINDER STRAIGHT EDGE
.
-
WARPAGE INSPECTION V \I
Remove the cylinder (see the Model Specific manual).
Carefully remove any adhering gasket material from the

cylinderihead mating surface. Do not scratch the surface.
Check the cylinder for warpage by placing a straight edge and

a feeler gauge across the stad holss. Replace the cylinder if the
service limit is exceeded.
FEELER GAUGE
NOTE
~- ~-
. Any clearance between the cylinder and head due to

damage or warpage will result in compression leaks and
reduced performance.
CYLINDER
HEAD SIDE
WEAR INSPECTION
t
Inspect the cylinder wall for scratches and wear.
NOTE
-
Inspect the area near T.D.C. (Top Dend Center) care-

fully Thls area 1s especially sub~ectt o wear due to the
possibility of borderline lubrtcation from heat and top
rina com~ression.
Measure and record the cylinder I.D. at three levels in both an

X and Y axis. CYLINDER GAUGE
Take the maximum reading to determine the cylinder wear.
NOTE
- Two-stroke engines: avoid the intake and exhaust ports
when measuring.
Measure the piston O.D. (see page 10-71.

Calculate the piston-to-cylinder clearance. Take the maximum
reading to determine the clearance.
Calculate the cylinder for taper at three levels in an X and Y

axis. Take the maximum reading to determine the taper.
Calculate the cylinder for out-of-round at three levels in an X

and Y axis. Take the maximum reading to determine the out- X TOP
TOP X
of-round.
If any of the cylinder measurements exceed the service limits MIDDLE MIDDLE
and oversized pistons are available, rebore to next smallest
size possible and install the proper pistons. Otherwise, replace PORTS
the cylinder. BOTTOM
BOTTON

8 HONDA MOTOR CO., LTD.
PISTON/PISTBN WING I \ PISTON 1
REMOVAL
NOTE
Place a clean shop towel over the crankcase to prevent
the possibility of the clip falling into the crankcase.
Remove the piston pin clip using a pair of pliers.

Press the piston pin out of the piston.
2-stroke engines: PISTON PIN CLIP PISTON PIN

Remove the needle bearing from the small end of the connect-
ing rod
Do not apply side force to the connecting rod.
. Do not let the clip fall into the crankcase.

Mark and store the pistons and piston pins so that they
INSPECTION
Clean carbon deposits from the piston.
NOTE u
a rina that will be discarded. Never use the wire brush; it
will scratch the groove.
I
Inspect the piston rings for movement by pressing the rings.
/---
The rings should be able to move in its groove without I .
catching.
Spread each piston ring and remove it by lifting it up at a point

just opposite the gap.
CAUTION
1 Do not damage the piston ring by spreading the ends too

far.
Some 2-stroke engines: Remove the expander from the se-

cond ring groove.
1
Inspect the piston:
. Sliding surface for scratches or wear. PISTON RING
I
LIEN
Remove any small surface scratches using #600-#800
sandpaper. If there are deep scratches, replace the piston.
. Piston ring grooves-for excessive wear. Replace the
piston as necessary.
4-stroke engines: Oil pass holes in the oil ring groove-for
clogs. Clean the oil holes with compressed air.
iian WEAR

CYLINDERIPISTON
Measure and record the piston O.D. 90° to the piston pin bore
and at the point specified in the Model Spectific manual, near
the bottom of the piston skirt.
Replace the piston if the service limit is exceeded.
Calculate the piston-to-cylinder clearance (see page 10-5).
Measure the piston pin bore I.D. in an X and Y axis. Take the
maximum reading to determine the I.D.
Replace the piston if the I.D. is over the service limit.
Inspect the piston rings. and replace them if they are worn. PISTON RING
NOTE
Always replace piston rings as a set.
Reinstall the piston rings (see page 10-8) into the piston
grooves.
Push in the ring until the outer surface of the piston ring is
nearly flush with the piston and measure the clearance using a
feeler gauge. Replace the piston ring if the service limit is
exceeded.
I
Insert the piston ring into the bottom of the cvlinder souarelv. 1
using the piston as shown.
" / FEELER
Measure the end gap using a feeler gauge. Replace the ring If
the service limit is exceeded.

PISTON PIN INSPECTION
Measure the piston pin O.D. at three points.
Replace the piston pin if the service limit is exceeded.
Calculate the piston pin-to-pin bore clearance by subtracting

the piston pin O.D. from the pin bore I.D.
SMALL END BEARING SURFACE INSPECTION 4-STROKE ENGINE / 2-STROKE ENGINE
2-stroke Engines:
Install the needle bearing and piston pin in the connecting rod
small end and check for excessive play.
If the piston pin I.D. is over the service limit, the crankshaft
must be replaced. Measure the I.D. of the connecting rod small
end.
4-stroke Engines:
Measure the I.D. of the connecting rod small end
Replace the connecting rod or crankshaft assembly if the ser-

vice limit is exceeded.
PISTONIPISTON RING INSTALLATION

4-stroke Engines:
Clean the piston heads, ring lands and skirts. MARK
Carefully install the piston rings onto the piston with the mark-
I
ings facing up.
NOTE
Be careful not t o damage the piston and rings during
assembly.
Do not confuse the top and second rings: The top ring is
chrome-coated and the second ring is not coated (black).
After installing the rings they should rotate freely,
without sticking.
Space the ring end gaps 120 degrees apart.
Space the side rail gaps 40 m m (1.6 in) or more apart as
shown.

2-stroke Engines: 2-STROKE ENGINE
Clean the piston ring grooves.
Lubricate the piston rings and ring grooves with clean 2-stroke
oil.
Install the piston rings on the piston with the marks facing up.
NOTE
Do not confuse the top and second rings. Be sure to in-
- stall them in the proper grooves.

Some 2-stroke engines use an expander ring behind the
second ring.
In 2-stroke engines, the piston has locating pins that hold the 2-STROKE ENGINE LOCATING PINS
piston rings away from the intake and exhaust ports.
Align the piston ring end gaps with the locating pins.
Check the fit of each ring in its groove by pressing the ring into
I
the groove. Make sure that it is flush with the piston at several
points around the ring.
if the ring rides on the locating pin, it is damaged during

assembly.
PISTON INSTALLATION
Coat the needle bearing @stroke engine only1 and piston pin 4-STROKE ENG
with the recommended oil.
Lubricate the piston pin. /--73 !!??ON I
4-STROKE ENGINE: Molybdenum solution
2-STROKE ENGINE: Recommended engine oil
NOTE
I/ a
1
-
/ . Place a clean shoo towel over the crankcase to orevent / 1 1
/ the clip from fallinn into the crankcase. 1
install the needle bearing into the connecting rod.
install the piston and insert the piston pin.
NEEDLE
NOTE BEARING
/ . The mark that is stamped on the piston head should be /
facing the correct direction.
"IN" MARK: TO INTAKE SlDE
"EX" or "A" MARK: TO EXHAUST SlDE
I PISTON PIN MARK
Install new piston pin clips

CAUTION
. Always use new piston pin clips. Reinstalling used piston
in c l i ~ smav lead to serious engine damaae.
NOTE
Take care not t o drop the piston pin clip into the
crankcase.
Set the piston pin clip in the groove properly.
Do not align the clip's end gap with the piston cutout.

CYLINDER INSTALLATION
Make sure that the piston ring end gap is correct.
Install a new cylinder gasket and dowel pins.
Coat the cylinder wall with clean engine oil and install the
cylinder.
NOTE
.- Route the cam chain through the cylinder.
Be careful not to damage the piston rings.
Single cylinder:
Install the cylinder over the piston while compressing the
piston rings by hand.
Multi cylinder:
Position the piston at T.D.C. and install t w o piston bases t o
hold the 213 pistons.
Compress the rings with the piston ring compressor and install
the cylinder.
Parallel four cylinders:

First install #2/3, then #1/4.

SERVICE INFORMATION 11-1 CLUTCH INSPECTION
TROUBLESHOOTING 11-1 HYDRAULIC CLUTCH SYSTEM
SYSTEM DESCRIPTIONS
SERVICE 11-27
11-2
SERVICE INF
0 Clutch maintenance can be done with the engine in the frame.
0 Refer to the Model Specific manual for removal/installation of the crankcase cover and specific clutch maintenance.
0 Engine oil viscosity and level have an effect on clutch disengagement. When the clutch does not disengage or the vehicle
creeps with clutch disengaged, inspect the engine oil level before servicing the clutch system.
0 On wet centrifugal clutches, the clutch will not engage properly if the engine oil contains additives such as molybdenum
disulfied. Oils with a molybdenum disulfied additive tend t o reduce clutch friction.
TROUBLESHQQTI NG
Clutch lever too high
Damaged, kinked or dirty clutch cable
.. Damaged clutch lifter mechanism

Faulty clutch lifter plate bearing
- Sticking clutch slave cylinder piston

Clogged hydraulic system
Clutch will not disengage or motorcycle creeps w i t h clutch

disengaged
Too much clutch lever free play
.- Warped plate
Loose clutch lock nut
Oil level too high, improper oil viscosity or oil additive
used
Air in hydraulic system
- Low fluid level

Hydraulic system leaking or clogged
.
Clutch slips
Clutch lifter sticking
. Worn clutch discs

Weak clutch springs
No clutch lever free play
Hydraulic system clogged

O HONDA MOTOR CO., LTD. 11-1
CLUTCH
SYSTEM DESCRlPTlONS
The clutch system functions t o disconnect/connect the power of the crankshaft. Most clutches are placed between the
primary reduction and transmission. With some models, however, they are attached directly to the crankshaft. The
actuation of the clutch can be roughly divided into t w o types: the manual clutch controlled by the rider and the centri-
fugal clutch which connects/disconnects power according t o engine rotation.
The clutch controls the transmission of power by frictional force. When the clutch is completely disengaged, power cannot be
transmitted to the rear wheel. When the vehicle is started, the clutch gradually increases its frictional force and smoothly
transmits power to the rear wheel. When the clutch is completely engaged, the power of the crankshaft will be directly
transmitted to the rear wheel.
If the clutch is partially released with the engine at high rpm, the reduction in friction force caused by heat or wear in the
clutch causes the clutch to slip even when completely engaged. As a result, power transmission is lost.
WET MULTIPLATE MANUAL CLUTCH

(TYPE A: OUTER PUSH TYPE)
This is the most conventional clutch type used on motorcycles. The primary drive gear of the crankshaft drive the primary
driven gear integrated in the clutch outer. The clutch discs and the clutch outer rotate with the crankshaft, because the claws
of the clutch disc are engaged with the grooves of the clutch outer.
The mainshaft of the transmission and the clutch center are fixed with a lock nut. Furthermore, the clutch center and the
clutch plates are engaged with splines. Thus, the clutch plates rotate with the rear wheel through the transmission.
@ CLUTCH @CLUTCH @ LIFTER
@ CLUTCH SPRING
DISC
When the clutch lever is pulled in, the clutch lifter mechanism CLEARANCE
presses the pressure plate through the lifter plate, resulting in 'APPEARS
a gap between the discs and the plates. The power of the
crankshaft is now not transferred to the rear wheel.
When operating the transmission gerar and gradually releasing
the clutch lever, the pressure plate begins to press the disc
and plate by the tension of the spring, and the discs and the
plates begin to transmit power by sliding contact. At this time.
the vehicle will start t o move.
When the clutch lever is completely released, the discs and
plates are completely caught between the pressure plate and
the clutch center, and no longer mutually slip. The power of
the crankshaft is thus completely transmitted to the rear
wheel CLUTCH DISENGAGE% CLUTCH ENGAGED

CLUTCH
Judder Spring Purpose

When the clutch lever is released t o engage the clutch, the
clutch discs and plates sometimes engage intermittently caus-
ing judder or vibration t o some degree.
To lessen this symptom, some models are equipped with a jud-
der spring.
The clutch discs and plates are pressed by the judder spring
tension and each disc and plate engages smoothly.
A judder spring is not installed on motorcycles on which the
judder is not bothersome.
/ \
JUDDER SPRING
SPRING SEAT
Damper Spring Purpose

When the engine is running, the combustion pressure that the DAMPER
piston receives is applied t o the crankshaft intermittently and
the clutch outer primary driven gear receives the striking force
from every piston stroke.
Due t o the pulsing nature of the power input, a damper spring
is installed between the clutch outer and primary driven gear,
close t o the crankshaft.
The damper springs absorb the impact of the power pulses so
they are not transmitted through the rest of the drive line. The
drive train is thus protected from unnecessary damage and
overall vibration is reduced.
TYPE B (INNER PUSH TYPE)

The clutch lifter mechanism of this type is equipped on the opposite side of the clutch, and is different from the type A.
The push rod is installed through the mainshaft and presses the clutch pressure plate located outside of the clutch outward to
disengage the clutch. All but the above characteristic are the same as type A.
a CLUTC'H PRESSURE
PLATE
Power transmission and operating principle are the same as type A (see page 11-2).

CLUTCH
ONE-WAY CLUTCH SYSTEM

(TYPE C: INNER PUSH TYPE WITH BACK TORQUE LIMITER MECHANISM1
On rapid downshifting from high RPM, the compression braking forces created by the engine can exceed the rear wheel's
traction; the engine becomes a rear wheel brake. This can cause momentary lockup of the rear wheel - until the compression
braking force drops below the level necessary to make the rear tire break traction. If multiple downshifts are made, the result
will be a much longer loss of traction. The one-way clutch system has been specifically designed to prevent this loss of
traction.
CLUTCH HUB, INNER
ONE-WAY SPRAG
CLUTCH
CLUTCH HUB, OUTER

(no splines but receives
power via the one-way
NER PORTION
sprag clutch)
(Always locked during
deceleration.)
deceleration.)
The major difference between this system and a conventional

clutch is a two-piece clutch hub, inner and outer. In addition, SPRAG CLUTCH CLUTCH HUB,
the outer portion of the clutch hub, that which controls the
majority of the clutch plates and discs, is driven by a special
one-way sprag clutch.
The inner portion of the clutch hub is splined to the transmis-

sion's mainshaft as is normal. But it only controls about two-
fifths of the clutch plates and discs. This portion of the clutch
transmits power and deceleration forces in the usual manner.
The outer portion of the clutch hub is not splined to the

transmission's mainshaft. It controls about three-fifths of the
clutch plates and discs. This portion transmits power when the
sprag clutch is locked up, such as during normal acceleration,
cruising, and deceleration. But it will slip during high RPM
deceleration.
OPERATION:
When the transmission is downshifted from high RPM, it
causes a backloading at the clutch because of the forces
generated by the engine's compression braking effect. If these
forces approach that which will cause the rear wheel to lock
up, the one-way clutch will disengage the outer portion and
allow the inner portion to slip. It will do this to a degree that
allows the rear wheel to maintain traction while maintaining
the highest effect of engine braking. So rather than being a
harsh ON or OFF mechanism, the one-way clutch determines
the correct amount of slip for each situation, all the while
maintaining maximum possible engine braking effect.

CLUTCH
OPERATION When there is a backloading on the clutch caused by the

During acceleration, cruising, and normal deceleration, rear wheel nearing lock-up, the sprag clutch will slip just
ner: Clutch outer

mainshaft.
- - -
power is transmitted through the clutch in the normal man-
plate disc sprag clutch - enough to prevent the wheel from locking without losing
the benefit of maximum engine compression braking.
CLUTCH OUTER
b4-L CLUTCH
HUB, OUTER
' (no splines1 SPRAG
CLUTCH
INNER
RACE
SPRAG (splinedl
'CLUTCH
ese platesidiscs will

.SPRAG slip during backloading.
CLUTCH
. .I..N.-
.M..A ~.H..A..F.T INNER
RACE
POWER FLOW DIAGRAM
-
SPRAG CLUTCH
- ORDINARY POWER FLOW

BACK LOAD
r---
Date o f Issue: Nov., 1989

TYPE D (CRANKSHAFT MOUNTED)
. Clutch outer is on the crankshaft
@ CLUTCH @ DRIVE
PI A T F PLATE
@ LIFTER
Power Flow Diagram CLUTCH DISENGAGED CLUTCH ENGAGED
t
DRIVE,PLATE
I
PRIMARY D2IVEN GEAR I
t T
+
CLUTCH OUTER
CLUTCH PLATE
1
PRIMARY DRIVE GEAR
t
CLUTCH DISC
4.
CLUTCA LEVER
OPERATION:
Clutch lever is Lifter fod, lifter Clutch outer is Clutch springs Clearance ap- Clutch
_
pulled in-plate are-depressed-are compressed-pears between-+disengaged
depressed plate and disc
Clutch lever is-Lifter rod is- Clutch springs-Clutch outer is+Disc is con- Clutch
released released are released pushed out tacted t o plate engaged
Date o f issue: Nov., 1989

11-6 o HONDA MOTOR CO.. LTD.
CLUTCH
WET MULTIPLATE CENTRIFUGAL CLUTCH
The centrifugal clutch achieves a connectionidisconnection of the clutch by the centrifugal force applied on the clutch rotated
by the crankshaft. With this mechanism, the vehicle will not start when idling, because the centrifugal force is less and the
clutch is disengaged. However, as the rotation of the engine increases, the clutch will be engaged and the vehicle can be
moved without manual operation of the clutch.
When the centrifugal clutch is combined with the transmission, it will be provided with an independent mechanism, t o
disengage the clutch by the motion of the pedal when operating the gear shift. This is t o disengage the clutch temporarily
when changing gears, and t o eliminate the pressure applied on the toothed surface of the gear transmission t o enable the gear
t o slide smoothly, resulting i n an easier shift.
TYPE A: SHIFT CLUTCH COMBINED
The centrifugal and shift clutches are combined t o be mounted t o the crankshaft.
DRIVE GEAR
@ CLUTCH
LEVER
LOCK NUT
SHIFT LIFTER
MECHANISM
IFTER PLATE
A t low engine speeds, the centrifugal force applied on t h e When the engine speed is increased, the centrifugal force
clutch weight is less. The weight does not work, and a gap applied t o the clutch weight increases. The weight moves
exists between the clutch plates and discs. The clutch is outwards and presses the clutch plate. The plates and the
disengaged. discs therefore closely join and the power of the
crankshaft will be transmitted t o the primary drive gear.
CLUTCH PLATE
"J,Cy>H , D I S > ~ OUTER
~ ~ ~ ~ ~
PRIMARY
DRIVE GEAR

@ HONDA MOTOR CO.. LTD
CLUTCH
In some cases, a roller is used instead of a clutch weight be-

tween the drive plate and the clutch plate. In this type, cen- DRIVE PLATE
trifugal force shifts the roller to the outside of the drive plate,
causing the pressure on the clutch plate to engage the clutch.
I
UTCH PLATE
rr3
INCREASED
CENTRIFUGAL
FORCE
GEAR SHIFT LIFTER 1 BALL RETAINER

\
LIFTER CAM
I
When the shift ~ e d aisl o~erated,the rotation of the gear shift

spindle rotates the lifter cam through the clutch lever.
When the lifter cam is rotated, the ball positions of the ball re-
tainer and the lifter cam are dislocated, causing the lifter cam
to lift for the distance shown in the figure (a) and the pressure
plate is pressed. 1 STEEL ALL
B a
LIFTER CAM
I
When the pressure plate is pressed, the clutch outer contracts

the spring and the whole clutch outer is pushed inwards.
At this time, even though the clutch weight is closely joined to
the disc and plate, a gap will exist between the disc and plate
from the motion of the clutch outer, and the clutch is then
disengaged.
As the pedal is released after completion of shifting gears, the

lifter cam returns to its original position. When the clutch outer
returns to its original position by the tension of the clutch
spring, the disc and the plate closely join again, and the clutch
is then engaged.

CLUTCH
TYPE B: SEPARATED SHIFT CLUTCH

The centrifugal clutch and the shift clutch are separate in this type, increasing the clutch capacity in comparison with the
combined type described on previous pages. Differing from the type mentioned in the previous section, the centrifugal clutch
has a mechanism whereby the clutch shoe attached to the crankshaft is expanded outwards by centrifugal force, and the
shoe is pressed against the inner surface of the clutch drum, allowing power transmission. This is a similar mechanism to a
drum brake. The shift clutch is attached to the mainshaft as with a manual clutch. The work of engagingldisengaging is also
the same as with the manual clutch. The gear shift lifter mechanism is the same as that of the combined type described in the
previous section.
@ CLUTCH
/ rc
CENTER
@ CLUTCH @ CLUTCH
@ LIFTER
PLATE
I
1LOCK NUT @ CLUTCH
,,,/ PLATE
@PRESSURE
PLATE
I
@ CLUTCH
PUTER
SHIFT
CLUTCH
@ WASHER # @ ONE-WAY CLUTCH

\
CENTRIFUGAL
CLUTCH
1
I w \NASHER @ DRIVE ,--
@ FRICTION PLATE n UTCH
SPRING
63 CLUTCH
=,
SPRING
DRUM
a""Lnr=
OPERATION PRINCIPALS
- Centrifugal operation: refer to belt automatic transmission.
Lifter mechanism operation: refer to wet multiplate centrifugal clutch (Type A).
- Clutch mechanism operation: refer to wet multiplate centrifugal clutch (Type A)

CLUTCH
CLUTCH INSPECTION
CLUTCH LIFTER DISASSEMBLYIINSPECTION
IType A and a part of Type B)

Remove the crankcase cover (Refer t o Model Specific manual).
Remove the lifter rod and return spring.
If a spring pin is used, drive out the pin using a pin driver.
Remove the lifter shaft from the crankcase cover.
Check following:
. lifter rod for bending
1 DUST SEAL
needle bearing for play or damage
. dust seal for damage
return spring for damage or weakness
(Type D1 LIFTER COVER

Remove the right crankcase cover (see the Model Specific
manual).
Remove the screws and lifter cover.
SCREWS
Remove the following:

Stopper pin and lifter arm
Screw and set plate
Lifter plate and lifter rod
n
m
SET PLATE PLATE

Check the following:
Lifter arm, for straightness
Return spring for weakness
O-ring, for damage
Sliding surface of the lifter arm, for abnormal wear or
damage.
I
RETURN
SPRING
CLUTCH REMOVALIDISASSEMBLY I CLUTCH SPRING

(Type A1
Loosen the clutch spring bolts in a crisscross pattern in 2 or 3
steps.
Remove the clutch spring bolts, lifter plate and clutch springs.
If the clutch is secured with a staked lock nut, unstake the nut.
Remove the lock nut and lock washer using a special tool.
>mr~ NUT WRENCH
If a snap ring is used, remove the snap ring and clutch 1
I LOCK NUT
assemblv.
(Type B) CLUTCH SPRlN

Loosen the clutch spring bolts in a crisscross pattern in 2 or 3
steps.
Remove the clutch spring bolts, pressure plate and clutch

springs.
NOTE
Hydraulic Clutches: To protect the clutch system from
air Contamination slowly squeeze the clutch lever im-
mediately after removing the pressure plate, then tie the
lever t o the handlebar grip.

0 HONDA MOTOR CO., LTD. 11-11
CLUTCH
I
Remove the lifter rod, push rod, discs and clutch plates. PUSH
NOTE
/ . Some models have a steel ball between the lifter and
push rods. 1
Remove iudder spring and spring seat if they are installed.
JUODER SPRING
!
' I ' \ \
LIFTER ROD I
If the lock nut is staked to the mainshaft, unstake the lock nut
and remove it.
Remove the lock washer.
Remove the clutch center and clutch outer.
(Type C) SET RING

Remove the set ring, lifter plate, iifter rod and bearing
Slowly squeeze the clutch lever immediately after removing

the clutch iifter plate, then tie the lever t o the handlebar.
CAUTION
I Ambient air can contaminate and may damage the clutch
system. I
Shift the transmission into top gear and apply the rear brake.
Remove the lock nut.
NOTE
. If the engine is not in the frame, shift the transmission in-
to too aear and hold the drive sprocket using the univer-
Remove the lock washer, clutch spring set plate, clutch spring
and washers.
Date of Issue: Sep. , 1988

11-12 O HONDA MOTOR CO8.. LTD.
CLUTCH
Remove the clutch pressure plate, clutch plates and discs
DISCS
AND
CLUTCH
PLATES
PLATE
Remove clutch center B and the one-way clutch as an

assembly.
C-UTCH C ~ N ' T E RB AND

ONE-WAY C-UTCh
Remove clutch center A, the washer and the clutch outer
Remove the clutch outer guide.
(Type D)
Remove the lifter, spring and oil through guide.
Remove the screws, clutch outer cover and gasket

CLUTCH
Stra~ghtenthe lock washer tab.
Hold the clutch outer using the clutch outer holder.
Remove the lock nut using the lock nut wrench.
Remove lock washers A and B; discard washer B.
NOTE
- Replace lock washer B whenever it is removed.
Remove the clutch assembly from the crankshaft.
Remove the snap ring and primary driven gear from the
mainshaft.
Remove the clutch center guide and collar from the

crankshaft.
SNAP R ~ N G CLUTCH CENTER GUIDE
Remove the damper springs from the clutch outer.

CLUTCH
Install the primary drive gear onto the clutch assembly and
compress the clutch springs using the clutch spring com-
mCLUTCH SPRING COMPRESSOR
pressor, then remove the set ring.
m
CLUTCH SPRING COMPRESSOR 07960-01 10000
Loosen and remove the tool, then disassemble the clutch.
ARY
SET RING DRIVE GEAR
CLUTCH INSPECTION LIFTER PLATE

I
Lifter Plate Bearing (Type A. B. C, and D)
The lifter plate bearing inner race is loaded by the lifter rod
when the clutch is disengaged. Inner bearing race damage ef-
fects the clutch operation.
Turn the bearing inner race with your finger, and check that
the bearing turns smoothly and quietly without play.
Also check that the outer race fits tightly in the lifter plate.
Clutch Outer ITypes A, B, C and D)

Check the primary driven gear teeth for wear or damage,
replace as necessary.
Check the slots of the clutch outer for nicks. damaae or
wear from the clutch discs; replace as necessary.
-
CLUTCH OUTER
Clutch Outer Guide, Needle Bearing (Types A, B and C) CLUTCH

Measure the I.D. and/or O.D. of the clutch outer guide. OUTER
Replace if the service limits are exceeded. GUIDE
Check the needle bearing for damage or exessive wear:
I
NEEDLE BEARING

@ HONDA MOTOR CO., LTD.
CLUTCH
Clutch Disc (Types A, B, C and Dl

Check the clutch discs for scoring or discoloration; replace
as necessary.
Measure the disc thickness and replace the discs if the ser-
vice limit is exceeded.
NOTE
/ . Reolace the clutch discs and dates as a set. 1
1 oisc
.
Clutch plate (Types A, B. C and D l
Check the clutch plates for warpage or discoloration;
. replace if necessary.
Check for plate warpage on a surface plate using a feeler
gauge; replace if the service limit is exceeded.
NOTE
. Warped clutch plates prevent the clutch from disengag-
ing properly.
r"'
FEELER GAUGE
CLUTCH
PLATE
Clutch Center
Check the clutch center for nicks, grooves or abnormal wear
from the clutch plates; replace as necessary.
NOTE
1. A damaged clutch center causes engine noise.
Lifter Push Rod (Types B and C)

Check the push rod for trueness or damage; replace if
necessary.
If there is a steel ball between the lifter rod and push rod.
check the ball for wear or damage; replace as necessary.

CLUTCH
Judder Spring, Spring Seat

JUDD? SPRING
(Types A and Bl
Check the judder spring and spring seat for deformation, war-
page or damage; replace as necessary.
A damaged or warped spring seat will cause the judder spring

to be pressed unevenly.
A damaged judder spring also causes the weak contact bet-
ween the discs and plates or uneven disclplate contact.
t
SPRING SEAT
Mainshaft
(Types A, B and Cl
Measure the mainshaft O.D. at the sliding surface, if the clutch
outer guide slides on the mainshaft.
Replace the mainshaft if the service limit is exceeded.
Clutch Spring
(Types A, B and D l
Measure the clutch spring free length; replace the springs if
the measurement is not within the service limit.
NOTE
- If the vehicle has been used for a long time, the clutch
spring free length will be shorter, because the clutch
~ ~-~
springs are compressed while the clutch is disengaged.

Replace the clutch springs as a set so that the discs con-
tact the clutch plates evenly.
Clutch Spring
(Type Cl
Measure the free height of the clutch spring; replace the spring
if the measurement is lower than service limit.

CLUTCH
.
One-way Clutch (Type Ct
Check the inside surface of clutch center B for abnormal CLUTCH CENTER B
- wear o f damage; replace as necessary.

Measure the I.D. of clutch center B. Replace if the service
limit is exceeded.
. Check the outside surface of the one-way clutch inner for

abnormal wear, replace if necessary. ONE-WAY CLUTCH INNER
Measure the O.D. of the one-way clutch inner. Replace if
Check the sprag for damage or excessive wear, replace if

necessary.
Reassemble the one-way clutch as follows:

Install the sprag into the clutch center B, with the flanged
- side facing up.

Install the clutch inner into the sprag by turning it in the
specified direction with the groove facing up.
Hold the clutch inner and turn clutch center 8 as shown and
check that the clutch center turns in the specified direction but
not in the opposite direction. Replace the one-way clutch if the
clutch center turns i n both directions.
Primary Drive Gear (Type D) PRIMARY DRIVE GEAR

Check the drive gear grooves for nicks or wear caused by
the clutch plates; replace as necessary.
. Measure the I.D. of the primary drive gear. Replace if the

11-18 @ HONDA MOTOR CO., LTD.
CLUTCH
Clutch Center Guide, Collar (Type D) 1

Measure the I.D, and/or O.D. of the clutch center guide at
the sliding iurface.
Replace the guide if the service limit is exceeded.
Measure the I.D. andlor height of the collar; replace if the

J CL~TCH
CENTER
GUIDE
Crankshaft (Type D)
Measure the O.D. of the crankshaft at the clutch center guide
sliding surface, replace if the service limit is exceeded.
CLUTCH REASSEMBLY
%
NEEDLE BEARING
(Type Al PIN
Install the needle bearing or clutch outer guide onto the
mainshaft.
CLUTCH OUTER
Install the clutch outer onto the mainshaft.
NOTE
If the pump drive sprocket is installed on the mainshaft,
align the holes of the clutch outer with the pins on the oil
pump drive sprocket.
If the primary drive gear is the anti-backlash type, install
the clutch outer onto the mainshaft while moving the PRIMARY DRIVE GEAR/
drive sub gear to align the t w o gear teeth using a
screwdriver. Take care not to damage the gear teeth.
Install the thrust washer (if used).

CLUTCH
Coat the clutch discs and plates with clean oil. PRESSURE PLATE CLUTCH
I CENTER
Install the pressure plate, discs, plates and clutch center onto
the mainshaft in the order shown. If a judder spring is used, in-
stall the judder spring and spring seat as shown below.
DISCS AND PLATES
DISC
I
larger I.D. than the other discs.
If the splines of the clutch center cannot be aligned with
the mainshaft splines while installing, change the
transmission into any gear position and turn the rear
wheel t o ease installation.
SPRING JUDDER
SPRING
Make sure that the clutch center is installed completely; the CLUTCH CEPTER PR/ESSURE PLATE
grooves of the clutch center must align with the tabs of the
pressure plates.
If the clutch is secured with a lock nut:
Install the lock washer onto the mainshaft with the

"OUTSIDE" mark facing outside.
If there is no mark, install the lock washer with the convex side
facing out
Install the lock nut and tighten it t o the specified torque.
NOTE
. Use a new lock nut if the lock nut was staked.
Face the chamfered side of the lock nut inward if the
lock nut is chamfered.
. If a snap ring is used:
Set the snap ring into the groove in the mainshaft with the
chamfered side inward. Turn the snap ring t o be sure that it is
seated in the groove.

CLUTCH
Tighten the lock nut to specified torques using a special tool.

a
LOCK NUT WRENCH
I
Where a staked lock nut is used:
Stake the nut to the rnalnshaft

I
PEEN POINT
NOTE
Replace staked-type lock nuts if the old staked area of
the nut aligns with the groove of the shaft after tighten-
- ing the nut to the specified torque.

Be careful not to damage the shaft when staking the lock
Make sure that the peen point covers at least 213 of the
width of the mainshaft groove.
Set the bearing in the lifter plate, then install the clutch springs CLUTCH SPRING
and the lifter plate.
lnstall the clutch spring bolts and tighten them in a crisscross

pattern in 2 or 3 steps.
(Type B)
Install the clutch outer guide, needle bearing and clutch outer
lsee page 11-191.
lnstall the clutch center. UT WRENCH
Install the lock washer and lock nut (see page 11-20).
Tighten the lock nut using the special tool to hold the clutch
center.
Stake the lock nut If necessary.

O HONDA MOTOR CO.. LTD
CLUTCH
Coat the clutch plates and discs with clean engine oil.
CLUTCH
Install the judder spring seat and spring, discs and clutch DISC
plates.
NOTE
/ . The judder spring and spring seat should be installed as
/. shown.
The disc that is installed against the judder spring has a
larger I.D. than the other discs.
/
Coat the push rod with grease and install it into the mainshaft. PUSH ROD
Install the lifter rod (and steel ball, if removed).
1 ' 1 \
LIFTER ROD
Install the bearing i n the lifter plate, then install the clutch SPRING, WASHE
springs, pressure plate, washerb) and clutch spring bolts.
Tighten the clutch spring bolts.
BEARING
(Type C)
Install the clutch outer guide, needle bearing and clutch outer
I CLUTCH CENTER A
\
(see page 11-19).
lnstall clutch center A and the washer.

I 1-22 O HONDA MOTOR CO.. LTD.
CLUTCH
lnstall the clutch center B, the one-way clutch and one-way 1

clutch inner as an assembly onto the clutch outer.
NOTE
. See page 11-18 for one-way clutch assembly.

Make sure that the one-way clutch is installed correctly
by turning clutch center B. The clutch center should turn
in the specified direction freely and should not turn in the
opposite direction.
I
CLUTCH CENTER B, ONE-WAY CLUTCH AND
ONE-WAY CLUTCH INNER
Coat the clutch plates and discs with clean engine oil and in- SECOND AND THIRD DISC (Different-groove pattern)
stall them in the clutch outer and on the clutch center.
NOTE
Two discs have different groove patterns than the other
discs. lnstall these t w o in the SECOND and THIRD disc
positions (from the mainshaft).
Do not move clutch center B after installing the discs and
clutch plates.
1 I
3 PLATES AND DISCS
Install the pressure plate. PRESSURE
lnstall the washers, clutch spring and set plate.
NOTE
. lnstall the clutch spring with concave side toward the
inside.
WASHER
lnstall the lock washer and lock nut (see page 11-20). LOCK WASHER AND LOCK NUT
Put the transmission in top gear and apply the rear brake. Then
tighten the lock nut to the specified torque.
NOTE
If the engine is not in the frame, shift the transmission in-
t o top gear, hold the drive sprocket with the universal
holder, and tighten the lock nut.
Date of Issue: Sep., 1 9 8 8

0 HONDA MOTOR CO.. LTD
CLUTCH
I
Coat the push rod with grease and install it in the mainshaft.
lnstall the lifter rod.
Untie the clutch lever from the handlebar.
Install the bearing onto the lifter plate.
Install the lifter plate and secure it with the :jet ring
LIFTER PLATE
[Type D1
lnstall the clutch springs on the clutch outer.
Assemble the drive plate in the clutch outer. DRIVE PLATE
Install the clutch disc, clutch plate and primary drive gear.
Compress the clutch springs with the clutch spring com-

pressor, then install the set spring in the groove of the clutch
outer.
Remove the tool.
CLUTCH SPRING COMPRESSOR 07960-01 10000
, , ..,... .. . .
SET R ~ N G DRIVE GEAR

1 1-24 @ HoNDA MOTOR CO., LTD.
lnstall the clutch damper springs.
Install the collar and clutch center guide onto the crankshaft. PRIMARY DRIVEN COLLAR
GEAR
lnstall the primary driven gear onto the mainshaft and secure it
with a snap ring.
SNAP RING CENTER GUIDE
lnstall the clutch assembly onto the crankshaft

/ "OUT SIDE" MARK I
lnstall a new lock washer B (tongued washer) onto the
mainshaft.
NOTE
Replace lock washer B with new one whenever it is
removed.
lnstall lock washer A with the "OUTSIDE" mark facing out-

side. If there is no mark, install the lock washer with the con-
vex side toward the outside.
lnstall the lock nut with the chamfered edge toward the inside.
Hold the clutch outer using a special holder tool and tighten
the lock nut to the specified torque.
Bend the tab of lock washer B up into the lock nut groove.
NOTE
If the tab and groove aren't aligned, turn the lock nut in
the tightening direction t o align; do not loosen the nut to
set the locking tab.

CLUTCH
lnstall a new gasket onto the clutch outer.

LIFTER
lnstall the clutch outer cover and tighten the mounting screws.
lnstall the lifter, spring and oil through guide onto the clutch
assembly.
CLUTCH LIFTER REASSEMBLY

(Type A and a part of type B)
Coat the lifter arm and dust seal with grease
lnstall the lifter arm and return spring
Drive in a new spring pin using a pin driver until the pin does
not interfere with the lifter arm.
Reset the return spring in the place.
lnstall the lifter rod into the cutout in the lifter arm
lnstall the crankcase cover (see the Model Specific manual).
(Type D)
Coat the lifter arm with grease.
Replace the O-ring with new one, and install the return spring
and lifter arm in the crankcase cover.
lnstall the stopper pin into the pin hole on the crankcase cover.
STOPPER PIN
lnstall the lifter plate and set plate, then tighten the screw.
lnstall the lifter rod by aligning the boss of the lifter rod with
the groove in the crankcase cover.
lnstall a new gasket and the clutch lifter cover. Tighten the
screws.
lnstall the crankcase cover (see the Model Specific manual).

O HONDA MOTOR CO.. LTD.
CLUTCH
HYDRAULIC CLUTCH SYSTEM SERVICE RESERVOIR COVER
FLUID REPLACEMENT
system is serviced.
Remove the reservoir cover, diaphragm cover and diaphragm.
CAUTION
Spillings brakelclutch fluid on painted, plastic or
rubber parts will damage them.
Connect a bleed hose to the bleed valve.

Loosen the bleed valve and pump the clutch lever.
Stop operating the lever when no fluid flows out of the bleed
valve.
Close the bleed valve.
Fill the reservoir with the recommended fluid from an unopened
container. Do not allow foreign material to enter the system
when refilling the reservoir.
Install the diaphragm and reservoir cover.
Install and tighten the cover screws.
. Using the wrong fluid will cause loss of braking
. efficiency.
Contaminated fluid can clog the system, causing a loss
of braking ability.
Connect the brake bleeder to the bleed valve

Pump the brake bleeder and loosen the bleed valve
Add clutch fluid when the fluid level in the master cylinder
I BLEED HOSE
\ BLEED VALVE
reservoir is low.
Repeat above procedure until air bubbles do not appear in the
bleed hose.
NOTE
Be sure the fluid reservoir is parallel to the ground before
removing the cover and diaphragm.
If air enters the bleeder from around the bleed valve
threads, seal the threads with teflon tape.
If the brake bleeder is not available, perform the following

procedure.
Connect a bleed hose to the bleed valve.
Loosen the slave cylinder bleed valve and pump the clutch
lever.
Stop operating the lever when no fluid flows out of the bleed
valve.
Close the bleed valve. Fill the reservoir, and install the
diaphragm.
Pump up the system pressure with the lever until there are no
air bubbles in the fluid flowing out of the reservoir small hole
and lever resistance is felt.
Then bleed the system.

o HONDA MOTOR CO.,LTD. 1 1-27
CLUTCH
AIR BLEEDING 1 UPPER LEVEL DlnPHRAGM
1 ) Squeeze the clutch lever, open the bleed valve 112 turn
then close the valve.
I
been closed.
Check the fluid level often while bleeding the system to
21 Release the clutch lever slowly and wait several seconds I '
LOWER LEVEL
after it is fully released, before repeating the procedure.
Repeal the above procedures until air bubbles no longer appear

at the end of the hose.
lI BLEED VALVE
l
Tighten the bleed valve to the specified torque.
Fill the clutch fluid reservoir to the upper level.
Install the diaphragm, diaphragm cover and reservoir cover.
CLUTCH MASTER CYLINDER

RemovallDisassembly
Place a rag over painted, plastic or rubber parts whenever the HOSE BOLT
svstem is serviced.
CAUTION
[ . S ~ i l i e dfluid will damage painted, plastic, or rubber parts. /
Disconnect the clutch switch wires, and remove the clutch
hose bolt and t w o sealing washers.
Cover the end of the hose with a clean rag to prevent con-
tamination of the system. Then secure the hose to the
handlebar. I
I HOLDER SEAL IN^ WASHERS
Remove the holder bolts and holder, then remove the master
cylinder from the handlebar.
BOOT
P~SH
ROD

CLUTCH
Remove the snap ring from the master cylinder.
SNAP RlNG PRIERS 07914-3230001 or

equivalent tool
commercially available
Remove the washer, pistonlsecondary cup, primary cup and

spring from the master cylinder body.
Replace the master piston components as a set
CAUTION
/ - Replacing individual master piston components c
cause clutch system failure.
a
I PISTONISECONDARY CUP SNA~

RING
Inspection
Check the primary cup and secondary cup for wear, damage or
deterioration and replace as necessary.
Measure the master piston O.D., replace if the service limit is
exceeded.
Check the master cylinder for scores or nicks and replace as

necessary.
Measure the master cylinder I.D. in X and Y directions; replace

if the service limit is exceeded.
NOTE
/ . Replace the piston, spring and cups as a set.

o HoNDA MOTOR co., LTD. 1 1-29
CLUTCH
Assemblyllnstallation
Clean all parts thoroughly
Coat the primary and secondary cups with clean brake fluid
before assembly.
Install the spring in the master cylinder with the small end out.
Install the primary cup and pistonlsecondary cup.
CAUTION
. Allowing the lips t o turn inside out when installing the
cups will result i n brake system failure.
Install the washer and snap ring making sure the snap ring is
seated firmly in the groove.
equivalent tool
commercially available
lnstall the boot and push rod.
Set the push rod end piece into the clutch lever hole. Then in-
stall the lever with the end piece over the push rod.
Screw in the pivot bolt making sure that the lever moves
smoothly, then tighten the pivot nut securely.
Place the master cylinder on the handlebar and install the

holder with the "UP" mark facing up.
Align the end of the holder with the handlebar punch mark.
Tighten the upper holder mounting bolt first, then tighten the
lower bolt.
Install the clutch hose with the bolt and t w o new sealing
washers.
Connect the clutch switch wires t o the switch terminals.

Fill the reservoir and bleed the clutch system (page 11-28).

1 7-30 O HONDA MOTOR CO., LTD.
CLUTCH
CLUTCH SLAVE CYLINDER SLAVE CYLINDER

system is serviced.
CAUTION
Spilled fluid will damage painted, plastic, or rubber parts.
Remove the slave cylinder mounting bolts and then remove the
slave cylinder from the crankcase.
NOTE
HOSE BOLT
been removed.
Inspect the piston seals for signs of leakage.
Disassemble the slave cylinder and replace the piston seal as

required.
Place a clean pan under the slave cylinder t o catch the draining
fluid and squeeze the clutch lever slowly t o push out the
piston.
Drain the clutch fluid. Temporarily install the slave cylinder

then disconnect the clutch hose.
Remove the spring from the piston.

OIL SEAL
Check the piston and cylinder for scoring or scratches.
Remove the oil seal and piston seal from the piston and discard SEAL
them.
The seals must be replaced with new ones whenever they

have been removed.
Assembly
PISTON SEAL
Assemble the slave cylinder in the reverse order of
disassembly.
Apply a medium grade of hi-temperature silicone grease or
OIL SEAL I SLAVE CYLINDER
BODY 1
brake fluid to the new piston seal and oil seal.
Carefully seat the piston seal in the piston groove. Install the
oil seal. Place the piston in the cylinder w i t h the seal end facing
out.
Install the spring in the cylinder with small end toward the
piston.

O HONDA MOTOR CO., LTD. 11-31
Make sure that the clutch lifter push rod is installed properly.
Install the dowel pins and a new gasket onto the slave cylinder
and install the cylinder by aligning the push rod with the oil seal
hole.
Tighten the mounting bolts to the specified torque. I

VOTE
. Some models have dowel bolts instead of dowel pins to
. secure the slave cylinder positions.
Note the location of the dowel bolts or dowel pins for
positioning the slave cylinder.
. Tighten the bolts in 2 or 3 steps in a crisscross pattern
starting from the dowel bolt or the dowel pin bolt.
Connect the clutch hose with the hose bolt and t w o new seal-
ing washers, then tighten the hose bolt to the specified torque.
Fill the clutch fluid reservoir and bleed the clutch system (page
11-28).

12. V-MATIC BELT DRIVE SYSTEM
SERVICE INFORMATION 12-1 DRIVE BELT 12-5
TROUBLESHOOTING 12-1 DRIVE PULLEY 12-6
SYSTEM DESCRIPTION 12-2 CLUTCHIDRIVEN PULLEY 12-10
SERVICE INFORMATION
0 Avoid getting grease and oil on the V-belt and pulley drive faces in order t o prevent belt slippage.
0 Refer to the Model Specific manual for removallinstallation of the left crankcase cover and specific clutch maintenance.
TROUBLESHOOTING
Engine starts but vehicle won't move
..Worn drive belt
Damaged ramp plate
.Worn or damaged clutch lining
Engine stalls or vehicle creeps

Broken clutch shoe spring
Poor performance at high speed or lack of power

..Worn drive belt
Weak driven face spring
..
Worn weight roller
Faulty driven pulley face

V-MATIC BELT DRlVE SYSTEM
SYSTEM DESCRIPTION
OPERATION
HONDA V-MATIC provides variable drive ratios between the engine and rear wheel according t o the engine speed and load. It
accomplishes this with t w o sets of pulleys, drive and driven, connected by a drive belt. The drive pulley is attached t o the
engine crankshaft. The driven pulley is attached t o a shaft that incorporates a centrifugal clutch. In the V-Matic Drive, there is
a final gear reduction between the driven pulley and rear wheel, providing an increase in torque.
BALL BEARING
BALL BEARIN UTCH WEIGHT
\
DRlVE FACE
MOVABLE DRlVE FACE
DRIVE PULLEY DRIVEN PULLEY DRIVE PULLEY DRIVEN PULLEY
When the engine is running at low speed, the unit increases or As the engine rpm increases, or the load on the rear wheel
multiplies torque. This delivers more torque than a higher decreases, centrifugal force on the weight rollers throws
engine speed at a greater drive ratio. the rollers outward. When the rollers are forced outward,
they push the movable face of the drive pulley closer t o the
REDUCTION: LOW drive face. The result is a reduced drive ratio between the
driven and drive pulleys.
REDUCTION: HIGH
Date o f Issue: Sep., 1988

V-MATIC BELT DRIVE SYSTEM
DRIVE PULLEY OPERATION
WEIGHT
I
MOVABLE DRIVE FACE
DRIVE'FACE
The drive pulley consists of a fixed and a movable face. The movable face is capable of sliding axially on the shaft of the fixed
face. The ramp plate, which pushes the weight rollers against the drive face, is attached t o the shaft of the drive face with a
nut.
AS SPEED INCREASES
DRIVE BELT
\ / MOVABLE FACE
RAMP PLATE
DRIVE FACE WEIGHT ROLLER
As the engine rpm increases, centrifugal force on the weight rollers is increased. This pushes the movable drive face toward
the fixed face. This reduces the drive ratio by allowing the drive belt t o run on a pulley of greater diameter.

o HONDA MOTOR co.. LTD. 12-3
DRIVEN PULLEYJCENTRIFUGAL DRY CLUTCH
BALL BEARING -
/n - BALL BEARING
CLUTCH WEIGH1
DRIVE SHAFT
MOVABLE'
DRIVEN
FACE
GUIDE PIN A N 0 ROLLER \
DRIVEN FACE
SPRING
The centrifugal clutch is disengaged when the engine speed is low. When engine speed increases, the rotating clutch shoes of
the clutch weight will expand as the centrifugal force increases. In this way, the clutch is automatically engaged.
The drive belt is pushed out towards the drive face circumference of the drive pulley as the engine speed increases. As the
belt remains constant in length, the belt, in turn, is pulled in toward the center of the driven face, pushing out the movable
driven face and compressing the driven face spring.
By this mechanism, the diameter of the belt on the driven pulley decreases at high engine speed. When the engine speed
decreases, the belt is pulled back towards the center of the drive pulley releasing the tension on the belt. This allows the
driven face spring t o move the movable driven face toward the original position, pushing the belt back toward the cir-
cumference of the driven pulley.
In the manner described above, the reduction ratio varies with engine speed automatically, without the need to manually shift
between gear ratios.

DRIVE BELT
REMOVAL
Remove the left crankcase cover (see Model Specific manual).
Hold the clutch outer using the universal holder and remove
the nut and clutch outer.
UNIVERSAL HOLDER 07725-0030000
CAUTION
Holding the rear wheel or rear brake will damage the final
reduction system.
Squeeze the drive belt into the pulley groove as shown so that
it slackens enough to remove the driven pulley from the drive
shaft.
Remove the driven pulieylclutch with the drive belt in place
Remove the drive belt from the driven pulley groove and drive
pulley groove.
INSPECTION
Check the drive belt for cracks, pry separation and wear;
I
COG
I
Measure the width of the drive belt as shown.
Replace the belt if the service limit is exceeded.
NOTE --I WIDTH t-

- Use only a genuine HONDA replacement drive belt.
Do not get oil or grease on the drive belt or pulley faces.
Clean off anv arease or oil before reinstalling.
INSTALLATION I MOVABLE
DRIVEN
Temporarily install the driven pulleylclutch assembly on the PULLEY
drive shaft. FACE
Turn the pulley clockwise and spread the faces apart while in-
stalling the drive belt.

V-MATIC BELT DRlVE SYSTEM
Remove the pulley assembly once with the drive belt installed. DRIVE PULLEY
NOTE
/ . Hold the pulley faces apart preventing them from
closing. I
Put the drive belt over the drive pulley
Reinstall the driven pulley on the drive shaft with the drive belt
attached.
Install the clutch outer and the universal holder. Tighten the
nut to the specified torque.
a
Reinstall the left crankcase cover (see Model Specific manual)
DRIVE PULLEY NUT DRIVE PULLEY
REMOVAL
Remove the left crankcase cover (see Model Specific manuall.
Hold the drive pulley face using the drive pulley holder and
remove the nut and washer.
Remove the drive pulley face
m
DRIVE PULLEY HOLDER 07923-KM10000
If the drive pulley holder cannot be used, remove the cooling

fan at the right side of the crankshaft, and hold the flywheel
with the universal holder.
Ezl
UNIVERSAL
/I \
HOLD
m

12-6 o HoNDA MOTOR CO., LTD.
DISASSEMBLY MOVABLE DRIVE FACE
NOTE
. There are t w o types of movable drive face; wet type
which needs the grease application inside of the face and
dry type which doesn't need grease application.
Remove the movable drive face and drive face shaft from the
crankshaft.
Remove the three bolts attaching the movable drive face seal
BOLTS
and remove the seal.
Remove the ramp plate
'RAMP
MOVABLE DRIVE FACE SEAL PLATE
WET TYPE:
Remove the weight rollers and the O-rings from the movable
/ MOVABLE DRIVE FACE
\ I
drive face.
DRY TYPE:
Remove the weight rollers from the movable drive face.
O-RING
1 WEIGHT ROLLER (WETTYPE) I
INSPECTlON WEIGHT ROLLER

1
The weight rollers push on the movable drive pulley face (by
centrifugal force); worn or damaged weight rollers will in-
terfere with this force.
Check the rollers for wear or damage and replace as

necessary.
Measure the O.D, of each roller, replace if the service limit is

exceeded.

Check the drive face shaft for wear or damage and replace as MOVABLE DRIVE FACE
necessary.
Measure the O.D. of the drive face shaft. Replace the shaft if
the service limit is exceeded. DRIVE
FACE SHAFT
Measure the 1.D. of the drive face. Replace it if the service limit
is exceeded.
If an dust seal is installed, check it for damage and DUST SEAL

deterioration. Because defect dust seal causes bad operation
of the movable drive face (the dust seal doesn't slide smoothly
on the face boss), replace it with the new one.
ASSEMBLYIINSTALLATION
WET TYPE:
Pack the inside of the movable dri\~eface with tble specifie
amount of grease, then install the vveight rollers.
SPECIFIED GREASE (WET TYPE)
NOTE
-
Use only the specified grease in the specified amount or
the clutch operation will be affected.
.
Apply the grease equally over the inside of the pulley
face.
SPECIFIED GREASE (Lithium Based Grease):

Mitsubishi HD-3
Nippon Seklyu Lipanox Deluxe 3
ldemitsu Coronex 3
Sta-Lube MP #3141 ROLLER O-RING (WET TYPE)
Eel-Ray Moly Lube 126 EP#O
Install the O-ring

RAMP PLATE
DRY TYPE:
Make sure there is no oil or grease inside of the movable drive I
face, then install the weight rollers.
lnstall the ramp plate.
Install the face seal and tighten the bolts to the specified
torque.
NOTE
/ Take care that the O-ring doesn9 come out from its I
nroove. with the wet tvoe. IAsi O-RING
(WET TYPE, FACE SEAL

Coat the inside of the drive face shaft with 4-5 g of grease.
Install the shaft with the splined hole facing out.
NOTE
Do not get the grease on the pulley face. Remove any 1
misplaced grease with a degreasing agent.
Install the movable face assembly on the crankshaft.

1 DRIVE FACE
DRIVE PULLEY FACE INSTALLATION I SQUEEZF
Squeeze the drive belt into the pulley groove and pull the drive
belt over the drive face shaft.
I DRIVE
BELT
Install t h e drive pulley face, washer 2tnd nut.
NOTE
- Be sure both pulley faces are free of oil and grease.
Hold the drive pulley face using the drive pulley holder and
tighten the nut t o the specified torque.
DRIVE PULLEY HOLDER 07923-KM10000

NOTE
If the pulley holder cannot be used, remove the cooling
fan and hold the flywheel with the universal holder.
rn
Install the left crankcase cover (see Model Specific manual).
DISASSEMBLY LOCK NUT WRENCH
Remove the drive belt and clutchldriven pulley (see page

12-51,
Install a clutch spring compressor on the pulley assembly and
tighten the tool t o gain access t o the nut.
NOTE
Hold the clutch spring compressor i n a vise as shown and

remove the lock nut using the lock nut wrench.
CI IITCH SPRING COMPRESSOR
Loosen the clutch spring compressor and disassemble the
clutch and spring from the driven pulley.
i
Remove the seal collar from the driven pulley.
COLLAR
Remove the guide pins and guide pin rollers and the movable GUIDE
MOVABLE DRIVEN OIL SEAL
driven pulley face. PULLEY FACE PINS
Remove the O-ring and oil seals from the movable face.
GUIDE
PIN
0-R~NGS G ~ I D PIN
E ROLLER
INSPECTION
Clutch Outer
Measure the I.D. at the shoe contact surface of the clutch
outer.
Replace the outer if the service limit is exceeded.
u ~~~~~~~ .....
\
CLUTCH OUTER
Clutch Shoe
Measure the thickness of each shoe; replace if the service limit
is exceeded.
Refer to page 12-12 for clutch shoe replacement.
Driven Pulley Spring

Measure the free length of the driven pulley spring and replace
if the service limit is exceeded.
i
Driven Pulley DRIVEN PULLEY FACE
Both faces for damage or excessive wear.
Guide pin groove for damage or deformation
I
Replace damaged or worn parts as necessary.
Measure the O.D. of the driven face and the I.D. of the
movable driven face. Replace either part if the service limit is
exceeded.
/
MOVABLE FACE
GLIDEPIN
GROOVE
Date of Issue Nov , 1989

0 HONOA MOTOR CO , LTD
Driven Face Bearing Inspection
Check the inner bearing oil seal (if installed) for damage;
Check the needle bearing for damage or excessive play and

Turn the inner race of the outer bearing w i t h your finger.

Check that the bearing turns smoothly and quietly, and that
the bearing outer race fits securely. Replace the bearing if
necessary.
BEARING
NOTE
. Some models use t w o ball bearings.
SHOE SPRING
Refer t o page 12-13 for bearing replacement.
\ ,DRIVE PLATE
CLUTCH SHOE REPLACEMENT
Remove the snap rings and washers, then remove the clutch
shoes and shoe springs from the drive plate.
NOTE
Some models use one retainer plate instead of three
snap rings.
Check the shoe springs for damage or loss of tension. CLUTCH SLOE SNA; RING
Check the damper rubbers for damage or deformation; replace

as necessary.
Apply a small amount of grease on the pivot pins.
Install new clutch shoes on the pivot pins and push them into DAMPER RUBBER
place.
I A
Use a small amount o f grease o n the pivot pin and keep grease
off of the brake shoes. Replace the brake shoes if there is any
grease on them.
CAUTION
Grease or oil damages clutch shoes and can lead to a
I
CLUTCH SHOE

12-12 O HONDA MOTOR CO.. LTD.
Use pliers t o hook the springs to the shoes. I SHOE SqRlNG
Install the snap rings and washers or retainer plate onto the
pivot pins.
DRIVEN FACE BEARING REPLACEMENT
Remove the inner bearing.
NOTE
If the driven face has an oil seal at inner bearing side,
remove the oil seal first.
If a ball bearing is used on the inside, remove the snap
rin~ first then remove the bearina.
Remove the snap ring then drive out the outer bearing toward
the inner bearing side.
Drive a new outer bearing into place with the sealed end
toward the outside.
Install the snap ring securely.
Apply the specified amount of specified grease as shown.

Mitsubishi HD-3
Nippon Sekiyu Lipanox Deluxe 3
ldemitsu Coronex 3
Sta-Lube MP #3141
Bel-Ray Moly Lube 126 EP#O

lnstall i n a new inner bearing.

SEALED SIDE
NOTE I I
-
. lnstall the bearing w i t h the sealed side facing out.
lnstall the needle bearing using a hydraulic press. lnstall
the ball bearing by driving it in or using a hydraulic press.
lnstall the snap ring into the groove in the driven face.
lnstall a new oil seal with the lip toward the bearing (if
required).
CLUTCHIDRIVEN PULLEY ASSEMBLY 1 OIL SEALS
lnstall new oil seals and O-rings on the movable driven pulley
face.
Lubricate the inside of the movable face with the specified

amount of grease.

Mitsubishi HD-3
Nippon Sekiyu Lipanox Deluxe 3
ldernitsu Coronex 3
Sta-Lube MP #3141
Bel-Ray Moly Lube 126 EP#O
lnstall the movable face on the driven pulley face.
Install the guide pins, or guide pins and guide pin rollers.
MOVABLE DRIVE1N
PULLEY FACE I GUIDE PIN
L
GUIDE PIN
ROLLER
RIVE^ PULLEY FACE G U ~ D EPIN

I
lnstall the seal collar.
SEAL COLLAR
\

Assemble the driven pulley, spring and clutch in the clutch

spring compressor. Compress the assembly by turning the tool
handle until the lock nut can be installed.
Clamp the clutch spring compressor in a vise and tighten the

lock nut t o the specified torque using the lock nut wrench.
Remove the spring compressor.
Install the clutchldriven pulley and drive belt onto the drive
shaft (see page 12-5).

MEMO
13. TRANSMISSION
SERVICE INFORMATION 13-1 TRANSMISSION DISASSEMBLY 13-6
TROUBLESHOOTING 13-1 TRANSMISSION INSPECTION 13-6
SYSTEM DESCRIPTION 13-2 TRANSMISSION ASSEMBLY 13-7
SERVICE INFORMATION
@ Refer t o the Model Specific manual for proper servicing information on the particular model in question.
TROUBLESHOOTING
Hard t o shift
. Improper clutch operation

lncorrect engine oil weight
..lncorrect clutch adjustment

Bent shift forks
Bent fork shaft
..
Bent fork claw
Damaged shift drum cam grooves
.
Bent shift spindle
Transmission jumps out of gear

Worn gear dogs or slots
.
.. Bent fork shaft
Broken shift drum stopper
. Worn or bent shift forks

Broken shift linkage return spring
Date of Issue: Sep., 1 9 8 8

TRANSMISSION
SYSTEM DESCRIPTION
GEARSHIFT MECHANISM
CONVENTIONAL TYPE
The gearshift mechanism consists of three gearshift forks, a gearshift drum, a gearshift arm, a shift drum stopper and a gear-
shift positive stopper. When the gearshift pedal is depressed the gearshift spindle rotates, causing the gearshift arm t o rotate
the shift drum. When the shift drum rotates, the shift forks move sideways due t o the cam action of the groove cut in the shift
drum bodv.
LEFT GEARSHIFT FORK

CENTER GEARSHIFT
RIGHT GEAR-
SHIFT FORK
RIGHT GEARSHIFT FORK TRANSMISSION MAINSHAFT
LEFT GEARSHIFT FORK

& TRANSMISSION
COUNTERSHAFT
SHIFT DRUM STOPPE
GEARSHIFT POSITIVE STOPPE
GEARSHIFT SIDE PL EARSHIFT RETURN SPRING
GEARSHIFT PEDAL GEA~SHIFTSPINDLE

13-2 o HONDA MOTOR CO., LTD.
TRANSMISSION
PLANETARY GEAR TYPE

This system is comprised of a shift spindle assembly, guide plates, drum shifter, and t w o stopper assemblies
The shift spindle assembly is comprised of the shift spindle, and the three planetary gears
The shift spindle assembly, plus the guide plates, transmit the gear shifter movement to the sun gear on the drum shifter. As
the drum shifter turns, one of its pawls will engage a detent in the shift drum, turning the drum.
Turning the drum causes the shift forks t o move by the same cam action as with, the conventional type shift mechanism.
The t w o stopper assemblies locate the shift drum at the proper gear and neutral positions
DRUM SHIFTER
RATCHET PAWL 1
SHIFT
PLANETARY GEAR PLANETARY GEARS
SHIFT ARM
PIN
IFT DRUM
STOPPER PLATE

o HoNDA MOTOR co.,LTD. 13-3
TRANSMISSION
Shift Start RATCHET PA CHET PAWL

Pushing down on the shift pedal turns the spindle
counterclockwise. Because the gear plate is fixed, the
planetary gears turn clockwise, turning the drum shifter
counterclockwise.
As the drum shifter turns counterclockwise, the right pawl

engages the detent in the shift drum, while the left pawl is
pushed out of the way into the shifter by the guide plate. With
the pawl engaged, the drum shifter turns the shift drum, mov-
ing the shift forks into place.
Shift Finish
To prevent the drum from rotating too far, a shift drum stopper
plate is used. The shift drum stopper plate rotates on an eccen-
tric pivot moved by the spindle assembly.
As the spindle reaches the end of its travel, one leg of the stop-
per plate is moved up to contact a positive stop on the shift
drum. At the same time the spindle assembly is prevented
from moving too far by the shift arm stopper pin. PROJECTION
SHIFT ARM
STOPPER PI RUM STOPPER PLATE
Shift Return
When the shift pedal is released, the shift return spring brings
the spindle assembly back to the centered position.
At this time, the drum shifter rotates and the ratchet feature
allows the right pawl to disengage from the shift drum. As the
drum shifter rotates, the drum stopper arm prevents the shift
drum from moving. ,RATCHET GUIDE
PLATE

TRANSMISSION
CONSTANT MESH TRANSMISSION

The constant mesh transmission consists of the following
components:
The mainshaft, with its fixed and sliding gears.
The countershaft, with its fixed and sliding gears.
. The shift forks.
The shift drum.
Power is transmitted through the clutch t o the mainshaft
From the mainshaft, power may be transmitted through

several gear sets t o the countershaft.
M1 through M 5 are the gears on the mainshaft and C1 through

C5 are the countershaft gears.
The gear sets are comprised of opposing gears, one gear on

each shaft.
The illustration on the right shows the gear sets, pairing the
mainshaft number with the countershaft number ( M l I C l ,
M2iC2, etc.).
Selection of the proper gear set is done by moving a sliding

gear into contact with the gear set desired.
Connection of the sliding gear and the gear set is done using
dogs and dog holes on the sides of the gears.
In the illustration, gears M3, C4, and C5 are the sliding gears.
1 /
CRANKSHAFT I-
The sliding gears are moved by shift forks which ride on the
shift drum. Cam grooves cut in the shift drum move the shift
forks as the drum rotates.
Rotation of the shift drum is done by working the gearshift

pedal.
The relative positions of the transmission at the respective changing position are shown below
2nd gear
3rd gear

TRANSMISSION
TRANSMISSION DISASSEMBLY
SNAP RINGS
NOTE \I
. Keep track of the disassembled parts (gears, bushings,
washers, and snap rings) by stacking them on a tool or
slipping them onto a piece of wire.
Do not expand the snap ring more than necessary for
removal. To remove a snap ring, expand the snap ring
and pull it off using the gear behind it.
TRANSMISSION INSPECTION 0
.-
Gears:
lnspect teeth-for damage or excessive wear.
lnspect dogs and dog holes-for damage excessive wear.
Measure the gear I.D. (except splined holes and holes
with needle bearings)
Bushings:
lnspect for wear or damage.
Measure the I.D. and O.D.
Calculate the gear-to-bushing and bushing-to-shaft
k.-."I
clearances
Mainshaft, Countershaft
lnspect spline groove and sliding surface for abnormal
wear or damage.
Measure O.D. at the gear sliding areas.
Calculate the gear-to-shaft and shaft-to-bushing clear-
ances.

TRANSMISSION
Shift Drum 1
The guide groove for abnormal wear or damage.
The bearing for excessive play or damage (if required)
GUIDE &OOVES
..
Shift Fork , ,
For deformation or abnormal wear.
Measure the fork claw thickness.
Measure the I.D. of the shift fork.
NOTE
. Some fork claws are measured at A and C (claw ends).
Others are measured at B (the center).
..
Shift Fork Shaft
For damage and straightness.
Measure the O.D. at the shift fork areas.
I
.
A ,~, o l vmolvbdenum disulfide arease
" -
t o all slidina surfaces of
the mainshaft, countershaft and bushings t o ensure initial
lubrication. GEAR
I ClpCLlP
Reassemble all parts into their original positions. THRUST
L O A > K
NOTE
. Always install the thrust washers with the chamfered
. (rolled) edge facing away from the thrust load.
After installing a snap ring, slightly open the ring and
rotate in its groove t o be sure is fully seated.
it it
. Do not use worn snap rings which could easily spin in the
groove. It would be too loose t o properly seat in the
groove. Align the gap in the snap ring with the groove of
the spline.

o HoNDA MOTOR co.. LTD. 13-7
Install the lock washer by aligning its tabs with the grooves SPLINE W A S H t H
of the spline washer.
Do not forget to install the thrust washer at the end of th
I
mainshaft and countershaft. 1
Align oil hole in the bushing or gear with shaft oil hole OIL HOLES
ALIGN
Install the shift forks in the correct positions according to the

location mark on each fork.
"L" mark: Left side of the crankcase
"C" mark: Center of the crankcase
"R" mark: Right side of the crankcase
Turn the mainshaft or countershaft to ensure that the gears

turn smoothly after reassembly.
I I
Date of Issue March, 1995
14. CRANKCA E/CRAN KSHAFT
SERVICE INFORMATION 14-1 CRANKSHAFT MAIN BEARING 14-3
TROUBLESHOOTING 14-1 CONNECTING ROD BEARINGS 14-8
SYSTEM DESCRIPTIONS 14-2 CONNECTING ROD 14-10
CRANKSHAFT INSPECTION 14-3
SERVICE INFORMATION
Refer to the Model Specific manual for removallinstallation of the crankshaft.
a Mark and store the bearing inserts to be sure of their correct locations for reassembly. If the inserts are improperly installed
they will block the oil holes, causing insufficient lubrication and eventual engine seizure.
TROUBLESHOOTING
Excessive noise
Worn connecting rod big end bearing
. Bent connecting rod
Worn crankshaft main bearing

SYSTEM DESCRIPTIONS
The crankshaft changes the reciprocating action of the piston
and connecting rod into rotary motion, so the energy can be ----- Reciprocating movement
1
transmitted t o the clutch and transmission.
It is necessary that the reciprocating and rotating components

are properly balanced t o produce a smooth running engine.
---- Rotary movement
Stresses on the components increase proportional with an in-
crease in rpm's.
Because of this increased stress, it is critical that the balance is

maintained when components are replaced.
There are t w o types of crankshafts; the assembly type in issernbly-type crankshaft

which the right and left crankshafts are assembled with the aid
of a crank pin, and the single unit type, in which a unibody Crankshaft
crankshaft is employed. In the case of the former, caution / cu
should be exercised when handling it, because if it is dropped,
the crank pin will be knocked out of alignment.
The unit type employs plain-type main bearings.

While the crankshaft is designed to rest directly on the metal
bearing material, strictly speaking, the crankshaft and metals
are lubricated on their surfaces by an oil film.
Consequently, scratches, burrs or dust on the bearing surface

spoils the oil film, leading t o bearing seizure.
Jnit-type crankshaft

CRANKSHAFT INSPECTION
SIDE CLEARANCE FEELER GAUGE
Measure the side clearance by inserting the feeler gauge

between the crankshaft and connecting rod big end as shown.
RADIAL CLEARANCE (ASSEMBLY-TYPE DlAL INDICATOR

CRANKSHAFT ONLY)
Measure the side clearance at the connecting rod big end with
a feeler gauge. Replace the crankshaft if the service limit is
exceeded.
Measure the connecting rod radial clearance in both X and Y

directions.
Replace the crankshaft if the service limit is exceeded.
Measure the crankshaft runout using dial indicators. DIAL iNDlCATOR
NOTE
MEASURING POINTS /
. The single unit crankshaft uses the plain bearings at the
. main journal. Excessive runout can cause engine seizure.

Refer t o the Model Specific manual for measuring and
supporting points.
CRANKSHAFT MAIN BEARING G

OIL CLEARANCE INSPECTION
NOTE
. Main bearings may be either two-piece or one-piece
bushing types.
Check the bearing inserts for unusual wear, damage or peeling

and replace as necessary.
I
I PEELiNG DAMAGE
Date of issue: Sep., 1988

o HoNDA MOTOR CO., LTD. 14-3
CRANKCASEICRANKSHAFT
Two-Piece Type:
Wipe all oil from the bearing inserts and journals PLASTIGAUGE
Reinstall the upper crankcase's main bearing inserts, then

carefully lower the crankshaft in place.
Put a piece of plastiguage on each journal
NOTE
Do not rotate the crankshaft durina the insoection.
Install the main bearing inserts on the correct journals in the

lower crankcase, then assemble and tighten the bolts evenly in
2 or 3 steps t o the specified torque.
-
Remove the lower crankcase and measure the compressed
plastigauge on each journal.
If the clearance is beyond the service limit, select the correct

replacement bearings.
One-piece Type

Measure and record the main bearing I.D. ,CYLINDER GAUGE
Calculate the oil clearance by subtracting the journal O.D. from

bearing I.D. Replace the bearing if the service limit is
exceeded.
MAlN BEARING SELECTION

I
'Two-piece Type:
Record the crankcase I.D. code letters.
NOTE
Letters (A, B or C) on the upper crankcase are the codes
for the main journal 1.D.s from left t o right.
Record the corresponding main iournal O.D. code numbers (or I

measure the main journal O.D.).
NOTE
Numbers (1, 2 or 3) on each crank weight are the codes
for the main journal 0.D.s from left t o right.
Cross reference the case and journal codes to determine the

replacement bearing color code.
COLOR CODE
Example:
ID. code on the crankcase: A
0.0. code on the crankshaft: 1
Bearing color code: Pink
CRANKCASE I.D. CODE

A B C
MAIN 1 Pink Yellow Green
-
-
2 Yellow Green Brown
O.D.
CODE 3 Green Brown Black

,CYLINDER GAUGE
One-piece Type
NOTE
/; Some bearings cannot be replaced. Refer t o the Model /
Specific manual for complete information. 1
Press the old bearing out of the crankcase (page 17-71
Record the I.D. code letter (A, B or Cl, or measure the

crankcase I.D. after the bearing has been removed.
I I.D. CODE
Record the main journal O.D. code number ( 1 . 2 or 31
Cross-reference the case and journal codes t o determine the COLOR CODE
replacement bearing color code.
Example:
/
I.D. code on the crankcase: A
O.D.code on the crankshaft: 1
Bearing code: Brown
IMAIN 1
A
CRANKCASE I.D. CODE
Brown
B
Black
JOURNAL _
O.D.
2 Black Blue
CODE
BEARING INSERT
REMOVAL
Two-piece Type
Carefully remove the bearing inserts from the crankcase
Wipe all oil from the insert seating areas.
Date of issue: Sep., 1 9 8 8

One-piece Type: ATTACHMENT
AND DRIVER
Press out the main bearing using the special tool and hydraulic
press.
CAUTION
. When removing bearings, always use a hydraulic press
and bearing removal tool t o prevent crankcase damage.
MAlN BEARING INSTALLATION
Two-piece Type:
Install the main bearings into the crankcase
The bearing tabs should be aligned with the grooves in the

case and caps.
Apply molybdenum disulfide solution t o the upper and lower

main bearings.
Mark a line perpendicular t o the bearing surface fromeach

edge of the notch as shown.
Apply molybdenum disulfide grease t o the outer face of the

bearing.
Place the bearing in the crankcase by aligning the t w o lines

with the crankcase qroove. Press it into dace usina a hvdraulic I MAlN BEARING ~
I
p p ~ ~ ~
\ DRIVER AND MAIN

press.
\\ - I I /' ATTACHMENT BEARING
CAUTION
Take care not t o damage the inside surface of the new
bearing during installation.
C R A N K C A S ~GROOVE

o HONDA MOTOR co.. LTD. 14-7
CONNECTING ROD BEARINGS

OIL CLEARANCE INSPECTION
Check the bearing inserts for unusual wear or damage and
DAMAGE
Wipe all oil from the bearing inserts and crankpins.

Put a piece of plastigauge on each crankpin.
NOTE
Do not put the plastigauge over the oil hole in the
crankpin.
Install the bearing caps and rods on the correct crankpins, and
tighten them evenly.
NOTE
- Do not rotate the crankshaft during inspection.
Remove the caps and measure the compressed plastigauge on

each crankpin.
If the rod bearing clearance is beyond tolerance, select

replacement bearings.

14-8 o HONDA MOTOR CO., LTD.
4-STROKE
BIG END BEARING SELECTION
Record the corresponding rod I.D. code number (1, 2 or 3) or

measure the I.D, with the bearing cap installed without bearing
inserts.
I
1.D CODE NUMBER
,espondir ~gcrankc)in O.D. co de letter 1

or measure the crankpir1 O.D.
O.D. CODE LETTER
Cross-reference the crankpin and rod codes t o determine the COLOR CODE
replacement bearing color. (THICKNESS SHOWN)
Example:
Crankpin code: A
Connecting rod code: 1
Bearing code: Pink
The pink code bearing should be selected
0
CRANKPIN I.D. CODE
I
CONNECTING 1
ROD I.D. CODE
Yellow Green

BEARING REPLACEMENT I BEARING INSERTS
Remove the bearing inserts from the connecting rod and cap.
OIL HOLE
Wipe all oil from the connecting rod and the new bearing
inserts.
Install the bearing inserts by aligning the tabs with the grooves
in the connecting rod and cap.
-
The oil hole in the connecting rod should be aligned with the
bearing insert oil hole.
Apply molybdenum disulfide solution to the inside bearing sur-
face for initial lubrication.
NOTE
Molybdenum disulfide solution is a mixture of equal parts
CONNECTING ROD
SELECTION (MULTI CYLINDER ENGINE)
When replacement of the connecting rods requires balancing

of the weights, refer to the Model Specific service manual,
select the connecting rods and replace.
NOTE
The stamped Alphabet code is the weight code.
INSTALLATION
Coat the inside bearing surfaces with molybdenum disulfide

solution for initial lubrication, and install them into the original
positions and directions.
NOTE
Molybdenum disulfide solution is a mixture of equal parts
and engine oil.
If the connecting rod has an oil hole, install the rod so that the
hole is "behind" the crankshaft rotating direction as shown.

Install the bearing caps and connecting rods on the correct

crankpins.
original positions.
Do not rotate the crankshaft and connecting rods during
Oil the threads of the connecting rod bolts and nuts so that the
bolts will be tightened evenly. Tighten the nuts t o the specified
torque.
After tightening, check that the connecting rods move freely
without binding.

o HoNDA MOTOR CO.. LTD. 14-11
MEMO
AL DRIVE/ UTPUT SHAFT
SERVICE INFORMATION 15-1 OUTPUT SHAFT 15-2
TROUBLESHOOTING 15-1 FINAL DRIVE 15-5
SYSTEM DESCRIPTION 15-2
SERVICE INFORMATION
e Inspect the gear contact pattern and backlash whenever you replace the bearings, gears or gear case. Extension lines
plotted from the gear engagement surfaces should intersect at one point.
I
1 ,POINT OF INTERSECTION
0 Check the ring gear-to-gear case cover stop pin clearance whenever the ring gear is removedfreplaced.
e Replace the final drive shaft, side gear case, output shaft, and the ring and pinion gears of the final gear case as a set.
0 Protect the gear case with a shop towel when holding it in a vise. To avoid damaging the case, do not clamp it too tight.
0 When tightening the lock nut with a lock nut wrench, the actual torque on the nut is greater than the reading by the length
of the lock nut wrench
Refer to the Model Specific manual for the specified torque. Do not overtighten the lock nut.
a Gear tooth engagement:
TOE (inside of gear)
%
COAST SlDE
(contacted when engine brake
is applied.)
HEEL
-
(outside of gear)
power is applied)
(contacted
DRIVE SIDEwhen engine
TROUBLESHOOTING
.-
Excessive noise in final drive
Worn or damaged ring gear and driven flange
Excessive rear wheel backlash
. Worn drive shaft splines
..
Damaged driven flange or wheel hub
Worn or damaged pinion gear andlor pinion joint splines ..
Excessive backlash between ring gear and pinion gear
Worn driven flange and ring gear splines
-
Excessive backlash between pinion and ring gear.
Low oil level .
Excessive play in final drive case bearings
Worn drive shaft, universal joint andfor pinion joint
splines
Excessive noise in side gear .Excessive play or worn universal joint bearing.
. Worn or damaged output shaft and final drive shaft
Oil leak at final gear case
. gears
. Clogged breather hole
- Worn or damaged side gear case bearing
Incorrect adjustment shim -
.
Too much oil
Faulty oil seal(sl

FINAL DRIVE/OUTPUT SHAFT
SYSTEM DESCRIPTION OUTPUT DRIVE GEAR

DAMPER
CAM OUTPUT
Power from the engine is transmitted t o the rear wheel as \ \ GEAR
follows:
Countershaft (or output drive gear) -+ output driven gear -, OUTPUT

drive shaft--> pinion gear- ring gear-,rear wheel. DRIVEN GEAR
To prevent harsh or jerky acceleration or deceleration, a

damper spring is placed in the drive line. The spring absorbs
sudden applications of torque and provides smooth staffs and
stops.
A damper mechanism is attached t o either the output gear DRIVE SHAFT

case or the drive shaft.
Unlike a drive chain, the gear driven system requires only

periodic gear oil changes for maintenance.
DAMPER
MECHANISM G
L
OUTPUT SHAFT
REMOVAL
I OUTPUTGEAR
\
NOTE
- When a damper spring is installed at the output gear,
remove the side gear case only after the damper spring
has been removed. Follow the steps below.
Refer t o the Model Specific manual for output shaft
removal.
Remove the output gear.
Using the damper spring compressor, compress the damper SPRING COMPRESSOR
spring and remove the snap ring. Remove the damper spring
compressor and then take out the damper cam and damper
spring.
SNAP RING D ~ M P E RSPRING

FINAL DRIVEIOUTPUT SHAFT
INSPECTION
DOG HOLES
Check the gear and the dog holes for abnormal or excessive
wear, or signs of insufficient lubrication; replace as necessary.
Measure the gear I.D.. Replace the gear if the service limit is
exceeded.
Check the bushing for wear or damage.
Measure the bushing I.D. and O.D.. Replace the bushing if

Calculate the gear-to-bushing clearance. Replace either
component if its service limit is exceeded.
Measure the 0.D.of the countershaft or output drive shaft at

the sliding area. Replace the shaft if the service limit is
exceeded.
Calculate the shaft-to-bushing clearance. If it is beyond the

service limit, determine if a new bushing would bring the
clearance within tolerance. If so, replace the bushing. If the
clearance still exceeds the service limit with a new bushing,
replace the shaft.
Measure the damper spring free length. Replace the

the free length exceeds the service limit.
BACKLASH INSPECTION
Clamp the output gear case in a soft jaw vise or use a shop
towel to cushion the case.
Set a horizontal type dial indicator on the countershaft or

output drive shaft as shown
Hold the driven gear with the shaft holder and rotate the shaft
by hand until gear slack is taken up.
Turn the countershaft or output drive shaft back and forth to

read the backlash
Remove the dial indicator. Turn the countershaft or output

drive shaft 120" and measure backlash. Repeat this procedure
once more.
Compare the difference between the three measurements.

If the difference in measurements exceeds the limit, the shaft

bearing is probably not installed squarely, Inspect the bearing
and reinstall if necessary.
If backlash is excessive, replace the countershaft or output

drive shaft adjustment shim with a thinner one.
I f the backlash is too small, replace the countershaft or output

drive shaft shim with a thicker one.
I SHIM
Gear tooth contact pattern check

Remove the countershaft or output drive shaft from the side
gear case.
I OUTPUT SHAFT GEAR
\
Apply Prussian Blue to the output drive gear teeth.
Install the countershaft or output drive shaft and the shim
Rotate the drive shaft several times i n the normal direction of

rotation.
Remove the shaft and check the gear tooth contact pattern.
Contact is normal if Prussian Blue is transferred t o the NORMAL

approximate center of each tooth.
If the pattern i s not correct, remove the output driven shaft

and replace the shaft adjustment shim.
COUNTERSHAFT
OR OUTPUT
DRIVE SHAFT
HEEL
DRIVE SlDE COAST SIDE

I
Replace the shim with a thinner one if the contact pattern is CONTACT TOO HIGH
too high (on the face end).
4
t FACE-
FLANK
DRIVE SlDE COAST SlDE
C
Replace the output shaft adjustment shim with a thicker one CONTACT TOO LOW
if the contact is too low (on the flank end) m
INSTALLATION SPRING COMPRESSOR
Refer to the Model Specific manual for side gear case

installation.
If the damper spring was removed, install it according t o the

following procedure:
Place the damper spring and damper cam over the shaft.
Install the damper spring compressor and compress the spring,
then install the snap ring securely.
FINAL DRIVE
REMOVAL
Drain the final gear oil and remove the rear wheel.
Remove the mounting nuts, and remove the final drive
assembly.
DRIVE SHAFT REMOVAL
W i t h Damper Case:
Hold the drive shaft in a soft jaw vise and separate the final
gear case from the drive shaft.
CAUTION
Use care w h e n clamping the damper case section of
the final drive assembly in a vise to avoid damaging
it.

-,. n - " , I
UIL >tHL
Without Damper Case:
Separate the drive shaft from the final gear case by gently
I
turning the drive shaft and pulling.
Remove the spring and oil seal.
DRIVE SHAFTIDAMPER DISASSEMBLY
Drain the oil from the damper case.
Set the drive shaft in the shock absorber compressor with the
proper attachments.
DRIVE SHAFT ATTACHMENT
Compress the damper spring and remove the stop ring. STOP RING
Remove the tool.

spring seat
damper cam
..damper lifter
damper case
.O-ring
snap ring
spring
Date o f issue: March. 1995

Remove the oil seal, oil seal guide and damper spring from the DAMPER CASE
damper case. /
OIL SEAL
DRIVE SHAFT INSPECTION
Check the drive shaft splines for excessive or abnormal wear; DAMPER-LIFTER
If the splines are wear-damaged, check the universal joint

splines also.
Check the damper cam and lifter for damage: replace as
SPLINE
'ER CASE A SSEMBLY
Install the spring in the damper case.
Install the oil seal guide and a new oil seal using the special
tool.

DAMPER CASE
Install a new O-ring onto the drive shaft.
\
Install the shaft spring and secure the snap ring
Insert the drive shaft into the damper case.
SPRING
Install the damper lifter, damper cam and spring seat.

\
DAMPER LIFTER
Set the drive shaft in the shock absorber compressor and com-
press the spring.
Set the stop ring securely into the groove on the drive shaft.
Remove the tools.
DRIVE SHAFT INSTALLATION
With Damper Case:

Fill the damper case with the recommended type and amount
of gear oil.
I I
Hold the drive shaft upright to avoid spilling the oil
Carefully position the gear case on the shaft
CAUTION
Avoid damaging the damper case oil seal during
assembly.
Without Damper Case:

Install a new oil seal, stop ring and spring, then install the
shaft on the final drive assemblv.
UNIVERSAL JOINT INSPECTION UNIVERSAL JOINT
Check that the universal joint moves smoothly without binding BEARINGS
or noise.
Check the splines for wear or damage and replace the joint if
A
necessary.
Install the universal joint on the output shaft, then install the
swingarm.
v
SPLINES

FINAL DRIVE INSPECTION RlNG GEAR SHAFT
Turn the pinion joint and check that the ring gear turns
smoothly and quietly without binding.
If the gear does not turn smoothly or quietly, the bearing may
be improperly installed, andlor pinionlring gear may be
damaged.
Check the backlash first, then service the appropriate

component(s).
BACKLASH INSPECTION PINION JOINT HOLDER
Remove the oil filler cap.
Set the final gear assembly into a jig or vise with soft jaws.
Hold the pinion gear splines with pinion joint holder.
Seta horizontal type dial indicator on the ring gear through the
oil filler hole.
Turn the ring gear back and forth to read backlash
Remove the dial indicator and the pinion joint holder. Turn
the ring gear 120' and reinstall the pinion joint holder.
Reinstall the dial indicator and measure backlash. Repeat
this procedure once more.
If the difference in measurements exceeds the limit specified in

the Model Specific manual, it indicates that the ring gear
bearing is not installed squarely.
Inspect the bearing and reinstall if necessary.
If backlash is excessive, replace the ring gear shim with a

thicker one.
If the backlash is too small, replace the ring gear shim with a
thinner one.
I RlNG GEAR h l M
I
I
RING GEAR REMOVALISHIM REPLACEMENT I DISTANCE COLLAR
Remove the distance collar.
Remove the bolt and dust guard plate.
I BOLT DV'ST GUARD PLATE
Loosen the case cover bolts in a crisscross pattern in 2 or 3 GEAR CASE COVER BOLTS
steps. \ /
Remove the gear case cover
If the ring gear stays in the cover:
Support the cover horiznotally with the ring gear facing

down, and press the gear out using a hydraulic press.
TTACHMENT
,, ,,
' RlNG GEAR
Remove the ring gear from the case. O-RING GUIDE

I
Date o f Issue: March.1995

BEARING PULLER
Remove the ring gear bearing using a bearing puller. LE)
(COMMERCIALLY
NOTE
. This bearing may not need t o be replaced after removal.
However, inspect the bearing for noise and/or excessive
play after removal
RING GEAR BEARING AT'TACHMENT
RlNG GEAR
Replace the bearing adjustment shim. \ BEARINC
NOTE -------,
gear set, pinion bearing andlor gear case are
replaced, install a new shim. (Refer t o the Model Specific
manual for shim thickness.) 1
Place the bearing on the ring gear.
Drive the bearing over the shaft squarely
BEARING
Install a new O-ring onto the O-ring guide.

DRIVER
Drive the O-ring guide into the ring gear.
7
ATTACHMENT

15-12 O HONOA MOTOR CO.,LTD.
Remove and discard the oil seal.
Install a new oil seal.
Install the ring gear into the gear case cover. s

Measure the clearance between the ring gear and the ring gear
stop pin with a feeler gauge.
If the clearance exceeds the limit, remove the ring gear. Heat
the gear case cover t o approximately 8 O C (17CF) and STOP PIN RING GEAR
remove the stop pin by tapping the cover.
. To prevent burns, always wear insulated gloves when

handlina the heated aear case.
Heat the case cover evenly and slowly t o prevent warpage. Do

not heat small areas individually.
CAUTION
- Case cover warpage can occur if the cover is not heated
properly.
/
STOP PIN
\
SHIM
Select a stop pin shim that will provide the correct clearance.
Install the shim and drive the stop pin into the case cover.
Clean all sealing material off the mating surface of the gear
case and cover.
NOTE
. Keep dust and dirt out of the gear case.

Be careful not t o damage the mating surfaces.
Check the gear tooth contact pattern after the ring gear shim
has been replaced (see page 15-14].

GEAR TOOTH CONTACT PATTERN CHECK

I Apply Prussian blue.
Apply a thin coat of Prussian Blue to the pinion gear teeth for a
gear tooth contact pattern check.
Place the wave washer and ring gear into the gear case.
W&E WASHER
Apply gear oil t o the lip of the oil seal on the gear case cover
and install the gear case cover.
Tighten the cover bolts in 2 or 3 steps until the cover evenly

touches the gear case, then tighten the 8 m m bolts t o the
specified torque in a crisscross pattern in t w o or more steps.
Next tighten the 10 mm bolts to the specified torque.
..Remove the oil filler cap from the final gear case. NORMAL
Rotate the ring gear several times in the normal direction of

rotation.
eck the gear tooth contact pattern as marked by the

russian Blue through the oil filler hole.
Contact is normal if the Prussian Blue is transferred to the ap-

proximate center of each tooth and slightly t o the flank side.
FLANK FLANK
If the pattern is not correct, remove and replace the pinion I TOO HIGH

Replace the pinion shim with a thinner one if the contacts are I TOO LOW
too low.
DRIVE SlDE COAST SIDE
PINION GEAR REMOVALISHIM REPLACEMENT PINION JOINT HOLDER

I
Place the final gear case in a soft jaw vise or use a shop towel
Install the pinion joint holder onto the pinion joint and remove
the pinion shaft nut.
Remove the tool and the pinion joint.
Remove the bolt and the retainer lock plate. BOLT RETAINER
I WRENCH
Remove the pinion retainer with the pinion retainer wrench.
LOCK PLATE
Pull off the pinion assembly with the pinion puller.
I PINION PULLER

Remove the O-ring from the pinion shaft. BEARING BFARING PULLER
Pull the bearing outer and inner races from the shaft with the
bearing puller.
NOTE
This bearing may not need to be replaced after removal.
However, inspect the bearing for noise and/or excessive
play after removal
I
I O-RING
Replace the pinion shim. ,PINION SHIM

NOTE
If the gear set, pinion bearing, ring gear bearing and/or
gear case are replaced, the shim must be replaced.
(Refer to the Model Specifit manual for shim thickness.)
-
Drive the pinion gear bearing onto the pinion gear using the
special tool.
DRIVER
Apply gear oil to a new O-ring and install it on the pinion gear.
ATTACHMENT
PINION
BEARING
Remove and discard the O-ring and oil seal from the bearing OIL SEAL
/
retainer.
Install a new oil seal on the retainer.
Coat a new O-ring with gear oil and install it.

PINION GEAR INSTALLATION

Place the gear case in a soft jaw vise or use a shop towel
Drive the pinion assembly into the gear case until the gear case
threads will accept pinion retainer threads.
CAUTION
. Be careful not to damage the gear case when driving the
pinion assembly in.
Apply gear oil to the bearing retainer, oil seal lip, and the
pinion retainer threads.
Screw in the pinion retainer to press the pinion bearing in

place, then tighten the retainer t o the specified torque.
Install the appropriate lock plate, depending on the position of LOCK PLATE
the pinion retainer grooves in relation to the lock plate tabs
when the retainer is properly torqued.
NOTE
/ . The lock plates are available in the t w o types shown. I v'
TABS
Tighten the bolt to the specified torque
,
BOLT
Apply gear oil to the oil seal lip surface and install the pinion /' PINION JOINT
joint.
I
Screw in the pinion joint nut by hand as far as it goes.
I
NUT

FINAL DRlVElOUTPUT SHAFT
CASE BEARING REPLACEMENT

Heat the gear case evenly to 80C(176"F) using a heat gun
To remove the bearing, hold the gear cace so that the bearing
is horizontal and tap the bearing out of the case with a plastic
hammer.
\
.
1
~~
burns. always wear insulated gloves when

t
handling the heated gear case.
~~~ ~ . ~ ~~~~-
Remove the oil seal and discard it.
Oil the new oil seal and drive it into the case.
Drive a new ring gear bearing into the gear case DRIVER

15-18 (c: HONDA MOTOR CO..LTD.
BREATHER HOLE CLEANING BREATHER HOLE , BREATYER HOLE
Remove the breather hole cap and blow compressed air

through the hole.
BREATHER HOLE CAP
GEAR CASE ASSEMBLYIINSTALLATION
Clean all sealing material off the mating surfaces of the gear
0
case and cover.
NOTE
Keep dust and dirt out of the gear case.
Be careful not t o damage the mating surfaces.
Apply liquid sealant t o the mating surfaces of the gear case

and cover.
Install the gear case cover.
Tighten the cover bolts in 2 or 3 steps until the cover evenly I DISTANCE COLLAR
touches the gear case, then tighten the 8 rnm bolts t o the
specified torque in a crisscross pattern in t w o or more steps.
Next, tighten the 10 m m bolts t o the specified torque.
Make sure that the gears rotate smoothly without binding.
Install the dust guard plate and tighten the bolt securely, Install
the collar.
Install the drive shaft (see page 15-8),
Apply molybdenum disulfide grease to the splines of the drive FINAL DRIVE
shaft.
Insert the drive shaft into the universal joint, and attach the
gear case t o the swing arm with the mounting nuts.
After installing the wheel, tighten the gear case mounting nuts ~-
t o the specified torque.
Fill the final drive with the specified type and amount of oil.
NUTS

SERVICE INFORMATION 16-1 TIRE REMOVAL
TROUBLESHOOTING 16-1 TIRE INSTALLATION
WHEEL REMOVALIINSTALLATION 16-2 WHEEL BALANCING
WHEEL BEARING REPLACEMENT 16-10 ATV WHEELITIRE
BASIC TIRE INFORMATION 16-1 1
SERVICE INFORMATION
Support the motorcycle on its center stand andior with a jack or other suitable support under the engine or frame when ser-
vicing the front wheel. Be certain that the motorcycle is secure before proceeding.
In case the motorcycle, scooter or ATV is equipped with tubeless tires, valves, and wheel rims, use only tires marked
"TUBELESS" and tubeless valves on rims marked "TUBELESS TlRE APPLICABLE." Never mount tires designed for use on
automobiles.
enough exolosive force t o cause serious iniurv or death.
TROUBLESHOOTING
Hard steering Front wheel wobbling
. Steering adjustment nut too tight Bent rim*
Faulty steering stem bearings Worn front wheel bearings"
..Damaged steering stem bearings

Insufficient tire pressure*
Faulty tire*
Faultv tire*
Steers to one side or does not track straight Wheel turns hard
. Unevenly adjusted right and left shock absorbers Misadjusted brake
-- Bent fork
Bent front axle: wheel installed incorrectly
Faulty steering stem bearings
Faulty wheel bearing(s)*
Faulty speedometer gear*
Bent frame
Worn wheel bearing(s)*
Worn swingarm pivot
"These items are addressed in this section. All other items are addressed in the Front or Rear Suspension, or Brake Section.

WHEEL REMOVAL/INSTALLATlON
FRONT WHEEL
. cam and anchor pin.

Inhaled asbestos fibers have been found to cause respiratory disease and cancer. Never use an air hose or dry brush to
clean brake assemblies. Use an OSHA-approved vacuum cleaner or alternate method approved by OSHA, designed to
.
-. Raise the vehicle off the ground by placing a jack or other support under the engine.
The speedometer cable and front brake cable must be disconnected.
On vehicles with hydraulic disc brakes, if the wheel cannot be removed with brake caliper(s) installed on the fork legs,
remove the wheel after removina the brake caliper with the caliper bracket attached
. After installing the wheel, checkthat it turns smoothly and without binding
AXLE NUT TYPE
Removal:
Remove the axle nut
Pull the axle from the fork legs while holding the wheel, then
remove the wheel.
Installation
Drum brake: Align the speedometer gearbox retainer tabs with
the cutouts and install the brake drum on the wheel hub.
Install the side collar.
Coat the axle with a small amount of grease
Place the wheel between the fork legs while aligning the boss
on the fork leg with the groove in the brake panel. Insert the
axle through the fork legs.
Turn the front wheel so that the speedometer gear retainer

will engage properly with the wheel hub.
Hydraulic disc brake: Align the stop on the speedometer

gearbox with the boss on the fork leg
Set the wheel so that the brake disc is positioned between the
brake pads. Usecare n o t t o damage the brake pads. Install the
axle.
Tighten the axle nut to the specified torque. (Refer to the

Model Specific manual.)
Connect the cables.

SINGLE HOLDER TYPE
Removal:
Loosen the axle holder nuts.
Loosen the axle while holding the wheel. Remove the axle
Remove the wheel.
Installation
Hydraulic brake:
Place the front wheel between the fork legs while slipping the
disc between the pads. Take care not to damage the pads.
Position the wheel in place and insert the axle through the
wheel.
Loosely install the axle holder with its UP mark facing up and
tighten the axle to the specified torque.
With the front brake applied, pump the front suspension up

and down several times, then tighten the holder nuts t o the
specified torque.
NOTE
The holder nuts should be tightened:
On vertically split type: upper first, then lower nut.
On horizontally split type: front first, then rear nut.
Reconnect the cables
DOUBLE HOLDER TYPE

Removal
Remove the holders from both sides and then remove the
front wheel
Disassembly
Remove the axle nut from the axle, then remove the axle,
collar and speedometer gear.
Assemblv
Install the side collar and speedometer gear box onto the
wheel hub.
Coat the axle with small amount of grease and install the axle.
Tighten the axle nut to the specified torque.

WHEELSITIRES
Installation
Place the front wheel between the fork legs
Set the brake disc between the brake pads carefully. Do not
damage the pads.
Slowly lower the front of the vehicle until the fork legs are
aligned with the axle.
Install the axle holders with the arrow pointing forward and the
speedometer gear box boss aligned with the fork leg stop.
Tighten the upper nuts or forward nuts first; then the lower or
rear nuts.
Reconnect the cables

PINCH BOLT
PINCH BOLT TYPE
Removal
Loosen the axle pinch bolts on the axle bolt side and remove
the axle bolt.
Loosen the axle pinch bolts on the opposite side and remove
the axle while holding the wheel. Remove the front wheel.
AXLE BOLT
Installation
Place the front wheel between the fork legs and work the
brake disc between the pads. Be careful not to damage the
pads.
Install the axle. Tighten the axle bolt to the specified torque.
Align the speedometer gear box stop with the fork leg stop.
NOTE
Make sure that the index line on the axle aligns with the
fork leg surface.
Tighten all the pinch bolts to the specified torque
Refer to the Model Specific manual for the proper torque

values.
Check the clearance between the brake disc and the caliper
bracket on each side after installation. The clearance should be
at least 0.7 mm 10.03 in).
If the clearance is not 0 . 7 mm ( 0 . 0 3 in) or more. loosen the
holder nuts or pinch bolt on the axle shaft side and adjust
the clearance. Then tighten the holder nuts or pinch bolt to
Date of issue: March. 1995

REAR WHEEL
n the brake linings will reduce stopping power. Keep grease off the brake linings. Wipe excess grease off the
cam and anchor pin.
Inhaled asbestos fibers have been found to cause respiratory disease and cancer. Never use an air hose or dry brush to
clean brake assemblies. Use an OSHA-approved vacuum cleaner or alternate method approved by OSHA. designed to
minimize the hazard caused by airborne asbestos fibers.
Support the vehicle securely with the rear wheel off the ground.
Remove the muffler and/or other parts necessary to gain access to the wheel.
. For drum brakes, disconnect the brake rod or cable and the brake torque rod from the brake panel.
For hydraulic disc brakes, it may be necessary to remove the brake caliper. Refer to the Model Specific manual
Note the side collar position and direction so it can be installed properly.
After installing the wheel. make sure that it turns smoothly and without binding.
CHAIN DRIVEN TYPE

Removal
Loosen the axle nut and the drive chain adjusters.
Move the rear wheel forward, and disengage the drive chain
from the driven sprocket.
For mechanical drum brakes, remove the rear brake adjusting

nut and depress the pedal to disconnect the brake rod (or
cable) from the brake arm. If a brake torque rod is mounted
on the brake panel, disconnect the torque rod from the brake
panel by removing the torque rod mounting nut.
Remove the axle nut and the rear axle.
For hydraulic disc brakes, move the caliper assembly away

from the disc to avoid interference.
Remove the rear wheel.
Installation
For drum brakes, install the brake panel and side collar on the
wheel hub.
NOTE
/ Be sure the collar is installed wrooerlv.
Place the rear wheel into the swingarm while laying the drive
chain between the sprocket and wheel hub.
If there is no brake torque rod, insent the stop on the swing-

arm into the groove i n the brake panel when installing the
wheel into the swingarm.

WHEELSITIRES
For hydraulic disc brakes, install the rear wheel by working the AXLE
brake disc between the brake pads. Be careful not to damage
the pads.
With the rear wheel in place, install the axle with the chain
adjuster.
NOTE
On snail cam types, note the proper direction of the
chain adjuster.
Install the chain adjuster and axle nut on the opposite side of
CHA,N CHAIN ADJUSTER
the wheel.
Fit the drive chain over the driven sprocket.
For mechanical drum brakes, connect the brake rod (or cable) CHAIN REAR AXLE
t o the brake arm and install the adjusting nut loosely. If appli-
cable, connect the torque rod to the brake panel and tighten
the torque rod nut to the specified torque.
Adjust the drive chain slack.

Tighten the rear axle nut to the specified torque.
Secure the axle nut and torque rod nut with a new cotter pin
if required.
For mechanical drum brakes, adjust the rear brake pedal free
play.
UE ROD
SHAFT DRIVEN TYPE
Removal
For drum brakes, disconnect the brake rod (or cable) and tor-
que rod from the brake panel.
Remove the axle nut and loosen the axle pinch bolt.
Remove the rear axle.

For hydraulic disc brakes, move the caliper assembly away
from the disc to avoid interference.
Remove the side collar and pull the rear wheel from the final
drive gear. Remove the rear wheel.
Installation
Coat the driven flange with molybdenum disulfide grease.
lnstall the brake drum onto the wheel hub.
Place the rear wheel into the swingarm.

WHEELSITIRES
For hydraulic disc brakes, work the brake disc between the
brake pads. Be careful not to damage the pads.
Align the splines of the driven flange with the splines of ring
gear and push the rear wheel onto the final drive gear.
lnstall the side collar.
NOTE
Be sure the collar is installed properly.
lnstall the axle.

For mechanical drum brakes, connect the brake rod (or cable)
to the brake arm and install the adjusting nut loosely.
Connect the torque rod to the brake panel and tighten the tor-
que rod nut to the specified torque.
Tighten the axle nut first, then tighten the axle pinch bolt to
For mechanical drum brakes, adjust the rear brake pedal free
play.
UNIT SWING TYPE
Removal
Remove the frame covers and exhaust muffler if necessary.
Apply the rear brake and loosen the axle nut. NUT
NOTE
If the rear axle spins with the axle nut, apply torque to
the wrench allowing the scooter t o tilt rearward and the
rear wheel to contact the ground.
Remove the axle nut and the rear wheel
Installation
lnstall the rear wheel by aligning the splines of the wheel hub
with the final drive shaft splines.
Apply the rear brake and tighten the rear axle nut t o the
specified torque.
NOTE
- If the rear axle spins with the axle nut, apply torque to
the wrench allowing the scooter to tilt rearward and the
rear wheel to contact the around.
Install the removed parts.

WHEELSITIRES
PRO-ARM TYPE (CENTER LOCK TYPE)

Removal
Remove the cotter pin
NOTE
. DO not reuse cotter pin. .-
Set the rear wheel t o touch the ground and loosen the wheel WHEEL NUT
nut applying the rear break. /
Using the main stand or equivalent, lift the rear wheel.

Remove the wheel nut, washer (if equipped), center lock
spacer and rear wheel.
Installation
Check the drive pin hole for damage and crack and clean the
contact surface of the rear wheel to the rear axle.
Apply grease to the axle center lock spacer and the contact
surface of the rear wheel
Install the rear wheel aligning the drive pin hole and the wheel
center hole.

16-8 o HONDA MOTOR co ,LTD.
Install the center lock spacer, washer (if equipped) and axle
nut.
Set the rear wheel to touch the ground and tighten the wheel
nut to the specified torque applying the rear break.
Tighten the axle nut to align a groove of the nut to the hole of
the axle (to enable to insert the cotter pin).
NOTE
I: Aligning of the groove and the pin hole should be done

in the tightening direction.
Install the new cotter pin and fold the end to lock the axle nut.
(page 1-1 4)
AXLE INSPECTION
Set the axle in V-blocks. Rotate the axle and measure the
runout using a dial indicator.
The actual runout is 1I 2 of the total indicator reading. Replace

the axle if the service limit is exceeded. (Check the Model
Specific manual for the specified service limit.)

WHEEL BEARING REPLACEMENT
before removing the wheel bearings.
REMOVAL
Remove the wheel.
, .- . . .- .. the dust seal, side collar,

Remove brake drum, and
speedometer gearbox retainer
Rear wheel:
Chain drive type: Remove the driven sprocket.
Shaft drive type: Remove the driven flange
Remove the right and left wheel bearings with the bearing
remover shaft and remover head.
INSTALLATION
NOTE
Right and left bearings have a specific installation order.
Refer to the Model Specific manual for which bearing to
Drive in a new bearing

Check the distance collar for the proper installation directiion
I \ ~p~
/\ 'I
and install the collar.
Install the other bearlng.
NOTE
1 . Replace right and left bearings In pairs
bearings.
30 not re-use
Single side sealed bearings:

Install the bearing with the sealed side facing out.
Fully sealed bearings:
Install the bearing with its StamPeCI size mark toward the
outside
/1

16-10
BASIC TIRE INFORMATION TREAD
CAUTION
Be careful not t o damage the rim area when using tire
mountina tools.
TUBED-TIRE
This type uses an air-filled tube within the tire's casing.
Air pressure drops instantly when a nail or other sharp object
Denetrates the tire and tube.
TUBE VALVE
I TUBE TlRE
TUBELESS TlRE TREAD

In place of a tube, tubeless tires have a inner liner bonded to INNER LINER ,
-7
the inside of the tire. The liner has a special bead area which,
together with a wide-grooved bead seating rim, provides an
effective seal against pressure loss.
Since the thick liner is not separate from the tire, it does not
stretch when inflated and will not burst if punctured. Instead.
the liner closes around the puncturing object to prevent
substantial pressure loss.
TUBELESS TlRE
TlRE CODE
[Inch indicationl
Speed limit code:

IJ1 .... 100 krnlh max.
IN1 ... 140 kmlh max.
[PI ... 150 kmlh max.
Tread width: 4 inch Ply No.: 4-ply rating LSI ... 180 kmlh max.
[HI ... 210 kmlh max.
Speed limit code
[VI ... 210 kmlh min.
Rim diameter: 18 inch [ZRI.. 2 4 0 km/h min.
m
[Metric indicationl
HeightiWidth Ratio = %
Tread width: 170 mm Speed limit code
HeightlTread Ratio = 60%
Radial i!
- Max. load code
Rim diameter: 18 inch
cation mark
Width

o HONDA MOTOR CO.,LTD. 16-1 1
WHEELSITIRES
Tubeless Tire
with enough explosive force to cause serious ln~uryor
Tubeless tires have "TUBELESS" stamped on the sidewalls.

Tubeless tire rims have "TUBELESS TlRE APPLICABLE"
stamped on them. Each rim valve has "Snap-in valve: TR
412" (or TR413) on it.
The rim, bead seating areas, and rim valves are different from
tube-types in construction
Be careful to protect the sealing surfaces when handling and

storing tubeless tires and rims
1 I Tubeless tire rim Tube tire rim
1 SNAP-IN VALVE
"TUBELESS TIRE
APPLICABLE"
"TUBELESS TIRE not stamped
APPLICABLE"
+-i~fampe?
Rim valve
hole 11.5 mm
diameter
Storage
Store tubeless tires upright with a spaceror thick paper placed
between the beads.
If the bead-to-bead clearance is narrower than the rim width.

it will be difficult to mount the tire.
Do not stack or lean tires against each other.
To store the a mounted, pressurized tire, adjust the pressure

to 112 of the recommended amount. Be sure that valve cap is
securely installed
Do not store tubeless tires or rims in these areas:

Where ozone is produced (near a motor or battery
changer)
In high heat areas (near a heater, steam pipe, etc.) WRONG WRONG WRONG
Where oil or grease is stored
In direct sunlight
In wet or humid areas

WHEELSITIRES
TIRE REMOVAL A
Refer to page 16-1 9 for ATV wheel/tire servicing
Remove the wheel.
NOTE
Single brake disc wheels: To prevent damage to the disc.
place the wheel on a level surface with the disc facing
Double brake disc wheels: Remove one disc first, then

place the wheel on a level surface with the other disc
facina uo.
Remove the valve cap and bleed air by depressing the valve
core.
Remove the valve core after bleeding the air completely
Remove the valve stem nut and push the valve stem lightly.
If a bead stopper is installed, loosen the lock nut and push the
bead stopper down.
Collaps-in the bead with a tire bead breaker,
If no tire bead breaker is available, step on the sidewall to

collapse the bead.
NOTE
/ . DO not step on the rim. 1
Work the bead into the rim center and slide the tire out of
position.
NOTE
The tire can be removed easily
collapsed completely.
I RIM CENTER

Lubricate the rim aqd tire mating surfaces with water.
Be sure that the bead is completely collapsed. Install a rim

protector on the rim
With tubed tires, insert the tire lever from the opposite side of
the valve and raise the bead over the rim.
With tubeless tires, insert the tire lever from the valve side and
raise the bead over the rim
CAUTION
/
1
. Toalways
avoid damaaina- - the r i m w h e n using the tire lever. I
.
use r i m protectors. I
NOTE
. Be sure to use motorcycle tire levers.
. Do not apply any from of tire mounting lubricant t o the TIRE LEVER
rim or tire mating surfaces. Use water only.
Insert another tire lever 30-50mm(l t o 2 i d f r o m the first one

and raise the bead over the rim, little by little.
NOTE
. Do not try t o raise the bead too much at one time.
Do not pry against or scratch the bead stopper area wlth
the tire lever.
Repeat the above procedures until half of the bead is

removed, then remove the remaining bead by hand.
Tube-type tire only

Press the valve into the rim hole completely and remove the
tube from the tire.

WHEELSITIRES
Remove one side of the bead using same procedures as

described for tubeless tires.
Remove the tire from the rim
RIM VALVE REPLACEMENT

(TUBELESS TIRE ONLY)
Cut off the rim valve at its base.
Apply mild detergent solution to a replacement valve and

insert it from inside of the rim.
NOTE
. Be sure to use the recommended rim valve.

Do not damage the valve hole.
Replace the rim valve whenever installing a tubeless tire.
WHEEL CENTER ADJUSTMENT

(SPOKE WHEEL ONLY)
The wheel center adjustment is necessary when spoke wheel
has been rebuilt.
The distance indicated is as follows:

A: Between the rim side and the surface standard
B: Rim width (measurement)
C: Between the rim center and the surface standard
NOTE
Refer to the Model Specific manual for the surface
standard and the specific value of "C"
Measure distance B (rim width), and make the following

calculations
Adjust the rim position and distance A by tightening the

spokes to the specified torque in 2 or 3 progressive steps.
Inspect and adjust the wheel rim runout

TIRE INSTALLATION
Refer to page 16-17 for ATV's wheel tire servicing.
For a tubed tire, check the rim band and rim lock to be sure
I
they are installed properly.
motorcycle r i m may cause the tire bead t o separate

from the r i m w i t h enough explosive force t o cause
RIM
CAUTION I
/ .
Always replace rims which have beenbentorhaveenbentorhave\
cracks, as they may cause air leakage.
+ Always replace the r i m i f there are any flaws over 0.
5 m m deep or I.Omm wide o n the bead contact
surface.
Check the overall condition of tire.

Use only water as a lubricant when removing or mounting
tires. Soap or other tire lubricants may leave a slippery residue
that can cause the tire to shift on the rim.
air oressure while ridins and an accident could occur.
NOTE
If the tire has a balance dot (paint mark), install the tire with
this mark aligned with the valve.
If the tire has rotation direction arrow, install the tire with the
mark pointing in the direction of rotation.
Stand the tire upright, hold it with one hand and, starting from
the side opposite the valvle, install one side of the tire on the
rim as much as you can by hand
Be sure to assemble in the sequence shown
Place the wheel on a level surface and install the remaining

portion of the bead using two tire levers.
r
NOTE
/ . Tosurfaces.
aid in assemblv, a.~ .o .l water
. v to the tire and rim mating I
. Do not apply any form of tire mounting lubricant to the

rim or tire matincl surfaces. Use water only. I

WHEELSITIRES
~ -~
Tubed tires only

Inflate the tube with a small amount of air and push into the
7
tire.
Insert the valve through the rim valve hole and loosely install
the stem nut.
Work the tube by hand until it is seated evenly in the rim
center.
Be sure that the tube is not twisted and the valve stem is
straight.
Install the bead on the other side of the tire while holding the
assembled oortion of the bead with vour knee to urevent it I
Install the bead a little at a time, using care not t o damage the
tube or the rim with the tire lever.
After 112 of the bead has been installed, insert the second tire
y, ,
, PROTECTOR
lever at a distance of 30-40 mm (1 t o 2 in) from the first.

Continue working the bead under the rim with the levers in this
proximity until 374 of the bead has been installed
NOTE
/. Hold one tire lever upright to remove the other lever. 1
After 314 of the bead has been installed, check the bead on
the opposite side. Be sure it is still in the center of the rim.
NOTE
The last portion of the bead is more difficult to install.
The rim and bead may be damaged if the bead on the
opposite side of the point where you are working is not
in the rim center.
When only 50-60 m m (2 t o 2 . 5 in) of the bead remains

free, pull the t w o levers up and over.
NOTE
It is important to align the balance dot (paint circle or
spot) with the valve stem. The balance dot indicates the
lightest portion of the tire. Alignment with the valve stem
minimizes the weight needed to balance the wheel and
tire.
Install the valve core.

Use only water as a lubricant when removing or mouting tires. RUBBER HAMMER
Soap or other lubricants may leave a slippery residue which
can cause the tire to shift on the rim.
A tire that shifts on the r i m m a y lead t o a sudden loss

of air pressure while riding and a n accident could
Tap on the tire tread surface with a rubber hammer so that the
tire and rim fit evenly around the circumference.
Be sure that the tire center and rim center are aligned.
Inflate the tire to 1.5 times the standard recommended

pressure to seat the bead on the rim.
Overinflation may cause a tire
NOTE I RIM LINE
For tubeless tires, you may hear a loud sound as the

bead seats onto the rim. This is normal.
For tubeless tires, if air leaks out from between the rim
and bead, let the wheel stand with the valve at the bottom
and increase air pressure while pushing down on the tire.
Check that the tire bead seats on the tire rim securely and the
rim line of the tire is concentric with the rim.
Adjust the tire pressure to the specified pressure.
Check the wheel balance
Tighten the rim lock nut to specified torque (if available)
Tighten the valve stem nut (on tubed tires)
Install the wheel.
RIM LOCK

16-18 o HONDA MOTOR CO. .LTD.
WHEEL BALANCING
Refer to the Model Specific manual to determine if the model
being serviced requires wheel balancing. The manual will
specify the type of weights required, if necessary.
. -
overall safety of the motorcycle. Carefully check balance
before reinstalling the wheel.
\
INSPECTION STAND
Mount the wheel, tire and brake disc assembly in an inspection

stand.
Spin the wheel, allow it to stop, and mark the lowest

(heaviest) part of the wheel with chalk. Do this t w o or three
times to verify the heaviest area. If the wheel is balanced, it
will not stop consistently in the same position.
To balance the wheel, install wheel weights on the lightest

side of the rim, the side opposite the chalk marks. Add just
enough weight so the wheel will no longer stop in the same
position when it is spun.
ATV WHEEL/TIRE I NUTS FRONT

WHEEL NUT
REMOVALIINSTALLATION BEVELED SIDE
Loosen the wheel nuts
Raise the rear wheels off the ground by placing a jack or block
under the engine.
Remove the wheel nuts and wheel
Install the wheel in its original position.
NOTF
.. -
Do not interchange the right and left tires. If the tire

has an arrow mark. install the wheel with the arrow
mark pointing in the direction of rotation.
Install the wheel nuts with the beveled sides facing inward and
tighten them to the specified torque.
FRONT

0 HONDA MOTOR CO..LTD,
WHEELSITIRES
TlRE REMOVAL (U.S.A. ONLY)
NOTE
. This service requires the Universal Bead Breaker (GN-
. AH-958-BBl) available in the U .S.A. only.
Remove and install tires from the rim side opposite the
valve stem.
Remove the core from the valve stem
A tire bead tool is required for tire removal. Use a Coats 220
Tire Changer or equivalent to remove the tire from the rim. If
a tire changer is not available, rim protectors and tire irons
may be used. PRESS BLOCK
BREAKER ARM ASSEMBLY
CAUTION
Take care to avoid damaging the bead seating area of the
rim.
Install the proper size blade for the rim you are working on onto
the breaker arm assembly.
CAUTION
1 . .
Use of an imDroDer size tire tool mav result in damaoe to
the rim, tire, or tool.
/ I \
BLADE
Place the proper size adapter onto the threaded shaft and then BREAKER ARM ASSEMBLY
I
put the wheel over the threaded shaft and adapter.
TIRE RIM .. .,
Lube the bead area with water, pressing down on the tire
sidewallibead area in several places to allow the water to run
into and around the bead. Also lube the area where the breaker
arm will contact the sidewall of the tire.
Use only water as a lubricant when removing or mounting

tires. Soap or other tire lubricants may leave a slippery residue
that can cause the tire t o shift on the rim
ADAPTER
/ \
THREADED SHAFT
ifts on the rim may lead t o a sudden loss of]
air pressure while riding and an accident could occur.
While holding the breaker arm assembly at an approximate

45O position, insert the blade of the breaker arm between the
tire and rim. Push the breaker arm inward and downward until
it is in the horizontal position with its press block in contact
with the rim

With the breaker arm in the horizontal position, place the
PRESS HEAD
breaker press head assembly over the breaker arm press block.
Make sure the press head bolt is backed out all the w a y and PRESS HEAD BOLT EMBLY
then position the nylon buttons on the press head against the
inside edge of the rim.
Insert the threaded shaft through the appropriate hole i n the

breaker press head assembly and then tighten the lever nut un-
til both ends of the breaker oress head assemblv are i n firm
contact with the rim
Tighten the press head bolt until the reference mark o n the
press block is aligned with the top edge of the press head.
If the rest of the bead cannot be pushed down into the center
of the rim by hand, loosen the press head bolt and the lever
nut. Rotate the breaker arm assembly and breaker press head
assembly 118 t o 114 of the circumference of the rim. Tighten
the lever nut and then tighten the press head bolt as described.
Repeat this procedure as necessary until the remainder of the

bead can be pushed down into the center of the rim.
Assemble the Universal Bead Breaker on the other side of the

wheel and break the bead following the same procedures.
Remove the tire from the rim using a tire changer machine or
tire irons and rim protectors.
Remove tire from the side of the rim that has the smallest
shoulder area t o simplify removal. TIRE BREAKER ATTACHMENT
REMOVAL (EXCEPT U.S.A.) h w
NOTE
Applying water, soapy water, oil, or other lubricants t o
the tire, rim or tire tool when removing the tire may
cause the tire breaker arm t o slip off the tire so that the
bead cannot be broken.
Follow the breaker manufacturer's instructions.
CAUTION WHEEL NUT A

Do not damage the bead seating area of the rim.
Install the tire breaker attachment on the rim with the wheel
nuts and tighten the nuts securely. BREAKER ARM
\
Date o f Issue: March. 1 9 9 5

WHEELSITIRES
Position the breaker arm compressor on the tire breaker at- I

tachment as shown.
Keep the breaker arm horizontal and align the end of the com-
pressor bolt with the breaker arm hole.
Screw in the breaker arm compressor bolt while pushing the

breaker arm on the tire with your foot to break the bead from
the rim.
the compressor and arm 118 of the circumference of the

rim.
Tighten the compressor bolt. Break the bead by
reoeatino this orocedure 3-4 times.
If bead breaking is difficult with the narrow end (A side) of the WIDE END (B SIDE)
breaker arm, use the wide end (B side) of the arm and repeat
the procedure described above. \
After removing the tire from the rim, cut the valve off at the
bottom, being careful not to damage the rim.
NOTE
Be sure to replace the valve with a new one whenever
the tire is removed from the rim.
TIRE REPAIR
NOTE
. Use the manufacturer's instructions for the tire repair kit
you are using. If your kit does not have instructions, use
the procedures provided here.
Check the tire for the puncturing object(s). Chalk mark the
punctured area and remove the object.
Inspect and measure the injury. Tire repairs for injuries larger
than 15 mm (5/8 in) should be a section repair. Section repairs
should be done by a professional tire repair shop.
If the injury is smaller than 15 mm (5/8 in), proceed with the

repair as described here. I I
WHEELSITIRES
Install a rubber plug into the hole as follows:
Apply cement to a plug inserting needle and work the needle

I
into the hole to clean and lubricate it. Do this three times. Do
not let the cement dry.
Insert and center a rubber plug through the eye of the inserting (
needle. I 1
Apply cement to the rubber plug.
I I
Push the inserting needle with plug into the hole until the plug
ends are slightly above the tire. Twist the needle and remove
it from the tire; the plug will stay in the tire.
NOTE
~
.
~~ ~~
Be careful not to push the plug all the way into the tire.
Trim the plug 6 mm (114 in) above the tire surface.
Repeat the above procedure if the puncture is large.
Do not use more than t w o plugs per hole. 7

Allow the repair to dry. Drying time will vary with air
temperature. Refer to the tire repair kit manufacturer's
recommendations.
Inflate the tire and test the seal by dabbing a small amount of
cement around the plug. Escaping air will cause a bubble in
the cement. If there is leakage, remove the tire (page 16-19)
and apply a cold patch to the inside of the tire as described
If a plug has been inserted, trim it even with the inner tire
surface.
Temporarily place a rubber patch that is at least twice the size

of the puncture over the injury. Make a mark around the patch,
slightly larger than the patch itself.
Remove the patch.
Roughen the area marked inside the tire with a tire buffer or a
wire brush. Clean the rubber dust from the buffed area.
Apply cement over the area marked and allow it to dry.
Remove the lining from the patch and center it over the injury.
Press the patch against the injury using a special roller.
NOTE
/ . Allow cement to dry until tacky before applying patch. 1
Do not touch the cement with dirty or greasy hands. 1
ASSEMBLY
Clean the rim bead seat and flanges.

Apply clean water to the rim flanges, bead seat and base
Install the tire on the rim, where the rim shoulder width is the
narrowest, to simplify installation.
+ Use only water as a lubricant when mounting tires. Soap

or other tire lubricants may leave a slippery residue that
can cause the tire t o shift on the rim resulting i n a sudden
loss of air pressure while riding.
Install the valve core in the valve stem.

Install the tire and inflate it t o seat the tire bead
NOTE
- If the tire has arrow mark, install the tire with the mark
pointing in the direction of rotation.
Do not interchange the right and left tires.
Deflate the tire. Wait 1 hour and inflate the tire to the specified
pressure.
Check for air leaks and install the valve cap
The ATVs are equipped with tubeless tires, valves, and wheel rims. Use only tires marked "TUBELESS" and tubeless valves
on rims marked "TUBELESS TIRE APPLICABLE." Never mount tires designed for use on automobiles on an original rim.
Date of issue: March.1995

TROUBLESHOOTING 17-1 HYDRAULIC DISC BRAKES 17-8
BRAKE SYSTEM DESCRIPTIONS 17-2 MECHANICAL DRUM BRAKES 17-16
TROUBLESHOOTING
HYDRAULIC DlSC BRAKE
Brake leverlpedal soft or spongy Brake leverlpedal hard

Air bubbles in the hvdraulic svstem
Leaking hydraulic system
. Cloggedlrestricted brake system
Stickinglworn caliper piston
Contaminated brake padldisc . Caliper not sliding properly
Worn caliper piston seal
Worn master cylinder piston seal
. Cloggedlrestricted fluid passage
Worn caliper piston seal
Worn brake pad Stickinglworn master cylinder piston
Contaminated caliper Bent brake leverlpcdal
Caliper not sliding properly
Worn brake padldisc
Low fluid level
Clogged fluid passage
Warpedldeformed brake disc
-
Brakes grab or pull t o one side
Contaminated brake padldisc
Misaligned wheel
Stickinglworn caliper piston . Cloggedlrestricted brake hose
Stickinglworn master cylinder piston Warpedldeformed brake disc
Worn brake disc Caliper not sliding properly
Contaminated master cylinder . Cloggedlrestricted brake hose joint
Bent brake leverlpedal
Brakes drag
Contaminated brake padldisc
. Misaligned wheel
. Worn brake padldisc

Warpedldeformed brake disc
Caliper not sliding properly
MECHANICAL DRUM BRAKE
Poor brake performance Brake lever hard or slow t o return

lmproperly adjusted brake Wornlbroken return spring
Worn brake linings lmproperly adjusted brake
Worn brake drum . Sticking brake drum due t o contamination
Worn brake cam Worn brake shoes at cam contact areas
lmproperly installed brake linings Brake cable stickinglneeds lubrication
Brake cable stickinglneeds lubrication Worn brake cam
Contaminated brake linings lmproperly installed brake linings
Contaminated brake drum
Worn brake shoes at cam contact areas
Improper engagement between brake arm and cam Brake squeaks
shaft serrations Worn brake linings
Worn brake drum
Contaminated brake linings
Contaminated brake drum
- --

0 HONDA MOTOR CO., LTD
BRAKES
BRAKE SYSTEM DESCRIPTIONS

Braking systems on motorcycles, like virtually all braking
systems, dissipate the vehicles kinetic energy by transforming
it into heat energy-known as friction heat.
Two basic types of braking systems are used on Honda motor-

cycles and scooters; the drum-type and the disc type. Both the
drum and the disc rotate together with the wheel. Each is
slowed by the friction of either shoes or pads that press
against them.
DRUM BRAKE DISC BRAKE
MECHANICAL DRUM BRAKE

BRAKE CAM
Single Leading Shoe Type
(Or, Leading-Trailing Shoe Type)
Force applied against the brake lever or pedal activates a cable
or rod attached t o the brake mechanism. A threaded adjuster
on the end of the brake actuating cable or rod offers one Of
t w o adjustments t o control the precise brake actuation point.
The adjuster acts against a pivot on the end of the brake arm.
which is clamped onto and turns a brake activating cam.
As shown in the illustration t o the right, this cam transfers a

rotating force from the outside of the drum, through the pro-
tective brake panel to the inside of the drum. Here the cam
spreads one end of t w o crescent-shaped shoes. The other end
of the shoes pivot against a common pin set into the brake
panel. Both shoes press against the inside surface of the drum,
creating friction and slowing the rotation of the wheel. The
first shoe t o act upon the drum beyond the cam, in relation t o
the rotating direction of the drum, is called the leading shoe.
The second shoe, arcing out against the drum from the com-
mon pivot pin, is called the trailing shoe.
Due t o its position within the system, the leading shoe creates
more force against the drum than that which is applied to it.
This increased force capability is called a self-energizing ef-
fect. In contrast, the trailing shoe, again, because of its posi-
tion within the system based on the rotating direction of the
drum, is pushed back by the rotating drum and creates less
force than that which is applied t o it.
Dual Leading Shoe Type

Dual leading shoe brakes differ from single leading shoe types BRAKE CAM
i n that they use t w o shoe-activating cams, each at opposite
ends of the brake panel, to simultaneously press the shoes
against the drum (see illustration at the right). Because both
\
shoes are leading in relation to the rotating direction of the
drum and therefore operate against the drum in same way, the
effective braking force is noticably greater than a similarly siz-
ed single leading shoe unit with an identical amount of ac-
tuating force applied to the brake lever or pedal.
I
BRAKE CAM
Date o f Issue: Sep., 1988

BRAKES
It is vital for brake systems t o quickly dissipate the heat that is

generated by the friction of the braking action so their stop- DRUM BRAKE RAKE SHOE
ping force remains consistent. Since drum brakes contain
almost all of the brake components within the wheel hub, it is
important that these brake components be made of materials
that conduct heat rapidly. It is just as important that the brake
is of the proper size for the anticipated requirements of the
vehicle.
In order to enhance heat conductivity while providing accept-

able wear resistance on the inner surface of the brake drum,
the drum itself is made of cast iron. The remainder of the
drumlhub is made of aluminum alloy with cooling fins cast into HUB
the outer circumference; again for heat conductivity and
dispersion, but also for reduced unsprung weight. To speed
conductivity, the cast iron drum is captured within the
aluminum hub and cannot be removed.
The drum thickness is relatively thin, which further aids heat

conductivity, and must not be machined i n a brake lathe. If the
drum surface is severely damaged, the hub must be replaced.
HYDRAULIC BRAKES
Brake Fluid
The designations DOT 3 and DOT 4 specify the brake fluid's
ability to withstand heat without boiling. The greater the
number, the higher the boiling point. It is necessary for the
brake fluid t o have a high boiling point so that the fluid does
not boil within the brake line due t o the high temperature o f the
brake discs and components. Boiling brake fluid leads to a
drastic loss of braking force due t o the air bubbles that form
within the brake lines.
Never mix DOT 3 and DOT 4 brake fluid within a system. It is

important t o add only the same DOT number and even the
same brand of brake fluid when adding fluid. If you are unsure
of the type within the system, drain the system and refill it
with DOT 4; systems designed for DOT 3 can use DOT 4. But
DOT 4 systems must never be filled with DOT 3. DOT 4
systems generate greater heat and thereby require the higher
boiling point characteristic of DOT 4.
Avoid mixing different brands of brake fluid. Improper mixing

such as this may lead to chemical decomposition and
contamination.
It is also important to use only fresh brake fluid from a sealed

container. Once a new container of brake fluid is opened, be
sure t o reseal it tightly and plan on discarding the fluid after six
months. This is because brake fluid left in the container tends
to absorb moisture from the air; it is hydroscopic. Moisture can
form even within a sealed brake system because of this par-
ticular property. Moisture in the brake fluid contaminates the
brake system and lowers the boiling point of the fluid. It also
corrodes the brake cylinders and pistons, which eventually
causes seal damage and leakage.
For this reason you should note the date o n the container
when i t is first o ~ e n e dfor later reference.

BRAKES
Never reuse brake fluid due to the possibility of contamination

from dust or moisture absorption.
If the brake fluid in a system shows any visual signs of con-
tamination, it should be replaced - even if the recommended
replacement interval has not passed.
You must be careful when handling brake fluid because it can
quickly damage many painted or plastic surfaces on contact.
In certain plastics, structural damage can occur if brake fluid
penetrates the material's surface. The only general exception
is the components of the brake system that are designed to be
resistant to the effects of brake fluid. Brake fluid that is spilled
on a motorcycle should be washed away with water
immediately.

system is serviced.
CAUTION
/ . Spilled fluid will damage painted, plastic or rubber p 3
Refill with the same type of fluid from an unopened container.

DO not allow foreign material to enter the system when refill-
ing the reservoir.
wrong fluid can cause loss of braking 1

Contaminated fluid can clog the system, causing a loss
of braki"g ability.
Lever stroke > Caliper piston stroke LEVER
1-
Pressure applied against the brake lever or pedal moves the
piston within the master cylinder unit. Hydraulic fluid pressure *\
1 \ F ~ ~ ~ . . ~ ~ . ~ . , ~
is then transmitted through the brake line to the caliper where
I
it presses against one or more caliper pistons. Because hy-
draulic fluid cannot compress, the caliper piston(s1 move at
q.0
the same instant as does the master piston in the master
cylinder.
The rise in hydraulic pressure that takes place between the
master cylinder and the caliper because of the differences i n
the diameter of these parts is most signigicant. During Master piston diameter < Caliper piston diameter
development, these sizes are juggled to achieve best braking (Pushing force) < (Energy generated)
force and "feel". The leverage ratio offered by the design of
the lever or pedal acting upon the master piston also helps to
increase the force to be transmitted to the caliper pistons
compared to the force initially applied.
Return of piston due to the resilience of the seal
The caliper pistons are in direct contact with the back side of
the brake pads. Anti-squeal shims are normally used between
the piston and pad. As these pads press against opposite sides
of the disc, the rotation of the wheel is slowed.
When the brake lever is released, hydraulic pressure decreases

and the pads cease to press against the disc. Unlike drum
brake systems where a spring retracts the shoes from the
drum surface, on disc brake systems, the resilience of the
caliper piston seals retracts the pads from the disc and CALIPER
automatically self-adjust for wear.

BRAKES
In single push type calipers, both pads press against the brake
disc through a reaction of the sliding caliper yoke. Calipers of
this type with single piston are more common on earlier Hon-
das. More current models use a single push type, but with dual
I SINGLE PUSH CALIPER
YOKE
OPPOSITE PISTON
CALIPER
pistons (both on the same side).
Opposite piston calipers are most often used for road racing
motorcycles today. They do offer some improvement in per-
formance, but at great increase in cost and complexity. I n this
type, pistons facing each other on opposite sides press the
pads against the disc.
The amount of braking force available depends on the

magnitude of force pressing the pads against the discs, the EFFECTIVE DlSC DIAMETER
BRAKE DISC I
size of the contact area between the brake pads and discs, the
distance between the center-of the wheel and the center o f the
brake pads, and on the outside diameter of the tire. DUAL PISTON
Rectangular brake pads were introduced to increase the area

of the pad against the disc. But it was found that these pads
do not press against the disc uniformly, so the braking force is
not as effective as it could be. Hence, the dual piston caliper
was introduced so that a large braking force and uniform
pressure against the brake pads is ensured. Some dual piston
calipers have different piston sizes t o further balance the brak-
ing force across the pad - the trailing piston being larger than
the leading piston.
AS previously touched on, increasing the area of contact bet- DUAL PISTON CALIPER
ween the brake pads and disc increases the braking force. This
increased contact means increased heat energy. The increas-
ed heat energy requires greater capability for heat dissipation.
With the exception of in-board disc brakes and the GLl5OO I

front brakes, all brake discs are exposed. To protect them from
rust, the discs are made of stainless steel alloy.
Because the material the discs can be made of is limited, the

discs can only be made so thin in order to reduce unsprung
weight before thermal distortion of the disc becomes a
problem.
As the temperature of the brake disc rises, the disc expands.

Because the disc is bolted t o the wheel, its expansion is limited
and some degree of distortion occurs.
The VTR250, with its in-board front disc, uses a plain cast
iron disc since rust is not a problem. The design of the GL1500
front brake with its covered discs and calipers, transfers much
of its heat t o the cast, hollow wheel.

BRAKES
To cope with the extreme heat typically generated in competi- 1 FLOATING TYPE
tion road racing, floating type discs have been developed. In
this system, a floating disc is installed by means of spring
washers and rivets or clevis pins with an aluminum carrier be-
tween the disc and the wheel. In this manner, deviations in
radial directions are permitted, distortion is prevented and
weight is reduced.
In addition t o the design basics already stated, discs are com-

monly drilled or grooved t o remove dust or dirt from the disc
surface, thereby preventing what are known as sympathetic
vibrations. Contrary t o popular belief, holes drilled i n the disc
do not significantly aid cooling. These holes are perpendicular
t o the flow of air so little additional cooling occurs.
Among the many combinations of materials used t o make

brake pads are: wear resistant resin, metallic mixtures, and
sintered metal. These materials are combined in brake pad
manufacturing according to the design requirements of the
particular application. Asbestos was dropped from use in pad
manufacturing by Honda beginning around 1985-86.
Just as disc brakes are used where greater than typical drum DOUBLE DISC TYPE
brake stopping force is required, dual disc brakes l a disc on
both sides of a single wheel) are used where an even greater
braking capability or a smaller diameter front wheel is required.
GENERAL INFORMATION FOR SERVICE

. Do not allow dust, dirt, water or any foreign material t o
enter the system when refilling or replacing the brake fluid.
. TO maintain proper sealing and initial fit, replace the parts
specified for replacement at the time of service. Replace the
required parts as a set, when specified, for the same
reason
. Clean the sliding surfaces of the brake pads and disc with
brake cleaner. Replace the pads if they are contaminated
with oil or grease, as this significantly reduces braking
. force.
The brake calipers can be removed from the motorcycle and
the pads can be replaced without disconnecting the
hydraulic system.

BRAKES
. Bleed the hydraulic system if it has been disassembled or if
- the brake feels spongy.

If brake pads or shoes have been overheated (glazed), they
must be replaced. Overheating changes the composition of
the friction material and merely wire brushing or sanding
- the friction surface cannot change this fact.

Always replace hydraulic lineihose sealing washers w i t h
new ones when reassembling. These sealing washers are
made of aluminum alloy for effective sealing and are
distorted once they are used.
Use caution when handling and installing brake lines and

hoses. When installing front brake lines, be sure that there
is no possibility of damage or stress t o the lines or hoses
when the fork pivots fully i n either direction or when the
suspension compresses or extends. In the rear, allow pro-
per clearance so that the lines or hoses do not rub against
the tire, frame or swingarm, and so they are not caught be-
tween the coils of the spring when the suspension HOSE GUIDE
compresses. BRAKE HOSE
All brake lines or hoses should be installed using the clamps HOSE CLAMP
provided. Each clamp should be positioned around the rubber
hose guards to prevent any damage t o the lines and hoses.
HOSE GUARD
Eyelet-type line and hose joints:

Use new sealing washers whenever eyelet-type joints are
reinstalled. Be sure the hose bolt fluid passage is free from
clogging prior to installation.
Note the position of the stopper that aids in positioning the

eyelet at the proper angle when installing the hose onto the
master cylinder. If only one stopper is provided, press the hose
end against the stopper while tightening the bolt. If t w o stop-
ners are nrovided, install the hose between the stooners ., so
that the hose w i l l n o t move when the bolt is tightened
If the sealing washer includes a stopper with collapsible claws,

be sure t o note the direction these claws face so the new
washer can be installed in the same position.
Hose Joints:
Removal JOINT Ny NUT
Remove the hose by loosening the joint nut while holding the
hose nut stationary. This method prevents the hose from being
twisted or kinked.

BRAKES
Installation MASTER CYLINDER HOSE NUT

First install the hose joint onto the master cylinder with a new
sealing washer and tighten it to the specified torque if it was
removed.
Then, while holding the hose nut, tighten the joint nut to the
specified torque.
JOINT NUT
Metal Brake Lines:
Removal
If the metal brake line is equipped with nuts as illustrated,
always loosen the flare nuts first, using a flare nut wrench, so
that the hose may be easily maneuvered. Remove the metal
line using care not t o bend it.
Installation
Always tighten brake line nuts first by hand. Then, confirm
that the connections are free of play and tighten to the 1 I FLARE NUT
specified torque using a flare nut wrench.
HYDRAULIC DISC BRAKES

BRAKE FLUID REPLACEMENT
system is serviced.
CAUTION
. Spilling fluid on painted, plastic or rubber parts
I FI A ~ NllT
F WRENCH
damage them.
Remove the master cylinder cover and diaphragm
Discard contaminated pads and clean a contaminated disc

,
,COVER
with a high
- sualitv
. brake deareasing
.agent.
-
COVER PLATE
DIAPHRAGM
minated brake disc or pad reduces stopping
Refill with the same type of fluid
. Foreign materials can clog the system, causing a reduc-

tion or complete loss of braking ability.

BRAKES
Connect a bleed hose to the bleed valve. BLEED VALVE
Loosen the caliper bleed valve and pump the brake lever or
pedal. Stop operating the lever or pedal when fluid stops flow-
ing out of the bleed valve.
Close the bleed valve and fill the master cylinder with the
specified brake fluid. Refer to the Model Specific manual.
CAUTION
/ . Reusina drained fluids can i r n ~ a i rbrakina efficiencv. 1 BRAKE LEVER
Connect a commercially available Brake Bleeder to the bleed BLEED VALVE

valve.
NOTE
When using a brake bleeder, follow the manufacturer's
operating instructions.
Pump the brake bleeder and loosen the bleed valve
Add fluid when the fluid level in the master cylinder is low
Repeat the above procedures until there are no air bubbles in ' 1
BRAKE BLEEDER
the plastic hose.
dOTE
Check the fluid level often while bleeding the brakes to
prevent air from being pumped into the system.
I BLEED VALVE
Use only specified brake fluid from a sealed container.
If air is entering the bleeder from around the bleed valve
threads, seal the threads with teflon tape.
If the brake bleeder is not available, perform the following

procedure:
Connect the the transparent bleeder hose to the bleed valve

and place the other end of the hose in a container. BRAKE
LEVER
Loosen the bleed valve 114 turn and pump the brake lever or
pedal until there are no air bubbles in the bleed hose and lever
or pedal resistance is felt.
After filling the system, close the bleed valve and inspect the
system for airbubbles by operating the brake lever or pedal.
If it feels spongy, bleed the system as follows:

RRAKES
AIR BLEEDING
,
, BLEED VALVE
1. Squeeze the brake lever, then open the bleed valve 114 turn
and close the valve.
valve has been closed.
BRAKE
LEVER
2. Release the brake lever slowly and wait several seconds
after it reaches the end of its travel.
3 . Repeat the steps 1 and 2 above until bubbles cease to
appear in the fluid at the end of the hose. TYPE I3
Tighten the bleed valve.

Be sure that the brake fluid is up to the upper level of the
master cylinder; refill if necessary.
Reinstall the master cylinder cover
BRAKE PAD REPLACEMENT

Removal
There are t w o types of brake pads:
Type A: pad pin is secured by the retainer plate.
Type B: pad pin is secured by the pad pin plug. PAD PIN PLUGS
Type A: Loosen the pad pin retainer bolt.

Type B: Remove the pad pin plug and loosen the pad pin
PAD PIN RETAINER
Refer to the Model Specific manual for the caliper re-
moval/installation.
NOTE
/ . Remove the Dads without removina the bracket from the /
I caliper. If the ads cannot be removed, remove the /
bracket.
Push the piston all the way in to allow the installation of new
brake pads
Type A: Remove the pad pin retainer bolt and the pad pin
retainer.
Before removing the pads, mark them so you can reinstall

them in their original positions if they are to be reused, thereby
TYPE A TYPE B
assuring even disc pressure.
PAD
Type A: Pull out the pad pins and remove the pads.
Type B: Loosen the pad pins and remove the pins and pads.
~ -
Pad pins can be easily removed by pressing the pads in

the caliper.
PAD PIN
PAD PIN

BRAKES
Installation PAD SPRING
Press in the piston(s) to install the new pads.
NOTE
/- Clean around the caliper pistons and the expose part of

the pistons before Dress in rhe piston.
If the caliper and bracket are separate, apply silicone grease to

the caliper pivot bolt boot, pin bolt, and collar bore and insert
the caliper into the bracket.
Set the boot lip in the pin bolt groove securely.
Install the new pad, align the holes in the pad and retainer and PAD PIN RETAINER
install the pad pin. Note the installation direction of the pad.
NOTE
=all the pad shim, if there is one, in the original /
position
Type A: Install the retainer by aligning its hole with the pad pin
groove and loosely tighten the bolt.
I PAD PIN RETAINER BOLT
Install the caliper. (Refer to the Model Specific manual.) I TYPE A I TYPE B I
Type A: Tighten the pad pin retainer bolt to the specified
torque.
Type B: Tighten the pad pin to the specified torque and install
the pad pin plug.
Apply the brake lever to force the caliper piston out of the
caliper.
Rotate the wheel by hand and check the brake operation.

BRAKE CALIPER CALIPER
I
Removal
Refer to the Model Specific manual for brake caliper
removellinstallation.
Pump the brake lever to force the caliper piston out of the
caliper.
Place a clean container under the caliper and disconnect the

brake hose from the caliper.
Avoid spilling brake fluid on painted surfaces
DISC ROTOR LOWER CALIPER PIN BOLT
CAUTION
. Spilled brake fluid will damage painted,
Darts. PIVOT COLLARIBOOT
Remove the brake caliper assembly. CALlP PAD SPRING

Remove the pads from the caliper.
Disassembly
- caliper bracket
- pad spring
- pivot collar
- boot
Clean all of the removed parts except the brake pads with fresh
brake fluid
Remove the piston. CALlP,p3
If necessary apply compressed air to the caliper fluid inlet to

get the piston out. Place a shop rag under the caliper to
cushion the piston when it is expelled. Use low pressure air in
short spurts.
CAUTION CALIPER
0 \
/ remavins the seals. - 1
Push the piston seal and dust seal in and remove them.
Clean the caliper, especially the brake piston seal grooves,

with fresh brake fluid.

BRAKES
Caliper Cylinder Inspection

Check the caliper cylinder bore for scoring, scratches or other
damage.
CALIPER
\ I
Measure the caliper cylinder I.D. in X and Y axis at several
points.
Replace the caliper cylinder if the largest measurement is

beyond the specified service limit.
Refer to the Model Specific manual for the service limit.
Caliper Piston lnspection

Measure the caliper piston O.D. in X and Y axis at several
points.
Replace the caliper piston if the smallest measurement is less

than the specified service limit.
Refer to the Model Specific manual for the service limit
Assembly
NOTE
. Make sure that each part is free from dust or dirt before
. reassembly.
Replace the dust seals and piston seals as a set
whenever they are removed.
I PAD SPRING I
BOOT
Coat the new piston seals with the recommended brake fluid
and install them in the caliper cylinder grooves.
Coat the dust seals with silicon grease and install them
in the caliper cylinder grooves.
Coat the caliper piston with fresh brake fluid and install it in the
caliper.
There are two types of caliper pistons: resin pistons are

mounted on light-weight motorcycles while metal pistons are PISTON SEAL
used on heavy-weight motorcycles. The installation direction DUST SEAL
is different according to the type of the piston.
Resin piston: Install with the concaved side away from the PISTON
pad.
Metal piston: Install with the opening toward the pad.
Install the pad spring in the caliper.
Refer to the Model specific manual for the installation direction

of the spring.
Install the pad (page 17-10),
Install the caliper. (Refer to the Model Specific manual.)

BRAKES
BRAKE DlSC INSPECTION 1 DISC
Visually inspect the discs for damage or cracks.
Measure the brake disc thickness at several points and replace

the disc if the smallest measurement is less than the specified
service limit.
Refer to the Model Specific manual for the service limit.
NOTE
The service limit is stamped on some discs.
Check the brake disc for warpage DIAL INDICATOR

inspect the wheel bearings for excessive play if the warpage
exceeds the specification. Replace the brake disc if the
wheel bearings are normal.
MASTER CYLINDER
Disassembly
CAUTION
1 BRAKE HOSE MASTER CYLINDER
DO not allow foreign materials to enter the master
cvlmder.
NOTE
a set whenever thev are disassembled.
Disconnect the wire from the brake light switch.

Drain the brake fluid (page 17-9).
Remove the brake lever from the master cylinder.
Disconnect the brake hose.
Remove the master cylinder holder and the master cylinder.
Remove the rubber boot.
Remove the snap ring.
SNAP RING PLIERS
Remove the piston and spring.
Clean the master cylinder with the recommended brake fluid.
- -

O HONDA MOTOR CO ,LTD
Master Cylinder Inspection MASTER CYLINDER
Check the master cylinder for scores, scratches or nicks and
Measure the master cylinder I.D. in X and Y axis at several

points.
Replace the master cylinder if the largest measurement is over

the specified service limit.
Refer to the Model Specific manual for the service limit
Master Cylinder Piston lnspection

PISTON
Measure the piston O.D. at the several points on the
secondary cup seat and replace it if the smallest measurement
is less than the specified service limit.
Refer t o the Model Specific manual for the service limit
NOTE
Replace the master cylinder if it leaks with a new pis-
ton installed.
Assembly I MASTER CYLINDER PRIMARY CUP
NOTE
L-..
Replace the piston, spring, cups and snap ring as a set.
Be sure that each part is free from dust or dirt before
reassembly.
Coat the piston cup with the fresh brake fluid and install it on
the piston.
Install the spring with its larger diameter end toward the
master cylinder.
Install the primary cup with its concaved side toward the L
master cylinder.
Insfall the snap ring SPRING PISTON

\ ASFEMBLY
SNAP RING PLIERS
CAUTION
When installing the cups, d o not a l l o w the lips t o turn
inside out. (Refer t o the drawing.)
B e certain that the snap ring i s seated f i r m l y i n the
groove.
I
Install the rubber boot in the groove properly.
I PRIMARY CUP

BRAKES
Place the master cylinder on the handlebar and install the MASTER CYLINYER
holder and holder bolts with the holder's "UP" mark facing
UP.
Align the split between the holder and master cylinder with the
punch mark on the handlebar.
Tighten the upper holder bolt to the specified torque first, then
tighten the lower bolt to the same torque.
Install the brake lever and connect the wire to the brake light
switch.
Connect the brake hose with t w o new sealing washers. Be PUNCH MARK HOLDER " U P MARK
careful not to twist the brake hose.
Tighten the brake hose bolt to the specified torque
Make sure that the brake hose is routed properly.
Route all cables, hoses, and lines carefully to avoid kinking or
pinching.
CAUTION
Improper routing may damage cables, hoses, and lines.
HOSE BO
Fill the system with specified grade of fluid and bleed the air /nr// -
from the system (Refer to page 17-10). I BRAKE HOSE
MECHANICAL DRUM BRAKES

I BRAKE PANEL
respiratory disease and cancer. Never use a n air hose

or dry brush t o clean brake assemblies. Use an
OSHA-approved vacuum cleaner or alternate method
approved by OSHA, designed t o minimize the hazard
caused by airborne asbestos fibers.
Grease on the brake linings will reduce stopping ability.
Remove the wheel
Remove the brake panel from the wheel hub,
INSPECTION
Brake Drum I.D.
Check the brake drum for wear or damage. Replace the wheel
hub if necessary.
Measure the brake drum I.D.(at the lining surface) at several
points and take the largest measurement.
Refer t o the Model Specific manual for the service limit or refer
to the wheel hub if the service limit is stamped on it.
NOTE
- If the brake drum is rusted, clean with #I20 emery
. paper.
Be sure to use inside vernier calipers and measure the
lining surface, not the drum's wear ridge.

BRAKES
Brake Lining Thickness BRAKE SHOE

Measure the brake lining thickness at 3 points (both ends and
the center)
Replace the brake shoes in pairs if the smallest measurement

is less than the service limit or if the lining are contaminated
with grease.
DISASSEMBLY
NOTE
r SHOE SPRING
Replace the brake shoes in pairs.

When the brake shoes are to be reused. mark the shoes'
positios before disassembly so that they can be installed
in their original positions.
U-Spring Type SHOE SPRING

Move the brake arm and expand the brake shoes.
Remove the shoe spring from the anchor pin with a

screwdriver.
Remove the brake shoes.
I BRAKE SHOES
Coil Spring Type I BRAKE SHOES

Pull the brake shoes away from the an,
shoes.

WEAR INDICATOR PLATE BRAKE ARM
Remove the following from the brake panel. \ I
- brake arm
- wear indicator plate
- felt sealldust seal
- brake cam
I
FELT SEALIDUST SEAL BRAKE ARM BOLT
ASSEMBLY
Apply a small amount of grease t o the brake cam and anchor

pin.
Install the brake cam in the brake panel.
Keep grease off the brake linings.

Wipe excess grease off the cam and anchor pin,
Felt seal: Apply a small amount of engine oil to the felt and in-
1 WEAR INDICATOR PLATE
stall the felt seal on the brake panel.
Dust seal: Apply a small amount of grease to the dust seal lip
and install.
Install the wear indicator plate by aligning its large serration

with the large serration of the brake cam.
FELT SEALIDUST
Install the brake arm on the brake cam while aligning the punch
marks.
Tighten the arm bolt and nut t o the specified torque.

BRAKES
NOTE
-
lnstall the brake shoes according to the position mark on
each brake shoe.
Keep grease off the brake linings.

If the brake drum and linings are contaminated with grease,
clean the brake drum with brake cleaner and replace both
brake shoes.
SHOE SPRINGS SIDE

Coil spring type:
lnstall the shoe springs on the brake shoes,
NOTE BRAKE SHOES
install the shoe springs with end side facing out.
lnstall a brake shoe on the brake panel, then instali the other
shoe being careful to keep the shoe springs in position.
1 / SHOF SPRING
U-spring type:
lnstall the brake shoes on the brake panel and expand the
shoes by moving the brake arm. BRAKE SHOE:
lnstall the shoe spring on the brake shoes and secure it on the
anchor pin.
lnstall the brake panel on the wheel hub. SPEEDOMETER DRIVE GEAR
I
lnstall the wheel.
Front wheel: Check the Model Specific manual for the proper
I
installation procedures.

BRAKES
Rear wheel: Check the Model Specific manual for the proper
installation procedures.

0HONDA MOTOR CO..LTD.
T SUSPENSION
SERVICE INFORMATION 18-1 FORK 18-5
TROUBLESHOOTING 18-1 HANDLEBAR(S) 18-11
SYSTEM DESCRIPTIONS 18-2 STEERING STEM 18-15
SERVICE INFORMATION
When servicing the front wheel, support the motorcycle securely with a jack or other support under the engine
Refer to section 17 for brake system information.
TROUBLESHOOTING
..
Hard steering
Steering adjustment nut too tight
Soft suspension
Weak fork springs
Telescopic type:
Damaged steering stem bearings .. lnsufficient fluid in fork
- lnsufficient tire pressure

Faulty tire
Low fluid level in fork
Faulty anti-dive system
Steers to one side or does not track straight Hard suspension
.. Unevenly adjusted right and left shock absorbers

Bent fork
.. Bent fork components
Bent damper rod (bottom link typel
Bent front axle: wheel installed incorrectly
Bent frame
-
Telescopic type:
Incorrect fluid weight
Bent fork tubes
Worn wheel bearing Clogged fluid passage
Worn swingarm pivot components.
Front suspension noisy

Front wheel wobbling . Worn slider or guide bushings (bottom link typel
. .
- Bent rim
Worn front wheel bearings
Faulty tire
..
lnsufficient fluid in fork
Loose fork fasteners
Lack of grease in speedometer gearbox
Wheel turns hard

Brake misadjusted
. Faulty wheel bearing

Faulty speedometer gear

FRONT SUSPENSION
Telescopic and pivoting link-type front suspension systems are by far the most widely used types on motorcycles and
scooters.
Telescopic front suspension systems are made up of a pair of upper fork tubes and lower fork sliders that telescope into one
another. Within the set of tubes on either side is a spring and an oil damping system. Some systems utilize a cartridge damper
within the fork sliders.
Basically, the oil controls the natural tendency of the spring t o continue t o rebound in ever decreasing amounts in both direc-
tions once acted upon by outside forces. Forcing the oil in each fork leg through a series of small holes, in effect, separates
the riderlbike combination from both the unwanted characteristics of the spring and from height variations in the riding
surface.
The pivoting link front suspension connects the axle t o the fork by means of a pivoting link extending from the ends of
the axle t o the upper front portion of the fork. Between the pivot points on the fork and the axle are eyelets t o which the
spring/damper units are attached. The top of each 'shock absorber' is attached t o the fork, up near the lower steering
head bearing.
This design is divided into t w o basic categories. The trailing link design has the axle supported by links and 'shock absorbers'
that 'trail' from the leading edge of the lower portion of the fork. The leading link type front suspension has the links
pivoting toward the front ;nd the 'shock absorbers' mounted t o the leading edge of the fork
\ PIVOTING LlNK TYPES
TELESCOPIC
TRAILING LlNK LEADING LlNK

Axle is at the rear of the link Axle is on the front of the link
1
BASIC DAMPER OPERATION PISTON
RING
Friction Damper Operating Principles \
By far the simplest form of damper is the friction type. Instead \ DAMPER ROD
of using oil t o dampen the movement of the spring and suspen-
sion, the friction type uses only the friction of a single
nonmetallic piston ring on the top of the damper rod pressing
against the greased damper inner cylinder wall. This design is
used primarily on only the smallest and simplest of vehicles.
GREASE
\
PISTON

FRONT SUSPENSION
Oil Damper Operating Principles COMPRESSION STROKE

The primary function of suspension dampers is t o control the
natural rebound energy of the suspension springs so that trac-
tion and ride comfort is maintained.
An oil damper controls the spring action by forcing oil to flow

through a specific set of holes in the damper piston as the
combined springidamper compresses or extends. The
resistance of the movement of the damper piston created by
the oil within the damper controls the force of the spring. By
varying the path the oil is forced t o take on the compression
and rebound strokes, the desired damping rates can be
achieved
On the compression stroke, oil is forced through several large REBOUND STROKE
capacity damping orifices so that the wheel can respond
quickly to terrain changes. Since the wheel is free t o move
quickly, the average ride height of the machine is not
disturbed.
On the rebound stroke, the force of the compressed springs is

slowed by forcing the damper oil through fewer and or smaller
damping holes. The proper damping characteristics allow the
suspension t o extend quickly enough t o meet the next bump,
but not so quickly that the motorcycle bounces from one bump
t o the next.
In the illustration t o the right the compression stroke within a :OMPRESSION STROKE
double wall damper is described. As the damper body is forced
up against the spring and damper piston, oil is forced through
the piston valve with little resistance. The primary resistance
to this compression is the damper spring. The oil that passes
through the piston merely flows t o the upper side of the
piston. At the same time, some oil is also allowed to flow out
of the bottom valve. The quantity of oil that flows out of the
cylinder bottom valve is equivalent t o the amount drawn into
the top. The combined resistance t o flow through each of
these valves is the compression damping.
Resistance which results

from the passage When the wheel
of oil through the orifice encounters
reduces the compression force. a projection.

@ HONDA MOTOR CO., LTD
FRONT SUSPENSION
The rebound stroke is illustrated in this drawing. Once the The wheel
wheel has overcome the bump, the spring forces the damper encounters
rod to force the piston back through the damper. Here. oil a hole.
flows with little resistance into the cylinder, but there is
considerable resistance caused by the damping valve in the
piston.
Resistance resulting from

the passage of oil through
the orifice creates a dampin!
Telescopic Fork:
The telescopic fork serves as a skeletal member of the vehicle
framework, a means for turning the vehicle and as the front
suspension.
When the fork sliders move telescopically on the compression

stroke, oil in Chamber B flows through the orifice in the fork
tube into Chamber C, while the oil in Chamber B pushes past
the free valve and up into Chamber A. The resistance in this oil
flow absorbs shock on compression.
As the fork nears full compression, the tapered oil lock piece
comes into play to hydraulically prevent the fork from
bottoming.
On the rebound stroke, oil in Chamber A flows through the

orifice in the top of the fork piston into Chamber C. Here the
resulting resistance serves as a damping force and the tenden-
cy of the spring to rebound quickly is controlled.
The rebound spring absorbs the shock of the.fork legs extend-

ing outward. Oil in Chamber C flows through the orifice in the
bottom of the fork piston into Chamber B at this time.

FRONT SUSPENSION
FORK TOP BRIDGE PINCH BOLT I

REMOVAL
- Handlebads).
Front wheel.
- Front fender.
Front brake caliper(s) and bracket(s1.
Fork brace.
Loosen the fork pinch bolts L O W ~ RBRIDGE FORK

PINCH BOLTS TUBE
Pull each fork leg out of the fork bridges by twisting while pull-
ing them down.
Press the air valve core to release air pressure from the fork.
I SPRING
NOTE
If the fork legs are to be disassembled:
Break the socket bolts in the bottom of the fork sliders
loose, but do not unscrew them (oil will leak out).
To loosen the fork cap bolts:
Because the clamping action of the pinch bolt(s) can
distort the fork tubes slightly and prevent the caps from
loosening, it is sometimes better t o reposition the legs i n
the clamps so that the caps are 2 to 3 inches above the
clamps, as shown in the first illustration on this page,
prior to loosening them.
DISASSEMBLY
.
Fork boot (if used on the particular model)
Fork cap bolt. (see note above)
Spring seat.
Collar.
Fork spring.
Drain the fork oil by pumping the fork up and down several
times.
Hold the fork slider in a soft jaw vise or use a shop towel.
Remove the socket bolt with a hex wrench.
NOTE
- Temporarily install the fork spring and fork cap bolt t o
loosen the socket bolt.
Remove dust seal, washer, and snap ring
SNAP RING PLIERS 07914-3230001
NOTE
- For models with a stop ring.
Use a small blade screwdriver t o carefully remove the
stop ring from the groove (see page 18-9).
CAUTION
Be careful not t o damage the fork slider or the fork tube
when removing the stop ring with the screwdriver.

FRONT SUSPENSION
Pull the fork tube out of the fork slider
NOTE
If the type of fork being disassembled has a guide
bushing installed, remove the fork tube as follows:
Pull the fork tube out until resistance from the slider bushing is
felt. Then move it in and out, tapping the bushing lightly until
the fork tube separates from the slider. The slider bushing will
be forced out by the fork tube bushing.
<ORK TUBE
..
Oil seal.
BACK-UP RING
I
-.
Back-up ring.
Fork tube bushing.
Guide bushing, if installed.
Rebound spring, if possible.
NOTE
1 . Do not remove the fork tube bushings unless it is 1
- -
necessary t o replace them with new ones.
1 I
OIL SEAL I
GUIDE BUSHING
F&K TUBE
BUSHING
NOTE
. On the fork type that has no guide bushing, the oil seal
may remain in the slider after the fork tube is removed.
Remove the oil seal being careful not t o damage the oil
seal seatina surface of the slider.
OIL SEAL
FORK SLIDER
- Oil lock piece from the fork slider.

Stop ring from the fork piston.
Clean all disassembled parts.

FRONT SUSPENSION
INSPECTION
I
Measure the fork spring free length by placing the spring on a
flat surface. Replace the spring if it is shorter than the service
limit. k-FREE LENGTH
---
Set the fork tube in V-blocks and measure the fork tube runout I DIAL INDICATOR
by rotating it with a dial indicator mounted against it.
The actual runout is 112 of the total indicator reading.

Replace if the service limit is exceeded, or there are scratches
or nicks that will allow fork oil t o leak past the seals.
NOTE
Do not reuse the fork tube if it cannot be perfectly
straightened with minimal effort.
Visually inspect the slider and fork tube bushings. Replace the
bushings if there is excessive scoring or scratching, or if the GUIDE BUSHING
..
teflon is worn so that the comer .
surface aooears
, on more than
314 of the entire surface.
Check the back-up ring: replace it if there is any distortion at

the points shown.
Check the fork sliders for internal scratches, dents that are
visible from both the inside and outside, or abnormal wear.
Replace the slider if necessary. SLIDER

FRONT SUSPENSION
Check the fork piston and other components for damage. FORK TUBE
cracks. straightness or abnorman wear.Replace parts as
necessary.
ASSEMBLY
1 FORK PISTON
Insert the fork piston into the fork tube
lnstall the following:

. stop ring onto the fork piston
rebound spring onto the fork piston
(if the rebound spring has been removed)
oil lock piece
Replace the dust seal with a new one whenever it is removed.

\ OIL SEAL (MARKED SIDE FACING UP)
lnsert the fork tube into the fork slider.
lnstall the back-up ring and a new oil seal.
NOTE
Inspect the fork tube sliding surfaces for damage
- whenever the oil seal is replaced due to oil leaks.

Wrap vinyl tape around the fork tube top end t o avoid
. damaging the oil seal during the oil seal installation.

Apply fork oil t o the oil seal lip.
Install the oil seal with the marked side facing up.
j
lnstall the guide bushing if it has been removed.
Place the fork slider in a vise, with soft jaws or a shop towel,
clamping it at the brake bracket or caliper bracket as shown.
Be careful not to distort the slider by clamping it in a vise
incorrectly.
Apply a locking agent to t bolt and thread it into the

piston. Tighten the bol m hex wrench.
RRArKFT FORK PISTON
Date of Issue. March, 1995

FRONT SUSPENSION
Place the slider bushing over the fork tube and rest it on the
slider. Put the back-up ring and an old bushing or equivalent
tool on top.
Drive the bushing into place with the seal driver and remove
the old bushing or equivalent tool.
=_------ (5FORK SEAL DRIVER
ATTACHMENT
Coat a new oil seal with ATF and install it with the seal mark-
ings facing up. Drive the seal in with the seal driver.
Install the snap ring with its radiused edge facing down
Seat the snap ring firmly in the groove.
Failure to firmly seat the snap ring may cause the fork
assembly t o come apart unexpectedly and lead t o a
serious injury.
PLIERS
NOTE
For models w i t h a stop ring:
Use a small flat-blade screwdriver t o install the stop ring
into the groove. Be careful not to damage the fork tube.
Install the dust seal using the fork seal driver.
BACK-UP RING
4 - ~GUIDE
- BUSHING
Pour the specifie d amount c,f fork c~ iinto

l the fork tube
Pump the fork tube several times to remove trapped air from
the lower portion of the tube.
Compress the fork leg fully and measure the oil level from the
top of the tube.
Wipe the oil off of the spring thoroughly using a clean, lint free
shop towel.

FRONT SUSPENSION
Pull the fork tube up and insert the spring.

BOTTOM FORK SPRING
(BOTH ENDS TAPERED SHOWN)
NOTE J
. Most fork springs are designed to be installed with a
. specific end toward the top and bottom.
One end tapered: Install the spring with the tapered end
r FORK SPRING
. down.
Both ends tapered: If the distance between each of the WIDELY
SPACED
(ONE END TAPEREC
coils is the same (straight wound spring). either end may
be installed down. If the coils are closer together at one COILS
-.-.-
end (progressive wound spring), the sidely spaced coils
should be at the bottom.
Reassemble the removed parts (spring, collar, etc.).
Install a new O-ring into the fork cap groove.
Screw the fork cap into the fork tube.
NOTE
. Tighten the fork cap t o the specified torque after install-
ing the fork tubes into the bridges and tightening the
upper pinch bolts.
COLLAR
INSTALLATION BOTTOM BRIDGE

PINCH BOLTS
Install the fork boot (if the particular model uses one).
Install the fork legs through the fork bridges by twisting while
pushing them upward.
Position the legs in the clamps as specified in the Model

Specific manual.
NOTE
/ . correctly. wire harnesses are routed /
Make sure that the cables and wlre
BRIDGE FORK TUBE
Tighten t h e g r k bridge pinch bolts t o the specified torque. TOP BRIDGE PINCH BOLT
Tighten the fork caps t o the specified torque.
lnstall the removed parts in the reverse order of removal (refer

t o the Model Specific manual).
With the front brake applid, compress the fork up and down
several times t o check for proper fork operation.
FORK C& BOLTS /

FRONT SUSPENSION
BRAKE LIGHT SWITCH
ONE-PIECE, TUBULAR TYPE
Removal
. Rear view mirrorlsl.
.-Handlebar switches.
Throttle cable.
Brake and clutch lever brackets.
.Holder bolts.
. Handlebar upper holders.
Handlebar.
UPPER HOLDER HANDLEBAR
Installation I UPPER HOLDER HANDLEBAR

Place the handlebar onto the lower holders, aligning the punch
mark on the handlebar with the upper surface of the lower
holders.
Install the upper holders with the punch marks facing forward.
Tighten the front bolts first, then the rear, t o the specified
torque.
Refer to the Model Specific manual for the proper torque value.
Connect the choke cable t o the choke lever. I

Install the left handlebar switch, aligning the pin with the hole
in the handlebar.
Tighten the forward screw first, then the rear screw.

FRONT SUSPENSION
Apply a light coating of grease to the throttle cable ends and THROTTLE GRIP
throttle grip sliding surface.
Connect the throttle cable to the throttle grip and install the
grip to the handlebar.
Install the right handlebar switch, aligning the pin with the hole
in the handlebar.
Tighten the forward screw first, then the rear screw. Check
that the throttle grip moves smoothly and adjust the throttle
grip free play.
Install the brake lever and clutch lever brackets, aligning the PUNCH MARKS
punch marks with:
cable type: slit in the bracket.
. hydraulic type: master cylinder; set the holder with the
holder punch mark facing up.
Tighten the upper bolts first, then the lower bolts.
Route switch wires properly and secure them with bands
TWO-PIECE, CLAMP-ON TYPE
Removal
.
Both handlebar switches
. Throttle grip
Master cylinder(s1 or lever bracket(s1
Remove the stop ring. STOP RING
Remove the pinch bolt and handlebar.

I
PINCH BOLT

18-12 0HoNDA MOTOR CO..LTD.
FRONT SUSPENSION
Installation
Install the handlebar by aligning the pin with the top bridge
slot.
7 FORK TUBE
Install the stop ring into the groove of the fork tube.
Tighten the pinch bolts to the specified torque
Turn the handlebar through its full range and check that there
is no handlebar/steering ingerference with cables or harnesses,
especially throttle and brake cables, hoses and lines.
PIN
safe vehicle operation.
Connect the choke cable to the choke lever.
Install the left handlebar switch, aligning the pin with the hole
in the handlebar.
\
CHOKE LEVER
lnstall the brake lever and clutch lever brackets or both master MASTER CYLINDER
cylinders by aligning the punch mark on the handlebar with \ PUNCH
the:
On cable type: Slit in the lever bracket.
On hydraulic type: Master cylinder; set the master cylinder
holder with the "UP'' mark facing up or punch mark facing
forward or up.
Tighten the upper or forward bolt first, then tighten the lower
or rear bolt to same torque.
Apply grease to the cable ends and the throttle grip sliding
surface.
THROTTLE CABLE HOLE
Connect the throttle cable to the grip and install the throttle ENDS I
grip.
Set the right handlebar switch by aligning the pin with the hole
of the handlebar.
Check that the throttle grip moves smoothly.
Route the wires properly and secure them with wire bands.
I
Adjust the throttle grip free play. PIN

FRONT SUSPENSION
HANDLE GRIP INSTALLATION
If a choke lever is attached to handlebar, it must be installed

onto the handlebar before you install the grip.
Apply Honda Bond A or Honda Hand Grip Cement (U.S.A. on-

ly) to the inside surfaces of the grips and t o the clean surface
of the left handlebar and throttle. Wait 3-6 minutes and in-
stall the grips. Rotate the grips for even application of the
adhesive.
Apply sufficient but not excessive adhesive t o the throttle. Ex-

cessive adhesive, forced into the interior bore of the drum, will
HANDLE GRIP
restrict free drum movement on the handlebar.
Allow the adhesive t o dry for at least an hour before using.
INNER WEIGHT
\
HANDLEBAR WEIGHT REPLACEMENT

PIN DRIVER
End-Type Weights:
Remove the mounting screw and the weight
Inner-Type Weights:
Remove the handlebar grip:
Spring pin type:
Drive out the spring pin using a pin driver
. Retainer ring type:
Straighten the locking tab.
SPRING PIN
To remove, pull the weight while twisting it LOCKING TAB
NOTE
. The inner weight is centered within the bar.
I \
RUB UER
CUSHION / "UUJ
Retainer ring type: RETAINER LOCKING

Install a new retainer ring t o the inner weight and install the
end weight, aligning the cutout. NG TAB
Insert the weight into the handlebar, and turn the weight
t o ensure that the locking tab aligns with the hole.
END WEIGHT

FRONT SUSPENSION
Spring pin type:

Insert the weight into the handlebar and turn it until the spring
pin hole is aligned with the hole in the handlebar.
Secure the weight with the spring pin using pin driver
STEERING STEM
If the vehicle has been involved in a collision, the steering stem
may be damaged.
REMOVAL
Telescopic Type:
Remove the handlebar
Remove the ignition switch and/or fuse holder if either are at-
tached t o the top fork bridge.
Refer t o the Model Specific Manual for specific procedures
Remove the following: I STEERING STEM NUT

. Stem nut and washer.
Front wheel and fork.
Fork top bridge.
Horn andior brake hose joint, if either are attached.
The lock washer tabs must be bent down in order t o remove

the lock nut. LOCK NUT
Remove the lock nut and lock washer.
LOCK WASHER

FRONT SUSPENSION
Remove the steering adjustment nut.
I
STEERING ADJUSTMENT NUT
If the bearings are the loose-ball type, place a shop towel

under the steering stem to catch the steel balls.
NOTE
. Tapered roller bearings or retained-ball type bearings
should be removed from the steering stem after the stem
has been removed from the frame.
1
Remove the dust seal and top cone race, or inner race, while TOP CONE RACE BOTTOM CONE
holding the steering stem with your other hand. Then remove RACE (OR INN5R RACE1
the steering stem from the frame.
NOTE
. Where loose balls are used, be sure that none of the balls
have been lost.
OUT& RACE
1
Inspection RETAINER-TYPE
Check all of the races and balls for damage or abnormal wear STEEL BALL
I
and replace as necessary.
LOOSE-BALL TYPE BEARINGS

0 HONDA MOTOR CO..LTO.
FRONT SUSPENSION
RACE REPLACEMENT BALL RACE

REMOVER I
Bearings should be replaced as a set-inner and outer
If the motorcycle has been involved in an accident, ex-

amine the area around the steering head for cracks.
Remove the races from the steering head using the ball race
remover.
Refer to the Model Specific manual for specific information

about tools.
I =BAIL
1
RACE
REMOVER
Install new races into the steering head using the driver and
attachment.
NOTE
. Drive the races in squarely, making sure that they are ful-
ly seated.
On aluminum frames: replace the races using the Ball Race

Remover Set as described in the following procedure.
Ball race remover set (includes (1) thru. (61)

07946-KM90001
(1) Driver shaft 07946-KM90300
(2) Base 07946-KM90600
(3) Attachment A, 4 7 mm 07946-KM90100
(4) Attachment 6, 5 5 mm 07946-KM90200
(5) Remover A, 4 7 mm 07946-KM90401
(6) Remover B, 5 5 mm 07946-KM90500
Top Race Removal

Install remover tool A into the steering head and place attach-
ment A onto remover A and secure it with nut B.
I DRIVER ATTACHMENT A, 47 mm
lnstall attachment B onto the Driver shaft and install them

through attachment A.
lnstall the base noting the proper installing direction and screw
in nut A.
Set attachment B into the bottom of the steering head.
Hold the driver shaft with a wrench and tighten nut A to ATTACHMENT
remove the upper race. B. 55 mm

FRONT SUSPENSION
Bottom Race Removal DRIVER SHAFT

Set remover B into the steering head, place attachment B onto DRIVER
remover B, and secure it with nut B. ATTACHMENT-
\
Install attachment A onto the top of the steering head. BEARING

REMOVER,
Install the remover shaft through attachments A and B and set
.NUT B
the base with the big end toward the head pipe and screw in LOWER
nut A. OUTER b
Remove the bottom race in the same manner as the top race. DRIVER-
ATTACHMENT
Lnk~~
-J
SSEMBLY
B, 55 mm NUT A
Top Race Installation

Install a new top race and attachment A onto the top of the
steering head.
lnstall the driver shaft, attachment, and base with the small
side of the base toward the steering head as shown.
Tighten nut A.
Hold the driver shaft to prevent the new race from turning, and
install the top race by turning nut A gradually until the groove
of attachment A aligns with the top end of the head pipe.
Bottom Race lnstallation

NUT A
lnstall a new bottom race and attachment B onto the driver
shaft, and install them into the steering head.
DRIVER 0 -
ATTACHMENT
A, 4 7 mm
Set attachment A and base on the top of the steering head and
DRIVER @
tighten nut A.
LOWER
Hold the driver shaft securely and install the bottom race into OUTER RACE\ -
the steering head by turning nut A gradually until the groove of
the attachment aligns with the bottom of the steering head.
Steering Stem Bottom Race Replacement

I STEERING STEM
/
Temporarily install the steering stem nut onto the steering
stem t o ~ r e v e n damaae
t to the threads. 1
Remove the bottom race and dust seal using a drift, and
discard them. STEM
NUT
DUST SEAL AND

BOTTOM RACE

18-18 O HONDA MOTOR CO.,CTD.
FRONT SUSPENSION
Install a new dust seal and bottom race onto the steering stem.
Press in the bottom race using the steering stem driver and a
hydraulic press.
STEM
STEERING STEM INSTALLATION TOPCONERACE

(OR INNER RACE1
Loose-Ball Type
Apply grease to the top and bottom cone races. Install the
steel balls onto the top and bottom races, making sure you
have the correct amount.
Insert the steering stem, taking care not to dislodge the steel
balls from the grease.
Hold the steering stem in place and install the top cone race
and dust seal steering adjustment nut.
Tighten the steering adjustment nut to the proper torque:

Refer to the Model Specific manual for this specification.
Turn the steering stem right and left, lock-to-lock, several STEERING STEM
times to seat the bearings
I
Make sure that the steering stem moves smoothly, without
play or binding, then loosen the adjustment nut.
Retighten the steering adjustment nut to 1 5 N.m(l .5kg-m,

loft-lb), then loosen the nut 118 turn.
Recheck that the steering stem moves smoothly without play

or binding. a
STEERING
STEM NU-
WRENCH

FRONT SUSPENSION
Reinstall the top bridge and fork legs temporarily.
Tighten the stem nut to the specified torque,

R
TOP B R I ~ G E
Retainer-Type Ball Bearings BALL BEARING

Apply grease to both the top and bottom bearings. ADJUSTMENT NUT
Place the lower bearing onto the steering stem with the re- I
tainer facing downward.
Insert the steering stem into the steering head and install the
upper bearing into the steering head.
While holding the steering stem with one hand. install the
inner race and steering adjustment nut onto the stem.
.
Tighten the steering adjustment nut to 2 5 N m(2.5 kg-m, 18
ft-lb).
Turn the steering stem right and left, lock-to-lock, several

times t o seat the bearings.
IWake sure that the steering stem moves smoothly, without

play or binding; then loosen the adjustment nut.
Retighten the adjustment nut t o 2 5 N ,m ( 2 . 5 kg-m. 18 ft-lb).
Install a new lock washer by aligning its tabs with the grooves LOCK WASHER LOCK NUT
in the adjustment nut.
Screw the lock nut all the way in with your fingers
I I
Hold the steering adjustment nut and further tighten the lock
nut; enough to align the grooves with the lock washer tabs
of the lock washer.
Bend the lock washer tabs up into the lock nut grooves
I I
Bend the tab _I

FRONT SUSPENSION
Install the top bridge and temporarily install the fork legs.
Tighten the stem nut to the specified torque.

I I
Check the steering head bearing preload (page 18-22)
Reinstall the removed parts.
Tapered Roller Bearing Type TQP BEARING

Apply grease to the top and bottom bearings.
Install the bottom bearing onto the steering stem with the re-
tainer toward the bottom.
Insert the steering stem into the steering head; then install the
top bearing and dust seal (if a seal is used on the particular
model).
Install steering adjustment nut while holding the steering stem.
Tighten the adjustment nut to 1 1 N m (1 . I kg-m, 8 ft-lbl.

I STEERING STEM
Turn the steering stem right and left, lock-to-lock, several

times to seat the bearings.
~ a k sure
e that the steering stem moves smoothly, without
play or binding.
Retighten the adjustment nut to comfirm the torque.
Torque: 1l N . m ( l . 1 kg-m, 8ft-lb).

FRONT SUSPENSION
Install the top bridge and temporarily install the fork legs.
Tighten the steering stem nut t o the specified torque.

I
Check the steering head bearing preload.
Reinstall the remaining removed parts.
STEERING HEAD BEARING PRELOAD MEASUREMENT
Steering head bearings (applicable t o on-road models over 125 cc) that are too loose or too tight may cause handling
problems.
After the steering stem and bearings have been reassembled, make sure that the steering head bearings are installed correctly
by measuring the preload
An average measurement is given here, refer t o the Model Specific manual for the correct preload specification
PRELOAD (kg-m, in-lb)
Measurement (Reading on spring scale) = --
DISTANCE (between stem and fork tube centers)
kg (ibl
(cm, in)
Example:
Distance: 7.5 cm (3.0 in)
Preload: 15 kg-cm (13.0 in-lb)
Measurement should be 2.0 kg (4.3 lb) on the spring
scale.
I
STEERING &RK TUBE
STEM CENTER

MEASUREMENT
Place a jack or work stand under the engine and raise the front
wheel off the groud
' FRONT SUSPENSION
Position the steering stem in the straight ahead position.
Hook the spring scale to a fork tube between the top and
bottom bridges.
Pull the spring scale, keeping the scale at a right angle t o the
steering stem.
STEERING
Read the scale at the point where the steering stem just starts STEM
to move.
Compare this with the specification in the Model Specific
manual.
Adjust as necessary.
I FORK TUBE
/

MEMO
SERVICE INFORMATION 19-1 SHOCK ABSORBER 19-7
TROUBLESHOOTING 19-1 SWINGARM 19-1 1
SYSTEM DESCRIPTIONS 19-2 PRO-LINK SUSPENSION LINKAGE 19-1 1
SERVICE INFORMATION
0 Use only genuine Honda bolts and nuts on all suspension, swingarm, shock absorber and suspension linkage mounting
locations.
. .
gas containing shock absorber.
Before disposal of the gas containing shock absorber, release the nitrogen gas (see page 19-9).
TROUBLESHOOTING
Soft Suspension
- Weak springlsl
Oil leakage from damper unit
Air or gas leakage
Incorrect damper adjustment
Hard Suspension
Incorrectly mounted suspension components
Incorrect damper adjustment
Bent swingarm pivot
Bent damper rod
Damaged swingarm pivot bearing(s1
Faulty suspension linkage
Damaged linkage pivot bearings

REAR SUSPENSION
SYSTEM DESCRIPTIONS
Swingarm-type rear suspension systems provide a comfor-
table ride while offering good traction and wheel control
capabilities. Using the front swingarm pivot as the fulcrum and
mounting the rear axle at the trailing end of the swingarm
allows the wheel t o respond quickly t o variations in the road or
trail surface.
At present, almost all motorcycles have adopted this basic

configuration for rear suspension. On some scooters, the en-
tire engine and drive unit pivots as the "swingarm".
This basic swingarm type rear suspension design can be
broken down into a few categories, depending on the number
of dampers used and the design of the swingarm.
Conventional, Dual SpringlDarnper Type

In the coventional type syslem, t w o springidamper units sup-
port the rear of the frame from the rear section of the
swingarm as illustrated here.
Today, this type of suspension is found primarily on small

displacement motorcycles because of the simplicity of
installation, the small number of components necessary and
due t o the system's basic economy. Up until around 1981,
this dual spring damper design was also used on most larger
displacement motorcycles as well.
A rising rate type rear suspension is also possible on dual

shock types if the shock angles are correctly positioned.
Pro-Link. Progressive Link Type

Honda's Pro-Link suspension system is designed to provide
both comfort and control without compromise. Its progressive
action rising rate delivers an ideal proportion of springing and
damping over a wide range of riding conditions. Initial rates are
soft for supple response to small bumps and ripples. Should
the riding surface become rougher, increasingly stiffer rates
provide the control necessary t o prevent bottoming and keep
the rear wheel in contact with the surface.
The swingarm and damper unit of the Pro-Link type rear

suspension are connected t o the swingarm by a link. The
damper unit travel in relation t o the rear wheel movement can
be changed relatively freely during the design stage in accor-
dance with the combination of the cushion arm and cushion
connecting rod that is selected.
I Full compression
AS the axle stroke distance increases, the piston speed of the Though the amount of stroke A is
damper and shock absorbing force increase progressively. the same, the amount of stroke B
Therefore, this type of suspension is characteristically soft on ecomes greater.
initial travel so it absorbs small riding surface inconsistencies
well, and provides progressively firmer resistance t o prevent
bottoming at full compression when a large bump is hit.

REAR SUSPENSION
This arrangement offers a greater amount of suspension

stroke compared to the amount the damper unit compresses
and, therefore, greater control for improved suspension
performence. It also enables the weight of the springldamper
unit to be centralized more compactly, nearer the center o f the
frame.
The Delta type Pro-Link is a further refinement which lowers

the motorcycle's CG by a significant amount, and reduces the
weight of the cushion arm
Pro-Arm Type
Honda's unique cantilever-type Pro-Arm is a functional and
stylish departure from the conventional forked-type
swingarms. High rigidity and durability are achieved through
the use of a massive box-section design and large diameter
"axle". The "center pin"mounting allows easy wheel removal/
installation, and the design of the eccentric bearing carrier
makes chain adjusting easy and wheel alignment foolproof.
Other benefits include minimal unsprung weight, added room
for compact exhause routing, slimmer overall machine shape,
easier access for damper adjustments, and the simple desiogn
lends itself to ease of maintenance and cleaning.
Damper Design and Operation

Riding comfort and proper rear wheel traction are provided by
t DAMPER ACTION
a combination springidamper unit, and to some degree, by

maintaining proper tire pressure. The damper absorbs some
suspension compression force and controls the unwanted re-
bounding effects of the spring. Typically, comparatively little
damping resistance is offered on the compression stroke as
most of this (shock) is handled by the spring.
DAMPER OIL COMPRESSED
Oil dampers units are either the upside down type or the right I DAMPER
side up type. Running the damper body upside down (with the
shaft below and the body above) reduces unsprung weight.
Vibration
Vibration (spring and
damper)
1v-
Upside down Right side up
type type

0HONDA MOTOR CO..LTD
REAR SUSPENSION
In addition to the inverted and conventional damper body DOUBLE DAMPING (DOUBLE-EFFECT)TYPE
types, there are t w o basic damper designs, each named for the
method used to create the damping action; the friction type
and the oil damper type.
The friction type damper is comparatively simple in design and

is used on only the most lightweight and economical models.
This design uses only the friction of a nonmetallic piston
against the greased, inside wall of the damper cylinder to
counteract the natural rebounding action of the springs.
Many of the simplest and most lightweight motorcycles and

scooters are equipped with single damping or single-effect
type dampers. This design provides damping force only on the .
rebound stroke and relies on the compression resistance of the
spring alone to absorb riding surface irregularities.
EMULSION TYPE
The most effective damper design is the double damping or

double-effect type. In these, damping force is provided for
both compression and rebound strokes.
Some damper designs include nitrogen gas within their bodies

or within a reservoir to prevent the oil from foaming.
In emulsion type dampers the nitrogen is housed in the

damper body. Some emulsion-Types include a separator in
the gas chamber t o prevent the gas from mixing with the oil.
Decarbon design dampers keep the nitrogen gas separated

from the oil by means of a free floating piston which acts as a
diaphragm. This way the oil can pass through the damping
orifices without interference from the gas bubbles.
Reservoir equipped dampers are a variation of the simplest RESERVE-TANK TYPE

Decarbon design. A more consistent oil temperature, and
therefore more consistent damping, is provided due to an
increased oil capacity; the shock body can be entirely filled
with oil since the gas chamber is elsewhere. A rubber bladder
is used within the reservoir t o separate the nitrogen gas from
the damper oil.
TANK
Date of Issue : arch, 1995

REAR SUSPENSION
Rear Damper Springs STRAIGHT WOUND PROGRESSIVE WOUND

A variety of spring designs are used on motorcycles and
scooters. Among these types are straight wound, progressive
wound, wide pitch and narrow pitch, and even tapered spring
wire types. Each provides different compressive force
characteristics.
NOTE
Unsprung weight is reduced slightly when the widely pit-
ched (or spaced) spring coils are positioned toward the
swingarm.
One means of achieving a progressive overall spring rate is t o

COMBINATION TYPE AIR-ASSISTED TYPE
allow the spring rates of t w o or three different springs to
"crossover" or combine their individual qualities by simply
stacking the springs atop one another. This method is known
as a combination type spring arrangement.
Another variation towards achieving a progressive spring ac-

tion is to add an air-assist bladder t o the springidamper unit.
On these types, air pressure is added up to a specified amount
t o compensate for increased load requirements rather than ad-
justing the preload on the spring.
The right "shock" on GL1500s is actually only an "air

spring". It has no dampening properties aside from a very
slight seal friction and is filled with only a very small amount of
oil to lubricate its shaft and oil seal.
Spring Preload Adjuster Designs

The spring adjuster changes the coil spring length and the ini-
tial spring preload. There are several types of spring preload
adjuster systems; pre-set type, mechanical type and both
mechnical and hydraulic remote control types, all of which ad-
just the spring seat position.
The Pre-set category includes both the cam type preload ad-
juster and the near infinitely adjustable threaded, double lock-
ing nut type.
Cam Type
The cam type preload adjuster uses a collar with recessed CAM TYPE ADJUSTER
steps that fits around the damper body. As each step is posi-
tioned against a stop or pair of stops built-in to the damper
body, the spring preload can be adjusted t o from three t o five
pre-set positions, t o better suit vehicle load requirements.
SOFT Q .==3 HARD

REAR SUSPENSION
Threaded Type THREAOTYPE ADJUSTER LOCKNUT

Spring preload is set by moving an adjuster nut to either com-
press or extend the height of the spring. Once the desired
preload is established, a lock nut is tightened against the ad-
juster nut to prevent it from changing position. A minimum and
maximum spring height (spring preload) is recommended for
each model. These dimensions must be complied with.
Failure t o comply with the minimum and maximum spring

length specifications may result in the spring coil binding near
full suspension compression or the spring perch retainers com-
ing loose near full suspension extension.
Remote Control Type REMOTE CONTROL TYPE ADJUSTER

The remote type of spring preload adjuster uses hydraulic
pressure to reposition the spring seat. An adjuster knob on a
conveniently located control mechanism presses against a
diaphragm, which i n turn forces hydraulic fluid through a line
to the damper unit. This hydraulic system, completely
separate from the damping system, increases or decreases the DIAPHRAGM
height of the spring to achieve the desired preload.
PRlNG ADJUSTER
. " ,
flow by regulating the orifice diameter.
On certain types other than those shown in the drawings, the

damping force is controlled by adjusting the pre-set load on the
valve.
Decreasing the orifice diameter increases resistance and REBOUND

damper hardness. SIDE
Increasing the orifice diameter decreases resistance and

damper hardness. - ORIFICE
l
li
U 300
tT
,, PISTON SPEED
li=,

REAR SUSPENSION
SHOCK ABSORBER SHOCK +BSORBER
REMOVAL
Support the vehicle securely and raise the rear wheel off the
ground.
Remove the mounting bolt(?.) or nut(s), then remove the

shock absorber.
INSTALLATION
Install the shock absorber on the upper mount, noting the

proper installation direction of the mounting hardware.
Raise the rear wheel enough to allow installation of the lower

mounts. Slip the mounts into position.
Tighten the upper and lower mounts to the specified torque.
On Pro-Link or Pro-Arm systems, refer to the Model Specific

manual for shock absorber removallinstallation procedures.
DISASSEMBLY(F0R APPROPRIATE MODELS ONLY)
pressure nitrogen gas.
. Do not disassemble gas damper units.

Be sure to release the gas from the damper unit before
discarding
" it.
To prevent loss of tension. do not compress the spring
more than necessary t o remove it.
Remove the shock absorber.Compress the spring and remove

the damper unit.
Shock Absorber Compressor Use:

lnstall the shock absorber compressor on the rear shock HOLDER NU
Certain shock absorber compressors require adapters when

the attachment is installed, while others do not. Refer t o the
Mode Spedific manual for compressor specifics.
Install the shock absorber compressor holder securely onto the SHOCK ABSORBEF
spring end that is near the lock nut or stopper ring. COMPRESSOR
Turn the compressor handle and slowly compress the spring.
Hydraulic Press Use:

Install the spring compressor attachment and compress the SPRING COMPRESSOR
spring with the hydraulic press. ATTACHMENT
HYDRAULIC PRES
Alway use a specified tool to compress the spring. Refer to
the Model Specific manual.
SPRING
sing the spring improperly could cause /
/ serious injury.
Certain types of shock absorbers are mounted with a stopper

STOPPER RING
ring while other types are mounted with a lock nut.
Refer to the Model Specific manual.

REAR SUSPENSION
Lock N u t Removal
SHOCK ABSORBER
COMPRESSOR
Do not loosen or remove the lock nut if it is staked
shock assembly to c o k e apart unexpectedly and lead

to a serious injuly.
Compress the spring and loosen the lock nut, then remove HOLDER NUT
the upper or lower joint and the spring
Stop Ring Removal

Compress the spring and remove the stopper ring. / SHOCK ABSORBER
COMPRESSOR
ATTACHMENT
I\<
Remove the spring.
INSPECTION SPRING
Spring
Place the spring on a level surface and measure the free
length.
I
Replace the spring if it is deformed, cracked, or if its free
length is shorter than the service limit.
Damper Unit
Keep a gas-filled shock absorber away from fire or heat.

FREE LENGTH
I
. Heating a gas-filled damper can lead to an explosive
release of pressure which can cause a serious injury.
. disassembly
Do not try to disassemble the damper unit if the
procedure is not described in the Model
Specific Manual. Disassembly can lead to a release of
cause an injury.
Check the damper unit for deformation or oil leakage and

Check the damper rod for straightness. Also check for Stepp-
ed wear and replace if necessary.
Check the damper bump rubber for fatigue or damage and I

BUMP RUBBER

REAR SUSPENSION
Compression Force (Gas Filled Damper Only)
Examine the damper rod and replace the damper unit if the rod
is bent or scored.
Mark the damper rod t o indicate the specified compressed

stroke (i.e., 1 0 mm/0.4 in t o indicate the from the damper
body).
Place the damper rod on a scale and measure the force re-
quired to compress the damper until the mark is flush with the
damper body.
Refer to the Model Specific manual for the compression force

and the specified compressed stroke.
If the force reauired is less than service limit. the damoer is

leaking
I UPPER JOINT I
Check the upper joint and collar for wear or damage and
replace the parts if necessary.
Check the rubber bushing for wear or damage and replace it

if necessary.
NOTE
BUSHING
Apply the specified grease to the sliding surfaces of the
collar and bushing, and reinstall them.
If a needle roller and s~hericalbearina are installed
instead of the bushing and collar,referVto the Model
SHOCK ABSORBER DISPOSAL PROCEDURE

Center punch the damper case to mark the drilling point.
THE DRILLING POINT INDICATED
Refer to the Model Specific manual for the precise drilling BELOW IS EXAMPLE ONLY!
point. REFER TO THE MODEL SPECIFIC MANUAL
FOR PRECISE DRILLING POINT!
Place the damper unit inside a plastic bag and clamp it upright DRILLING
in a vise. POINT
DRILL BIT 1
Through the open end of the bag, insert a drill motor with a
sharp 2-3 mm (5164 - 118 in) drill bit. Wrap the bag around PLASTIC BAG
the drill and hold it closed.
Use a sharp drill bit t o minimize heat buildup.
. The shock absorber contains nitrogen gas and oil under

high pressure. Drilling farther into the damper case than
specified can puncture the oil chamber. Oil escaping
. under high pressure may cause serious injury.

Always wear eye protection to avoid getting metal shav-
NOTE
. The plastic bag is only intended to shield you from the
escaping gas.
Briefly run the drill motor inside the bag; this will inflate the
bag with air from the motor and help keep the bag from
getting caught in the bit when you start.

REAR SUSPENSION
For dampers with nitrogen gas filler valve, depress the valve
core to release the nitrogen and then remove the valve from
the shock absorber.
Point the valve away from you.
II
I
ASSEMBLY (FOR APPROPRIATE MODELS ONLY) VALVE
CORE
Assemble the shock absorber in the reverse order of 1
disassembly.
NOTE
1
If the shock absorber does not have an even pitch
swrina, the sorina should be installed as specified in the
~ o d ; specific manual.
Hydraulic Press Use:
1
Compress the spring until the stopper ring can be installed us-
ing a hydraulic press. Refer to the Model Specific manual.
Always use a Shock Absorber Spring Compressor to compress

the spring on dampers with a rod screwed into the upper or
lower joint.
hydraulic o r e s to comoress the soring 1

I
. .can lead
to the spring or shock absorber flying out of the press
and causing a serious injury.
SPRING COMPR ESSOR
ATTACHMENT
Install the stopper ring in the groove in the damper. \ HYDRAULIC PRESS
Be certain that the stopper ring is seated firmly in the groove.
. Failure to firmly seat the snap ring may cause the shock
assembly to come apart unexpectedly and lead to a
SPRING
serious injury.
Ccmpressing the spring more than necessary may cause
a loss of spring tension.
C>-----STOPPER RING
LOCK NUT LOWER JOINT

Joint Installation:
Clean the lock nut threads before installing the lower joint.
Install the lock nut on the damper rod and tighten it by hand
as for as it will go.
Apply a locking agent to the damper rod threads.
lnstall the lower joint on the damper unit.
Hold the lower joint and tighten the lock nut to the specified
torque.

REAR SUSPENSION
Refer to the Model Specific manual for swing-arm removal,

disassembly, reassembly and installation.
INSPECTION
Remove the chain slider, chain guide and brake torque rod (if
installed).
If the motorcycle is a shaft-drive type, remove the rubber boot.
Check the removed parts for wear or damage and replace

parts if necessary
Check the center collarldistance collar, if installed, for wear,

scoring or scratches and replace if necessary.
PRO-LINK SUSPENSION LINKAGE SHOCK ARM LOWER MOUNTING BOLT
NOTE
~~ ~~~~~~~~~~
Mark installed position codes on the suspension linkage

parts before disassembly. The shock arm and connect-
ing rod often have specific installation directions and
they should be installed properly. They may interfere
with the frame and/or change the vehicle height unless
installed properly.
REMOVAL
MOUNTING BOLT
..
Rear wheel
Bolts from the frame side of the connecting rod
.Rear shock absorber lower mounting bolts

Bolts from the swingarm side of the shock arm
SHOCK ARM
INSPECTION
Check the shock arm and connecting rod for deformation,

cracks or other damage and replace as necessary.

REAR SUSPENSION
Check the pivot collars, dust seals, bushings and/or bearings PIVOT COLLAR
for wear or damage and replace parts if necessary. Refer to
the Model Specific manual for replacement procedures.
Refer to the Model Specific manual, if your motorcycle is

equipped with needle roller or spherical bearings.
INSTALLATION
Apply molybdenum disulfide grease to all pivot points
Pack the grease fittings (if installed) with grease
Reassemble the suspension linkage with special attention to

the proper installation directions, and loosely tighten the pivot
bolts.
Reinstall the suspension linkage assembly on to the frame and

tighten each bolt to the specified torque.
GREASE FITTING PIVOT BOLT
Refer to the Model Specific manual for the proper torque
specifications.

20. FRAME/BODY PANELS
SERVICE INFORMATION 20-1 DESCRIPTION
TROUBLESHOOTING 20-1 INSPECTION
SERVICE INFORMATION
Although it is possible to weld some cracked frames and straighten some frames that are slightly bent, it is best to
replace the frame with a new one when it is damaged.
* Generally speaking, plastic body panels cannot be repaired and, therefore, must be replaced.
0 It is possible that a front end collision will bend the steering head, but not the fork, wheel, or even the axle.
TROUBLESHOOTING
-. Failure of the front suspension, steering, or rear suspension may damage the frame enough t o require replacement
Refer to section 18 for front suspension and steering inspections.
Refer to section 19 for rear suspension inspection.
Abnormal engine vibration

Cracked or damaged engine mounts
. Cracked, damaged or bent welded portions
. Bent or damaged frame
Engine problems
-.
Abnormal noise when riding (banging or creaking)
Damaged or bent engine mounts
.Damaged welded points

Damaged or bent frame
.
Steers to one side when under acceleration or deceleration
Bent frame
Bent fork
Bent swingarm

FRAME/BODY PANELS
Motorcycle, scooter and ATV frames serve as a skeleton t o which all other components are attached. Various forms and
intensities of vibration and stress from both the engine and the suspension act against the frame when the vehicle is in use.
These forces are major factors in determining the final design of each frame.
The various frame designs can be classified into one of a few general categories. Certain types are chosen for particular
models according t o their engine displacement, the use the vehicle is designed for, serviceability, cost factors, and even
visual appeal.
The material used for a frame is chosen by similar means. Generally, aluminum frames are reserved exclusively for sport type,
on-road motorcycles, usually of middle-to-large engine displacement. Virtually all other frames are made of steel. Aluminum
alloys are lighter than steel of the same strength, but are bulkier and more expensive t o produce.
A wide variety of tubing and pressed steel shapes as well as castings and forgings are combined t o form the optimal
framework for a particular model.
Many of the earliest Honda models used primarily a round steel tube frame.
Later models up t o 305 cc used a frame made mostly or entirely of pressed steel plate.
Some of today's frames are made almost entirely of round steel tubing of various sizes and thicknesses. Others are made up
mainly of square steel tubing. Most aluminum frame members are some form of rectangular tubing, though a few pieces are
square. The highest stressed rectangular aluminum members are often relatively complex extrusions designed to fulfill a
specific set of requirements. Most aluminum and steel frames include some castings or pressed steel sections in order t o form
strong and compact tube joints, and for pivot or major attachment points.
Round tubing has the same strength in all directions. Square and rectangular tubing (as well as other variants) have different
strength characteristics in different directions. When the maximum strength is required in a vertical direction and the strength
in a horizontal direction is not as important, rectangular tubing w i t h greater strength in the areas needed is chosen. A t times a
frame is lightened by changing the combination of the types of tubing.
Thinwall rectangular aluminum tubing is strengthened by internal stiffening ribs and extrusion production. Some models use
a special modified pentagonal or hexagonal extruded aluminum tubing (with internal strengthening ribs) in order to improve
the frame member's strength to weight ratio, its rigidity in one or more specific directions, and in some cases, to allow a more
compact and unobstructed riding position.
The various material types, forms and dimensions used in frame design are linked directly t o the experience gained from
Honda's ongoing racing programs around the globe. As new knowledge is gained through competition, it is combined with in-
put from non-competition testing and utilized in the construction of each new generation of production machine.
STRONGEST- RECTANGULAR MODIFIED HEXAGONAL

WEAKEST. .....
WEAKER - - - -
RECTANGULAR
EXTRUDED ALUMiNUM
TUBING
EXTRUDED ALUMINUM TUBING
ROUND TUBING
@
STRENGTH EaUAL STRENGTH DIFFERENT
lNA L D~ I R E ~ T l ~ ~DEPENDING
S ON DIRECTION MODIFIED PE T M X N A L
OF FORCE APPLIED EXTRUDED ALUMINUM TUBING
The frame also serves to absorb vibration from the engine and, to some degree, from the road surface. The difference in basic
frame structure is determined according to the engine type and the type of use the machine is designed for.
Two only slightly different frame designs may have significantly different vibration absorbing or generating characteristics
which make one design correct and the other unsuitable, even with the same engine installed. Therefore, the particular frame
structure a machine ends up with is chosen according t o the engine type and by the specific use the machine is intended for,
in order to prevent unpleasent vibration t o the rider and premature fatigue to structural members.
Frames are classified as follows, according t o differences in basic structure:

FRAME/BODY PANELS
BACK-BONE
This type of frame is made up of a combination of pressed

steel plate and steel tubing.
This basic frame design is used mainly on scooters and some

of Honda's earlv motorcvcle desions. Back-bone construction
allows added frkedom in the overall design of the vehicle and
relatively economical production
DIAMOND FRAME
With a diamond frame, lower section of down tube is not
connected with other frame tubes. The engine forms the final
portion of the frame structure and generates the frame strength.
The diamond frame is used mainly on small and middle-
size vehicles due t o the simplicity of its structure and its light
weight and excellent serviceability.
SINGLE CRADLE FRAME
The single cradle frame has one down tube and one main pipe
at the front of the engine. The frame structual material sur-
rounds the engine. This frame is mainly applied to off-road
vehicles and middle-sized, street sport models due t o its light
weight, durability and ease of serviceability.
DOUBLE CRADLE FRAME

MAIN PIPES A
The double cradle design is similarto the single cradle frame, but
has two down and main tubes, resulting in increased rigidity.
A part of the down tube can be removed to facilitate engine
removal on some models. This frame is mainly used on large
displacement street motorcycles

FRAME/BODY PANELS
SUB FRAMES
The sub frame can be removed to improve the service access
s
on some models. This frame is mainly used on sport type
motorcycles.
sue FRAME
INSPECTION
Visually check the frame for damage or bent tubes and
components.
Straighten the hadleber and check the alignment between the

front and rear wheels.
If the rear wheel does not align with the front, check that the
drive chain adjusters are adjusted correctly.
Wheel alignment (4
If the rear wheel leans to either side when viewed from above,
check whether the right or left arm is twisted or bent.
Take a horizental view of arm section of the swingarm. Check
the alignment of the rear shock mounts (on dual shock mode-
Is) in the same way.
View from front view frbm rear
Apply penetrant to inspect the cracks
NOTE
Refer t o penetrant manufacture's instruction manual for
the proper product use and inspection procedures.
If cracks appear in the paint on the frame, inspect the areals)

more closely to find out if the frame material itself is cracked. CHECK FOR:
\ \
CRACKS CRACKS

CTRICAL FU DAMENTALS
SERVICE INFORMATION 21-1 BASIC ELECTRICAL DIAGNOSTIC
METHODS 21-14
BASIC ELECTRONIC KNOWLEDGE 21-6
ELECTRICAL SYMBOLS 21-13
This chapter illustrates the safety precautions and the basic knowledge required for servicing electrical systems. Other
chapters related to electrical systems do not contain the basic information presented in this chapter. Read this chapter
thoroughly in order to understand the basic safety procedures and diagnostic methods before starting any service.
SERVICE INFORMATION
4 When connecting harnesses, connect wires only with 4 When measuring voltagelresistance of wire terminals
wires of the same color. In the few instances when using a tester, insert the probes from behind the
wires with different colors are connected, there i s connector. For water-proof connectors, insert the
always a colored tube near the terminal (see t h e probes from the front to avoid opening the wire
illustration below). terminal
Connect connectors with the same colored connectors.
For striped wires, the stripe color is indicated after the
color of the wire in Honda service manuals. TEST PROBES WATER-PROOF CONNECTOR
I
Connect the positive terminal first when connecting a

WHITEIRED WIRE battery.
BLUE 4 Coat the terminals with clean grease after connection.
Make sure the protective cover is secured on the
terminal.
Disconnect the negative cable of the battery before
working on any electrical component.
Do not let the tool contact the frame when disconnect-
ing the cable.
4 After completing a job, check that all terminal pro-

tecters are placed correctly.
If a fuse blows out, diagnose the cause and repair it. E When separating connectors, pull only on the connector
Replace the fuse with one of the correct rating. housing. Do not pull on the wires.
CORRECT INCORRECT
0 X
Always separate wire connectors with the ignition switch in
+czso+
the OFF position.
Make sure protectors 'Over the connectors
~~f~~~ separating a connector, check whether its locking
and terminal.
mechanism is of the push-in type or pull-up type.
GOOD
-- ~
NO GOOD
When installing a connector, push it until it clicks into place.

For connectors with locks, push the connector in lightly
then unlock the lock. Check that the lock is securely
fastened when reconnected.
GOOD CLICK
properly.
Before connecting connectors, check that the pins are
straight and that all the wire terminals are intact and tight.
If a terminal is corroded, clean it thoroughly before
connecting.
oGOOD
X
NO GOOD
NO GOOD

21 -2 0 HONDA MOTOR CO..LTD.
Check for torn protective covers and oversized, loose fit- Secure wires and wire harnesses to the frame with wire
ting, female terminals before installation. bands at the designated locations. Install the bands so that
only the insulated surfaces contact the wires or wire
harnesses.
GOOD NO GOOD
. GOOD NO GOOD NO GOOD
Replace damaged wires with new ones.
GOOD NO GOOD
0 DO not squeeze a wlre agalnst a weld or the end of its

clamps.
GOOD NO GOOD
0 Connectors with protectors facing up must have a drain FB Check that harnesses cannot come in contact with hot
hole. parts after clamping.
GOOD
NO GOOD
Protect wires and harnesses with at least t w o layers of

electrical tape or with electrical harness tubes if they con-
tact a sharp edge or corner.

W Check that the wire harness is securely clamped at all W Route wire harnesses to avoid sharp edges, corners or the
locations. projected ends of bolts and screws.
GOOD NO GOOD GOOD

GOOD
0 X
J!szL X
NO GOOD
+ e.
W To unlock a wire harness or hose from a clip, use a
screwdriver t o open up the tab. When locking the clip. Seat grommets in their holes properly.
press firmly until it clicks. If the clip was removed from the
frame, replace it with a new one. GOOD NO GOOD
"U
DRIVER Do not bend or twist wire harnesses.
U Check that the wire harness does not interfere with any
moving or sliding parts after clamping. GOOD NO GOOD
0 x
NO GOOD
Before using testers, read the instructions.
CAUTION
Do not drop parts containing semiconductors. Semicon-
ductors are fragile and sensitive t o shock. Dropping a
semiconductor could damage or destroy it.

Be careful not to pinch or trap wires or harnesses under

items during installation.
Route wires and wire harness so that they are not too tight
or loose when the handlebar is turned all the way to the
right or left.
Avoid routing wires and harnesses through sharp bends and
arround tight corners.
Route harnesses so they are neither pulled taut nor have ex-
cessive slack.
GOOD
A
X
NO GOOD

BASIC ELECTRONIC KNOWLEDGE

All matter, whether solid, liquid, or gas, is a collection of
moleculels, and each molecule is made u p o f atoms. Each
atom consists o f a nucleus (which is made u p of protons and
neutrons) and electrons, which circle around the nucleus.
Electricity flows when these electrons freely move outward

from their orbits. Some materials become conductors when
there are a lot of free electrons and some become insulators
when there are no free electrons. It is a well known fact that
when a piece of glass is rubbed with silk cloth, it generates
"Static Electricity" attracting a piece of paper towards it. This
happens because the free electrons i n glass move into the silk
due to the heat generated by rubbing. As a result, the glass
takes on a positive charge and the silk cloth takes o n a
negative charge.
CURRENT FLOW
When a positive charged material and a negative charged

material are connected with a conductor, free electrons flow
w
from negative charged t o positive charged material. This flow
of electrons is called "electricity". For a long time it was
thought that electrical current flowed from the positive side of
the source to the negative side. When it was discovered that
electrons actually flow the other way, it was too late to change
existing publications on electricity. As a result, just for
convenience, technical publications compromise by saying
that electrical current flows from the positive to the negative
side while electrons flow from the negative t o the positive
side.
It is convenient to think of the flow of electrical current as

the flow of water.
The number of electrons passing any given point in a circuit

in one second determines the current flowing through the
circuit. The amount of current flow is measured in "Amperes
(A)".

ALTERNATING CURRENT AND DIRECT CURRENT
All electrical components are supplied with either alternating

current or direct current, abbreviated as AC or DC respectively.
The fundamental characteristic of the two currents differ

completely. and for the purpose of servicing, you need to have
a good understanding of these differences.
ALTERNATING CURRENT
Alternating current (ACI changes in voltage value and polarity

with time. AC current flows in one direction until peak voltage 0
is reached and then drops to zero volts. AC current then
changes direction or polarity until peak voltage is achieved and
again drops to zero and again changes polarity. From zero
f
0
voltage to peak positive voltage to peak negative voltage and
back again to zero voltage is known as a cycle.
0 TIME
In motorcycles, all electricity generated is AC. However, AC

can be converted to direct current (DC) by rectification. The
DC current is then supplied to components operating on DC.
For example, some models use DC for their headlights and
others use AC.
For headlights operating on AC, the lights turn off when the
current flow is zero, and then go back on again as the polarity
becomes reversed. This ON-OFF cycle is repeated at a high fre-
quency (number of cycles in one second) and is not noticable.
Direct current DIRECT CURRENT
Direct current is a current whose magnitude and direction re-

main constant. Its form is shown in the graph. Direct current is
abbreviated as DC. Motorcycle batteries, and household bat-
1 f \
CURRENT
teries supply DC.
DC has the following characteristics as opposed to AC.

. DC can be storedjn batteries and discharged when needed.
i "7
.Pi!%
(AC cannot be stored)
. DC is capable of a large current flow. (Good for starter
motors)
. DC voltage cannot be stepped up or down.(AC voltage can
be changed using a transformer)

0 HONDA MOTOR CO.,LTD. 21 -7
VOLTAGE
As illustrated in the figure t o the right, when t w o water tanks,

I
A and B, are connected, water flows from tank A t o tank B. ..-
.... -- - PRESSURE DIFFERENCE
This flow is the result of a pressure difference between the (HEIGHT DIFFERENCE1
t w o tanks.
FLOW OF WATE
This same concept applies to electricity. The pressure

difference, called the electrical potential difference, causes
current t o flow through a circuit.
The pressure of the current is measured as voltage (V).
RESISTANCE
AS everyone knows, water flows through a larger pipe easier
I
than a smaller pipe. This is because the smaller pipe provides
greater resistance. Similarly, ebectrical current flows through a
thicker wire lconductor~more easily than a thinner wire. The ':T :
resistance limiting the flow of electricity through a wire is
measured in Ohms (01.
Resistance increases as the size of wire become smaller and BATTERY

longer. This resistance value can be measured with an ohm-
meter.
THIN WIRE THICK WIRE

(LARGE RESISTANCE) (SMALL RESISTANCE)

OHM'S LAW
<OHM'S LAW>
The amount of current flowing through a conductor in a closed
circuit is proportional t o the voltage applied t o the conductor.
The relationship between voltage and current flow and VOLTAGE (E)
CURRENT (I) =
resistance is known as Ohm's law. RESISTANCE (R)
For example, if a 6 Q resistor is connected t o the + and - ter-
minals of a 12 V battery, the current flowing through the
resistor can be calculated by Ohm's law:
Current = Voltage + Resistance = 12 +6 = 2 A

13
I VOLTAGE = CURRENT x RESISTANCE
CURRENT = VOLTAGE + RESISTANCE
RESISTANCE = VOLTAGE + CURRENT
POWER
We use electricity to operate headlights or starter motors, or

we convert it t o heat. The amount o f work required t o d o
these things is measured in Watts. Changing voltage (Volts)
or the rate of current flow (Amperes) increases or decreases
electrical power output (Watts). The relationship is defined
as:
W = E.1 (Power = Voltage x Current)
ELECTRICAL CIRCUIT
As shown in the diagram at right, when a light bulb is co-

nnected t o a battery, the current flows in the direction o f the
arrow and the light bulb turns on.
The path in which an electric current flows, is called a circuit.
On Honda motorcycles, scooters and ATVs, the ground wire
of an electrical circuit is connected t o the engine o i frame.
Grounding the negative terminal is called a negative terminal
ground type.
All Honda motorcycles, scooters and ATVs share the negative

ground circuit shown in the diagram.

0 HONDA MOTOR CO.,LTD. 21 -9
Series Circuit (SERIES CIRCUIT)
A series circuit is an electric circuit in which the current flows

through one device into another, and then to ground. There is
only one current path and the voltage is distributed by the
loads. The total resistance (0)can be found by simply adding
all the resistances, eg: R = R1 + R2
Parallel Circuit (PARALLEL CIRCUIT)

hAn.
A parallel circuit is an electric circuit which has t w o current
paths, one for the positive and one for negative. The devices
are connected across the t w o paths. The voltage on each load
is the same, but the current branches out to each load. The
current flow to each load can be calculated as i l = E f r l ,
i2 = E + r2.
The total current (1) is the sum of all current flowing to each
load.
SEMICONDUCTOR 0
The electrical conductivity of semiconductors lies between DIODE
that of conductors and insulators. Before understanding how I
-
they work in circuits, you need to have a basic knowlege of
their characteristics.
CURRENT FLOWS
Diode (NORMAL DIRECTION)
The diode allows current to flow in only one direction. When 4- ----CURRENT DOES NOT FLOW
current is flowing, there is a slight voltage drop across the (REVERSE DIRECTION)
diode.
Zener Diode
The Zener diode allows current to flow in one direction similar
to the diode above. When a certain reverse voltage is applied,
ZENER DIODE
current abruptly flows in the reverse direction. When the
i
voltage is reduced below the reverse voltage, current flow in
the reverse direction stops.
-
------
f
CURRENT FLOWS
NO CURRENT FLOWS
I -
VOLTAGE
BELOW REVERSE VOLTAGE

-CURRENT FLOWS
ABOVE REVERSE VOLTAGE

Thyristor (SCR)
THYRISTOR
Thyristors have three terminais: anode, cathode, and gate.
The current flowinq - from the anode t o cathode is said t o be in
the positive direction. 0 0
ANODE A K CATHODE
Like diodes, thyristors do not allow current to flow i n the
neaative
" direction. When turned on. thvristors allow current
I
to flow from anode t o cathode only.
I G GATE
I ---- NO CURRENT FLOWS

-S
----a NO CURRENT FLOWS
1
The thyristor is turned on when a certain amount of voitage is
applied to the gate. This input t o the gate is called gate voltage
or trigger voltage.
Once the thyristor is turned on, there is no need t o continuous-

- I
ly apply voltage t o the gate, and its characteristics become
identical t o a regular diode.
*-----
- CURRENT FLOWS WHEN
SCR IS ON
NO CURRENT FLOWS
Transistor TRANSISTOR SYMBOLS

A transistor has three terminais; emitter (El, collector IC), and
base (BI.
There are t w o types of transistors: PNP and NPN type.
I PNP TYPE NPN TYPE
E: EMITTER
C: COLLECTOR
B: BASE
In PNP type transistors, when a positive voitage is applied t o

the emitter and negative voltage t o the collector, almost no
current flows from the collector t o the emitter. If the emitter
voltage is raised slightly higher than the base voltage and a
small amount of current flows from the emitter t o the base, a
large amount of current flows from the emitter t o the collector.

0 HONDA MOTOR CO.,LTD. 21 -1 1
In the NPN type, almost no current flows when a positive

voltage is applied t o the collector and a negative voltage t o the
emitter. When a small current flows from the base t o the emit-
ter, a large current flows from the collector t o the emitter.
In this way, the transistor resembles an amplifier in that the

amount of collector t o emitter current is controlled by the base
current.
Transistors also resemble switching devices. The transistor is

turned on, allowing collector-to-emitter current t o flow, when
there is base current, and turned off when no base current
exists.
Thermistor THERMISTOR SYMBOL
In general, the resistance value of most metals, including cop-

per, increases as the temperature rises.
When heat is applied to a substance, the activity of its
molecules increases and prohibits the flow of free electrons.
This increases the resistance.
In contrast, the resistance of a thermistor decreases as the
temperature rises.
This is because the number of free electrons increases as heat
is applied to the thermistor. In this case, the activity of the
molecules no longer obstructs the flow of electrons and the
resistance decreases.

ELECTRICAL SYMBOLS Abbreviations used i n switching devices are as follows:

NO (Normally Open): Switch is open at rest
The symbols below are the most common type of svmbols NC (Normallv Closedl: Switch is closed at rest.
used in electrical circuits.
BATTERY CONNECTION MULTI-TESTER MOTOR
@
I NO Voltmeter I
I
Ohmmeter I
I
Ammeter
onnected connectior
PUMP
tt
II
CONNECTOR
' = # of pin COLOR
CONNECTOR
(Round typel
- CONNECTOR
(Flat typel
EYELET TERMINAL
de side
' \
:emale side Male side emale side e ale side
IGNITION SWITCH IGNITION SWITCH SWITCH SWITCH SWITCH
(Circuit svmboll (Wiring symbol) (Two terminal) (Three terminal (Combination typel
- - o k aa-
NO NC
RELAY (NO type) RELAY (NC typel LIGHT BULB

FUSE GROUND
--QCLD--
DOUBLE
FILAMENT
THREE PHASE SINGLE PHASE PULSE GENERATOR IGNITION COIL IGNITION COIL
ALTERNATOR ALTERNATOR (Single type) (Dual typel
I I
SPARK PLUG RESISTOR VARIABLE RESISTOR COIL

BASIC ELECTRICAL DIAGNOSTIC

METHODS
VOLTMETER -
-
VOLTAGE MEASUREMENT -
-
-
-
Measuring voltage is a fundamental method of checking circuit
components. The measurement is conducted for the following
reasons.
a To check if voltage exists. (A test light may also be used.)

@ To measure the actual value.
A voltmeter is used t o determine if an electrical component
is operating normally.
HOW TO MEASURE VOLTAGE USING A

VOLTMETER
CONNECTED IN PARALLEL
(GOOD) I CONNECTED IN SERIES
(NOGOOD)
--
is clean and free of paint.
Use a bolt attached directly to the frame.
Select the current range to measure the expected voltage

value. If the voltage value is unknown; start at the highest
scale on the meter and go to lower scales as necessary t o
obtain an accurate reading. Apply the red probe to the positive
end and the black probe to the negative end of the circuit. The
diagram on the right shows that the voltmeter registers the
voltage across the light bulb. Voltmeters are always connected
in parallel, not in series.
Example 1 WIRE HARNESS
First study the circuit diagram.

IGNITION SWITCH
If light bulbs B and C do not work, and A is OK, check for
voltage at bulbs Band C. If there is voltage, the problem is in
the ground side of the circuit. If no voltatge is found. the
problem is on the "hot " side of the circuit.
- . . -
1. If both light bulbs B and C not working and there is no

voltage at bulb B and C with the ignition switch ON. chick
voltage at a.
2. If no voltage is measured at O, check voltage at O in case
of a bad connection at connector A. If voltage exists at @z)
and not at a, there is problem at connector A.
If voltage registers at both O and Q?, switch A should be

checked.

3. If there is no voltage at O and 0, check voltage at O and

@ in a similar manner.
If there is no voltage at O and 3, check wiring between
the ignition switch and the battery.
If there is voltage at O and @, check for a broken wire or
a short circuit in the wire harness. Replace the wire harness
with a new one if necessary.
If there is voltage at @and not at ($1, then check connector
B for looseness.
Example 2
I
Sometimes it is easier to diagnose a component by measuring
voltage directly at the input terminals.
Please, the (+) probe voltage at the positive input terminal

and the(-)probe at the ground wire of the component.
If no voltage is measured, there are three possible causes.

@ Faulty battery: Check between the batterys positive wire
and groud.
O Open circuit between battery and positive terminal: check
for any intermediate circuits (i.e.,switches).
O Loose/shorted ground wire: Check for a secure grounding;
check for continuity of the wire itself.
Example 3 LIGHT SWITCH .

For instance, if a light buib blows out frequently, the system
system is working correcrtly.
REGULATOR
For instance, if a light buib blows out frequently, the system
needs to be checked with an AC voltmeter to see if excessive
voltage is apparent. In this case, measure the AC voltage of
the terminals to the light bulb to see if it is within the specified
voltage range. LIGHTING
GREEN COIL

0 HONDA MOTOR CO..LTD. 21-15
MEASURING RESISTANCE CHECKING COIL CHECKFORBROKEN

WIRES(0PEN CIRCUIT)
Along with voltage, resistance is another basic parameter for
diagnosing circuits and their components.
Resistance is measured for the following reasons.

aTo check if components are working properly:
The resistance value of a coil leg. ignition coil) indicates if it
is normal or malfunctioning.
@ T o check for a broken wire.
A continuity check indicates if a wire is intact or broken.
How t o measure resistance using an ohmmeter

NOTE
. Proper zeroing of an analog ohmmeter is necessary to
obtain correct measurements. Touch the t w o probes
together and adjust the ohmmeter so that it registers 0
( a ) . For a digital ohmmeter, note the resistance when
you touch the t w o leads together, and subtract this
amount from your meter reading.
.
~ ~ OHM
d oADJUSTER
Since the polarity of the terminals is not important, either GOOD BAD
probe may be applied to either terminal. However, since
diodes allow current t o flow in onedirection only,the polarity
is important when checking diodes.
Unlike when measuring voltlage, it is necessary to disconnect

the component from the circuit. If resistance is measured with
the entire circuit connected, the ohmmeter will read a
different resistance than it should.
Similarly, if a circuit has branches the connector leading t o the WITH CONNECTORCONNECTED-----R = ELLEL
specific branch needs to be disconnected in order t o read WITH CONNECTOR R1 + R2
resistance correctly. DISCONNECTED- R = R1

0 HONDA IWOTOR CO.,LTD.
When the ohmmeter is connected in series, resistance values

will be high.
In the diagram, measure resistance R1 by moving the probe

shown at @ to ground.
Example
To check the CDI exciter coil, resistance can be measure at

O or 0.
Measuring resistance between O and ground auto-
matically checks for a broken wire (black/red) and for a bad WIRE HARNESS
connection at the alternator connector. If the resistance is
normal between 0)and ground, @ need not be checked.
If the resistance between O and ground was checked first and

the correct resistance was measured, there is still a possibility
of a broken wire and/or loose connection between O and 0.
/ Ij T
'
CDI EXCITER COIL
That would require more testing to locate the fault.

CDI UNIT
-
If, while measuring resistance at.@, the negative probe is plac-

ed on the ground wire (greenl, then the connection to ground
is checked as well.
To check the operation of an exciter coil, place the probes as

shown in the diagram. If the resistance is normal, then the ex-
citer coil, the wire connected to the coil (blacklred), and the
ground wire (green) are all normal.
If the resistance is far off the standard value, check the

following:
1. Broken ground wire (green1
Place a probe at O and measure resistance to ground. If 0 0

is measured, then the green wire is properly grounded. If w
(infinity) is measured, then you may suspect a broken wire
(green) or loose connection at the ground terminal.

2. Faulty exciter coil I

Disconnect the alternator connector. Compare the resistance
value at @ (measured on the previous page) and at @.
If the t w o values are not the same, suspect a broken black/

red wire or loose alternator connector.
- If both resistance values are the same, but not in the
correct range, the exciter coil may be faulty.
3. Shorted wire or wire harness
To see if the green or blackired wire is shorted, check the

continuity between all other wires. If you have continuity
between the other wires, replace the wire harness.
MEASURING CURRENT
Current is not normally checked during motorcycle service pro-
/ SERIES CONNECTION
140001
PARALLEL CONNECTION
(WRONG)
cedures. Though it is used for testing components, current R m

measurements are not used for checking continuity within
circuits.
How to measure current using ammeter.
Connect the ammeter in series in the circuit t o measure the

current flowing through it.
Touch the @(red) probe to the positive end of the circuit and I 1
the @ (black) probe t o the negative end.
Make sure the current flow does not exceed the maximum
range selected, or the meter could be damaged.
CAUTION
. Connecting the ammeter in parallel, like a voltmeter.
- can damage the ammeter from a current overflow.

Connecting the ammeter between the battery terminals
. will damage the ammeter.

Turning on the starter motor while the ammeter is con-
nected between the battery terminal and the battery
cable will damage the ammeter.

21-18 O HONDA MOTOR CO..LTD.
SERVICE INFORMATION 22-1 CHARGING SYSTEM DESCRIPTIONS 22-14
TROUBLESHOOTING 22-3 CHARGING SYSTEM INSPECTION 22-21
BATTERY DESCRIPTIONS 22-6 REGULATORIRECTIFIER INSPECTION 22-22
BATTERY REMOVALIINSTALLATION 22-1 0 HEADLIGHT VOLTAGE INSPECTION 22-24
BATTERY TESTINGICHARGING 22-1 1 ALTERNATOR 22-27
SERVICE INFORMATION
charging or using batteries i n an enclosed space.

The battery contains sulfuric acid lelectrolyte). Contact with skin or eyes may cause severe burns. Wear protective
clothing and a face shield.
- If electrolyte gets on your skin, flush with water.
- If electrolyte gets in your eyes, flush with water for at least 15 minutes and call a physician immediately.
. Electrolyte is poisonous. If swallowed, drink large quantities of water or milk and follow with milk of magnesia or
. vegetable oil and call a physician.

Always turn off the ignition switch before disconnecting any electrical component
CAUTION
Some electrical components may be damaged if terminals or connectors are connected or disconnected while the igni-
tion is ON and current is Dresent.
For extended storage, remove the battery, give it a full charge, and store it in a cool, dry place.
For a battery remaining in a stored motorcycle! disconnect the negative battery cable from the battery terminal
Conventional Battery:
Use only distilled water in the battery.
CAUTION
. Tap water will shorten the service life of the battery.
Immediately wash off any spilled electrolyte using a mixture of baking soda and water
CAUTION
. Avoid filling the battery above the UPPER LEVEL line t o prevent an electrolyte overflow which could corrode the engine
or nearbv Darts.
Maintenance Free Battery:

NOTE
The maintenance free battery must be replaced when it reaches the end of its servlce life
CAUTION
/. The battery caps should not be removed. Attempting to remove the sealing caps from the cells may damage the
batterv.
0 Refer to section 21 for basic electrical service and safety steps.

e Refer to section 2 for battery fluid and specific gravity.
e This section explains the basic steps for diagnosis and service. Refer to the Model Specific manual for the location of
specific components.

O HONDA MOTOR CO.,LTD,
:.Batteriks can be damaged if overcharged or undercharged, or i f left to discharge for long periods. These same conditions
contribute to shortening the "life span" of the banery. Even under normal use, the performance of batteries deteriorates
after 2-3 years.
e Battery voltage may recover after battery charging. However, if the banery is subjected t o a heavier load than it is
designed for, the battery voltage will drop quickly and eventually die out (even if the charging system is working pro-
perly).
e A. battery overcharge symptom may be caused by a shorted battery cell. If one of the battery cells is shorted, battery
voltage' will not increase to the specified level. Under these conditions, the regulator allows the alternator to supply
excess voltage to the battery and the electrolyte level will drop quickly.
e Before troubleshooting the charging system, check for proper use and maintenance of the battery. Check if the battery is
frequently under heavy load, such as having the headlight and taillight ON for long periods of time without the engine
rutitling.
e The battery will self-discharge if allowed to sta'nd idle for a long time. For this reason, charge the battery every t w o weeks
to prevent sulfation from forming when the vehicle is not in use.
e Filling a new battery with electrolyte will produce some voltage, but will not allow the banery t o achieve its maximum
performance. Therefore, you should always charge a new battery. Battery life is lengthened when a new battery is
charged before installation.
e When checking the charging system, always follow the steps in the troubleshooting flow chart.
e Question the customer to determine how his riding habits affect battery charging:
- High rpm riding may overcharge the battery (on motorcycles without a regulator)
- Low rpm riding with frequent brake/brake light usage may result in discharging the battery.

BATTERlESlCHARGlNGlLlGHTlNG SYSTEM
TROUBLESHOOTING
CHARGING SYSTEM
Measure the charging voltage (page 22-21). Check the battery current leakage (Leak test,
page 22-22).
I I
1 correct lncdrrect
Standard control voltage is n o t reached when
the engine speed increases.
i
I . Shorted wire harness.
Faulty ignition switch.
-1 . Faulty battery.
. Shorted wlre harness
and ground line of the regulatorlrectif~er
(page 22-23).
c
- Poor connected connector.
Check the resistance of the charging coil at the

charging coil line of regulatorlrectifier connec- * / Checkthe alternator charging cojl (page 22-27). /
I
Incorrect ,Cor!ect
t
. Poorly connected alter-
nator connector
Check the resistance of the field coil at the field -1 . ~ a u lcharging

t~ coil.
coil line of the regulatorlrectifier connector Incorrect
. Open circuit in wire harness.
Faulty alternator. (Open circuit in field coil.)
Correct
Measure the headlight voltage (page 22-24).

(For regulatorlrectifier with AC regulator built
Correct
t . Faulty battery.
:. ":.
in.)
lncorrect
I
L..
Check the resistance of the headlight resistor
and headlight switch of the regulatorlrectifier
connector (page 22-24). (For appropriate mod- Shorted wire harness.
I
els only.) Faufty headlight switch.
Faulty headlight resistor
Replace the battery with afully charged battery Correct

* Faulty battery.
and measure the charging voltage (page22-21).
+ I
Standard control voltage is not reached when c . Faulty regulatorlrectifier.
the engine speed increases.

BATTERIES/CHARGlNG/LlGHTlNG SYSTEM
CHARGING SYSTEM
/ Measure the charging voltage (page 2 2 - 2 1 )

I
Control voltage greatly exceeds the standard
value.
1 Check the continuity between the ground line

and frame of the regulatorlrectifier connector
(page 22-23).
I
Correct
. Open circuit in wire harness.
Poor connected connector.
coil line of regulatorlrectifier connector (page Incorrect

. Shorted wire harness.
. Faulty alternator. (Short circuit i n field coil.)
t
22-23). (For field coil type only.)
Correct
I
t
/ Check if battery voltage is measured at the volt- /
age feedback line of the regulatorlrectifier con-
nector (page 22-23). (For voltage feedback type
Correct
t . Shorted wire harness.
only.)
I
- Faulty ignition switch.
Poor connected connector.
I
Incorrect
Replace the battery with afully charged battery

and measure the charging voltage (page 22- c-- .
Correct
Faulty battery.
Control voltage greatly exceeds the standard c . Faulty regulatorlrectifier.

value.

-,
CHARGING SYSTEM
Measure the charging voltage (page 22-21).
Standard control voltage is reached w h e n the

engine speed greatly exceeds the specified rprn.
Check the resistance of the charging coil at the

charging coil line of regulatorlrectifier connec-
tor (page 22-23).
Correct
I
i
Check the resistance of the headlight resistor
and headlight switch of the regulatorlrectifier
connector (page 22-24]. (For appropriate mod-
els only.)
Replace the battery with a fully charged battery

and measure the charging voltage (page22-211.
Incorrect
Correct
Check the alternator charging coil (page 22-27),
.
Correct
-1 -
Faulty headlight switch.
Faulty headlight resistor.
Faulty battery.
I
Incorrect
t
Poorly connected alterna-
tor connector.
Faulty charging coil

. Open circuit i n wire harness.
t
Standard control voltage is reached when the
engine speed greatly exceeds the specified rpm.
t . Faulty regulatorirectifier.

ATTERY DESCRIPTIONS
There are t w o tvpes
.. of batteries used in Honda motorcvcles, scootors and ATVs: the conventional battery and the
maintenance free battery.
THE STRUCTURE OF A CONVENTIONAL BATTERY

1ATHER
'ELBOW
NEGATIVE PLATE
SEPARATOR
GLASS MAT
POSITIVE PLATE
Conventional Battery:
This battery conducts electricity when the chemical action
electrolyte (sulphuric acid) takes Dlace between the t w o plates
(lead peroxideand leadl. The sulfate in the electrolyte com-
bines with the plate materials, forming lead sulphate (battery
discharge). By passing an electric current back into the bat-
tery, the plates revert t o lead peroxide and lead (battery
charge).
Since the specific gravity of the electrolyte (relative weight of
sulphuric acid as compared with an equal volume of water)
varies, the battery state of charge is determined by measuring
the electrolyte's specific gravity.
. The battery gives off explosive gases; keep sparks,

flames and cigarettes away. Provide adequate ventila-
tion when charging or using the batteries in an enclosed
space.
The battery contains sulfuric acid (electrolyte). Contact
with skin or eyes may cause severe burns. Wear protec-
tive clothing and a face shield.
- If electrolyte gets on your skin, flush with water.
- If electrolyte gets in your eyes, flush with water for at
least 15 minutes and call a physician immediately.
Electrolyte is poisonous. If swallowed, drink large quan-
tities of water or milk and follow with milk of magnesia
- or vegetable oil and call a physician.

Use only distilled water in the battery.

CAUTION
/ Tap water will shorten the service life of the batterv. 1
CAUTION
. Avoid filling the battery above the UPPER LEVEL line to
prevent an electrolyte overflow which could corrode the
engine or nearby parts.

BATTERlESlCHARGiNGlLiGHTlNG SYSTEM
When you charge the leadlacid battery, electrolysis breaks the

water down into its components, hydrogen and oxygen.
Because of the generation of these gases, you must remove
the filler plugs while charging the battery.
The battery is equipped with a vent, usually routed overboard

into tube, to rid it of the gases produced during normal use.
The battery is said t o be overcharged when an excess current

is supplied t o the battery. When the battery is overcharged,
volatile gas is emitted from the plates, and electrolyte
temperature rises. This temperature rise causes more rapid
loss of water from the battery electrolyte. This water loss and
temperature rise will shorten the battery life. If left unchecked,
water loss and high temperature will damage the battery
beyond repair.
Because the motorcycle battery is constantly subjected t o NAKED PLATES

charging and discharging cycles, the water in the electrolyte is
boiled off.
/
When the water is boiled off t o the point where the plates
become exposed, a white crystalline deposit forms. This pro-
cess is called sulfation (lead sulfate). The white crystalline
lead sulfate, unlike the lead sulfate produced by discharging,
is difficult t o revert t o lead peroxide and lead.
This causes damage t o the battery and shortens the battery

life. This can occur not only when the electrolyte level is low
but also when the battery is discharged for long periods.
Remember that the electrolyte level goes down when the
water in the battery evaporates. Always add distilled water,
not electrolyte.

BATTERIES/CHARGING/LiGHTlNG SYSTEM
MAINTENANCE-FREE BATTERY
The Maintenance-Free battery is a sealed battery that requires no electrolyte level inspection or periodic refilling.
SAFETY VENT FILTER
SEALING CAP,
O PLATE
SEPARATOR
@ PLATE
Similar in design ta the conventional battery, the MF battery produces hydrogen and oxygen gas. However, the plates are
designed not to convert to lead completely. (In its pre-conversion state the lead is called sponge lead.)
When the battery is overcharged and the positive plates produce oxygen gas, the negative plates are not completely
converted to lead. Hydrogen gas is not produced.
The oxygen produced from the positive plate reacts with the active material (lead) on the negative plate, and produces water.
Therefore, water does not need t o be added to MF batteries.
MF batteries have safery valves designed to open when excessive gas is produced. The safety valves close and seal the
battery again when the internal pressure returns to normal. A ceramic filter is placed over the safety valves to prevent any
internal ignition of the gases produced.
an vent from a battery when it is overcharged. For this reason, keep open flames and lit cigarettes
When replacing the battery, follow the manufactur's instructions.
CAUTION
/- The MF battery life depends largely on the proper amount of electrolyte being added a t the start of service.
Use the electrolvte container desianated for the soecific batterv.
NOTE
(nterchanaina conventional and M F batteries. Thev have different charaina comoonents.
CAUTION
. Removing the sealing caps from the cells of a n M F battery m a y damage the battery.

BATTERIES/CHARGING/LlGHTlNG SYSTEM
MOTORCYCLES WITHOUT BATTERIES / AC REGULATOR 1

Some motorcycles do not have batteries in their electrical
systems. These models power electrical components with the
electricity generated by the alternator, which is regulated by
an AC regulator. For components using transistors which re-
quire DC current, a small rectifier (DC power unit) is used to
rectify alternator signals to DC and feed DC current to these
components.
WITH PROTECTION CIRCUIT
Voltage regulator
To provide a stable current without using a battery, a high

power output alternator that feeds sufficient current at low
1 &-UNREGULATED VOLTAGE
;"
-
engine rpm is utilized. If the alternator continues supplying cur-
rent as the engine rpm increases, the excessive current may w REGULATED VOLTAGE
burn out light bulbs.
6
To prevent this, the AC regulator maintains the output voltage
of the alternator in the specified range. Some AC regulators
have a protection circuit built into the alternator regulator
circuit to prevent abrupt voltage increases on cold engine
starts.
ENGINE RPM b
The current "aenerated from the alternator flows directlv to the

loads at voltage levels lower than the regulated voltage value.
AS the engine rpm increases, the regulator detects the rise and
directs current to thyristor, shorting the alternator output to
ground. When the alternator voltage goes over the specified
voltage, the regulator cuts off the excess voltage, maintaining
a constant voltage output.
DC voltage unit AC REGULATOR DC VOLTAGE UNIT
Although most electrical components use AC current, there

are systems such as the engine oil warning system which
Il-l
require DC current to operate their transistors and LEDs. LED LIGHTING CIRCUIT
Therefore, a compact and light weight DC voltage unit

rectifies the AC current to DC current for these systems. JIL WARNING
P
u
p
s LIGHT (LED)
These are systems and components used specifically for AC:
alternating flash turn signals, whose front and rear signals
flash alternately, and the AC horn which use electrical circuits
and components designed for models without batteries.
OIL LEVEL SWITCH
ALTERNATOR

BATTERIES/CHARGINGILlGHTlNG SYSTEM
REMOVAL
Turn off the ignition switch.
Disconnect the negative (-) battery cable first, then remove
the terminal cover and disconnect the positive ( f ) cable.
. Disconnecting the positive (+) cable first could cause an

accidental direct short between the t w o terminals when
the tool disconnecting the terminal contacts the frame.
The spark could ignite or damage the battery.
For conventional batteries, always disconnect the breather

tube before removing battery.
BREATHERTUBE
NOTE
Some electrolyte may remain in the breather tube.
INSTALLATION
Be sure to route the breather tube properly on conventional

batteries. I .
. - te from the
because it can corrode components.
Take care with the breather tube. Pay attention to the
following points:
- Connect the breather tube securely.
- Follow the caution label and route the tube
accordingly.
- Avoid bending or squeezing the breather tube. Check
that the breather tube has not been bent or squeezed
by the surrounding components. Failure to replace a
bent or squeezed breather tube may lead to a pressure
buildup that can cause the battery to explode.
Place the battery into the frame
Secure the battery with the battery holder.
CAUTION
1 ImDroner
. . installation may cause vibrations which can
damage the battery case.
To prevent shorting, always connect the positive I+) cable

first.
After installing the battery, coat the terminals with clean

grease to prevent corrosion.
Connect the battery positive (+) cable and secure terminal

cover onto the positive terminal then connect the negative
I,- \ , mhlo
-1 0 HONDA MOTOR CO.,LTD.
BATTERIESICHARGINGILIGHTING SYSTEM
BATTERY TEST1
BEFORE USING THE TESTER:
Place the tester on a clean, flat and level surface.

Be sure the work area is well ventilated, clear of flammable
materials, and free from heat, humidity, water or dust.
Always take the battery t o the work benchitest area - con-
tinually moving of the tester or operation on an uneven sur-
face may shorten its service life and reduce sensitivity over
a period of time.
NOTE
Always clear the work area of flammable materials such
as gasoline, brake fluid, electrolyte, or cloth towels
when operating the tester, the heat generated by the
BATTERY TESTING
Use the following steps t o remove the battery from the

motorcycle:
1) Disconnect the negative (-1 terminal lead.
2 ) Remove the battery holder.
3) Remove the battery cover (when applicable).
41 Disconnect the oositive l. i ). terminal lead.
5) Remove the battery breather tube (when applicable)
61 Pull out the battery.
71 If necessary, clean the battery terminals.
Securely connect the tester's positive I+)cable first - then

connect the negative (-1 cable.
NOTE
- For accurate test results, be sure the tester's cables and
clamps are in good working condition and that a secure
connection can be made at the battery.
BATTERYTESTER 07GMJ-0010000
Set the temperature switch t o "HIGH" or " L O W depending

on the ambient temperature.
HIGH:
60°F (15OCI or higher
LOW:
60°F (1 5OC) or lower

O HONDA MOTOR CO.,LTD. 22-1 1
Push in the appropriate test button for three seconds and read
the condition o f the battery on the meter.
NOTE
. Be sure you've selected the correct test button that cor-
responds t o the battery being tested - see the chart
below. For the first check, DO NOT charge the battery
before testing - test it its 'as is".
Capacity - 3 Ah 3.5 Ah-5 Ah 5.5 Ah-9 Ah 9.5 Ah-16 Ah 16.5 Ah-30 Ah
Type YB25L-C-1-2 TB4L-B YT4L-12 12N9-40-1 YB12AIL)-A YB16B-A YB18(L)-A

YB3L-A YB4L-B-Ca YT4L-I 2 8 YB9lLl-B YE1 2A-B HY B16A-A Y 50-N 18L-A
YB5L-B YT5L-12 YES-B-CA YES-6-Ca YT12-12
CAUTION
. To avoid damaging the tester, only test batteries with an
- amperage rating of less than 30 Ah.
Tester damage can result from overheating when:
- The test button is pushed in for more than three
seconds.
- The tester is used without being allowed t o cool for at
least one minute when testing more than one battery.
- More than ten consecutive tests are performed
without allowing . at least a 30-minute cool-down
period.
YELLOW
RED (-1) GREEN
NOTE (-3, 2
;1 +2, +3)
(+I.
I
The result of a test on the meter scale is relative t o the
amp. hour rating of the battery. ANY BATTERY
READING IN THE GREEN ZONE IS OK. Batteries should
only be charged if they register in the YELLOW or RED
zone.
EXAMPLE: Gold Wing batteries lY50-N18L-A, 1 8 AMP HOURI

using the 16.5-30 amp. hour setting may read in the GREEN
zone, but close t o the YELLOW (charge) zone. As long as the
meter reads in the GREEN zone, the battery is OK.
CHARGE
GREEN
*NO GOOD = Replace
Date o f Issue: March. 1 9 9 5

BATTERY CHARGING
-
Before Operating The Charger
Be sure the area around the charger is well ventilated, clear
of flammable materials, and free from heat, humidity, water
and dust.
. Clean the battery terminals and position the battery as far
. away from the charger as the leads will permit.

DOnot place batteries below the charger - gases from the
. battery may corrode and damage the charger.

Do not place batteries on top of the charger. Be sure the air
vents are not blocked.
Always clear the work area of flammable materials such

as gasoline, brake fluid, electrolyte, or cloth towels
when operating the tester, or the heat generated by the
tester may cause a fire.
BATTERY AMP HR.
SELECTOR SWITCH
BATTERY CHARGER MC101212
1 . Turn the Power Switch t o the OFF position
2. Set the Battery Amp. Hr. Selector Switch for the size of the
Set the appropriate amp. hour rating
battery being charged.
3. Set the Timer t o the position indicated by the Honda Battery

Tester; RED-3, RED-2, or YELLOW-1. If you are charging a
new battery, set the switch t o the NEW BATT position.
4. Attach the clamps t o the battery terminals - RED to

Positive. BLACK t o Negative.
Connect the battery cables only when the Power Switch is BATT """
OFF.
1. Connecting the cables with the Power Switch ON can /

I
I
produce a spark which could ignite or explode the
batterv.
8
5. Turn the Power Switch t o the ON position.
6 . When the timer reaches the "Trickle" position, the charg-

ing cycle is complete. Turn the Power Switch OFF and
disconnect the clamps.
NOTE
. The charger will automatically switch t o the Trickle
mode after the set charging time has elapsed.
7. Retest the battery using the Honda Battery Tester and

recharge if necessary following the flow-chart on page 22-12
NOTE
. For accurate test results, let the battery cool for at least
ten minutes or until gassing subsides after charging.

BATTERlES/CHARGING/LlGHTlNG SYSTEM
CHARGING SYSTEM DESCRIPTION ALTERNATOR
The charging system basically consists of the following

components.
/L
BATTERY :-
I.
Component name Function
Regulatorlrectifier . Regulates voltage so that stays within -

it
--
the specified range.
. Converts alternating current (AC) to direct current (DCI.
Alternator . A generator producing current (AC) which is powered by engine -
revolution.
Battery . Stores regulated DC current.
ALTERNATOR TYPES
The alternator consists of a rotor and a stator. The rotor con-

I STATOR
I
sists of a flywheel made up of a series of magnets, and is
usually driven by the crankshaft. The stator consists of a
series of soft iron poles arround which are wound coils of
wire.
When the engine starts, the rotor rotates with the crankshaft.
When the outer (or inner) core of the coil passes through the
magnetic field, current is generated. This is called elec-
tromagnetic induction, and other systems such as the ignition
and AC lighting systems generate power under the same
principle. ROTOR
In addition, the rotor acts as additional flywheel weight,
smoothing out engine pulsations at low engine rpm
Permanent Magnet Type
This is the most common type of alternator with the stator

placed inside the rotor. The permanent magnet is assembled
on the inner walls of the rotor.
In general, the stator consists of several coils producing power

for the charging, ignition and lighting systems. Current fot
charging the battery is generated by the charging coil.

Brushless Excited Field Coil Type I I

The other alternators described here are located within the
engine. This alternator is exposed outside the engine because
it is air cooled. In general, the rotor speed is multiplied by gears
or chains connected to the crankshaft. This type is the most
powerful amoung the triple phase alternators and is primarily
used for power on large displacement motorcycles.
Excited field coil-type alternators do not utilize a permanent

magnet. Instead, the field coil magnetizes the rotor and
generates power as the rotor passes the coil
Excited Field Coil Type With Brushes
This type has a field coil placed inside the rotor. Current flows
I
through the brushes to the field coil and electromagnetically
induces the rotor. This generator has a strong magnetic force,
large output, and is small and lightweight.
ROTOR
/
STATOR
ALTERNATOR FUNCTION ONE ROTATION OF ROTOR
Single Phase Output Type
Since this type uses only one charging coil, the output voltage
is a single-phase AC wave. The output frequency varies
depending on the number of magnets on the rotor, and the
speed of the rotor.
The generator in the diagram on the right has t w o pairs of

magnets, and its output has t w o cycles for every rotation of
the rotor.
-
ALTERNATOR SYMBOL
The single phase output type has a low output, and its small
size is best suited for engines of small displacement and a
small electrical load.

BATTERIESICHARGINGILlGHTlNG SYSTEM
Triple Phase Output Type I I I TRIPLE PHASE AC WAVE
This type consists of three coils connected to each other, pro-

ducing three single phase alternating currents. The output of
the aiernator is three single phase AC wave forms where 1 I I 1
each is 120' out of phase with the others.
The symbol for this alternator has only three coils as in the
diagram. The actual stator coil consists of several coils con-
nected in series.
The triple phase output type is used in engines of medium to

large displacement with large electrical loads. Depending on
how the coils are connected, there are t w o symbols for this TRIPLE PHASE ALTERNATOR
type. Servicing is the same for both types.
Some triple phase output types use an electromagnetically

induced type alternator. The excited field coil type alternator
feeds current to the field coil to magnetize the rotor which
then acts like a permanent magnet. The symbol for this type
has a field coil along with the charging coil.
SYMBOL
The regulatorlrectifier uses semiconductors such as

thyristors which radiate heat in operation. For this reason,
these components use printed circuit boards which are
resined onto an aluminum case. The case has several fins for
better heat dissipation.
As the engine revolutions increase, the output voltage of the

alternator also increases. The function of the regulatorlrec-
tifier is to keep this AC output voltage within a certain range
and to convert the AC output voltage to DC voltage - for
powering various components and charging the battery.
Type o f Regulator/Rectifiers
A regulatorlrectifier may be classified as one of several types,
based on the method of regulation and rectification. The chart
below shows the different types of regulatorlrectifier~.
input AC w a v e form Rectification method Voltage feedback method Regulation method
Single phase Half-wave rectification Internal voltage feedback

SCR shorted
Triple phase Full wave rectification Battery voltage feedback
Since the input wave form is the same as the output wave
form of the alternator, refer to the alternator section for the
types of input wave form.
Date of Issue: M a r c h 3 9 9 5
Single Phase, Half-Wave Rectifiers
(Diode rectification method)

This method uses only a diode to convert alternating current
to direct current. The diode allows current to flow in one
direction only. When a single phase AC waveform flows
through the diode, the negative voltage of the waveform is
cut off and the positive voltage drops slightly. As a result, the
output consists of the positive half-cycles of the input
waveform. The signal is said t o have been rectified beca"se
only half cycles are utilized. This is called half-wave
rectification.
I g REcT" I
O DC WAVEFORM
Single phase half wave rectification is used in models with

small electrical loads.
I
The single phase half wave rectifier utilizes t w o voltage feed- I LIGHTINGICHARGING
back methods.
(Internal voltage regulation method)

The circuit illustrated at right is the most basic regulator
circuit.
The signal from the charging coil is half-wave rectified through
diode D l , which is inside the regulatorirectifier circuit, and is
then fed to the battery.
Voltage is regulated by the voltage regulation circuit and the
SCR (thyristor1
As the engine rpm (revolutions per minute) increases, the

-
. -
. -
. -
- 1-
.
alternator output increases and is rectified by diode D2. This
signal then goes to the zener diode (ZD).
Current flows in the normal direction of the zener diode but 1
does not flow i n the reverse direction until a certain amount
of voltage is applied in the reverse direction. When this VOLTAGE CUT OFF REGULATED VOLTAGE
voltalne is reached, the zener diode a b r u ~ t l vconducts current in /
the recerse direction. In this way, current /s fed to the gate of SCR
which then turns ON.
When the SCR turns ON, the output from the alternator is
shorted to ground through the SCR. This explains why the
battery becomes e r & if the ground wires o f the
regulatorirectifier are broken or poorly connected.
For alternators w i t h a combined chargingilighting coil

(charging and lighting systems powerd by the same coil), the
headlight lighting system aftects battery charging. Since the
input of the lighting system is taken from the charging coil, if
the lighting coil load is unsuitable battery charging will be
unstable.To prevent this from happening,when the headlight
is off, the output from the charging coil is connected t o a
resistor equivalent to the impedance of the headlight.
Keep i n mind that if the lighting output lines are broken or
shorted, or it the switch has contact problems, the charging
system is adversely affected.

(Battery1
This method is similar to the method explained previously
except that the voltage regulation is done after the signal is
converted to DC at the input of the battery. Since this method
regulates output voltage of alternator after it is rectified, its
charging is precisely controlled.
In order to regulate the current going to the headlight, there is

sometimes a resistor connected to the ground wire of the
regulatorlrectifier through a switch. Since the charging coil
powers the headlight as well, the headlight flickers and dims
when the output of the charging coil is shorted to ground
through the SCR. This happens because when the ground
wire of the regulatorhectifier is connected to ground, the
resistance AB becomes less than AC, so less current is
diverted to the headlight. In order to keep current flowing to
the headlight steadily, a resistor, whose value is greater than
resistance between AC, is placed between AD.
(SCR switching regulation1AC regulator built in type)

This regulation method is used for models with small
displacement engines. Unlike the type above, the SCR is used
for switching and the ZD (zener diode) is used for voltage
regulation.
The output of the alternator goes to the gate of SCRl via the
DC voltage regulator. When the voltage at the cathode of
CATHODE
SCRl is.less than the voltage at the gate, the thyristor turns
ON and conducts current to the battery. When AC output of
the alternator changes from positive to negative, the gate ALTERNATOR
voltage of SCRl becomes zero, turning OFF the thyristor and
cuning off the negative signal to the battery. ANODE
The output voltage is regulated by ZD1 and ZD2 which turn

ALTERNAT
ON (and short to ground) when the output voltage of the
charging coil increases beyond a specified value. When the
ZDs turn ON, the SCRl turn OFF by reducing the gate
voltage of thyristor and causes the output voltage regulated.
The regulator may overcharge the battery if the ground wire is

broken or if there are poor connections at the terminals.

AC Regulator Function:
The AC regulator regulates the voltage t o the headlight; no WAVEFORM OF@
resistor is required. When the negative output of the charging
WAVE FORM
coil reaches a certain voltage, the AC regulator feeds current
t o the gate of SCR2 and turns it ON. The SCR2 is shorted and
a negative current to the coil regulates its output voltage.
.'
Since the negative output voltage of the charging coil is not ..:
used for charging the battery, the AC regulator has no effect ....
on charging the battery.
However, since when the negative output of the coil is cut off
the headlight voltage is also cut off, the AC regulator regulates
v
HEADLIGHT POWER
the output voltage to the headlight.
Single Phase, Full-Wave Rectifiers

These are used on medium engine displacement models.
Compared to the half-wave rectifier, the full-wave rectifier is
more efficient in using the alternator output for charging the
battery.
In order to convert the AC output of the alternator to DC, the

diodes are arranged as in the diagram at right, inside the
regulatorlrectifier. When the alternator is positive, the current
flows through D l --,battery- D 2 (shown by the white
arrows) and when the alternator is negative the current flows
through D3- battery - D 4 (represented by the black
arrows)
In this way, the AC output of the alternator is converted to a

DC waveform.
RECTIFI-
I , I
- AC
Similar to the single phase half-wave recitifier, the full-wave VOLTAGE

rectifier may be a battery voltage feedback type or an internal REGULATORIRECTIFIER FEFDBACK LINE
voltage feedback type. The circuit at right shows the battery
voltage feedback rectification method.

0HONDA MOTOR CO.,LTD,
AC Regulator LIGHT SWITCH

Most medium engine displacement motorcycles have indepen-
-
T
dent lighting and charging coils. For these models, the lighting
coil has its own independent AC regulator. The regulator
detects the AC voltage of the lighting coil inside the
regulatorlrectifier and shorts out all excessive output.
There are regulators which regulate both positive and negative

outputs and ones which regulate negative output only.
Since these regulators have lighting and charging coils that

operate independently, even if one of the coils does not work.
the other is not affected.
Triple Phase Full-Wave Rectifier VOLTAGE

This type is mainly used in medium and large engine displace- FEEDBACK LINE
ment models. The rectifier is connected directly to the three
phase alternator. This circuit has no lighting coil but instead,
the battery feeds DC current to the lighting system.
VOLTAGE .
.
REGULATORIRECTIFIER :REGULATOR:
The rectified waveform of the triple phase AC output is more

stable than the single phase AC type.
RECTIFI-
-
Triple Phase Full-Wave Rectifiers With Field Coils IGNITION SWITCH

This type regulates the alternator output using the current
AL
flowing through the field coil. The regulatorlrectifier has a
voltage regulator for the field coil. The voltage regulator
detects the voltage at the battery and feeds current to the
base of a transistor, turning it ON. When the transistor is ON,
the battery feeds current through the ignition switch + field
coil - transistor -) ground. The field coil magnetizes the
rotor, and the alternator generates power.
When the alternator reaches a certain voltage, the voltage

regulator turns off the transistor and cuts off current to the FI
field coil, hence the alternator stops generating power.

The voltage regulation is performed by the high frequency

ONIOFF cycle of the alternator. When the DC voltage of the
output waveform is measured, the reading will always be
less than the specified peak voltage.
A broken wire in the field coil in this type of system will result
in insufficient alternator charging. If the ground wire of the
field coil is shorted t o ground (transistor shorted), the battery
will be overcharged.
CHARGING SYSTEM INSPECTION

I
CHARGING VOLTAGE INSPECTION
After warming up the engine, connect a voltmeter between
the battery terminals. DIGITAL MULTITESTER
For models with no tachometer, connect an engine tachometer.

Turn the headlight ON (Hi beam) and start the engine.
Gradually increase the engine speed and measure the voltage
between the battery terminals.
- readino- increases to the control voltaae
If the voltaoe . from the
battery voltage when the engine speed reaches around the
rpm that the charging starts, the charging is normal. 1 NORMAL CHARGING
NOTE VOLTAGE
CONTROL
The rpm which the charging starts vary depends on the /------VOLTAGE
battery condition and/or load of the electrical com-
ponent(~)
If the battery voltage drops quickly or the battery eventually
dies out even if the charging is normal, it is likely the battery's
effective life span has passed.
I CHARGING START
For the following conditions, the problem is most likely related I ENGINE SPEED
to the charging system. Conduct the following inspection.
@Standard control voltage is not reached when the engine
ENGINE SPEED (rpm) -,
speed increases.
Open or shorted circuit of the wire harness, poorly
-connected connector.
Open or shorted circuit of the AC generator.
Faulty regulatorlrectifier.
ABNORMAL CHARGING
VOLTAGE $1
The battery used is bad.
@ Control voltage greatly exceeds the standard value.
The battery used is bad or incorrect (the capacity is
underrated)
Faulty regulatorlrectifier.
The battery used is bad
@ Standard control voltage is reached when the engine speed
greatly exceeds the specified rpm.
- Excessive electric load due to the use of light bulbs beyond
the specified rating.
- The battery used is bad.

LEAK TEST
Turn off the ignition switch, and disconnect the ground (4
cable from the batten/.
Connect an ammeter between the negative (-1 terminal and

ground cable.
With the ignition switch off, measure the current leakage.
NOTE
. When measuring current using a tester, set
-
it t o a high
range initially and then lower the range setting to an
appropriate level. Current flow larger than the range
- selected may blow out the fuse in the tester.

The ignition switch must be off during the leakage
inspection. A sudden surge of current may blow out the
fuse in the tester.
If current leakage exceeds the standard value, there is

probably a short circuit in the system.
Locate the short by disconnecting connections one by one

and measuring the current.
REGULATOR/RECTIFIER INSPECTION
Use the troubleshooting chart to make a preliminary diagnosis
of the service problem.
Since the regulatorlrectifier is an electrical component which
uses semiconductors, can not be serviced. Instead, the unit
connectors are checked.
Inspect the regulatorlrectifier at the terminals of each

connector.
REGULATORIRECTI~ER CONNECTOR
(WIRE HARNESS SIDE)
REGULATORIRECTIFIER CONNECTOR
(WIRE HARNESS SIDE)

Battery wireiredlwhite or red1 Check that there is voltage between battery line (+Iand ground line.
Ground wire (green1 Check continuity between ground and frame.
Voltage detection line (black) Check that there is battery voltage between voltage detection line (+Iand
(external voltage detection type) ground wire when the ignition is ON.
Charging coil Check that the resistance of the coil is within the specified range.
(refer to Model Specific manual)
Chargingllighting coil Check that the resistance of the coil is within the specified range. (Because
(refer to Model Specific manual) the lighting system effects the resistance value, follow the steps below.)
With integrated chargingllighting coils (charging and lighting CONNECTOR

shared by a single coil), disconnect the coil output connector OHMMETER (Disconnected1
when measuring resistance. The headlight resistance will be
HEADLIGHT ATORlRECTlFlEi
included in the ohmmeter measurement if the connector is not
disconnected. (If the headlight connector is connected, the
measured resistance will be smaller, because the headlight
resistor is connected in parallel.)
For lighting systems whose headlight connector is

connected to a resistor when the headlight is turned OFF, HEADLIGHT
either disconnect the handlebar switch connector or the
-
lighting outprrt line of the chargingllighting. (Refer t o the
diagram at right.)
RESISTOR CHARGlNGlLlGHTlNG COIL
Disconnect the starting enrichment thermal valve

connector if applicable. (See t o the diagram at right.) I
CONNECTOR
Im
If the readings taken based on the chart above reveal that
there is an abnormality, check the following:
- Battery wire
Ground wire -- Broken wire harness (repair or replace)
Broken wire harness (repair or replace)
. Charging coil Check the charging coil of the alternator
Chargingllighting coil - - Checkthe chargingllighting coil of
the alternator
If the resistance value of the alternator is normal (i.e., the
resistance value measured by the above method is different
from the alternator resistance)
Check for a broken or shorted wire harness between the
regulatorlrectifier and alternator, or for a poor connection
at the alternator connector.

HEADLIGHT VOLTAGE INSPECTION

RegulatorlRectifier With Built-in AC Regulator:
For a regulatorlrectifier with a built-in AC regulator, measure
the headlight lighting voltage.
CAUTION
. Failure to measure the headlight voltage may lead to
electrical damage of lighting components.
If the model is not equipped with a tachometer, connect an

engine tachometer.
Remove the headlight and start the engine
Turn the headlight on Hi-beam.
With the headlight wires still connected, measure the

headlight lighting voltage between the terminals connected to
blue (+) and green (-) wires.
Gradually increase the engine speed and read the voltage at

the rpm specified in the Model Specific manual.
Refer t o the Model Specific manual for service data.
Select the AC range on your multimeter. (AC current flows t o

the headlight)
Use the specified multimeter. The measured headlight-
regulated voltage may vary depending on the multimeter used
because of the characteristics of the output waveform.
SPECIFIC MULTIMETER
- KS-AHM-32-003 (KOWA Digital type; USA only1
- 07308-0020001 (SANWA Analogue type1
- TH-5H (KOWA Analogue type)
Resistor Inspection
For models with a headlight resistor or an starting enrichment
valve, measure the resistance of the resistor. I

AC Regulator Type:
HEADLIGHT WIRES
NOTE
models which have an independent lighting coil power-

ing the headlight system.
For models with combined lighting and charging coil,
For models not equipped with tachometer, connect an

engine tachometer.
Remove the headlight as shown, and switch the headlight to

Hi-beam
With the headlight wires connected, start the engine and

measure the headlight lighting voltage between the blue (+I
and green (-1 wire terminals.
Increase the engine speed gradually and read the voltage at the
specified engine rpm. Refer to the Model Specific manual for
service data.
Select the AC range on your multimeter. (AC current flows

t o the headlight).
Use the specified multimeter. The measured headlight-
regulated voltage may vary depending on the multimeter used
because of the characteristics of the output waveform
SPECIFIC MULTIMETER
- KS-AHM-32-003 IKOWA Digital type; USA only)
- 07308-0020001 (SANWA Analogue type)
- TH-5H IKOWA Analogue typel
If the headlight lighting voltage is abnormally high, check
- the alternator connector and the alternator unit.

If there is no headlight lighting voltage, check:
For loose or poor contact at a connection in the lighting
circuit
For continuity at the dimmer switch
The AC regulator
The alternator lighting coil

AC REGULATOR INSPECTION
ACREGULATOR
After checking that all connections are correct and secure.
inspect the alternator unit by measuring the resistance
between the terminals. (Refer t o the Model Specific manual
for service data.)
NOTE
The resistance readings will not be accurate if the probes
touch your fingers.
Use one of the following recommended multimeters.
. Other testers may not allow you to obtain the specified
values. This is due to the characteristic of semicon-
ductors, which have different resistance values depen-
ding on the applied voltage.
SPECIFIC MULTIMETERS
-KS-AHM-32-003 IKOWA Digital type: USA
only)
-07308-0020001 (SANWA Analogue type)
-TH-5H (KOWA Analogue type)
Select the following range.
SANWA Tester: k0
KOWA Tester: x 1000
An old, weak multimeter battery could cause inaccurate
readings. Check the battery if the multimeter registers
incorrectly
When using the Kowa rnultimeter, remember that all
readings should be multiplied by 100
If the resistance between the terminals is out o f standard

value, replace the regulator with a new one.

ALTERNATOR (A)
CHARGING (CHARGINGILIGHTING) COIL

INSPECTION
NOTE
. It is not necessary to remove the alternator from the
enaine.
Disconnect the alternator connector and check continuity be-

tween the wires.
(A) For single phase coils whose end is grounded, measure

the resistance between the output line and ground. (If the
measured value is not correct, check for continuity
between the stator ground wire and ground, and between
the alternator cover ground wire and ground.)
(B) For coils with t w o output lines, measure resistance

between the lines. Check that there is no continuity
between engine ground and the output lines.
IC) For single phase, combined chargingllighting coils,

measure the resistance at the charging output line and at
lighting output line.
(D) For three phase coils, measure resistance between each

output line, and check that there is no continuity between
each output line and ground.
If the tested resistance, components show infinite (m) replace

the stator.
If measurements are only slightly off the specified value, the

stator may not need to be replaced. Check other areas and
decide if replacement is required.
STATOR REMOVAL
Remove alternator cover. (Oil may spill out.)
Hold the flywheel rotor with a holder and remove rotor bolt.
UNIVERSAL HOLDER 07725-0030000 or

ROTORHOLDER 07725-0040000
CAUTION
Choose the correct holder. Using the wrong tool may
damage components. Refer to the Model Specific
manual for the correct holder.

Insert the flywheel puller into the rotor and remove the rotor. ATTACHMENT . .
FLYWHEEL PULLER 07733-0010000 or

ROTOR PULLER 07733-0020001
To remove the rotor, screw in the puller attachment, hold it

securely with a wrench, and then screw in the puller shaft
CAUTION
/ - Strong hammering o n the puller shaft m a y damage
the rotor.
Always use a holder and a puller t o remove the rotor.
Do not try t o remove the rotor b y hammering directly
on it. The crankshaft or other components could be
damaged.
Remove the woodruff key and put it where it won't be lost.

WOODRUFF KEY
CRANKSHAFT
STATOR REMOVAL STATOR BOLTS
Disconnect the alternator connector.
Remove the bolts (or screws) securing the alternator wire to

the cover or engine.
Remove the stator.
Stator bolts are often secured with a locking agent. Use an

impact driver to remove the bolts.

STATOR INSTALLATION
Install the stator in the crankcase cover.
Apply a locking agent t o the bolt (or screw) threads and
tighten them to the specified torque.
CAUTION
I f the stator bolts/screws w o r k loose, they m a y come
Into contact with the rotor and cause damage.
Route the stator wire correctly on the crankcase cover.
NOTE
Route the stator wire so that it will not come into contact
with the rotor.
If there is a wire clamp or clip, secure the wire with it.
Apply sealant to the grommet groove to prevent oil or
water leakage.
ROTOR INSTALLATION
Clean the tapered portion of the crankshaft. 1 WOODRUFF KEY
If the rotor is installed over dust or d i n on the taper, the taper

will not make secure contact with the rotor and there will be
excessive force on the woodruff key.
Insert the woodruff key into the key groove in the crankshaft.
Set the rotor groove over the woodruff key and install the I HOLDER (Use the same holder used
rotor on the crankshaft. to remove rotor bolt)
Tighten the rotor bolt (or nut) with your fingers
CAUTION
- Before installing the rotor. check that no nuts or bolts are
magnetiCally attached to the rotor. Installing the rotor
with anything attached to it could damage the stator
coil.
Hold the flywheel rotor with a holder and tighten the bolt (nut)
to the specified torque.

Before bolting on the crankcase cover, check that the wires Wire should not be inched I
are not pinched.
Install the crankcase cover onto the engine.
CAUTION
continuity between the engine and crankcase cover. (All

other crankcase bolts are black.) The white bolt must be
grounded properly t o allow the electrical system t o
merate normallv.
NOTE I WHITE M~GLLIC

BOLT
/ . For reassembly, install the white metallic bolt in the case

hole with the unpainted seating surface.
/

23. IGNITION SYSTEMS
SERVICE INFORMATION 23-1 IGNITION SYSTEM INSPECTION 1
(PEAK VOLTAGE MEASUREMENT
TROUBLESHOOTING
23-1 METHOD) 23-1 3
SYSTEM DESCRIPTIONS
23-4 IGNITION COIL 23- 17
SPARK TEST
23-11 SIDE STAND IGNITION CUT-OFF
IGNITION TIMING 23-12 SWITCH 23-19
SERVICE INFORMATION
GENERAL
a Follow the steps described in the troubleshooting flow chart when servicing the ignition system.
a The CDI and transistorized ignition system use an electrically controlled ignition timing sysytem.
No adjustments can be made to the ignition timing.
a For multi-cylinder engines, a rough diagnosis can be made by identifying the cylinder whose spark timing is incorrect.
a The ignition control module may be damaged if dropped. Also, if the connector is disconnected when current is flowing,
excessive voltage may damage the unit. Always turn off the ignition switch before servicing.
A faulty ignition systm is often related to poorly connected connectors. Check those connections before proceeding.
a For models with an electric starter, make sure the battery is adequately charged. Using the starter motor with a week
battery results in a slower engine cranking speed as well as a weak spark at the spark plugs.
Use spark plugs of the correct heat range. Using spark plugs with an incorrect heat range can damage the engine.
Refer to chapter 2 for servicing spark plugs.
TROUBLESHOOTING
The explanations in the following troubleshooting charts are based on a general-type CDI and transistorized ignition
system. In case of special-type devices, the inspection sequences and procedures may be different. Refer to the Model
Specific manual for detail information.
Before troubleshooting, check that no spark jumps at the spark plug using a known good spark plug (to ensure that the
plug does not cause the problem).
Moreover, check for proper spark plug gap and loose spark plug wire as well as for leakage of the ignition coil secondary
current caused by moisture.
a If no spark jumps at one cylinder or one part of the ignition system on multi-cylinder engines, exchange the ignition coil
with the other good one and perform the spark test. If good sparks jump, the exchanged ignition coil is faulty.
@ AS for peak voltage inspection, first measure the primary coil voltage of the ignition coil. If the voltage is abnormal, check
each item in numerical order in the "Probable Cause" column described on the Troubleshooting chart.

IGNITION SYSTEMS
N o spark a t plugs (CDI, DC-CDI)

7
Unusual Condition Probable Cause (Check in numerical order)
p i t i o n coil .ow peak voltage. 0 lncorrect peak voltage adaptor connections. (system is normal if
rimary measured voltage is over the specifications with reverse connections.)
oltage @ The multimeter impedance is too low.
O Cranking speed is too slow.
Battery is undercharged (or operating force of the kickstarter is
weak).
@ The sample timing of the tester and measured pulse were not
synchronized. (System is normal if measured voltage is over the
standard voltage at least once.)
O Poorly connected connectors or an open circuit in ignition system.
8 Faulty ignition system control circuit such as side as stand switch
or reverse switch circuit (for appropriate models only).
O Faulty exciter coil. (Measure the peak voltage.)
@ ~ a u l t yignition coil.
8 Faulty ignition control module (in case when above No. 0-@are
normal)
\lo peak voltage 0 lncorrect peak voltage adaptor connections. (system is normal if
measured voltage is over the specifications with reverse connections.)
@ Battery is undercharged. (Voltage drops largely when the engine is
started-only for DC-CDI)
@ Short circuit i n engine stop switch wire (except DC-CDI).
@ Faulty ignition switch or engine stop switch.
@ Loose or poorly connected ignition control module connector(s).
@ No voltage at the power source wire of the ignition control module
(only for DC-CDI).
Open circuit or poor connection in ground cord of the ignition control
module.
@ Faulty ignition system control circuit such as side stand switch or
reverse switch circuit (for appropriate models only).
8 Faulty peak voltage adaptor. (See page 23-17 for inspection.)
@ Faulty exciter coil. (Measure peak voltage.)
(3 Faulty ignition pulse generator. (Measure peak voltage)
@ Faulty ignition control module (in case when above No. 0-0are
normal).
Peak voltage is normal, but O Faulty spark plug or leaking ignition coil secondary current ampere.
no spark j;mps at plug. @ Faulty ignition coil.
lxciter coil Low peak voltage O The multimeter impedance is too low.
Cranking speed is too slow.
Battery is undercharged (or operating force of the kickstaner is
weak).
The sample timing of the tester and measured pulse were not
specifications at least once.)
@ ~ a u l t yexciter coil (in case when above No. 0-0are normal).
No peak voltage. 0 Faultv weak voltaae adaptor. (See page
. . 23-17 for inspection.)
@ I exciter coir
~ault;
gnition pulse Low peak voltage. O The multimeter impedance is too low.
jenerator @ Cranking speed is too slow.
week)
0 The sample timing of the tester and measured pulse were not
specifications at least once. )
@ Faulty ignition pulse generator (in case when above No. 0-0are
normal).
No peak voltage. 0 Faulty peak voltage adaptor. (See page 23-17 for inspection.)
0) Faultv ianition wulse oenerator.

IGNITION SYSTEMS
N o spark a t plugs (Transistorized ignition system)
. "lnitial voltage" of the ign~tioflprimary c o ~is

l the voltage measured with the ignition switch ON and englne stop switch at
RUN (when the engine is not cranking with the starter motor).
I Unusual condition Probables cause (Check i n numerical order)

No initiai voltage with t h ~ O Faulty engine stop switch.
primary -
ianition switch ON and O Open circuit between the engine stop switch and ignition coil.
voltage engine stop switch at @ Loose or poor connection of the ignition coil primary wire terminal, or
RUN. (Other electrical open circuit in primary coil. (Check at the ignition control module
components are normal.) connector.)
@I Faulty ignition control module, i n case when the initial voltage is nor-
mal with the ignition control module connector(s) disconnected.
lnitial voltage is normal, O lncorrect peak voltage adaptor connections.
but it d r o. ~ sbv. 2 - 4 volt @ Battery is undercharged. (Voltage drops largely when the engine is
while cranking the started.)
engine. @ No voltage at the power source wire of the ignition control module, or
loose or poorly connected ignition control module connector(s).
@I Poor connection or open circuit in ground wire of the ignition control
module.
@ Loose or poor connections, or open circuit between the ignition coil
and ignition control module.
8 Short circuit in ignition primary coil (except in case the coils are
exchanged and checked on multi-cylinder engine).
Faulty ignition system control circuit such es side stand switch or
reverse switch circuit (for appropriate models only).
@ Faulty ignition pulse generator. (Measure peak voltage.)
8 Faulty ignition control module (in case when above No. (0- @ are
normal).
lnitial voltage is normal, O lncorrect peak voltage adaptor connections.
but no peak voltage exist: O Faulty peak voltage adaptor. (See page 23-17 for inspection.)
while cranking the engine @ Faulty ignition control module (in case when above No. and @arc
normal).
lnitial voltage is normal, O The multimeter impedance is too low.
but peak voltage lower O Cranking speed is too slow.
than the standard value. Battery is undercharged (or operating force of the kickstarter is
weak).
@ The sample t i m i n g of the tester and measured pulse were not
synchronized. (System is normai if measured voltage is over the
@ Faulty ignition coil (except in case the coils are exchanged and checked
on multi-cylinder engine).
O Faulty ignition control module (in case when above No. 0) - @ are
normal, but no spark jumps at plug).
lnitial voltage and peak O Faulty spark plug or leaking ignition coil secondary current ampere.
voltage are normal, but @I Faulty ignition coil(s).
no spark jumps at plug.
lgnition pulse Peak voltage is lower 0)The multimeter impedance is too low.
generator than the standard value. O Cranking speed is too slow.
-
weak).
@ The sample t i m i n g of the tester and measured pulse were not
@ Faulty ignition pulse generator (in case when above No. @ - 0) are
normal)
No peak voltage O Faulty peak voltage adaptor. (See page 23-1 7 for inspection.)
@I Faulty ignition pulse generator.

IGNITION SYSTEMS
SYSTEM DESCRIPTIONS
Most motorcycles use electrically controlled ignition systems. These ignition systems can be divided into CDI or transister-
ized types, depending on how they operate. Although their function is the same, the way they operate is different. In order
to s e ~ i c e
these systems, one needs t o understand their basic operation. Since both control their ignition-system compo-
nents electrically, there is no mechanical wear, and periodic maintenance and adjustment are unnecessary.
CDI
The term CDI is on abbreviation for "Capacitive Discharge Ignition." The CDI produces quick and stable secondary voltage
and is resistant to spark plug fouling. It is also designed t o increase its secondary voltage as rpm increases.
Operating Principles /--lGNlTlON1ENGlNE STOP SWITCH

AS the alternator rotor turns, current is induced i n the alter-
nator (exciter coil) This current (AC) is fed to the ignition
control module with a voltage o f 100-400 volts. This AC
current is half-wave rectified bv a diode and is stored i n the
capacitor inside the ignition control module.
When the engine is turned off, the current induced by the ex-
citer coil is shorted to ground, thus cutting off current to the
capacitor and turning off the spark.
The capacitor cannot discharge until the SCR is turned ON. CAPACITOR (Discharge)
,
The SCR is turned ON as the ignition pulse generator sends
pulses to the trigger circuit which, in turn, feeds current to the
gate of SCR.
GENELATOR
When the SCR is turned ON, the capacitor discharges current 1 SPARK PLUG WIRE
t o the ignition primary coil A high voltage surge induced i n
secondary coil jumps the spark plug gap.
NOTE
. This circuitry is also controlled by one additional circuit
on models equipped with a side stand ignition cut-off
system.
/
SPARK PLUG

IGNITION SYSTEMS
Principle of Ignition Timing Advance

Another function of the electrically controlled ignition system is that the ignition timing advance (or retard) is controlled elec-
trically. This system requires no mechanical advance and has no mechanical wear. The overall design eliminates periodic ad-
justments and maintenance.
This section explains the operating principles of the ignition timing advance. The ignition timing retard system operates under
the same principles.
The trigger circuit consists of a wave A and wave B generating circuit which converts the output from the ignition pulse
generator to wave forms A and B, and an ignition timing selector circuit.
IGNITION CONTROL MODULE
DETERMINATION
GATE CIRCUIT CIRCUIT
The ignition pulse generator produces positive and negative

voltage pulses when the rotor reluctor crosses the generator.
ROTOR IGNITION PULSE GENERATOR
OUTPUT PULSE OF IGNITION PULSE GENERATOR

IGNITION SYSTEMS
The output from the ignition pulse generator is converted into PULSE GENERATOR OUTPUT
basic waves A and B
Basic wave A is unaffected by engine speed and remains

constant.
Basic wave B changes its gradient as the engine speed in-

creases as shown in the graph at right.
A
).
-)
c,
WAVE
FORM A
4+
FOw
WAVE
The ignition timing determination circuit sends current to the

gate of the SCR when a negative voltage pulse from the
4
ignition pulse generator is input to the determination circuit,
or when wave A becomes greater than wave %The current t o
the gate of the SCR turns it o n and ignites the spark.
>NITIONTIMIN(
Since wave A remains constant and wave B changes its IETERMINATIOfi
:IRCUIT OUTPUi
waveform as the engine rotation increases, wave B becomes
smaller than wave A. As the engine speed increases, the tim-
ing at which wave A becomes greater than wave €3 advances.
When the engine speed increases above N4, ignition timing no
longer advances because basic wave A is not inclined. 4 &
:R GATE INPUT
iNlTlON TIMING
At N1, wave B is larger than wave A and so ignition timing is

determined by the negative voltage pulse from the ignition RANKSHAFT
pulse generator. NGLE
d
- -

IGNITION SYSTEMS
DC-CDI
The DC-CDI ignition system is basically a CDI system except that the battery is used for the source. The DC-CDI ignition
control module includes a DC-DC converter which amplifies the battery voltage to about 220V, which is then stored i n the
capacitor. Except for the DC-DC converter, the DC-CDI ignition control module is identical to the CDI unit. Compared to
conventional exciter coil-powered CDI, the DC-CDI provides greater spark energy at low rpm since the power source is
stable battery energy.
IGNITION CONTROL MODULE IGNITION COIL

-----------
r---- cAPAciToR1
- I I
T I
SPARK
IGNITION
PULSE
GENERATOR
TRANSISTORIZED IGNITION SYSTEM

The transistorized ignition system also utilizes the battery,
but its ignition operation works differently.
Since the duration of time the spark plug fires is longer than
that of a CDI system, the transisterized ignition system is
well suited for large displacement engines.
Operating Principles
The battery feeds current t o the ignition primary coil via the
ignition switch and the engine stop switch when the transistor PRIMARY COIL
irlside the iginition control module is turned ON. This current CURRENT
is turned off when the transistor is OFF.
When the engine is turned on, the pulse signal from the
ignition pulse generator is fed to the ignition timing control
circuit. The ignition timing control circuit determines the igni-
tion timing based on the pulse signal, and sends current t o the
base of the transistor.
After current pulse flows through the primary coil, the transis-
tor is turned OFF and current to the coil is cut off. At that
moment, an induced voltage on the secondary coil ignites the
spark plugs.

o HONDA MOTOR CO.,LTD. 23 -7
IGNITION SYSTEMS
As the engine speed increases, the duration of current 1

flowing through the primary coil becomes shorter and BASE,_C'JRRE_NTTO-
I nANs's'Un
eventually thesecondary coil voltage is not high enough.
DURATION I
I
The ianition
" -
timina control circuit also controls the duration
of current flow through the ignition primary coil to ensure IGNITION PRIMARY
the correct plug-firing voltage to the secondary coil. COIL VOLTAGE
DIGITALLY CONTROLLED TRANSISTORIZED IGNITION SYSTEM

This system digitally controls the ignition timing using a microcomputer inside the ignition control module which
calcuiates the ideal igniton timing at all engine speeds. The microcomputer also hasa fail-safe mechanism which cuts off
power to the ignition coil(s) in case the ignition timing becomes abnormal.
The system consists of an ignition pulse generator rotor, one or t w o ignition pulse generators, the ignition control
module, ignition coil(s), and spark plugls).
1) The ignition pulse generator rotor has projections called reluctors that rotate past the ignition pulse generatorb),
producing electronic pulseswhich are sentto the ignition control moduleThe engine rpm and crankshaft position of each cylinder
are detected by the relative positions of the projections of the ignition pulse generator rotor(s).
2) The ignition control module is non-serviceable and consists of a power distributor, a signal receiver, a microcomputer
and a distributor.
0 The power distributor distributes battery voltage to the ignition control module when the key is turned on.
0 The signal receiver receives the electronic pulse from the ignition pulse generatorb) and then converts the pulse
signals to a digital signal. The digital signal is sent t o the microcomputer which has a memory and an arithmetic unit.
rn The microcomputer memory stores the desired characteristics of the timing for each rpm and crankshaft position. The
arithmetic unit relays the rpm and crankshaft position to microcomputer memory.
The memory then determines when to turn the transistor o n and off t o achieve the correct speak plug firing time.
e When the transistor is turned on the primary coils of the ignition coils are saturated. Memory then turns the transistor
off when it is time to fire the spark plug.
The system illustration below features a simplified single ignition pulse generator rotor system. This type is used on many
models produced from early 1989 onward. Dual ignition pulse generator systems are very similar in design and are found
o n most engines produced before this time.
IGNITION ENGINE
PULSE GENERATOR STOP SWITCH IGNITION SWITCH
ROTOR
BATTERY __
-
-
-
-
COIL
IGNITION SPARK PLUG
SPARK PLUG
P l l l SF
GENERATOR
-
- -
CONTROL
MODULE
IGNITION SYSTEMS
SPARK PLUG
Due to the high voltage generated at the ignition coil, sparks

jump across the center electrode and side electrode of the
spark plug and ignite the fuel mixture in the combustion
chamber.
Use spark plugs of the proper size and heat range appropriate
for the engine, or the engine will not perform to its full poten-
tial and damage to the engine may occur.
I Heat dissipation.
Spark plug heat range

As the spark plug is constantly exposed t o the engine
combustion, heat must be dissipated in order to keep the
spark plug at a certain temperature at which carbon deposits
are burned off.
The capacity to dissipate heat is called "heating value" or
heat range.
It is important to install spark plugs of the proper heating
value because the combustion temperature varies according
to the engine type and driving conditions.
Hot type .......
Heat is dissipated slowly.
C o l d type .....
Heat is dissipated quickly.
T h e heating value indicated by a number:
Smaller number ......
Hotter type
Larger number ........ Colder type
I HOT TYPE- b COLD TYPE
If an improper cold type spark plug is installed, the spark / Heat range of hot type and cold type
does not jump across the electrodes as easily and the
electrodes may become contaminated with oil/gasoline. If an
improper hot type is installed, it causes overheating or
preignition, and may result i n melted electrodes and/or a
hole i n the piston.
Optional spark plugs are often listed for Honda motor-cycles.

Replace the standard plug with an optional one when-ever
the heating value of the original plug does not comply with
the driving conditions.
lination) ' ' Cold type heat ran&
There are several types of spark plugs, grouped according to
the heating value, thread diameter and construction, as shown I
-
V ) Driving speed (kmihl-------
below.
JGK oluo NIPPONDENSO plug
Thread die. / Remark Heating value Thread lengih Remark

& 18 mm P: Porcelain projected 4 lHor type1 E: 1 9 mm A. 2 : Special type
B: 14 mm type H: 12.7 mm S: w t t h copper
C: l o mm R: Resistor soark d u a s
6 f wick
V: Narrow cenrei
9 (Cold type1 K: side electrode 27 (coldr y m i projected type dicaies that rhe
Number indicates
the plug gap.
"9": 0.9 mm

IGNITION SYSTEMS
DESCRIPTION OF PEAK VOLTAGE ADAPTOR I 1

The input or output voltage of the ignition system is a pulse
voltage that increases and decreases within short periods of
time. if an ordinary voltmeter was used to measure these kind
of signals, it would read an incorrectly low voltage value. For
example, the primary side pulse of the ignition coil reaches the
range of some hundred volts for a moment whereas an or- @PEAK VOLTAGE
dinary voltmeter would read only millivolt values.
Rather than using an expensive oscilloscope which is suitable
to measure such short-length pulses a much cheaper device is
available to accurately measure peak voltages. This device is
called a Peak Voltage Adaptor. In the U.S.A. the eguivalent
device is an lmrie 625 Ignition Analyzer.
Construction and Usage

The adaptor is an electrical circuit containing a diode, a DIGITAL
capacitor, and a resistor. Pulse input signals supplied from test MULTIMETER
TESTER PROBES
probes are rectified by the diode and used to charge the
capacitor. In case of short intermittent pulse signals the h 7 - 7
voltage applied to the capacitor electrodes is almost similar to

the peak voltage value. On the other hand, in case of long
signal periods the capacitor voltage is slightly lower than the
peak voltage.
The digital multimeter set to the DC range is able to measure
this capacitor voltage.
In addition, by interchanging the positive and negative probes,
the positive and negative peak voltage can be measured.
SHORT PULSE PERIOD PULSE SIGNAL

Operating Precautions W
CAUTION
M
(3
r
/
. DOnot use the peak voltage adaptor to determine the ig-
nition coil secondary voltage.
-
Y
Z
6
CC
llllll
Capacitor voltage in good approximation to peak
The adaptor is designed only to measure voltages within (-
1 -
I voltase
the range of 0 to 630 V. I
E *N_LC_~~_~_APAC
-,. VOLTAGE
. As the capacitor gradually discharges via the resistor, the
tester reading value will decrease accordingly. Therefore. W
only the highest value measured represents the true peak F4 +LONG PULSE PERIOD? PULSE SIGNAL
voltage.
If a multimeter with a low input impedance is used, the
discharge of the capacitor may be too fast for the peak
voltage to be measured correctly.
Be sure to use this adaptor togethar with commercially
available digital multimeter (impedance IOMWDCV
I
- minimum).
When cranking the engine with kick starter, the cranking
4 lncreaLe of gradient in case of low input impedance
speed must be fast enough to produce a sufficient peak testers SAMPLING
voltage. When using the starter motor, check with a fully O--- TIMING A
charged battery. SAMPLING
For models with a single cylinder and large displacement, TIMING B
tha cranking speed is slow and, especially o n the ignition
pulse generator, the input pulses appear at long intervals.
These input characteristics allow the capacitor voltage to
drop causing the multimeter to measure voltage lower
than actual peak voltage.

IGNITION SYSTEMS
The sampling time of the multimeter (display switch-over

time) is approximately 0.4 second. This amount of time may
be almost similar to period of the pulses when cranking with
a kickstarter.
Under this condition, because of the multimeter sampling
time and the capacitor discharge timing, the peak voltage
reading of the multimeter may be t o low.
In case of t h e sampling t i m e ( A ) s h o w n i n the figure,
multimeter indicatesa high peakvoltage, and in case of (B), it
indicates a l o w one. For this reason, measure the peak
voltage several times i n order t o ensure a correct peak
voltage reading.
SPARK TEST , . \
Remove the spark plugs from the cylinder head and reconnect
them t o the plug caps.
Ground the spark plug to the cylinder head and turn the
ignition ON. Avoid h o l d i n g t h e spark p l u g t o prevent
electrical shock. Check if a good spark occurs while cranking
the engine with the starter.
A high voltage spark will appear at the spark plug gap.
For multi-cylinder engines, remove the spark plug from each

cylinder.
For some models with theCDI svstem. there is a circuitwithin
the ignition control module designedto turn off the spark at
low cranking speeds (below 200 - 500 rpm). In this case,
leave the spark plug i n the cylinder head and try the spark
test with a known good spark plug.
Some ignition control module are designed to turn off the

spark when the transmission is in gear or reverse position.
If the plug fires, the spark plug is good
Note that spark plugs are more difficult t o fire in dense air than
under normal atmospheric conditions. Thus, even though a
spark occurs under normal conditions, it may not occur in the
compressed cylinder environment.
For this reason, you should check that the secondary coil has
sufficient voltage by following the procadure that follows:
Attach a spark plug adaptor. Ground the black wire to the

engine and conduct the spark plug test.
If there ia a spark across the gap in the adaptor, the ignition
coil is good.
TOOL:
SPARK ADAPTOR 07GGK-0010100
(Except USA)
If a spark occurs across the spark plug gap, but no spark

occurs with the adaptor on, the secondary coil voltage is SPARK ADAPTOR
insufficient.

o HONDA MOTOR CO..LTD. 23-1 1
IGNITION SYSTEMS
-
IGNITION TIMING
Warm up the engine.
For models with multiple cylinders. connect a timing light to

the No. I spark plug wire.
For models with no tachometer, connect an engine tachome-

ter.
NOTE
instructions TIMING LIGHT
and engine tachometer before operating.
Remove the timing hole cap from the engine (refer t o the
~ 6 6
Model Specific manual for the location of cap). INDEX MARK F MARK ADVA,NCE MARKS
Start the engine and check for the following results:
.
1
If the F mark on the rotor is aligned with the index mark on
the case at the correct idling speed, then the timing is
correct.
. Increase engine speed by rotating the stop screw. on the F MARK
carbureters.
Check if the F mark begins t o move when the engine
speed reaches the advance (or retard) start rpm. (This IDLE SPEED ADVANCE FULL ADVANCE
(RETARD) (FULL RETARD1
inspection cannot be done o n models with a large ignition
timing variation.)
At full advancehetard rpm, the ignition timing is correct if I
the index mark is between the t w o advance/retard marks.
I
cannot be checked this way, there are no advance/

retard marks on the rotor for these models. In that case,
check only the F mark position.
Depending on the kind of timing light used when checking the

ignition timing, you could detect abnormal advance timing.
This is because the spark plug wire being measured is not NEGATIVE
receiving a negative pulse. (Most timing lights are designed to WAVE FORM
receive negative pulses.)
If the spark plug wire being measured is receiving positive

pulses, the input of the timing light will be receiving the
alternated portion o f the weveforrn and the timing light will
flicker.
Reverse the inductive pick-up lead of the timing light, or.

since the polarity o f the waveform has no effect on the spark
plug, connect the ignition primary coil wires t o the opposite
terminals. For double ignition coil types (a single coil firing t w o
spark plugs), connect the timing light to the opposite wire of
the same coil. The correct timing should then be observed.
\
the opposite
terminals f
-
-
1f - -
Recoy3
the t m m g Ilghl
- - -

IGNITION SYSTEMS
IGNITION SYSTEM INSPECTION (PEAK

VOLTAGE MEASUREMENT METHOD) PEAK VOLTAGE ADAPTOF
NOTE
If no spark jumps at the plug(s), check all connections for
loose o r poor contact before measuring each peak
voltage.
Use a commercially availble digital multimeter (impedan-
- ce IOMRIDCV minimum)
The display value differs depending upon the internal
impendance of the multimeter.
If the lmrie diagnostic tester (Model 625) is used, follow
the manufacture's instructions.
Connect the peak voltage adaptor t o the digital multimeter.

SPARK PLUG
TOOL :
PEAK VOLTAGE ADAPTOR 07HGJ-0020100 w i t h
commercially available digital multimeter or IMRlE DIAG-
NOSTIC TESTER (Model 625) i n Australia.
IGNITION COlL PRIMARY VOLTAGE INSPECTION
NOTE / IGNITION COIL lPRIMARY WIRE TERMINAL

(Connectedl
+ Check all system connections before this inspection.
Poor connected connectors can cause incorrect
- readings.
Make sure that the cylinder compression is normal and
check with the spark plug and plug cap installed correct-
ly. On the models with the transistorized ignition
system, readings measured with the plug cap discon-
nected result in abnormally high peak voltage values.
In case of a multi-cylinder engine, the ignition caused by nor-

mal cylinder spark will result in an unstable cranking speed. In
the same way as ordinary spark test, leave the spark plug in-
stalled in the cylinder head, install a known good spark plug in-
to the plug cap and ground it to the engine.
When no spark jumps at plug and the engine does not start,
however, the system can be checked with the spark plug and
cap installed normally.
Connect the peak voltage adaptor between the ignition coil
primary terminal that goes to the ignition control module
(ICM) and a body ground with the connectors connected.
Refer to the Model Specific manual for the connection o f the
adaptor (polarity).
NOTE
/ . If the weak v o l t a ~ eis lower than swecifications, recheck /
peakvoltage with reverse connection. The ignition system
is normal if mesured voltage is over the specifications
with reverse connection.
I

IGNITION SYSTEMS
Turn the ignition switch ON. If equipped with an engine stop switch, turn it to RUN position. In case of transistorized ignition
system, then measure the voltage (initial voltage). If the tester indicates a value close to the battery voltage, the ignition coil
power supply circuit is normal. If there is no voltage, the power supply circuit is defective. Check each item referring to the
troubleshooting chart. Messure the peak voltage of the ignition coil primary side with the ignition switch ON and the engine
stop switch to RUN position, while cranking the engine with the kick starter or starter motor. Refer to the Model Specific
manual for the peak voltage value.
NOTE
If there are connectors between the ignition control module and the ignition coil, it is possible to check an open circuit
or poorly connected connectors by comparing the peak voltage measured at every points. If no defects are found in
the harness after checking it completely, the peak voltage is abnormal.
In case of a configuration where several ignition coils are driven by one ignition control module, disconnected or loose
connection in another ignition system circuit may cause abnormal voltage readings.
On the models which use t w o or more ignition coils, various voltage may differ. As long as the measured voltages ex-
ceed the specified value, the system is normal.
.-

IGNITION SYSTEMS
EXCITER COIL CONNECTOR C,ONNECTORS OF ICM SIDE
NOTE
Install the spark plug(s) into
measure the peak voltage under normal cylinder
compression.
Disconnect the connectors from the ignition control module

(ICM) and connect the peak voltage adaptor probes t o the
exciter coil wire terminal of the harness side eonnector and
ground. connector
Crank the engine with the kick starter or starter motor and EXCITER . ~
~
measure the peak voltage of the exciter coil.

Refer to the Model Specific manual for the specified peak
voltage and the connection of the adaptor probes.
1 To avoid possible electrical shock during voltage

' measurements, do not touch the tester probe metal
parts.
If the peak voltage measured at the ignition control module

connector is abnormal, disconnect the nearest connector t o
the exciter coil and connect the adaptor probes to the exciter
coil wire terminal and ground.
In the same way as at the ignition control module connector,
recheck the peak voltage and compare it to the voltage
measured at the ignition control module.
NOTE
connected t o the ignition
control module, the test points will be on t h e same
potential thus not allowing a value comparison.
If there are connectors between the ignition control
module and exciter coil, it is possible to check the wire
harness for open circuit or loose connections by compar-
ing the peak voltage measured at different points. If no
defects are found in the harness after checking it com-
pletely, the peak voltage is abnormal.
Ifthe peakvoltage measured atthe ignition control module

is abnormal and the one measured at the exciter coil is
normal, the wire harness has an open ciruit or loose
connections.
If both peak voltages measured are abnormal, check each
item in the troubleshooting chart. If all items are normal, the
exciter coil is faulty.

o HONDA MOTOR CO.,LTD. 23-1 5
IGNITION SYSTEMS
IGNITION PULSE GENERATOR 1 CONNECTORS OF ICM SIDE
NOTE
. Install the spark plugls) into the cylinder head and
measure the peak voltage under normal cylinder
compression.
Disconnect the connectors from the ignition control module

(ICM) and connect the peak voltage adaptor probes to the
ignition pulse generator wire terminal of the wire harness side
connector and ground. Crank the engine with the kick starter
or starter motor and measure the peak voltage of the ignition
I i in
IGNITION PULSE GENERATOR
pulse generator.
Refer to the Model Specific manual for the specified peak
voltage and the connection of the adaptor probes.
/ . - v o l t a ~ e/
To avoid ~ossible electrical shock during
measurements. do not touch the tester probe metal
If the peak voltage measured at t h e unit connector is

abnormal, disconnect the nearest connector to the ignition
pulse generator and connect the adaptor probes t o the
ignition pulse generator wire terminal and ground.
In the same way as at the unit connector, recheck the peak
voltage and compare it to the voltage measured at the
ignition control module.
NOTE
to the ignition control module, the test points will be on

the same potential thus not allowing a value compari-
. If there are connectors between the ignition control

module and ignition pulse generator, it is possible t o
check the wire harness for open circuit or loose connec-
tions by comparing the peak voltage measured at differ-
ent points. If no defects are found in the harness after
checking it completely, the peak voltage is abnormal.
.
!
On the models equipped with two or more ignition pulse
generator, various voltage may differ. As long as the
measured voltages exceed the specified value, the sys-
tem is normal.
If the peak voltage measured at the ignition control module

is abnormal and the one measured at the ignition pulse
generator is normal, the wire harness has an open circuit or
loose connections.
If both peak voltages measured are abnormal, check each
item in the troubleshooting chart. If all items are normal.
the ignition pulse generator is faulty.

IGNITION SYSTEMS
PEAK VOLTAGE ADAPTOR INSPECTION W+LL OUTLET (LINE VOLTAGE)
When testing the high tension on the ignition coil secondary

side using the peak voltage adaptor, the inner diode may be
damaged. As a damaged adaptor will cause incorrect peak
voltage readings, always consider a defective adaptor if the
peak voltage readings are all abnormal. PEAK VOLTAGE
ADAp7"
The adaptor diode can be easily checked by the following pro
cedure. Therefore, be sure to check the adaptor before replac-
ing the parts that display an abnormal testing value.
Set the multimeter t o the AC voltage range and measure the
local line voltage.
Then, connect the peak voltage adaptor to the multimeter,
measure the same AC voltage with DC voltage range and
compare it t o AC voltage measured previously.
The adaptor is normal if the DC voltage measured via the
. adaptor is 1.4 times of AC voltage.

The adaptor is defective if the DC voltage measured via the
adaptor is 0 V.
. .iack immediatelv after discon-

uch t h e adaotor I
necting the adaptor, you may get electrical shock. Be
sure t o disconnect the adaptor after allowing the voltage
t o decrease sufficiently.
IGNITION COlL
NOTE
Measure the peak voltage of the ignition coil primary
side first.
Since the resistance value of the primary coil is inherent-
ly very small, it is difficult t o distinguish it from a shorted
wire. Measure the coil resistance as a guideline for
cheking the coil.
PRIMARY COlL INSPECTION
Measure the resistance between the t w o terminals of the igni-

tion primary coil.
If the resistance value is within the specified range, the coil is

good.
If resistance is m (infinite), replace the coil with a new one
SECONDARY COlL INSPECTION

/(WITH PLUG CAP1
With the spark plug cap on, measure the resistance between
the primary coil terminal and the spark plug cap.
For a double ignition coil, measure the resistance between the

spark plug caps.
If the resistance value is within the specified range, then the

coil is good.
If the resistance is m (open wirel, disconnect the spark plug

cap(s) and measure the secondary coil resistance.

IGNITION SYSTEMS
Measure resistance between the primary coil terminal and the SECONDARY
(WITHOUT PLUG CAP1
spark plug wire.
For a double ignition coil,measure the resistance between the

spark plug wires,
If the resistance value is within the specified range, the coil is

good.

IGNITION SYSTEMS
SIDE STAND IGNITION CUT-OFF SWITCH

DESCRIPTION
This device warns the rider that the side stand is lowered by turning on an indicator light.lt also operates as an ignition cut-
off switch when the transmission is shifted into gear, and prevents the starter motor and ignition from operating land the
bettery from discharging) under certain conditions (described below).
OPERATING PRINCIPLE
"Starting" in the table below means "Starting the engine with the starter motor". Starting with the kick starter is excluded.
TYPICAL COMPONENT LOCATIONS

IGNITION SYSTEMS
COMPONENT FUNCTION
Component Function Remarks
-
When side stand is .Lens color is amber-.

Indicator Lowered: Light ON "SIDE STAND" is described
Retracted: Light goes OFF
When clutch lever is
Clutch switch Pulled In: ON (Continuity) Same switch as of starting system
Released: OFF (No continuity)
When starter switch is
Starter switch Pushed: ON (Continuity)
Released: OFF (No continuity)
Prevents current from flowing in Also serves as a starting system
Clutch switch diode diode
reverse direction
lgnition control
..When
Contains interface for side stand switch
side stand switch wire is Circuits are different depending on
module ignition system
Grounded: lgnition is possible
(ICM) Opened: lgnition is not possible
When relay coil in the switch is
Starter relay switch Activated: Starter motor turns Same as ordinary starter relay switch
Not Activated: Motor stops
When side stand is
Lowered: Contact point of ignition1
starting side is open
Contact point of indicator . Installed on the side stand pivot bolt
Side stand switch side is closed . Refer to next page for operation
Retracted: Contact point of ignitionlstartinc
side is closed
Contact point of indicator
side is open

IGNITION SYSTEMS
SlDE STAND SWITCH OPERATION
The side stand switch detects the side stand position electri-
cally. The switch is installed on the side stand pivot bolt. On
some models, the switch is installed on the rear of the pivot
bolt or is covered.
The switch is a rotary-type and the fixed contact is set t o the

frame. The rotary switch contact rotates inside the switch
housing following the movements of the side stand.
The side stand switch is activated by the side stand position.

as shown below.
Lowered Position Retracted Position
- Contact of indicator side : ON (Closed) - OFF (Open)
Contact of ignitionlstarting side : OFF (Open) - ON (Closed)
TO INDICATOR
SIDE STAND SWITCH \TO IGNITION/STARTING
TO GROUND
FIXED CONTACT
INDICATOR OPERATION r MAIN FUSE
When the side stand is lowered, the indicator contact of the

side stand switch is connected t o ground and battery current INDICATOR
flows through the circuit t o light the indicator.
Battery-
Side stand switch (turned ON) -
Ignition switch ---4Indciator.
Body ground
When the side stand is retracted, the indicator contact o f the

1/ CONTACT OF
/SWITCH
CONTACT OF IGNITION/
side stand switch is open. Therefore, current from the bat- (CONTINUITY STARTING SIDE
tery cannot flow and the indicator light goes off. DURING LOWERED, -
POSITION)

IGNITION SYSTEMS
STARTING SYSTEM (STARTER MOTOR)

OPERATION NEUTRAL INDICATOR
Model With Manual Clutch
When the ignition switch is turned ON and the starter switch

is pushed, battery voltage is applied t o the starter relay switch
coil. If the switches in the ground circuit of the starter relay
switch are not turned ON (condition (a) or (b) below), the
circuit cannot be grounded and the starter motor does not
operate.
(a) Neutral switch is turned ON

(b) Both clutch and side stand switches are turned ON
If either condition (a) or (b) (above) is met, current from the

battery flows through the circuit as shown in the diagram at
right, the starter relay switch is turned ON and the starter
motor operates.
STARTER MOTOR
:Current flow when starter switch is turnd ON

:Current flow when both clutch and side stand
switches are turned ON
Model With Centrifugal Clutch
To prevent vehicles with a centrifugal clutch from lurching IGNITION SWITCH

forward when the engine starts, a circuit is used that prevents
voltage from reaching the starter relay switch unless the brake
is applied (brake light switch is turned on).
The side stand switch is part of the ground circuit. Only when
the side stand is retracted is the ground circuit complete and
the starter motor able to operate.
*:Current flow when ignition/starting side

contact of the side stand switch is turned
ON (closed)

IGNITION SYSTEMS
IGNITION SYSTEM OPERATION

C D I System Integrated With Side Stand Switch And/or Neutral Switch
CDI Systems integrated witn a s dc stand swlrch an0 a neutra sw tch operate smilar to otner CDI sysrems except that the
i g n i o n conrro m0dJ e a SO contra s the c'rc~mstancestnat allow ~ g n i t i o rttiro-gn an nterface an0 transstor.
The interface determines whether to turn the transistor on or off.

The transistor determines how the ignition control circuit works by turning the SCR (thyristor) o n or off
The interface receives information through the external detection circuit consisting of the side stand and neutral switches.
A diode in this circuit prevents current from flowing in the reverse direction. This circuit must have a ground path for ignition
to be possible.
lgnition is not possible if both of the following conditions occur:
(a) side stand is lowered
(b) transmission is in gear
Models without transmissions, (such as scooters), do not have neutral switch or clutch circuits and therefore condition (b)
does not apply.
Example Of A Circuit For Models With Manual Cluthflransmission
FUSE
EXCITER COIL
IGNITION PULSE
GENERATOR
Under conditions (a) and (b). the interface in the ignition When :
control module is activated and sends the base signal to the - t h e side stand is retracted and
transistor and the transistor is turned ON. t h e transmission is laced in neutral
the transistor is turned OFF as the interface is deactivated.
When the transistor is turned ON, it conducts the gate sig- ~ h ~the gate
~ ~
signal ~ the~trigger
f from , be applied to
~ can
nal from the trigger t o ground. Therefore, the SCR (thyri- the SCR and ignition is possible,
stor) cannot be turned on and the ignition is not possible.
lgnition Is Not Possible TO NEUTRAL INDICATOR 1 ignition ispossible

IGNITION SYSTEMS
DC-CDI Systems Integrated With Side Stand Switch A n d / o r Neutral Switch
DC-CDI Systems integrated with a side stand switch and a neutral switch operate similar to other DC-CDI systems except
that the ignition control module (DC-CDI unit) also controls the circumstances that allow ignition through a resistor and a
transistor.
The external detection circuit similar to the system described previously, but the method of ignition control is different.
The resistor determines whether the transistor is turned off or turned on. The transistor determines how the ignition cont-
rol circuit works by activating or deactivating the DC-DC converter.
Ifthe transistor is turned off, the DC-DC converter is activated t o make ignition possible.
The resistor receives information through the external detection circuit consisting of the side stand and neutral switches. A
diode in this circuit must have a ground path to make ignition possible.
Ignition is not possible if both of the following conditions occur:
(a) side stand is lowered
(b) transmission is in gear
Models without transmissions, (such as scooters), do not have neutral switch or clutch circuits and therefore condition (b)
does not apply.
Example Of A Circuit For Models With Manual Clutch/Transmission
IGNITION SWITSH
IGNITION COIL
FUSE
-
-
Under conditions (a) and (b), the signal from the DC-DC When:
converter is applied to the transistor through the resistor. t h e side stand is retracted and
turning the transistor ON. When the transistor is turned ON. the transmission is placed in neutral
the signal from the DC-DC converter is deactivated. This the signal from the DC-DC converter is grounded through
means that no electrical current from the DC-DC converter is the side stand and the neutral switches. The signal is not
applied to the capacitor, and ignition is not possible. applied t o the transistor, and therefore the transistor is
turned OFF. When the transistor is turned OFF, the signal
DC-DC CONVERTER from the DC-DC converter is activated and,therefore,applied
\ to the capacitor t o make ignition possible.
DC-DC CONVERTER

IGNITION SYSTEMS
Transistorized lgnition System Integrated With

Side Stand Switch And Neutral Switch
Transistorized lgnition Systems (TPI) integrated with a side

stand switch and neutral switch operate similar to other TPI
systems except that the TPI unit also controls the circum-
stances that allow ignition through a resistor and a transistor.
i
The ignition control circuit in the ignition control module is

deactivated in the same way as the DC-CDI ignition system
Under condition (a)and (b): if the sidestand is lowered and

the transmission is placed i n gear, the signal f r o m the -
. -
. -
ignition control module power supply line is applied t o the TPI SPARK UNIT -
transistor through the resistor t o turn the transistor ON.
When thetransistor isturned ON,thesignalfrom the ignition
control module power supply line is deactivated. This means
that no electrical current from the ignition control module
power supply line is applied ta TR2 (power transistor) and
ignition is not possible.

MEMO
24. ELECTRIC STARTER/STARTER CLUTCH
SERVICE INFORMATION 24-1 CLUTCH SWITCH DIODE INSPECTION 24-8
TROUBLESHOOTING 24-1 STARTER CLUTCH INSPECTION 24-8
STARTER MOTOR 24-3 STARTER PINION INSPECTION 24-9
STARTER RELAY SWITCH 24-6
SERVICE INFORMATION
0 Refer to the Model Specific manual for removal and installation of the starter motor.
0 A weak battery may be unable to turn the starter motor quickly enough, or, supply adequate ignition current.
The starter motor may be damaged if current is allowed to flow to it when the engine cannot turn over.
For models with a centrifugal clutch, incorrect adjustment of the brake light switch could prevent the starter motor from
operating.
Refer to section 25 for the side stand switch and indicator inspections.
0 The starter motor will not operate unless the conditions under which the engine can be started are met on models
with the side stand ignition cut-off switch.
0 Refer to section 23 for the description and operation of the side stand ignition cut-off switch.
The following table describes the conditions when the engine can or cannot be started."Not possiblef'in the"Startingr'
column means that the starter motor cannot be operated.
Side stand position Transmission Clutch lever Ignition Starting

--
Lowered Pulled In Possible Possible
Neutral
Released Possible Possible
Pulled In Not Possible Not Possible
In Gear
Released Not Possible Not Possible
I Retracted Pulled In Possible Possible
I 7
-
'
7
.. 'V>
Released Possible Possible
D In Gear
Pulled In Possible Possible
Not Possible
Released Possible
TROUBLESHOOTING
-
Starter motor turns slowly
Low specific gravity in battery (or Dead battery1
Poorly connected battery terminal
Starter motor turns. but engine does not turn
Starter motor is running backwards
- Brushes assembled improperly
Poorly connected starter motor cable - Case assembled improperly
Faulty starter motor - Terminals connected improperly
. Poorly connected battery ground cable Faulty starter clutch
Damaged or faulty starter pinion
.
Starter motor relay 'clicks," b u t engine does n o t turn over
Crankshaft not turning due to engine problems
. Damaged idler gear or reduction gear
Broken starter motor drive chain
. Excessive reduction gear friction

Faulty starter pinion engagement
Faulty starter clutch

Starter motor will not turn.

Check for a burnt main or sub fuse before servicing.
For models with a centrifugal clutch. check that the brake light switch is correctly adjusted.
. Check that the side stand is positioned and/or transmission is placed in the conditions under which the engine can
be started on models which employ the side stand ignition cut-off switch.
With the ignition switchnON" and engine stop Connect the starter motor (+Iterminal to the
switch at "RUN", check f o r a 'click" sound battery positive terminal.
from starter relay switch when starter button is (Because a large amount of current flows, do
not use thin wires).
I
I I
Starter motor turns Starter motor
1
1
Loose or discon- .
does not turn
i
Faulty starter motor
nected wire or
cable
Faulty starter relay
switch
(For operation
check, see page
24-61
Disconnect starter relay switch connector, and

NO CONTINUITY*. Faulty neutral switch
check the relay coil ground wire.
I (Appropriate model onlyl
Faulty clutch switch
(Appropriate model only)
Faulty starter switch
(Centrifugal clutch model onlyl
Faulty side stand switch
Loose or poor contact at connector
Open circuit in wire harness
Faulty ignition switch

relay switch connector. Broken starter switch wire
(Manual clutch model only)
Faulty brake light switch
Loose or poor contact at connector
Open circuit in wire harness
Check the starter relay operation. NORMAL-. Loose or poor contact at starter relay switch
connector
ABNORMAL
Faulty starter relay switch

24-2 o HONDA MOTOR co.,LTD.
STARTER MOTOR
DISASSEMBLY
Before disassembling the starter motor, mark the index lines
on the case and covers so the starter can be assembled
correctly later.
Remove the starter motor case screws and remove the

covers.
NOTE
For models with shims between the armature and
cover, record the location and number of shims and their
INSPECTION
Check for continuity of the starter motor case
. Between the cable terminal and the case. Their should be

no continuity.
. Between the cable terminal and the brush (black wire).
There should be continuity.
If the readings are abnormal, replace the case with a new

one.
Measure the brush length BRUSH
Replace the brush if it is worn beyond the service limit speci-

fied in the Model Soecific manual.
Check for continuity between the 63 and O terminals of the TERMINA~

brush holder.
If there is continuity, replace the holder with a new one.

Check the commutator for:

Damage or abnormal wear
Discoloration of the commutator bar
Replace the commutator if it is damaged or discolored.
Check for and remove any metallic debris from between
commutator bars
Check for continuity between pairs of commutator bars.
Make a continuity check between individual commutator bars

and the armature shaft.
There should be no continuity.
Check the bearings. (For applicable models only.)

If the bearings are loose or noisey, or if they do not turn
smoothly, replace the cover.
ASSEMBLY
Align the case notch with the brush holder pin and install the
holder on the case.
Place the O-ring (seal ring) on the case. (For applicable models
only.)

Carefully insert the brushes into the brush holder.
CAUTION
The sliding surfaces of the brushes can be damaged if
they are not installed properly.
Apply grease to both ends of the armature shaft.
Push and hold the brushes inside the brush holder, and insert
the armature into the case and through the brush holder
from the rear side.
~RMATURE
When inserting the armature into the case, hold the armature
tightly to keep the magnet from pulling the armature against
the case
Align the tab and groove
CAUTION
The coil may be damaged if the magnet pulls the ar-
COVER
mature against the case.
Insert the shims in the correct order on the armature shaft.

(For applicable models only.)
Insert the O-ring. (For applicable models only.)
Align the mark (that you made earlier) and instell the covers.
CAUTION
ing the oil seal lip with the shaft.
Tighten the cover screws. I

For starter motors that are mounted within a motor mount
hole, check for a damaged O-ring.
In order to prevent damage, grease the O-ring.
Refer to the Model Specific manual for installation.
CAUTION
Overtightening the cable terminal nuts may cause the
terminals to turn inside the starter motor, resulting in
serious damage t o the inner connectors.

STARTER RELAY SWITCH

The starter system can be divided into t w o basic circuits. There are the clutch safety type (A circuit) and the brake Safety type
(B circuit).
(A) When the starter switch is turned ON, battery voltage (B) When the brake light switch is turned ON, the same
reaches the starter reley switeh. voltage as that at the brake light switch is applied to
the starter relay switch. If the starter switch is turned
If the neutral or clutch switch of the ground line is ON, current flows through the relay and the starter
turned ON, current flows through the relay and the motor operates. This type is commonly used with a
starter motor operates. centrifugal clutch.
CLUTCH SWITCH BRAKE LIGHT SWITCH

DIODE STARTER RELAY
\ SWITCH IGNITION SWITCH
R
STA~TER
RELAY SWITCH
INSPECTION
If you suspect a problem with the starter motorlsystem, check
~fthe starter relay switch " clicks" when it isturned ON. STARTER
Inspect further for RELAY SWITCH
' Clicks -. Poorly connected B (battery) terminal and M

(motor) terminal of the switch. (Check the
relay switch.)
* No click-, . No relay input voltage
(Check relay input voltage.)
Faulty relay ground line
(Check around line.)
(check reley switch.)
Starter Relay Voltage CONNECTOR
<Circuit A+
Measure the voltage between the yellowlred wire (+I and
ground at the starter relay switch connector.
If battery voltage is measured only when the starter switch is

pressed, the relay is good.
STARTER
RELAY SWITCH

<Circuit B%
Measure the voltage between the greeniyellow wire and
ground at the starter relay switch connector.
If battery voltage is measured when the front or rear brake is CONNEC

applied, the relay is good.
NOTE
If the brake light adjustment is incorrect, no voltage will
appear when the brake is ON.
STARTER RELAY
Starter relay switch ground line
<Circuit A%
Disconnect the connector from the starter relay switch and
check for continuity between the ground wire (greedred) and
ground.
If there is continuity when the transmission is in neutral or

when the clutch is disengaged, the ground circuit is normal.
(In neutral, there is a slight resistance due t o the diode.)
4Circuit 6%
Disconnect the connector from the starter relay and check for
continuity between the ground wire (yellowlredl and ground.
If there is continuity only when the starter switch is pressed,

the ground circuit is normal.
OPERATION CHECK bA STARTER RELAY SWITCH
Take care to prevent direct short between the battery

terminals. The. spark could ignite or damage the
battery.
Apply battery voltage between the two relay coil terminals.

Check for continuity between the B (battery) and M (motor)
torminals.
<Circuit A%
Apply battery voltage between the yellowlred and greenired
terminals.
If there is continuity between B and M terminals,operation is

normal

C i r c u i t BP
When battery voltage is applied between the starter relay STARTER
greenlyellow wire and yellowlred terminals, there should be
continuity between the red and redlwhite terminals. The ter-
minals are distinguished by the corresponding wire color of the
wire harness connector.
CLUTCH SWITCH DIODE INSPECTION

The purpose of the clutch switch diode is to prevent reverse
current flow from the neutral indicator to the clutch switch.
. Faulty diode -. Neutral indicator turns ON when clutch is

- disengaged.
Loose connections at diode terminal
-. Starter motor does not turn when transmis-
sion is in neutral.
Check for continuity between the diode terminals.

When there is continuity, a small resistance value is rnea-
sured.
If there is continuity in one direction and not in the o t h e ~

direction, the clutch switch diode is good. Turns in one direction
only.
/ / GEAR
STARTER CLUTCH INSPECTION

Refer to the Model Specific manual for starter clutch removal
and installation
Install the driven gear into the housing.

With all parts assembled, check the starter clutch,
Check that the gear, or sprocket, turns smoothly in one

direction and locks up in the other direction.
Disassemble the housing. ROLLER CONTACT SPRING PLUNGER
-
SURFACE
Damaged roller contact surface of the gearlsprocket
Replace with a new one.
Damaged roller contact surface of the housing
-, Replace with a new one.
-
Damaged roller Replace with a new one.
- -+
Deformation or damage to the spring

HOUSING /
ROLLER CONTACT
SURFACE

With a one-way sprag clutch, check each sprag, the clutch

CLUTCH HOUSING ONE WAY CLUTCH
housing, and all inner contact surfaces.
. -
Abnormal wear or damage to sprag
. -
Irregular movement of the sprag
Damage to the clutch housing or inner portion contact sur-
face -. Replace with a new one.
STARTER PINION INSPECTION

Refer to the Model Specific manual for starter pinion removal
and installation.
Check the pinion and reduction gears for damage andlor

abnormal wear. Check the gear journals for abnormal wear.
Replace parts as required.
REDUCTION
GEAR
I
PINION 'GEAR

MEMO
SERVICE INFORMATION 25-1 LOW FUEL INDICATOR 25-8
OIL PRESSURE WARNING LIGHT FUEL PUMP 25-9
(4-STROKE ENGINE)
25-2 HEADLIGHT BULB 25-1 1
OIL LEVEL INDICATOR
SWITCHES 25-1 2
(2-STROKE ENGINE) 25-2
TURN SIGNAL LIGHTS 25-1 6
FAN MOTOR SWITCH 25-4
HORN 25-1 7
COOLANT TEMPERATURE GAUGE 25-5
SIDE STAND SWITCH 25-1 8
FUEL GAUGE 25-7
SIDE STAND INDICATOR 25-19
SERVICE INFORMATION
-
while the headlight is ON, and remain hot for a while after they are turned
OFF. Be sure to let them cool down before servicing. -.
Use an electric heating element to heat the waterlcoolant mixture for thermo sensor inspection
. .- -
terials a w a y from the electmic heating element. Wear
RVR Drotectlon.
Refer to section 21 for general service rules for electrical components.

This section covers general inspectioniservice procedures for fights, meters and switches. Refer to the model Specific
manual for the location and arrangement of components on the model being sarviced.
Note the following when replacing the halogen headlight bulb:
- Wear clean gloves while replacing the bulb. Do not put finger prints on the headlight bulb, as they may create hot spots
on the bulb and cause it to break.
- If you touch the bulb with your bare hands, clean it with a cloth moistened with alcohol to prevent its early failure.
- Be sure to install the dust cover after replacing the bulb.
- A continuity test can be made with the switches installed on the motorcycle.
Check the battery condition before performing any inspection that requires proper battery voltage.
There are two types of lighting systems: AC lighting that takes power from the alternator coil,and DC lighting that takes
power from the battery. On DC lighting systems, the headlight comes on without starting the engine. On AC lighting
systems, the headlight comes on when the engine starts. (Refer to section 21).

OIL PRESSURE WARNING LIGHT

IGNITION MAIN
(4 stroke engine) FUSE SWITCH FUSE
THEORY
When the oil pressure is below the specifications, the oil

pressure switch senses it and the oil pressure warning light WARNING
comes on. It should be OFF while the engine is running. LIGHT
INSPECTION 1 1
Oil pressure warning light does not come on with the igni- OIL WESSURE
-
. SWITCH
tion switch turned ON.
1. Disconnect the oil pressure switch wire and turn the igni-
tion switch ON. Check for battery voltage between the
wire and ground. I
t
No voltage
t
Voltage
I
I
the instruments and ground.
t
- faulty
t
Oil pressure swltch
2. Check for voltage between the blackibrown terminal of
1
No voltage Voltage
t . Broken wire tbetween the
... Ignition switch faulty
Sub fuse blown
Main fuse blown
warning light and oil
pressure switch
Bulb burnt out
Oil pressure switch faulty
Oil pressure warning light stays on while the engine is
running.
1. Check the engine oil level.

4 7
Specified oil level
+ Low oil level
1 . Oil insufficient
2. Disconnect the oil pressure switch wire and turn the igni-
tion switch ON.
1
4
lndicator hghts
t
Shorted bluelred wire be-
tween the warning light
and pressure switch
OIL LEVEL INDICATOR (2 stroke engine)

+
lndicator does not light
' Faulty oil pressure

switch
Low oil pressure
(see section 3)
-
IGNITION SWITCH
-
THEORY
The oil level switch float in the oil tank moves up and down
depending on the volumeof oil i n the tank. When the oil level -
-
is low. the float also aoes down and the reed switch (oil level
"
switch) circuit is closed by the magnetic force of the float.
When the ignition switch isturned ON, current flows through
the reed switch and the oil level indicator comes on.
/
FLOAT
1
-
.
.'REED SWITCH

25 -2 o HONDA MOTOR CO.,LTD.
lNSPECTlON IGNITION
SWITCH
. Oil level indicator comes o n w h e n t h e o i l i n t h e tank
reaches a certain level. (Oil level is not below spec.)
1 . Disconnect the wires from the oil level switch and turn
-
the ianition switch ON. I
t
1I
switch
4
lndicator 11ghts
. Shorted wiret between

the indicator and oil level
+ switch
Indicator does not light
. Faulty oil level

I
1 @
INDICATOR
[&!-l gFJji
L----2
OIL LEVEL
SWITCH
- -
- -
Oil level indicator does not come on with no oil or a low

oil level in the tank.
1. Disconnect the wires from the oil level switch and con-
nect a jumper wire between the wire terminals. Turn the
ignition switch ON and check the indicator.
t
i&m
t lndicator comes on
lndicator does not come
on I I
+
I .. Faulty oil level switch
Poor wire connection
2. Disconnect the wires from the oil level switch and check
for voltage between the wire and ground.
t t
INDICATOR L----' -
No vpltage Voltage
t
Broken wire between the
t switch
. Faulty oil level OIL LEVEL SWITCH
oil level indicator and
level switch
. Poor oil level switch wire
conneciton
IGNITION
Burnt bulb
INDICATOR
on for a few seconds
TIMER TYPE INDICATOR THEORY --
A timer type indicator has a bulb check function t o check the

oil level indicator for proper operation
When the ignition switch is turned ON, current flows through
the exciter coil to the condenser, generates an electromag- :H (OFF) r.- 1
netic force at the exciter coil and closes the reed switch circuit.
Current flows from the reed switch through the resitor R2 t o
the oil level indicator and turns it on. When the condensar is
fully charged, current flow through the exciter coil to the
condenser decreases and, consequently, electromagnetic
force at the coil decreases. The reed switch opens and the oil
level indicator turns off.
When the ignition switch is turned OFF, current stored in the INDICATOR
condenser flows through the exciter coil and resistors R1 and (goes off)
R2 to the oil level indicator. The oil level indicator does not
come in this case.

@I HONDA MOTOR CO.,LTD. 25-3
TIMER TYPE INDICATOR INSPECTION
IGNITION MAIN
FUSE SWITCH FUSE
Oil level indicator comes o n when the oil i n the tank
reaches a certain level. (Level is not below spec.)
.. Faulty i
oil level switch
Shorted wire harness OIL LEVEL SWITCH
w&
;
. Oil level indicator does not come on with no oil or a low oil
level i n the tank.
JUMPER lNDICATOR
1. Disconnect the oil level switch connector and connect a

jumper wire between the power supply wire (black or
blacklbrown) terminal and the indicator wire (greedred)
terminal to short. Turn the ignition switch On and check
the oil level indicator.
1
lndicatbr does
1
lndicatAr comes on -
not come on
1
Faulty oil level switch
Poor switch connection.
1
2. Disconnect the oil level switch connector and check for
voltage between the power supply wire (black or
+
blacklbrown) and ground.
Voltage
I+
No voltage
- -
- -
-
Broken power supply

wire
Faulty sub fuse I
.
I Faulty ignition switch
Poor sub fuse connection.
3. Connect the jumper wire between the power supply

and oil level indicator wires to short. Check for voltage
between the indicator wire and ground. JUMPER
t
Voltage
4
NO voltage
1 1
.
I
1
INDICATOR^- -1-,
- Burnt bulb
Faulty ground
Broken indicator wire
I
FAN MOTOR SWITCH
NOTE IGNITION
. The fan motor may continue to run, even when the igni-
tion switch is turned OFF. However, this does not
FUSE SWITCH MAlN FUSE
necessarily indicate trouble.

When the coolant temperature rises to a certain level, the fan
motor switch turns o n t o operate the motor.When t h e
coolant temperature is below the specification,the switch
turns off to stop the fan motor.
NOTE
.
Check the coolant level and bleed air from the cooling
system if the coolant is apt to overheat. (See page 5-6 I
for coolant replacement and air bleeding.) RADIATOR

INSPECTION
Fan motor does not stop
1. Turn the ignition switch OFF, disconnect the connector

from the fan motor switch and turn the ignition switch
ON again. 1 1
+
Motor does not stop Motor stops
Shorted wire between

t
Faulty fan motor switch
the fan motor and the
switch
. Fan motor does not start I FUSE

IGNITION
SWITCH
MAIN
FUSE
1. Disconnect the connector from the fan motor switch and
ground the connector to the body with a jumper wire.
Turn the ignition switch ON and check the fan motor.
CONNECTOR
t
Motor does not start
t
Motor starts
t
Faulty fan motor switch COOLING
Poor fan motor switch FAN
connection
t SWITCH
2. Check for battery voltage between the fan motor
+
switch connector and ground
1
No battery voltage
4 +
Battery voltage
-- Broken wire harness

Blown sub fuse
Faulty fan motor
Poor connection at the

ignition switchlfuse box
connector
COOLANT TEMPERATURE GAUGE SUB IGNITION MAlN

FUSE SWITCH FUSE
The therrno sensor changes the amperage of the current that
flows to the coolant temperature gauge and moves the gauge
needle according to the change in coolant temperature
TEMP GAUGE
-
-
-

1. Disconnect the wire from the therrno sensor.

Ground the therrno sensor wire using a jumper wire
Turn the ignition switch ON and check the coolant gauge.
Disconnect the therrno sensor wire from the ground im-
mediately if the gauge needle moves fully t o H.
CAUTION
. Immediately disconnect the wire from the ground i f the
needle moves to H (hot) to prevent damage to the gauge.
Needle d{es not move ~eedl; moves
ground. I
I I
t
Faulty thermo sensor
2. Check for voltage between the therrno sensor wire and

FUSE
IGNITION
-
SWITCH
MAIN
FUSE
i
No voltage
4
Voltage
L
I 4
Faulty coolant gauge
3. Check for voltage between the blacklbrown and greenlblue

wires of the gauge. I
BI/Br
I
TEMP. GAUGE
CONNECTOR
C t
+
NO voltage
Broken blacklbrown or . Faulty

Voltage
t
coolant temper-
- -
greenlblue wire ature gauge
THERMO SENSOR INSPECTION THERMO SENSOR 1

Drain the coolant (see page 5-6).
Disconnect the wire from the therrno sensor and remove it.
Suspend the t h e r m o sensor i n a p a n o f coolant (50-
50rnixture) over an electric heating element and measure the
resistance through the sensor as the coolant heats upSRefer
to the Model specifie manual for the specified resistance.)
THERMOMETER
1 . Keep flammable materials awayfrom the electric heating I

element.
Wear insulated gloves and eye protection. 1
NOTE
. Soak the thermo sensor in coolant up to its threads with
at least 40 mm (1.57 in) from the bottom of the pan to
the bottom of the sensor.
Keep temperature constant for 3 minutes before testing.
A sudden change of temperature will result in incorrect
readings. Do not let the thermometer or therrno sensor
touch the pan.
Apply sealant to the thermo sensor threads prior t o rein-
stallation.

FUEL GAUGE 2 TERMINAL UNIT MAIN

FUSE FUSE
Fuel unit resistance changes in relation to the level of the fuel
unit float. The fuel gauge needle is moved by the varying
amperage that flows through the fuel gauge.
There are t w o types of fuel gauges: The 'Return type" where

the needle returns t o "Empty" when the ignition switch is
turned OFF, and the "Stop type" where the needle stays i n SENDING UNlT
position when the ignition switch is turned OFF.
--
Check the fuel gauge if its needle does not move.
INSPECTION
1. If the fuel unit connector has 2 terminals, short the gauge
1 3 TERMITAL
FUSE
UNIT
MAlN
FUSE
terminals with a jumper wire. IGNITION

SWITCH
If the unit connector has 3 terminals, short the gauge side
yellow/white terminal and the green terminal with a jumper
1
wire. FUEL GAUGE
SENDING UNlT
1
Needle does not move
+
Turn the ignition switch ON and check the gauge needle
Needle moves
$
Check the fuel unlt
t
2. Check for continuity between the unit and fuel gauge
I
I
t . .
Continuity
+
No cpnt~nulty
I Broken wire between the

unit the gauge
3. Check for voltage at the black or blacklbrown (positive

power line) and ground wire of the fuel gauge.
i +
NO voltage Voltage
I
t ..
Broken posktlve power . Faulty fuelt gauge
line
FUEL UNlT INSPECTION /FUEL GAUGE
FLOAT
Refer t o the Model Specific manual for the fuel unit removal1
installation and inspection specifications.
1. Connect the fuel unit connector

Turn the ignition switch ON.
..
Move the float up and down to be sure that the fuel gauge FUEL
needle moves to "F" and "RES".
If the needle does not move, go to step 2.
--
2. Measure the resistance between the connector terminals

with the float in the full up and down positions.
If the resistance is normal, check the fuel gauge.

If the resistance is not normal, replace the fuel unit.
LOW FUEL INDICATOR

A thermistor is built into the fuel level sensor i n the fuel tank.
The fuel warning light'sfunction iscontrolled by thethermis-
tor's automatic heat generation.
When the thermistor is submerged in gasoline, heat generat-

ed by the thermistor is radiated by the liquid (gasoline), and
the self heating action is reduced. As t h e resistance is
maintained and the current does not flow at this time, the
fuel warning light does not turn on.
When the thermistor is exposed, i.e. fuel level is low, radiation
of heat decreases and the self heating increases. When the .
LIGHT
resistance drops below a specified point, current flows end the
low fuel indicator turns on
INSPECTION
If the low fuel indicator does not go off, check as noted
below.
Check for battery voltage between the fuel level sensor con-
nector terminals.
4
Battery voltage
i
NO battery voltage
-. 4
Faulty fuel'level sensor
Poor connection
C
Shorted wire between
the indicator light and
- sensor
Faulty ground

If the fuel warning light does not turn on, check as noted
below:
1. Check for battery voltage between the fuel level sensor

connector terminals. 1
t
No battery voltage
J.
+
Battery voltage I
- Faulty fuel level sensor 1
4
Poor connection
I
2 . Check for battery voltage between the battery side of the
indicator wire and ground. I
NO batte:y voltage Battery Lollage IGNITION MAIN

t . Burnt bulb 4 FUSE SWITCH FUSE
a
Faulty sub fuse
Poor connection of the
- Broken wire between the
warning light and sensor
fuse holder connector Faulty ground
FUEL PUMP
DESCRIPTION SWITCH
Certain models are equipped with a low pressure electromag-

netic fuel pump to supply fuel to the carburetor.
When the engine is started, the switch is turned on by the

function of the fuel cut-off relay (refer to the description of
SPRING
\ /
fuel cut-off relay), which generates an electromagnetic force
at the coil and moves the plunger and diaphragm up. Valve A
is then opened by vacuum action and the fuel flows into the
diaphragm chamber. The plunger pushes the switch up and
turns it off. As the electromagnetic force at the coil is shut
down. the plunger and diaphragm are returned by the spring
and the fuel in the diaphragm chamber is sent t o the carbu-
retor through valve B.
Certain models of this fuel pump have a built-in fuel cut-off

relay.
VALVE A VALVE B

FUEL CUT-OFF RELAY
With the ignition switch ON, current flows to the transistor

I with ignition switch ON
BATTERY
- ---- - - - - - - - - - - - 3
and thyristor, but it does not flow to the fuel pump.

To
To fill the carburetor float chamber with fuel when the igsition IGNITION
switch is turned ON, certain fuel cut-off relays have a timer CONTROL
function that sends current to the fuel pump for a few sec- MODULE
onds. I
I
I
I
While the engine is running, pulses are transmitted from the

ignition control module to the ignition primary circuit and,
with engine running ,-----------
when it is transmitted to the transistor, current flowsfrom the TO BATTERY
transistor to the thyristor to turn it ON. The battery current
flows t o the fuel pump this way. To
IGNITION
As the fuel cut-off relay is controlled by the ignition primary CONTROL
MODULE
circuit, the relay does not operate unless the ignition primary I
circuit operates properly.
INSPECTION
Turn the ignition switch ON and perform the following
inspections. +
To FUEL PUMP
1. Check for battery voltage between the black wire I+) of the
fuel cut-off relay connector (pump connector if the relay is
built in the pump) and ground (-1.
4
Battery voltage
I
No battery voltage
FUSE
IGNITION
SWITCH
MAlN
. Broken blackt wire FUEL CUT-OFF RELAY

-----
.. Faulty sub-fuse
-
fuse holder connector

L---- i
2. Check for coJtinuity between the blacklblue wire of the BliBu
relay connector and ground (or blacklyellow wire and green
TO IGNITION -
wire of the pump connector, if the relay is built into the
pump). I I CIRCUIT
C.
No continuity
t
Continuity
. Faulty fuelC cut-off relay

IGNITION MAlN
i (pump)
3. Disconnect the relay, the short the black and black/blue

wires of the relay connector with a jumper wire and check
for battery voltage between the blacklblue ( + ) wire and
+
green wire of the pump connector.
i
-
No battery voltage
C
Broken green or black/
blue wire
+
Battery voltage
. .Faulty fuel pump ICM CIRCUIT

Faulty ground I
DISCHARGE VOLUME INSPECTION JUMPER WIRE FUEL PUMP
Turn the ignition switch OFF

Turn on fuel valve. On models with vacuum operated valve,
apply vacuum
Disconnect the fuel pump-to-carburetor tube from the car-

buretor and place the tube end in a beaker.
NOTE
L I
If it will be hard to reconnect the tube to the carburetor,
disconnect it from the fuel pump instead and connect I
another tube t o the pump (gasoline discharge pori) I FUEL LINE BEAKER
Refer to step 3 of INSPECTION and short the relay connectors.

If the relay is built into the pump, short the black and
blacklyellow wires.
Turn the ignition switch ON for 5 seconds and run the pump.
Multiply the quantity of fuel pumped by 12. it should be as

HEADLIGHT BULB
Before replacing the bulb, be sure to check the switches for
loose connection of the connectors.
Halogen headlight bulbs become very hot while the

headlight is ON, and remain hot for a while after they are
turned OFF. Be sure t o turn the ignition switch OFF and
let the bulb cool down before reolacement.
If you touch the bulb with your bare hands, clean it with a cloth
moistened with denatured alcohol to prevent early bulb failure.
CAUTION
I Avoid touching Halogen headlight bulbs. Finger prints

can create hot s ~ o t that
s cause a bulb to break.
Be sure to install the dust cover after replacing the bulb

SWITCHES
INSPECTION
Disconnect the connector that is nearest to the switch that
you are to inspect and check for continuity between the
switch side terminals of the connector.
There should be continuity between the 0----0 positions on

the continuity chart. (Refer to the Model Specific manual for
the continuity chart.)
Example: Turn signal switch

Wire color
Orange Gray Blue
Switch position
N
R 0 I 0
With the turn signal switch at Nbeutral), there should be no
continuity between the wires
With the switch at L (left), there should be continuity between

the orange and gray wires, and with the switch at R (right),
there should be continuity between the blue and gray wires.
CONTACT BASE REPLACEMENT SC!EWS
When the contact base is mounted with screws;

Remove the ignition switch.
Remove the band and three screws, then remove the switch
from the switch cylinder.
I (cut and discard1
Reassemble the switch and cylinder with the cylinder shaft

aligned with the notch in the switch hole.
SHAFT
, r

LlGHTSlMETERSlSWlTCHES
Tighten the contact base with the three screws. SCREWS
Clamp the wires with a wire band and cut off the excess por-
tion of the band. Check the ignition switch.
(Replace with new one1
When the contact base is secured with tabs;
Remove the ignition switch and band.
Insert the ignition switch key and turn it to the position be-
tween ON and OFF.
Push the contact base tabs in with a screwdriver to release GROOVES TABS
them from the slots in the ignition switch body, and remove
the contact base.
lnsert the contact base on the ignition switch body with its
tabs aligned with the slots in the ignition switch body.
between ON and OFF before attempting t o reinstall the

contact base.
Clamp the wires with a wire band and cut off the excess por-
tion of the band.
Check the ignition switch

NEUTRAL SWITCH IGNITION MAIN
FUSE SWITCH FUSE
When the ignition switch is ON and the transmission is in
neutral, the neutral switch turns the indicator on.
Some models are equipped with a change switch andlor

r.'--
INDICATOR
overdrive switch: Refer to Model Specific manual for change
and OD switch inspections.
The change switch detects the gear position by the position of

the shift drum and sends a signal to the gear position indica-
tortignition control module.
The overdrive switch turns the overdrive indicator on when the I

transmission is in OD loverdrivel position.
INSPECTION
Neutral indicator does not go off:

Place transmission in gear.
Disconnect the light greenlred wire from the neutral switch
+
and turn the ignition switch ON.
lndicator does not light

1
lndicator lights
t 4
Faulty neutral switch Shorted light greentred
wire
Neutral indicator does not come on:
Disconnect the light greenlred wire from the neutral switch

and turn the ignition switch ON.
Check for battery voltage between the light greenired wire and
ground.
1 1
Battery voltage
t
Faulty neutral s w ~ t c h . +
NO battery voltage
Broken light greenlred

wire between the in-
dicator and neutral
switch
Burnt bulb
. Blown sub fuse
fuse connector

CLUTCH SWITCH
The clutch switch allows the starter motor t o work if the

engine stalls while in gear by disengaging the clutch.
INSPECTION
Check the starter system if the starter motor turns with the
transmission in positions other than neutral.
The starter motor should turn with the clutch lever pulled
inand not turn with the lever released while in gear.
If the starter system is not normal, check the following:
Disconnect the wire from the clutch switch and check for con-
tinuity between the clutch switch terminals while operating
the clutch lever.
When the clutch lever is pulled in:

There should be continuity between the terminals
When the clutch lever is released:

There should be no continuity between the terminals.
If the clutch switch is normal, check the following:

IGNITION MAIN
SWITCH FUSE
Check for shorted wire between the starter relay switch
and the clutch switch
Check the neutral switch
BRAKE LIGHT SWITCH
The brake light comes on when the brake lever (or pedal) is
I I FRONT
BRAKE LIGHT I
applied.
Starter motor-equipped scooters: To prevent the accidental

start up of the scooter, current does not flow to the starter REAR BRAKE
motor unless the brake lever (or pedal) is applied. LIGHT SWITCH
INSPECTION
If the brake light dose not come on, check the following:
Burnt bulb.
Poor connection of the brake light switch connector.
SWITCH

If normal, disconnect the brake iight switch connector and
check for continuity between the terminals while operating the
brake lever (or pedal).
When the brake lever (or pedall is depressed:

There should be continuity between the terminals.
When the brake lever (or pedal) is released:
There should be no continuity between the terminals.
If the brake iight switch is normal, check the following:
- Blown sub fuse

Ignition switch
Poor connection of the fuse connector
. Broken wire between the sub fuse and brake light switch
. Broken wire between the brake light switch and brake light
TURN SIGNAL LIGHTS / 2 TERMINAL RELAY MAIN FUSE

- ~ - i ~ . . . - a - - - o ~ . ~
Lq
If the turn signal light does not blink, check the following.
FUSE IGNITION
SWITCH ,
I-.
@el,
.. IsIs the I JUMPER WIRE RIGHT TURN

the battery normal? r-. - 1 SIGNALS
bulb burned out? I
Is the bulb of the specified wattage?
Is the fuse blown?
Are the ignition and turn signal switches normal?
ISthe connector properly connected?
If normal, check as noted below.

-
I
L.,
. When the turn signal relay has 2 terminals: SIGNALS
Disconnect the connector from the reiay and short the connec-
tor with a jumper wire. Turn the ignition switch ON and check
the turn signal light by turning the switch ON.
I
t
Light does not come on
t
Light comes on
I I
. t t reiay
. Faulty turn slgnal
Broken wire harness
. Poor connection

3 TERMINAL RELAY ~GNITION MAlN
When the turn signal relay has 3 terminals; SWITCH FUSE
1. Short the black and gray terminals of the turn signal relay
connector with a jumper wire. Turn the ignition switch
ON and check the turn signal light by turning the switch
i 1 TURN SIGNALS
+
ON'
Light comes on Light does not come on
I Broken wire harness
2. Check for continuity between the green terminal o f the

relay connector and ground.
t
Continuity
1
No continuity
I
LEFTTURN
SIGNAl s
. Faulty turn Js~gnal

. relay . t
Broken ground wlre
Poor connection
Horn doen not sound:

I FUSE
IGNITION
SWITCH
MAlN
FUSE
1 . Check the ignition and horn switches

If normal, check the following:
2. Disconnect the wire from the horn. Turn the ignition switch
ON, press the horn switch (or start the engine and press the
horn switch if your motorcycle is battery-less type) and
+
check for voltage between the light green wire and ground.
Voltage
4
No voltage
1 -
4
Broken light green wire
Faulty sub fuse
Faulty horn switch
3. Check for conFinuity between the green wir? and ground.

t
Continuity
I
t . .
No contmulty
--
Faulty horn
t t
Broken green wlre
Faulty ground
Date o f Issue : March, 1 9 9 5

SIDE STAND SWITCH
INSPECTION
NOTE
If there is an open circuit or poor connection in the ignition circuit of the side stand switch, the following symptoms
will occur with the side stand retracted.
- Models with centrifugal clutch: Starter motor will not operate.
- Models with manual clutch: Starter motor will not operate with the transmission in gear and the clutch disengaged.
(The engine stops when the transmisison is shifted into gear.)
- Models with kick starter: Engine will not start. (No spark at plug.)
If you suspect the side stand ciucuit, first check the operation of the side stand indicator. If the indicator operation
is normal, the problem is in the side stand circuit.
Disconnect the connector from the ignition control module.
Check for continuity between the side stand switch wire

(ignition side: Green/White) of the harness side connector
and ground.
Side stand retracted: Continuity

Side stand lowered: No continuity
MODULE CONNECTOR-
If there are any faults in above continuity check, disconnect

the side stand switch connector.
Check for continuity between the wire terminals of the switch

side connector.
Side stand Green1 Yellowl

Green
Position white black
Lowered 0 I 0
Retracted c- I I 0
NOTE
The switch is installed on either the front or the rear of

the side stand Divot , de~endinaon the model.
Removal
Remove the switch attaching bolt from the side stand pivot.
Disconnect the switch wire connector from the harness and

remove the switch.
NOTE
Do not attempt to disassemble the switch because it is

permanently sealed

25 - I 8 0 HONDA MOTOR CO.,LTD.
Installation
Install the switch, aligning its U-groove with the side stand
return spring hook pin.
Align the lug of the switch rotor with the hole in the side stand
bar pivot by moving the stand bar slightly.
While holding the switch t o prevent the lug from slipping out
of the hole, tighten the attaching bolt.
Route the switch wire properly and connect the connector

Check the switch operation after installation.
SIDE STAND INDICATOR MAIN FUSE
DESCRIPTION
When the side stand is lowered (parking position). the side

stand switch detects the angle. the indicator side contact is
turned ON (closed) and the indicator comes on.
When the side stand is retranted, the indicator goes off

IGNITION/STARTING
CONTACT SIDE CONTACT
(Continuity at
lowered position) Y
INSPECTION
Check the indicator operation by moving the side stand
Side stand position Indicator
1 Retracted 1 Goes off I

/ Lowered (Parking) 1 Comes on I
lndicator does not go off
Discqnnect the side stand switch connector from the harness.

Turn the ignition switch ON and check the side stand indica-
LOWERED (PARKING) INDI~ATOR
tor.
1
lndicator comes on.
1
lndicator does not come on.
POSITION
I SlDE STAND SWITCH

Faulty side stand
switch.
I
Disconnect each connector of the yellow/black wire between
the bulb and side stand switch connector in order, referring
to the wiring diagram, and check the indicator with the
ignition switch turned ON.
t
lndicator goes off.
. t
Short circuit i n the yellow/black wire between the
connectorthst causes the indicator to go off and the
connector previously disconnected.

lndicator does not come o n
Disconnect the side stand switch connector from the wire

harness.
Ground the yellow/black wire terminal of the wire harness
side connector to the frame. Turn the ignition switch ON and
check the indicator.
+ 4
lndicator comes on.
lndicator does not come on.
+
Faulty side stand switch.
. Poor switch connector contact.
OUND
1
Check the voltage between the power supply (+I wire of the
indicator bulb and ground with the ignition switch ON.
t t
Battery voltage
No voltage + INDICATOR
t
. Blown fuse
Poor connector Contact.
. Open circuit in power supply Blown
wire. I
bulb.
Poor contact of bulb socket. ETWEEN INDICATOR
Open circuit between bulb
and switch connector. -
- -
- -
-

25 -20 0 HONDA MOTOR CO.,LTD.
26 .INDEX
ACCELERATOR PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7 EVAPORATIVE EMISSION CONTROL SYSTEM . . . 2-19
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-24 FAN MOTOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-4
AIR CLEANER 2-6 1-6
HOUSIN 15-5
motorcycles and ATVs) . . . . . . . . . . . . . . . . . . . . . . . . 2-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
AIR CUT-OFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7 FORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-5
ALTERNATOR 22-27 FUEL AUTO VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
ATV WHEELITIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16-1 ... 7
BALL BEARING REPLACEMENT .................... 1-16
BASIC ELECTRICAL DIAGNOSTIC METHODS . . . . 21-14
ELECTRONIC KNOWLEDGE . . . . . . . . . . . . . . . . . . 21-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
TIRE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . 16-9 GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
BAVER 2-29 HANDLEBAR (S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-1 ... 1
D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-6 HEADLIGHT AIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-35 .
REMOVALIINSTALLATION . . . . . . . . . . . . . . . . . . 22-1 . 0 BULB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-1 1
TESTINGICHARGING . . . . . . . . . . . . . . . . . . . . . . . . . 22-1 1 VOLTAGE INSPECTION . . . . . . . . . . . . . . . . . . . . . .22-24 .
BELT CASE AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28 HIGH 8-24
BRAKE FLU1 2-30 HORN 25-17
LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-35 . HYDR 11-27
PAD WEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 1 DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17-8 .
SHOE WEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 1 TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32 IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-17 .
DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17-2 . SYSTEM INSPECTION (PEAK VOLTAGE
CAMSHAFT 9-9 MEASUREMENT METHOD) 23-13
CARBURETOR ASSEMBLY ..........................8-14 TIMING 23-12
CHOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 INITIAL CAMSHAFT LUBRICATION . . . . . . . . . . . . . . . . 9-19
DISASSEMBLYIINSPECTION . . . . . . . . . . . . . . . . 8-9 INSPECTION (FRAMEIBODY PANELS) ............ 20-4
IDLE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 7 LEAK-DOWN TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
SYNCHRONIZATION . . . . . . . . . . . . . . . . ..... 2-1 6 LOW FUEL INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-8
CHARGING SYSTEM DESCRIPTIONS ..............22-1 4 MECHANICAL DRUM BRAKES . . . . . . . . . . . . . . . . . . . .17-16 .
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-21 . NUTS, BOLTS. FASTENERS . . . . . . . . . . . . . . . . . . . . . . . . . 2-40
CLUTCH/DRIVEN PULLEY . . . . . . . . . . . . . . . . . . . . . . . . . . .12-1 0 OIL COOLER INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
CLUTCH INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1 0 LEVEL INDICATOR (2-stroke engine) . . . . . . . 25-2
SWITCH DIODE INSPECTION . . . . . . . . . . . . . . . 24-8 OIL PRESSURE CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
SYSTEM 2-36 WARNING LIGHT (4-stroke engine) . . . . . . . . 25-2
COMPRESSION TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 OIL PUMP AND OIL LlNE (2-stroke separate oil
CONNECTING ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10 supply motorcycles) ........................... 2-4
BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8 .. DESCRIPTIONS ................................ 4-7
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
TEMPERATURE GAUGE . . . . . . . . . . . . . . . . . . . . . . 25-5 OIL PUMPIOIL LlNE BLEEDING (2-stroke
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 8
CRANKCASE BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
CRANKSHAFT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . .14-3 PILOT (OR AIR) SCREW ADJUSTMENT . . . . . . . . . . . 8-18
PISTON/PISTON RING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-6
PRESSURE RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
. . . . . . . . . . . . . . . . . . . . . . . . 9-1 8 PRO-LINK SUSPENSION LINKAGE . . . . . . . . . . . . . . . . .19-1 1
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 2 RADIATOR COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 1 REED VALVE 8-7
CYLINDER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . .10-1 0 REGULATORIRECTIFIER INSPECTION . . . . . . . . . . . . . 22-22
DECARBONIZING (2-stroke engine) . . . . . . . . . . . . . . . . 2-1 5 ROCKER ARM, ROCKER ARM SHAFT . . . . . . . . . . . . 9-10
DECOMPRESSOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7 SECONDARY AIR SUPPLY SYSTEM . . . . . . . . . . . . . . 2-19
DESCRIPTION (FRAMEIBODY PANELS) . . . . . . . . . . 20-2 SERVICE DATA (LUBRICATION) . . . . . . . . . . . . . . . . . . . . 4-1
DRIVE BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...2. - 2 7 . 1 2-5 SERVICE INFORMATION
CHAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21 (BAUERY ICHARGINGILIGHTING
SLIDER, CHAIN GUIDE. GUIDE SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-1
SLIDER AND ROLLERS . . . . . . . . . . . . . . . . . . . . . . .2-27 (CLUTCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-1
DRIVE PULLEY 12-6 (COOLING SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
ELECTRICAL SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.1. -1 3 (CRANKCASEICRANKSHAFT) . . . . . . . . . . . . . . . 14-1
EMISSION CONTROL INFORMATION LABELS . . . 7-9 (CYLINDER HEAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
2-1 1 (CYLINDER/PISTON) .......................... 10-1
ENGINE OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 3 (ELECTRIC STARTERISTARTER
2-1 4 CLUTCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1
INDEX
(ELECTRICAL FUNDAMENTALS) . . . . . . . . . . . . 21-1 (BRAKES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1

(EMISSION CONTROL SYSTEMS) . . . . . . . . . . . 7-1 (CLUTCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
(ENGINE TESTING) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 (COOLING SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
(EXHAUST SYSTEM) .......................... 6-1 (CRANKCASEICRANKSHAFT) . . . . . . . . . . . . . . . . 14-1
(FINAL DRIVEIOUTPUT SHAFT) . . . . . . . . . . . . 15-1 (CYLINDER HEAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
(FRAMEIBODY PANELS) . . . . . . . . . . . . . . . . . . . . . 20-1 (CYLINDERIPISTON) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
(FRONT SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . 18-1 (ELECTRIC STARTERISTARTER
(FUEL SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 CLUTCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1
(IGNITION SYSTEMS) . . . . . . . . . . . . . . . . . . . . . . . . 23-1 IEMlSSlON CONTROL SYSTEMS) . . . . . . . . . . 7-1
(LIGHTSIMETERSISWITCHES) . . . . . . . . . . . . . . 25-1 (ENGINE TESTING) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
(LUBRICATION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 (EXHAUST SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
(REAR SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . . . 19-1 (FINAL DRIVEIOUTPUT SHAFT) . . . . . . . . . . . . . 15-1
(TRANSMISSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1 (FREAMIBODY PANELS) . . . . . . . . . . . . . . . . . . . . . . 20-1
(V-MATIC BELT DRIVE SYSTEM) . . . . . . . . . . . 12-1 (FRONT SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . 18-1
(WHEELSITIRES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1 (FUEL SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
SERVICE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 (IGNITION SYSTEMS) . . . . . . . . . . . . . . . . . . . . . . . . . 23-1 .
SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-7 (LUBLICATION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
2-37 (REAR SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
. . . . . . . . . . . . . . . . 23-1 9 (TRANSMISSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
SPARK ARRESTER (U.S.A. only) . . . . . . . . . . . . . . . . . . . 2-40 (V-MATIC BELT DRIVE SYSTEMS) . . . . . . . . 12-1
2-8 (WHEELS/TIRES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
23-1 1 TURN SIGNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-16
24-8 VALVE CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9
24-3
. . . . . . . . . . . . . . . . . . . . . . . . . . 24-9
RELAY SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-6 SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
WATER PUMP
WHEEL ALIGNMENT (FOUR TRAX) . . . . . . . . . . . . . . . . . 2-43
BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1 7 . .
BEARING REPLACEMEMT . . . . . . . . . . . . . . . . . . 16-8
REMOVALIINSTALLASION . . . . . . . . . . . . . . . . . . . 16-2
(CLUTCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1-2 WHEELSITIRES ........................................ 2-41
(COOLING SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
(CRANKCASEICRAN KSHAFT) . . . . . . . . . . . . . . . 14-2
(CYLINDER HEAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
(CYLINDER/PISTON) . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
(EMISSION CONTROL SYSTEMS) . . . . . . . . . . 7-2
(EXHAUST SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
(FINAL DRIVEIOUTPUT SHAFT) . . . . . . . . . . . . 15-2
(FRONT SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . 18-2
(FUEL SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
(IGNITION SYSTEMS) . . . . . . . . . . . . . . . . . . . . . . . . . 23-4
(LUBRICATION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
(REAR SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . . . . 19-2
(TRANSMISSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
(V-MATIC BELT DRIVE SYSTEM) . . . . . . . . . . . 12-2
SYSTEM INSPECTIONS (EMISSION CONTROL
SYSTEMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
SYSTEM TESTING (COOLING SYSTEM) . . . . . . . . . . . 5-7
THERMOSTAT 5-8
THOTTLE OPERATION ................................ 2-3
TIRE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16-1 1
TRANSMISSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 13-7
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
OIL (2-stroke engine) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
TROUBLESHOOTING
(BA~ERYICHARGINGlLIGHTlNG
SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-3

Honda Servicio

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Honda Servicio

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What is the purpose of this manual?

What is the purpose of this manual?

What sections does the manual cover?

What sections does the manual cover?

m o t o r c y c l e

Refer t o the Model Specific Service Manual

Section 1 provides general information on the

An extensive alphabetized Index provides TRANSMISSIONIGEARSHIFT LINKAGE

&NAL DRIVEIOUTPUT SHAFT

Use recommended engine oil, unless otherwise specified

Use multi-purpose grease (Lithium based multi-purpose grease NLGl #2 or equivalent)

Use silicone grease

Replace the partb) with new one(s) before assembly.

Use Pro Honda Suspension Fluid.

Use special tool

Date of Issue: March,1995

Date of Issue: July, 1989

GENERAL SAFETY Coolant

e coolant on the exhaust system

If coolant contacts your skin, wash the affected areas

. The battery gives off explosive gases; keep sparks,

/ respiratory disease and cancer.

Date of Issue: March, 1995

pressure. Allowing fire or heat near the shock ab-

Failure to release the pressure from a shock absorber

To prevent the possibility of an explosion, release the

Before disposal of the shock absorber, release the nitrogen

Engine and exhaust system parts become very hot

Used Engine/Transmission Oil

may cause skin cancer if repeatedly left in contact

Date of Issue: Sep., 1988

Clean the outside of a part or assembly before removing it

Clean the parts after disassembly but before measuring

Reassembly position of critical parts should be noted

Non-reuseable parts are always replaced whenever

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

Rubber parts can deteriorate w i t h age and are highly-

Date o f Issue: March, 1995

SINGLE iALED DOUBLE

Both examples ruin the bearing

Ball bearings are cleaned in high flash-point solvent then

Ball bearings are checked (after cleaning) by slowly

Replacement parts and fluids must be genuine Honda or

Reassembly operation should be tested, whenever possi-

Date of Issue: Nov., 1989

Rubber or Plastic DustlDirt Boots should be replaced

MANUFACTURER'S NAME .&&

Old gasket material or sealant must be removed before

Date of Issue: Nov., 1 9 8 9

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

1 Diameter (mm) / Pitch (mml 1

Description *Symbols (typical examples) Example of application

Date o f Issue: Nov., 1 9 8 9

WIDTH ACROSS FLATS

HEX-HEAD BOLT STRENGTH MARKINGS

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

DR-type (or dished-headed) bolts without strength markings

Date o f Issue: Nov., 1 9 8 9