Haynes Kawasaki Zx900, 1000 & 1100 Liquid-Cooled Fours 1983-97 (Haynes Motorcycle Repair Manuals)

Kawasaki ZX900, 1000 & 1100 Liquid-cooled Fours Service and Repair Manual by Mark Coombs and Penny Cox (1681-248-10Y4)

Models covered ZX900 A (GPZ900R). 908cc. UK April 1984 to 1996 ZX900 A (Ninja). 90Bec. US November 1983 to 1986 ZXl 000 A (GPZl OOORX). 997cc. UK November 1985 to September 1989 ZX1000 A (Ninja 1000R). 997cc. US September 1985 to 1987 ZX1000 B (ZX-10). 997cc. UK December 1987 to April 1991 ZX1000 B (Ninja ZX-1 0). 997cc. US April 1988 to 1990 ZXl100 C (ZZ-Rl100). 1052cc. UK March 1990 to December 1992 ZX1100 C (Ninja ZX-11C). 1052cc. US 1990 to 1993 ZX1100 0 (ZZ-R1100). 1052cc. UK December 1992 to 1997 ZX1100 0 (Ninja ZX-11 D). 1052cc. US 1993 to 1997

o Hayne. Publishing 1999

A booII in the Hayne. ServIce and Repair Manual Series All right' rnerved. No part of this book may be r8i)I'Odueed Of'transmitted In any form or by any means: electronic or mechanical, including photocopying, recording or by any information storage or retrieval system, without permission In writing from the copyright holder.

Prinled In IheUSA

Hayne. Publishing

SpaO11hey did. The 1968 Tokyo $how saw probably the SIngle most significant new molorCycle &va< made unveiled: the Honda CB750. AI Kawasaki It caused a major shock , for they also had a 750 cc four. code-named New Vorl< Sleak, almost ready to roH and ~ was a double. falher than lingle. overhead cam motor. Bravely. they tOOk the decision to go ahead - but With the molor taken 001 to 900 ce. The result wit the Zt, unveiled al the t9n Cologne Show." was I bike straight out of the same mould as the H I. scare storie$

~

spread about ~ pow«, dubious straight-llne,tabiIity and frightening nandIing. none of which Slopped the sales graptl rocketing Upwardl and led to the coining of tile t&nTI 'supertllke'. While rising fuel prices CUI short development 01 the big two-strokes, the Zt want on to found a dyrlasty, Indeed Its genes can 'ti ll be detecl ed In Kawasaki's lalesl produCII ilke the ZZ-Fll t 00 (Ninja ZX-tt). This II another characleri$lic of the way Kawasaki operates. Models quite olt.., llallil very long livu, or gradualty evolve. There Is no major difference between that firsI ZI and the ....-eooIed GPz range. Add water-cooling and you heve the GPZ900, w1"Iich in lum metamorphosed into lhe GPZ1000RX and then theZX-tO lind the ZZ-All00.Indeed. the

The first Superblke, Kawasald', 900 CC ZI

One oftha two-stroke tngIned KH and KE range - the KE1008

0. 5

0' 6

Introd uction customs were dire, you $imply got the impression that !he leam that designed them didn't have their heart In the job. Only when the Classic range appeared in 1995 did they

get

~ right.

Racing success awasaki atilO have a more focused approach 10 racing than the other factories. The policy kas always been to I1I(:e the road bikes and with just a couple of exceptions that's what they 've done. Even Simmonds' ehampionshlp winner bore a strong resemblance to the twins they were selling ill the tale '60s and racing V9'Slons of the 500 and 750 cc triples were also sold as ovlt.-the-counter rac ers, tho HI Rand H2R. The 500 was in the torafront ot the two-Itroke assautt on MY Agusla but wasn't a Grand PnK winner. It was the 750 that made the impact and carried the factorys Imag& In F750 racing against the Suzuki triples and Yamaha fouO's.. The factorys decltion to """ green. l>SU3IIy regarded as an unlucld KE

single-cyl inder air-cooled two -stroke learner bikes, the GT550 and 750 shalt-drive hacks favoured by big city despatch ridefs and the GPz305 ~ prime examples. It's only when they step outside the perlormaoce field Itwlt Kawasaltis seems less SU"e. Their IV$! factory

chiropractor.

The high -performance ZXR750

Through doing II their way Kawasaki developed 8. brand loyaity for their per/ormance bikes that kapt the ZI's d&rivatives In production until the mid-'80s and lumad the bike Into a classic in its model life. You oould _ argue that the Zl lives on in the shape of the 1100 Zephyr's GP>:II(l()derived motor. And thaI's another Kawasaki invention, the retro biq. But wtIen you look a\ what many commentators refer to as the retro boom, espeCially in Japan. you find lhat it Is no such thing . II Is the Zephyr boom. Just another example 01 Japan'. most surprising motorcyc~ maoulaclurer getll ng it right again.

Introduction

0'7

The ZX900, 1000 and 1100 liquid-cooled fours

". W

an tho world's motorcycla press turned up at Laguna Seca race track m Oecemoor 1963 for the riding taunch of tho GPZ9O(lR thera was an instant run on global reserves of supef1atives. Hefe was that rarest of things. a genuine quantum leap forwards. a new design that instantly ren ZX9OO'"

g~~!'=:i :

ZX9OOAEOOOOOlon ZX9OOAEOOOOO1on ZX9OOAEOl9001on ZX9OOAEOl9001on ZX9OOAE040001on ZX9OOAE046001on ZX9OOAE048501 on ZX9OOAE048501 on ZX9OOAE048501 on ZX900AE048501 on

ZXl000Al ZXl000A2

ZXTOOA-OOOOOlon ZXTOOA-014801on ZXTOOA-022401on

ZXTOOAEOOOOO l on ZXTOOAE02100 1 on ZXTOOAE028501on

ZXTOOB..()(l()()(l 1-{)12000 ZXTOOB..()12452-{)17000 ZXTOOB-012001..()1245 1 ZXTOOB-017001-{)28000 ZXTOOB..()28001on

ZXTOOAE02780 1 on ZXTOOAE028501 on ZXTOOAE028501 on ZXTOOAE028501on ZXTOOAE028501on

ZXT1OC-OOOOO1-013000 ZXT1OC-Ol3001on ZXT1OC-024001on ZXT100-000001-020000 ZXT100-020001on ZXTl00-032001on ZXT l 00-039001on ZXTl 00-045001on

ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOOlon ZXT1OCEOOOOO1on ZXT1OCEOOOOO1on

J KAZX2Al-EAOOOOOlon

JKAZX2A1- FB505301on JKAZX2Al-GA031001on JKAZX.2Al-GB512701on

ZX9OOAEOOOOOlon ZX9OOAEOOOOOlon ZX9OOAEOl9001on ZX9OOAEO l 9001on ZX9OOAE040001on ZX9OOAE040001on

JKAZXCA1-GAOOOOO1on JKAZXCA1-GB500001on JKAZXCA1-HA014801on JKAZXCA1-HB508401on

ZXTOOAEOOOOO1on ZXTOOAEOOOOO1on ZXTOOAE021001on ZXTOOAE021001on

JKAZXCB1-JAOOOOO l on JKAZXCB1-KA012001on JIar toots which may slip and cause injl.lf)l If Don't lit! a hNvy componam ..mIch may bebeyondyourcepabiMy·gatassistarU. If

el«:lrIcaIsy$t_(exceptwherenoted). •

:~~:::::;ei,~~~ ~r~~'I~g : ; :,'::!n~n o~ s~~~ Electricity """tilated_. • When~~"uidsandto/wlnts, read the instn.octlons carefully. Naver use materia ls from unmarked contalnen - they mayg.... oIIpoisonousvapour!l • Neverrunthe .-.ginaof amotorvehidein

two metal su1aces contacting NCh other, by

careless use 01 lools, or ....en bystalic

• Always disconnect the battery ground (aartll)t&mlinalbeloreworklngonthaluelor

workinll on the vehicle - especially aIectricaIsystem.

"'1

kaep)'Ollfworkarlllltldy-~isonly

Ihe from

~:.aYIOfaIiOveranleleslefiIYlng

overstrasslngthe carcass. in extremlcases

'" Do exercise eaution when compo-essing

recommanded

Pfassure.

Apart

tha~mayblowolllorcibly.

"" Do ....... thattha"**- .. ~ad securely at IU times. This Is espacially important~thamachlnaisblockadup

lOaklwhMlorlork.-.rr'lOY8l.

", Do takecarawhanaltamptingtolooMn

aSllbbomnotorbolt.hlsganeratybetler to pull on a spanner,fltherthan push. so Ihat If you slip, you fall away from the mactune

ratherthanonto~

"' Do wear aye Pfot&elion when using p<JWer lools wch as drln, sander. bench gMdtrak:. "" Do use a barrier craam on your hands Pfior to undartalunll dirty tabs, It will proteCI your skin Irom Infection I I well as makingthedWIaasiarIOMfTKlVtlafI_ads; but make sure your hands .r... ·, left slippery. Note that iong·term contacl witt> usadenginaoilcanbeahaalthhazafd. "" Do keep loose clothing (cufls, tlasetc andlonghair)welootol!heWW'jolfTlOW"lg

--.

-

8f)rI"II5for~orinstalla"on.Ensurti

thalthet-.onillllpfliiedanclraleasedina controlled manner, uSing suitable lools whlc:h pracIude the powblilty of ftwsprlng

.......

"" Do ensuralhaterrvlilbnglKkleosedhas a"'eworlongloedratinglldequateforlhe

"". .......

"" Do gil someone 10 check periodically thaI all is well. when WOfIIing alone on lhe

"" Do carryootworil

3 ,.......,. ~:ti:ad,,:~~~~nd:lo;hebar !~~

6 Legal and safety checks Lighting and signalling:

..

• Take II minute 10 eheck that the headlight. taillight, brake hght and tum signals all worI< ~

• Check that the hom $Ounds wtlen the switch Is operated. • A working speedometer is a slatutory requlfemenl in the UK.

Safety:

Fuel:

• Check that the throttle grip rotates smoothly and snaps shu! when released. In all sleerlng positions. • Check that the eng.ine shuts off when the kill switch is operated. • Check that sidestand return spring holds the stand securely up when retrac ted. The IIOlme applies to the centerstand (where fitted). • Following the procedure in your owner's 1T\III"IU8I. check the opeqtion of the sldestand switch.

• This may seem obvious. but eheck that you have enough fuel to complete your journey. II you notice signs of fuel leakage - rectify the

cause immediately. • Ensu-e you use the correct grade fuel - see Chapter 4 SpecificaOOos.

Specifications Engine Oil capacity: At oil change: ZXl1QO C/O All other models ........ . .. • • • . . At oil and filter change:

ZXl100 C/O models All other models . Spark plug type: ZX900 and ZXl 000 A models: UK models US models

3.2 Iii (5.7 Imp pV3.4 US qtj 2.7 lit (4.8 Imp ptl2.9 US qt) 3.5 lit (6.2 Imp ptl3.7 US qt) 3.0 tit (5.3 Imp pV3.2 US qt)

NGK

N ippon -d en so

OASES DSEA

X27ESA-U X24ES-U

CAgE C9E

U27ESA-N U27ES-N

ZXl000 Band ZXl100 C/O models: UK models ........................ • . US models

Spar1< plug gap: ZX900 and ZXl ()()() A models ZXl000BandZX1'OOCIDmoclels. Valve clearances - engine cold: Inlel: ZX900 and ZXl000 A models

ZXl000B and ZXl100 C/O models

0.6 - 0.7 mm (0.024 - 0.028 in) 0.7 - 0.8 mm (0.028 - 0.032 in)

0.13 - 0.18 mm (0.005 - 0.007 in) 0.13 - 0.19 mm (0.005 - 0.007in)

Exhaust:

ZX900 and ZXl000 A models .................... . ZXl000 B and ZXl100 C/O models.

0. 18 - 0.23 mm (0.007 - 0.009 in) 0. 18 - 0.24 mm (0.007 - 0.009 in)

Idle speed:

ZXl000 A and ZXl100 0 California models AI! other models Throttle cable free play - measured at twistgrip . Choke lever free play - measured at the base of lever

1150-1250rpm 950 - 1050 rpm 2- 3 mm (0.08 -0.12 in) 2 -3 mm (0.08 -0.12 in)

1. 2

Servicing Specifications

Cycle parts Brake pad fTiction mateo1al thickness"

ZX900Al to A6 and ZXl000 A models

ZX,OOO B models ............... , ..

4.85mm{O. 191 in) 4.50mm (0.177 in)

ZX900A7-oo and ZX"OOCIO models' ,~,

"=

Service lim~ all- ~ .. _........ . Rear brake pedal heighl(below top 01 Iootrest): ZX9QOmodeIs. ZXl000Amod~s

ZXl00Q B and ZX " OOmodels ,.

4.00mm (0.157 in) 4.50mm (0.177 In) 1.00 mm (0.039 inJ 29-39mm(1.14-1.54in) Approx 37 mm{1.46 in} Approx 45mm (1.77 In)

Drivechaintree~ay:

ZX,OOO B models Al l othermodels .......... . D!ivechainleoglh-20 Iinkleogth: ZXl000Amodets Servicelim~ .. All other models $ervic(olim~ ..

30-40mm(1.18-1.57in) 35-40mm(1.38-1.57in) 381.0-381.8 mm (15.00- 15.04 in) 389.0mm(15.31 in) 317.5-318Amm(12.50-12.54in) 323.0mm (12.72 in)

Front loO (36 psi) 2.50kglcm>(36 pso)

2.50 kglcm>{36 2.50 kglcm> (36 2.90kglcm>(41 290 kglcm> (41

2.25 kglcm>(36 pso) 2.50 kglcm> (36 psol

2.501 (36 pso)

2.SOkglcm>(36psol 2.SOkglcm>(36psol

2 .SO kglcm2(36pso) 2.90kglcm>(41psol

P5'1

2.SOkglcm>(36psol 2.90kglcm>(4 1 psol 2.90kglcm>(41 PS/) 2.90kglcm>{41psi) 2.90kglcm>(41psj)

2.SO kglCm> (36 2.50 kglCm> (36 2.50 kglcm> (36 2.SOkglcm>(36 2.90 kglcm2 (41

psol psi) pso) psi}

pso) pso) psI) pSI)

Recommend ed fluids and lubricants SAE 10W/40. l OW/SO. 20W/40 or 2fJW/SO SE or SF class (min imum) Uoleacled or 1eacIed. Minimum octane rating 91 (Researd1methodlRON)

SAE JO engine oil. SEciass Frontlol"ks· ZX900Al to A6and ZXl000 A models . .. ZX900A7_on.ZX1000Band ZX1100ClUmodeis Brakeandclutchllukl Rnal dnvecllaln ... . .................. . Wheel bearings and speedometer dnve gearbox. Steeringheadbearlngs ................. . Swinging armandsllSP8"sion li nkagepivots ......... . Allcontrolpivots.stand,standpivotsandthrottletwislgnp Conlrojca~es

SAE lfJWloI"koil SAE1OWl2Oforkoil OOT4speci1ication SAE90gearoil Highmel!ing-poinlgmase Geoeral pyrpose grease Molybdenum-disu lphidegrease Goodqua!itygeneralpyrposegrease Eng ine oi l

Note: The pre-ride inspection outlined in the owner's manual covers checks and maintenance that should be carried out on a daily basis. It's condensed and included at the beginning of this Manual to remind you of its importance. Always perlorm the pre-ride inspection at every maintenance interval (in addition to the procedures listed). The intervals listed below are the shortest intervals recommended by the manufacturer for each particular operation during the model years covered in this manual. Your owner's manual may have different intervals for your model.

Daily or before riding

o See 'Daily (pre-ride) checks' at the beginning of this Manual.

Every 6000 miles (10 000 km) Ail of the 3000 miles maintenance tasks plus the following

o Change the engine/transmission oil and filter o

o

o o o o o o o

After the initial 500 miles (800 km) Note: This check is usually perlormed by a Kawasaki dealer after the first 500 miles from new. Thereafter, maintenance is carried out acccording to the following intervals of the schedule.

Monthly or every 500 miles (800 km)

o Adjust the drive chain (Section 1)

rD

o

(Section 13) Clean the air filter element (Section 14) Renew the spark plugs (Section 15) Check and adjust the valve clearances (Section 16) Clean/renew the fuel filter (Section 17) Change the fork oil (Section 18) Check the cooli ng system (Section 19) Clean the coolant filter (Section 20) Lubricate the swinging arm and suspension linkage bearings (Section 21) Check fastener security (Section 22) Check the wheels (Section 23)

Every 12 000 miles (20 000 km) All of the 6000 miles maintenance tasks plus the following

o Renew the air filter element (Section 24) o Renew the brake and clutch fluid renewal (Section 25) o Lubricate the steering head bearings (Section 26)

Check the suspension settings (Section 2)

o Check the battery (Section 3)

Every 24 000 miles (40 000 km) All of the 12 000 miles maintenance tasks plus the following

Every 3000 miles (5000 km)

o Check the spark plugs (Section 4) o Check the fuel and oil lines (Section 5) o Check the air suction valves (US and ZX11 00 0 models) (Section 6) o Check and synchronise the carburettors (Section 7) o Check the brake pads (Section 8) o Check the drive chain (Section 9) o Check the steering (Section 10) o Lubricate the cables, stands and controls (Section 11) o Check the headlamp alignment (Section 12)

o

Renew the coolant (Section 27)

Every 2 years

o Overhaul the brake and clutch components o

(Section 28) Renew the anti-dive unit seal s (ZX900 A 1 to A6 and ZX1000 A models) (Section 29)

Every 4 years

o Renew the hydraulic hoses and fuel lines (Section 30)

1· 4

Component locations

ZX900 A component locations on lett-hand akk 7 -"Jr fiIr&r 8 Engine oil /eYeI sJghtgiass 9 Engine oil NI8r pj.JfJ

4 Idle speed aqUstw 5 &litftHy 6 DrIve chain

ZX900 A component Iocatlons on right-hand IJide 7 Front brake fluid re5fIfVOir 8 Fori< oil drain pkJ{J Steering Ile8d bearings

Coo/a'tl filtlP' (UK} AJr suction vaIve5 (1.JS)

9 Eng/rIe 0/1 drIJjn pJugs 10 Engine 01/ filter

Component locations

ZXl000 A componenllocatlons on lett-hand side 7 Engine oil level s/ghlga53 8 Engine oil filler pIuQ 9 Coolant teWtVOir

, CMch ftvid ruetVOir 2 VIWes WId sparlf plugs :I FIJfII,., Mer

4 Idle spHd lIdjusrer 5 &tter)' 6 Dttve chBIn

! Blake pllds

ZX1000 A c:omponenllQeatlons on right-hand side 4 Coo/aead bearings

2 Rear brIM fluid ",sarvoir :I Akrilter

9 Engine of! dnJin piugs 10 Engine 011 rilUJr

"5

1. 6

Component locations

%)[1000 B c:ompc>nenlloc:ations on left-hand ,Idt I Clutch fluid res8I'VOir 2 Valves wrd 5PfIrl< plugs

3 Idle spftd ~r..

-4 FlAIl tank and pump fiIfer3 .5 Banet)' 6 DrivIJ chain

7 Engine oil '-111 sightglau

8 Engine oil fiRer c.,

,--

10 Forltoil chin plug

%)[100(1 B o;omponenllocations on right-"-"d-'de

I

RearbtMe

fluid ~

2 AJr~tter 3 CooIiJnt filter (UK)

.., Air suction vafves (US) 5 SIMring head .btI;Irlngs

8 Front bnlke fluid reservoir

7 Coolant reservoir Bra~8 pad$

8

9 Engine oil dr8in plugs 10 Et'If}ine oil 1iitf1r

Component locations

ZX1100 C/O componenllonS on right-hand tide Valves and sperl{ plIfp 6 Front bmIre fluid ~ Sfetlti1g htMId ~ 7 Brake pttds

"7

1. 8

Maintenance & Servicing

Introduction Perlodi\;

routine

maintenance

Is

a

continuous process w!1ie rear brake caliper and collar fixirlg bolts or the caliper to torque arm mounting bolt (as applicable) (see illustratio n s). Finally lubricate !he chain as described in 'Daily (proride) checks' at the beginn ing of this manual and check the operalion 01 Ihe rear brake before taking the machine out on Ihe

""".

1.6b •. . then lighten spindle to the spee range of 0.4 - 0.6 kg/~m2 {5.7 - 6.5 psi). On no account shoo ld the air pressure in the forks ever exceed 2.5 kg/em' {36 psi) as this will almost certainly damage the forl< seals. Refit the valve dusl cap when compiete. " On bot h models ensure t hat Ihe anti-di ~e un~s, fitted on the front of each lower fori (7 - 21PSOl ZX1000A 0-1.5 kg/em> (0 - 21 psi) ZXIOOO 8 0- 1 kglcm> (0- 14 psi) 12 Damping I, adjuated using the frame_ mounted remote adjuster. The unit has 4 positiona, pos.Itlon I being the soft,"1 and position 4 the hardest. The recommended position to comply with the standard air pr8$$l.l'e Is No 3 for ZX900 models and No.2 lor ZXl000 models. 13 On ZX900 models the adjuster positions are Indicated by the numbers on the top sunace 01 the knob, the highest number ~18 1 ble being the present position. The settln.g' are adjusted either by pushing or pulling the knob until the desired setting Is reached, Position 4 1$ when the knob Is fully extended end position 1 wh .... the knob Is 1liiy pushed In. Positions 2 and 3 are the two

""""

Standard pressur e 0.5 kg/cm> (7 psi) 0.5kg/C/Til

,"pol)

Indicator marl will only rotate in an 'nti-c/oekwise (coun/et"-clockwise) direction. Do nor atramp! to tum II in , cJockwis8 direction. 15 Ensure both the damping and air pressure are set to the requ ired settings and relit the

-.

ZX1100 CID models

16 The rear suspension unit Is link..:! to • pressuriHd ,emote oil reservoir and leatur. a 4 position damping adjuster. The spring preload can also be adjusted but th l, II • complicated and time-consumlng job which requires the removsl 01 the suapenalon umt from the I,ame (see below). Therelore, It Is recommanded that it shOtJld only be carried out if absolutety necessary. 17 The damping adjuster Is situated on the 10_ and of the suspension unit, and can be adjusted from underneath the machine, Posilion the maChine on Its centra stand. Access to the adjuster wheel can be gained from the right-hand side 01 the machine alt ... removing the plastic 00Yef situated jusl aboYe the suspension unit lower mount.-.g bolt 1_ IMustratlon). The present position Is Indicated by the Roman numeral visible on the edge 01

clic:kstopsln~.

I . On ZXlOOO models the damping setting Is adiustad by roteting the knob until the required number aligns with the triangular

2. 17 Remove plas tic cover to gain Kcase to .... suspension damping adjuster on ZXII00 CID models

Every 500 miles / 800 km tIw -.I;"'"", wheel. Position I Is Ihe softest

settong and position 1111 the hardest: the l\alldard Mltlng being position II. II

necessary, .dlu$! the setting by turning the wh$eI until ~ clicks into the required position. Note that the adju ster w h~ will tum In one d~ect lon only. towards the Irani of the machl".., Do no r attempl /0 force It In the oppo$ite difffCtion. Once the adjuster Is curectty II1II. refit the plastic cover to jlO'8Ya"1t

t...myolOirtand water. pre viously, II I, not necessary to chee!< the spring preload Idjustmenl unless handling problems have 18 /vi mentioned

occurred. Remove the raa. suspension unit !TOm the machine as described In Chapter 6.

1Iccurately measu.e the length 01 the ~sk)n unit spring and note this rneas.nment down. Slacken the Iarge Ioelolot and spring adjusting nut. using II suitable C-spamtlf • ...u all spmg pressure acting OIl tIw tdjusting nut is released. Meastn the "" IqIh oIlhe $p'Ing at this point. Subtntet the hi measufemenl {compressed length) 110m the NCOi'd measurflffi8fll (free length) to obtain the pre.ent spring preload distance; this can theo be compared w~h the standard setting and, ~ neeessary, adjusted. 19 The 'f(;ommended standard seWng for IhI!I spmg preload Is: lXI/DO C modI!/s IS rom f(J. 71 in) ZXIlOODmodeis 19.5mmf(J. 7fl1n} " ~ Is .-owed lor IuIther adjustment: ZXllOO C models 14 - 30mm (CI.SS- I . I SIn)

zxr roo D models

20 Set the spring comp<esslon to the requrect dl,tanoto using IhII adjusting nvt, and !hen tighten the large Iockoo! securely. Relit tke suspen.lon unit to the machine as described In Chapter 6.

3 Battery check

1 The battefY la situated under the sut, which must be removed to gain access to iI. Due to its location, It will be noce.,ary to r&rnoVfl lhe battery lrom the machine to checI< th e ele-ctrolyte level. On the ZX II OO C/O model the seat hook b rac ket must Ilr$l be removed. Ralaase the rubber retaining Itrap. disconnect Ihe lead. Irom the battery terminal. and litt the battery out 0 1 the machine. Nole that wn.never the battery leads are disconnected. always disconnect the negative (-) termlnallirst to pe gap, and If adjustment is rfIQUirad, bend tha outer, aarth electrode only. Ne't'flf bend thcl c.ntra eltK:trode or the ceramic IMulator nasa will be

, Give all the luel hoses a close visual exemination checking lor aacks or any sign of leakage. In \imtI, the synthetic rut:.t- pipe wiI tllOd to deteriorate, and will eventually leak. Apart from the obvious fire risk, Ihe leaking fuel will alfect fuel economy. The pipe will usually spl it only al the ends: If there Is sufficient spare length the damaged portion can be cut 011 and the pipe refitted. The seal is eflected by tt>e Interference fit 0111le pipe on the spIgol : although the wire clips are only an additlonel securlly measure they should always be refitted correctly and should be renewed if da maged, I wisted or no longer affecllve. If the pipe Is to be renewed. always lIM tile COIT8Ct rep!acemeot type and size 01 ~ tubing to ensure a good leak-proof fit, Never use nalural rubber tubing, a$ Ihis lands 10 bfaek up when In contact with petrol (gasoline) end win obstruct cartxxen or jets, or clear plastic tubing which stillens to the point of being brittIa when in cootact with petrol and will produce leaks that .... difficult 10 coot. 2 Also give Ihe oil cooler hoses a close Inspection 'or signs of deterioration or leakage. If any h0$8 is d amaged it must be renewed as described in Ct\apfar 4. 3 Own_ of US machines should also e~amina tha clean air system hoses. and on Cal!lomla models, the emission control system, Check Ihe transpar".,1 reservoir on tha left-hand side o1lhe angina. It lies next to lha air Mer oil reservoir and runs from the Tpiece c:onnection between the vacuum valve end canisllll'. Remove !he plug from the pipe and and drain 011 8/'r'I1Iuid from tha reservoir. Any faulty componenl musl be renewed using only genuine I( awasaki replacement parts.

7 Before It>e pil9S _fitted, apply a fina coat 01 PSC or moIybdanum dilJlJlphH:le grg" 10 Iheir thntads. This will he lp prevenl thread wear and damage on ref~l l ng and make t~ r sub sequent remova l easler, FII each p lug finger-tight, then tlghlen rt by a llirthar 1/4 tum only, 10 ensure a gasligh t seal. Beware o f overt ighten ing, and always use a plug $paMer or socket Of the correct size: tighten aU plugs 10 tha spec!lled torqlill setting, where powble. 8 Nev.... overtighten a spat'k plug. otherwise there is a risk of stripping the IIVMd from the cylind .... head, especially as It Is cast In light alloy. A stripped Ihread can be repaIred

7. ' Throttle cable freaplay Is measured In terms o f twlstgr1p rotation

-.

Refer to Chapler 4 for further lnIormalion 011 Ille clean air and ~ control systems.

6

Air suction valves (US and ZX1100 0 models) check

1 In order to gain access to tha valves on US modals It I. necess.ry to ramove the 10_

and side ftRIg MCtIons and !he IuaI tank. CkI ZX 1100 0 models ramova tl\e fairing sidI sections and air tiltar housing. 2 Slacken thair spring clips and pull ttlt vacuum va/Ve switch pipes 011 the air suctit:II., valve covers. Remove . .en . . suetlon VaNt aft. rMasing its two bolts, 1nspec1 lha r8IIdI 'or distortion, creeks or any other damage .-:I their eontact surface on the cov .... for scratches or del ltl'iofation: If found, the assembly should be renewed. II cerbOl! deposits \\ave bum lIP In the assembly, \haM must be cleaned olf with e high flash-point

.-" 3 On reassembly In8lell new geskets ane tlghte agaInil~.

e Once

I ChokeIBve

'.'3

2 Freeplayof2-3mm

the operating lever where \hare should bit 2 -

3 mm (0.08 - O. t 2 in) o f Iravel in lhe .....ef beIora the choke mechanism on the left-hand eart>urettor begins to move (see IIlustntlonl. The c. bIe Ie edjullted by slaekefllng the lock nut and turning the adjuster L1ntil the correct .mount of free play is obtained. On most modelll the adjuster Is lIit",ated at the mid -point of the cab1e. although on some early ZX900 A1 models ~ is situated on the und8ft.kfe of the lell·hand handlebar switch. Once the cable is correctly edjusted saeureIy tighten the adjuster locknut. 8 When both the throttle and choke c.bles _ correctly adjusted and operalWlg smoothly check that the carburettors are eorraetly synchronised. _ described In Chaptar •• .-Id then check. the Idle speed. II Idle speed should be Checked with the angina" 11, normal running temperat ....... prefer.bly altef the machine has been on a sho!1 Nfl. Allow the engine to Idle and eheck thltlt runs at the specified speed given In the Spec lfi eatlons. Maka any adjustment to the Idle speed using the adjuster knob situated on the left -hand side o f the carbl,lrettors (se. IIlusl.ation). Open and close the throttl, , few times to check that the setting has not

-.

1 Th, hydraulic brake requires no ragular adjustmeflt as pad wear Is compensatad for by the entry 01 more fluid Into the system !rom the fluid reservoir. All Ihat is nec....ry II to k88 P a ragular check on the fl uid level (see 'Dally (pre-ride} cheeks' at the beginning o f this Manua~ and the degree of pad wear. To check the COnd it iO
4 00 ZX900 A7-oo and ZXl100 C/O models, release both the pad spring retain ir>g screws from the lop 0/ the caliper and lilt off the pad spri ng. Remo~e the R-clip Irom the pad retaining pin and withdraw the pin from the caliper. The pads can then be slid out of the cali per body for Onspectlon (see Illustrations). 5 On all mod~s. inspect the SoUr/ace of each pad for contamination and measure the thickness of the friction material. If e~her pad is worn to or beyond the service limit at any point. fouled with oil or grease, Or hea~ily scored 0( damaged by dirt and debris. they must be renewed as a set. Note that It ts not possible to degrease the friction material; if

the pads are contaminated In any way they must be renewed. If the pads are in good condit ion c lean them carefu lly. using a fine wire brush Which is completely free of oi l or grease, to rttmove al l traces of road dirt am! corrosion. Take great care not to inhale any bnllce dust during the opereh·on, and read the notes given in ·safety first!' concerning asbestos. Use a pointed Instrument to clean out the grooves in the friction material and to dig out any embedded particles 01 foreign matter (as applicable). Any areas of gl&ing may be removed using emery cloth. 6 On ZX900 At to A6 and ZXtOOO models. before refitting the pads check that the caliper slides easily along its mounting bracket and that the rubber dust boots are In a good condition. If not, separate the caliper and mounting bracket. remove any traces 0 1 old grease or corrosion from the sliding pins Of the bracket and examiM them for wear. If the pins are bent or damagoo in any way the mounting brackat must be renewed. If necessary, also renew the dust boots. On reassembly apply PBC (Poly Buty1 Cuprysil) grease to all sliding surfaces and refit Ihe bracket to the cal iper. ensuring that the rubber dust boots are correctly sealed and the large pad spring fitted to the roof 01 the caliper is in pos~ion. Refit the pad springs to the caliper bracket. using the notes made on dismantling to posillon them correctly. and push the caliper bracket towards the cal iper. Push the piston(s) as lar bj>ck into the caliper as possible by hand on ly; this is especially

important if new pads are being frtted, due to the increased friction malerial th ickness. F~ Iha larger pad over the pins o f tha brackat (friction material facing the piston) and then frt the smaller pad Into the b racket whilst ensuring the pad springs remain In pos~lon. 1 On ZX900 A7-on and ZXtloo C/O models. remo~e alilraces 01 corrosion from the pad retaining pin and smaar a small amount of PBC grease along ~. Slide the pads bock into the caliper. rooting that if new pads are being fitted the p istons must be pushoo bac k into their bores to pro~ide sufficient room . Insert the pad rataining pin and secure il with the AClip. Ensure that the pin is fi!too with the small hole for the A-clip facing the outside edge of the caliper and Ihat the A-clip does not trap the outside pad wilen in pos~ion. Check that both pads move freely along the retain
"and

3 When refitting the cables. ensufe tllat they lII"e routed In easy curves and tllat lull use is made of any guides or clamps thet 1Ia~ been provided to secu .e the cabl& Out of Marm's way . AdjuSlm&nt o f the individual cabl&s Is described unde< th& relevant routine maintenance headings. 4 The speadomater cabIII should to. ~ lor II.1rK.:.tIon as described In Chapter 6. 5 CM&d hoI1~ont81 Mljusters are aituated on the back of the lludlamp unit

Every 6000 miles (10 000 km) 13 Engineltransmission oil and M er change 1 Ills Important tnal the engineIIransmission oil i$ changed at this int.rval \0 enlure adequate lubrication at the engine and transmission components. II regular all changes are overiooked Ike proIor>ged UM 01

4.0 litr8$ (7.1 Imp plnt/4.2 US qt) capacity . beneath the engine unit and remove both drain plugs from the sump (see illustr;JtIon). A!lthe engine will be hot, take greal care to avoid scaIcIing your hands on the escaping oil or on the eKh3l15t system . RemoYe the oil filler plug to assist dralnlrlg. Once the 011 has drained trom the engIne unit slac ken the si ngle central bolt which retains the olllllt.r cover, noting thaI approximately anol her O.S

degraded and contaminated all will lead 10 premature engine we .... The oil should be charqed with the engine ., II. normal operatO'lg lemperat..e. after a $hOrt run . lhIs tnSUI'es lila! the oil is relatively thin and will ~ d ...... quicker and more eompIeIaty, Eo any ImPJritles will be tleId In suspension.

Chedl the old oil carefully. H • ~oiI ...n~lnloll ; ; cfNn PM. StI'IIIII pieces at '""tlli 01" other rfIIItenll/ CIIII N . .sIIy cMtl'Chd. H Ihe oil Is VItfY melllllle colored, then 'he engine Is ~ng.....,. from breillI·1n (n_ engine} 01" from Insuftlc/en' lubricll lion. H ",.,.. .,.. l1li11 .. 01" ch/pl of metal In ~ oil, ttI«I somelhlng Is drasticlllly wrong Intemlllly and ~ ~ .../II ~ to be disnHmbIed '01" Inspection

HI

PI..::e the maehirIe

011 its cenlrfl Sland and I1fI!OYe the lower fairing section (see Chapt.. 2

6). Place a suitably-sized container. of at least

litre of oil will be released as soon as the bah Is loosened , !hen lower the coYfjr away from the engine. Remove the element baffle, element. nat washer and spring from the fill ... eover and sapamle the t:ov1Ir and centre bolt. Clean all the filter compone
and r-.nove the bars Irom the top yoke. Support Ihe handl&bars to avoid placing any strain on tile hydraulic hoses al"ld to prevent the possible spillage oilluid Irom the master eylllOer reservoirs. Remove the lower fairing seellon (sea Chaptar 6) and raise the front wheel claar of the ground by placing blocks 0< a lU~able stand beneath the crankcase. W~h the lorks fully extended, remove the lork tOfl plug'. noting that they may ba expelled lorclbly as the lasl threads are released Wrthdraw the fort(128·196ps1) Nota · c;ompr.won fXf33Uf8 must nol va')' arcessMlly be~ ¥IY two ~

.

Maximum torc:,ue kg1 m lib! It)

....

8.7 (62.9) 0 8500 10.1 (73.1) 0 6500

Not available Not available 8.7 (62.9) 0 8500 10.1 {73.1 )065OO 10.5(76.0) 0 9000 9.0(81.0) 0 8500

Camshafts, followers and cam chain Cam lobe height:

ZX900 and ZXlooo A models . Service limit ZXlooo B models . Service limit. ZX ll OO C/O mod&Is: Inlel . Service limil . Exhausl ..

""""'"_ .

Camshaft )oumaJ 00

Service

~mi1

.

Camshaft bearing 10

Service Wmi1 . Camshaft joumaVcyIW1der t.oo t.>å cI8aranee Service ~mlt . CarnsNoft stand¥d fUnout . Service limit . Camtollo_IO: ZX900 and XXl ooo A models S&r'viee limit ZXloooBendZX1100C/O~s . Service limit Cam follower shaft 10: XX900 and ZXlooo A models Service ~rrit • . ...................•. ZXlooo B models . Service limit

ZXllOO C/O models . Service IinWt . Camc:hain standard lenglh 01 20 links Service limit •

35.824 35.710 21.687 21.590

- 35.940 mm (1.410 - 1.414 In) mm (1.406 in) - 21.787 mm {O.854 - 0.858 In) mm (0.850 In)

36.872 - 36.972 mm (1.452 - 1.456 in) 36.770 mm (1.446 In) 36.687 _ 36.787 mm (1.444. 1.448 in) 36.590 rrrn (I.441 In) 24.900·24.922 mm {O.960 - 0,961 in) 24.870 rrrn {O.979 in) 25.000·25.021 mm (0.964·0.965 in) 25.080 mm (0.987 in) 0.078 - 0.121 mm (0.003 - 0.005 in) 0.210 mm (0.008 in) Less than 0.02 mm (0,001 In) 0.1 mm(O.OO4in) 12.500 - 12.518 mm (0.492 - 0.493 In) 12.550 mm (0.494;") 12.000 - 12.018 mm (0.472 - 0.473 In) 12.050 mm (0.474 in) 12.466 - 12.484 mm (0.490 - 0.491 In) 12.440 mm (0.489 in) 11.976 - 11.994 mm {O.471 - 0 .• 72 inl 11,950 mm (0.470 in) 11.966 - 11.964 mm (0.470 - 0 .• 71 in) 11 .940 mm {O.469 in) 158.6 - 159.2 mm (6.252 - 6.268 In) 161.5 mm (6.3S8 In)

Cylinder head Maximum warpage .

0.050 mm (0.002 in)

Cylinder block Cylinder bore 10: ZX900~a.

Service limit . ZX 1000 models Service ~rrit

ZXIIOO C/O models . Service Wmi1 PislOf\leytinder clearanu: ZX900 and ZXlooo models ZXll00 C/O models •

72.494 - 72.506 mm (2.854 - 2.855;") 72.600 mm (2.858 in) 73.994 - 74.006 mm (2.913- 2.914 in) 7•. 110 mm (2.918 in) 75.994 - 76.006 mm (2.991 - 2.992 in) 76.100 mm (2,996 in) 0.044 - 0.071 mm {O.OO2 - 0.003 in) 0.056 - 0.088 mm {O.OO2. 0.004 in)

Engine, clutch and gearbox 2- 3 Valves guides and springs valve cI&anInces: ZX9OOaodZXloooAmoueJe9j:l jeWnoIJV9$L110uI'WS

.. '1 :lNi . .. UN!

.....,,"'"

:e~V9SUI~~

lUi tlln - u\n)WWOOO"9E -£66"SC (UI OL i n - L9U'"I) ww (;66"o;t - VI!6"S£

.1. paljA!W

U~

'p$'IJIlWIJnij~

:sdl'lOJOeZlS (1.11 L!H"' \ l WlU 096'0;£

' \lwlle:lI-'JIIS OOIl1WflO!UVIjSljUIIIO

iUl ClI\r'! • LBU,'I) ww OC)()"9C - \P96-SC (UI L\ICS"\' ~'L) ww9LO'6£ -60:roc ww 90CJ"OC - OOO"OC

• p$ljRWUI"I KV:lJIU8I:)

(til Lst:S"\ - Kt;
6.6d Cam shafts and valves - 2X900 arid 2Xl000 A mod'!Fs II O-n"ng 21 Locknut - 160ft 12 Cap bolt 22 Valve - 16 oft 13 O-ring 23 Seal - 16 off 14 Exhaust cam fol/Qwer shaft 24 Outer spring seat 15 O-ring-20ff 16 off 16 AJlenbolt - 20ff 25 Outer spn"ng - 16 off 1 7 Inlet cam follower shaft 26 Inner spring seat 18 Camfo/lower-80ff 160ft 19 Spring-80ff 27 Inner spring - 16 oft 20 Valve clearance adjuster - 28 Retaif1rJde and both the spring seats removed. J Inspect each valve for w&ar. overhaating or buming and r8f1ew as a sal II necessary. Normally, tha e~haust valves will need a:tenbon 0( r-w.ng mora often than !he inlet wah" . as tha latter ron at relatIvely low tempefaluraa. II any of Ihe valve seats ara b;!dIy pitted. do not anempt 10 cure Ihls by lJIfIding tham, as thislnvarlably causes the • aha seats 10 become pockeled. 1\ is perrrossibIe 10 have lhe valve(a) refaced by a motorcycle speeialiS! or engineering firm. r.tN$Ure tha velve stem dlamater. the valve hM:IlhicIeil the bearing and fit its outar raca

3 1.10a Output shaft -lit the 2nd gear pinion a. shown .

31.1Ob .. Iollowed by the toothed

31.1Oc •• and secure them with a elrcllp a. cI8tcrIbed In teat

3 1.11. SIIda on the 6th gear pinion and fit the aeeond elrelip to the ..... ft

10 The output shaft is easily Identified due kJ It having roo Integral pinions. Holding the ahatt by Its left-hand (threaded) and slide tha 2nd gear pIn01 along tile shaft 10 that its deeper recessed su1ace is faOOg the right. foIowed by tile t~ washer IIfId MCUre them whh I cIrcIip (see Illultratlons). En....e the clrdip is fitted so that the teeth of the washef are not positioned between tile ends of the circ~p. 11 The 6th gear pinion It then fitted with its Mlector Iortl gro<MI facing the right-hand end 01 the shaft and is 'etained by another clrctlp (Iae illustration). Slide a toothed washa. along tha shit followed by the Ipllned 3rd/4th gaOl. pinion bush (. . . llIustratlonJ. En$U1lJ both the holes in the bush align with 1M (>ilways In the ootput shaft. 12 Slide Iha 41h lIaa. pinion onto the bUlh, with its .ecessed $Urlace facing tile 6th geat ~,~ by the 3rd gew pinion with its recessed lunaca facing sway I.om the 4th ge •• pinion. SOO 8 toothed washe< lIIu stration. ). Secu.e the 3rd gear p;nion and washer with. ctrclip (_illu stration). 13 Ins.erI the tlvee steel bah into the closed

,se.

wa~. ..

3 1.11b fit a Splinod thrust washet" and the spiined 3
1 Clean the three alternator mo ,.~:~ . ..... ... i. . ~ . ,- ( '.' .J " .11 .0 '~ . \,....: , '.-. _ . r.'!! . ." ""_, ,. , ...... . . ,--,,-~",.', . . 1..,,, ,.',,,, .. -_..."f'.· " "' 1 " "

~ ...

'

-:;.. .. " I j!.. (

-

I

.

.

;,-,'

'. "'.. ,.. &..1___

39.2nder head assembly onto the block and refit all the cylinder nead bo its. including the 6 mm boll which SeCureS the cyl inder head to the barrel. and apply mo lybdenum-disulfide grease (ZX900 and ZX1000 A models) or engine all (ZX10OQ B end ZXt tOOC/O models) to eacn side of the washers (see Illustrations). Tne four bolts with flal hexagon heads should be litted to the outer four holes (numbers 7 to 10 in the tightening seque-nce) and the six tapered head bolts In the Inner six ~8$. Not e - On ZX9Q() A' and early A2 models all cylinder head bolts 8t8 of the flat-head 10 mm thread type • it is not possible to replace the Inner bolts with the taper-head" mm type lilted 10 later modeI$

4206b Flat-headed cylinder head bolts ere fitted to the four outer holes ••

42.6c . . and tapered-headed bolts are fitted to the sl. Inner holes

ey1irlder bores with clean engine oil. II is IdvisahIe to enlist the help of an assistant to refit tna block. It also helps to support the base 01 each piston and to pos~ion all pistons at the same heigh t. In the absence of the COIT&ct Kawasaki service tool. this can be achieved us ing two loog wooden dowels or metal bars (see illustration). Take great care 10 avoid damaging the crankcase gasket $lI1are in the process. 4 The cylinder bores ha\l$ a g&n«ous lead·in for the pislons althe bottom. a~nough on a rroiti-cytinder 8flgioe such as this it wwld be In advantage to use the speelal Kawasaki pljtOll ring compressors. In Ihe absence of !!lese it is'possible 10 lead the pistons Into the bores gently. working across from one side to !he other. guiding In one ring at a time whilst >"InUy tapping on the cylinder block. Great Car. has to be taken not to put too much jJ'8SSUre on the piston rings as they are easily tw-oken. The above process takes time and patier.ce and must not be rushed. Once all the PlStoo rings have entered the bore remo~e the pistoo supports and lit lhe base gasket over both the dowel pins. Push the cylinder block down until ~ seats firmly on the base gasket and refit the two block retain ing bolts to the undMside of the block. Tighten the bolts mg.·tight only at this stage. Check that the crankshaft can be rotated smoothly whilst OOId ing the block down and k&eplng the camcnain Qf fitted at this stage) taut.

42.6a .. and lower the cylinder head assembly onto the block

2 - 42 Engine, c lutch and gearbox

42.7a Cylinder head boll tlght."ing sequenc.

42.10 On ZXlOOO B andZXtl00C ID modeIl .-.fit the shim. to the ya/v" using lhe notes made on dismantling

7 Using the lightening sequence, tlghlen the cylinder head boilS 10 tlleir inillal SpeCili&d lorQue sell ing. and then to Ihelr flnal spec;1~ lorQue sening (see illul lrlltlon!. Once .. the cylinder llead bolts have been tightened, tighten the three cylinder h8ad/bIoek rom.inlng bolts to their l.p8CiIiIld torque sellings. 8 On ZXl000 B and ZXl100 C/O models refit the llexible oil pipe which nIlS down the rIt;;lthand sItI8 of the cylinder block to its union on the cylinder head. fit a ~ sealing washer to the union bolt and posibon a MW ooIar behind the bottom union of the pipe. Retilth
42.1b TIght.., cy11.... head bolts to the tpe.... -

Wt iI'.~, JlI-oo~1!., i\ ..•-.", .I \0.

'" , ..... .. ..'.

1 It remo~ed, relit Ihe cam followers as follows. Lubricate the cam lotlower shah and followers with clean engine 011 and fil new ().. rings to \he c.m 100Iower shaft relaining bolt., Partially Inllllr1 the cam follower shaft .nd using the nOles made on dismantling, position the left-hand spring and loIlower In the cylinder head. Push Iha cam lollower shaft In unlil it locales wilh tha spring and follower .nd repeat this procedure unt~ BlIthe followers and Iprings are co
travels from the rear of the cylinder block. through a filter, through the carnureltor cast ings and then rejoins Ihe main cooling system at the water pump. A check valve is fitted above the water pump to ensure the correct flow 01 coolant. The complele cooling system Is partial!)' sealed and pressurised, the pressure being conlrolled by a valve contained In the springloaded rad iator cap. The overllow pipe from the radiator is connected to an expansion lank inlo which excess coolant Is expelled under pressure. The discharged coolant automalical~ retums 10 tM radiator when Itle engine cools.

,-----,

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1.1a Cooling aystem components - ZX900 models 1 Radiator 10 Earth wire 17 Water pump cover 24 Radiatorcap assembly 2 Bolt - 20ft I I Franl coolant pipe 18 Blood bolt 25 Fille,cap to radiator 3 SP/lCflf' - 2 oft 12 Water pump to cylinder 19 Se8ling washer hose 4 Mounting rvbber _ 2 oft 20 Lower hose 26 EJlpansion tank hose 5 Fan switch 13 Water pump to cylinder 21 Lower metal pipe 27 Upperhose HM metal pipe 22 Carburet/or warmer 28 Them70stat cover 7 Bolt-30ft 14 Drain plug pipe check valve 29 Tnetmostet 8 Radiiltorguard 15 &Jeling washer aSMmbly , 30 Temperature sensor 9 Bolt - 4 off 16 Walerpump 23 Lowerhose switch

31 Fenswitch 32 Blood velve 33 Them10stat housing

34 Roor coolant pipe

35 Carburettor wanner pipe filter assembly , , UK models only

Cooling system 3- 3

....""

1.1b COOling system components - ZX1000 A models

10 Filii If 8011 - 3 off Bdr-2off Sp«;er - 2 off 12 Nut - 3 off Mou!'Itmg rubber - 4 off 13 F0dialor /0 ~IIII Ftlil switch RMJ/3tor guard 14 Thermostllt hOU$InfJ 15 Tampenlluresensor Sol! - 4 off ~wltdl NvI-40ff 9 Mounting rubber - 2 off

""'"

16 Thermosllll

23 Wllterpomplocy/inder meltJl pipe 24 ar.Jn plug Uppet"f1OSll 25 SNIing WIISher ~tor Up 1Issemb/y 26 WilIer pump Fronl cooMnt pipe 27 WilIer pump cover Waler pump 10 cylind8r 28 ~ boll hose 29 Sealing wllSl!er

17 Themlosllll COVlIf' 18

19 20 21 22

8JetKI......

30 Lower hose 31 Carbunl/lor WIltmet'

-'

pipe~"""

32 R&ar c:oo/a 7 8 9

-

10 Nuf-30ff Radiator BoIt-2off FfOfIt coolant pipe Spacer - 2 off 12 Water pump to cylinder Mounting rubber - 3 off 13 Water pump to cylinder Radiator guard SCrew-40ff meta/pipe 14 {)mjn plug Fanswilch Fan 15 Sealing washer 8oI/-30ff

"

15 17 18 19 20 21

Water pump cover Water pump 8leedbolt Sealing washer Lower mela/ pipe Carburettor wwmer pipe check valve

'-'

22 Lower hose

23 Expansion tank 24 Thennostet housing 25 Temperature sensor switch 26 Bleed valve 27 Thermostat 28 Thennostal cover/filler

-

29 Radiator cap 30 Radiator to thermostat

U_ _

"

32 Upper metal pipe 33 Carburettor warmer pipe filter assembly ,

~,

' UK models only

Note: carburet/or warmer pipe assembly difflfflXl slightly on UK ZXIOOO 81 model. The filter a5SlJffibly (item 33) was taken off the housing (item 24). and the check valve shown In iram 21 was omittoo.

thermostat

Cooling system 3- 5

1.1d Cooling system components· ZXl 100 0 models I Radiator 2 Belt - 2 off 3 ~-2off 4 Mounring II.IbbtJ, - 2 off

5

~ rorgtNUd

5 Screw-40ff 7Nul-70ff B Mounting IIJbber 9 FtIIl switch

10 Fan

"

BoIt - 3 off

12 FtOntcool8fl1 pipe 13 Lowerhose 14 Lo_ mer31 pipe 15 Dmin p/<Jg 15 Sealing washer

"

...

18 O-rings

191nwl8l0t3 20 WilIer pump 2 I Air bleed boIf 22 O-ring 23 WIII8r pump COV8f" 24 [)rein plug 25 Sealinp WIISI!er 26 Wllt8rPUmp 10 cylinder mettll pipe

27 WlllerpumplOcy/irI(J&r 33 BIeed....aVe hose

28 Catbt/lenor warmer pipe ched< ....aVe assembly - UK only

29 ExPlt£lsion lank 30 Pressure cap neck

3 r ThernIostal 32 11l8rmo$tat ~

34 TempenllINe sensa

" " """' ,,--

36 Upper met31 pipe 37 CilrtxJreltorwarmer pipe filter lISSembIy-

UK"""

3- 6 Cooling system manufacturer of the lIushing agent wi ll giVi! instructions on the quantity of lIushing agen1 to be used. 3 Run the oogine for ten minutes at normal operating and then drain the system. Repeal the procedure twice and then again using onty clean cold wateal and top up if

7 When the machine haa been t1dd8f1 for the ,"lllme after relilling. allow the engine to ccoI down and check the level at the radiator . . cap 10 ensure !hat no lurther pockets of • Nve been expelled , topping up if ~. All &ubseqUllllI cOackI 01 the level 11th' recommended maintenance inlervals 3IIou4d be checked at the expanaOn tank. as 6nct1bed in 'Daily (pre-ride) checks' at the bIgrV'ing 01 this Manual.

Radiator - removal, cleaning, examination and refi!1ing

~

... ~

I f>.ernoo<e the l a.1!1ng as dasct1bed in Chapter 5. On ZXl OOCI B and ZX 11 00 C/O models ~ is tI$O I'I.c8U3IV to remov8 thao fuel tank as ~ In Chapter • . Note: on llII models II>e rooting fan and switch ara ConIHKtad dire30 "

38 (351

Preset 4.5 mm '" 1 mm (0.18 '" 0.04 in) 13mm",2mm(O.51 ",0.08 In)

950· 1050

ZXl1 00 0 Kelhln CVKD40

160 (158'1 158 (ISS' )

"NOOX

38 (35')

'''' T20

"' P.eset 4.5 ", 1 mm (0.177 '" 0.040 in) 13:1: 2 mm (0.512:1: 0.080 in)

Id~speed:

UK and US 49·state models California models

9SO · 1050 rpm l1SO· 12SO rpm

Not.. • spedfK;ations denoted by the asterisk i) apply when the machine is used above 4000 It (/216 mi.

Cylinder identification

left to right. 1· 2·3·4

Lubrication system Recommended oil g.ade Capacity: Oi l change only: ZXl100 CID models . Al l other models Oil and Mer ehange: ZXI 100 C/O models . Al l other models Aftar engine ~build: ZX1000 B models . Ajl other models Oil pressure· oil temperature we (194'F): ZX900 and ZXlooo A models. ZXlooo B and ZXll00 C/O models . Relief valve opening pressure

SAE IOW/4O. lOW/SO, 20W/4Q

Of

20W/SO SE

3.2 lit (5.7 Imp pV3.4 US qt) 2.7 lit (4.8 Imp pt/2.9 US qi) 3.5 lit (S.2 Imp pV3.7 US qt) 3.0 lit (5.3 Imp pV3.2 US qt) 4.0Iit fl·llmpptl4.3USqt) Not available 2.7 · 3 .3 kg/em> (38 ·47 psij 0 4000 rpm 2.0·3 .0 kg/em> (24 · 43 PSOI 0 4000 rpm 4.4 · S.O kg/em> (63·85 psij

Of

SF class

4-4 Fuel system and lubrication

,.,..,m

Torque settings 0;1 pump mounting bolts 0;1 filter retaining bo~ .

011 drain plug/s) , 011 pressUfe switch . 011 temperature switch - ZX900 only 011 pressure passage blanking pllJQ ' 011 cooler hose to matri~ union bo"s ,. Oil cooler hose to sump union bolts (14 mm) .............. . Oil cooler hose to sump union bolt (8 mm) - ZXl 100 C/O only .

1 General description

The lu sl system comprises a tan k from which fuel is fed to the carburettor Il oat chambers. The ZX900 and ZXlOOO A models use an automatic vacuum -operated lap to conlrol l he flow of thtl fuel, whereas ZXlOOO B

::!~I~=:;~~I~~J~~~lt~~:: 10000ther with s simplified fuel tap. All models are fitted with four Kt)S. Carried through the centre of the assembly is the luel plunger which supports a seali ng a -ring. 6 Examine the diaphragm closely lor signs 01 sp litt ing or other damage. Carefully remove any dust or grit which may have found its way into the assembly. Check the cond itioo of the O-ring on the end of the plunger. If wea r or d amage of the above components is discovered, it will be necessary to renew the diaphragm assembly comp~te. Note that ooe side of the diaphragm p late has a groove in it,

4-8 Fuel system and lubrication tank and disconnect the short ON and RES hoses from \tie tap to \tie tank underside (see IIlu. tr1Ition) . 12 To dlsmanlle the tap, remove the central screw all(! remove the operating lever - note !he spring and steet ball which will drop !rae. Remove the disc, a-ring and seal from !he tap

-.

r_

13 Clean the tap body thoroughty and !he seal if leakage hills been noted or signs 01

4. 11 OI$1;01V1eCt the ON and RES hoM

Nnks from the ,n,

0'the

tap

und this must lace towards the 0-mg on !he ~. Vv'hen fitting the diaphragm assembly and eover, eheurettors by eight bolts. seven of which are covered by plugs. To remove the lilter housing. prise out the rubber blanklng plugs and remove all tn. houling mounting bolls (SH illustrations). The housing can then be lifted off the carbureUor1 (SH illus"atlon). To remove Ihe ai r filter houllng on ZXl1 00 0 models. first remove tn. eight boltl from around the cartMirellor Intakes , noting Ihal access to one 01 lhem Is made by removing

the plug in the rear of the filter housing ( _ illustration). You wit notice that the housing is only held to the cartMiretlor1 by four 01 these bo"s. the other four just retain tn. plate between Ihe carburenor bank and houllng. Push the air intalle ducts out of the front of the housing and pull the large diameter aankca$e breather hose out of the housing at the rear. RaJse Ihe housing slightly, and pull otl the small diameter breather pipes at the Iront, the oi l reservoir p ipe al the rear. and the air suction valve hose allhe centre. Utt the air filter housing tree. and remove the plale from tile carburetlors. 8 On at models. sIadIen In. InIeI slUb clamp screws and the IhrOllle and choke cab1e adjuster lockl1uts. Screw the adjusters In lully 10 obtain the mulrrnJm freeplay possible on both cables. On ZX\OOO B and ZXlloo CJD models also disconnect the fuel.ine. which joiM tn. carburencn to the fuel pump, trom Ihe underside o f the carburellors (see illustration). Pulltn. carburenors to the rear to dl.engage them from the inlet rubbers and discomect the throttle and choke cabIee. If ~ proves difficult to dl$CQtlnect the t!wonle cables from the carburenOf'S the task can be made easier by first removing the two screws Irom the rlght·hand handlebar switch and disconnecting the cables Irom tile Iwlstgrip ISH Wlu, lration). Once the cables have been disconnected the Carburettors can then be lifted away from the machone.

1.1d One of the el, liller housing bolt. must be accessed from side of housing

1.a. On ZX1000 B and ZXl100 C/D model. disconnect the fuel pipe from underside of

1.8b II necessary, disconnect throttle caDies from twistgrlp

Cerburettors • removal and refitting , Remove the fuel tank as deseribed in SIcTion 3 of this Ctlapter. Disconnect the ca1IInnor Wamler (coolant) pipes from both !tit lett and right-hand side of the carburettors /ndt al a lime, M>d w alt 15 S8COrIds befOl'"ll opantlng lM stMf8l" "flam, othefwisa tfHI start8l"motor mIIY ovarl>aal and be damaged as a result.

8

7.9 EnSutl lnlet stub clamps are CCMTect/y positioned belorl IittIng carburattors

7. to On ZXll00 C/D model, do not omit O-rings from the carbure1101l1

!

Screw - .( off

2 Spmg washer" - damaged thay must be ranewed as a satisfactory repair Is not possible. 10 The noodle valva and seat wilt wear after lengthy service and shou ld be closely P.8mined. with a magnifying glass il r>ee machl.,. In normal use and will not require attention 01 any sort othlf than 10 chflock Its mountings and connections, but it should be noted that II luel, solvent, water or any other liquid Is allowed Into the canister. ~s absorbing ability wi be reduced to the point where ~ must be nlMWfId. Check dosety. therefor•. lor cr.:i<s

_-

.

Pipes T These shOuld be ele with ItIe air filt. disconnected or the etement rlfTlOVed. Apart from the riaII 01 increased engine wear due to unfiltered air being allowed to enter. the carburettOfS are jetted to competlSall lor the presence 01 the filter and a dangerously waak mixtur. will result II the Mer Is omitted which could lead to engine dam8Q8. :2 US owners st>ould note that the air filter Is subject to the antl·tampering legislation currently In force, which means the machine must r>ever be run with the lilter element removed or ra'ldered Inoperative. or WIth the assembly altered In any way. Furthermor., only genuine Kawas.akl replacement parts may be lII8d if the _ _at of any component is necessary.

15 EJilhaus1 system· general

1 All modeIs.xcept ZXl100 CJO models are fitted with an exnaust system consisting 01 two ele IntemaJ pal'la with clean eogine 011. Do not omit the plain IIYv$t wast. from behind the inner set ot rotors. Refit ItM and covers. ensuring the cover locating dow&ls are In position, and sec .... ety tighten .. the screw8 1_ MlultretIonsj.

Fuel system and lubrication 4- 21

17.5a Renew ell O-ring. and refit pump to

the ."....kel S Check that the oil pump shaft rotates I!OOOIhIy and rel~ the locating dowels and 0tiIgs to the brac:ket (t-M ill ustration). Nol e !hat the two O-rings which are fined to Ihe QUIlet side oItha ~ must be installed wittl IhI!Iir flat sides lacing the bracket. Refit the >'JIT'P assembly to the bracket and IiIlhtf:lfl its mounting bolts to the specified torque setting, ha>'lr.g IIrst epplled a few drops 01 threadlocking compound to their threads (see luslralk;on). 00 nol lJS8 an excess amou nt 01 thread·locklng compound as this could block !tie oil passages. Refillhe oil scrl!

Reeotnrnended grade: ZX900 and ZX l 000 A ~s:

X27ESR-U X24ES-U

UK models

US""",,"

ZXIOOO 8 and ZXI I 00 C/O models;

U'''''''"''

U27ESR-N U27Es..N

US""",," Electrode gap: ZX900 and ZXI 000 A models . ZXlOOO B IIIld ZXII 00 C/O modeIlI .

--.

0.6 - 0.7 nvn (O.024 - 0.028 in) 0.7 - 0.8 mm (0.028 - 0.032 In)

'''m ...

Torque settings

ignition rotor retaining boll .

2.'

1 General description

Due 10 the lack of mechanical parts mthe magnetically-triggered electronic Ignllion syslem it is lo tally malnllll'lat\(:e Iree. ThfI .ystem compr\$eS a rotor. pulser coI~.). IC Ignitor unit and two ignition HT colis. The raised trigger on the 'oI Or, filled to tt\4l lafthand &rid of lhe crankshaft. magnetically opertItO!lll t"" puis« coilla) a. the CI".nkslwlft roIatO!lll. The pulsar coi~a) MIld a signal 10 the Ignitor unit which In tum supplies the Ignition HT coils with t"" power necessary to produce the spar\< at the plugs. E.:h coil supplies two sptrIt pkJg$. CyInders 1 and 4 OI*'8le coil and cylind8fll 2 and 3 off the other. For any given cylinder. the plug is fired twice for every engine cycle. btlt one of t he sparks occurs during the emauSI stroke and tnerefore performs no useful lunctlon. This arrangement It commonty known as a 'spare spark' or 'wasted spark' 'y$tem.

on one

2 Precautions to be observed when working on the ignition • ".tern W.m"'g: 1M Vfi)' high oulpW of the ignition lIystem mean. thaI It can be vel)l danf/BflXIl or . ....... • f,laI to toudll/l'8 eotnpOf'I«Its or , ....."'./. 01 any part 01 tM ignlfJM ')"I tem while It Is sllilin openotion. Tharefore t.ke grast cara to .'IOkJ penonal con ta8C\ed or with iI1I connections meda to the wrong terminals; this will destroy lhe ignition trigger assembly and may damage the alternator and other electrical

_..

3 NIMIr discoMect or .nempt to dItconnec:t the Ignition HT leads at the colla or spark plugs while the engine Is running; apan from the personal risk described above. the coils and control unit would .Imost certainly be

-.

.. Never use a meter or megger with. large IC ignitor uM as capacity battery to test thI. wiU almosl certaioWy damage the Ignitor unit. It Is recommeoded thaI only the Kawasaki tester (pan No 57001 -W) Is used to ensure the readings obtained are correct. !i If lhe resistance 01 .ny Olher pan of the Iyslem is to be tested, that the ~ .uppIy Is CUI ott (see above) and that the wires leading to the pulser colis or ignitor unit a.e disconnected. This Is 10 prevent the risk not only 0 1 p&r1Ol"lI'I«li"" 2

Valu e (kn) Zero

,

D

.g

1

!

2

0

3

C

~

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

C "

4

5

A

Z

A

6

c

C

A

A

A

0

0

7

C

C

A

A

A I"

A

A

C

C

A

A

0

A "

C

C

A

A

0

A

~

Ar":

0

0 1"

10

8.38 IgnItor unIt lest table· %)(900 models

8.3b Ign,IOI' unit tesl table - ZXl000 A models {x, 1Ul)

TesI\!I" (-) Leed

"""""'" ,

TeII8' ( + ) lMd Conneaian

,

'K/Y

y

''fW

G

BK

G/ BK

B1'JR

-

2.4 - 9.8

43 -17

24 -10

6.1 _ 24

8.t - 24

5.9 - 24

-

16 - 66

1.4 _ 5.8

0 1A _ 5.8

2 '- 8

2 -.

26 -10

92 - 37

4 -16

4 -16

4 _ 17

1.4 _ 5.8

-

2 -.

2-,

26 - t o

'K/Y

~

Y

~

1.4 _ 5.8

'O(JW

~

0

11 - 44 9.1 - n

G

~

~

~

~

-

~

00

~

BK

~

~

~

~

~

-

~

~

G/ BK

~

2.7 _ 11

4.2 -17

2.7 _ tt

5.8 - 23

5.8 - 23

-

13 - 52

~

13 - 54

16 - 62

13 - 54

25 - 100

25 - 100

18 - 70

-

'KI'

8.3c IgnitOl' unit test table· %)(1100 C models

Ignition system 5- 7

,

Hi M

I

,

... ,

Tuml· ~,

cap s· examination

I

, "'lO

n

(ke)

To.m (o) Lud Con_tlon

, , • , •

.l

I

•

"' - '" ,, - n "- I" lO

,,- .

lO

,, -

>0. l .s _ 5

n

- ,,-"-

.-" " a., _ ,,-

..

! , ,". ,.".- n ,". ,, - " • ... , .,' ... " ......, , • • J - - ,,-j • 1"---"---] Tesw (.)L""'CoMtctlol'l

Tuminal

-",

"

00'

3 Where leads permanen tl y Ignition coils ;, atlach&cl ecoo," Ii{)Ildod that the '-Wal 01 the lead Is entrusted to an auto-electri(:i;.J who will l\ave the ~ise to solder on a new lead without damaging the coil windngs.

(HI )

>0

-

10

lO

j • -- "-. """-- """--

'"''0 "'",

'"

B.3d fgnlt04' unit test table · ZXl 000 B models

Span: plugs ' general

UnI : _O T_

" ..,..

"'",

{- r

OK

....• ...."'"

T_ I·) ..... c---..

"oW _170

"'"

T 4.9 _ 20

-

1.4 _ 5.7

2.8-12

42 _ 170 1.4 _ 15.1

-

..,..

2.8_ 12

•

"

Information relating 10 spar10l plug cleaning. adjusting and renewal wiH be found In CI1apler 1. and a colour conditfOf'l guide at the end 01 thl' manual. which can be used 10 determine ml~lure slrength and running eoncIiIlons.

>0

.-

..

1 Etre.tlc f\IIlI'Wlg faults and problems with the engine suddenly cutting out In wet W"t"can often be attributed to leakage from the high ten sion lead$ and suppressor caps. If this fautl Is present. it will often be poselble to ' " !lny sparks around the leads at n~ht. One cause of this problem Is the accumulation 01 mud and road grime around the leads. and the first thing to check 1$ that the leads end caps are all clean. It is possible to cure the problem by cleaning the components and ,..Iing them with an aerosol ignition sealer. which will leave an insulating coating on all components. 2 Wat .... dispersant sprays are also highly recommended wheno the system hat become swamped with water. Both thee products are most garag" " &l1y obtainable aeoessory shops. Occasionally. a 8UPPfIISSOI' cap or lead may break doWf1 Intemally. If this Is suspected, the components should be

- - - .- " J , ., " ., '" ~

HT leads and suppntSSOf

•

.,..

....

OK B.7 _ 28 8.7 _ 28 8.15-34 3.1 - 13 8.1 _ 33 1.7 _ 7.2 1.7 _ 3.9 _18 02 _ 0.8 2.2 _ 9.0

"'"

~2

1.4 _ 6.7 3.7 _ 16 3.7 _ 115 15.2 ~ 21 I .B ~ 6.4 4.3 - 16 1.4 _ 5.7 1.7 _ 7.2 1.7 -7.2 3.9 - 16 0.2 - 0.6 2.2 ~ 9.0

-

oW _170

0

~

~

~

~

-

~

~

~

~

~

~

~

~

~

-

~

~

~

-

46 _ 190 4.2 ~ 17 15.6 _ 23 42 _ 17 7.5 ~ 30 7.5 _ 30 6.1 ~ 33 4.4 _ 18 42 ~ 170 02 _ 0.8 1.1S -8.3 0.2 - 0.8 20 - 82 2.0 _ B.2 4.0 _ 17 2.5 _10 70 - 280 30-120 30 - 130 30 - 120 42 -170 42_170 34 _ 1..w 30 - 120

(_)O ; T _ (-) L..t Connec:rion

6.3e Ie ignitor unit test table · ZXt 100 0 rnodeft

-

-

Specifications Front forks Wheel travel: ZX900 models. ZX1000 models ZXl100 C models . ZX1100 0 models. Air pressure ZX900 Al to A6 and ZXl000 A models: Standard .......................•. Usable range. Fork spring free length:

ZX900 A 1 to A6 models . . . . . ...•. ZX900 A7-on models ZXl000 A models ...........•. ZXl000 B models ..........................•. ZXl100 C models . ZXl100 0 models . Fork oil capacity per leg - after reassembly: ZX900 Alto AS models . . . ........ . . . . .... . . •• • . ZX900 A7 -on models ..... .. ... . . . . . .• ZXl00Q A models ZX1QOO 8 models ZXl100Cmodeis ZXl100 0 models Fork oit capacity (approx) per leg - at oil change: ZX900 A 1 10 A6 models ZX900 A7-on models ZXl00a A models ZXl000 B models ......... • ZX1100 C models ZXl100 0 models.

140 mm (5.51 135 mm (5.31 125 mm (4.92 120 mm (4.72

in) in) in) in)

0.5 kg/cm2 (7.1 psi) 0.4 - 0.6 kg/cm 2 (5.7 - 8.6 psi) Standard 522 mm (20.6 in) 430.5 mm (16.9 in) 504.5 mm (19.9 in) 488 mm (19.2 in) 438 mm (17.2 in) 295 mm (11.6 in) cc Imp 11 oz 318 ± 4 11.2 ±0.14 496 ± 4 17.5 ± 0 .14 12.2 ± 0.~4 348 ± 4 418 ±4 14.7±0.14 458±4 16.1 ±0.14 465 ±4 16.4±0.14 270 420 295 360 390 410

9.5 14.8 10.4 12.7 13.7 14.4

Service limit 51 1 mm (20.1 in) 421 mm (16.6 in) 494 mm (19.4 in) 478 mm (18.8 in) 429 mm (16.9 in) 289 mm (1 1.4 in) US 11 oz 10.7 ± 0.13 16.8 ± 0.13 11.7 ± 0.13 14.1 ± 0. 13 15.5 ± 0. 13 15.7 ± .013

9 .1 14.2 10.0 12.2 13.2 13.9

6- 2 Frame and forks Front forks (continued) Fork oiIleYeI:' ZX900 A I to A6 models • 357 ,. 2 mm (14.1 ,. 0.08 ~) fork fully extended ZX900 A7 -on modeIt ..................... •• . 110 ,. 2 mm (".3 ,. 0.08 ~) fork fully compressed ZXlOOO A models . 348,. 4 mm (13.7 ,. O. HI~) fork flAy exterxled ZXl000BmodeIs . • •...••...••..• 130,.2mm(5.1 ,.O.08~)forkfullycompressed ZXllOO C models . 149,. 2 mm (S.9,. 0.08 in) fork flAy compressed ZXI 100 0 models . 133,. 2 mm (S.2,. 0.06 In) fork flAy compressed '0iI Ievell~ mMwrtId from the lOp of /he stanchion with fcrt spMg remowJd. Reeommend down through the stanchion to engage with the damper fod head. A suitable altematlve can be made by grinding a coarse taper on a wooden rod of sufficient length: the tapero.>d end can then be passed down the stanchion to engage in the d amper rod head. With an ass istant ho lding the protruding end of the woode« rod

16 f'j,;fOn ring 17 Rebound spring 18 Damper rod SENlI 19 lNsl~

24 Lower leg 2S /lJJen boll and seaJ/Ilg 26 Drain scntw and SfNlIing washer '

wu..

20 CircNp 21 Oil ~

22 WasI!et' 23 Top INsh

, ZX90IJ Al-otl models • ZXlOOO B models • ZXI 100 e tD models

6-6 Frame and forks MaIing washer 00 the Allen boll and ....- ~ ne
~

:;:~i~e~ae';.~:p~~m~;e::,~oe~:~~ ~~!~~~

3

the race to ensure that ~ drives out squarely. It "",y prove advantageous to curve the end of !he dritt slightly to Impro'lB access. Note that

with this metllod there is a real risk 01 damage unlesl care I. laken. II Ihe race reluses to mo ..... stop: leave the job until a proper ertraeIor CIIrl be obtained. 5 The lower Inner race can be IeIIered off the st-ng Ilem, using SCfewdrlver$ on opposiIe side5 to work It lrea. To fit the new item. find a length 01 tubing slightly large< in its internal diametfl< Ihan the steering Item. This will sutflee as a tubular drift. Grease the bearing thorougnly and wipe a troce 01 grease around tile st&erlng stem. Dr ive the bearing home evenly and l ully. 6 The new outer races can be Instal~ using a home-made v~lon 01 the drawbott arrangemenl (_ Illustration).

9 Steering head - refitting

t On relittlng coat both bearings and lhe st_Ing stem with grease. Offer up the bottom yoke and stem to the /rarne and fit the top bearing followed by the O-ring and dust seal. and refit the slotted adjuster nlJl fi ngertight. It i. Important to bed tile bearings in on assembly. before Iinal adjustment - proceed as follows: 2 To preload the bearings. a C-spanner. preferably the correct Kawasaki item (part No 57001-1100). will be required. If using any other~, noIe thai it wit be necessary to make soma pn:wIsion IOf a spring balance to be attached to a point 190 mm (7.' in) /rom tIMt centra ot the steering ' tam . To this end . extend the spanner as req\Wed and dlil a hole

s.e Orawbon tools fOf refitting bearing ouIerntCes

, Dnlwboll

8.' Stftring head bearings· typical

4

''''' W""" Loc~

wlI'/Ief'

Adjusting nut

5 Dus/seal

SO-ring 1 Topbearing Bottom bearing Dust waI- where

",.,

In the handle at the correct distance. A s.pring balance capable of reading above 22.2 kg (48.9"SW the adjoulter from !he

link mounting bracket to the frame and remove ttle fuel tank along with its ~ting tnckI!t. DisI::onnecIthe bansoy (~ lead first) and remove it from the~. Remove the air filter element as ~bed in ChlIpter 1 and dispiace the four spring clipS which ..,lain the air fitter hoses on the carburettOfS. The air lilter housing can theg as follows, 3 Pass a 1 ".." drill up through the ceotre 01 the pin and dri~ througtl the ~x housing. UsIng

the 1 mmtJOlt as, pilot hole, drill 8 3.0- 3.5 mm hole in the underside of the gearbox housing. The roll .,., C8I'I thtn be tapped ouI 01 pIecfI with a drift. The bush, pinion and tIYust washers can then be removed from In. housing. On reassembly always fit a new roll pOol and stake it In ~ to pr1I'I8O"tt it dropping out

Tachome ter 4 The tachometer Is eiectrically operated and is controlled by the ignition s)I$tem. Should the tachometer mallunctlon the inSln.lment head and relevant wiring should be examined lIS described in Chapter 8.

~ examination and maintenance ~

22 Speedometer drive cable -

'"

1 The cable is secured at each end by mgs wNch shooJd be slackened n tightened with e pair of pliers ( _ Illustration). II the cable is thought to be 11 fault, remove It from the machine, and spin the inner cable at one end. If the other end 01 the cable falls to tum, ttle cable Is broken and should be renewed. 2 II the operation of the speedometer has become jer1(y and excaes/Ye Iotce is needed 10 tum the cable manually as described abo¥a, the cable IIhouId be r_wed. Lubrication II dilllaJtt with this typa of eabIe, but an _ _ chain lubricant or a slilcooe-based lubricant can often be Introduced using the al:lfow', tllin extension nozzle. Do not apply excess lubricant to the upper end of the cable ottwwise there Is II risk of ~ working up into tht Instrument head. On refitting ensure the cabII Is correctly routed, secured by any ties or guides and is not Ir8Wed or kinked anywher.. knurled

1 Windscreen 2 Upper falrirlQ inner ~

---

3 Rear view minors 4 Upper~ 5 Upper faIr*Ig moutl(jng

6 HNdlIlmp i-'lspecfion 7

Mlddlef~

,,---

B """"""''''''''"'' 9 Lower fairing 10 Lower fairing Inner ~

12 Lo_faIMg

23 Fairing removal and refitting ZX900 models 1 Slacken and remove the ~hl screws which secure the lower fairing to the middle fairing and the screws which retain the lower I~ Inner CO\Iers ISH Mlu.tratlonsJ. Release boIh

23.1' Fairing - ZX900 model.

23.1 b ZX900 - note the nuts fitted to the two lower lalring mounting bolb

Frame and forks 6-19

the Iowllf fairing mounting bolts and nuts and

lower the fairirag away!n)m the machine. 2 Remove lne six middle lalring mounl ing botts. all 01 which life lIiIuated below the radiator. and carefutly lower the middle lairing ~ from the machine noting the tangs INt Ioeate wiltl the UpPfi la.iring ($ee ilustratlonsj.1f neicesswy. the cowlings fitted to aach side of tha radiator can than be removed OrlCe their ratalnlng sc rews have been roteased. 3 Slacken and remove the lop yoke cover retaining screws and 11ft the cover claar. Release tha knurled ring which ralains the upper end 01 the speedometer cable and free the cable from the Instrument panel. Remove the two bolts which mount the Instrument assembly to the fairing bl"acket and pull the

23.3 COVe. the fuel tank wjth a clean rag and rest the Instr\.lmef1t p.aneI on the tank

23Ac .. and disconnect the tum signal wiring connectors

assembly upwards. COvIlf the fuel tank with a clear1 thicl< cloth and rest the instrumef1ts on

lalring can then be manoeuvred clear 01 lIS mounting bracket.

tha fuel tank (..a illustration). Ensura the In$ttumeI\ts are left in an upright position to prevent them beng damaged in any way. .. RMase the I5Cf8WS whidl retain each 01 the upper fairing Inner COVe

(36 psi) kg/em> (36 psi)

2.50 kg/cmI'(36 psi) 2.50 kgfcml' (36 psi) 2.90kgfem>(41 psi) 2.90k9'em2(4t psi)

2.25 kg/ani (32 psi) 2.50 kgfcm' (36 psi)

2.50 k9'em> (36 psi) 2.50 k9'cm' (36 psi)

2.50 kg/em: (36 psi) 2.50 kg/cm>(36 psi)

2.50 kgfcm'(36 psi) 2.90kglem2(41 psi)

2.50 k9'cmI'(36 psi} 2.50 kgfcml'(36 psi) 2.50 kg/em: (36 psi) 2.50 kg/em:(36 psi} 2.90 kg/cmI'(41 psi)

2.50 kglem> (36 psi) 2.90k9'em>(41 psi) 2.90k9'cmI'(41 psi) 2.90kg/em>(41 psi) 2 ,90 kg/cm>(4t psi)

''''m

...

9.0

65.0

9.0

65.0

9.0 11.0 11.0

65.0 ".0 " .0

15.0 11.0

".0

2.' 2.0 '.0

29.0

,.,

,.,

Front disc

--

Aeardisc 2)(1100 0 models: Front dlsc Brake caliper mounting bolts: ZX900 Alto A6 and ZXlooo A models ZX900 A7-on, ZXlooo B and ZXll00 C models Front brake eallpe.r Joining bolls · ZX900 A7· on and 2)(1 100 C models Brake caliper · ZXllOO 0 modeII: Front: Mounting bolts . Joining bolts . Rear: Mounting bolts Joining bolts . Front master eylinder elarnj) bolts:: ZX900 Al to /IJ3 and ZXlooo A models ZX900 A7-on. ZXlooo B ar.d ZXll00 C/O models Brake hose ooion bolts. TOI'QIMI arm nutslbolts Metal brake pipe gland nuts antl-di'le modeIa only . Antl-di'le pIuoger housing bolts . Bleed nipples

110.0 15.0 14.5

'.0

51.0

,.,

" .0 "'.0 " .0

11 .0

ar;,ke disc bolts: ZX9OO. ZXlooo A and ZXll00 C models ZXlooo B models:

41.0

2.3

\7 ,0

3.' 2.3

25.0

23 2.'

17.0 18.0

,..

11.0

24.0

3.' 2.'

25.0

3.' 2.'

25.0

2.' Not available

15.0

0.9

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2.' 2.' L>

0.45

0.'

15,0

15.0

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18,0 18,0 11 .0

,., 3.3

Wheels, brakes and tyres 7-3

1 2 3 4

the Irame to avoid straini ng the hydraulic hoses. 3 On ZX900 AI to A6 models it is necessary to remove only one 01 the calipers. Remove the cal iper mounting bolts end walt until the wheel has been lowered out of the forks as described below belore removing the caliper. 4 On all mode ls, release the wheel spindl e pinch bolt(s) s'tuated on the right-hand lower fork leg and slacken the wheel spind le 1rom the right-hand side )$8e illustration). 5 Remove th e lower lairlng, as described in Chapter 6 . and place some blocks or a su itable stand underneath the engine so that the front wheel is raised clear 01 the ground. Support the wheel and withdraw the spindle lrom the right-hand side. The wheel can then be lowered to the groond and removed from the machine. On ZX900 Al to A6 models slide the caliper off the disc. placing a wedge between the pads and tyi"ll the cal iper to ttle machine as described above 6 Note that the wheel shoo ld not be placed on its side w ith the weight resting on one of the brake discs as this could distort the disc Place II wooden block beneath the wheel rim or rest the wheel against a wall. 7 Refer to Chapter I lor details of whool examination.

WI!eeI spindle

Rigflt·hand sp8Cef Oil sooI Orclip 5 Bearing - 2 off 6 Central spacer

".

7 Spoodometer drive

8 Circlip 9 Oil sooI

,."

10 Speedometer drive

" 12 13 14 15

Drive gwr housing Nul Pin Washer - 2 off Speedometer driven

,..,

16 &Ish

3 Front wheel - refitting 2.4 Front wheel - typical

1 General description

2 Front wheel - removal

All models use cast al loy wheels whk:h al"fl dngned to run wilh tubeless lyres. Although the wh~s vary in size and style. all are very similar in construction. 80th Iront and rear brakes are hydraulk:ally operated discs. II twin d>sc set up at the 1ronl and a single at the l"fIar. 00 ZX900 Al to A6 models and ZXlOOO A models, the front braklng system is also used to actuate the anli-dive units fitted 10 the front foe-el arid insert central spacer

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6.5c Grease the cavity and fit the second bearing

6.5d On the lront wheel locate speedometer drive plate with slob In hub .

sp rocket carrier assembly. Lever out Ihe oi l seal from the right-har.d side 01 the hub and remove the circlip beI1ind it 7 Remove. examine and install the bearings as described above for lhe Iront wheel.

linal drive chah Refit the sprocket on the carrier and lighten all retai ning nuts to the specified torque setting . Insert the spacers Into both sides 01 tha carriar assam~y. anSlJring that they are refilled In their original posJtions (see illustration) 5 Examine the cush drive rubber block: ~ perished. sptit. damaged or compressed to Itle extenl that Ihere is excessive movement between the sprocket canier and wheel, ~ rrust be rooewed (He illustration). It can be pulled out of \he hub by hand. The new rubber bklck will be a tight fit: lubricate it with a very srnal amount of soapy water, not oil. to aid installat ion. NOle that on some ZXl000Bl models instances have occurred of the cus/1 dlive rubbers distorting, leading to excessi~ backlash at lhe rear wheel. In such cases a modification is available lrom the manufacturer. consisting 01 three p lastic Inserts which are glued to the rubbers to strengthen them.

Rear wheel cush drive· examination and renovation 1 Remova the rear wheel as described in

"

....

7

6.58 .. and secure with the eire lip spacer, then pack the cElOt be disturbed I.If\I.aS.$ the masler cylinder Is to be r~ed. Place iI clean COfltalnef below one 01 the brake calipers and run a clear plastic tube trom the caliper bleed nipple to the contalrw. UI"I!lCf8W the bleed nipple by one lui too> end drain the system by operating the brake lever repeatedly unt~ all Huid has dralned from the

......

2 Position a wad of clean rag beneath the point whe<e the brake hoae joins the master cylinder to pr.... ent drops 01 brake Huid contacting the oomponllflts beiow. Putl back the rubber cover from tile head 0 1 lhe union boll and remove lhe boll . Ooc. IWy excess lIu1d has drained from tile tnlIon COflnection. Wfap the end 01 the hose In rag or poIythene and then a\tach it to a point on the handlebars. Remove the brake lever by

,,-

Uflacrewlng its Iocknul and shouldered bolt. Ramo". the reservoir cover and lift out the diaphragm. Release the two master cylinder clamp boits and rerTI(lVe the master cylinder Irom the machine. 3 Use the flat 01 a smalt screwdriver to prise out the rubber dust seal booIlrom the and of lhe piston assembly (... IlIu8Iration) . This will expose a retaining clrc\ip which must be removed using. pair 01 clrcllp pliers which have tong, straight jaws, With the clrcllp removed. the piston and cup as.sembty can be pulled out. Be V8I)I caratul to I>Ote the exact order In which these componentt ara fined. • Note thaI if a vice is used to hoid the master cyllndflf at any time during dismantling and rt8SS8f1"IbIy, its Jaws must be padded with toft alloy or wooden covers and tile maste!" cylinder must be wrapped in SOft cloth 10 pt"8Y8fl11l being marked or distorted. S Place aM the master cytinder component, in a clean conl alner and clean each pan thoroughly. Lay Ihe pans out on a llheet 01 dean paper and a~amlna each one as follows. E~amlne the plslon sur/ace and master cytindef bore lor IoI9"s 01 wear or corrG$Ion . ~ both components if damaged In any way ; new seals will not compensata for scoring and will wear oul qu;ckly. Check the primary and secondary seals lor damage or swell ing. renawlng them unless In per1ect condition. The cops are IIOId as a kit together with the piston and spring. R_w the duSI seal at Ihe same lime to preclude road dirt entering the assembly. Ensurelhat the supply port and lhe $Illaller retial port between the cylinder and reservoir are clear, especially wnere swollen or damaged cups have been noted. Inspect the threads 01 the brake hose union boll for 'Igns ollallure and renew the boll II In the slightest doubt. Renew the sealing washers located on each side 01 the union lUI a matter 01 course. 1 Check before reas.sernbly that any traces 01 contamination remaiOOg In the .-voir body have been removed. Inspect the dlaphragm 10 see that II Is I>Ot perished or split. It must be noted at this point that any rtI8$S8I11bty worI< muSI be undertaken In ullra-clean conditions,

e

, eo-

2 ScnIw·20ff

-

5 Brakll stop lamp switch 6 HandlebllrcJ ll/llp

.

1 Bch·201f

9 Pn'mary piston IISSemb/y

10

Circ/IJ!

11 Ov$lbool

12 B~klllevtIr 13 Hose union 14 SeIIIing wtJ$he,· 2 off 15 Union boll 16 Rubber covw

10.3 Fronl b. Using an ohmmeter or mu~lmet er set to the ohms x 1 scale. check for continuity between the termina l bolt and pOSitive brush(es). Continuity should be shown; if no cont inuity (high resistance) is shown. renewal Is requ ired. Repeat the test between the brush plate and negative brush tips; renew if no continuity (hig h resistance) is ind icated . &!t the meter to the K ohm scale and meaSUre the resistance between the brush plate and brush holders and then between the term inal bolt and brush plate; in each case no continu it y

(high resistance) should be shown. If co nt inu ity Is shown. it is likely that the Insulatkm has broken down at some point. ~ this is the case. remove the terminal bolt retaining nut. followed by all the washers. Make a careful note of how these washers are arranged as a guide to reassembly. Exam ine the insulat ing washers for cracks or other damage and renew if necessary. Note that a~hough they are not listed as being available separately. su itable replacemen ts can be purchased Irom most automot ive suppliers. 6 Exam ine the brush retaining springs for any signs 01 damage. Spring tension can only be ascertained by comparison with a new item. Renew the sprtngs if in any doubt about their condition. 7 Clean the commutator segments and grooves with a rag soaked in high flash-point solvent. If flenctlon and paraffin should be pumped out 01 the oullet hose. II not, the pump Is laulty and must be renewed. With the pump IUll(:tlonlng. block the end 01 the outlet hose to stop the Ilow 01 Hquld. The pump should cut out .. toon as the hose Is blocked , If r.ot the pump Is defective and must be renewed. 4 II a pressure gauge capable of reading approximately 0 - 5 psi" available, the pump operating pressure can be checlled as follows. Fit the pressure gauge to the outlet hose of the pump alld set up the circuit described above. With the pump functioning.

wn.

wn.

block the end of the outlet pipe to stop lilt flow 01 the paraNln (kerosene) and nOll lilt pnI&&tKlI reading obtained on the gauge. KIIII pump Is &efViceable this reading $hOUId be between 1.6 - 2.3 pel. K Wf'I 01 the aoo-.. Ihow the pump to be faulty. It mull be

t_

-"'.

18 Headlamp relay and reserve ~ lighting system - test ing US li

models only

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Stllrler,..,. 70 Bartery 77 Applies to US Grit 72 ExceprUS

BK_' Be_

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R W """ Whir.

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1 The US models are litted with • ~ relay. The headlamp remains 011 wh.., lilt 9nitlon switch Is first switched 00. and doll not ~ghl until the starter button Is pressed. The heaclamp then stays on unta lhe IgMm switch Is ttmed off. Nole that the ~ wiI go out temporarily If the starter button II pressed to res\.art the engine after ~ 11M stalled. 2 US ZX900 and ZXl000 A models ... 1Ibo 'ltled with a .eserve lighting sy$lem and head lamp bulb lailure warning lamp (_ Illustration 18.3;lJ. 3 If on any mode l the lighting system malfvnctlons, first check the bo.Ot tile ease. r-.... the diode.

19 Tum signal retay lOcation and testing 1 On ZX900 and ZXl000 A models the tum aIgnaI relay is the large SQU8ra relay aItlJllted In the Junction OOK (sea illust ration). on ZXtOOO B model, ~ Is sitlJllted on tile inside 01 the upper lall1ng section where It Is mounted jusl 10 Ihe lett 01 the headlamp. •nd on ZXttOO C model' It Is behirld the lelt-hand $IdepafIal wIlere It Is mounted just to tile r&ar 01 \he starter relay. On ZXIIOO D rnodebtl1e relay Is mounted on the left-hand ,ear ITarne ralls (_ lIIu.t...uon). Remove the ....t and tall unit I t described in Section 7 01 this Chapter for accesl. Unplug Its wil1ng connector arid pull the relay out of Itl

-.

2 II tile tum signal lamps cease to function correctly, thefe may be several possible causes belore the relay Is suspected. First cheek thai Iha luses ara intact and that the battlry I, fully chl'ged. Check tllat the lurn signal lamp' are secu,ely moun ted and thaI an lhe earth connecHons are clean arid light. Cllaek thaI Iha bu lbs arl all of the COffect wattage and lhet corrosion has not d&\IeIoped on the bulbs or In their holders. Any luch corrosion mUlt be thotoughly cleaned off to ensure proper bulb contact. Also check that the tum Iignallwitch is tt..>ctIoning correctly and that the...wlng is in good order.

3 F.ults In anyone 01 the above ~em.1II'iI produce .ymptOlTl$ lor which the tum IIgnII relay may be unlalffy blamed. II the ,.... persIsts even aflat the prelImInary e/"It(;Q have been made the relay is al fault and be renewed, no lurther test detail. .. avallable. 4 All US model. are lilted with haa-d warning lights, operatod from a switch on tht tefl-harld handlebar Cluster. With the h8UIrII swItch In tha ON po.ltlon and tha Ign~ion switch In the ON or PA.RK positions. all IOU' tum signal lamps. plus the warning lamps, should tIa$h. II a fault develope check the l\.1li signal circuit and relay as described Ibovt. M thl' I'lls to cure the problem. the IIazard .wltch Itaell must be at lautl. ldenllfy \til . wltch wires using the appropri.te ~ diagram at the end 01 this chapter. dsconnId tha handlebar .witch block ConneetOf InC! cheek for continuity across the pan of switO'I termWlis as shown In the switch box.. at tht base of the diagram.

"'*

20 Horns location and testing 1 The horns . . mounted inside the fairing on each side of the radiator (see ill .... tr.tIon). To gain 8CCMI to the horns it wII be f"NIOMNfy \0 remove the lower and side fairing sectIc:n as descrlbld In Chapter 6. 2 If the horns lail to work, tnt cheek that tht fuses are intact. Check that power Is reaching tha hom. by disconnectlrlg lheir wire. and connecting them to two 12 volt bulbs. SwitdI on thl Ignition and press the horn button. H tile bulbs 11g1II, the horn clrcu~ Is prOVed IJOOd arid the hom il at fault. If not, there I,. fault i1 either the wiring or horn button which must bt found and ,ectilied. 3 To test a hom, connect a IuIty charoecl 12 YOIt ballery directly to the hom itself. 1\ It doll not sound. a gentle lap on the outside 01 \htI hom may free the internal conlactL If IhiII taIIII the 110m must be 'fKlaWed; 'epalrs are not

_....

20.1 Home .,. ...-.nted on tach aide the radiator

at

Electrical system 8-19

21.3tI Fit the bulb to the h. .dlemp unh .

21 Bulbs · renewal

2 To renew lhe headlamp bu lb ~ will probably be necessary to remove the fairing. howev....

some ow.-s might find it possible to renew

Heedlamp and parking lamp 1 The hNdll\mf:l bulb is 0I1Ile quartz-halogen type with. conventional H4 fitting . Do IIOt

touch the bulb's glass envelope as akin acids will short&n the bul b's service life.

21.4a Parlling lamp bulbholder 1, a push fit In the headlamp unl' .

the bulb witll the fairing still r.tted to the machine. Due to the amount of work .-sary to I'1If"fIIMI the fairing it is therelore recommended that an attempt be made to carTY out the openItlon with the fairing on the machine. II thle proves unsuccessful. th e fairing should be removed as described In Chapter 6. The same applies to the parking/pilot lamp bulb although this will be con$idarably easJer to.--.N. On ZX900 and ZXlOOO A model' both op8fatlons can be made ea,ier by removing the small cov ... situated below the headlamp on the ~ oIl1le upper fairing section. 3 Unph,og the headlamp bulb conneclor and remoYtl the rubber bulb cover from the back of the head lamp unit noting Its correct posil >on. On ZX900 mod~s remove the bulb holder by pushing ~ In towards the headlamp unit end turning It anti-clockwise. end 0f1 ZXIOOO and ZXIIOQ C/O mod~s disengage the bulb retaining aprIng clip from the headlamp ...nlt. On all models withdraw lhe headlamp bulb. On relittlng. nOle that the locating tangs 0f1 the metal bulb collar are offset so that the bulb CIll1 onty be fitted one way. Secure the bulb w~h its holder or clip {as applicab le) and !It tile rubber bulb cover ensuring that it is filled In its original position and is correctly seated (see ltIuelrat lone). Relit the h..dlamp connector (•••

illustration). Check the head lamp beam settlng as described .n Chapter ,. 4 The partdnglpilot lamp bulb holder is a push fit in the headlamp assambly (see illustration). The bulb is a bayonet til imo the holder and C8I1 be rerT"l(Ned by pressing it in and turning it antl-clockwise (s. . IlIuab"ation).

Stop and tall lamp 5 Most modals are fitted with twin sl op/l all lamp bulbs which can be accessed from Inside the tail section once the !lllal ha$ been removed (see ill.... ~tlon). Remove the bulb hoIdl'lf'S from th' back 01 the tail lamp assembly by t~ them .... Ii-clocl<wise. The bulbs are a bayonet fit and can be remc:w.d from their holders by pressing them In and turning them antl·clockwise. The bulbs are ref~ted by a revenal of IIIe removal procedure IIOtlng thai the pins on each bulb are offset to prevent it from being Incorreclly fitted (s•• mustration). On ZXl 100 0 models access Is timited to the two lens retaining SCrews with the tail unit in place. necessitallng ~ther r1Ifl"IOYaI 01 the tail unit or rwnovaI oItha lamp mounting bolts so thet the lamp can be angled down to provide ~. Remove the two screws and carefully separate the lens from the re/lector. taking care not to tear the seal. To remove the bulb push ~ in and twist ~ anti-clockwise. To ,nllali a new bulb. push It in and tum clockwise. Relit the seal and lens. laking care no! to overtlghten its screws.

8- 20 Electrical system

Tum signal lamps 6 To renew the turn algnal bulbs on ZX900 mod.ls remove the sere'll from the back of the tamp and remove the taos and butbl>oidef assembly 1_ II tu stretlons) . Release the two !I.mIIM seraws which secure the bulbtloider to !he lena Ilf1d r~ the lens. The bulb can IhIr1 be I"8ITlO'o'8d by pressr.g it .. and t....,ing It anti-clockwise. On relittirlg ensure the rubber lens gaskel Is correctly position«! and take care not to overtighten the lens retainirlg =~.

7 On ZX 1000 A models to renew the front bulbs, lever ouC the two plugs from the tum signal assembly and f8IOO\Ie the two screws wtdch secure...-.ell unit to the falrirlg . Partially withdraw the tum Ilgnal, remov e the bulb holder by tuming it anti-clockwlse. and lower the assembly away Irom the machine. Thfl bulb can then be rerTlIlWd from its holder by pressing it in and turning it anti-clockwl5f1. Thfl bulb Is reliltfld by a reversal o f thfl removal procflduenfS faci1Q the comrct way up otherwise ~!O their moYemerlt will 0CCf.If". 2 Identify the three wiring connections to the rear of the fuel gauge and unscrew tham (_ illustration). Remove all screws retaining the inslf1Jmenl top and bottom helves IOIId sapa"IIte them to gain acoess to the fuel gaIgI. 3 Refit In e reverse of the remcwal procedure. msklng sure that the wiling connecUons ill'

maOe correctly.

Cooling fan

' Not.:

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Front right tum signal

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rert

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beam

Oilpressure t1

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Neutral

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Panelllght

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Panel light

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Rear brake light switch

Alternator

Pickup coil

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Ignitor unit

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Ignition coils

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sender unit

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Front brake light switch

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Right hand handlebar switches

Ignition sY(itch

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ZX900 A UK models

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relay

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signal WIL

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Alternator

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Diode

Fuel level

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Accessory terminals

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Oil Sidestand pressure Neutral switch switch switch

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"":'" Fuel/evel Fuel/evel Alternator warning Tum signal WIL relay circuit relay relay

ZX1100 C US models

Diode

Starter motor

Starter relay

Main fuse Battery

Ignitor unit

Pickup coil

C,J. Turll: H29824

Ri ht hand handlebar switches

Water temp sensor

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Earth

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Clutch

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Dimmer switch

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Alternator

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eaptr tools are likely to

_ out IMler and need to be renew
11 CabIt oller c/iwnp 12 Feell!lrgauges 13 .sp.1I ~ QIIP

14 Spat/< ~ $pIIIlnNOf deep~.soc/Iets

15 WIIlt brush and

Ie

Inevitably e.rtain tasks requn the \1M 01 • se
which I. Sl aked Into a groove In the thaft thtIr edYantaga over conventlOfl&l pia," nuts Ia a rlllllslance to loosening due to Ylbtatlon. The nylon insert type can be used a ........-nt:ltr of 1Im8$, but """,I be ~ when the friction of the nylon insert Is reduced. Ie when lhe nut spins freaIy on the shaft. The spring tab type can be reused unless the tabs ara dama!jIed. The IIhouJdered type must be renewed every time ~ Is disturbed. • Splil pins (colter pns) are used to lock a castelated .-.rt to a shaft or to prevenI slackening 01 a piIWI nut. Conwnon applications . . ....t>MI axles and bnIke torqua IWTM. Bec:a.e the split pin ..,.. era deformed 10 Ioc:I< a'O.IIld the nut • _ spit pin......c ~ be used on nstaIIIIIion - always lit the correct size spit pin ...t"kIt wlllIt Make SI,q !he split pin located 8tOlD:I the nut {see

tl"UIih k"I!he shIItt hole. ImlS IIf8 ~

~2.5ard2.6l.

2.5 Bend split pin (cotter pin) arms as shown (arrowsl to secur. a ca5leUated nut

Nuta and apllt pins •

2.2 EJ;lemai TOOl IA). aplio&d (8) and he.~ (Cllasl~, with correspondinsl 80Ckets

Conventional plain nuts are usually

sl ~.

aided (see mustratlon 204) . They are sized by thread diameter and pitch. High tensile nuts carry • number 00 one and to denote their

ter.ile Itrengtlt.

• Certain faslenen on the mo1orcyc1e have a tensile marklllg on their heads, the higher Ihe markln.g the s,ronger the fastener. High tensile lasleMrS generally carry a 10 or higher marking. Never repl~ a h;gh tensi le fastener with one 01 a lower tensile s ltenglh .

C.utlon: " the CIIstell.ted nut slots do nOf align with tha sh aft hole a"er flghtanlng to lhe torque setting, tighten the nut until the nBJIt slot aligns with the hole - never sillciren the nul to align Its

Waahera l_llluatrallon 2.3)

w •.

• Plain washers Bf8 used between a fastener head and • component \0 ptevef1\ damage to the component or to 'ptead 1M load when 10fQUfI Is applied. Plain washtn can aI$O be

used as spacers or ahllns in certain assemblies. Copper Of aluminium plain washers are 011811 used as sealing washers on

--.

2.8 Bend split pin (cott.,.. pin) arms a. shown to secure a plain nut

2.4 PIIIln nut (AI. IIMuIdered locknut (8), nylon InMrt nut (C) and castellated nut (01

• R-plns (shaped like the lell er R). Of slip pins as they are sornetima5 called, _ SprUng and can be reused if they are oth_11I8 In good condition, Always inslall R-pins with their closed end facing forwar(ft (see ~fu.tration 2.7) .

REF. S

Tools and Workshop Tips

2.10 Align c;rclip opening with shaft channel

Circt ips (see illu5tralion 2.8) •

Circllps (sometimes called snap-rOngs) life

used to retain componEtflts on a shalt or in a housing and have corresponding external or inlamal ears to pootl~ r$ll(lva l. Paral ~·sided (machined) circllps can be il'lStalled e4ther way round in their groove, whereas stamped cird ips (which have a chamfered edge on one lace) must be installed wilh the chamfer lacing away from the direction of thrust load (see Illustration 2.9)

• Circlips can wear due to the Ihrust of components and become loose In their grooves, with the subsequent danger of becom ing dislodged in operation. For this reason, renewal is advised every time a circ lip is dfsturbed. • Wore circlips are commonly used as piston pin retaining cl ips. It a remova l tang is provided. long -nosed pliers can be used to dislodge them, otherwise carefu l use of a small flat-bladed screwdriver is necessary. Wire clrcllps should be renewed every time they are dislurbed.

Thread diameter and pitch

2.8 External stamped circlip (AI. intemal stamped circllp (6), machined cl,clip Ie) end wire circlip (D) • Always use circ lip pliers to remove and Install circlips: expand or compress them just enough to remove them. Alter Installation, rotate Ihe eire lip in its groova to ensure it is

securely seated. If installing a ci,clip on a spl ined shalt. always align its opening w~h a shaft channel to ensure the clrcl ip ends are well supported and unlikely to catch (see Illustration 2.10).

F----__+_

THRUSTLOAO

• Diameter of a male thread (SCI"ew, bolt or stud) is the outside diameter of the threaded portion (see illustration 2.1 11. Most motorcycle manufacturers usa Iha ISO (International Standards Organisation) metric system axp'"essed in millimetras. eg M6 refers to a 6 mm diameter thread. Sizing is the same for nuts. excapt that the thread diameter is meas4lred across the vallays of the nut. • Pitch Is !he distance betwaen !he peaks of the thread (see illustration 2.11). It is exp'"esseci In millimetres. thus a common bolt size may be expressed as 6.0 x 1.0 mm (6 rrm thread diameter and I mm pitCh) . Generally pilCh increases in proportion to thread diameter. a/Ihough tI'Ie«! are always exceptions. • Thread diameter and pitch are related for conventional tastaner appl ications and the accompanying table can be used as a guide. Additionally. the AF (Across Flats). spanner Of socket slze dimension of the baR Of nut (see illustration 2.11) is linked to thread and pitch specification . Thread pitch can be measured with a t!vaad gal.lge (see Illustration 2.121.

AF size 8mm 8mm 10mm 12mm 14mm 17 mm

Thread diameter K pitch (mml M5 ~ O.S M6 x 1.0 M6x 1.0 MS x 1.25 Ml0 x t.25 M12 ~ 1.25

• The threads of most fasteners are of the righi -hand type, ie they are turned clockwise to tighten and anti-clockwisa to ioosen . The reverse situation applies to left-hand thread fasteners, which are turned anti-clockwlse to tighten and clockw ise to loosen. LeU -harld threads are used where rotation of a component m;ght loosen a convanlional righthand thread fastener.

Seized fasteners • Corrosion of externa l fasteners due to water Of reaction between two dissimilar metals can occur over a period of time. It wi( build up sooner in wet conditions or in countries where salt Is used on the roads during tha win ter. If a tastener Is sev8(eiy corroded it is likely that norma l me!hods of remova l will fail and result in ils head being ruined. When you attempt removal . the fastener thraad shouk:l be heard to crack free and unSCrew easHy - if ~ doesn't. stop lhere before damaging something. • A smart tap on tha head of the fastene-r will often succeed in breaking free CQl"rosion wh ich has occurred in the threads tsee iI1ustration 2.131. • AIl a8(osol penetrat ing fluid tauch as WO-4O) applied !he Ilight beforehand may WOI!c its way down into lhe thread and ease removal. Depending on the location, you may be able to maka up a Plasticine well around the fastener head and fill ~ w~h penelrating Nuid.

--+

~USTWASHER

D

! ......

Sl1ARPEDGE

CHAMFEREO EDGE

2.9 Correct fItting of a stamped

cl~llp

2.11 Fastener length (L), thread ~iameter (0). thread pitch (PI and head SIze (AF)

2.13 A sharp tap on the head of a fasteoer wilt often break free a corroded thr ead

Tools and Workshop Tips

REF- ?

• II you , •• working on an engine Internal component, corrosion wiI most likaty not be a problem due to the well lubricated environment, However, components ean be very tight and an impact driver is III useful tool in freeing them (_ illustraUon 2.14).

Broken fasteners and damaged heads 2.14 Using an impa.c;:t ~ to free a la8 _ •

Wl\era corrosion has OCCUI'Ted belW&en

disslmllar metais leg steel and aluminium alloy). !he appli8f on the lower nut (_ Illu, tnItion 2.18),

diameter 01 the !aslener .00 dril l to e depth which w ill accommodate the extractor. UN

11>8 largest size extraclor possible. but avoid leaving too small , wall tl\ickness olh-efwlse the extractor will merely lorce the lastener walls OlIlward. wedging It In the casing

"'""".

• 1/ a spiral type extractor is used. thread It ant l·clockwlse Into the lastener. A!J It I, screwed io. ~ will gnp the fastener and unscrew It !rom the casing !_ lllustration .2..(0).

• 1/ a taper type extractor Is used. tap ~ Inlo the fastener so that It Is firmly wedged In place. Unscrew the axtractQr (anti·clockwlse) to draw ll1e fastener out.

Wamlng: Slud "'"traclors a,.. ""y ".rd and may break off It! 1M fllSl_1f cant Is not Wen - ask an engln..... about sparlf erosion If Ihls happens.

2.15 Using heat to trIN a seized I • • t..-

• A!J a last resort. it is possible \0 use a harrrner and cold chisel to wort< the lastener head untcreWild 1_ iII.... tration 2.11'11. This will damage the fashmer, but more importantly e~treme care must be taken not to damage the sUlTQ<Jnd ing componeg it off I_Illustration 2.301.

thread eIl,metsr and pitch required

• There are epoxy thread repair kits on U. mark",t which can rebuild strippdle (3) lightly into cootact with tile otller side 01 the Item (s.. ill ustr ation 3.3) , Don't tighten the thimble down because this wi. damaQe the micrometer - nstead use the ratchet (4) 00 the end of the micromet .... The ratchel mechanism applies a meaStJred fore ... prevenl ing damage to tile

COIlVlttltionotl

• Tha mIcromet... Is read by re!1II'I'ing to tile linear scale 00 the ~ and the ........ scale on tile thimble. Read off the sIeavfI first to oblain tile base measurement, then add the fine measurement from the thimble 10 oblaln tile ov ... all reading. The linear .cale on thl sleeve represents the measuring I1In9'" oIllle lTIK:I'OITIeter lag 0 to 25 mm). The annular scale

• Feeler OSllges (Of blades) are used for measuring small gaps and clearances (see Illul tret ion 3.1). They can atso be used to measure endftoal (sideplay) of a component 00 a shaft where access Is not possible with a

..

,.....

• Feeler gauge $ets shoukI be treated with cara and not bent or damaged. They are etched with their size 00 one face. Keep them clellO and vttry lightly oiled to prevent corrosiorl buid·up.

3.1 Feeler (la"'ll" are used for measuring small gap$ and clearance. - thickness Is marhd on ona , _ 01 gallge

REF • •

3..3 Micrometer component parts

''''''' 2 """"'"

3 SpIndle 4

Rillch8l

5 Fr'Sm6 6 Locking lever

REF. ' 0

Tools and Workshop Tips

on the thimble will be in graduQtlons of 0.01

mm (or as marked on the frame) - one full IlMIIutIOl'l of the tIWnbIe wiIIlTl(I\Ie 0.5 mm on the linear scale. Take the reading where the datum line on the ~ intersects the thimble's sca~. Always position the eye directly above the scale otherw ise an lnaocurate reading will result.

In Itle example shown the item measurllll 2.95 mm Is.. Mlustntion 3.41;

2.00mm 0.50 mm DA5mm

3.5 Mlcrometer .-....:ling of 46.99 mm on linear and annular scales •

2.9Smm

3.7 Expaod the telescoping gauge In the bora, lock its position .

3.4 Mlcromtot ... reading 0 1 2.95 mm

Most micrornetere have a locking lever (6) on the frame to hold the setting In place. allowIog the item \0 be removed from the micrometer.

• Some micromel9ger$ Wound ~ (see illuslnltion • •11) - the spanner may slip Of the fast_

loosen suddenly, resultin.g in you, lingers ~ng crushed against II oomponent.

•

Tl'oa same equipman t can be usad to Install bearings. Make sure the bearing housing Is supportad on wood blocks and line up the bearing in itsl'iouaing. Fit the bearing as notad on removal - g&rl8l"ally they are ;n"allad with thair marl<ed side lacing outwards. Tap the bearing squarely Into its housing using a driver or socket which bears only on the bearing's outer race - COI1tact with the bearing balis/rOliar. or inner raea will destroy it (see Mlustratioos 5.1 and 5.2). • Chao::k that tha bearing Inner raea and balllrollers rotate freely.

011 1 gear shaft for example, you may have to klcate the puller behind a gear pinion" there 18

roo access to the race IiiI'id draw the gear ;:onion off the shaft as well (see illustration 5,8).

Caution: Ens.".. tha t !he puNar'1 c.nt,. bolt Iocat.s securwJy ~It tile eIKI 01 the shaft and will not slip ...nen pnllUUfe II applied. Also enlura that pu'''' doa, root ~ tit. sIuIft end.

4.11 "you can' pull on !he spwIIIOtrto

loosen. las_, push with your hand open • Additional"",. . ~ gained by extending the length of !he !eYer. The bes1 way to do this is to ...,. • breaker bar lnslead 01 the teguIar length 1001, or 10 slip. length ollubing over the end of the spanner or socket wrenef'I. • If additional leverage will not work. the fastener head is either damaged or Il,mly corroded in place (see Fastenet3).

5. t Using a bearing driver agalnll the bearing 's outer race

.-

• Operate the pull8l" so t hat I'. centre bolt exar'Cs pressure on the $halt and and dr1liW$ the beaMg off the wit, • When inslaning the bearing on the shill. tap ooty 0f1 the bearing's inner race - COI1tac1 with the balls/rollers or outer race with dastroy lhe bearing. Use a socket or length of tubinl/ as a drift which lilS over the shall end (see in.... tnotlon 5.51.

B•• ring removIJ'lJnd in.tellation Drivers and sockets •

Before removing a beari ng, always

Inspect the casing to see which way it must

be driven out - some casings will Nwe retaoning plates or a cast Slep. Also check lot any identifying marki'lgs 00 the beating and if imltalled 10 II certain depth, measura thl. at this stage. Some roller bearings _ seaJed on ona slda - taka nota 01 the original lilled position, • Baarlngs can be drlv&n out of a casing usiog a bearing driver tool (with tha correct size heiId) or a sodg a casing ere using a domestic oven (heated to , OOOC) or in1rne<sing the casmg in boiling water ( _ IlIus,ra tion 5.121. low temperature raOQa localised heat ~ sueh as a paint stripper heat gun or cIot'- Iroo1 can also be used ( _ Illustration 5.13). Alternatively. &Oak a rag In boiling watEH'. wring it out and wrap it around the bearing housing. Warnin,,: All of thua methods requira ca,.. In usa to prevent scaldln" and bums to th. hands. W. .r protective glo'll.' whon handling hot componetI1a.

7 Washer (axlama/ diameter slightly smaller

than bearing)

bearing puller method Is attempted, Ilt'sl prepare a work surlace whoeh will &nabkt tile ca$ng to be tappa:! IKe down 10 help dislodge the ~ • iI wood surface is ideal since It will rool damage Itle ~'s gasket su1ace. Weamg protllC1iva gloves, tap the heated casing seyeral limes against the work su rface to dislodge the bearing under il$ own weight (see IliustraUon 5.81.

5. 10 Drawing the bearing out of the suspenslon arm

•

5.8 Tapping a casing face down on wood .. bIocb f;¥I oft,", dislodge a burIng

To eKIraCI the bearingIbush you wiI need a long bolt with nut (or p;ece 01 ttveadtd IMIr with two nuts). a piece of tubing which has lin internal diameter INger than the bearingIbush. another piece oIlubinQ which has an e~temal diameter slightly smaller than the bearing! bush, and a selection of washar. (sea Illustrations lUI and 5.10) . Note that the pieces of tubing must be of the same length. or~. than the ~sh. • The ...... kit (without !he pieces aI tubng) can be used to draw the new bearirIg/l)ush bad< into place (sea Nlustratioo 5.11 ).

• Be.rings ean be installed In blind holes using the driver or socket method described

to aid baarlng r amo'llal • If heating the whole casing nota that p lastic components. such as the neutral Switch, may auf/EH'· remcwe them before!land.

"""'.

Orawbolts WI1ere a bearing or bush Is set In the eye 01

• After heating. remove the bearing as describad above. You may find that the expansion Is suffIcient lor tha bearing to fall out altha casing I.ndar ~a own weight or with a light tap on the driver or $OCklM.

•

a component. such as a $U$pIlfl8IOrl linkage arm or connecIing rod small-end, llIITlOYaI by drill may dlwnI!Ige the cornponlIfIl FI,I'Ihermcn, a I'\Ibber bushing In a shock absofber eye camot ~ be drM!n out 01 position. If access Is available to a engir-'"'g pres$, the task is attaightlaward. If not, a drawboh can be fabricated to el(!r&ct tho bearing or bush.

5.13 Using a toc.Wsad heat source

5.11 Installing a new bearing (1) In the su.pansloo arm

• If necessary. the casing can be '-led to aid bearing Instalation. and this Is sometimeI; the recommended procedure if the motorcycle manufacture!" has designed tha housing and bearing m with this Intention.

REF- 16

Tools and Workshop Tips

InstaliallOn of b6arInQt can be eased by placing them In a freezer !he night before installation. The steel bearing will contract

•

slightly. allowing easy Insertion In its housing. This Is oft&f1 useful when In$lalling steering head outer races in the Ifame.

Bearing types and markings • PlaIn the!! bearings. ball bearings. needle roller bearings and tapered roller tJearir1.g5 will all be found on motorcycles {see illustrations 5 .14 a nd 5. 15). The bal l and rOller types ara

='~~~=~~ ::~::.Ier

5. 16 Typical bearing maritlng

5.18 ElIampie of ball joumal bearing with damaged balls and cages

Bearing fault finding • II II bearing outer raCII

has spun In its housing. Ihe housing material wl1, be damaged. You can usa II bearing locking COITlpOOnd to bond tile outer 'actl in place if

damage is rlOt too IIIMII"e • Shell bearings wHi fail dUll 10 damage o f

lhelr working sunaclI. as II result a/lack 01 lut::rieation, corrosion or abrasive IH'riiCIM In the oil (see Illustration 5.17). SmaI particles 01 din In Ihe 011 may embed in Ihll bearlflg material wheteas ItIrQer particles will score the bearing and shah)oumal. If II number 01 shan lOumeys are made. InSuffi Cient heal will be generated to drive ot! condensation which has bum up on tho bearinOS.

5.19 Hold outer race and listen to Inner race when spun race wiltl the other hand ISM Illustration 5.19] The bearing should be almost ~llII1t when

spun; If It grot. 01/ rattIe$ It is wom.

Oil se.1 remotlal and Installation •

Oil seals thould be r..wed fN8lI/ lime a c:omponent Is dlsmal1tled. Tllis Is beeause the seallip$ will b4ocome set to !he MaIing surface and wiIIllOI necessarily reseal.

• Shell bearings (0111111 called inserts) are usually found at the crankshafl main and connecting rod big-end where they are good (II copong with high loads. They _ made of a phosphor-bronze mal erial and impregnated with seIf·k.tltIcating propertias. • 8,11 bearings and needle roller bearings consist 01 II steel Inner and outer rllC(l with the balls or rollers between the races. They require constant lubrication by oil or grease and are good at coping with axial loads. TIIP'" roller bearings consist of rollers set in a tapered C8QII sal on the Inner race; the outer race is sepan!.ta. They are good al coping with lVCialloads and prevent movement along the Shall - a typical application Is In the steering

-.

• BearIng manufacturers produce bearings to ISO sile standards and .tamp one face of the beamg to indicate itIIlntemai and Wltemal diameter, load capacity aOO type ,see Illustration 5.161. • Metal bushes are usually of phosphorbrOnle material. Rubber bushes are used In suspeoaIon moonting ey... Fibre bushes no... also be«I ua.ed in suspension pivots.

• 011 seals can be prised out Of position using a large flat-bladed screwdriver Is" illustration 6 . 1). In the case of crankcase seals. checl< first \hiI1 the MIllis not lipped on the Inside, preventing Its removal with the kcases itW>ed.

5.17 Typical bearing failum • San and roller bearings will fail due to lack Ollubrlc(llion or damage to the balls or rollers. Tapered-roller bearings can be damaged by overloading them. Unless the beallng Is sealed on both 'Ides, wash it In paraffin (I Successful troubleshooting Is not a mysterious 'blaCk art' but the application of a bit of knowledge combined with a systematic and logical tem are susceptible to shorting wheo the machine is ridden or parked in wet Wilather. Check particularly the area from the spark plug cap back to the ~nrtion coil. A water dispersant spray may be used to dry oul waterlogged componeots . Recurrence of the probjem can be Pfevented by us ing an ignition sealant spray after drying out and cleaning. Ignition or stop switch shorted. May be caused by water. cOfTosion or wear. Water dispersant and con tact cleaning sprays may be used. If this fails to OlltH"come the problem dismantling and visual inspection o f the switches will be required. Sharling or open circuit in wiring. Failure in any wire connecting any of the ignition components will cause ignition malfunction. Check al$O that all COI1nections are clean, dry and I~ht. Ign~ion coil failure. Check the coil, refening to Chapter 5. Pulsar coil faHure. Check the coi l(s), refening to Chapter 5. IC ign~or un~ failure. Check the un~ as described In Chapter 5.

Feeble sparking al the plug may be caused by any of the faults mentioned in the preceding sub-section other than those Items in paragraphs 1 to 3. Check first the spark p lugs. these being the most likely culprits.

o 0

Cylinder, piston and rir.g wear. ComPfession Pfessure will be lost H any of these compor.ents are badly worn. Wear in one component is invariably ae
"""'"'.

Handlebar vibrates or oscillates l yres worn 01 out 01 balance. Either condition, particularly in the

o

D

0

00

o

o

o

front lyre. wII promote shaImg 01 the fork assembly and thus IhII handlebars. A sudden onset o f shaking can rS$ ... ft iI a balance WfIigtII is dlspleced dlJring use. Tyres badly positioned on the wheel rims. Amoulded lil"l8 on eacll wall o f a tyre is provided to allow visual verillcatlon that the tyre Is correctly positioned on the rim . A ch eck can be made by rol ating the lyre; any misalignment wltl be Immediately

"'"""'.

Wheal rims warped 01 damaged. Inspect the wtIeeIs lor runout 88 deserlbed In Chapter 1. Swinging arm baamgs worn. Aenew the t>aarIngs. Wheal bearings wom. A~ the bearings. Steering he.d bearings Incorrectly adjusted . Vlbralloo Is more likely to rHUH from bearings which are 100 Ioo!le rather than too tight. Ae-adjust the beaMgs. Loose fork component fastw*"s. Loose nuts and bolts holding the fork legs, wheel spindle. mudguards or steering stern can promote shaking at the handle~. Fasteners on f\lnnlog gear such as the forlls and SUSpenSIOfl shoold be check lightened occaslon. lly to preven t dangero ... s 100sel"l8ss 01 components occurring. Engine mounting bolts loose. TIghten all last..,....

REF-38

Fault Finding

15 Poor handling or roadholding (continued) state can cause sticking of the foOl in one pos~ion. In a mild form corros;on will cause stiction 01 the fork thereby Increasing the timu the suspension takes to react to an uneven road surlace. Bent fork stanchions should be attended to Immediately because they Indicate that impact damagtl has occurred, and there Is a danoer that the forks will fai l with disastrous consequences.

Poor front fork performance

o

Suspensioo settings ir1correct. Check and adjust front fork settings

o

(as applicable) as dascribed in Chapter 1. Damping fluid h:lvel incorrect. If tile fluid level is too low, poor $Uspension cootr~ will occur, ,flS4Jlting in II general Impairment of

roadholding and early

D

o

o

D

~ss

of lyre adhesion when cornering and

braking. Too much oj\ is unlikely to change the fork characteristics unless severe overfilling OCCUfS when the fork action will become stiffer and oil seal failure may occur. Damping oil viscosity iocOlTect. The damping action of the fork is directly rejated to the viscO$ity of the damping oil. The lighter the oil used, Ihe less will be the damping &elion Imparted. For gelleral use. use the recommended viscosity of oil. changing to a slightly highef 0
Worn front fork stsnehlona and legs, or worn or badly adjusted steeling head bear1ngs. These condrtions, combined w~h UI"\8Wlll or pulsating braking as described In Section 17 wW Induce more or less judder when lhe brakes are applied, dependent on the degree of wear and poor braka operation. Attention should be given to both areas of ma~. See the relevant Sections.

18 Electrical problems Battery dead or weak

o

D

o o o o

Battery faulty. Battery lila should not be eKpeCted to uceed 3 to 4 years, particularly where a starter motor is used regularty. Gradual sulphatlon 01 the' plates and sediment depoSita will reduee tile battery performance. Plate and insulator damage can otten 0<X:Uf as a reault of vIbration . Complete power lailure, or Intermitt ent failure, may be d .... to a broken battery terminal. lack of eleclrotyte will preYent the baltery maintaining charge. Battery ~s maklng poor contact. Remove the battery leads and clean them and tile termlnels. removing aU traces 01 corroeIon and larnlsh. Reconnect the I&ad$ and apply a coating 01 petroleum jelly to the tenNneIs. Load excesstve. If add~1ona1 hems such as spot lamps. are fitted. wtllch Increase ttle l otal electrical toad above lhe' maximum alternator OIItpul, lhe battery win lail to maintain full charge. Reduce !toe electricalloiod to suil!toe eIectrIcaI~. Regulaior/reclifiar lailure. Anemator generating coils open-circuit or shorted. Charging circuit shorting or Open circ\Jit. Thie may be cal.lSed by frayed or broken wiring, 0irIy connectors or a faulty ignition switch. The system IIhouId be lasled In a logical manner. See section 18.

==

o o

Circuit failure

o o

o

Rectifier/regulator faulty. Overcharging Is Indicated If the ballery

o

CCIfTOSlve gases ....0 etectroIyte 10 be emitted If1rDlq1 the vent pipes. Ballay wrongly malched to the electrical circuit. Ensure tllat the specified battery is fitted to the machine.

~:. ~n~en:.Ila~a':se:.:r::~I~~~7':ut=

Total electrical failure o

o

Fuse blown. Check the main fuse. II a fault has 0CCl.ned. it must be rectified before a r.w fuse is fitted. Batta-y faulty. See Section 18.

Wiring failure. Refer to the mactllne's wiring diagram and check the circuit /or continuity. Open circuits are a r6SUit oIioose or corroded connections. eilher al terminals or In-line connect0r8, or because of broken wires. OCCasionally. lhe core 01 a wire will break wiltlout there being any apparent damage to Ille outer plastic cover. Switch failure. All switches may be checked for continuity In each $witctl position. aher referring to the switch position boMB$ incorporated In the wiring diagram for the machine. Switch failure may be a result 01 rnotchank:aI breakage. corroeIon or wat •. Fuse blown. Refer 10 !toe wiring diagram to check whet:hoW or not a circuit fuse Is fitted. Replace lhe fuse. it blown, any after !toe f8l.lt tlas ~ 1den\Jfied and rectified.

Bulbs blowing repeatedly D Vibration failure. This Is ollen an Inller....t fault related to lhe netural

Battery overcharged

o

Earth failure. Check !hat the earth strap /rom tile balta-y 18 securely affuced 10 the engine and Is making a good oontact. Ignition swilch or pOwer circuit failure. Check for current flow througtl the battery Peck that a good conlact Ie avaiJable at each earthing point In the circuit. Reduced voltage. Where a quau.tlaIogen bulb Is fitted the 10 the bulb should be maintained or early failure of !toe bulb wi" occur. Do 1'\01 overload the system wittl additional electrical equipment In excess 01 the system's power capacity and ensure thaI aI ciI"cuit connections lUI maintained dean and tight.

vottaoe

REF- 40

Fault Finding Equipment

Checking engine compression

• Low compression will resutt in exhaust smoI<e, heavy oil consumption, poor starting end poor peo1o.mance. A compression leS\ wUl provide use/ul Information about an engine's condition and H performed regularfy. can give warning ollrouble before any other symptoms become apparent. • A compr&ssion ga~ will be rllQuired. along wilh an adapter \0 suit the sparil plug hole ttYead tile. Note thai the saew·ln type

switch lenglne stop switch) to OFF and tum the Ignitloo switch ON; open the tIvottItt fully and crank the engine over on the Slaner motor for a cO\J~ of revolutions until the gauge .-ling stabilises. lithe starter wil not operate with the killWItch OFF, II.m the ignition switch OFF and reler to the neltt paragrap/"l. !I Install the spark plugs back Into th.lr suppressor caps sl"ld arrange the plug electrodes to ItIat Ulelr metal bodies are eao1hed (grounded) aganst the cylinder head; this Is eSSee,se IOSIn;menIS IIr •• all-powered

by. 00118t cooling sysl..n, 10 P f _ freezing 01 tl>t cooIIInl In winl .... Anlllr.." also contaIns chemicals 10 inhibit COI'1OSIon and the fonNIlion 01 Nil and 0It- deposits Ihat would tend to clog In. radiator Ind cooIanl passages and .educ. cooIlngeff~.

AnH-dlv. S,..tem attached to the fori< KIwIII' ~ (sIideo:)lo PfY"'II'I Iofk d"", - . braking hard. Antl-MIzI compound A coating that reduces u.. Mk 01 Mizing on fasteners Ihet _ ~ to high temperatures. sucI'I as e xhaust c'-"'P bolts and nutf;. "'PI luTterican Petroleum IRStlll,ltl. '" quality

=::W",": =~,,*.' heal

r..lslanc:l.

commonly

wilh greal

uled

In

lhe

composttlon 01 brake tnction ","Ieriais. A.sbestOll is a health I\aard and Ihe dusl cr"aled Dy bt"ake syslllffil IIhouId never be inhaled OIlnga$ltd. "'TF ...... tomatic Transmission Flukl. OIIen used '"' front fOfkl,.

Aru AutomatIC Ttming Unit, MacIWIieII device

lor IMIvanciog tn. ignition t"ning on

...-. "'TV .... T _ Vtthode. ""lei pIIIy

Often called. Quad.

Sida·to-aide~. wh~ revolves.

""'I '" shalt on wltich s known as a sptndle

-'Y

1Jso

Big-and bearing The bearing In the eod 01 the oonnocIJng nxl that·, attached to the CfITIkIhaII. '"-ding The prOca$$ 01 rernoYing .llir from an hydnlulic S}'It ... vi, a bleed ni~ 01 bINd

-.

Bottom·and A descriptIon of a n englne's crankcase components and all component, comained thete-In

BlOC BeIore Top Oead Centra In tenns cI piston position. 91ition toning is ofIen ex~ In tenns of dov- or mIIIirneb'es BTDC Bush '" cylindrical matal or rubber component used ~ two rnc;Mng paots. Bu.... Rough edge IeI1 on s component .tt...

Cush driv. n.obberw; tIiompen out transmission shock.

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C

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Cam chain Thect\aln which lakes drive from II>t crankshall to the cllf"l"l8hellls) Canls t .... The main component In an ....apora~~e emission control system (CaI"domia rna
G Gap The distance the spark must travel in jumping from the centre electrode to the side electrode In a spa rk plug. Also refers to the d istance betWeefl the ignition roto< and the pickup coil in an electronic ign~ion system Gas ket Any thin, soft matMial - usually cork. cardboard, asbestos or soft metal - installed between two metal surfaces to enWre a good """I. For instance, tho cylinde< head gasket ......Is the joint between the block and the cylinder

head. Gauge An instrument panel display used to monitor englna condit ions. A gauge w ith. mova~e pointer on a dial or a fi xed scale ;s an analogue gauge. A gauge with a numerical readout;s called a digital gauge. Gear ratios The drive ",lio 01 a pair of ge"'" in a geartx>x, calculated on thai" number of teeth. Glaze-busting see Honing Grinding Process lor renovating the vatve lace and valve seat contact area in the cylinder head Gudgeon pin The shaft which connect s the

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the piston. Often

H Kellcal gears Gear teeth are slightly COJf'\/ed and produce less gear noise that straight-cut gears. Often used lor primary drives

F

Ibl It Pounds-Iorce 10$. tbl In Pound ·lorce Inch. An Imperial unit 01 torque , applied to components where a vary k>w torque;" required. Sometimes written as in_ll>$. Ie AbbrevIation lor Integrated Circu~. Ignition advance Means of increasing the timing 01 the spark at higher eng ine speeds. Done by mechanical means (ATU) on ea~y engines or electronicatty by the ignition control un~ 00 later engines Ignition timing The moment at which the s.park plug fires. expressed In the number of crankshaft degrees bel ore tho piston .eache!ithe top of ~5 stroke. or On the number 01 millimetres before the piston reaches the top of its stroke. Infinity (...) Description of an open-circu it electrical state, where no continuity exists. Inverted lorlts (upside down lorlts) The sliders or lower legs are held in tho yokes and the 10!l0; tubes or stanchions are connected to t h o _ axle (spindle) . Less unsprung wftight and stiffer construction then conventionallorks.

J

J ASO Quality standard lor 2-stroke oils. Joule The unit of electrical energy. Joumal The bearing surface 01 a shaft.

K Klc:kstart Mechanical means 01 t urning the engine Over for starting purposes. Only usual~ f~ted to mopeds, small capacity motorcycles and off·road motorcycles. Kill .witch Handebar-mounted switch lor emergency Ignition cut-out . Cuts !ha ignition circuit on al l models. and add lHonaliy prevant start .... motor operat"'" on other.l. km Symboi l or kilometre. kmh Abbreviation lor kilometres par hour.

Feeler blade or gauge A thin strip or blade 01 hardened steel, ground to an exact thickness. used to check or measure eiearances between

"'~ drive Description 01 the drive from the Final transmission to the rear wheel. Usually by chain or shaft. but sometimes by belt. Firing order The order in which the eng ine cylinders fire, or deliver their power strokes, beginning with the number one cylinde

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