- Posts: 25
- Thank you received: 0
motor died on highway
- merslinger
- Topic Author
- Offline
- User
1993 kz1000
Please Log in or Create an account to join the conversation.
- JMKZHI
- Offline
- Platinum Member
- Posts: 2429
- Thank you received: 48
Please Log in or Create an account to join the conversation.
- MFolks
- Offline
- User
- Posts: 6650
- Thank you received: 540
To check to see if the alternator is working you need to follow these simple steps:
1. Fully charge the battery as this will be the power source during this test.
2. Disconnect the Regulator/Rectifier at the plug that has the six wires in it.
3. Start the engine and let it warm to operating temperature.
4. If you're worried about overheating, position a large fan for cooling the engine.
5. After the engine has reached operating temperature, have a helper assist you, and using a multi-meter, read the output at the three yellow wires (or the alternator output wires)at the disconnected connector.
6. Raise the engine speed to 4000 rpm, and see what the three YELLOW wire combinations(or any alternator output wires) are(1-3, 2-3 & 1-2). The output will be around 50 Volts A.C.(Alternating Current). BE CAREFUL, AS THERE IS A SHOCK HAZARD HERE!!
7. If any of the combinations are low or non-existent, the stator(wire windings) are bad and must be replaced.
Some of the older Z1’s and KZ900’s were phase sensitive, so check the wire colors carefully.
8. Using an OHMETER, Check the three wire combinations again, looking for a reading of 0.36 - 0.54 OHMS. If the readings are above or below, the stator may be bad and need replacement. Also check from any of the three YELLOW wires to ground, this will show if arcing took place.
9. Before ordering a new stator, check the connections from the stator as there are electrical "Bullet" connectors that may be damaged or dirty.
Inspect the wiring for signs of shorting or overheating too. www.z1enterprises.com sells replacement rubber grommets for the alternator output wiring, they get hard and could leak oil after a while.
10. Check the wiring coming out of the grommet as there have been situations where the wires were damaged causing a short(I.E. twisted together with insulation damage).
11. The sprocket cover will have to be removed to access the electrical connectors coming from the alternator, the left foot peg assembly and shifting lever will have to come off also.
Alternator Stator Replacement On the Older 4’s
Source for replacement Stators
A. www.electrosport.com (They have a trouble shooting page)
B. www.customrewind.com
C. www.rmstator.com
D. www.ricksmotorsportselectrics.com
E. www.regulatorrectifier.com
1. If by testing either by checking the output voltage from the stator or by using and ohmmeter for resistance and the stator is determined to be bad, replacing the stator is not a difficult job.
2. The motorcycle owner should have on hand a replacement alternator gasket as it will tear on removal and leak if reused.
3. Put the bike on the center stand if possible and lean it to the right to minimize the oil volume that could come out when the alternator cover is removed.
4. Have selection of Metric wrenches and sockets along with Metric Allen keys to be able to accomplish this repair. ¼" and 3/8" ratchets and extensions may be needed along with Allen bits.
5. Remove the gear shift lever, the sprocket cover and possibly the left foot peg assembly.
6. A catch pan for what little oil will be lost should be positioned under the alternator on the left side. Newspapers will soak up any oil lost or some kitty litter will do as an absorbent.
7. Remove the alternator cover fasteners, some bikes use a socket head cap screw(Allen type) and others use the Phillips head type, the #3 screwdriver bit fits best for those. Use a small dish or can to collect the removed fasteners from the parts to prevent loss/damage.
8. The alternator stator is secured to the inside of the cover usually with three Allen headed bolts, Some bikes may have Torx style fasteners, Remove them and disconnect the three yellow wires that have bullet connectors on them from the bundled wires inside the sprocket cover.
9. If your bike has some color other than yellow for the alternator output wires, make note of what goes where as the older Kawasaki’s were phase sensitive in regard to the regulator/rectifiers.
10. When installing the replacement stator, clock or position the output wires and grommet so they fit into the small port under the alternator cover without being pinched or damaged.
11. Tighten the three Allen or Torx fasteners, securing the replacement stator to the cover. I like using the BLUE Loctite # 242 for hardware that can be removed with hand tools.
12. Remove the old gasket from the mating surfaces of the alternator cover and engine case by scraping with a piece of sharpened plastic like Lexan or Plexi-glass as these will not gouge the soft Aluminum Cases. Avoid using a metal gasket scraper for this.
13. Position the alternator cover, checking for pinched wiring and install the fasteners with a little silver anti-seize on the threads, tightening to the correct torque.
14. Connect up the output wires to the mating female bullet connectors and while you’re in there, check the routing of the wire bundle that runs through there.
15. Inspect for signs of heat damage to the wire insulation and vibration damage too.
16. The side stand switch, neutral switch, and oil pressure switch wiring are all bundled with the alternator output wiring running above and behind the engine output sprocket. This bundle runs in a channel as it goes up toward the various electrical connections.
17. The regulator/rectifier plug on the 80’s bikes usually has six wires in it:
A. One (1)WHITE with RED stripe, this is the bikes main power wire usually 12 gauge in size.
B. One(1) smaller Brown wire, probably 18 gauge or so, the voltage sense wire for the regulator/rectifier, helps keeping it from overcharging the battery.
C. One(1) BLACK with YELLOW stripe wire, part of the ground circuits, maybe 16 gauge in size.
D. Three(3) YELLOW wires, maybe 14 gauge in size, the alternator output wires going to the regulator/rectifier which converts the Alternating Current(A.C.) to Direct Current(D.C.) using rectification, producing the power to run the motorcycle and charge the battery.
18. Reinstall the sprocket cover, again checking for pinched wires before tightening. Install the shifter on it’s splined shaft checking for proper location, and the left side foot peg assembly.
19. Except for the minor oil spill and reluctant fasteners, it’s not a very difficult job to do.
1982 GPZ1100 B2
General Dynamics/Convair 1983-1993
GLCM BGM-109 Tomahawk, AGM-129A Advanced Cruise Missile (ACM)
Please Log in or Create an account to join the conversation.
- gd4now
- Offline
- User
- Denco where did you go?
- Posts: 1379
- Thank you received: 436
1977 KZ650 B1
Pods and Denco header
OLD KAW OWNERS SMILE ALOT
Please Log in or Create an account to join the conversation.
- bountyhunter
- Offline
- User
- Posts: 7246
- Thank you received: 337
has to be:1993 kz 1000 just got it, just joined the forum was riding on freeway and the bike was cutting out a couple times with strong engine braking i clutched in and it start going good again. play this out fa few more times and it final shut of for good 0 rpms nothing. i get to the side of the road turn the key no lights come on. not even oil or neutral indicator. my thoughts are that it is the alternator/ generator or the fuel pump went out. thank you for any ideas or help.
Fuse/fuse connectors
battery
Ig switch
Even if the alternator/charging system is dead, your battery should not go stone dead while riding. You'll run it down, but if you let it sit a couple of minutes, you should get lights with the key (lights may be dim)
1979 KZ-750 Twin
Please Log in or Create an account to join the conversation.
- JR
- Offline
- Sustaining Member
- Posts: 2937
- Thank you received: 447
1980 kz750E1, Delkevic exhaust
Please Log in or Create an account to join the conversation.
- merslinger
- Topic Author
- Offline
- User
- Posts: 25
- Thank you received: 0
1993 kz1000
Please Log in or Create an account to join the conversation.
- MFolks
- Offline
- User
- Posts: 6650
- Thank you received: 540
I'm not sure when Kawasaki started to use breakaway screws to hold the ignition switch in place.
Perhaps someone with a newer model like yours can offer advice.......
1982 GPZ1100 B2
General Dynamics/Convair 1983-1993
GLCM BGM-109 Tomahawk, AGM-129A Advanced Cruise Missile (ACM)
Please Log in or Create an account to join the conversation.
- kzr750r1
- Offline
- User
- Posts: 447
- Thank you received: 9
KZ750R1 + 1991 ZR750 = KZR750R1
Better to be shot out of a cannon then squeezed through a tube. - HST
Please Log in or Create an account to join the conversation.
- french
- Offline
- User
- Posts: 11
- Thank you received: 0
1989 kz1000p
Please Log in or Create an account to join the conversation.
- merslinger
- Topic Author
- Offline
- User
- Posts: 25
- Thank you received: 0
1993 kz1000
Please Log in or Create an account to join the conversation.
- MFolks
- Offline
- User
- Posts: 6650
- Thank you received: 540
The Dreaded Shorting/Intermittent Electrical Problem!
Here is the most basic method I know(Taken from www.kzrider.com by member Patton)
1. Charge your battery and have it load tested if you can. The floating ball hydrometer can be used to check the specific gravity of the charged cells in the battery.
2. Disconnect the Black lead from the (-) Battery terminal... or Red from the (+) Battery terminal, it does not matter which one.
3. Connect one of the following test setups in series with the Battery terminal and lead:
3.1 A 12 V light bulb,
3.2 A 12 V test light,
3.3 A 12 V test buzzer or,
3.4 A 12 V horn... you get the idea.
4. With the Ignition Switch OFF, go through your harness and wiggle the wires while looking/listening for the test setup to go on/start buzzing.
5.With the Ignition Switch ON, repeat the test except this time the looking/listening for the test setup to go off/stop buzzing.
6. Be prepared to open the Ignition switch and check/test for solder joint failure and or circuit board micro breaks (don't ask how I know this ).
7. Be prepared to pull the wires out of the Head Light to test for failures at or near the grommet.
8. Be prepared to open the harness at or near the Steering Neck for failures. This is where wires tend to exhibit fatigue due to repetitive movement.
9. Be prepared to open the left and right switch gear to search for rust and or broken parts. CAUTION: watch out for flying springs, ball bearings and stuff. Do indoors on White sheet (again don't ask ).
10. Be prepared to follow the heavy gauge wire from the Starter Solenoid (Relay) to the starter for bare wire exposure. Especially near bends and grommets.
11. If you can reproduce the fault symptom your are pretty much home free. Be prepare to find and repair/replace any internal wire breaks, insulation break downs, exposed wires, rubber grommet failures, etc. Often, shrink tubing will solve the problem temporarily until something better can be done.
12. I use a very good electrical contact cleaner/preservative called De-oxit made by Caig Labs in San Diego Ca. Their website is www.deoxit.com It can be purchased at Radio Shack and any other electronic supply store. I use it on all of my motorcycle’s electrical connectors , in my home entertainment center’s stereo patch cords and cordless phones charging cradles.
Another website is www.electrosport.com
1982 GPZ1100 B2
General Dynamics/Convair 1983-1993
GLCM BGM-109 Tomahawk, AGM-129A Advanced Cruise Missile (ACM)
Please Log in or Create an account to join the conversation.