Cagiva Navigator Service Manual

Workshop Manual

NAVIGATOR

Copyright by
MVAGUSTA MOTORCYCLES S.p.A.
Via G. Macchi , 144 (Schiranna)
21100 VARESE - ITALY

1st Edition
Printed in Italy
Print no. - 8A0095860

1

Introduction
This publication is intended for CAGIVA Workshops and is designed to help authorized
personnel in service and repair operations. Familiarity with the specifications provided
herein is a key factor in ensuring effective training of operators.
To make the manual easy to understand, the different paragraphs are identified by
icons that point out the subjects being dealt with.
Notes having special meanings are marked with the following symbols:

Accident-prevention rules for the operator and other people working close by.

There is a possibility that the vehicle and/or its components may be damaged.

Further information on the operation being performed.

Tips

To avoid problems and obtain the best possible results, CAGIVA recommends observ-

ing the following general rules:

- Before carrying out any repairs, evaluate the customer’s report of the vehicle’s mal­function and ask any questions that may help clarify the nature of the problem.

- Clearly identify the causes of the malfunction. This manual provides the fundamen­tals of troubleshooting, which the operator will complete with his personal experience
and the participation in the periodic training courses organized by CAGIVA.

- Make a rational plan of the repair so as to avoid wasting time in collecting spares,
preparing tools, etc.

- Only perform the operations that are required to reach the part to be repaired. Helpful
guidelines are provided in the disassembling and removing procedures described in
this manual.

General repairing rules

1 Always replace gaskets, sealing rings and cotter pins with new ones.
2 When loosening or tightening nuts or screws, always begin with the largest, or with

the one at the centre. Tighten with the prescribed torques using a crosswise pattern.

3 Always mark the parts and positions that might be exchanged when reassembling.
4 Use genuine CAGIVA spares, and lubricants of the recommended brands.
5 Use special tools as specified.
6 Consult the Technical Circulars, as they may contain updated information on adjust-

ing and service procedures.

2

IDENTIFICATION DATA
The vehicle is identified by the following:

- Motorcycle serial number (1) on the right side of the head tube.

- Engine serial number (2) on the lower part of the right-hand crankcase half.

- Colour code on plate (3) inside the glove compartment under the saddle.

- Homologation data on the plate applied to the frame lower tube, next to the steering
head tube.

When ordering spares, always mention the motorcycle and engine serial numbers and
the colour code.

3

1

2

4

3

Contents

Section Page

General information..................................................................... A 5

Maintenance............................................................................................B9

Injection - Air intake system ........................................................ C 45

Engine ......................................................................................... D 119

Suspensions and wheels ............................................................ E 299

Brakes ......................................................................................................F 324

Electrical equipment.................................................................... G 338

Engine cooling............................................................................. H 376

Specific tooling ............................................................................ I 390

Tightening torques....................................................................... L 394

Index .........................................................................................................M 400

4

GENERAL INFORMATION

Section

A

A.1

GENERAL INFORMATION

Dimensions and weight .......................................................... A-3

Engine unit ............................................................................. A-3

Transmission unit ................................................................... A-3

Frame..................................................................................... A-4

Front suspension.................................................................... A-4

Rear suspension .................................................................... A-4

Wheels and brakes ................................................................ A4

Electrical system .................................................................... A-4

Instrument panel .................................................................... A-4

Fuel/oil/coolant/fork oil capacity ............................................. A-4

A.2

GENERAL INFORMATION

DIMENSIONS AND WEIGHTS

NAVIGATOR

Overall length .......................................................................... 2168 mm

Overall width ........................................................................... 790 mm

Overall height .......................................................................... 1290 mm

Wheelbase .............................................................................. 1530 mm

Ground clearance.................................................................... 180 mm

Seat height .............................................................................. 850 mm

Dry weight ............................................................................... 222 kg

790

850

1290

180

1530
2168

ENGINE UNIT

Type ............................................................................................ Liquid cooled, DOHC, TSCC four stroke

Number of cylinders .................................................................... 2

Bore............................................................................................. 98,0 mm

Stroke.......................................................................................... 66 mm

Displacement .............................................................................. 996 cm

Compression ratio ....................................................................... 11.3 : 1

Fuel feed system......................................................................... Injection

Air filter ........................................................................................ Non woven synthetic material

Starter system ............................................................................. Electric

Lubrication system ...................................................................... Wet sump

3

TRANSMISSION UNIT

Clutch .......................................................................................... Wet multi-plate type

Gearbox ...................................................................................... 6 speed constant mesh

Gear change ............................................................................... 1 down, 5 up

Primary reduction ........................................................................ 1.838 (57/31)

Final reduction............................................................................. 2.562 (41/16)

Gear ratios, 1a ............................................................................ 2.666 (32/12)

2a .................................................................. 1.933 (29/15)

3a .................................................................. 1.500 (27/18)

4a .................................................................. 1.227 (27/22)

5a .................................................................. 1.086 (25/23)

6a .................................................................. 1.000 (24/24)

Transmission chain ..................................................................... 5/8” x 5.16”

A.3

GENERAL INFORMATION

FRAME

Type ........................................................................................... Rectangular and square box section tubular framework

in highly resistant steel with box-type strengthening
supports at the fork fulcrum attachment.

FRONT SUSPENSION

Type ........................................................................................... Conventional advanced pivot hydraulic telescopic fork

with 45 mm diameter tubes. Telescopic movement 150 mm.

Steering angle ............................................................................ 32° (left and right)

Steering head angle ................................................................... 25°

Trail ............................................................................................ 110 mm

REAR SUSPENSION

Type ............................................................................................Single hydraulic shock absorber progressively damped

with external pre-load adjustment of the spring and
extension of the hydraulic braking effect. Wheel travel 160 mm.

WHEELS AND BRAKES

Front brake................................................................................. Twin disc

Rear brake ................................................................................. Single disc

Front tyre.................................................................................... Metzeler ME Z4 C – 110/80 – 18”

Rear tyre .................................................................................... Metzeler ME Z4 – 150/70 – 17”

ELECTRICAL SYSTEM

Transistorised electronic ignition

Ignition phase............................................................................. 3° before T.D.C. at 1300 rpm

Spark plugs ................................................................................ NGK CR8EK or DENSO U24ETR

Battery........................................................................................ 12v 10Ah

Generator ................................................................................... Three phase AC generator

Fuses ......................................................................................... 30/30/15/15/15/10/10A

Headlight unit ............................................................................. Main beam: condenser halogen bulb H1 12v-55w

Dipped beam: polyellipsoidal bulb H3 12v-55w

Sidelight ..................................................................................... 12v 5w

Direction indicators..................................................................... 12v 10w

Number plate light ...................................................................... 12v 5w

Brake/tail light............................................................................. 12v 21/5w

INSTRUMENT PANEL

Instrument bulb .......................................................................... 12V 1.2W

Warning lights ............................................................................ 12V 2W

FUEL/OIL/COOLANT/FORK OIL CAPACITY

Fuel tank ..................................................................................... 20 L

Engine oil: oil change .................................................................. 3100 ml

oil change with filter ................................................ 3300 ml

overhaul .................................................................. 3600 ml

Engine coolant ............................................................................ 2000 ml

Fork oil (each tube) ..................................................................... 680 ml

A.4

MAINTENANCE

Section

B

B.1

MAINTENANCE

Maintenance and tuning......................................................... B-4

Compression check................................................................ B-23

Oil pressure check ................................................................. B-24

Technical data ........................................................................ B-25

B.2

MAINTENANCE

Check ■ Substitution ● First Every Every Every Every Every

1000 km 1000 km 6000 km 12000 km 20000 km 24000 km

Engine oil Check level ■

Engine oil Substitute ●●

Engine oil filter Substitute ●●

Coolant Check level ■■

Coolant Substitute

Valve tappet clearance adjustment Check/adjust ■

Timing chain tension Check/adjust ■■

Synchronisation butterfly valves Check/adjust ■

Spark plugs Check/substitute ■■●

Fuel filter Substitute ●

Air filter Check/substitute ■●

Fuel feed system Check ■

Brake fluid Check level ■■

Brake fluid Substitute

Brake disc pads Check ■

Brake discs Check ■

Braking system Check ■

Braking system Bleed air Every 20000 km

Every 2 years

Every 2 years

/every 2 years

Accelerator control Check/adjust ■■

Clutch control Check ■■

Steering Check bearing play ■■

Fork Substitute oil

Secondary transm

Crown and pinion, chain Check/substitute ■

Tyres Check pressure/substitute ■■

Screws and bolts Check for tightness ■■

Fuel tubing Substitute

Clutch cover screws Check for tightness ■

Rear wheel bearings Check ■

ission chain

Check tension/lubrication ■■

Every 2 years

Every 4 years

●

B.3

MAINTENANCE

MAINTENANCE AND TUNING

This section describes the servicing procedures for each part of pe­riodical maintenance.

FUEL TANK REMOVAL

To complete this operation it is necessary to previously remove the
seat.

• Remove the complete fuel tap assembly by unscrewing the three
screws 1 indicated in the figure.

• Extract the flange 2 of the petrol covers.

2

• Remove the six screws 3 using an 8mm spanner.

• Extract the plate 4 paying attention to the two washers underneath.

• Remove the tank cover 5 by unscrewing the two screws 6.

• Remove the windshield 7 by unscrewing the three screws 8 shown
in the figure.

1

4

3

5

6

B.4

7

8

8

MAINTENANCE

• Remove the fairing by unscrewing the five screws 1. There is one
front screw and four screws highlighted in the figure.

• Remove the front protection by unscrewing the two lower screws
2, as shown in the figure.

1

1

• Disconnect the indicator connectors. One is indicated in the figure
and the other is on the opposite side of the machine.

• Disconnect the fuel tubes from the left fuel tank. The fuel tubes
are attached to the fuel tank by rapid attachments and their re­moval automatically blocks the exit of fuel. It is necessary to push
the lever 3 and slide out the elbow union 4 to disassemble it. Be­fore effecting reassembly , check that the small pin 4 is completely
extended. If it is not in position, push on the lever 3 to bring it into
position.

2

3

4

• Disconnect the reserve fuel sensor connector attached to the right
fuel tank.

B.5

MAINTENANCE

• Slacken and remove the two tank union clamps 1. One is situated
at the front of the vehicle and the other at the back of the tank.

• Finally, remove the two fixing screws 2. Disconnect the overflow
tube from the left fuel tank.

1

1

AIR FILTER

Check every 6000 km (or 6 months)
Substitute every 12000 km (or 12 months).

• It is necessary to remove the fuel tanks before removing the air
filter.

• Carefully eliminate dust and dirt from the filter element by using
compressed air.

The compressed air must be blown from the exterior of
the filter element. If compressed air is used internally, the
dust and dirt will be pushed into the pores of the filter
thereby reducing the flow of air to the same element.

• To assemble a clean or new filter element, carry out the operation
of disassembly in the reverse order.

Should the motorcycle be used frequently on dusty roads,
the filter element must be cleaned more frequently. The
use of the engine without a filter or with a broken filter
element will certainly shorten the life of the engine. Check
that the air filter is always in good condition. The long life
of the engine depends a lot on this component!

B.6

MAINTENANCE

SPARK PLUGS

Check every 6000 km (or 6 months)
Substitute every 12000 km (or 12 months)

After the first 1000 km it is necessary to remove the spark plugs,
clean them and check the distance between the electrodes (0.6÷0.7
mm).

REMOVAL OF SPARK PLUG N° 1 (FRONT)

• Remove the sump guard by unscrewing the two screws 1. One
screw is indicated in the figure whilst the other screw is on the
other side.

1

• Disconnect the fuel tubes.

• Remove the left side protection of the radiator.

• Remove the lower radiator fixing and its spacer. Unhook the radia­tor from its mountings.

• Push the radiator down so that there is access to the forward spark
plug.

• Remove the spark plug insulated cap.

• Unscrew the spark plug as shown in the figure.

During this operation, pay attention to the front mudguard.
Place a piece of cloth between the radiator and the mud­guard as shown in the figure.

B.7

MAINTENANCE

Be careful to not damage the finning of the radiator.

The radiator and engine can provocate serious burns when
they are hot. Wait until the radiator and the engine are cool
enough to be touched before carrying out this operation.

REMOVAL OF SPARK PLUG N° 2 (REAR)

• Remove the seat.

• Remove the seat compartment by unscrewing the eight screws 1.
Six of theses screws are shown in the figure.

1

• Unhook the rubber mountings of the fuel filter.

• Remove the spark plug insulated cap.

• Remove the spark plug.

B.8

MAINTENANCE

HEAT GRADE CODE

• Check the heat grade code of the spark plug.

NGK CR8EK
DENSO U24ETR

The type “R” spark plug has a resistor on the central electrode to
avoid radio disturbance.

CARBON DEPOSITS

• Check the spark plugs for carbon deposits. If there are deposits,
use the appropriate machine or a pointed tool to eliminate them.
Take care in using the pointed tool.

THE GAP BETWEEN THE SPARK PLUG ELECTRODES

• Measure the gap between the spark plug electrodes using feeler
blades. Adjust the gap if it is not correct, using the following infor­mation:

Specific tool: 800096651: Feeler gauge

800096872: Feeler gauge
Standard
Normal gap between the electrodes of the spark plug A: 0,6÷0,7 mm

THE CONDITION OF THE ELECTRODES

• Controllare se gli elettrodi sono usurati o bruciati. Se essi fossero

estremamente usurati o bruciati,sostituire la candela.
Sostituire la candela anche in caso di rottura dell’isolante o dan­neggiamento della filettatura.

When a spark plug substitution is made, check the pitch
size and the length of the thread. If the threading is too
short, carbon residues will be deposited on the threading
of the cylinder head thereby possibly causing damage to
the engine.

REPLACING THE SPARK PLUG AND INSULATED CAP

Carefully screw the spark plug into place by hand before
tightening with a plug spanner. This is to avoid damage to
the aluminium threading.

• Manually screw in the spark plugs into the cylinder heads and

tighten them to the specific torque.

A A

Torque pressure
Spark plug: 11 N·m (1,1 kg-m)

B.9

MAINTENANCE

When the front and rear spark plug insulated caps are pushed on,
turn the triangular signs on the insulated caps A towards the ex­haust side of the cylinders.

VALVE TAPPET CLEARANCE ADJUSTMENT

Check every 24000 km (or every two years)

• Remove the seat.

FRONT CYLINDER

• Remove the spark plug as described in page B-7.

• Remove the front cylinder head valve cover 1 by unscrewing the
four screws 2 shown in the figure.

A

When removing the valve cover, be careful that the locat­ing pins or the gasket do not fall to the ground or inside
the cover opening.

The valve tappet clearances vary between the inlet and the exhaust
valves.
The valve tappet clearance adjustment must be checked and ad­justed:

1) During periodical maintenance.

2) When tappet maintenance is carried out.

3) When the camshafts are removed for maintenance.

Valve tappet clearances (cold):
Inlet : 0.10 - 0.20 mm
Exhaust : 0.20 - 0.30 mm

* Valve tappet clearances must be checked when the piston is in

the top dead centre (T.D.C.) position of the compression cycle.

* The inlet and exhaust cams of the front cylinder in position A indi-

cate that the front piston is in the top dead centre (T .D.C.) position
of the compression cycle.

* The inlet and exhaust cams of the rear cylinder in position B indi-

cate that the rear piston is in the top dead centre (T .D.C.) position
of the compression cycle.

* Specified valve tappet clearances are with a COLD engine.
* Use a 17 mm spanner to turn the camshaft when checking the

valve tappet clearances. The camshaft must be turned in the di­rection of normal engine operation. Both spark plugs must be re­moved.

1

2

IN.

EX.

B.10

MAINTENANCE

• Remove the plug of the generator cover 1 and the timing cover
inspection plug 2.

• Turn the engine camshaft to bring the piston of the N° 1 cylinder
(front) to the top dead centre (T.D.C.) position of the compression
cycle. Align the “F/T” line on the generator rotor with the timing
inspection hole line and bring the camshafts to the indicated posi­tion in page B- 10.)

2

1

• To check the valve tappet clearances of the N° 1 cylinder (front),
insert a feeler gauge between the valve stem and the cam. If the
clearance is not correct, adjust it within the specified range.

REAR CYLINDER

• Remove the seat, the seat compartment and the spark plug as
described in page B-8.

• Remove the left and right hand side panels by unscrewing the two
screws.

• Disconnect the oil vapour tube from the left hand side of the ma­chine.

B.11

MAINTENANCE

• Unhook the rear brake fluid chamber by unscrewing the screw
shown in the figure.

• Disconnect the electrical connector of the camshaft position sen­sor.

• Remove the sensor by unscrewing the two relative screws.

• Disassemble the fuel filter from its supports and disconnect it from
the fuel tubes, taking care to not spill any fuel.

Place a cloth underneath the fuel filter.

• Disassemble the expansion tank cover assembly.

• Remove the rear cylinder head valve cover by unscrewing the
four relative screws shown in the figure.

• Rotate the crankshaft 270° (3/4 of a turn) to bring the piston of N°
2 cylinder (rear) to T.D.C. of the compression cycle. Align the “R/
T” line on the rotor of the generator with the counter-line of the
timing synchronisation inspection hole and bring the camshafts in
the position indicated at page B-7.

B.12

MAINTENANCE

• Check the valve tappet clearance of the N° 2 cylinder (rear) using
the same procedure used for the N° 1 cylinder (front) and adjust
as necessary.

VALVE TAPPET CLEARANCE ADJUSTMENT

The valve tappet clearance adjustment is regulated by the substitu­tion of the valve stem pad with another that is thicker or thinner.

• After having removed the cylinder head valve covers, remove the
intake and exhaust camshafts as described in chapter D.

• Remove the cup and pad with the fingers or a magnet.

• Check the number on the pad. This number indicates the thick­ness of the pad as illustrated.

• Choose a substitute pad that allows a valve tappet clearance within
the prescribed range. There are 25 sizes of pad available that vary
in thickness from 2.30 mm to 3.50 mm in increments of 0.05 mm.
Insert the chosen pad into the valve stem end with the numbers
towards the cam.
Check the thickness of the pad with a micrometer to ascertain that
it is the correct size.
See the selection table of the thickness of the pads for details.
(Pages B-10 and B-11).

* Do not forget to apply some engine oil to the surfaces of the pad.
* During the positioning of the pad, check that the surface with the

numbers points towards the tappets.

Reassemble the camshafts in the correct way.
(See page D-102)

• After having reassembled the pads and the camshafts, rotate the
engine so that the valve mechanism becomes completely de­pressed. This causes the expulsion of any oil entrapped in the
seat between the pad and the cam that could probably cause in­correct clearances. Check again the clearance to verify that it is
within the prescribed limits.

• Reassemble the following parts after having completed the valve
tappet clearance check.

Page

* Cylinder head valve covers ..................................................D-78

* Spark plugs and insulated caps ................................... B-5 e B-6

* Timing synchronisation inspection cover..............................D-79

* Generator cover screw .........................................................D-79

B.13

VALVE PAD SET

(12800-41810)

MAINTENANCE

(INTAKE SIDE)

FOR EXAMPLE

INTAKE VALVE PADS SELECTION TABLE

NO. (12892.41C00.XXX)

The valve tappet clearance is 0.23 mm

The thickness of the actual pad is 0.70 mm

HOW TO USE THIS TABLE:

1. Measure the clearance of the valve (cold engine).

2. Measure the thickness of the actual pad.

3. Make the vertical column (valve tappet clearance) and horizontal column (thickness) match.

The pad to use is 2.80 mm

SPECIFIED CLEARANCE/NO ADJUSTMENT NECESSARY

B.14

OPTIONAL

ACTUAL

SUFFIX NO.

MEASURED

(mm)

PAD

THICKNESS

CLEARANCE

(mm)

VALVE PAD SET

(12800-41810)

MAINTENANCE

(EXHAUST SIDE)

FOR EXAMPLE

EXHAUST VALVE PADS SELECTION TABLE

NO. (12892.41C00.XXX)

The valve tappet clearance is 0.23 mm

The thickness of the actual pad is 0.70 mm

HOW TO USE THIS TABLE:

1. Measure the clearance of the valve (cold engine).

2. Measure the thickness of the actual pad.

3. Make the vertical column (valve tappet clearance) and horizontal column (thickness) match.

The pad to use is 2.80 mm

SPECIFIED CLEARANCE/NO ADJUSTMENT NECESSARY

OPTIONAL

SUFFIX NO.

ACTUAL

MEASURED

(mm)

PAD

THICKNESS

CLEARANCE

(mm)

B.15

FUEL TUBING

MAINTENANCE

Check every 6000 km (or 6 months).
Substitute every 4 years.

After removing the fuel tank, check to see if the feed tube 1 and
return tubes 2 and 3 are damaged or show signs of leaking. Substi­tute the tubes if any defects are found.

ENGINE OIL AND OIL FILTER

(ENGINE OIL)
Change at 1000 km (or 1 month).
Change every 6000 km (or 6 months).

(OIL FILTER)
Substitute at 1000 km (or 1 month).
Substitute every 18000 km (18 months).

The oil must be changed whilst the engine is hot. The oil filter must
be substituted at the above-mentioned intervals at the same time as
an oil change.

2

3

1

ENGINE OIL CHANGE

• Place the machine in a vertical position.

• Place a container underneath the engine and drain the used oil
into the container by unscrewing the sump plug 1 and the filling
plug 2.

Used oil contains dangerous substances that can damage
the environment. To change the oil it is recommended to
use our service network that can dispose of the oil respect­ing the environment and the norms in force.

• Tighten the sump plug 1 to the specified torque and pour new oil
into the filling hole 2. The engine holds 3.1 litres of oil. Use only oil
with an API SF or SG classification and a viscosity of SAE 10W/

40.

Torque pressure
Sump plug: 23 N.m (2.3 kg-m)

• Switch on the engine and leave it to heat up for several minutes.

• Switch off the engine and wait approximately one minute. Check
the oil level in the inspection window 3. If the level is below the
countersign “L”, add oil until it reaches the countersign “F”. If the
level exceeds the countersign “F” then discharge enough oil to
arrive at the countersign “F”.

1

B.16

MAINTENANCE

OIL FILTER SUBSTITUTION

• Drain the engine oil following the same procedure described for
the oil change.

• Remove the oil filter 1 utilising the appropriate wrench (special
tool).

• Apply a light layer of engine oil to the gasket of the new filter be­fore assembly.

• Assemble the new filter by screwing it in by hand until the gasket
comes into contact with the oil filter container. Tighten by two turns
utilising the oil filter wrench (special tool).

Special tool: 800096659: Oil filter wrench

Tighten the filter correctly by utilising the special wrench.
Never tighten the oil filter by hand.

• Refill with new engine oil and check the level by following the same
procedure used for the oil change.

1

OIL CAPACITY
Oil change: 3.1 litres
Oil filter change: 3.3 litres
Engine overhaul: 3.6 litres

Utilise only

ORIGINAL CAGIVA OIL FILTERS. Filters and
spare parts of other makes could differ with regards to the
threading (diameter and pitch), filter performance and du­ration. Possible damage may occur to the engine with con­sequent loss of oil.

MINIMUM TICKOVER

Check at 1000 km (or 1 month).
Every 6000 km (or 6 months).

Carry out this adjustment when the engine is hot.

• Switch on the engine and adjust the tickover as specified by rotat­ing the accelerator stop screw 1.

1

Minimum tickover:
1300±1350 rpm

B.17

MAINTENANCE

ACCELERATOR CABLE PLAY

Check at 1000 km (or 1 month)
Every 6000 km (or 6 months).

Adjust the accelerator cable play following these three phases.
First phase:

• Slacken the locknut 1 of the accelerator return cable B and com­pletely screw in the screw adjuster 2.

Second phase:

• Slacken the locknut 3 of the accelerator opening cable A.

• Screw or unscrew the screw adjuster 4 until the accelerator cable
play is 2.0 – 4.0 mm at the accelerator handgrip.

• Tighten the locknut 3 whilst keeping the screw adjuster 4 locked in
position.

Third phase:

• Keeping the accelerator handgrip in the closed position, slowly
unscrew the screw adjuster 2 of the accelerator return cable B
until a resistance is felt.

• Tighten the locknut 1 whilst keeping the screw adjuster 2 locked in
position.

Accelerator cable play: 2.0-4.0 mm

After making the adjustments, check that the handlebar
movement does not cause an increase in the tickover. The
accelerator handgrip should return smoothly and automati­cally into position without any stiffness.

3

4

A

B

2

1

Greater adjustments can be carried out using the lateral adjuster on
the butterfly valve body of the carburettor.

SYNCHRONISA TION OF THE CARBURETTORS

Check every 12000 km (or 12 months)

(See page C-73)

B.18

CLUTCH

MAINTENANCE

Check every 6000 km (or 6 months).

• Remove the speed sensor 1.

• Remove the left hand footrest from the frame by unscrewing the
two relative screws.

• Remove the engine pinion cover 2 by unscrewing the three rela­tive screws.

• Remove the exhaust protection 3.

• Screw in the clutch lever assembly adjuster screw 8.

• Slacken the locknut 4 and completely unscrew the screw adjuster

5.

• Slacken the locknut 6 and rotate the screw adjuster 7 to obtain 5 ­10 degrees of play at the end of the clutch lever.

• Tighten the locknut 6.

• Slowly screw in the adjuster screw 5 until resistance is felt.

• Unscrew the screw adjuster 5 a

1

/4 of a turn and then tighten the

locknut 4.

• Screw or unscrew the screw adjuster 8 to obtain 10-15 mm of play

A at the end of the clutch lever.

Clutch lever play A: 10-15 mm

1

3

2

7

→

6

5

4

8

5°-10°

COOLING SYSTEM

Check every 1000 km (or 1 month)
Substitute the engine coolant every two years

ENGINE COOLANT LEVEL CHECK

The cooling of the engine is by forced circulation with a centrifugal
pump (situated on the left side of the engine), a by-pass valve ther­mostat and a radiator. The opening of the thermostat and the conse­quent flow of liquid in the radiator are activated when the tempera­ture reaches ª 82°C. (maximum opening 95°C.). The system con­tains ª 2.3 litres of AGIP COOL engine coolant.
Make sure that the machine is on level ground and that it is in a
vertical position with both wheels placed on the ground.
Check that the level inside the expansion tank is between the MIN
and MAX levels shown on the left hand side of the machine 2.
If necessary , top up the engine coolant via the cap 1 positioned un­derneath the seat.

1

2

B.19

MAINTENANCE

ENGINE COOLANT CHANGE

• After having removed the tank, remove the radiator cap 1, the
expansion tank cap and the drain plugs 2 end 3. Drain the engine
coolant.

* Do not remove the radiator cap when the engine is hot.

Boiling liquid or steam can cause serious burns.

* The engine coolant is harmful if swallowed or if it comes

into contact with the skin or the eyes. If the coolant comes
into contact with the skin or eyes, rinse abundantly with
water. If it is swallowed, provocate vomiting and immedi­ately call a doctor.

• Wash the radiator with water if necessary.

• Tighten the coolant drain plugs 2 and 3 to the specified torque.

Torque pressure
Coolant drain plugs 2 and 3: 13 N.m (1.3 kg-m)

• Via the refill hole 5, fill the radiator with the specified engine cool­ant until it reaches the neck of the radiator.

• Bleed air out of the system via the bleed nut 2.

1

See chapter H for information regarding the engine coolant.

• Tighten the air bleed nut to the specified torque.

Torque pressure
Air bleed nut 4: 13 N.m (1,3 kg-m)

• Switch on the engine and completely bleed the air from the sys­tem via the radiator neck.

• Add engine coolant until it reaches the neck of the radiator.

• Tightly close the radiator cap 1.

• Add coolant until it reaches the maximum level of the expansion
tank.

• Tightly close the expansion tank cap.

• Heat up the engine and then let it cool. Add engine coolant until
the upper level mark of the tank.

Repeat the above-mentioned procedure several times to
check that the radiator is completely full of engine cool­ant. The upper level of the coolant is shown on the side of
the tank.

2

3

Engine coolant capacity: 2000 ml

B.20

MAINTENANCE

RADIATOR TUBES

• Remove the sump guard protection 5 by unscrewing the two screws
6 indicated in the figure. Push it aside in the direction of the arrow.

Check to see if the radiator tubes are damaged, cracked or leak. If
any defect is found, substitute the tubes immediately.

TRANSMISSION CHAIN

Check at 1000 km (or 1 month)
Every 6000 km (or 6 months)
Clean and lubricate every 1000 km.

Visually check the transmission chain for the following defects. Put
the machine on a jack and a block of wood. Slowly rotate the rear
wheel by hand with the engine in neutral.
* Slack pins * Excessive wear
* Damaged rollers * Incorrect chain adjustment
* Dry or rusty links
* Missing O-rings * Bent or seized links

Grease

O-ring

The chain must be substituted if any one of these defects is found.

Substitute also the crown and pinion wheels when substituting the
transmission chain.

CHECK

• Slacken the axle nut 1.

• Completely tighten the chain by adjusting the screw adjusters 2.

• Count 21 pins (20 pitches) of the chain and measure the distance
between the two points. If the distance exceeds the operating lim­its, the chain must be substituted.

1

2

1

2

Operating limit (20 pitches of the transmission chain):

323 mm

B.21

MAINTENANCE

CHAIN ADJUSTMENT

• Slacken or tighten both chain screw adjusters 1 until the chain
reaches a slack of 25-35 mm in the central position of the chain
between the crown and pinion. The marks A on both screw adjust­ers must be in the same position of the scale to ensure the correct
alignment of the wheel.

• To make accurate adjustments, place the machine on the side
stand.

• After having correctly adjusted the chain, tighten the axle nut 2 to
the specified torque.

• Recheck the chain slack after having tightened the axle nut 2.

Torque pressure
Rear axle nut: 63,7÷ 68,6 N·m (6,5 ÷ 7 kg-m)

CLEANING AND LUBRICATION

• Wash the chain with kerosene. If the chain tends to rust quickly,
shorten the maintenance intervals.

Do not use Trichloroethylene, petrol or other similar liq­uids. These liquids possess an excessive solvent power
and more importantly, can damage the O-rings that keep
the grease inside the spaces between the rollers and pins.
Long life of the chain depends on the presence of grease
in these spaces.

• After having washed and dried the chain, grease it with high vis­cosity engine oil or with lubricants specifically produced for chains
with O-rings.

2

1

A

B.22

BRAKES

MAINTENANCE

(BRAKES)
Check at 1000 km (or 1 month)
Every 6000 km (or 6 months)

(BRAKE AND BRAKE FLUID TUBING)
Check every 6000 km (or 6 months). Substitute the tubes
every four years. Substitute the brake fluid every two years.

BRAKE FLUID LEVEL CHECK

• Place the machine in a vertical position with the handlebars straight.

• Check the level of the brake fluid by observing the minimum level
mark on the front 1 and rear 2 brake fluid chambers.

• If the level is inferior to the minimum level mark, add brake fluid to
the following specification.

Specification and classification: DOT 4

The braking system of this machine has been filled with
glycol-based brake fluid. Do not use or mix different types
of fluids such as silicone or petrol-based fluids. Do not
use brake fluid from old, used or non-sealed containers.
Do not use leftover fluids from previous maintenance or
left for long periods of time.

1

2

Spillage or leaks of brake fluid are dangerous and imme­diately discolour painted surfaces. Check the brake tub­ing and joints for cracks or leaks before riding.

BRAKE PADS

• Remove the blocking plates 1 and the locating pins.

• Pull out the pads from underneath.

The wear of the pads can be visually checked by observing the
groove A on the surface of the pad. When the groove disappears, it
is necessary to substitute the pads (see chapter about the braking
system).

When reassembling, make sure that the pads are com­pletely inserted into their positions. Consult the chapter
about the braking system.

1

A

B.23

MAINTENANCE

• To change the rear brake pads, proceed as follows:

• Remove the two screws of the rear spray guard 3 rotate it as shown
in the figure.

Substitute the pads in pairs to guarantee maximum brak­ing performance..

BRAKE PEDAL HEIGHT

The rear brake pedal must have a travel of 10-15 mm before the
braking action takes place. If it is necessary, make the adjustment as
follows:

- Slacken the nut 5;

- Using nuts 6 or 7, position the pedal in the desired position.

- When the adjustment is completed, tighten the nut 7.

Torque pressure
Rear brake pedal locknut 1: 18 N.m (1.8 kg-m)

3

1

MAINTENANCE

To change the rear brake disc pads, proceed as follows:

- Remove the 2 screws 1 of the rear mudguard 2 and rotate it as
shown in the figure.

- Remove the pincer assembly from the forks by unscrewing the
2 relative screws 3.

- Remove the 2 pins 4 that keep the pads in place.

Proceed with checking the pads for wear in the same way as for
the front brake pads.
Reassemble everything in the reverse order of removal.

5

6

7

4

3

1

1

2

B.24

MAINTENANCE

BLEEDING THE AIR FROM THE BRAKING SYSTEM

The air that is trapped in the braking system acts as a cushion, ab­sorbing the greater part of the pressure exerted by the brake pump.
The performance of the brake pincer is therefore compromised. The
presence of air in the system is indicated by a “sponginess” of the
brake lever or pedal and a reduction in the braking performance. As
this situation could be highly dangerous for both rider and the ma­chine, it is necessary to effect the bleeding of the air from the brak­ing system immediately following maintenance on the brakes. This
procedure is carried out as follows:

• Refill the brake fluid chamber with brake fluid until it reaches the
“UPPER” mark.

• Replace the chamber cover to avoid the entry of dirt.

• Remove the rubber cap and apply a plastic tube to the bleed valve
nipple. Insert the free end of the tube in a container.

Torque pressure
Air bleed valve nipple: 7.5 N.m (0.75 kg-m)

• Front brake: bleed out the air via the bleed valve nipple.

• Squeeze and release the brake lever several times in rapid suc­cession and then squeeze it without releasing the lever. Slacken
the bleed valve nipple rotating it a 1/4 of a turn so that the fluid can
pour out into the container. This releases the tension on the brake
lever and allows it to move towards the handgrip of the handlebar.
Close the valve, squeeze and release the brake lever again and
reopen the valve. Repeat this operation until the fluid that pours
into the container does not contain bubbles of air.

• The bleeding must be carried out on both front brake pincers at
the same time.

During the bleeding of the brake system, top up the brake fluid cham­ber with brake fluid as necessary . There must always be brake fluid
in the chamber.

• Close the bleed valve nipple and disconnect the plastic tube. Refill
the brake fluid chamber with brake fluid until the fluid reaches the
“UPPER” mark.

Handle brake fluids with care. They chemically react with
paint, rubber, etc.

• The only difference in the procedure for the rear brake is that it is
a pedal and not a lever that activates the brake.

B.25

MAINTENANCE

TYRES

Check every 6000 km (or 6 months)

CONDITION OF THE TREAD

Badly worn tyres decrease the road holding and are therefore danger­ous. It is recommended that tyres be changed when the tread reaches
the minimum level.

Operating limit
Tread depth (front): 2.0 mm

(rear): 2.0 mm

TYRE PRESSURES

If the tyre pressures are too high or too low, the steering is nega­tively influenced and tyre wear is accelerated.
Maintain the correct tyre pressures to obtain the maximum road
holding and the maximum life from the tyres.
Cold tyre pressures are as follows:

COLD TYRE RIDER ONLY RIDER + PASS.
PRESSURE

kPa kg/cm

2

kPa kg/cm

2

FRONT 220 2,2 240 2,4
REAR 240 2,4 260 2,6

The standard tyres mounted on this machine are 110/80 –
18” for the front wheel and 150/70 – 17” for the rear wheel.
The use of different tyres to those specified could cause
instability . It is highly recommended to use tyres of the pre­scribed size.

TYRE TYPE

TUBELESS

STEERING

Check at 1000 km (or 1 month)
Every 12000 km (or 12 months)

The steering must be adjusted correctly to obtain a smooth rotating
action of the handlebar and a safe ride. Steering that is too stiff
obstructs the smooth rotation of the handlebars whilst steering that
is too slack brings poor stability to the machine. Place the machine
on its stand so that the front wheel is raised from the ground. Grip
the forks where the wheel hub is and pull forwards to check that the
steering head play is not excessive. If excessive play is found, carry
out the adjustment of the steering bearings as described in the Sus­pension chapter of this manual.

B.26

MAINTENANCE

COMPRESSION TEST

The compression of a cylinder is an optimum indicator of the internal condition of the engine.
The decision to overhaul the engine is often the result of a compression test. Amongst the periodical maintenance
data to be found at the dealer are also the compression measurements for each maintenance operation.

COMPRESSION SPECIFICATION (automatic decompression activated)

Standard Limit Difference

1300-1700 kPa 1100 kPa 200kPa
( 13-17 kg/cm

Low compression could indicate one of the following conditions:

* Worn piston or piston rings
* Piston rings seized in the grooves
* Poor valve closure
* Head gasket broken or defective

2

) ( 11 kg/cm2 ) ( 2 kg/cm2 )

Overhaul the engine in the following cases:

* The compression of one of the cylinders is less than 1100 kPa (11 kg/cm

2

).
* The difference between the compression of the two cylinders is more than 200 kPa.
* All values of the compression are less than 1300 kPa (13 kg/cm2) even if they are more than 1100 kPa (11 kg/cm2).

COMPRESSION TEST PROCEDURE

* Before verifying the engine compression, check that the cylinder head bolts are tightened to the correct torque

and that the valves are adjusted correctly.
* Heat up the engine before proceeding with the test.
* Check that the battery is fully charged.

• Carry out the compression test as follows:

• Remove the seat and the plastic underneath the seat.

• Remove both spark plugs (see page B-7.)

• Screw in the compression meter in one of the spark plug holes

making sure that it is correctly tightened.

• Keep the accelerator handgrip in the fully open position.

• Turn over the engine with the electric starter motor for several

seconds and note the maximum reading of the compression me-

ter. This is the compression of that cylinder.

• Repeat the procedure for the other cylinder.

Special tool: 800096660: Compression meter
800096652: Compression sensor adaptor

B.27

MAINTENANCE

OIL PRESSURE TEST

Periodically check the oil pressure for an approximate evaluation of the condition of the moving parts of the engine.
OIL PRESSURE SPECIFICATION

More than 300 kPa (3.0 kg/cm2) at 3000 rpm, oil temperature
60°C. Less than 600 kPa (6.0 kg/cm

If the pressure of the oil is more or less than those specified, consider the following causes:

LOW OIL PRESSURE

* Oil filter blocked
* Oil leak in the system
* O-ring damaged
* Defective oil pump
* One or more of these problems together

HIGH OIL PRESSURE

* Excessive oil viscosity
* Oilways blocked
* Or both problems together

2

)

OIL PRESSURE TEST PROCEDURE

Switch on the engine and check that the oil pressure warning light is
illuminated. If it remains illuminated, check the electrical circuit of the
oil pressure warning light. If the circuit is in good condition, check the
oil pressure as follows:

• Remove the plug from the main oil way.

• Insert the oil manometer along with its attachment in the position
indicated.

• Heat up the engine as follows:
Summer: 10 minutes at 2000 rpm
Winter: 20 minutes at 2000 rpm

• After the heating up, increase the speed to 3000 rpm (check the
revcounter) and take the reading of the oil manometer.

Special tool: 80009661: oil pressure measuring tube
800096662: oil pressure measuring adaptor
800096663: instrument (for high pressures)

Torque pressure
Main oil way plug: 10 N.m (1.0 kg-m)

B.28

TECHNICAL DATA

MAINTENANCE

VALVE + GUIDE

PART STANDARD LIMIT

Valve diameter Intake 40 –––––

Exhaust 33 –––––

Valve tappet clearance (cold) Intake 0.10-0.20 –––––

Exhaust 0.20-0.30 –––––

Valve stem/guide play Intake 0.010-0.037 –––––

Exhaust 0.030-0.057 –––––

Valve stem distortion Intake and

Exhaust

Valve guide – internal diameter Intake and

Exhaust

Valve stem – external diameter Intake 5.475-5.490 –––––

Exhaust 5.455-5.470 –––––

Valve stem decentralising Intake and

Exhaust

Valve head thickness Intake and

Exhaust

Valve seat width Intake and

Exhaust

Valve head radial decentralising Intake and

Exhaust

Valve spring floating width Internal –––––– 37.0
(intake and exhaust) External –––––– 40.7

Valve spring tension Internal 6.2 kg at 33.1 mm length –––––
(intake and exhaust) External 15.4 kg at 36.6 mm length –––––

–––––– 0.35

5.500-5.512 –––––

–––––– 0.05

–––––– 0.5

0.9-1.1 –––––

–––––– 0.03

Unit: mm

CAMSHAFT + CYLINDER HEAD

PART STANDARD LIMIT

Cam height Intake 37.770-37.838 37.47

Exhaust 36.380-36.448 36.08

Camshaft seat pin oil play Intake and

exhaust

Camshaft seat support Intake and
internal diameter exhaust

Camshaft seat pin external diameter Intake and

exhaust

Camshaft decentralising Intake and

exhaust

Intermediate gearing push play/N° 2
timing sprocket 0.15-0.29

Cylinder head deformation –––––– 0.05

0.019-0.053 0.150

22.012-22.025 –––––

21.972-21.993 –––––

––––– 0.10

–––––

Unit: mm

B.29

MAINTENANCE

CYLINDER + PISTON + PISTON RINGS

Unit: mm

PART STANDARD LIMIT

Compression pressure 1300-1700 kPa 1100 kPa

(automatic decompression activated)

Compression pressure difference

(13-17 kg/cm2) (11 kg/cm2)

––––––

200 kPa

(2 kg/cm

2

)
Piston/cylinder play 0.015-0.025 0,12
Cylinder diameter 98.000-98.015 Lines or scratches

Piston diameter 97.980-97.995

97.880

Measured 10 mm from the base of the skirt
Cylinder deformation –––––– 0.05
Piston ring floating end play 1st Approx. 6.8 5.4

2nd Approx. 9.9 7.9

Piston ring end play 1st 0.15-0.35 0.5

2nd RN 0.15-0.30 0.5

Piston ring/groove play 1st –––––– 0.18

2nd –––––– 0.15

Piston ring groove width 1st 0.93-0.95 –––––

1.55-1.57 –––––

2nd 1.01-1.03 –––––

Oil scavenger ring

Piston ring width 0.84-0.89 –––––

1st

2.51-2.53 –––––

1.40-1.42 –––––

2nd 0.97-0.99 –––––

Gudgeon pin hole - internal diam. 22.002-22.008 22.030
Gudgeon pin - external diameter 21.992-22.000 21.980

CONNECTING ROD + CRANKSHAFT

Unit: mm excluding the
ratios

PART STANDARD LIMIT

Connecting rod big end - int. diam. 22.010-22.018 22.040

Connecting rod small end - lateral play

0.17-0.32 0.50
Connecting rod small end – width 21.95-23.00 –––––––
Gudgeon pin length 44.17-44.22 –––––––
Small end oil play 0.032-0.056 0.080
External diameter - Gudgeon pin 44.976-45.000 –––––––
Seat pivot oil play 0.018-0.045 0.080
External diameter – seat pivot 47.985-48.000 ––––––
Crankshaft axial play 0.050-0.100 ––––––
Crankshaft bearing shell thickness 1.925-2.175 ––––––

B.30

MAINTENANCE

OIL PUMP

PART STANDARD LIMIT

Oil pump reduction ratio 1.301 (57/31 x 29/41) –––––
Oil pressure (at 60°C.) More than 300 kPa (3.0 kg/cm

2

) at 3000 rpm –––––

CLUTCH

PART STANDARD LIMIT

Clutch lever play 10-15 –––––
Clutch main plate thickness 2.92-3.08 –––––
Clutch main plate teeth width ––––– 12.9
Clutch disengagement screw 1/4 of a turn backwards –––––
Clutch main plate deformation ––––– 0.10
Clutch spring floating length ––––– 29.6

THERMOSTAT + RADIATOR + FAN

PART STANDARD LIMIT

Thermostat valve opening temp. 82° C –––––
Thermostat valve lifting up temp. 95° C –––––
Radiator cap valve opening
pressure
Fan thermal switch
activating temperature
Coolant sensor 20° C Approx. 2.45 kΩ –––––
resistance 50° C Approx. 0.811 kΩ –––––
temperature 80° C Approx. 0.318 kΩ –––––

OFF➝ ON
ON➝ OFF

110° C Approx. 0.142 kΩ –––––
130° C Approx. 0.088 kΩ –––––

110 kPa (1,1 kg/cm2)

Approx. 105° C –––––
Approx. 100° C –––––

GEARCHANGE + TRANSMISSION CHAIN

PART STANDARD LIMIT

Primary reduction ratio 1.838 (57/31) –––––
Secondary reduction ratio 2.235 (58/17) –––––
Gear ratios 1st 2.666 (32/12) –––––

2nd 1.933 (29/15) –––––

3rd 1.500 (27/18) –––––
4th 1.227 (27/22) –––––
5th 1.086 (25/23) –––––

6th 1.000 (24/24) –––––
Crown/pinion ratio 2.562 (41/16) –––––
Gearchange fork play 0.1-0.3 0.50
Gearchange fork width 5.0-5.1 –––––
Gearchange fork thickness 4.8-4.9 –––––
Transmission chain Type Regina 136 ORP –––––

Links 106 links –––––
Length: 20 pitches

––––– 323

Unit: mm excluding the
ratios

–––––

Unit: mm excluding ratios

B.31

MAINTENANCE

PART STANDARD LIMIT

Transmission chain slack 25-35 –––––
Gearlever travel 5 –––––
Rear brake lever travel 10÷15 –––––

INJECTOR + FUEL PUMP + FUEL PRESSURE ADJUSTER

P ART TECHNICAL CHARACTERISTICS NOTES

Injector resistance 11-16 ohms at 20°C.
Fuel pump flow Approx. 1 litre per minute at 290 kPa (2.9 kg/cm2)
Fuel pressure adjuster Approx. 290kPa (2.9 kg/cm

2

)

operating pressure

FI SENSOR + AIR INTAKE CONTROL VALVE

P ART TECHNICAL CHARACTERISTICS NOTES

CMP sensor resistance 0.9-1.3 kΩ
CMP sensor peak voltage More than 0.8 V
CKP sensor resistance 184-276 Ω
CKP sensor peak voltage More than 4 V
IAP sensor incoming voltage 4.5-5.5 V
IAP sensor outgoing voltage Approx. 1.8 V at minimum
TP sensor incoming voltage 4.5-5.5 V
TP sensor resistance (closed) Approx. 1.2 kΩ

(open) Approx. 4.4 kΩ
TP sensor outgoing (closed) Approx. 1,1 V
voltage (open) Approx. 4.2 V
ECT sensor incoming voltage 4.5-5.5 V
ECT sensor resistance 2.3-2.6 KΩ a 20° C
IAT sensor incoming voltage 4.5-5.5 V
IAT sensor resistance 2.2-2.7 kΩ a 20° C
AP sensor incoming voltage 4.5-5.5 V
AP sensor outgoing voltage Approx. 3.6 V at 760 mmHg (100 kPa)
TO sensor resistance 60-64 KΩ
TO sensor voltage Approx. 2.5 V
GP sensor voltage More than 0.6 V (from the 1st to the 6th)
Injector voltage Battery voltage

Primary ignition coil peak voltage More than 280 V (when the engine turns)

VCSV resistance 36-44 kΩ
Air intake control valve
operating rpm

B.32

Opening rpm More than 4000 rpm

Closing rpm Les than 3800 rpm

MAINTENANCE

CARBURATORE

P ART TECHNICAL CHARACTERISTICS

Minimum rpm - choke 2000 rpm at 20°-30° 3500-4000 at 90°
Minimum rpm – tickover 1300-1350 rpm
Accelerator cable play 2.0-4.0 mm

ELECTRICAL SYSTEM

P ART TECHNICAL CHARACTERISTICS NOTES

Timing synchronisation 3° BTDC at 1200 rpm
Firing order1·2
Spark plugs Type NGK: CR8EK

Denso:U24ETR

Electrode

gap
Spark performance More than 8 at 1 atm.
Camshaft position sensor

resistance

Ignition coil resistance Low 3-5 Ω + terminal / - terminal

High 20-28 kΩ

Camshaft position sensor
peak voltage

Primary ignition coil peak voltage More than 280 V
Generator winding resistance 0.1-1.0 Ω Y - Y

Max. outgoing wattage-generator Approx. 380W at 5000 rpm
Generator voltage without a
charge (cold engine)
Ignition relay resistance 3-6 Ω
Battery Type FIAMM 6E9

Capacity 12V (9 Ah) 32.4kC

Standard electrolyte

density

Fuses Headlight HI 15A

LO 15A

Direction

indicators

Injection

relay

Main fuse

More than 70V (CA) at 5000 rpm

184-276 Ω BI-G

More than 4,0 V

1.265÷1.275

0.6-0.7

15A
10A

15A

Unit: mm excluding ratios

+ terminal / spark plug

insulated cover

B.33

MAINTENANCE

WATTAGE

P ART TECHNICAL CHARACTERISTICS

Headlight HI 60

LO 55
Sidelight 5
Stop/tail light 21/5
Direction indicators 10
Revcounter light 1.2
Direction indicator warning light 2
Main beam warning light 2
Neutral warning light 2
Fuel level warning light 2
Number plate light 5

BRAKES + WHEELS

PART STANDARD LIMIT

Rear brake pedal travel 5 –––––
Brake disc thickness Front 4.0±0.2 3.5

Rear 5.0±0.2 4.5
Brake disc deformation
(front and rear)
Wheel deformation Axial < 0.5 2
(front and rear) Radial < 0.8 2
Wheel spindle axial deformation

Front

Rear

––––– 0.30

< 0.1 0.2

Unit: W

Unit: mm

B.34

MAINTENANCE

PART STANDARD LIMIT

Axial deformation – wheel Front –––––– 0.5

Rear ––––– 0.5

Wheel dimensions Front 3.00“X18” –––––

Rear 4.25 “X17”

Tyre dimensions Front 110/80 -18” –––––

Rear 150/70 -17” –––––

Tread depth Front ––––– 2.0

Rear ––––– 2.0

SUSPENSION

PART STANDARD LIMIT

Fork travel 150 –––––
Fork spring floating length 280 –––––
Fork oil level 180 –––––
Rear spring assembly
installed length
Rear wheel travel 160 –––––
Fork shaft pin deformation ––––– 0.30

180 –––––

TYRE PRESSURES

COLD TYRE RIDER ONLY WITH PASSENGER

PRESSURES kPa kg/cm

FRONT 220 2.2 240 2.4

REAR 240 2.4 260 2.6

2

kPa kg/cm

2

B.35

MAINTENANCE

FUEL + COOLANT

P ART TECHNICAL CHARACTERISTICS NOTES

Fuel type The fuel must be 95 octane petrol or higher.

It is recommended that lead free petrol be used.
Fuel tank capacity 20 L
Engine oil type AGIP TEC 4T 10W/40 SINT 20005W/40
Engine oil capacity Oil change 3100 ml

Filter change 3300 ml

Overhaul 3600 ml
Fork oil type SAE 7.5
Fork oil capacity
(each leg)
Brake fluid type AGIP BRAKE 4
Coolant type Use antifreeze coolant that is compatible

with aluminium radiators. Mix with a

ratio of 50/50 with distilled water only.

Coolant capacity

680 cc

2000 ml

B.36

INJECTION - AIR INTAKE SYSTEM

Section

C

C.1

INJECTION - AIR INTAKE SYSTEM

Maintenance precautions ....................................................... C-3

FI system technical characteristics ........................................ C-9

Intake air system technical characteristics............................. C-21

FI system - position of parts ................................................... C-26

FI system diagram.................................................................. C-27

FI system - electrical diagram ................................................ C-28

Auto-diagnostic function......................................................... C-29

Security function..................................................................... C-32

FI system diagnostics............................................................. C-33

Fuel feed system.................................................................... C-51

Butterfly body ......................................................................... C-55

Intake air system .................................................................... C-78

Sensors .................................................................................. C-80

C.2

INJECTION - AIR INTAKE SYSTEM

MAINTENANCE PRECAUTIONS

Observe the following when handling components of the FI system
or when carrying out maintenance on the system.

CONNECTORS/COUPLINGS

• When putting connectors together , make sure that the connectors
are pushed fully home until a click is heard.

• When pulling apart a snap connector , release the stop before dis­connecting. When connecting, push in until a click is heard.

• When disconnecting a coupling, make sure to grip the body of the
coupling and do not pull on the leads.

• Check that the terminals of each connector/coupling are not loose
or bent.

• Check for corroded or dirty terminals. A good contact will not be
made if the terminals are corroded and not perfectly clean.

Click

Click

• If there are circuit problems, check each lead by hand. If there are
cracks or breaks in the insulation, repair or substitute the leads.

• When carrying out measurements on electrical connectors with a
tester, insert the probe into the connector from the wiring system
side of the connector/coupling.

• If it is not possible to insert the probe from the wiring side, take
particular care not to bend the male terminal or open the female
terminal when inserting the probe on the terminal side of the cou­pling.
Never insert the probe into a male terminal.

• Check terminal connections to see if the male terminals are bent
or the female terminals are too open or both terminals are loose,
corroded or dirty.

2

1

1

Coupling
Probe

2

2

3

Coupling

1

Probe

2
3

Male terminal

1

2

C.3

INJECTION - AIR INTAKE SYSTEM

FUSES

• Always search for the cause of a blown fuse. Eliminate the cause
and then substitute the fuse.

• Use only fuses of the correct amperage.

• Do not use wire or another substitute for a fuse.

ECM/VARIOUS SENSORS

• Seeing that each component is a high precision part, take care to
not damage the said components during the removal/installation
phases.

INCORRECT

• Take care to not touch the electrical terminals of the ECM. The
static electricity of the body can damage the component.

• Before connecting or disconnecting an ECM coupling, make sure
that the ignition switch is in the OFF position. This will prevent
damage to the electronic parts.

• Do not connect the battery with inverted polarities. This will in­stantly damage components of the FI system when the circuit is
switched on.

ignition switch

INCORRECT

C.4

INJECTION - AIR INTAKE SYSTEM

• Do not remove the terminals of the battery whilst the engine is
running.
If a terminal is removed, this would cause an inverted electrical
force that would seriously damage the ECM.

• Before measuring the voltage on any terminal of the electrical sys­tem, check that the voltage of the battery is 11V higher. Terminal
checks carried out with an insufficient battery voltage can cause
diagnostic errors.

• Never connect any tester (voltmeter, ampmeter, etc.) to the ECM
when its coupling is disconnected. This could cause damage.

• Never connect an ohmmeter to the ECM with the coupling con­nected. This could cause damage to the ECM and the sensors.

• Use a good quality ohm-meter/voltmeter. It will not be possible to
obtain precise test results or possible personal injuries could re­sult if bad quality equipment is used.

ELECTRICAL CIRCUIT TESTING PROCEDURE

There are various methods of testing electrical circuits. The one
described here is the general method for testing open circuits or
short circuits using an ohmmeter and a voltmeter.

OPEN CIRCUIT TESTS

The probable causes of open circuits are described as follows. Check
the connectors/couplings and terminals with particular attention be­cause these are frequently the cause of an open circuit.

• Loose connection of a connector/coupling.

• Poor contact of the terminal (because of dirt, corrosion, rust or
foreign objects, etc.).

• Leads not insulated properly.

• Poor connection between the lead and the terminal.

C.5

INJECTION - AIR INTAKE SYSTEM

• Disconnect the negative polarity cable from the battery.

• Check to see if the connectors/couplings and both ends of the
circuit are not loose. Also check the snap-fit couplings for correct
insertion.

• Check the tightness of the female terminals of the circuit by using
a test male terminal.
Visually check each terminal for poor contacts (caused by dirt,
corrosion, rust, foreign bodies, etc.). Check that each terminal is
correctly inserted into the couplings.
If the terminal is loose, adjust it to increase the tightness or substi­tute the terminal. They must be clean and free of corrosion that
could impede a good contact.

• Using the continuity and voltage testing procedure described as
follows, check for an open circuit or a poor contact of the wiring
terminals. Locate the defect and repair..

1

Sensor

Check to see if the connection is loose

1

Check the contact pres­sure by inserting and
removing the male ter­minal once only

1

ECM

Check that each ter­minal is aligned cor­rectly and is not bent

Continuity test

• Measure the resistance between the terminals of the coupling and
both ends of the circuit being tested (as indicated between posi­tion A and C).
If no continuity is indicated (complete resistance or over the limit
of the scale), signifies that the circuit between terminals A and C is
open.

• Disconnect the coupling in the circuit (coupling B in the figure) and
measure the resistance between the terminals A and B.
If there is no continuity signifies that the circuit between the termi­nals A and B is open. If continuity is indicated, the circuit is open
between the terminals B and C or the coupling B is defective.

1

2

Loose fitting

1

Open circuit

2

Worn lead (one thread left of the braiding)

3

B

A

A

3

ECM

C

ECM

C.6

B

C

INJECTION - AIR INTAKE SYSTEM

Voltage test

If the circuit tested has fewer volts than normal, the voltage test can
also be used as a continuity test.

• With all connectors/couplings connected and with voltage running
through the circuit being tested, measure the voltage between each
terminal and Earth.

If the measuring is carried out as indicated in the figure on the right
and the results are as indicated below, signifies that the circuit is
open between terminals A and B.

Voltage between:
C and Earth: approx. 5 V
B and Earth: approx. 5 V
A and Earth: 0 V

However, if the values are those indicated below signifies that there
is an anomalous resistance of a level corresponding to the drop in
voltage in the circuit between the terminals A and B.

Voltage between:
C and Earth: approx. 5 V
B and Earth: approx. 5 V Drop of 2 V
A and Earth: approx. 3 V

A

B

C

SHORT CIRCUIT TESTS (wiring - Earth)

• Disconnect the negative polarity cable of the battery.

• Disconnect the connectors/couplings and both ends of the circuit
being tested.

Disconnect all connectors/couplings between the circuit being tested
and any other circuits.
The diagnosis will not be accurate if this is not done.

• Measure the resistance between the terminal and one end of the
circuit (terminal A in the figure) and Earth. If continuity is indicated
signifies that there is a short circuit to Earth between the terminals
A and C of the circuit.

B

A

C

To other parts

Other parts

C.7

INJECTION - AIR INTAKE SYSTEM

• Disconnect the coupling in the circuit (coupling B) and measure
the resistance between the terminals A and Earth.
If continuity is indicated signifies that there is a short circuit to Earth
between the terminals A and B of the circuit.

USE OF THE TESTER

• Use batteries for the tester that are in good condition.

• Ensure that the tester is correctly adjusted to the range of tests to
be conducted.

• As the resistance can vary according to the tester being used and
the temperature, the tester must be used as follows.

Use of the tester

• An incorrect connection of the + and - probes can cause damage
inside the tester.

• If the voltage and the current are not known, carry out the test
utilising the highest range possible.

• Start with the tester at 0 ohms before testing each resistance or
after having changed the range of the resistance.

• When the resistance is measured with a multi-tester, also meas­ure the resistance the charge is missing. Subtract this resistance
from that measured under charge to obtain the effective resist­ance.

(Resistance (Resistance in ab­measured)

• When resistance is measured with a multi-tester , “infinite” becomes

10.00 Mohm and “1” flashes on the display.

• Check that no voltage has been applied before carrying out test­ing. If voltage is present, the tester could be damaged.

• Switch off the tester when not in use.

-

sence of charge)

=(effective resistance)

Left side

A

B

C

* When connecting the multi-tester, place copper adaptors (exter-

nal diameter: - 0.5 mm) on the rear part of the coupling and then
connect the probes to the adaptors.

* Use copper adaptors as described above, to prevent damage to

the protective rubber sleeves of the impermeable couplings.

C.8

INJECTION - AIR INTAKE SYSTEM

FI SYSTEM TECHNICAL CHARACTERISTICS

INJECTION TIME (INJECTION VOLUME)

The factor that determines the timing of the injection is the time of the basic injection. This is calculated on the basis
of intake air pressure, the rpm of the engine, the opening of the throttle and various other adjustments that are
determined according to signals received from various sensors that reveal the engine and riding conditions.

ECM

Intake air pressure sensor Intake air pressure
(IAP sensor) signal

Crankshaft position sensor Engine rpm of injected
(CKP sensor) signal fuel

Throttle position sensor Throttle opening
(TP sensor) signal

Various sensors

Injectors

Various signals

→

Injection signal

→

Basic volume

→
→

Adjustment

→

Final volume
of injected fuel

→
→

C.9

INJECTION - AIR INTAKE SYSTEM

INJECTION TIME ADJUSTMENT (VOLUME)

Various sensors allow injection time adjustments (volume) to be carried out on the basis of the following signals.

SIGNAL

ATMOSPHERIC PRESSURE SENSOR SIGNAL

ENGINE COOLANT TEMPERATURE SENSOR
SIGNAL

INTAKE AIR TEMPERATURE SENSOR SIGNAL

BATTERY VOLTAGE SIGNAL

GEARCHANGE/ENGINE RPM POSITION SIGNAL

IGNITION SIGNAL
ACCELERATION/DECELERATION SIGNAL

DESCRIPTION
When the atmospheric pressure is low, the sensor
sends a signal to the ECM to reduce the injection
time (volume).
When the temperature of the engine coolant is low,
the injection time (volume) is increased.

When the temperature of the intake air is low, the
injection time (volume) is increased.

Battery voltage is supplied to the ECM to make it
function. This voltage is taken and used as a signal
for the adjustment of the injection time (volume). A
low voltage determines a longer injection time for the
injection volume adjustment.

At high engine rpm, the injection time (volume) is
increased in the 5th and 6th gears. The SRAD system
makes this adjustment.
When the engine is being switched on, a larger
volume of fuel is injected into the system.
During acceleration, the injection time of the fuel
(volume) is increased in relation to the speed with
which the throttle is opened and the rpm of the en­gine. During deceleration, the injection of fuel is
interrupted. Injection is reactivated when the butterfly
valve is reopened.

INJECTION KILL CONTROL

SIGNAL

CRASH SENSOR SIGNAL

RPM LIMITER SIGNAL

DESCRIPTION
If the motorcycle crashes to the ground, the crash
sensor sends a signal to ECM. At the same time, this
signal causes an interruption of the electrical feed to
the fuel pump, the injectors and the ignition coil.

The functioning of the fuel injectors is interrupted
when the rpm of the engine reaches maximum level.
The rpm limiter interrupts the ignition system and
therefore the interruption signal is sent to the ECM.

C.10

INJECTION - AIR INTAKE SYSTEM

FUEL FEED SYSTEM

The fuel feed system consists of the fuel tank, fuel pump, fuel filter, feed tube, feed tubing (including the fuel
injectors), pressure regulator and the return feed tube. The fuel is pumped from the tank to the fuel pump and the
pressurised fuel flows into the injector installed in the fuel feed tubing. As the fuel pressure applied at the fuel
injector (the pressure of the fuel in the feed tubing) is always maintained at a higher value than the suction of the
carburettor, the fuel is injected into the carburettor in a conical dispersion when the injector opens according to the
injection signal received from the ECM.
The excess fuel refused by the pressure regulator returns to the fuel tank via the return fuel tube.

ELECTRIC FUEL PUMP

The electric fuel pump, which is situated on the left hand side of the machine, is of the rotating lobe volumetric type.
The pump motor has permanent magneto brushes.
The pump has a non-return valve to avoid the emptying of the fuel system when the pump is not in function.
It is also provided with a pressure valve that short circuits the air feed when there is a pressure more than 5 bar.
This avoids overheating the electric motor.
The ECM controls the ON/OFF condition of the fuel pump as described in the FUEL PUMP CONTROL SYSTEM
section.

C.11

INJECTION - AIR INTAKE SYSTEM

FUEL PRESSURE REGULATOR

The fuel pressure regulator is a diaphragm release valve that consists of a diaphragm, spring and a valve. It
always maintains the pressure of the fuel to the injector at 2.9 kg/cm
carburettor. When the fuel pressure rises more than 2.9 kg/cm
the fuel opens the regulator valve and therefore the excess fuel returns to the fuel tank via the return fuel tube.

2

2

(290 kPa) above the pressure in the carburettor,

(290 kPa) higher than the pressure in the

(Open valve)

Spring

Diaphragm

Fuel from
the pump

Fuel returns
to the tank

Suction

Valve

(Closed valve)

Spring

Suction

Diaphragm

Valve

Fuel from
the pump

FUEL INJECTOR

The fuel injector consists of a solenoid, piston, needle valve and filter.
The injector is an electro-magnetic injection jet that injects the fuel into the carburettor according to the signals
received from the ECM.
When the ECM agitates the solenoid, it becomes an electro-magnet that attracts the piston. At the same time, the
needle valve incorporated in the piston opens and the injector, under pressure from the fuel, injects the fuel in a
conical dispersion. As the opening movement of the needle valve is constant, the volume of fuel injected each time
is determined by the agitation period of the solenoid (injection time).

C.12

Injection holes

Needle valve

Piston

Filter

Solenoid

INJECTION - AIR INTAKE SYSTEM

FUEL PUMP CONTROL SYSTEM

When the ignition switch is switched to ON, the battery current reaches the fuel pump motor via the relay of the side
stand and the also pump relay, that turns the motor.
As the ECM possesses a timing function, the pump motor stops turning three seconds after the ignition switch is
switched ON.
Continuing, when the crankshaft is made to turn by the starter motor or by the engine already switched on, the engine
rotation signal is sent to the ECM. Therefore, the current flows to the fuel pump motor via the side stand relay and the
same pump relay, thereby making the pump work on a continuous basis.
In the control circuit of the fuel pump there is a crash sensor. If the machine should be dropped, the crash sensor
sends a signal to the ECM to deactivate the feed to the pump relay , thereby interrupting the function of the fuel pump
motor. At the same time, the current to the injectors and ignition coils is interrupted, causing the engine to switch off.

SIDE STAND RELAY

BATTERY

ECM

30A

CRASH SENSOR

IATS

IGNITION
SWITCH

10A

FUEL PUMP

TPS

10A

FUEL PUMP
RELAY

FUEL T ANK

ENGINE KILL
SWITCH

STARTER
BUTTON

STARTER RELAY

IG2

SPARK PLUG

IG1

SPARK PLUG

CMPS

SIDE STAND
SWITCH

CLPS

STARTER MOTOR

C.13

INJECTION - AIR INTAKE SYSTEM

ECM (FI CONTROL UNIT)

The ECM unit is situated underneath the seat and the seat compartment towards the rear of the machine.
The ECM consists of a CPU (Central Control Unit), a memory (ROM) and incoming/outgoing sections (I/O).
Signals sent by each sensor are received at the incoming section and then to the CPU. On the basis of the signals
received, the CPU calculates the volume of fuel necessary to start the engine utilising memorised actions prepared
for various engine conditions. The signal for the injection of the fuel is then sent to the injector by the outgoing
section.

The four types of independent programmed action have been memorised in the ROM.
They have been designed to compensate for differences in the intake air/exhaust systems and the performance of
cooling caused by the different leaning angles of the front cylinder and the rear cylinder.
LIGHT LOAD: When the engine turns under a light load, the volume of fuel injected (time) is based on the

air pressure at the intake air and on the rpm of the engine.

HEAVY LOAD: When the engine turns under a heavy load, the volume of fuel injected (time) is based on

the opening of the throttle and the rpm of the engine.

FRONT CYLINDER

LIGHT LOAD

TIME

AIR PRESSURE
A T THE INTAKE
AIR

INJECTION

ENGINE RPM

HEAVY LOAD

OPENING OF
THE THROTTLE

TIME

INJECTION

ENGINE RPM

REAR CYLINDER

LIGHT LOAD

TIME

AIR PRESSURE
AT THE INTAKE
AIR

C.14

INJECTION

HEAVY LOAD

ENGINE RPM

TIME

INJECTION

OPENING OF
THE THROTTLE

ENGINE RPM

INJECTION - AIR INTAKE SYSTEM

INJECTION SYNCHRONISATION

Fuel injection is effected by a sequential injection type system that is independent for each cylinder. The system
uses the crankshaft position sensor (signal generator) to determine the position of the pistons (injection synchroni­sation and timing synchronisation). The camshaft position sensor identifies the cylinder when the engine is switched
on, sending this information to the ECM. This permits an optimum injection volume of fuel at the right moment
according to the operating conditions of the engine. When the crankshaft starts to turn at the moment of ignition,
the ECM sends a signal to both front and rear injectors for the contemporaneous injection of fuel. At the second
revolution of the engine, the injection of fuel is sequential and independent for both cylinders.

Crankshaft
position
sensor signal

Rear

COMBUST.

cylinder

Front
cylinder

IN. COMPR. COMBUST.

Timing
synchronisation

Camshaft
position
sensor
signal

Front
injector

EX.

IN.

EX.

COMPR.

IN.

COMBUST.

COMPR.

FRONT

EX.

COMBUST.

IN.

REAR

COMPR.

EX.

COMBUST.

IN. COMPR.

EX. IN.

FRONT

COMBUST.

REAR

COMPR.

IN.

EX.

Rear
injector

Crankshaft
rotation
angle

Rotation

RPM

TDC
(front)

C.15

INJECTION - AIR INTAKE SYSTEM

SENSORS

INTAKE AIR SUCTION SENSOR (IAP SENSOR)

The intake air pressure sensor is situated on the right hand side of
the air filter compartment.
The sensor senses the suction of air in the intake air tube (spring
type) of the butterfly body and this pressure is converted into volt­age and sent to the ECM.
The basic time of injection of the fuel (volume) is determined ac­cording to the signal voltage (outgoing voltage).
The voltage increases when the air pressure of the intake air is high.

High

Low

Outgoing voltage
(V)

High
(high suction)

Intake air pressure
(mmHg)

Low
(low suction)

THROTTLE POSITION SENSOR (TP SENSOR)

The throttle position sensor is situated on the N° 2 carburettor. To
get access to this component, it is necessary to remove the left hand
fuel tank as described in Chapter B.
This sensor is a variable resistance sensor and senses the angle of
opening of the throttle. In the sensor, the battery voltage is changed
to the relative voltage of the position of the throttle and is then sent
to the ECM. The basic time of injection of the fuel (volume) is deter­mined according to the signal voltage (outgoing voltage).
The voltage increases when the throttle is increasingly opened.

High

Low

Partially open

Outgoing voltage
(V)

Throttle
opening (in grades)

Fully opened

C.16

INJECTION - AIR INTAKE SYSTEM

INJECTION - AIR INTAKE SYSTEM

CRANKSHAFT POSITION SENSOR (CKP SENSOR)

The signal generating rotor is mounted on the extreme left of the
engine crankshaft and the crankshaft position sensor (explorer coil)
is situated inside the generator cover.
The sensor generates the signal that is transmitted to the ECM.
The ECM calculates and determines the injection synchronisation
of the fuel and the timing synchronisation.
The volume of fuel injected increases when the engine rpm in­creases.
The signal is related to the functioning of the fuel pump.

CKP sensor

CAMSHAFT POSITION SENSOR (CMP SENSOR)

The signal generating rotor is mounted on the N° 2 intake valve
camshaft and the camshaft position sensor (explorer coil) is situ­ated on the cylinder head cover of the N° 2 cylinder.
The sensor generates the signal that is transmitted to the ECM.
The ECM calculates and determines the identity of the cylinder and
the synchronisation of the sequential injection.

Signal generating rotor

CMP sensor

Signal
generating
rotor

C.17

INJECTION - AIR INTAKE SYSTEM

INTAKE AIR TEMPERATURE SENSOR (IAT SENSOR)

The sensor of the intake air temperature is situated on the front part
of the air filter compartment.
The sensor reads the intake air temperature that is obtained and the
sensor then converts the resistance of the Thermistor into voltage,
which is transmitted to the ECM. The volume of the injection in­creases when the intake air temperature is low.

The resistance of the Thermistor increases when the intake air tem­perature is low and diminishes when the temperature is high.

Resistance value

High

Thermistor

ENGINE COOLANT TEMPERA TURE SENSOR (ECT SENSOR)

The engine coolant temperature sensor is installed on the body of
the thermostat assembly.
The sensor senses the engine coolant temperature that is obtained
and the sensor then converts the resistance of the Thermistor into
voltage, which is transmitted to the ECM. The volume of the injec­tion increases when the temperature of the coolant is low.

The resistance of the Thermistor increases when the temperature of
the coolant is low and diminishes when the temperature is high.

Low

Low

Resistance value

High

TemperatureHigh

C.18

Thermistor

Low

Low

TemperatureHigh

INJECTION - AIR INTAKE SYSTEM

INJECTION - AIR INTAKE SYSTEM

ATMOSPHERIC PRESSURE SENSOR (AP SENSOR)

The sensor of the atmospheric pressure is situated underneath the
ECM support. Remove the tool kit compartment as described in
Chapter B.
Remove the ECM central processing unit and its support by unscrew­ing the four screws shown in the figure.

Do not disconnect the CPU when the ignition is switched on.

The sensor senses the atmospheric pressure, which is then con­verted into voltage and transmitted to the ECM.

The fuel injection time (volume) is determined accord­ing to the voltage of the signal (outgoing voltage).

Outgoing voltage

High

(V)

The voltage increases when the atmospheric pressure
is high.

Low

Low
(low depression)

Atmospheric pressure
(mmHg)

High
(high depression)

CRASH SENSOR (TO SENSOR)

The crash sensor is situated underneath the rear cover.

- T o gain access to this component it is necessary to remove the left
hand cover and right hand cover by unscrewing the two relative
screws 1.

• Remove the parcel carrier by unscrewing the three screws 2. Dis­connect the regulator connection.

The sensor senses the leaning angle of the machine. When the
machine is inclined more than 43°, the mechanical switch closes
(ON) and a signal is transmitted to the ECM. At the same time, the
signal interrupts the electrical flow to the fuel pump, the injectors
and the ignition coils.

If it becomes necessary to remove the crash sensor, check

that it is reassembled in the correct way (see photograph).
The cable of the sensor must remain on the right hand
side of the rubber support (seen from behind).

43° 43°

C.19

INJECTION - AIR INTAKE SYSTEM

INTAKE AIR SYSTEM TECHNICAL CHARACTERISTICS

Whilst the machine is in motion, the frontal air pressure flows into the air filter compartment in such a way that it
pressurises the intake air. This improves the intake air efficiency that subsequently permits a greater power output
of the engine.

C.20

INJECTION - AIR INTAKE SYSTEM

POSITION OF THE FI SYSTEM COMPONENTS

L Intake air temperature

MAir filter

NFuel injectors (FI)

OFuel pump relay (RELE FP)

F Atmospheric pressure sensor (APS)

GFuel pump (FP)

HCamshaft position sensor (CMPS)

I Intake air pressure sensor (IAPS)

J Throttle position sensor (TPS)

ASpeedometer

BEngine coolant temperature sensor (ECTS)

CIgnition coils (IG COILS)

DCrankshaft position sensor (CKPS)

ERpm sensor

C.21

FI SYSTEM DIAGRAM

INJECTION - AIR INTAKE SYSTEM

SWITCH CLP

FI
(#1)

APS

FPR

FI

(#2)

FP

TOS

RELAY FP

ECM

FI (#1)FI (#2)

BATTERY

IATS

TPS

IAPS

VD

JET

ECTS

nd

2

AIR

CMPS

CKPS

C.22

INJECTION - AIR INTAKE SYSTEM

FI ELECTRICAL SYSTEM DIAGRAM

ENGINE

COOLANT

TEMPERATURE

SENSOR

ENGINE KILL

SWITCH

SIDE STAND RELAY

FUEL TANK

FUEL PUMP

RELAY

15 A

15 A

NEUTRAL

WARNING

LIGHT

10 A

STARTER

RELAY

FUEL PUMP

STARTER BUTTON

IATS

TPS

FI #2

CMPS

FI #1

CKPS

ATMOSPHERIC

PRESSURE

SENSOR

STARTER MOTOR

CLUTCH LEVER

POSITION SWITCH

SIDE STAND

SWITCH

SUCTION

CONTROL

VALVE

FI: FUEL INJECTOR

TPS: THROTTLE POSITION SENSOR

IATS: INT AKE AIR TEMPERA TURE SENSOR

CMPS: CAMSHAFT POSITION SENSOR

CKPS: CRANKSHAFT POSITION SENSOR

GEARCHANGE

POSITION

SWITCH

SOLENOID

MAIN SWITCH

15 A

IGNITION COILS

BATTERY

CRASH

SENSOR

MODE SELECTOR

INTAKE AIR

PRESSURE

SENSOR

SPEEDOMETER

C.23

INJECTION - AIR INTAKE SYSTEM

AUTO-DIAGNOSTIC FUNCTION

An auto-diagnostic function is incorporated in the ECM. This function has two modes: the user mode and the
dealer mode. The user can only utilise the LCD display and the LED indicator. To check the functions of the FI
system devices, it is necessary to prepare the dealer mode and utilise the special tool for the reading of the
malfunction codes.

USER MODE

MALFUNCTION LCD (DISPLA Y) LED INDICATION INDICATION MODE

INDICATION

NO

Engine coolant Engine coolant ––––––
temperature temperature/oil pressure

YES

The engine turns over
The engine does Engine coolant
not turn over temperature and the is indicated every

*1
When the ECM does not receive one of the sensor signals, the security system becomes operative and the injec­tion is not interrupted. In this situation, the LCD display panel indicates “FI” and the engine coolant temperature
and the machine continue to function.

*2
When the ECM does not receive the sensor signals of the camshaft position or the crankshaft position, the injection
signal is interrupted. The LCD display panel indicates “FI” and the engine coolant temperature. The machine stops
functioning.

*3
When the crash signal, the ignition signals #1 and #2, the injector signals #1 and #2, the fuel pump relay signal or
the ignition switch signal do not reach the ECM, the injection is interrupted. The LCD display panel indicates “FI”
when the starter button is pushed. The machine stops functioning.

Engine coolant
temperature and the is indicated every
letters “FI” *1 second.

letters “FI” *2 second.
Letters “FI” *3

The LED lights up

The LED lights up

The LED lights up
and flashes

“FI” or temperature

“FI” or temperature

The letters “FI” are
indicated
continuously

“CHEC”: The panel indicates “CHEC” when no signals are received from the ECM for five seconds.

For example:
The ignition switch is in the ON position and the engine kill button is OFF. The LCD display panel does
not receive any message from the ECM and indicates instead “CHEC”. If “CHEC” is visualised, the
problem cannot be visualised on the LCD display panel. It is necessary to check the wiring system
between the ECM and the connectors of the panel.
In this case, the probable cause is:
The engine kill switch is in the OFF position.
The system of interconnection side stand/gearchange position sensor does not function.
The ignition fuse has blown.

The LED illuminates also when the engine coolant temperature is high or when the oil pressure is low.

C.24

INJECTION - AIR INTAKE SYSTEM

DEALER MODE

The malfunction is memorised in the computer and it is possible to find it by connecting the coupling of the special
tool to the coupling of the dealer mode. The malfunction code is visualised on the LCD display panel. Malfunction
signifies that the ECM has not received signals from the related devices and these devices are indicated by codes.
The coupling of the special tool is connected to the coupling of the dealer mode.

Special tool: 800096687: mode selector

Do not disconnect the couplings of the ECM leads before checking the malfunction code. If the leads
are disconnected, the code is cancelled and therefore cannot be further checked.

MALFUNCTION LCD INDICA TION LED INDICATION MODE INDICATION
“NO” c00 –––––

The c00 code is indicated Functions as an The code is indicated

“YES”

from the smallest indicator of the every 2 seconds
to the biggest code oil pressure

C.25

INJECTION - AIR INTAKE SYSTEM

CODE MALFUNCTIONING COMPONENT NOTES
c00 None No component defective
c11 Camshaft position sensor (CMP sensor)
c12 Crankshaft position sensor (CKP sensor) Explorer coil signal,

generator signal
c13 Intake air pressure sensor (IAP sensor)
c14 Throttle position sensor (TP sensor) *3
c15 Engine coolant temperature sensor (ECT sensor)
c21 Intake air temperature sensor (IAT sensor)
c22 Atmospheric pressure sensor (AP sensor)
c23 Crash sensor (TO sensor)
c24 Ignition signal #1 (IG #1 signal) For the front cylinder
c25 Ignition signal #2 (IG #2 signal) For the rear cylinder
c31 Gearchange position signal (GP switch)
c32 Injector signal #1 (FI #1 signal) For the front cylinder
c33 Injector signal #2 (FI #2 signal) For the rear cylinder
c41 Fuel pump control system Fuel pump relay

(FP control system) Fuel pump

The malfunction code is indicated on the LCD display panel, from the smallest to the biggest code.

*3
To obtain the appropriate signal from the throttle position sensor, the basic sensor position is indicated on the LCD
display panel. The malfunction code is indicated in three columns. In front of the three columns is an additional
column that indicates the position with an upper, middle or lower line. If the indication is the upper line or lower line
when the engine is turning at 1300 rpm, slightly rotate the throttle position sensor and adjust the indication to the
middle line.
Under normal conditions, the stop screw of the throttle slightly pushes on the butterfly valve and the indication is on
the middle line.

Preparation

1) Connect the special tool (mode selector) to the dealer mode coupling on the wiring and switch on the engine.

2) Adjust the engine speed to 1300 rpm.

3) If it is necessary, adjust the throttle position sensor by loosening the screws and rotating the sensor. Adjust the
indication to the middle line.

4) Tighten the screws to fix the sensor.

←Incorrect position

←Correct position

C.26

←Incorrect position

INJECTION - AIR INTAKE SYSTEM

SECURITY FUNCTION

The FI system is supplied with a security system that allows the switching on of the engine and the riding of the
machine even when the ECM notes malfunctions.

ITEM SECURITY INTERVENTION STARTING RIDING

Camshaft position When the signal of the camshaft NO YES

sensor position sensor lis not received whilst The machine functions but, if the engine is

riding, the ECM identifies the cylinder switched off, it cannot be switched on again.
immediately before the missing signal.

Crankshaft position The machine stops

sensor

Intake air pressure Intake air pressure remains

sensor fixed at 760 mmHg.

Throttle position The opening of the throttle

sensor remains fixed at the maximum

opening. The timing synchronisation
also remains fixed.

NO NO

YES YES

YES YES

Engine coolant The engine coolant temperature

temperature value remains fixed at 80°C.

Intake air temperature The intake air temperature

sensor value remains fixed at 40°C.

Atmospheric pressure The atmospheric pressure

sensor value remains fixed at

760 mmHg.
Ignition #1 Ignition #1 disactivated YES YES
signal Cylinder #2 functions only

#2 Ignition #2 disactivated YES YES

Cylinder #1 functions only

Injection #1 Fuel interruption #1 YES YES
signal Cylinder #2 functions only

#2 Fuel interruption #2 YES YES

Cylinder #1 functions only
Gearchange position The gearchange position
sensor signal remains fixed at

the 6th gear.

YES YES

YES

YES YES

YES YES

YES

YES indicates that the engine can be switched on or made to work even if the corresponding signal is not received
from the sensor. The operating conditions of the engine are not perfect and only an emergency situation (security
circuit) allows them to function. It is necessary to take the machine to the dealer service centre to be repaired.

C.27

INJECTION - AIR INTAKE SYSTEM

FI DIAGNOSTIC SYSTEM

CLIENT’S CLAIM ANALYSES

CLIENT’S NOTE: Note the details of the problem (defect, claim) and the description of the same. The use of this
inspection form helps in the collection of information to carry out analyses and the appropriate diagnosis.

EXAMPLE: CLIENT PROBLEM INSPECTION FORM

User name: Model: NIV:
Date of delivery: Date registered: Date of problem: Mileage/kilometres:

LED condition ❏Always ON ❏At times ON ❏Always OFF ❏Good condition
Display/code User mode: ❏No visualisation ❏Malfunction visible ( )
Malfunction (LCD) Modo concess: ❏No code ❏Malfunction code ( )

PROBLEM

❏Difficult starting ❏Poor riding performance
❏Engine does not turn ❏Hesitant throttle

❏Combustion does not occur ❏Backfiring/pre-combustion
❏Starting does not occur ❏Lack of power
❏Starting does not occur when: ❏Fluctuations
(❏Cold ❏Hot ❏Always) ❏Banging noises in the cylinder head

❏Other__________ ❏Other__________
❏Poor minimum rpm setting ❏The engine stalls

❏Poor choke setting ❏Immediately after switching on
❏Abnormal tickover ❏When the throttle is opened
(❏High ❏Low) ( Rpm) ❏When the throttle is closed
❏Unstable ❏When under load
❏Uneven tickover (from Rpm ❏Other__________

to Rpm)

❏Other__________
❏OTHER PROBLEMS

AMBIENT/MOTORCYCLE CONDITIONS WHEN THE PROBLEM BECAME APPARENT

Ambient conditions

Weather ❏Clear ❏Cloudy ❏Raining ❏Snow ❏Always ❏Other_________
Temperature ❏Very hot ❏Hot ❏Fresh ❏Cold ( °F/ °C) ❏Always
Frequency ❏Always ❏At times ( times/ day, month) ❏Only once

❏In certain conditions

Road ❏Urban ❏Provincial ❏Motorway ❏Mountain (❏Going up/❏Coming down)

❏Asphalt ❏Gravel ❏Other__________

Motorcycle conditions

Engine ❏Cold ❏During warming up ❏Hot ❏Always ❏Not when switching on
conditions ❏Immediately after switching on ❏Riding without load ❏Engine speed ( rpm)
Motorcycle Whilst riding: ❏Constant speed ❏Under acceleration ❏Under deceleration

conditions ❏Right hand curve ❏Left hand curve ❏During the gearchange (position of lever )

❏Motorcycle at stop ❏Speed at which the problem comes to light ( mph/kph)
❏Other___________

The above described form is a standard example. It must be modified according to the conditions of each market.

C.28

INJECTION - AIR INTAKE SYSTEM

AUTO-DIAGNOSTIC PROCEDURE

• Do not disconnect the ECM couplings, the battery cables, the
ECM Earth wiring from the engine or from the fuse before hav­ing checked that the malfunction code (auto-diagnostic code)
has been memorised.
The disconnection of these parts cancel the information memo­rised in the ECM.

• The memorised malfunction code can be checked by the spe­cial tool.

• Before checking the malfunction code, carefully read the AUTO­DIAGNOSTIC FUNCTION “USER MODE AND DEALER
MODE” section to fully understand the available functions and
their correct use.

• Read the precautions regarding the maintenance of the elec­trical system (see Chapter G) before the inspection and carry
out the instructions as indicated.

• Remove the passenger seat.

• Connect the special tool A to the dealer mode coupling on the
wiring and turn over the engine for more than 4 seconds.

• Switch on the special tool and check the malfunction code to
identify the defective component.

AUTO-DIAGNOSTIC STARTING PROCEDURE

• After having carried out the repair, turn the ignition switch to
the OFF position and then ON again.
If the malfunction code (c00) is indicated, the malfunction has
been cancelled.

• Disconnect the special tool from the dealer mode coupling.

C.29

INJECTION - AIR INTAKE SYSTEM

MALFUNCTION CODES AND MALFUNCTIONS

MALFUNCTION
CODE

RELATED ITEM RELATED MALFUNCTION CONDITION

CHECK

c00 NO PROBLEM –––––––––––––––––––––––––

Camshaft position The signal does not reach the ECM for more than 2 seconds
sensor after having received the starting signal.

c11

Position sensor The signal does not reach the ECM for more than 2 seconds

c12

Intake air pressure The sensor produces the following voltage:
sensor (0,5 V ≤ sensor voltage < 4,5 V)

c13

Throttle position sensor The sensor produces the following voltage:

c14

Engine coolant
temperature sensor

c15

The wiring of the camshaft position sensor and the mechanical
parts (camshaft position sensor, rear intake camshaft pin,
wiring connections/couplings).

after having received the starting signal.
The crankshaft position sensor wiring and the
mechanical parts (Crankshaft position sensor,
wiring/coupling connections).

Outside this voltage range, the code c13 is indicated.
Intake air pressure sensor, wiring/coupling connections.

(0,2 V ≤ sensor voltage < 4,8 V)
Outside this voltage range, the code c14 is indicated.
Throttle position sensor, wiring/coupling connections.
The sensor produces the following voltage:
(0,15 V ≤ sensor voltage < 4,85 V)
Outside this voltage range, the code c15 is indicated.
Engine coolant temperature sensor, wiring/coupling connections.

c21
c21

c22
c22

c23

c24

Intake air temperature
sensor

Atmospheric pressure
sensor

Crash sensor

Ignition signal
#1 (front)

The sensor produces the following voltage:
(0,15 V ≤ sensor voltage < 4,85 V)
Outside this voltage range, the code c21 is indicated.
Intake air temperature sensor, wiring/coupling connections.

The sensor produces the following voltage:
(0,25 V ≤ sensor voltage < 4,85 V)
Outside this voltage range, the code c22 is indicated.

Atmospheric pressure sensor, wiring/coupling connections.

The sensor voltage is less than 4.85V for more than 8 seconds after
having turned the ignition switch to the ON position.
(Sensor voltage < 4,85 V)
Outside this voltage range, the code c23 is indicated.

Crash sensor, wiring/coupling connections.
The crankshaft position sensor signal (explorer coil) is transmitted

but the signal of the ignition coil is never produced more than twice.
Code c24 is indicated for the front cylinder.
Code c25 is indicated for the rear cylinder.

C.30

INJECTION - AIR INTAKE SYSTEM

c25

c31

c32

c33

c41

Ignition signal
(#2 rear)
Gearchange position signal

Fuel injector signal
#1 (front)

Fuel injection signal
(#2 rear)
Fuel pump relay signal

Code c25 is indicated for the rear cylinder. The ignition coil, wiring/
coupling connections, battery feed.
The signal voltage of the gearchange position must be higher than

0.60V for more than 2 seconds.
(Gearchange position sensor voltage > 0.60V).
Gearchange position sensor, wiring/coupling connections.
Gearchange pre-selector, etc.
The fuel injection signal is interrupted. Codes c32 or c33 are indi­cated.
Injector, wiring/coupling connections, injector feed.

When no signal is received from the fuel pump relay, code c41 is
indicated.
Fuel pump relay, wiring, relay feed.

C.31

INJECTION - AIR INTAKE SYSTEM

“C11” CMP SENSOR CIRCUIT MALFUNCTION

PROBLEM POSSIBLE CAUSE

CMP sensor signal is missing for 2 seconds when
the engine is turned.

CHECK

• Remove the seat and the band underneath the seat as described
in Chapter B.

1 Turn the ignition switch to the OFF position.

Check to see if the connector contacts of the CMP sensor are
loose or ruined.
If OK, measure the resistance of the CMP sensor.
Disconnect the CMP sensor connector and measure the
resistance.

CMP sensor resistance: 0,9-1,3 kΩ

(Terminal - Terminal)

If the resistance is OK, check the continuity between each
terminal and Earth.

CMP sensor continuity: ∞Ω (infinite)

(Terminal - Earth)

• Metal particles or foreign bodies on the CMP sensor or
on the end of the rotor.

• CMP sensor circuit open or in short-circuit.

• CMP sensor malfunction.

• ECM malfunction.

Tester dial indication: Resistance (Ω)

NO

YES

Substitute the CMP sensor.

2 Disconnect the CMP sensor connector.

Turn the engine over for several seconds with the starter
motor, and measure the peak voltage at the CMP sensor.

CMP sensor peak voltage: More than 0.8V

(Red/black – Grey/brown)

Repeat the described test procedure several times and
measure the peak voltage.
If OK, measure the peak voltage of the CMP sensor on the
terminals of the ECM (G+G or 5 or 14).

Tester dial indication: Voltage ( — )

…

The contacts of the CMP sensor connector

NO are loose or ruined.

Substitute the CMP sensor.

YES

Red/black lead or grey/brown lead circuit open or in short-circuit to
Earth. Or connection 14 or 5 ruined.
If the leads and the connections are OK, the problem is intermit­tent or the ECM is defective.
Recheck each terminal and the wiring for open circuits or ruined
connections (see page C-5).

Substitute the ECM and recheck.

Adapter
peak
voltage

5

14

ECM connectors

C.32

INJECTION - AIR INTAKE SYSTEM

“C12” CKP SENSOR CIRCUIT MALFUNCTION

PROBLEM POSSIBLE CAUSE

CKP sensor signal missing for 2 seconds when
the engine is turned over.

CHECK

• Remove the sump guard as described in page B-7.

•

Disassemble the left hand engine cover as described in page D-28.

Turn the ignition switch to the OFF position.

1

Check to see if the connector contacts of the CKP sensor are
loose or ruined.
If OK, measure the resistance of the CKP sensor.
Disconnect the connector of the CKP sensor and measure
the resistance.

CKP sensor resistance: 184-276 Ω

(violet/blue – green/blue)

If the resistance is OK, check the continuity between each
terminal and Earth.

CKP sensor continuity: ∞ Ω (infinite)

(Violet/blue – Earth)
(Green/blue – Earth)

Tester dial indication: Resistance ( Ω )

• Metal particles or foreign bodies on the CKP sensor or
on the end of the rotor.

• CKP sensor circuit open or in short-circuit.

• CKP sensor malfunction.

• ECM malfunction.

NO

Substitute the CKP sensor.

YES

2 Disconnect the CKP sensor connector.

Turn the engine over with the starter motor for several
seconds and measure the peak voltage at the CKP sensor.

CKP sensor peak voltage: More than 4V

Violet/blue Green/blue

Repeat the described test procedure several times and
measure the peak voltage.
If OK, measure the peak voltage of the CKP sensor at the
terminals of the ECM (N+N or 4 or 13).

Tester dial indication: Voltage ( — )

…

The connector contacts of the CKP

NO sensor or the ECM are loose

or ruined.

YES Substitute the CKP sensor.

The violet/blue lead or the green/blue lead circuits are open or in
short-circuit. Or the connections 4 or 13 are ruined.
If the leads and the connections are OK, the problem is intermit­tent or the ECM is defective.
Recheck each terminal and the wiring for open circuits or ruined
contacts (see page C-5).

Adapter
peak
voltage

4

13

ECM connectors

Substitute the ECM and recheck.

C.33

INJECTION - AIR INTAKE SYSTEM

“C13” SENSOR CIRCUIT MALFUNCTION

PROBLEM POSSIBLE CAUSE

Low voltage and pressure.
High voltage and pressure.
(0,5V Sensor voltage < 4,5V)
Outside the indicated range.

NOTE:
Note that the atmospheric pressure varies accord­ing to weather conditions and the altitude.
Take into consideration these factors when check­ing the voltage.

• Suction passageway between the carburettor and the
IAP sensor blocked.

• Air taken in from the suction passageway between the
carburettor and the IAP sensor.

•

Red/orange lead circuit open or in short-circuit to Earth.

• Black/brown or yellow/grey lead circuit in short-circuit
to Earth.

• IAP sensor malfunction.

• ECM malfunction.

CHECK

• Remove the seat.

• Disassemble the left hand fuel tank as described in Chapter B.

1 Turn the ignition switch to the OFF position.

Check to see if the connector contacts of the IAP sensor are
loose or ruined.
If OK, measure the incoming voltage of the IAP sensor.
Disconnect the connector of the IAP sensor.
Turn the ignition switch to the ON position.
Measure the voltage between the red/orange lead and Earth.
If OK, measure the voltage between the red/orange lead and
the black/brown lead.

IAP sensor incoming voltage. 4.5-5.5V

(Red/orange –Earth)
(Red/orange –black/brown)

Rosso

Red/
Orange

Tester dial indication: Voltage ( — )

…

NO ECM connector contacts loose or

ruined. Open circuit or short-circuit of

YES the red lead or the black/brown lead.

2 Connect the IAP sensor connector.

Switch on the engine and let it run on tickover.
Measure the outgoing voltage of the IAP sensor on the
connector between the yellow/grey lead and the black/brown lead.

IAP sensor outgoing voltage: approx. 1.8V at minimum

(yellow/grey –black/brown)

Tester dial indication: Voltage ( — )

…

Check to see if the suction tube is

NO cracked or damaged.

Yellow/grey lead circuit open or in
short-circuit.

YES Substitute the IAP sensor.

Black/Brown

Red/
Orange

Giallo/Grigio

Nero/Marrone

C.34

INJECTION - AIR INTAKE SYSTEM

3 Remove the IAP sensor.

Connect a suction pump with a dial to the suction
passageway of the IAP sensor.
Connect three batteries of 1.5V in series (check that the total
voltage is 4.5-5.0V) and connect the – terminal to the Earth
terminal and the + terminal to the Vcc terminal.
Check the voltage between the outgoing terminal and Earth.
Also check to see if the voltage drops when a suction of 40
cmHg is applied by the pump (see the table below).

Special tool: 800096673: Suction pump with dial

V on the outgoing

Earth

Vcc

BATTERY 1,5 V
(4,5 V total)

Tester dial indication: Voltage ( — )

…

NO If the results of the test are not clear ,

substitute the IAP sensor.

YES

Red/orange lead, yellow/grey lead or black/brown lead circuits open
or in short-circuit to Earth. Or connections 9, 1 or 24 are ruined.
If the leads and the connections are OK, the problem is intermit­tent or the ECM is defective.
Recheck each terminal and the wiring for open circuits or ruined
connections (see page C-6).

Substitute the ECM and recheck.

Outgoing voltage (Vcc voltage 4.5-5.0V, ambient temperature
20-30°C.)

ALTITUDE ATMOSPHERIC OUTGOING

(Metres) PRESSURE VOLTAGE

(m) (mmHg) kPa (V)

0 760 100

I I I 3,1-3,6
610 707 94
611 Less than 707 94

I More than 634 I 2,8-3,4

1524 85
1525 Less than 634 85

I More than 567 I 2,6-3,1

2438 76
2439 Less than 567 76

I More than 526 I 2,4-2,9

3048 70

1

9

24

ECM connectors

C.35

INJECTION - AIR INTAKE SYSTEM

TP “C14” SENSOR CIRCUIT MALFUNCTION

PROBLEM

High or low voltage signal
Difference between the actual opening of the throttle
and the opening calculated by the ECM that is more
than specified
(0,2V ≤ sensor voltage < 4,8V)
outside of the specified range.

CHECK

• Remove the left hand fuel tank as described in Chapter B.

Ensure that the ignition switch is in the OFF position.

1

Check to see if the contacts of the TP sensor connector are
loose or ruined.
If they are OK, measure the incoming voltage of the TP
sensor.
Disconnect the TP sensor connector.
Switch the ignition to the orange position.
Measure the voltage between the red lead and Earth.
If OK, measure the voltage between the red lead and the black/
brown lead.

TP sensor incoming voltage: 4.5V-5.5V.

(+Red/orange –Earth)
(+red/orange –grey/orange)

Tester dial indication: Voltage ( — )

…

POSSIBLE CAUSE

• TP sensor maladjusted.

• TP sensor circuit open or short-circuited.

• TP sensor malfunction.

• ECM malfunction.

Red/
Orange

NO The ECM connector contacts are

loose or ruined. Open circuit or

YES short-circuit of the red/orange

lead or the grey/orange lead.

2 Ensure that the ignition switch is in the OFF position.

Disconnect the TP sensor connector.
Check the continuity between the terminal (grey/orange lead)
and Earth.

TP sensor continuity: ∞Ω (infinity)

(Grey/orange-Earth terminal)

If OK, measure the resistance of the TP sensor at the sensor
terminals (between the terminals of the grey/orange lead and
the black/brown lead).
Turn the throttle handgrip and measure the resistance.

TP sensor resistance:

Throttle closed: Approx. 1,2 KΩ
Throttle open: Approx. 4,4 KΩ

Tester dial indication: Resistance ( Ω )

NO

Correctly adjust correctly the TP

YES sensor position.

Substitute the TP sensor.

Grey/Orange

Red/
Orange

Grey/Orange

Earth

Black/Brown

C.36

INJECTION - AIR INTAKE SYSTEM

3 Connect the TP sensor connector.

Turn the ignition switch to the ON position.
Measure the outgoing voltage of the TP sensor on the
connector (between the grey/orange lead and the black/
brown lead) whilst turning the handgrip of the throttle.

TP sensor outgoing voltage:

Throttle closed: Approx. 1.1V
Throttle open: Approx. 4.2V

Tester dial indication: Voltage ( — )

…

NO If the results of the check do not

prove satisfactory, substitute

YES the TP sensor.

The red/orange lead, grey/orange lead or black/brown lead
circuits are open or in short-circuit to Earth or the 9.2 or
24 contacts are ruined.
If the leads and the connections are OK, the
problem is intermittent or the ECM is defective.
Recheck each terminal and the wiring for open circuits or
ruined contacts. (See page C-6)

Substitute the ECM and recheck.

Grey/Orange

Black/Brown

2

9

24

C.37

INJECTION - AIR INTAKE SYSTEM

ECT “C15” SENSOR CIRCUIT MALFUNCTION

PROBLEMS

High temperature of the engine coolant
(low voltage – low resistance)
Low temperature of the engine coolant
(high voltage – high resistance)

CHECK

Turn the ignition switch to the OFF position.

1

Check to see if the ECT sensor connector contacts are loose
or ruined.
If OK, measure the voltage of the ECT sensor at the lead
coupling.
Disconnect the connector and turn the ignition switch to the
ON position.
Measure the voltage between the terminal of the brown/violet
lead and Earth.
If OK, measure the voltage between the terminal of the brown/
violet lead and the terminal of the black/brown lead.

ECT sensor incoming voltage: 4.5-5.5V

(+brown/violet - Earth)
(+Brown/violet - black/brown)

Tester dial indication: Voltage ( — )

NO

ECM coupling contacts loose or

…

ruined. Green/yellow lead or black/

YES

brown lead circuit open or in short-circuit.

POSSIBLE CAUSE

• Brown/violet lead circuit in short-circuit to Earth.

• Black/brown lead circuit open.

• ECT sensor malfunction.

• ECM malfunction.

Black/brown

Brown/Violet

2 Turn the ignition switch to the OFF position.

Measure the resistance of the ECT sensor.
Check the continuity between the grey lead terminal and Earth.

ECT sensor resistance: 2,3-2,6 kΩ at 20°C
Tester dial indication: Resistance ( Ω )

See page C-8 for details.

NO

YES

Substitute the ECT sensor.

The brown/violet lead or the black/brown lead circuit are open or in
short-circuit to Earth or the connectors 11 or 24 are ruined.
If the leads and the connections are OK, the problem is intermittent
or the ECM is defective.
Recheck each terminal and the wiring for open circuits or ruined
connections (see page C-6).

Substitute the ECM and recheck.

11

24

Engine coolant

temperature

Resistance

20°C Approx. 2,45 KΩ
50°C Approx. 0,811KΩ
80°C Approx. 0,318KΩ

110°C Approx. 0,142KΩ

C.38

ECM connectors

INJECTION - AIR INTAKE SYSTEM

“C21” IAT SENSOR CIRCUIT MALFUNCTION

PROBLEM

High temperature – air intake (low voltage – low resist­ance)
Low temperature – air intake (high voltage – high re­sistance)

CHECK

• Remove the fuel tank as described in Chapter B.

Turn the ignition switch to the OFF position.

1

Check to see if the contacts of the IAT sensor connector are
loose or ruined.
If OK, measure the voltage of the IAT sensor at the wiring
coupling.
Disconnect the connector and turn the ignition switch to the
ON position.
Measure the voltage between the terminal of the yellow/brown
lead and the terminal of the black/brown lead.

IAT sensor voltage: 4.5-5.5V

(+yellow/brown –Earth)
(+yellow/brown –black/brown)

Tester dial indication: Voltage ( — )

…

POSSIBLE CAUSE

• Yellow/brown lead circuit in short-circuit to Earth.

• Black/brown lead circuit open.

• IAT sensor malfunction.

• ECM malfunction.

Black/Brown

Yellow/Brown

NO

ECM connector contacts loose or ruined.
Yellow/brown lead circuit or black/

YES

brown lead circuit open or in short-circuit.

2 Turn the ignition switch to the OFF position.

Measure the resistance of the IAT sensor.

IAT sensor resistance:2,2-2,7 kΩ at 20°C

(Terminal - Terminal)

Tester dial indication: Resistance ( Ω )

NO

Substitute the IAT sensor.

YES

Y ellow/brown lead circuit or black/brown lead circuit open or in short­circuit to Earth. Or the connections 12 or 24 are ruined (see page
C-6). If the leads and connections are OK, the problem is intermit­tent or the ECM is defective.
Recheck each terminal and the wiring for open circuits or ruined
connections.

Substitute the ECM sensor and
recheck.

12

24

ECM connectors

Engine coolant

temperature

Resistance

20°C Approx. 2,45 KΩ
50°C Approx. 0,811KΩ
80°C Approx. 0,318 KΩ

110°C Approx. 0,142 KΩ

The method of measuring the resistance
of the IAT sensor is the same as the
method utilised for the ECT sensor (see
page C-43 for details).

C.39

INJECTION - AIR INTAKE SYSTEM

“C22” AP SENSOR CIRCUIT MALFUNCTION

PROBLEM POSSIBLE CAUSE

Low pressure and high voltage.
High pressure and high voltage.
(0,25V ≤ Voltage sensor < 4,85V)
outside the indicated range.

NOTE:
Note that the atmospheric pressure varies accord­ing to the weather conditions and the altitude.
Take into consideration these factors when check­ing the voltage.

CHECK

• Remove the seat.

Turn the ignition switch to the OFF position.

1

Check to see if the contacts of the AP sensor connectors are
loose or ruined.
If OK, measure the incoming voltage of the AP sensor.
Turn the ignition switch to the ON position.
Disconnect the AP sensor connectors.
Measure the voltage between the terminal of the red/orange
lead and Earth.
If OK, measure the voltage between the terminal of the red/
orange lead and the terminal of the black/brown lead.

• Passage of air blocked by dust.

• Red/orange lead circuit open or in short-circuit to Earth.

• Black/brown lead circuit or green lead circuit in short­circuit to Earth.

• AP sensor malfunction.

• ECM malfunction.

AP sensor incoming voltage: 4.5-5.5V

(+red/orange –Earth)
(+red/orange –black/brown)

Tester dial indication: Voltage ( — )

…

NO ECM coupling contacts loose or

ruined.
Red or black/brown lead circuits

YES open or in short-circuit.

2 Connect the AP sensor coupling.

Turn the ignition switch to the ON position. Measure the
outgoing voltage of the AP sensor at the wiring connector
between the violet/yellow lead and the black/brown lead.

AP sensor outgoing voltage: approx. 3.6V

at 760 mmHg
(100kPa)
(+violet/yellow-black/brown)

Tester dial indication: Voltage ( — )

…

NO Check to see if the air passage is

blocked.
Violet/yellow lead circuit open or in
short-circuit.
Substitute the AP sensor.

Red/
Orange

Black/Brown

Red/
Orange

Black/Brown

C.40

YES

Violet/Yellow

INJECTION - AIR INTAKE SYSTEM

3 Remove the AP sensor.

Connect a suction pump with a dial to the suction
passageway of the AP sensor.
Connect three 1.5V batteries in series (check that the total
volts is 4.5-5.0V). Connect the – terminal to the earth terminal
and + terminal to the Vcc terminal.
Check the voltage between the exit and Earth. Also check the
voltage drop when a suction of 40 cmHg is applied via the
suction pump (see the table below).

Special tool: 800096673: Suction pump with dial.
Tester dial indication: Voltage ( — )

…

NO If the test result is not clear,

substitute the AP sensor.

YES

Red/orange lead circuit, violet/yellow lead circuit, black/brown lead
circuit open or in short-circuit. To Earth. Or connections 9,10 or 24
ruined. If the leads and the connections are OK, the problem is
intermittent or the ECM is defective.
Recheck each terminal and wiring for open circuits or ruined con­nections (see page C-6).

Outgoing voltage

Earth

Vcc

BATTERy 1,5 V
(4,5 V total)

Substitute the ECM and recheck.

Outgoing voltage (Vcc voltage – 4.5-5.0V, ambient temperature
20-30°C.).

ALTITUDE ATMOSPHERIC OUTGOING

(Metres) PRESSURE VOLTAGE

(m) (mmHg) kPa (V)

0 760 100

I I I 3,1-3,6
610 707 94
611 Less than 707 94

I More than 634 I 2,8-3,4

1524 85
1525 Less than 634 85

I More than 567 I 2,6-3,1

2438 76
2439 Less than 567 76

I More than 526 I 2,4-2,9

3048 70

10 9

24

ECM connectors

C.41

INJECTION - AIR INTAKE SYSTEM

“C23” TO SENSOR CIRCUIT MALFUNCTION

PROBLEM POSSIBLE CAUSE

Missing TO sensor signal for several seconds after the
ignition switch has been turned ON.
Voltage signal or high.

• TO sensor circuit open or in short-circuit.

• TO sensor malfunction.

• ECM malfunction.
(Sensor voltage < 4,85 V)
outside the indicated range.

CHECK

• To reach the TO sensor , read the disassembly procedure in Chap­ter B.

Turn the ignition switch to the OFF position.

1

Check to see if the connector contacts of the TO sensor are
loose or ruined.
If OK, measure the resistance of the TO sensor.
Measure the resistance between the terminals of the black
lead and the black/white lead.

TO sensor resistance: 60-64KΩ

(black-black/white)

NO

YES

Substitute the TO sensor.

2 Connect the TO sensor connector.

Turn the ignition switch to the ON position.
Measure the voltage at the wiring connector between the black
lead and the black/white lead.

TO sensor voltage: Approx. 2.5V minimum.

(Black/black/white)

Also measure the voltage whilst leaning the machine over.
Disassemble the TO sensor from its support and measure the
voltage inclining it left and right, more than 43° from the
horizontal position.

TO sensor voltage: 0V (black-black/white)
Tester dial indication: Voltage ( — )

…

NO ECM connector contacts loose or

ruined. Green/brown lead circuit open
or in short-circuit.

YES Substitute the TO sensor.
Green/brown lead circuit or black/brown lead circuit open or in short­circuit to Earth. Or 19 and 24 contacts are ruined.
If the leads and the connections are OK, the problem is intermit­tent or the ECM is defective.
Recheck each terminal and the wiring for open circuits or ruined
connections (see page C-6)

24

ECM connectors

19

C.42

Substitute the ECM and recheck.

INJECTION - AIR INTAKE SYSTEM

“C24” OR “C25” IGNITION SYSTEM MALFUNCTION (see page G24)
“C31” GEARCHANGE SENSOR CIRCUIT MALFUNCTION

PROBLEM POSSIBLE CAUSE

Gearchange position switch voltage not present
Low switch voltage
(Switch voltage > 0,6 V)
outside the indicated range.

CHECK

Turn the ignition switch to the OFF position.

1

Check to see if the connector contacts of the GP switch are
loose or ruined.
If OK, measure the voltage of the GP switch.
Lift up the machine on a suitable support.
Lift up the side stand.
Turn the engine kill switch to the ON position.
Turn the ignition switch to the ON position.
Measure the voltage at the wiring connector between the red
lead and Earth, changing from 1st to 6th gear.

• Gearchange position switch circuit open or in short­circuit.

• Gearchange position switch malfunction.

• ECM malfunction.

GP switch resistance: More than 0.6V

(Orange/yellow- Earth)

…

Tester dial indication: Voltage ( — )

NO Red lead circuit open or in short-

circuit.
Substitute the GP switch.

YES
Orange/yellow lead circuit open or in short-circuit to Earth. Or con­tact 18 ruined.
If the leads and connections are OK, the problem is intermittent or
the ECM is defective.
Recheck each terminal and wiring for open circuits or ruined con­nections. (see page C-6).

Substitute the ECM and recheck.

18

ECM Connectors

C.43

INJECTION - AIR INTAKE SYSTEM

“C32” OR “C33” FUEL INJECTION MALFUNCTION

PROBLEM POSSIBLE CAUSE

Injector current not present. • Injector circuit open or in short-circuit.

• Injector malfunction.

• ECM malfunction.

CHECK

• Remove the seat.

• Remove the fuel tank as described in Chapter B.

• Remove the air filter.

Turn the ignition switch to the OFF position.

1

Check to see if the connector contacts of the injector are loose
or ruined.
If OK, measure the resistance of the injector.
Disconnect the connector and measure the resistance between
the terminals.
Resistance INJ #1 or #2: 11 - 16Ω at 20° C

(Terminal - Terminal)

If the resistance is OK, check the continuity between each
terminal and Earth.

Continuity INJ #1 o#2: ∞Ω (infinite)

(Terminal - Terminal)

Earth

Tester dial indication: Resistance ( Ω )

NO

Substitute the injector.

YES

2 Turn the ignition switch to the ON position.

Measure the voltage of the injector between the orange lead
and Earth.

Voltage INJ #1 or #2: Battery voltage

(Orange – Earth)

Tester dial indication: Voltage ( — )

NO

…

Orange lead circuit open.

YES
Blue/white lead circuit, white/black lead circuit or orange lead cir­cuit open or in short-circuit to Earth.. Or contacts 3, 4 or 3 ruined.
If the leads and the connections are OK, the problem is intermit­tent or the ECM is defective.
Recheck each terminal and the wiring for open circuits or ruined
connections. (see page C-6).

43

3

C.44

Substitute the ECM and recheck.

ECM Connectors

INJECTION - AIR INTAKE SYSTEM

“C41” FP RELAY CIRCUIT MALFUNCTION

PROBLEM POSSIBLE CAUSE

Relay signal at the fuel pump not present. • Fuel pump relay circuit open or in short-circuit.

• Fuel pump relay malfunction.

• ECM malfunction.

CHECK

• Remove the seat.
Turn the ignition switch to the OFF position.

1

Check to see if the coupling contacts of the FP relay are
loose or ruined.
If OK, check the isolation and the continuity by referring to
page C-6 for details.

NO

Substitute the FP relay.

YES

Blue/violet lead circuit or brown lead circuit open or in short-circuit
to Earth. Or the contacts 1 or 7 are ruined (see page C-28).
If the leads and the connections are OK, the problem is intermit­tent or the ECM is defective.
Recheck each terminal and the wiring for open circuits or ruined
connections. (see page C-6).

Substitute the ECM and recheck.

1

7

ECM Connectors

C.45

INJECTION - AIR INTAKE SYSTEM

FUEL PRESSURE CHECK

• Remove the seat.

• Remove the fuel tank as described in Chapter B.

• Place a cloth underneath the fuel pressure control plug 1. Slacken
it slowly and collect the remaining fuel by utilising a suitable con­tainer.

• Remove the fuel pressure control plug 1 and insert the special
tool.

Special tool: 800096688: fuel pressure sensor adaptor
800096663: High pressure instrument
800096661: Oil pressure measuring tube

Turn the ignition switch to the ON position and check the fuel pres­sure.

Fuel pressure: 2.9 kg/cm

If the fuel pressure is less than specified, check the following:
* Fuel tube leak
* Blocked fuel filter
* Pressure regulator
* Fuel pump
If the fuel pressure is more then specified, check the following:
* Blocked or pinched fuel return tube.
* Fuel pump control valve
* Pressure regulator

2

(290 kPa)

1

* Before removing the special tools, turn the ignition switch

to the OFF position and slowly release the fuel pressure.

* Petrol is highly inflammable and explosive. Do not expose

to heat sources, sparks and naked flames.

Replace the plug sealing washer with a new one to avoid
fuel leaks.

• Tighten the fuel pressure control plug to the specified torque.

Torque pressure
Fuel pressure control plug: 10 N.m (1.0 kg-m)

C.46

INJECTION - AIR INTAKE SYSTEM

FUEL PUMP CONTROL

Turn the ignition switch to the ON position and check that the fuel
pump operates for several seconds.
If the pump motor makes no sound to indicate that it is operating,
carry out the following checks:

- Check the electrical output of the pump at the pump terminals.

- Check the fuel pump relay as follows:

- Check that the crash sensor functions.

- Check that the fuses of the system are OK.
If the pump still does not emit a sound, substitute the pump assembly .

FUEL FLOW QUANTITY CONTROL

• Remove the seat

• Remove the right hand fuel tank as described in Chapter B.
Disconnect the fuel tube from the incoming union as indicated in the fig.

•

• Insert the tube in a graduated tube.

• Turn the ignition switch to the ON position and measure the quan­tity of fuel discharged.

If the quantity discharged is not within the specified quantity , it means
that the fuel pump is defective or the fuel filter is blocked.

Fuel flow: 26-30 ml/3 sec

* The battery must be completely charged.
* Check that there is at least 3 litres of fuel in the tank.
* Carry out the test with the machine on the main stand.

FUEL PUMP REMOVAL

After having removed the expansion tank as described in the EN­GINE chapter, proceed as follows:

• Disconnect the two leads from screw A.

• Remove the fuel union B taking care not to spill any residual fuel.

• Remove the two fixings C from the fuel pump support.

• Remove the pump.

• When reassembling, proceed in reverse order to the removal.
Tighten the two screws C to a torque pressure of 9,8÷11,7 N·m.

FUEL PUMP RELAY CHECK

The fuel pump relay is situated underneath the seat compartment
and can be individuated by the orange, red, brown and violet leads.

Firstly, check the isolation of the terminals 1 and 2 with a portable
tester. Therefore, apply 12 volts to the terminals 3 and 4 (the + to
terminal 4 and the – to terminal 3) and check the continuity between
1 and 2.
If there is not continuity, substitute the relay.

FUEL FILTER REMOVAL

There are two fuel filters fitted on this machine. One is on the suction
side of the pump and is situated inside the left hand fuel tank. The
other is mounted on the incoming fuel pipeline and is externally

mounted.

B

C

2

A

4

1

Petrol is highly inflammable and explosive.
Do not expose to heat sources, sparks and naked flames.

3

C.47

INJECTION - AIR INTAKE SYSTEM

INTAKE FILTER

After having removed the left hand fuel tank, remove the central
union indicated in the figure as follows:

• Slacken the locking ring nut 1.

• Unscrew the union 2 complete with filter.

• Blow and clean with compressed air.

Carry out the reassembly in reverse order of removal.

The assembly must be carried out respecting the quota indicated in
the figure.

1

2

AGIP Grease 30: apply grease on both sides of the
washer.

INCOMING FUEL FILTER

After having removed the seat compartment, place a cloth under­neath the filter as shown in the figure. Remove the filter from the
elastic supports after having removed the bands from the frame tubes.
When reassembling, pay attention to the arrow on the filter. This
arrow indicates the direction of the fuel flow.

Check the condition of all fuel tubing.

FUEL RESERVE PROBE

The probe is mounted on the right hand fuel tank as shown in the
figure. To carry out electrical checks on this component, the

probe must be dry (which means that the tank is dry).

Measure the resistance value using a tester on the terminals of the
probe connectors.
Resistance: 750÷1100 Ω (at a temperature of approximately 25°C)

C.48

INJECTION - AIR INTAKE SYSTEM

INJECTION - AIR INTAKE SYSTEM

AIR FILTER REMOVAL

• Remove the seat.

• Remove the fuel tank as described in Chapter B.

• Remove the IAP sensor 1 from the filter and the suction extin­guisher 2 from the left hand side of the machine.

• Remove the IAT air intake temperature sensor connector.

• Remove the Blow-by labyrinth 3 on the left hand side of the ma­chine by unscrewing the two relative screws. Slacken the fasten­ing of the sleeve and remove the labyrinth 3 from the filter.

This mechanism stops oil spray from the engine from entering di­rectly into the air filter compartment.

• Remove the filter compartment by loosening the two fasteners on
the butterfly body as indicated in the figure.

2

1

3

Pay attention to the vapour discharge tube.

C.49

BUTTERFLY BODY

CONSTRUCTION

INJECTION - AIR INTAKE SYSTEM

1 Fuel pressure control plug
2 Fuel tube union nut
3 Sealing washer
4 Incoming fuel tube union
5 Fuel pressure adjuster
6 Fuel feed tubing
7 Throttle lever connection rod

C.50

8 Fuel feed tubing support
9 Fuel connecting plate
10 Throttle lever N° 2
11 Throttle lever N° 1
12 Choke cam
13 Throttle balance lever
14 Butterfly valve shaft support

15 Injector
16 Dust protector
17 O-ring
18 Seal
19 Throttle stop screw
20 TP sensor

INJECTION - AIR INTAKE SYSTEM

INJECTION - AIR INTAKE SYSTEM

BUTTERFLY BODY REMOVAL

• Remove the air filter and other relative parts as described in Page
C-49.

• Disconnect the suction tube from the three way union.

• Remove the left hand and right hand plastic protective covers of
the fuel pump and the expansion tank.

• Disconnect the incoming fuel tube by unscrewing the union fasten­ers as shown in the figure.

Place a cloth underneath the union.

• Disconnect the connectors 1 and 2 of the injectors.

• Disconnect the connector of the TP sensor 3.

Disconnect the tubing from the cylinders 4 and the suction tubing 5
on the secondary air compartment.

2

4

1

3

5

C.51

INJECTION - AIR INTAKE SYSTEM

• Disconnect the throttle cables 1 and the choke cables 2 by loosen­ing the relative locknuts.

After having disconnected the throttle cables, do not com­pletely open and completely close the butterfly valve. This
could damage the valve and the body of the carburettor.

• Remove the engine support frame 3 by disassembling the follow­ing components:

- Remove the screw 4.

- Loosen the screw 5.

• Remove the two screws 6 paying attention to the nuts underneath.

• After having disassembled the anti-vibration support 7, remove the
screws 8.

• Remove the engine support frame 3.

2

1

3

4

5

6

9

Pay attention to the spacer and the cable support that are
freed during the removal procedure of the left hand engine
support frame.

After having removed the sump guard as described in page B-7,
drain the engine coolant into an appropriate container via the plug 9.

To assist the draining of the engine coolant, unscrew the expansion
tank cap.

• Disconnect the three relative fasteners 10 and remove the sleeves
on the expansion tank 11. Two from the right hand side and one
from the left hand side of the machine.

6

11

9

11

10

7

C.52

11

10

INJECTION - AIR INTAKE SYSTEM

• Extract the expansion tank from the right hand side of the ma­chine. This creates space in which the butterfly body can be re­moved more easily.

• Loosen the two fasteners on the collectors.

2

1

• Unscrew the screws 3 and free the choke adjuster support plate.

• Unscrew the screws 2 and remove the coil assembly from the
frame.

Extract the butterfly body assembly.

1

2

C.53

INJECTION - AIR INTAKE SYSTEM

DISASSEMBLING THE CARBURETTOR

• Disconnect the suction tubes of the carburettor assembly.

• Remove the TP sensor 1.

• Remove the choke adjuster assembly 2. Remove the throttle cable
guide 3.

• Remove the fuel feed tubing 1 by removing the nuts.

• Remove the fuel pressure adjuster 2 and the incoming fuel tube
union 3 from the fuel feed tubing.

3

3

2

1

1

2

• Remove the fuel injectors 4 and 5.

C.54

4

5

• Remove the injector seals 6.

INJECTION - AIR INTAKE SYSTEM

6

• Remove the fuel feed tubing support 7 by removing the screws.

• Remove the N° 1 throttle lever 1 and the N° 2 throttle lever 2. Re-
move the connection rod 3 by unscrewing the nuts.

• Remove the spring stop 4, the spring 5 and the ferrule 6.

• Remove the washer 7 and the ferrule 8.

7

1

3

2

6

8

• Remove the connecting plate 9, the choke cable guide 10 and the
choke cam 11.

7

5

4

10

9

C.55

10

11

INJECTION - AIR INTAKE SYSTEM

• Remove the carburettor air screw cap.

• Slowly rotate the air screw in a clockwise direction and count the
number of turns necessary to gently screw in the air screw into its
seat. Note the number of turns so that the screw can be replaced
correctly after cleaning.

• Remove the air screw with the spring, washer and O-ring.

C.56