YAMAHA XT1200Z(Z) SERVICE MANUALS 23P E0

2010

SERVICE MANUAL

XT1200Z(Z)

23P-28197-E0

EAS20040

XT1200Z(Z) 2010

SERVICE MANUAL

First edition, March 2010

Any reproduction or unauthorized use

without the written permission of

Yamaha Motor Co., Ltd. is expressly prohibited.

EAS20071

IMPORTANT

This manual was produced by the Yamaha Motor Company, Ltd. primarily for use by Yamaha dealers and their qualified mechanics. It is not possible to include all the knowledge of a mechanic in one manual. Therefore, anyone who uses this book to perform maintenance and repairs on Yamaha vehicles should have a basic understanding of mechanics and the techniques to repair these types of vehicles. Repair and maintenance work attempted by anyone without this knowledge is likely to render the vehicle unsafe and unfit for use. Yamaha Motor Company, Ltd. is continually striving to improve all of its models. Modifications and significant changes in specifications or procedures will be forwarded to all authorized Yamaha dealers and will appear in future editions of this manual where applicable.

Designs and specifications are subject to change without notice.

EAS20081

IMPORTANT MANUAL INFORMATION

Particularly important information is distinguished in this manual by the following notations.

This is the safety alert symbol. It is used to alert you to potential personal injury hazards. Obey all safety messages that follow this symbol to avoid possible injury or death.

WARNING

NOTICE

TIP

A WARNING indicates a hazardous situation which, if not avoided, could result in death or serious injury.

A NOTICE indicates special precautions that must be taken to avoid damage to the vehicle or other property.

A TIP provides key information to make procedures easier or clearer.

EAS20091

HOW TO USE THIS MANUAL

This manual is intended as a handy, easy-to-read reference book for the mechanic. Comprehensive explanations of all installation, removal, disassembly, assembly, repair and check procedures are laid out with the individual steps in sequential order.

• The manual is divided into chapters and each chapter is divided into sections. The current section title “1” is shown at the top of each page.

• Sub-section titles “2” appear in smaller print than the section title.

• To help identify parts and clarify procedure steps, there are exploded diagrams “3” at the start of each removal and disassembly section.

• Numbers “4” are given in the order of the jobs in the exploded diagram. A number indicates a disassembly step.

• Symbols “5” indicate parts to be lubricated or replaced. Refer to “SYMBOLS”.

• A job instruction chart “6” accompanies the exploded diagram, providing the order of jobs, names of parts, notes in jobs, etc.

• Jobs “7” requiring more information (such as special tools and technical data) are described sequentially.

EAS20101

SYMBOLS

The following symbols are used in this manual for easier understanding.

The following symbols are not relevant to every vehicle.

SYMBOL DEFINITION SYMBOL DEFINITION

Serviceable with engine mounted Gear oil

Filling fluid Molybdenum disulfide oil

Lubricant Brake fluid

Special tool Wheel bearing grease

Tightening torque Lithium-soap-based grease

Wear limit, clearance Molybdenum disulfide grease

Engine speed Silicone grease

Electrical data Apply locking agent (LOCTITE®).

Engine oil Replace the part with a new one.

New

EAS20110

TABLE OF CONTENTS

GENERAL INFORMATION

SPECIFICATIONS

PERIODIC CHECKS AND ADJUSTMENTS

CHASSIS

ENGINE

COOLING SYSTEM

FUEL SYSTEM

ELECTRICAL SYSTEM

TROUBLESHOOTING

GENERAL INFORMATION

IDENTIFICATION ............................................................................................1-1

VEHICLE IDENTIFICATION NUMBER .....................................................1-1

MODEL LABEL..........................................................................................1-1

FEATURES......................................................................................................1-2

OUTLINE OF THE FI SYSTEM................................................................. 1-2

FI SYSTEM................................................................................................ 1-3

YCC-T (Yamaha Chip Controlled Throttle)................................................1-4

OUTLINE OF THE UBS ............................................................................ 1-6

OUTLINE OF THE ABS...........................................................................1-10

ABS COMPONENT FUNCTIONS ...........................................................1-15

UBS AND ABS OPERATION ..................................................................1-20

ABS SELF-DIAGNOSIS FUNCTION.......................................................1-24

ABS WARNING LIGHT AND OPERATION............................................. 1-26

OUTLINE OF THE TCS (Traction Control System)................................. 1-28

INSTRUMENT FUNCTIONS ...................................................................1-31

IMPORTANT INFORMATION .......................................................................1-37

PREPARATION FOR REMOVAL AND DISASSEMBLY......................... 1-37

REPLACEMENT PARTS.........................................................................1-37

GASKETS, OIL SEALS AND O-RINGS .................................................. 1-37

LOCK WASHERS/PLATES AND COTTER PINS ...................................1-37

BEARINGS AND OIL SEALS ..................................................................1-38

CIRCLIPS ................................................................................................ 1-38

BASIC SERVICE INFORMATION................................................................. 1-39

QUICK FASTENERS...............................................................................1-39

ELECTRICAL SYSTEM........................................................................... 1-40

SPECIAL TOOLS ..........................................................................................1-44

EAS20130

IDENTIFICATION

EAS20140

VEHICLE IDENTIFICATION NUMBER

The vehicle identification number “1” is stamped into the right side of the frame.

EAS20150

MODEL LABEL

The model label “1” is affixed to the frame under the rider seat. This information will be needed to order spare parts.

IDENTIFICATION

1-1

FEATURES

EAS20170

FEATURES

EAS30340

OUTLINE OF THE FI SYSTEM

The main function of a fuel supply system is to provide fuel to the combustion chamber at the optimum air-fuel ratio in accordance with the engine operating conditions and the atmospheric temperature. In the conventional carburetor system, the air-fuel ratio of the mixture that is supplied to the combustion chamber is created by the volume of the intake air and the fuel that is metered by the jet used in the respective carburetor. Despite the same volume of intake air, the fuel volume requirement varies by the engine operating conditions, such as acceleration, deceleration, or operating under a heavy load. Carburetors that meter the fuel through the use of jets have been provided with various auxiliary devices, so that an optimum airfuel ratio can be achieved to accommodate the constant changes in the operating conditions of the engine. As the requirements for the engine to deliver more performance and cleaner exhaust gases increase, it becomes necessary to control the air-fuel ratio in a more precise and finely tuned manner. To accommodate this need, this model has adopted an electronically controlled fuel injection (FI) system, in place of the conventional carburetor system. This system can achieve an optimum air-fuel ratio required by the engine at all times by using a microprocessor that regulates the fuel injection volume according to the engine operating conditions detected by various sensors. The adoption of the FI system has resulted in a highly precise fuel supply, improved engine response, better fuel economy, and reduced exhaust emissions.

1. Engine trouble warning light

2. Ignition coils

3. Spark plugs

4. Intake air temperature sensor

5. Throttle position sensor

6. Accelerator position sensor

7. Intake air pressure sensor

8. Throttle servo motor

9. Fuel injectors

10.Fuel pump

2,3

17 15,16 14 13

5,6,7,8

11.Lean angle sensor

12. Rear wheel sensor

13. Coolant temperature sensor

14.Crankshaft position sensor

15. O

sensor #1

sensor #2

16. O

17. Battery

18.ECU (engine control unit)

1-2

FEATURES

EAS23P1100

FI SYSTEM

The fuel pump delivers fuel to the fuel injector via the fuel filter. The pressure regulator maintains the fuel pressure that is applied to the fuel injector at 324 kPa (3.24 kgf/cm², 47.0 psi). Accordingly, when the energizing signal from the ECU energizes the fuel injector, the fuel passage opens, causing the fuel to be injected into the intake manifold only during the time the passage remains open. Therefore, the longer the length of time the fuel injector is energized (injection duration), the greater the volume of fuel that is supplied. Conversely, the shorter the length of time the fuel injector is energized (injection duration), the lesser the volume of fuel that is supplied. The injection duration and the injection timing are controlled by the ECU. Signals that are input from the throttle position sensor, accelerator position sensor, coolant temperature sensor, lean angle sensor, crankshaft position sensor, intake air pressure sensor, intake air temperature sensor, rear wheel sensor and O

through the signals from the crankshaft position sensor. As a result, the volume of fuel that is required by the engine can be supplied at all times in accordance with the driving conditions.

sensors enable the ECU to determine the injection duration. The injection timing is determined

1. Fuel pump

2. Injector

3. ECU (engine control unit)

4. Throttle position sensor

5. Accelerator position sensor

6. Rear wheel sensor

7. Lean angle sensor

8. O

sensor

9. Catalytic converter

10.Coolant temperature sensor

11.Crankshaft position sensor

12. Intake air pressure sensor

#1 #2

13. Throttle body

14.Air filter case

15.Intake air temperature sensor

16.Throttle servo motor

A. Fuel system B. Air system C. Control system

1-3

FEATURES

EAS23P1098

YCC-T (Yamaha Chip Controlled Throttle)

Mechanism characteristics

Yamaha developed the YCC-T system employing the most advanced electronic control technologies. Electronic control throttle systems have been used on automobiles, but Yamaha has developed a faster, more compact system specifically for the needs of a sports motorcycle. The Yamaha-developed system has a high-speed calculating capacity that produces computations of running conditions every 1/1000th of a second. The YCC-T system is designed to respond to the throttle action of the rider by having the ECU instantaneously calculate the ideal throttle valve opening and generate signals to operate the motor-driven throttle valves and thus actively control the intake air volume. The ECU contains two CPUs with a capacity about five times that of conventional units, making it possible for the system to respond extremely quickly to the slightest adjustments made by the rider. In particular, optimized control of the throttle valve opening provides the optimum volume of intake air for easy-to-use torque, even in a high-revving engine.

Aims and advantages of using YCC-T

• Increased engine power By shortening the air intake path, higher engine speed is possible → Increased engine power.

• Improved driveability Air intake volume is controlled according to the operating conditions → Improved throttle response to meet engine requirement. Driving force is controlled at the optimal level according to the transmission gear position and engine speed → Improved throttle control.

• Engine braking control Due to the throttle control, optimal engine braking is made possible.

• Simplified idle speed control (ISC) mechanism The bypass mechanism and ISC actuator are eliminated → A simple mechanism is used to maintain a steady idle speed.

• Reduced weight Compared to using a sub-throttle mechanism, weight is reduced.

1. Accelerator position sensor

2. Throttle servo motor

3. Throttle position sensor

4. Throttle valves

1-4

YCC-T system outline

FEATURES

9 10 11

1. Throttle position sensor

2. Throttle servo motor

3. Accelerator position sensor

4. ECU (engine control unit)

5. YCC-T CPU

6. FI CPU

7. Sensor input

8. Neutral switch

9. Crankshaft position sensor

10.Rear wheel sensor

11.Coolant temperature sensor

1-5

FEATURES

EAS23P1060

OUTLINE OF THE UBS

This model is equipped with a unified brake system (UBS) that operates the rear brake when the brake lever is squeezed. When the brake lever is squeezed, the rear brake force is controlled electronically according to the brake lever input (hydraulic pressure) and vehicle speed (deceleration). During tandem riding or when the vehicle is carrying a heavy load, the rear brake force generated by the UBS is higher to increase vehicle stability. If the brake pedal is operated before the brake lever, the UBS will not operate. However, if the brake pedal is operated while the UBS is operating, the UBS will continue to operate until the brake pedal input exceeds the rear brake force generated by the UBS. Then, the rear braking will switch to rider control.

If the brakes are operated while the vehicle is traveling at low speeds, the UBS will only generate a small brake force.

UBS operation

• Brake lever input only: Front braking and rear braking with hydraulic pump (with UBS operation)

Brake lever only operated (UBS operation)

a. Input b. Automatic pressurization (normal)

a. Input c. During tandem riding or when carrying a load d. Automatic pressurization (high)

• Brake pedal input only: Rear braking (without UBS operation)

Brake pedal only operated

a. Input b. No automatic pressurization

1-6

FEATURES

• Brake lever input and brake pedal input: Front braking and rear braking (with and without UBS operation)

Brake lever and brake pedal both operated

A B

A. Brake lever is operated before brake pedal a. First input b. Second input c. Brake fluid is automatically pressurized until the second input exceeds the automatic pressurization

UBS diagram

B. Brake pedal is operated before brake lever a. First input b. Second input d. No automatic pressurization

1. Rear brake master cylinder

2. Front brake master cylinder

3. Hydraulic unit assembly (ABS ECU)

4. Right front brake caliper

5. Left front brake caliper

6. Rear brake caliper

b b

a. Input b. Pressurization c. Pressurization (hydraulic pump pressurization

by UBS)

1-7

FEATURES

When the brake lever is squeezed, the front brake master cylinder pressure sensor in the hydraulic unit detects the hydraulic pressure. The ABS ECU calculates the appropriate rear brake force according to the detected hydraulic pressure and sends a signal to the rear brake hydraulic pump. The hydraulic pump pressurizes the rear brake caliper using electronic control to operate the rear brake.

• If the brake pedal is depressed while the brake lever is being squeezed, the brake pedal may feel hard due to the operation of the UBS, but this does not indicate a malfunction.

• If the rider squeezes the brake lever while resting their foot on the brake pedal, a vibration can be felt at the brake pedal due to the operation of the UBS, but this does not indicate a malfunction.

ECA23P1054

NOTICE

• The UBS does not operate before the vehicle starts off.

• If the vehicle is stopped by operating the brake lever only, the brake force due to the operation of the UBS will be maintained while the brake lever is squeezed. However, if the brake lever is released, then squeezed again, the UBS will not operate.

ECA23P1055

NOTICE

• The unified brake system is a system to assist the brake operation. However, both the brake lever and the brake pedal must be operated for maximum braking effect.

• Because the balance between the front brake calipers and the rear brake caliper in the unified brake system is determined electronically, be sure to use the specified brake pads.

• Each set of brake pads should be checked individually and replaced if necessary.

When vehicle is stopped using brake lever only

A B C

eac

A. Deceleration a. Input b. Automatic pressurization

B. Vehicle stopped c. Input maintained d. Pressurization maintained

d f

C. Brake lever released, then squeezed again, after vehicle stops e. Brake lever released, then squeezed again f. No automatic pressurization

UBS hydraulic pressure map

The appropriate hydraulic pressure is distributed according to the load being carried by the vehicle. See figure “A”. The coefficient is set according to the vehicle speed when the brake input starts and remains constant until the brake input stops. When the brakes are operated continuously to slow the vehicle, the coefficient (UBS brake force) does not decrease together with the vehicle speed. See figure “B”.

1-8

FEATURES

140

120

100

a. Hydraulic pressure distribution b. Rear brake output (bars) c. Front brake input (bars) d. Rider only e. When carrying the maximum load f. Vehicle speed coefficient g. Coefficient (%) h. Speed (km/h)

1-9

FEATURES

EAS23P1061

OUTLINE OF THE ABS

1. This model is equipped with the latest, advanced type of ABS, which has improved feeling during

operation and smoother braking than previous ABS brakes. The ABS ECU detects the hydraulic pressure using the pressure sensors and controls the pressure linearly using continuously variable adjustments to obtain the appropriate pressure when the wheels have a tendency to lock or according to the operation input (hydraulic pressure) from the brake lever or brake pedal.

2. If the wheels have a tendency to lock during brake lever input, brake pedal input, or UBS control, the

ABS will operate.

3. The hydraulic unit assembly, which is the main component of the ABS, is centrally located on the

vehicle to increase mass centralization.

ABS layout

1. ABS warning light

2. Front wheel sensor rotor

3. Front wheel sensor

4. Right front brake caliper

5. Left front brake caliper

6. ABS ECU fuse

7. ABS solenoid fuse

8. Rear wheel sensor rotor

9. Rear wheel sensor

10.Rear brake caliper

11.ABS test coupler

11 12 13

12.Hydraulic unit assembly

13.ABS motor fuse

4,5

236789

1-10

FEATURES

Useful terms

• Wheel speed: The rotation speed of the front and rear wheels.

• Chassis speed: The speed of the chassis. When the brakes are applied, wheel speed and chassis speed are reduced. However, the chassis travels forward by its inertia even though the wheel speed is reduced.

• Brake force: The force applied by braking to reduce the wheel speed.

• Wheel lock: A condition that occurs when the rotation of one or both of the wheels has stopped, but the vehicle continues to travel.

• Side force: The force on the tires which supports the vehicle when cornering.

• Slip ratio: When the brakes are applied, slipping occurs between the tires and the road surface. This causes a difference between the wheel speed and the chassis speed. Slip ratio is the value that shows the rate of wheel slippage and is defined by the following formula.

Chassis speed –

Slip ratio =

Wheel speed

Chassis speed

× 100 (%)

0%: There is no slipping between the wheel and the road surface. The chassis speed is equal to the wheel speed. 100%: The wheel speed is “0”, but the chassis is moving (i.e., wheel lock).

Brake force and vehicle stability

When the brake pressure is increased, wheel speed is reduced. Slipping occurs between the tire and the road surface and brake force is generated. The limit of this brake force is determined by the friction force between the tire and the road surface and is closely related to wheel slippage. Wheel slippage is represented by the slip ratio. Side force is also closely related to wheel slippage. See figure “A”. If the brakes are applied while keeping the proper slip ratio, it is possible to obtain the maximum brake force without losing much side force. ABS allows full use of the tires’ capabilities even on slippery road surfaces or less slippery road surfaces. See figure “B”.

1-11

FEATURES

a. Friction force between the tire and road

surface b. Brake force c. Side force d. Slip ratio (%)

e. Less slippery road surface f. Controlling zone g. Slippery road surface

Wheel slip and hydraulic control

The ABS ECU calculates the wheel speed of each wheel according to the rotation signal received from the front and rear wheel sensors. In addition, the ABS ECU calculates the vehicle chassis speed and the rate of speed reduction based on the wheel speed values. The difference between the chassis speed and the wheel speed calculated in the slip ratio formula is equal to the wheel slip. When the wheel speed is suddenly reduced, the wheel has a tendency to lock. When the wheel slip and the wheel speed reduction rate exceed the preset values, the ABS ECU determines that the wheel has a tendency to lock. If the slip is large and the wheel has a tendency to lock (point “A” in the following figure), the ABS ECU reduces the hydraulic pressure in the brake caliper. Once the ABS ECU determines that the tendency of the wheel to lock has diminished after the hydraulic pressure is reduced, it increases the hydraulic pressure (point “B” in the following figure). The hydraulic pressure is initially increased quickly, and then it is increased gradually.

1-12

FEATURES

a. Chassis speed b. Wheel speed c. Brake force

ddede

d. Depressurizing phase e. Pressurizing phase

ABS operation and vehicle control

If the ABS starts operating, there is a tendency of the wheel to lock, and the vehicle is approaching the limit of control. To make the rider aware of this condition, the ABS has been designed to generate a reaction-force pulsating action in the brake lever and brake pedal independently.

When the ABS is activated, a pulsating action may be felt at the brake lever or brake pedal, but this does not indicate a malfunction.

The higher the side force on a tire, the less traction there is available for braking. This is true whether the vehicle is equipped with ABS or not. Therefore, sudden braking while cornering is not recommended. Excessive side force, which ABS cannot prevent, could cause the tire to slip sideways.

EWA23P1023

WARNING

The braking of the vehicle, even in the worst case, is principally executed when the vehicle is advancing straight ahead. During a turn, sudden braking is liable to cause a loss of traction of the tires. Even vehicles equipped with ABS cannot be prevented from falling over if braked suddenly.

The ABS functions to prevent the tendency of the wheel to lock by controlling the hydraulic pressure. However, if there is a tendency of the wheel to lock on a slippery road surface, due to engine braking, the ABS may not be able to prevent the wheel from locking.

EWA23P1024

WARNING

The ABS controls only the tendency of the wheel to lock caused by applying the brakes. The ABS cannot prevent wheel lock on slippery surfaces, such as ice, when it is caused by engine braking, even if the ABS is operating.

1-13

FEATURES

a. Friction force between the tire and road

surface b. Brake force

Electronic ABS features

The Yamaha ABS (anti-lock brake system) has been developed with the most advanced electronic technology. The ABS also includes a highly developed self-diagnosis function. The ABS has been designed to operate as a conventional brake system if the ABS malfunctions. Also, there may be little or no additional rear brake force provided by the UBS. If the UBS does not operate, the front and rear brakes will operate independently according to the rider input, and the respective brake force will be the same as during normal braking. When the brake lever is squeezed, only the front brakes will operate and when the brake pedal is depressed, only the rear brake will operate.

c. Side force d. Slip ratio (%)

1-14

ABS block diagram

1212 11

FEATURES

1414

1617

1. Front brake master cylinder

2. Rear brake master cylinder

3. Hydraulic unit assembly

4. Rear brake master cylinder pressure sensor

5. Separation solenoid valve

6. Shuttle solenoid valve

7. Damping chamber

8. ABS motor

9. Hydraulic pump

EAS23P1062

10.Front brake master cylinder pressure sensor

11. Check valve

12. Buffer chamber

13.Inlet solenoid valve

14.Outlet solenoid valve

15.Rear brake caliper pressure sensor

16.Rear brake caliper

17.Front brake calipers

ABS COMPONENT FUNCTIONS

Wheel sensors and wheel sensor rotors

Wheel sensors “1” detect the wheel rotation speed and transmit the wheel rotation signal to the ABS ECU. Each wheel sensor contains an MR sensor. The wheel sensors are installed in the sensor housing for each wheel. Sensor rotors “2” are installed on the inner side of the front and rear wheel hubs and rotate with the wheels. The front and rear sensor rotors each have 92 magnetic poles (46 pairs) and are installed close to the wheel sensors. As the sensor rotor rotates, the MR element in the MR sensor installed in the wheel sensor generates the voltage which is proportional to the magnetic flux density, and the generated voltage is processed for waveform shaping in the MR sensor to output. The ABS ECU calculates the wheel rotation speed by detecting the pulse frequency.

1-15

FEATURES

3. At low speed

4. At high speed

5. Wheel sensor

6. Wheel sensor rotor

7. Voltage

8. Time

ABS warning light

The ABS warning light “1” comes on to warn the rider if a malfunction in the ABS occurs. When the main switch is set to “ON”, the ABS warning light comes on for 2 seconds, then goes off, so that the rider can check if the ABS warning light is disconnected and check if the ABS is operating properly.

ECA23P1056

NOTICE

If the rear wheel is raced with the vehicle on the centerstand, the ABS warning light may flash or come on. If this occurs, set the main switch to “OFF”, then back to “ON”. Start the engine. Gently ride the XT1200Z up to 20 km/h (12 mi/h) on straight road without a hard acceleration. The reset will start and the ABS indicator light will be turned off.

1-16

FEATURES

Hydraulic unit assembly

The hydraulic unit assembly “1” is composed of hydraulic control valves (outlet solenoid valves, inlet solenoid valves, a shuttle solenoid valve, and a separation solenoid valve), buffer chambers, damping chambers, hydraulic pumps, an ABS motor, hydraulic pressure sensors (front brake master cylinder pressure sensor, rear brake master cylinder pressure sensor, and rear brake caliper pressure sensor), and an ABS ECU. The hydraulic unit adjusts the front and rear wheel hydraulic pressure to control the wheel speed according to signals transmitted from the ABS ECU.

Hydraulic control valves

There are four types of hydraulic control valves: inlet solenoid valve, outlet solenoid valve, shuttle solenoid valve, and separation solenoid valve. The electromagnetic force generated in the inlet solenoid valve varies proportionally with the duty cycle control voltage that is supplied to it. Since this voltage is continuously variable, the solenoid valve moves smoothly and the hydraulic pressure is adjusted linearly.

1. Inlet solenoid valve This valve is open during normal braking and UBS operation. The valve opens and closes during ABS operation to adjust the hydraulic pressure input from the brake lever or brake pedal.

2. Outlet solenoid valve This valve is closed during normal braking and UBS operation. The valve opens during ABS operation to reduce the hydraulic pressure.

3. Separation solenoid valve This valve is open when the brake pedal is depressed, but the valve opens and closes during UBS operation to adjust the hydraulic pressure. The valve opens if the ABS operates when the brake pedal is depressed, but the valve opens and closes to adjust the hydraulic pressure if the ABS operates during UBS operation.

4. Shuttle solenoid valve This valve is closed when the brake pedal is depressed, but the valve opens during UBS operation to pressurize the rear brake caliper. The valve closes if the ABS operates when the brake pedal is depressed, but the valve opens and closes to adjust the hydraulic pressure if the ABS operates during UBS operation.

ABS ECU

The ABS ECU is integrated with the hydraulic unit to achieve a compact and lightweight design. As shown in the following block diagram, the ABS ECU receives wheel sensor signals from the front and rear wheels and also receives signals from other monitor circuits.

1-17

FEATURES

8 7

18 19 20 2116

28 27

1. Battery

2. AC magneto

3. Rectifier/regulator

4. Main fuse

5. Main switch

6. ABS ECU fuse

7. ABS motor fuse

8. ABS solenoid fuse

9. Front brake light switch

10.Rear brake light switch

11.Tail/brake light

12.Hydraulic unit assembly

13.ABS ECU

14.Solenoid relay

15.ABS motor relay

16.Front brake inlet solenoid

17.Front brake outlet solenoid

18.Rear brake inlet solenoid

19.Rear brake outlet solenoid

20.Separation solenoid valve

21.Shuttle solenoid valve

22.ABS motor

23.Meter assembly

24.ABS warning light

25.Speedometer

26.ABS test coupler

27. Rear wheel sensor

28.Front wheel sensor

29. Start switch

30. Starting circuit cut-off relay

31. Starter motor

32. Starter relay

33.ECU (engine control unit)

The necessary actions are confirmed using the monitor circuit and control signals are transmitted to the hydraulic unit assembly.

ABS control operation

The ABS control operation performed in the ABS ECU is divided into the following two parts.

• Hydraulic control

• Self-diagnosis

When a malfunction is detected in the ABS, a fault code is stored in the memory of the ABS ECU for easy problem identification and troubleshooting.

• Some types of malfunctions are not recorded in the memory of the ABS ECU (e.g., a blown ABS so-

lenoid fuse).

1-18

FEATURES

• The ABS performs a self-diagnosis test for a few seconds each time the vehicle first starts off after the

main switch was set to “ON”. During this test, a “clicking” noise can be heard from under the seat, and if the brake lever or brake pedal is even slightly operated, a vibration can be felt at the lever and pedal, but these do not indicate a malfunction.

1 2

1. Software operation flow

2. Main switch “ON”

3. Initialize

4. Self-diagnosis (when static)

5. Self-diagnosis (when riding)

6. Receive signals

7. Control operation

8. Depressurize/pressurize

1-19

FEATURES

EAS23P1063

UBS AND ABS OPERATION

The ABS hydraulic circuit consists of two systems: one for the front wheel and one for the rear wheel.

Normal braking (ABS not activated and UBS not activated)

Front brakes: When the ABS is not activated, the inlet solenoid valve is open and the outlet solenoid valve is closed because a control signal has not been transmitted from the ABS ECU. Therefore, when the brake lever is squeezed, the hydraulic pressure in the front brake master cylinder increases and the brake fluid is sent to the front brake calipers. At this time, the hydraulic pump check valve is closed. The front brake master cylinder directly pressurizes the front brake calipers during normal braking. When the brake lever is released, the brake fluid in the front brake calipers returns to the front brake master cylinder. Rear brake: When the ABS is not activated, the inlet solenoid valve and separation solenoid valve are open and the outlet solenoid valve and shuttle solenoid valve are closed because a control signal has not been transmitted from the ABS ECU. Therefore, when the brake pedal is depressed, the hydraulic pressure in the rear brake master cylinder increases and the brake fluid is sent to the rear brake caliper. At this time, the hydraulic pump check valve is closed. The rear brake master cylinder directly pressurizes the rear brake caliper during normal braking. When the brake pedal is released, the brake fluid in the rear brake caliper returns to the rear brake master cylinder.

1. Front brake master cylinder

2. Brake lever

3. Rear brake master cylinder

4. Brake pedal

5. Separation solenoid valve

6. Hydraulic pump

7. Shuttle solenoid valve

8. Inlet solenoid valve

9. Outlet solenoid valve

10.Rear brake caliper

11.Front brake calipers

1011

A. Pressurize a. Input

1-20

FEATURES

Emergency braking (ABS activated and UBS not activated)

Depressurizing phase: When the front wheel (or the rear wheel) is about to lock, the outlet solenoid valve is opened by the “depressurization” signal transmitted from the ABS ECU. When this occurs, the inlet solenoid valve closes the brake line from the brake master cylinder. Because the outlet solenoid valve is open, the brake fluid is sent to the buffer chamber. As a result, the hydraulic pressure in the brake caliper is reduced. The brake fluid stored in the buffer chamber is pumped back to the brake master cylinder by the hydraulic pump linked to the ABS motor. Pressurizing phase: The outlet solenoid valve is closed by the “pressurization” signal transmitted from the ABS ECU. At this time, the ABS ECU controls the opening of the inlet solenoid valve. As the inlet solenoid valve opens, the brake line from the brake master cylinder opens, allowing the brake fluid to be sent to the brake caliper.

1. Front brake master cylinder

2. Brake lever

3. Rear brake master cylinder

4. Brake pedal

5. Separation solenoid valve

6. Shuttle solenoid valve

7. Damping chamber

8. ABS motor

9. Hydraulic pump

10.Inlet solenoid valve

11.Outlet solenoid valve

12.Check valve

13.Buffer chamber

14.Rear brake caliper

15.Front brake calipers A. Pressurize B. Depressurize a. Input

A B

2 4

1313 12

1111

1415

b. Inlet solenoid valve is closed c. Outlet solenoid valve is open d. Hydraulic pump is operating

1-21

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