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The symptom was erratic power with the RPMs going from normal to 0 on my digital at exactly the same time as the loss of power. Now the problem is constant. Already spent money on the rectifier. New fuel pumps and carbs rebuilt. Pulser coil?
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I would carefully test pulser coil and 12V inputs to the CDI. -
Is it possible to test the pulser coil with a normal multimeter?Comment
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for resistance? yes.Comment
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Rodbolt, I broke down and took it to a professional shop who couldn't fix my problem (3.5 months later). I am back where I was. How do I test the pulser coil? And just to be thorough, the 12V inputs into the CDI, not sure which wires.Last edited by neilftucker; 04-29-2015, 11:30 PM.Comment
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Anybody feel free to answer. Didn't mean to single out one person!Comment
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You took your motor to a shop....not a "professional" shop if they couldn't fix it in over 3 months, do you have a genuine manual for your motor to at least do some trouble shooting correctly? Listen to Rodbolts advice, and answer any questions asked, do not get tunnel visioned and keep chasing single possible parts, test them in methodical order, and test them properly.Comment
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Thanks, a big part of the reason he couldn't/wouldn't fix it is the engine is Frankenstein. Has a different foot, bracket and who knows what else, so I don't know the exact model number. But based on some parts I've replaced, I can pin it down to a '94 or '95 2-stroke 200 yamaha counter-rotation. So L200TXRS or L200TXRT. I guess I'll get one of those manuals.
I forgot to mention that an additional symptom is the loss of power is only on the low end, and is related to too much fuel, which leads to spark plug fouling...Last edited by neilftucker; 04-30-2015, 07:02 PM.Comment
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Okay, for anyone who is listening, I found out I have a 225 instead of a 200... so 225TLRT.
Anyways I got a service manual and tested the CDI for resistance and the only thing that didn't check out was the pulser coil W/G wire to all the others. Resistance was consistently too high; 190k to all other whites and 174k to B (spec was something like 170k and 68k).
My question is, would this match up with symptoms? Does this mean my CDI is bad? All because of one bad signal? Thanks for any responses.
symptoms: The symptom was erratic power with the RPMs going from normal to 0 on my digital at exactly the same time as the loss of power. Now the problem is constant. The loss of power is only on the low end, and is related to too much fuel, which leads to spark plug fouling...Last edited by neilftucker; 05-05-2015, 01:33 PM.Comment
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Any input would be appreciated. I'm about to buy a $1000 dollar part!Comment
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Is your engine a V90 or V76? Makes a big difference on a 225 in the year 1995Last edited by frankjohnson; 05-06-2015, 12:19 PM.Comment
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Thanks for your response, Frank. If this corresponds the angle of the crankcase/pistons then its a V90.Comment
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If it is a V76 engine it will have 6 individual carbs with electrical solinoids near the top of each carb. There is also and electrical fuel pump in the center of the carbs mounted to the lower case.And yes it is the angle of the cylinders in relations to the crank.Comment
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Most definately not a v76Comment
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Wanted to make sure because the V76 has a cdi/ecu would not want to see you spend money on a component you couldn't use or return.Comment
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