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New problem
« on: July 18, 2013, 08:34:03 pm »
Need Help.. rode my lt 250r into my garage ..I havent rode it but a couple of times It seems sluggish. So I went through the carb and adjusted the exh valve...put everything together now I have no spark....Could a cdi unit go out like that..or coil?...I'm at wits end spent the last few hours chasing wires checked the on/off switch...HELP
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Re: New problem
« Reply #1 on: July 19, 2013, 07:41:34 am »
typically its the stator.

grab a volt meter:

Black/Red to Black/White= 375 ohms
Blue to Black/White= 120 ohms

mostly likely the source coil or pickup.
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Re: New problem
« Reply #2 on: July 19, 2013, 11:08:35 am »
i had my blaster do that. was out ripping on it, came back and killed it, talked to a buddy while i filled it back up (about 2 minutes tops) went to kick it back off and nothing. source coil had pooped the bed that quick
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Re: New problem
« Reply #3 on: July 19, 2013, 07:03:11 pm »
Ohm'd the stator today,,,blue and black/white  225 ohms..black/white  black/red 417 ohms...also the coil primary 1ohms,,,and secondary 4 ohms...So it has to be the cdi right?
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Re: New problem
« Reply #4 on: July 20, 2013, 06:54:27 am »
Have you checked to see if kill switch came apart under the gas tank and also if your wire came off the coil
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Re: New problem
« Reply #5 on: July 21, 2013, 03:36:33 pm »
Ok it was a broken wire.....I guess it broke when I removed the carb...I removed the stator cover noticed oil residue in there ..I assume its not supposed to be there...crank and balance shaft seal?....How hard is it to reseal without splitting the cases ...Test rode it today still on bottom end it sputters when its not WOT...smokes alot too ...using synthetic oil at 50:1. 
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Re: New problem
« Reply #6 on: July 22, 2013, 06:13:33 am »
Its your balance shaft seal. If it was the crank seal your motor probably would have lock up by now.also running it 50 to 1 is going to make it super rich. Less oil means more gas going threw the jets. Should run 32 to 1  and that might help lean the jets back.  Because gas and oil go threw the jet at the same time.  But then it gets compressed by the crank as the fuel gos up to the port the oil separated in air and falls back down to the crank. Then the crank slings the oil for lubrication.
But they say for every 4 ounces of oil out drop one main jet. What are your jet sizes  you  are running
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91 Lt250r Bartlett port and head mod v force 2 Hinson Clutch Basket Cool Head Scp Pipe and silencer ,KN air filter ,EBC clutch, Ohlins  Triple rate Shocks Redone by PEP Shocks,Stock Rear Shock Redone By Pep Shock,  DG nerf Bars , Lonestar axle 2+2,Lonestar Swingarm ,Douglas Red Label rims.

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Re: New problem
« Reply #7 on: July 22, 2013, 08:17:17 am »
Quote from: ATC Nut on July 19, 2013, 07:03:11 pm
Ohm'd the stator today,,,blue and black/white  225 ohms..black/white  black/red 417 ohms...also the coil primary 1ohms,,,and secondary 4 ohms...So it has to be the cdi right?

Disconnect the kill switch, and ohm the spark plug cap.  Plug cap should be about 5000 ohms, and not be "open".  Sometimes reducing the spark plug gap to 0.015" to 0.020" can help diagnose low voltage to the spark plug.

We have replaced more 250 R Honda CDIs in the last few years than the previous 25 years.  Most of the the bad CDIs have had  a miss-fire like they are rich at wide open throttle.

Replace with an OEM CDI.  We have had a lot of trouble with new Dynatec CDIs misfiring and the after market CDIs do not have the correct timing curve and do not make good power.

Check you main jet to make sure it is tight and the size that you think it should be.  A 50:1 premix mixture will not make the main jet excessively rich.  There is less than 2 main jet sizes difference between straight gasoline and a 20:1 mixture. 
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Re: New problem
« Reply #8 on: July 22, 2013, 09:55:13 am »
Excellent info +k2 yee haw!
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Re: New problem
« Reply #9 on: July 22, 2013, 01:43:51 pm »
Quote from: MotorGeek on July 22, 2013, 08:17:17 am
Quote from: ATC Nut on July 19, 2013, 07:03:11 pm
Ohm'd the stator today,,,blue and black/white  225 ohms..black/white  black/red 417 ohms...also the coil primary 1ohms,,,and secondary 4 ohms...So it has to be the cdi right?

Disconnect the kill switch, and ohm the spark plug cap.  Plug cap should be about 5000 ohms, and not be "open".  Sometimes reducing the spark plug gap to 0.015" to 0.020" can help diagnose low voltage to the spark plug.

We have replaced more 250 R Honda CDIs in the last few years than the previous 25 years.  Most of the the bad CDIs have had  a miss-fire like they are rich at wide open throttle.

I have always heard it different from what you have said Jerry about the oil ratio  to  main jet
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91 Lt250r Bartlett port and head mod v force 2 Hinson Clutch Basket Cool Head Scp Pipe and silencer ,KN air filter ,EBC clutch, Ohlins  Triple rate Shocks Redone by PEP Shocks,Stock Rear Shock Redone By Pep Shock,  DG nerf Bars , Lonestar axle 2+2,Lonestar Swingarm ,Douglas Red Label rims.

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Re: New problem
« Reply #10 on: July 22, 2013, 03:07:33 pm »
Spark seems good now...I did notice oil around the bottom of the balance shaft seal...Dumb question : if the crank seal wasn't sealing why would it lock the engine... also if the crank seal was sealing would it allow oil from the leaky balance shaft seal to be drawn into the jug...Not sure what jet size i'm running I do know the clip on the needle is in the third position....I have found no mods on this quad so I 'm thinking they are stock
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Re: New problem
« Reply #11 on: September 10, 2013, 09:00:46 pm »
Stock carb? What year is your quad? Is it spewing gas from the overflow? Is it using crankcase oil? How much?
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