Service Manual - Street Triple RS

Introduction

Introduction

This manual is designed primarily for use by trained technicians in a properly equipped workshop. However, it contains enough detail and basic information to make it useful to the owner who desires to perform his own basic maintenance and repair work. The work can only be carried out if the owner has the necessary hand and special service tools to complete the job.

A basic knowledge of mechanics, including the proper use of tools and workshop procedures is necessary in order to carry out maintenance and repair work satisfactorily. Whenever the owner has insufficient experience or doubts regarding his ability to do the work, an authorised Triumph dealer must undertake all adjustments, maintenance, and repair work.

In order to perform the work efficiently and to avoid costly mistakes, read the text and thoroughly familiarise yourself with procedures before starting work.

All work should be performed with great care and in a clean working area with adequate lighting.

Always use the correct special service tools or equipment specified. Under no circumstances use makeshift tools or equipment since the use of substitutes may adversely affect safe operation.

Where accurate measurements are required, they can only be made using calibrated, precision instruments.

For the duration of the warranty period, an authorised Triumph dealer must perform all repairs and scheduled maintenance.

To maximise the life of your motorcycle:

How to use this manual

To assist in the use of this manual, the section title is given at the top.

Each major section starts with a contents page, listing the information contained in the section.

The individual steps comprising repair operations are to be followed in the sequence in which they appear.

Adjustment and repair operations include reference to service tool numbers and the associated illustration depicts the tool.

Where usage is not obvious, the tool is shown in use.

Adjustment and repair operations also include reference to wear limits, relevant data, torque figures, specialist information and useful assembly details.

Warnings, Cautions and Notes

Particularly important information is presented in the following form:

warning

This warning symbol identifies special instructions or procedures which, if not correctly followed, could result in personal injury, or loss of life.

caution

This caution symbol identifies special instructions or procedures which, if not strictly observed, could result in damage to or destruction of equipment.

note

  • This note symbol indicates points of particular interest for more efficient and convenient operation.

Tampering with Noise Control System Prohibited

Owners are warned that the law may prohibit:

References

References to the left hand or right hand side given in this manual are made when viewing the motorcycle from the rear.

Operations covered in this manual do not always include reference to testing the motorcycle after repair. It is essential that work is inspected and tested after completion and, if necessary, a road test of the motorcycle is carried out particularly where safety related items are concerned.

Dimensions

The dimensions quoted are to design engineering specification with service limits where applicable.

During the period of running-in from new, certain adjustments may vary from the specification figures given in this manual. These will be reset by the dealer at the 500 mile/800 km service, and thereafter should be maintained at the figures specified in this manual.

Repairs and Replacements

Before removal and disassembly, thoroughly clean the motorcycle. Any dirt entering the engine or other parts will work as an abrasive and shorten the life of the motorcycle. Particular attention should be paid when installing a new part, that any dust or metal filings are cleared from the immediate area.

Force

Common sense should dictate how much force is necessary in assembly and disassembly. If a part seems especially difficult to remove or install, stop and examine what may be causing the problem. Never lever a component as this will cause damage both to the component itself and to the surface being levered against.

Whenever tapping to aid removal of an item is necessary, tap lightly using a hide or plastic faced mallet.

Edges

Watch for sharp edges, especially during engine disassembly and assembly. Protect the hands with industrial quality gloves.

When replacement parts are required, it is essential that only genuine Triumph parts are used.

Safety features and corrosion prevention treatments embodied in the motorcycle may be impaired if parts other than genuine Triumph parts are fitted. In certain territories, legislation prohibits the fitting of parts not to the manufacturer's specification.

Tightening procedure

Generally, when installing a part with several bolts, nuts or screws, they should all be started in their holes and tightened to a snug fit, evenly and in a cross pattern. This is to avoid distortion of the part and/or gas or oil leakage. Conversely, bolts, nuts, or screws, should all be loosened (in sequence if specified) by about a quarter of a turn and then removed.

Where there is a tightening sequence specified in this Service Manual, the bolts, nuts, or screws must be tightened in the order and by the method indicated.

Torque wrench setting figures given in this manual must be observed. The torque tools used must be of accurate calibration.

Locking devices, where specified, must be fitted. If the efficiency of a locking device is impaired during removal it must be renewed. This applies particularly to micro-encapsulated fixings which must always be replaced if disturbed. Where necessary, the text in this manual will indicate where such a fixing is used.

Use of Crow Foot Spanner Adapters with Torque Wrenches

The use of a crow foot spanner adapter will effectively lengthen the lever arm of a torque wrench. The amount of torque applied to a fastener is increased as the torque wrench lever arm is extended, therefore the torque wrench setting must be adjusted in order to achieve the correct tightening torque.

Before tightening a fixing using a crow foot spanner adapter, measure the normal length of the torque wrench from the centre of the drive square to the centre of the handle (dimension L1). Fit the crow foot spanner adapter to the torque wrench as shown below. Measure the extended length of the torque wrench from the centre of the crow foot spanner head to the centre of the handle (dimension L2).

Use the following formula to calculate the correct torque wrench setting to achieve the required tightening torque.

note

  • The example shown below is calculated using a crow foot spanner measuring 25 mm from the centre of the spanner head to the centre of the drive square.

M1 = M2 x L1 / L2

Example

M2 is the required tightening torque to be applied

90 Nm

L1 is the normal length of the torque wrench, measured from the centre of the drive square to the centre of the handle

300 mm

L2 is the extended length of the torque wrench, measured from the centre of the crow foot spanner head to the centre of the handle

325 mm

M1 is the calculated torque wrench setting

83 Nm

General Information

Ignition System Safety Precautions

warning

The ignition system produces extremely high voltages. Do not touch any part of the ignition system or any cables while the engine is running.

An electric shock caused by contact with the ignition system may lead to illness, injury or death.

warning

Wearers of surgically implanted heart pacemaker devices should not be in close proximity to ignition circuits and or diagnostic equipment.

The ignition system and any diagnostic equipment may interrupt the normal operation of such devices causing illness or death.

Dangerous Substances

warning

Many liquids and other substances used in motor vehicles are poisonous and should under no circumstances be consumed and should, as far as possible, be kept from contact with the skin. These substances among others include acid, antifreeze, asbestos, brake fluid, fuel, lubricants, and various adhesives. Always pay close attention to the instructions printed on labels and obey the instructions contained within. These instructions are included for your safety and well-being.

NEVER DISREGARD THESE INSTRUCTIONS!

Third Party Products

warning

Many proprietary products, such as chemicals, solvents and cleaning agents, will cause damage to components if used incorrectly or inappropriately. Always follow the manufacturer’s instructions printed on the product container’s labels and obey the instructions given. These instructions are included for your safety and well-being.

Damage to the motorcycle components caused by the incorrect or inappropriate use of chemicals, solvents and cleaning agents may reduce the components efficiency, resulting in loss of motorcycle control and an accident.

Fluoroelastomers

warning

Fluoroelastomer material is used in the manufacture of various seals in Triumph motorcycles.

In fire conditions involving temperatures greater than 315°C this material will decompose and can then be potentially hazardous. Highly toxic and corrosive decomposition products, including hydrogen fluoride, carbonyl fluoride, fluorinated olefins and carbon monoxide can be generated and will be present in fumes from fires.

In the presence of any water or humidity, hydrogen fluoride may dissolve to form extremely corrosive liquid hydrofluoric acid.

If such conditions exist, do not touch the material and avoid all skin contact. Skin contact with liquid or decomposition residues can cause painful and penetrating burns leading to permanent, irreversible skin and tissue damage.

Oils

warning

The engine oil may be hot to the touch. Contact with hot oil may cause the skin to be scalded or burned.

warning

Prolonged or repeated contact with engine oil can lead to skin dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contaminants which can cause cancer. Wear suitable clothing and avoid skin contact.

Health Protection Precautions

warning

Any risk of eye injury must be avoided. Always wear eye protection when using a hammer, air line, cleaning agent or where there is ANY risk of flying debris or chemical splashing.

Environmental Protection Precautions

caution

Do not pour oil on the ground, down sewers or drains, or into water courses. To prevent pollution of water courses etc., dispose of used oil sensibly. If in doubt contact your local authority.

Burning of used engine oil in small space heaters or boilers can be recommended only for units of approved design. If in doubt, check with the appropriate local authority and/or manufacturer of the approved appliance.

Dispose of used oil and used filters through authorised waste disposal contractors, to licensed waste disposal sites, or to the waste oil reclamation trade. If in doubt, contact your local authority for advice on disposal facilities.

Brakes

warning

Brake fluid is hygroscopic which means it will absorb moisture from the air. Any absorbed moisture will greatly reduce the boiling point of the brake fluid causing a reduction in braking efficiency.

Replace brake fluid in line with the routine maintenance schedule. A dangerous riding condition could result if this important maintenance item is neglected!

Do not spill brake fluid onto any area of the bodywork as this will damage any painted or plastic surface.

Always use new brake fluid from a sealed container and never use fluid from an unsealed container or from one that has been previously opened.

Do not mix different brands of fluid. Check for fluid leakage around brake fittings, seals and joints.

Check regularly for brake hose damage.

FAILURE TO OBSERVE ANY OF THE ABOVE WARNINGS MAY REDUCE BRAKING EFFICIENCY LEADING TO AN ACCIDENT.

warning

If there has been an appreciable drop in the level of the fluid in either brake fluid reservoir, consult your authorised Triumph dealer for advice before riding.

If the brake lever or pedal feels soft when it is applied, or if the lever/pedal travel becomes excessive, there may be air in the brake lines or the brake may be defective.

It is dangerous to operate the motorcycle under such conditions and remedial action must be taken by your authorised Triumph dealer before riding the motorcycle.

Failure to take remedial action may reduce braking efficiency leading to an accident.

warning

Use only DOT 4 specification brake fluid as listed in the General Information section of this manual. The use of brake fluids other than those DOT 4 fluids listed in the General Information section may reduce the efficiency of the braking system leading to an accident.

Failure to change the brake fluid at the interval specified in the routine maintenance schedule may reduce braking efficiency resulting in an accident.

warning

Never use mineral-based grease in any part of the braking system or in any area where contact with the braking system is possible. Mineral-based grease will damage the hydraulic seals in the calipers and master cylinders.

Damage caused by contact with mineral-based grease may reduce braking efficiency resulting in an accident.

warning

Before installation, all internal brake components should be cleaned and lubricated with clean new DOT 4 brake fluid.

Never use solvents, petrol (gasoline), engine oil or any other petroleum distillate on internal brake components as this will cause deterioration of the hydraulic seals in the calipers and master cylinders.

A dangerous riding condition leading to loss of motorcycle control and an accident could result if this warning is ignored.

Safety Instructions

Jacking and Lifting

warning

Always ensure that any lifting apparatus has adequate load and safety capacity for the weight to be lifted. Ensure the motorcycle is well supported to prevent any possibility of the machine falling prior to lifting or jacking or while repairs and servicing are carried out.

Never rely on a single means of support when working with the motorcycle. Use additional safety supports and straps to prevent toppling.

Do not leave tools, lifting equipment, spilt oil, etc. in a place where they could become a hazard to health. Always work in a clean, tidy area and put all tools away when the work is finished.

Precautions Against Damage

Avoid spilling brake fluid or battery acid on any part of the bodywork. Wash spillages off with water immediately.

Disconnect the battery earth lead before starting work, see ELECTRICAL PRECAUTIONS.

Always use the recommended service tool where specified.

Protect exposed bearing and sealing surfaces, and screw threads from damage.

Coolant

warning

Coolant mixture, which is blended with antifreeze and corrosion inhibitors contains toxic chemicals which are harmful to the human body. Never swallow antifreeze, corrosion inhibitors or any of the motorcycle coolant.

warning

Do not remove the radiator cap when the engine is hot. When the engine is hot, the coolant inside the radiator is hot and also under pressure. Contact with the pressurised coolant will cause scalds and skin damage.

caution

The coolant antifreeze contains a corrosion inhibitor which helps prevent damage to the metal surfaces inside the cooling system. Without this inhibitor, the coolant would 'attack' the metals and the resulting corrosion would cause blockages in the cooling system leading to engine overheating and damage. Always use the correct antifreeze as specified in the Owner's Handbook. Never use a methanol based antifreeze as this does not contain the required corrosion inhibition properties.

caution

Distilled water must be used with the antifreeze (see specification for antifreeze) in the cooling system.

If hard water is used in the system, it causes scale accumulation in the water passages, and considerably reduces the efficiency of the cooling system. Reduced cooling system efficiency may lead to the engine overheating and engine damage.

Cleaning Components

A high flashpoint solvent is recommended to reduce fire hazard.

Always follow container directions regarding the use of any solvent.

Always use the recommended cleaning agent or equivalent.

Do not use degreasing equipment for components containing items which could be damaged by the use of this process. Whenever possible, clean components and the area surrounding them before removal. Always observe scrupulous cleanliness when cleaning dismantled components.

Lubrication

The majority of engine wear occurs while the engine is warming up and before all the rubbing surfaces have an adequate lubrication film. During assembly, oil or grease (whichever is more suitable) should be applied to any rubbing surface, which has lost its lubrication film. Old grease and dirty oil should be cleaned off. This is because used lubricants will have lost some lubrication qualities and may contain abrasive foreign particles.

Use recommended lubricants. Some oils and greases in particular should be used only in certain applications and may be harmful if used in an application for which they are not intended. This manual makes reference to molybdenum disulphide grease in the assembly of certain engine and chassis parts. Always check manufacturer recommendations before using such special lubricants.

Joints and Joint Faces

Assemble joints dry unless otherwise specified in this manual.

If gaskets and/or jointing compound is recommended for use; remove all traces of old jointing material prior to reassembly. Do not use a tool which will damage the joint faces and smooth out any scratches or burrs on the joint faces using an oil stone. Do not allow dirt or jointing material to enter any tapped holes.

Gaskets, O-rings

Do not reuse a gasket or O-ring once it has been in service. The mating surfaces around the gasket should be free of foreign matter and perfectly smooth to avoid oil or compression leaks.

Liquid Gasket, Non-permanent Locking Agent

Follow manufacturer's directions for cleaning and preparing surfaces where these compounds will be used. Apply sparingly as excessive amounts of sealer may block engine oil passages and cause serious damage.

Prior to reassembly, blow through any pipes, channels or crevices with compressed air.

warning

To prevent injury, always use eye, face and ear protection when using compressed air. Always wear protective gloves if the compressed air is to be directed in proximity to the skin.

Screw Threads

Metric threads to ISO standard are used.

Damaged nuts, bolts and screws must always be discarded.

Castellated nuts must not be loosened back to accept a split pin, except in those recommended cases when this forms part of an adjustment.

Do not allow oil or grease to enter blind threaded holes. The hydraulic action on screwing in the bolt or stud could split the housing.

Always tighten a nut or bolt to the recommended torque figure. Damaged or corroded threads can affect the torque reading.

Unless specified, threaded fixings must always be fitted dry (no lubrication).

warning

Never lubricate a thread unless instructed to do so.

When a thread of a fixing is lubricated, the thread friction is reduced. When the fixing is tightened, reduced friction will cause over tightening and possible fixing failure.

A fixing which fails in service could cause component detachment leading to loss of control and an accident.

Locking Devices

Always release locking tabs and fit new locking washers. Do not reuse locking tabs.

Fitting a Split Pin

Always fit new split pins of the correct size for the hole in the bolt or stud. Do not loosen back castle nuts when fitting a split pin, except in those recommended cases when this forms part of an adjustment.

Always fit new roll pins of an interference fit in the hole.

Circlips, Retaining Rings

Replace any circlips and retaining rings that are removed. Removal weakens and deforms circlips causing looseness in the circlip groove. When installing circlips and retaining rings, take care to compress or expand them only enough to install them.

Always use the correct replacement circlip as recommended in the Triumph parts catalogue.

Self-Locking Nuts

Self-locking nuts can be reused, provided resistance can be felt when the locking portion passes over the thread of the bolt or stud.

DO NOT reuse self-locking nuts in critical locations, e.g. suspension components. Always use the correct replacement self-locking nut.

Encapsulated Bolts

An encapsulated bolt can be identified by a coloured section of thread which is treated with a locking agent.

Unless a specified repair procedure states otherwise, encapsulated bolts cannot be reused and MUST be replaced if disturbed or removed.

warning

Failure to replace an encapsulated bolt could lead to a dangerous riding condition. Always replace encapsulated bolts.

Oil and Grease Seals

Replace any oil or grease seals that are removed. Removal will cause damage to an oil seal which, if reused, would cause an oil leak.

Ensure the surface on which the new seal is to run is free of burrs or scratches. Renew the component if the original sealing surface cannot be completely restored.

Protect the seal from any surface which could cause damage over which it has to pass when being fitted. Use a protective sleeve or tape to cover the relevant surface and avoid touching the sealing lip.

Lubricate the sealing lips with a recommended lubricant. This will help to prevent damage in initial use. On dual lipped seals, smear the area between the lips with appropriate grease.

When pressing in a seal which has manufacturer's marks, press in with the marks facing out.

Seals must be pressed into place using a suitable driver. Use of improper tools will damage the seal.

Press

A part installed using a press or driver, such as a wheel bearing, should first be coated with oil or grease on its outer or inner circumference so that it will locate smoothly.

Ball Bearing

When installing a ball bearing, the bearing race which is an interference fit should be pushed by a suitable driver. This prevents severe stress or damage to the load carrying components. Press a ball bearing until it touches the shoulder in the bore or on the shaft.

With the sealing lip facing the lubricant, press or drift a seal to the depth of its housing, if the housing is shouldered, or flush with the face of the housing where no shoulder is provided.

Chassis Bearing Lubrication

note

  • This information relates only to bearing lubrication. For the procedures necessary to replace a bearing, always refer to the relevant section of this Service Manual.
  • Bearings installed in engine and transmission applications are not covered by this information. Refer to the Lubrication chapter or the relevant engine chapter for additional information.

General

For a bearing to be serviceable for its anticipated life span it must be checked, adjusted and lubricated at regular intervals, as specified in the service schedules given in the Owner’s Handbook and this Service Manual.

A correctly lubricated bearing will have a film of lubrication that separates the moving parts, disperses heat and protects the bearing surfaces from corrosion.

note

  • In all cases, use the lubricant recommended.
  • Grease the bearing, not the cavity where it is located.
  • A bearing that is not regularly checked and lubricated will have a reduced life span.

New Bearings

New bearings are typically protected with an oil preservative to prevent corrosion etc. during storage. This is NOT the lubrication for the bearing but DOES NOT need to be washed off prior to assembly and in-service lubrication.

When lubricating a new bearing with grease the following steps should be taken:

  1. Do not clean off the oil preservative.
  2. Grease must be forced between the roller elements and the roller cage.
  3. Rotate the bearing to ensure that the grease is distributed over the entire circumference of the internal parts.
  4. Any excess grease should be smeared on the outside of the rollers.

Lubrication and Checks While Servicing a Bearing

  1. Disassemble parts as necessary to access the bearing.
  2. Inspect the old grease covering the bearing, looking for signs of bearing damage, i.e. flakes or specks of metal.
  3. Remove the old grease.
  4. Check the bearing for smooth operation and visually check for corrosion, dents and flaking in the bearing race, rollers or cage. Replace if necessary.

Below/overleaf several common bearing types and the lubrication procedures for each are identified:

Sealed Bearings

note

  • Sealed bearings can be identified by their integrated seals.
  • Sealed bearings are lubricated for life by the manufacturer.
  • Any attempt to change the grease in a sealed bearing will damage the integrated seals. If the seals are damaged, dirt and water will ingress and the life of the bearing will be greatly reduced.

Taper Bearings

  1. Grease must be forced between the inner race and the roller carrier.
  2. Rotate the bearing to ensure that the grease is distributed over the entire circumference of the internal parts.
  3. Any excess grease should be smeared on the outside of the rollers.

Angular Contact and Ball Bearing

  1. Grease the bearing races and the ball bearing carrier.
  2. Rotate the bearing to ensure that the grease is distributed over the entire circumference of the internal parts.

Needle Roller Bearings

  1. Coat the needle rollers with grease.
  2. Ensure the needle rollers turn so that the grease is distributed over the entire circumference of the internal parts.
  3. Assemble the parts, adjust and check as necessary.

Metal Bushes

  1. Disassemble the parts as necessary to access the bush.
  2. Remove the old grease.
  3. Apply fresh grease to the metal bush.

Fuel Handling Precautions

General

The following information provides basic precautions which must be observed if petrol (gasoline) is to be handled safely. It also outlines other areas of risk which must not be ignored. This information is issued for basic guidance only and, if in doubt, appropriate enquiries should be made to your local Fire Officer.

Petrol – Gasoline

When petrol (gasoline) evaporates it produces 150 times its own volume in vapour which when diluted with air becomes a readily ignitable mixture. The vapour is heavier than air and will always fall to the lowest level. It can readily be distributed throughout any indoor environment by air currents, consequently, even a small spillage of petrol (gasoline) is potentially very dangerous.

warning

Petrol (gasoline) is highly flammable and can be explosive under certain conditions. When opening the fuel tank cap always observe all the following items:

Turn the motorcycle ignition switch OFF.

Do not smoke.

Always have a fire extinguisher containing FOAM, CO2, HALON or POWDER close at hand when handling or draining fuel or fuel systems. Fire extinguishers must also be present in areas where fuel is stored.

Always disconnect the vehicle battery, negative (black) lead first, before carrying out, dismantling or draining work on a fuel system.

Whenever petrol (gasoline) is being handled, drained, stored or when fuel systems are being dismantled, make sure the area is well ventilated. All potential forms of ignition must be extinguished or removed (this includes any appliance with a pilot light). Any lead-lamps must be flame-proof and kept clear of any fuel spillage.

Warning notices must be posted at a safe distance from the site of the work to warn others that petrol (gasoline) is being openly handled. The notice must instruct the reader of the precautions which must be taken.

Failure to observe any of the above warnings may lead to a fire hazard which could result in personal injury.

warning

No one should be permitted to repair components associated with petrol (gasoline) without first having specialist training on the fire hazards which may be created by incorrect installation and repair of items associated with petrol (gasoline).

Repairs carried out by untrained personnel could bring about a safety hazard leading to a risk of personal injury.

warning

Draining or extraction of petrol (gasoline) from a vehicle fuel tank must be carried out in a well ventilated area.

The receptacle used to contain the petrol (gasoline) must be more than adequate for the full amount of fuel to be extracted or drained. The receptacle should be clearly marked with its contents, and placed in a safe storage area which meets the requirements of local authority regulations.

When petrol (gasoline) has been extracted or drained from a fuel tank, the precautions governing naked lights and ignition sources should be maintained.

Failure to observe any of the above warnings could bring about a safety hazard leading to a risk of personal injury.

Fuel Tank Removal

Fuel tanks should have a 'PETROL (GASOLINE) VAPOUR' warning label attached to them as soon as they are removed from the vehicle. In all cases, they must be stored in a secured, marked area.

Chassis Repairs

warning

If the motorcycle is involved in an accident or collision it must be taken to an authorised Triumph dealer for repair or inspection. Any accident can cause damage to the motorcycle, which if not correctly repaired, may cause a second accident which may result in injury or death.

The frame must not be modified as any modification to the frame such as welding or drilling may weaken the frame resulting in an accident.

Electrical Precautions

The following guidelines are intended to ensure the safety of the operator whilst preventing damage to the electrical and electronic components fitted to the motorcycle. Where necessary, specific precautions are detailed in the relevant sections of this manual which should be referred to prior to commencing repair operations.

Equipment - Prior to commencing any test procedure on the motorcycle ensure that the relevant test equipment is working correctly and any harness or connectors are in good condition, in particular mains leads and plugs.

warning

The ignition system produces extremely high voltages. Do not touch any part of the ignition system or any cables while the engine is running.

An electric shock caused by contact with the ignition system may lead to illness, injury or death.

warning

Wearers of surgically implanted heart pacemaker devices should not be in close proximity to ignition circuits and/or diagnostic equipment.

The ignition system and any diagnostic equipment may interrupt the normal operation of such devices causing illness or death.

warning

The battery contains harmful materials. Always keep children away from the battery whether or not it is fitted in the motorcycle.

Do not jump start the battery, touch the battery cables together or reverse the polarity of the cables as any of these actions may cause a spark which would ignite battery gases causing a risk of personal injury.

High Voltage Circuits - Whenever disconnecting live H.T. circuits always use insulated pliers. Exercise caution when measuring the voltage on the coil terminals while the engine is running. High voltage spikes can occur on these terminals.

Connectors and Harness - The engine of a motorcycle is a particularly hostile environment for electrical components and connectors. Always ensure these items are dry and oil-free before disconnecting and connecting test equipment. Never force connectors apart either by using tools or by pulling on the wiring itself. Always ensure locking mechanisms are disengaged before removal and note the orientation to enable correct reconnection. Ensure that any protective covers and substances are replaced if disturbed.

Having confirmed a component to be faulty, switch off the ignition and disconnect the battery negative (black) lead first. Remove the component and support the disconnected harness. When replacing the component keep oily hands away from electrical connection areas and push connectors home until any locking mechanism becomes fully engaged.

Battery Disconnecting

Before disconnecting the battery, switch off all electrical equipment.

warning

To prevent the risk of a battery exploding and to prevent damage to electrical components ALWAYS disconnect the battery negative (black) lead first. When reconnecting the battery, always connect the positive (red) lead first, then the negative (black) lead. Always disconnect the battery when working on any part of the electrical system.

Failure to observe the above warnings may lead to electrical damage and a fire hazard which could cause personal injury.

Always ensure that battery leads are routed correctly and are not close to any potential chafing points.

Disciplines

Switch off the ignition prior to making any connection or disconnection in the system. An electrical surge can be caused by disconnecting 'live' connections which can damage electronic components.

Ensure hands and work surfaces are clean and free of grease, swarf, etc. as grease collects dirt which can cause tracking or high-resistance contacts.

Prior to commencing any test, and periodically during any test, touch a good earth to discharge body static. This is because some electronic components are vulnerable to static electricity.

Electrical Wires

All the electrical wires are either single-colour or two-colour and, with only a few exceptions, must be connected to wires of the same colour. On any of the two-colour wires there is a greater amount of one colour and a lesser amount of a second colour. A two-colour wire is identified by first the primary colour and then the secondary colour. For example, a yellow wire with thin red stripes is referred to as a 'yellow/red' wire; it would be a 'red/yellow' wire if the colours were reversed to make red the main colour.

Glossary of Circuit Diagram Symbols

The following is a description of the symbols found in the circuit diagrams used in all Triumph Service Manuals.

Connector

This illustration is used to show all multiplug type electrical connectors on Triumph circuit diagrams. The numbers in the box relate to the terminal numbers of the connector pins. On ECMs with two connectors, the number would be prefixed with the letters 'A' or 'B' to identify each connector. An additional number outside the box will identify the component.

Diode

An electrical one-way valve. Diodes allow current to flow in one direction but will not allow it to return. The arrow, which forms part of the diode symbol, indicates the direction of current flow.

Electromagnetic Winding (solenoid)

An electromagnetic winding (or solenoid) is used to convert an electrical current into a lateral movement. This can then be used to operate switches (as used in relays) or other components such as fuel injectors or secondary air injection solenoids.

Fuse

A fuse is a device which protects a circuit in the event of a fault. The fuse will 'blow' should a short circuit occur, protecting that circuit from further damage. The number next to the fuse on the circuit diagram indicates the position of the fuse in the fuse box.

Ground Point

This symbol is used to show ground points. This is the negative connection to either the frame or engine, and is a common cause of intermittent faults due to loose or corroded connections.

Lamp or Bulb

This symbol is used to show all types of light bulbs. The numbers in the box relate to the terminal numbers of the connector pins. An additional number outside the box will identify the component.

LED (Light Emitting Diode)

Triumph use LEDs for the alarm warning light, instrument illumination and warning lights, gear change lights and rear light/brake lights on various models.

Motor

An electric motor. This could be the starter motor or a motor within an actuator, for example within the ABS modulator.

Relay

A relay is effectively an electromagnetic switch. To close the relay contacts and complete the circuit, an electromagnet in the relay is energised which causes the relay contacts to close, making the circuit complete.

Relays are used when the electrical current is too great for a mechanical switch, usually when the switching must be done quickly to prevent arcing across the switch contacts. If a mechanical switch were used, the mechanical switch contacts would quickly burn away.

Resistor

A device placed in a cable to reduce a voltage or restrict the maximum current a device can draw.

Splice

A hard cable joint where two or more cables are joined in the wiring harness. A potential source of both open and short circuits.

Switches

A mechanical device for completing or breaking a circuit. There are three common types of switch: normally open, normally closed and changeover.

Electrical Testing

For any electrical system to work, electricity must be able to flow in a complete circuit from the power source (the battery) via the components and back to the battery. No circuit means no electrical flow. Once the power has left the positive side of the battery and run through the component it must then return to the battery on its negative side (this is called earth or ground). To save on wiring, connections and space, the negative side of the battery is connected directly to the frame or engine. Around the frame and engine will be various other ground points to which the wiring coming from components will be connected. In the case of the starter motor it bolts directly to the engine, which is bolted to the frame. Therefore the frame and engine also form part of the earth return path.

Ohm’s Law

The relationship between voltage, current and resistance is defined by Ohm’s Law.

Ohm’s law, for practical work can be described as -

Power is calculated by multiplying Volts x Amps -

By transposing either of these formulae, the value of any unit can be calculated if the other two values are known.

For example, if a battery of 12 V is connected to a bulb of 60 W:

To use either of the following triangles, put your finger over the value you want to find. Multiply the remaining values if side by side, or divide if one is over the other.

Basic Electrical Circuits

Basic Circuit Diagram

In the above circuit an electrical reservoir (the battery) is connected via a cable to a terminal on the controlling device (the switch) whose contacts are either open or closed. The other terminal on the switch is connected via a cable to the consumer (the bulb), and the other side of the bulb filament is connected to ground (earth) by another cable. The ground point is usually a part of the frame or engine, to which the battery negative terminal is also connected.

When the switch contacts are open (as shown in the diagram), the circuit is broken and no current flows. When the switch contacts are closed, the circuit is made and current flows from the battery positive terminal through the switch contacts and bulb filament to ground. The frame completes the circuit to the battery negative terminal and the bulb illuminates.

Although some circuits on the circuit diagram may at first seem more complicated, it will generally be found that they can be broken down into sections which do not differ greatly from the basic circuit above.

Circuit Diagrams

Circuit diagrams are created to provide a 'picture' of the electrical system and to identify the route taken by each individual wire through the system, in order to identify which components it feeds and which connectors the wire runs through. Circuit diagrams are an essential tool for fault finding, as it is possible to locate start and finish points for a circuit without having to manually trace the wire through the motorcycle itself. Circuits diagrams may look confusing at first but when they are studied closely they soon become logical.

Due to the complex circuits and the number of individual wires, Triumph uses two types of circuit diagram in its Service Manuals.

Both of these circuit diagrams use similar symbols to illustrate the various system components and will be accompanied by a key indicating circuit diagram components and wiring colour codes.

Circuit diagrams also depict the inner workings of a switch housing (i.e. which wire connects to which when a switch is turned from one position to another) so that a test of that switch can be made using the wire terminals in the connector instead of disassembling the switch itself.

Tracing Circuits

The following is a description of two types of common electrical failures, and some of the methods which may be used to find them.

Open Circuit

A break in an electrical circuit - current cannot flow. Usually caused by a break in a wire or cable or by a loose connection. Open circuits can often be intermittent, making diagnosis difficult.

Short Circuit

A 'short cut' in an electrical circuit - current bypasses the intended circuit, either to ground or to another, different circuit. Often caused by failure of the cable insulation due to chafing or trapping of the wire. There are two different types of short circuit - short to ground and short to battery Voltage.

A short to ground means that the current is going to ground before it reaches the component it is supposed to feed. These are often caused by chafing of the harness to the frame or wires trapped between a bolted component, and will often blow the fuse on that circuit.

A short to battery voltage (12 Volts) is caused by a live power supply wire contacting an adjacent cable. Note that it is also possible for a 5 Volt sensor reference voltage to short to an adjacent circuit, which can also cause electrical failures and DTCs (Diagnostic Trouble Code) to be stored.

When tracing a wire that is suspect, carefully check the circuit diagram before starting. Remember:

To Check Continuity:

caution

Ensure the circuit being tested is switched off before measuring continuity. Damage to the Digital Multi Meter (DMM) may result from testing a 'live' circuit with the meter set to resistance (Ω).

In the example below, the ground circuit continuity is being tested from the battery to the frame.

To Measure Voltage:

In the example below, the circuit voltage is being measured at the bulb positive (+) terminal.

Splices

Splices are probably the most common cause of wiring faults after connectors. Splices are made where two or more wires come together and diverge in different directions, usually to feed a different circuit.

To locate a splice, it is necessary to peel back the insulation and examine the splice for its integrity. The most common fault is where one of the wires at the joint has come adrift usually causing the circuit it feeds or grounds to become 'dead'.

Switches

To check a switch, set the multimeter to resistance/continuity and probe the two pins that form a closed circuit when the switch is pushed. If the switch is working correctly, the resistance should register or the meter will bleep.

Relays

All relay cases have a circuit path engraved on them showing the circuit path across the electromagnet and the switch. Before making any checks, first note the pin designations, current paths, and whether or not there is a diode in either circuit path.

Make continuity checks across the electromagnet first, usually from pin 86 (positive) to pin 85 (negative). If a diode appears in the circuit use the diode check on the multimeter (Volts scale) in the direction of current flow. If there is no diode, use the resistance check facility. An open circuit or unusually high resistance value indicates a faulty relay.

To check the switch side, apply a 12 Volt supply between pins 86 and 85. With the supply connected, the relay should be heard to click and there should be continuity between pins 30 and 87. An open circuit indicates a faulty relay.

CAN (Controller Area Networking)

CAN (sometimes called CANbus) is a protocol for data communication between Electronic Control Modules (ECMs). Each ECM on the network is connected by a single pair of twisted wires (or bus) which are used for the transmission of vehicle sensor data. By using CAN, the overall number of system sensors, and the amount of cabling required to allow ECMs to communicate with each other is greatly reduced.

This saves cost, weight and space, and makes the system more reliable, as the physical number of wires and connections is reduced.

CAN works by each ECM sending out 'packets' of information (such as engine speed or fuel consumption information) on to the network bus (note that the network must be free of data before any ECM is allowed to transmit). This data is given a priority according to its importance (for example 'engine speed' may have a higher priority than 'low fuel level'), so that even if two ECMs send data at the same time, high priority information is always sent first. Lower priority data is then resent after the high priority data has been received by all ECMs on the network.

The receiving ECM confirms the data has been received correctly and that the data is valid, and this information is then used by the ECM as necessary. Specific data not required by an ECM will still be received and acknowledged as correct but then disregarded (for example if an ECM does not require 'clutch switch position' information, this data packet would be ignored).

This allows for a very high speed system of communication, which is also very reliable. Should one ECM fail or transmit corrupted or otherwise incorrect messages, none of the other ECMs on the network will be affected, and after a certain time that ECM will be prevented from transmitting further messages until the fault is rectified. This stops the ECM from clogging the network with incorrect data and preventing other messages from getting through. The fault would then be reported by a DTC (Diagnostic Trouble Code).

Triumph currently uses CAN for communication between the following ECMs:

Service Tools

Service Tools and Garage Equipment

Special service tools have been developed to facilitate removal, dismantling and assembly of certain mechanical components in a practical manner without causing damage. Some operations in this service manual cannot be carried out without the aid of the relevant service tools. Where this is the case, the tools required will be described during the procedure.

Special Service Tools

T3880001 - Fuel Pressure Gauge

T3880003 - Front fork Seal Installer

T3880023 - 50 mm Socket

T3880027 - Chain Link Tool Kit

T3880053 - Wheel Bearing Extraction Kit

3880065-T0301 - Bearing Installer

T3880067 - Fork Spring Compressor

3880070-T0301 - Bearing Installer

3880085-T0301 - Fork Piston Holder

T3880103 - Engine Mounting Adjuster

T3880104 - Swinging Arm Adjuster Wrench

T3880105 - Torque Angle Gauge

T3880106 - Balancer Gear Holder

T3880123 - Extension Cable

T3880147 - Radiator and Cap Tester Kit

3880160 -T0301 - Fork Oil Filler/Evacuator

T3880171 - Fork Holding Tool

T3880181 - Wrench Frame Adjuster

T3880186 - 45 mm Octagonal Socket

T3880207 - Hose Clip Pliers

T3880307 - Clutch Anti-rotation Jig

T3880308 - Cylinder Barrel Clamps

T3880365 - Alternator Housing Puller

T3880367 - Wrench, Damper Cylinder, 33mm

T3880368 - Bearing Installer

T3880369 - Switch Housing Removal Tool

T3880375 - Alternator Rotor Holder

T3880601 - Camshaft Timing Pin

T3880607 - Camshaft Timing Tensioner

T3880609 - Timing Torque Limiter

T3880636 - Kit, Brake Lever Pivot Sleeve

T3880640 - Camshaft Timing Plate

T3880642 - Fork Seal Guide/Protector

BatteryMate Battery Charger - See Latest Parts Catalogue for Part Number Information

Specifications

Specification

Dimensions, Weights, and Performance

A list of model specific dimensions, weights and performance figures is available from your authorised Triumph dealer, or on the Internet at www.triumph.co.uk.

Engine

Engine Configuration

3 Cylinder 12 valve DOHC

Arrangement

Transverse in-line

Displacement

765 cc

Bore x Stroke

78 x 53.38

Compression Ratio

12.65:1

Cylinder numbering

Left to Right (No.3 adjacent to camshaft drive chain)

Cylinder Sequence

Number 1 at left

Firing order

1 2 3

Cylinder Head

Valve Head Diameter

Inlet

30.50 mm

Exhaust

25.50 mm

Valve Lift

Inlet

9.40 mm

Exhaust

8.70 mm

Valve Stem Diameter

Inlet

3.975 - 3.990 mm

Service Limit

3.965 mm

Valve Stem Diameter

Exhaust

3.955 - 3.970 mm

Service Limit

3.945 mm

Valve Guide Bore Diameter

Inlet

4.000 - 4.015 mm

Service Limit

4.043 mm

Valve Guide Bore Diameter

Exhaust

4.000 - 4.015 mm

Service Limit

4.043 mm

Valve Stem to Guide Clearance

Inlet

0.010 - 0.040 mm

Service Limit

0.078 mm

Valve Stem to Guide Clearance

Exhaust

0.030 - 0.060 mm

Service Limit

0.098 mm

Valve Seat Width (in head)

Inlet

0.80 - 1.20 mm

Service Limit

1.50 mm

Valve Seat Width (in head)

Exhaust

1.00 - 1.40 mm

Service Limit

1.70 mm

Valve Seat Width (valve)

Inlet

1.27 - 1.57 mm

Exhaust

1.06 - 1.93 mm

Valve Seat Angle

45°

Inlet/Exhaust Valve Spring Load at Length

513 N +/- 25 N at 27.5 mm

Valve Clearance

Inlet

0.10 - 0.20 mm

Exhaust

0.275 - 0.325 mm

Valve Bucket Diameter

Inlet

25.385 - 25.399 mm

Service Limit

25.375 mm

Valve Bucket Diameter

Exhaust

25.385 - 25.399 mm

Service Limit

25.375 mm

Valve Bucket Bore Diameter

Inlet

25.414 - 25.435 mm

Service Limit

25.449 mm

Valve Bucket Bore Diameter

Exhaust

25.415 25.435 mm

Service Limit

25.449 mm

Camshafts

Camshaft Timing

Inlet

Open 21° BTDC

Close 57° ABDC

Duration

259°

Exhaust

Open 50° BBDC

Close 24° ATDC

Duration

254°

Camshaft Journal Diameter

23.940 - 23.960 mm

Camshaft Journal Clearance

0.040 - 0.081 mm

Service Limit

0.17 mm

Camshaft Journal Bore Diameter

24.000 - 24.021 mm

Camshaft End Float

0.23 - 0.33 mm

Service Limit

0.40 mm

Camshaft Run-out

0.15 mm maximum

Clutch and Primary Drive

Primary Drive Type

Gear

Reduction Ratio

1.848:1 (46/85)

Clutch Type

Wet multiplate

Number of Friction Plates

9

Plate Flatness

Within 0.2 mm

Friction Plate Thickness

3.00 mm

Service Limit

2.90 mm

Clutch Pack Height

43 mm =0.34/-0.66 mm

Clutch Actuation Method

Cable

Cable Free Play (at lever)

2.0 - 3.0 mm

Pistons

Cylinder Bore Diameter

77.985 - 78.003 mm

Service Limit

78.053 mm

Piston Diameter (at 90° to gudgeon pin)

77.970 - 77.980 mm

Service Limit

77.920 mm

Piston Ring to Groove Clearances

Top

0.02 - 0.06 mm

Service Limit

0.075 mm

Second

0.35 - 0.50 mm

Service Limit

0.075 mm

Piston Ring End Gaps

Top

0.15 - 0.3 mm

Service Limit

0.52 mm

Second

0.35 - 0.50 mm

Service Limit

0.52 mm

Oil

0.20 - 0.70 mm

Service Limit

0.84 mm

Gudgeon Pin Bore Diameter in Piston

16.994 - 17.001 mm

Service Limit

17.029 mm

Gudgeon Pin Diameter

16.984 - 16.989 mm

Service Limit

16.974 mm

Connecting Rods

Connecting Rod Small End Diameter

17.005 - 17.018 mm

Service Limit

17.028 mm

Connecting Rod Big End Side Clearance

0.15 - 0.30 mm

Service Limit

0.50 mm

Crankshaft

Crankshaft Big End Journal Diameter

33.010 - 33.026 mm

Service Limit

32.970 mm

Crankshaft Big End Bearing Clearance

0.035 - 0.065 mm

Service Limit

0.070 mm

Crankshaft Main Bearing Journal Diameter

34.984 - 35.000 mm

Service Limit

34.960 mm

Crankshaft Main Bearing Clearance

0.014 - 0.038 mm

Service Limit

0.070 mm

Crankshaft End Float

0.15 - 0.30 mm

Crankshaft Run-out

0.02 mm or less

Service Limit

0.05 mm

Transmission

Type

6 Speed, Constant Mesh

Gear Ratios

1st

2.62:1 (34/13)

2nd

1.95:1 (39/20)

3rd

1.57:1 (36/23)

4th

1.35:1 (27/20)

5th

1.24:1 (26/21)

6th

1.14:1 (25/22)

Gear Selector Fork Thickness

5.9 - 6.0 mm

Service Limit

5.80 mm

Gear Selector Groove Width

6.1 - 6.17 mm

Service Limit

6.27 mm

Gear Selector Fork to Groove Clearance

0.47 mm maximum

Final Drive

Final Drive

Chain

Final Drive Ratio

2.88:1 (46/16)

Chain Type

RK XW-ring

Number of Links

118

20 Link Length

319 mm

Drive Chain Play

20-30 mm

Chain Lubrication

Chain spray suitable for XW-ring chains

Lubrication

Type

Pressure Lubrication, Wet sump

Oil Capacity (dry fill)

3.5 litres

Oil Capacity (wet fill including filter)

3.1 litres

Oil Capacity (wet fill excluding filter)

2.9 litres

Recommended Oil Approval Rating

API SH (or higher) and JASO MA

Viscosity

10W/40 or 10W/50

Type

Semi or fully synthetic

Oil pressure (in main gallery)

2.07 bar (30.0 lb/in²) Minimum oil temperature at 80° engine at 5,000 rpm

Oil Pump Rotor Tip Clearance

0.15 mm

Service Limit

0.20 mm

Oil Pump Body Clearance

0.15 - 0.22 mm

Service Limit

0.35 mm

Oil Pump Rotor End Float

0.04 - 0.09 mm

Service Limit

0.17 mm

Ignition System

Type

Digital Inductive

Electronic Rev Limiter

12,650 rpm

Pick-up Coil Resistance

0.21Kilo Ohms +/- 10% at 20° C

Ignition Coil Type

Plug-top

Spark Plug Type

NGK CR9EIA-9

Spark Plug Gap

0.9 mm

Fuel System

Fuel Type

Unleaded, 91 RON (U.S. 87 CLC/AKI)

Fuel Tank Capacity (motorcycle upright)

17.4 litres

Low Level Warning Lamp

4 litres remaining

Fuel Pump Type

Submerged

Fuel Pressure (nominal)

3.5 bar (50.8 lb/in²)

Purge Control System

Electronic, via fuel system ECM

Fuel Injection System

Type

Electronic, sequential

Idle Speed

1,200 rpm

Injector Type

Multi hole, solenoid operated plate valve

Throttle

Electronically controlled throttle bodies

Control Sensors

Atmospheric air pressure, throttle position, twist grip position, coolant temperature, crankshaft position, oxygen sensor, intake air temperature, gear position, MAP, vehicle speed (from ABS)

Emissions Controls

Catalytic converter

One cataltic converter between headers and silencer

Oxygen sensor

One oxygen sensor between headers and catalytic converter

Evaporative Control

Activated carbon canister (certain markets only)

Secondary Air Injection

Solenoid controlled, reed valve

Coolant System

Anti-Freeze Type

Triumph HD4X Hybrid OAT Coolant

Freezing point

Minus 35° C

Cooling System Capacity

2.1 litres

Radiator Cap Opening Pressure

1.1 bar (15.95 lb/in²)

Thermostat Opening Temperature

71° C (nominal)

Cooling Fan Switch On Temperature

103° C

Temperature Gauge Sensor Resistance

2.9 - 33 Kilo Ohms at 15° C

Suspension

Front Fork Travel

115 mm

Recommended Fork Oil Grade

Showa SS47

Fork Oil Level (fork fully compressed)

65 mm

Fork Oil Volume (dry fill)

515 cc

Fork Pull Through (measured from the flat/machined surface on the underside of the upper yoke to the top of the fork outer tube)

28 mm

Rear Wheel Travel

131mm

Brakes

Front Type

Two hydraulically actuated four piston radial calipers acting on twin discs

Caliper Piston Diameter

30mm

Disc Diameter

310 mm

Disc Thickness

4.5 mm

Service Limit

4.0 mm

Disc Run-out

0.3 mm

Master Cylinder Diameter

18mm

Recommended Fluid

DOT 4

Rear Type

Hydraulically actuated single piston caliper, single disc

Caliper Piston Diameter

34 mm

Disc Diameter

220 mm

Disc Thickness

5.0 mm

Service Limit

4.5 mm

Disc Run-out

0.3 mm

Master Cylinder Diameter

12.7 mm

Recommended Fluid

DOT 4

Wheels and Tyres

Front Wheel Size

MT 3.5 x 17

Front Tyre Size

Front Tyre Pressure

2.34 bar (34 lb/in²)

Recommended Front Tyre

Visit www.triumphmotorcycles.co.uk

Front Wheel Rim Axial Run-out

0.5 mm

Front Wheel Rim Radial Run-out

0.5 mm

Rear Wheel Size

MT 5..5 x 17

Rear Tyre Size

Rear Tyre Pressure

2.90 bar (42 lb/in²)

Recommended Rear Tyres

Visit www.triumphmotorcycles.co.uk

Rear Wheel Rim Axial Run-out

0.5 mm

Rear Wheel Rim Radial Run-out

0.5 mm

Electrical Equipment

Battery Type

YTX-9BS

Battery Rating

12 Volt - 8 Ah

Alternator Rating

14 Volt, 34 Amp at 5,000 rpm

Fuses

See Fuse Identification

Torque Wrench Settings

Cylinder Head

Application

Torque (Nm)

Notes

Camshaft cover to cylinder head

12 Nm

See Camshaft Cover - Installation

Apply clean engine oil to the seal(s)

Camshaft drive chain tensioner to cylinder barrel

9 Nm

Secondary air injection valve covers to camshaft cover

9 Nm

Camshaft ladder to cylinder head

*

See Camshaft - Installation and Timing

Camshaft sprocket to camshaft

16 Nm

Fit new fixing(s) if loosened or removed

Cylinder head nuts

*

See Cylinder Head - Installation

Cylinder head M6 x 88 mm fixings

10 Nm

Spark plugs

12 Nm

Exhaust stud to cylinder head

10 Nm

Fit new fixing(s) if loosened or removed

Timing torque limiter

0.6 Nm

Cylinder head bypass spigot

15 Nm

Fit new fixing(s) if loosened or removed

Cylinder head blanking plug

25 Nm

Fit new fixing(s) if loosened or removed

Sound suppression bolt

12 Nm

Clutch

Application

Torque (Nm)

Notes

Clutch centre nut

98 Nm

Fit new fixing(s) if loosened or removed

Fit new Belleville washer

Clutch pressure plate to centre

10 Nm

Clutch lever nut

3.5 Nm

Clutch lever clamp bolts

12 Nm

Clutch switch to switch housing

2 Nm

Clutch cable bracket

9 Nm

Balancer, Crankshaft and Crankcase

Application

Torque (Nm)

Notes

Crankcase to crankcase fixings

*

See Crankcases - Assembly

Crankcase dry seal plug

25 Nm

Fit new fixing(s) if loosened or removed

Crankcase face seal plug

8 Nm

Fit new fixing(s) if loosened or removed

Connecting rod big end bolts

*

See Connecting Rods - Installation

Sprag clutch to crankshaft

*

See Starter Drive/Sprag Clutch - Installation

Camshaft drive sprocket to crankshaft

27 Nm

Fit new fixing(s) if loosened or removed

Engine Covers

Application

Torque (Nm)

Notes

Clutch cover to crankcase

11 Nm

See Clutch Cover - Installation

Alternator cover to crankcase

10 Nm

See Alternator Cover - Installation

Front sprocket cover to crankcase

9 Nm

See Front Sprocket Cover - Installation

Sump to crankcase

10 Nm

See Sump - Installation

Sump plug

25 Nm

Fit new sealing washer(s)

Engine breather cover to crankcase

9 Nm

See Engine Breather Cover - Installation

Transmission

Application

Torque (Nm)

Notes

Front sprocket to output shaft nut

85 Nm

Fit new fixing(s) if loosened or removed

Input shaft bearing retainer

12 Nm

Fit new fixing(s) if loosened or removed

Input selector fork plug

22 Nm

Input selector shaft retainer

12 Nm

Fit new fixing(s) if loosened or removed

Detent wheel to selector drum

12 Nm

Fit new fixing(s) if loosened or removed

Detent arm fixing

15 Nm

Fit new fixing(s) if loosened or removed

Detent arm spring fixing

12 Nm

Fit new fixing(s) if loosened or removed

Selector drum bearing retaining screw

12 Nm

Fit new fixing(s) if loosened or removed

Output selector shaft retainer

12 Nm

Fit new fixing(s) if loosened or removed

Gear change pedal bolt

22 Nm

Fit new fixing(s) if loosened or removed

Gear change rod front lock nut

6 Nm

Gear change rod rear lock nut

4 Nm

Lubrication System

Application

Torque (Nm)

Notes

Oil pressure relief valve

15 Nm

Apply ThreeBond 1305 to the threads

Oil pressure switch

13 Nm

Fit new sealing washer(s)

Oil filter adapter

16 Nm

Fit new fixing(s) if loosened or removed

Oil filter

10 Nm

Apply clean engine oil to the seal(s)

Oil pump to crankcase

12 Nm

Fit new fixing(s) if loosened or removed

Oil cooling jet (pistons)

10 Nm

Fit new fixing(s) if loosened or removed

Oil pump drive chain guide fixings

12 Nm

Fit new fixing(s) if loosened or removed

Oil pump drive chain retainer plate

10 Nm

Fit new fixing(s) if loosened or removed

Oil pump drive sprocket to oil pump

12 Nm

Fit new fixing(s) if loosened or removed

Oil transfer pipe

10 Nm

Fit new fixing(s) if loosened or removed

Oil pick up pipe

12 Nm

Fit new fixing(s) if loosened or removed

Oil level dipstick

1.2 Nm

Final Drive

Application

Torque (Nm)

Notes

Rear sprocket to sprocket carrier

55 Nm

See Rear Sprocket - Installation

Rear sprocket studs to sprocket carrier

30 Nm

See Rear Sprocket - Installation

Rear hugger and chain guard moulding to swinging arm

4 Nm

Chain rubbing strip to swinging arm

4 Nm

Cooling System

Application

Torque (Nm)

Notes

Radiator to frame upper

6 Nm

Radiator lower mounting bracket to frame

6 Nm

Radiator to lower bracket

6 Nm

Thermostat housing

9 Nm

Coolant expansion tank

6 Nm

Coolant expansion tank stud

6 Nm

Fit new fixing(s) if loosened or removed

Coolant temperature sensor

18 Nm

Apply ThreeBond 1374 to the threads

Coolant return elbow to crankcase

12 Nm

Fit new fixing(s) if loosened or removed

Coolant inlet to crankcase

8 Nm

Coolant T-piece to crankcase

6 Nm

Fuel System, Exhaust System and Airbox

Application

Torque (Nm)

Notes

Fuel tank to frame (pivot nut)

8 Nm

Fuel tank front mounting to fuel tank

9 Nm

Fuel tank front mounting to frame

9 Nm

Fuel pump mounting plate to fuel tank

9 Nm

Throttle body transition piece to cylinder head

8 Nm

Fit new fixing(s) if loosened or removed

Throttle body adaptor clip

1.5 Nm

Fuel rail to throttle body

3.5 Nm

Throttle position sensor

2 Nm

Exhaust header to cylinder head

15 Nm

See Exhaust Header Pipe - Installation

Exhaust silencer to frame front fixings

28 Nm

Exhaust silencer to frame rear fixing

28 Nm

Exhaust silencer bracket

8 Nm

Exhaust silence clamp

5 Nm

Catalytic converter heat shield

5 Nm

Silencer rear finisher

5 Nm

Oxygen sensor

25 Nm

Airbox Upper to Lower

1.5 Nm

Airbox lower housing to engine

8 Nm

Air intake trumpet

6 Nm

Secondary air injection reed cover

9 Nm

Secondary air injection valve bracket

9 Nm

Crankshaft position sensor

6 Nm

Fit new fixing(s) if loosened or removed

Ambient air pressure sensor

1.5 Nm

Air temperature sensor (airbox)

2.5 Nm

Air temperature sensor (in cockpit)

1.5 Nm

Gear position sensor

5 Nm

Fit new fixing(s) if loosened or removed

Road speed sensor blanking plug

4 Nm

Fit new fixing(s) if loosened or removed

Immobiliser module

1.5 Nm

MAP sensor

2.5 Nm

Fit new fixing(s) if loosened or removed

Fall detection switch

3 Nm

Fit new fixing(s) if loosened or removed

Front Suspension

Application

Torque (Nm)

Notes

Upper yoke centre nut

90 Nm

Upper yoke pinch bolt

26 Nm

Lower yoke pinch bolt

22 Nm

Damping cylinder assembly

90 Nm

Handlebar clamp bolt

26 Nm

Handlebar end weights

8 Nm

Fit new fixing(s) if loosened or removed

Headstock bearing adjuster and lock nut

*

See Steering Head Bearing - Adjustment

Handlebar risers

38 Nm

Fork top cap

35 Nm

Wire guide to upper yoke

20 Nm

Twist grip housing

2.5 Nm

Left hand grip

3 Nm

Damping rod to top cap lock nut

27.5 Nm

Rear Suspension

Application

Torque (Nm)

Notes

Swinging arm pivot nut

110 Nm

See Swinging Arm - Installation

Swinging arm pivot bolt adjuster

6 Nm

See Swinging Arm - Installation

Drive chain slack adjuster lock nut

20 Nm

Drive chain rubbing strip

4 Nm

Rear suspension unit upper mounting clevis to frame

52 Nm

Rear suspension unit to upper mounting clevis

48 Nm

See Rear Suspension Unit - Installation

Rear suspension unit lower mounting nut

48 Nm

See Rear Suspension Unit - Installation

Rear suspension unit drop link to swinging arm

48 Nm

See Drag and Drop Links - Installation

Drag link to drop link

48 Nm

See Drag and Drop Links - Installation

Drag link to frame

48 Nm

See Drag and Drop Links - Installation

Rear hugger and drive chain guard moulding to swinging arm

4 Nm

swinging arm spindle finisher

1 Nm

Wheels

Application

Torque (Nm)

Notes

Front wheel spindle/axle bolt

65 Nm

Fork to wheel spindle pinch bolts

22 Nm

Rear wheel spindle lock nut

110 Nm

Rear sprocket to sprocket carrier

55 Nm

Fit new fixing(s) if loosened or removed

Sprocket carrier stud

30 Nm

See Rear Sprocket - Installation

Front Brakes

Application

Torque (Nm)

Notes

Brake caliper to front fork

45 Nm

Front brake master cylinder to handlebar

8 Nm

Brake hose to master cylinder

25 Nm

Fit new sealing washer(s)

Brake hose to front caliper

25 Nm

Fit new sealing washer(s)

Brake disc to wheel

22 Nm

Fit new fixing(s) if loosened or removed

Brake lever pivot bolt

1 Nm

Brake lever pivot bolt lock nut

6 Nm

Front brake fluid reservoir bracket

6 Nm

Front brake fluid reservoir to bracket

6 Nm

Brake master cylinder reservoir cap fixings

0.7 Nm

Caliper bleed screw

8 Nm

Master cylinder bleed screw

14 Nm

Rear Brakes

Application

Torque (Nm)

Notes

Brake hose to rear caliper

25 Nm

Fit new sealing washer(s)

Brake master cylinder to control plate

16 Nm

Brake master cylinder reservoir to frame

6 Nm

Fit new fixing(s) if loosened or removed

Brake hose to master cylinder

25 Nm

Fit new sealing washer(s)

Brake light switch bracket to control plate

6 Nm

Brake hose P-clip

6 Nm

Brake disc to wheel

22 Nm

Fit new fixing(s) if loosened or removed

Brake line bracket

15 Nm

Brake pedal pivot pin

22 Nm

Fit new fixing(s) if loosened or removed

Brake caliper bleed screw

14 Nm

ABS System

Application

Torque (Nm)

Notes

ABS wheel speed sensors

9 Nm

ABS modulator bracket to frame

9 Nm

Fit new fixing(s) if loosened or removed

ABS modulator to bracket

9 Nm

Fit new fixing(s) if loosened or removed

Brake line union block to headstock

9 Nm

Anti-rotation moulding to ABS modulator

3 Nm

Rear brake line to modulator P-clip

6 Nm

Hose routing bracket

15 Nm

Brake line union to modulator

25 Nm

Fit new sealing washer(s)

Front brake hose to hard line union

25 Nm

Fit new sealing washer(s)

Front ABS sensor wire conduit

2 Nm

Fit new fixing(s) if loosened or removed

Frame, Footrests, Control Plates and Engine Mountings

Application

Torque (Nm)

Notes

Bank angle indicator

9 Nm

Fit new fixing(s) if loosened or removed

Front control plate

24 Nm

Heel guard

16 Nm

Rear footrest hanger

27 Nm

Side stand bracket

45 Nm

Side stand switch

7 Nm

Fit new fixing(s) if loosened or removed

Side stand heat shield

1.5 Nm

Side stand spring peg

7 Nm

Side stand bolt

20 Nm

Side stand lock nut

9 Nm

Frame cylinder head adjuster ring

3 Nm

See Engine - Installation

Frame gearbox upper and lower adjuster rings

10 Nm

See Engine - Installation

Engine mounting bolts

48 Nm

See Engine - Installation

Swinging arm height adjuster

6 Nm

Rear subframe to main frame

48 Nm

Fit new fixing(s) if loosened or removed

Rear subframe cross member fixing

30 Nm

Rear bridge to subframe

12 Nm

Front mudguard moulding to front fork

6 Nm

Front mudguard to mudguard moulding

1.5 Nm

Rear mudguard to frame

4 Nm

Fit new fixing(s) if loosened or removed

Fall detect switch bracket

4 Nm

Evaporative hose wire guide

7 Nm

Licence plate upper hanger

8 Nm

Licence plate lower hanger

3 Nm

Rear body work

3 Nm

Rear body work under tray

3 Nm

Seat bridge

5 Nm

Rider seat rear fixing

9 Nm

Seat cowl base

1.5 Nm

Flyscreen facia to front subframe

3 Nm

Flyscreen to front subframe

3 Nm

Air intake finisher to flyscreen

1.5 Nm

Radiator cowl finisher

4 Nm

Radiator cowl bracket to radiator lower fixing

8 Nm

Radiator cowl outer to radiator cowl inner

1.5 Nm

Headstock infill panels

4 Nm

Belly pan mounting brackets to sump

7 Nm

Belly pan to rear mounting brackets

4 Nm

Centre belly pan panel to outer panels

1.5 Nm

Grab handle bolts

20 Nm

Front subframe mounting bolts

13 Nm

Fit new fixing(s) if loosened or removed

Mirror pinch bolt

1 Nm

Fuel tank infill panel

3 Nm

Seat lock mechanism to seat bridge

5 Nm

Fit new fixing(s) if loosened or removed

Seat lock barrel housing to bracket

9 Nm

Fit new fixing(s) if loosened or removed

Electrical

Application

Torque (Nm)

Notes

Alternator rotor to crankshaft

*

see Alternator Rotor - Installation

Alternator rotor to crankshaft, stage 1

85 Nm

Alternator rotor to crankshaft stage 2

120 Nm

Alternator stator to cover

12 Nm

Fit new fixing(s) if loosened or removed

Alternator cable brackets to cover

6 Nm

Fit new fixing(s) if loosened or removed

Alternator regulator/rectifier to bracket

9 Nm

Alternator regulator/rectifier bracket to frame

12 Nm

Alternator cover

10 Nm

Battery terminal fixings

4.5 Nm

Starter motor to crankcase

10 Nm

Starter motor power lead connection

3 Nm

Starter motor solenoid lead connection

5 Nm

Horn

15 Nm

Immobiliser ECM

1.5 Nm

Ignition switch

16 Nm

Fit new fixing(s) if loosened or removed

Instrument assembly

3.5 Nm

Instrument mounting to hinge assembly

5 Nm

Instrument hinge assembly

5 Nm

Headlight to headlight bracket

3 Nm

Headlight bracket to front subframe

7 Nm

Headstock gasket

9 Nm

Licence plate light

1 Nm

Rear light

4 Nm

Front and rear direction indicator

3 Nm

Direction Indicator Lens

0.3 Nm

Negative battery lead to ground stud

4 Nm

Negative battery lead to ground lock nut

10 Nm

ECU conduit fixing

1.5 Nm

Main harness conduit front fixing

3 Nm

Ambient air temperature sensor (instruments display)

1.5 Nm

Routings

Main Wiring Harness Routing

Clutch Cable Routing

ABS Brake Hose Routing

Fuel Tank Breather and Evaporative Hose Routing

Routine Maintenance

Routine Maintenance Introduction

To maintain the motorcycle in a safe and reliable condition, the maintenance and adjustments outlined in this section must be carried out as specified in the schedule of daily checks, and also in line with the Scheduled Maintenance chart.

Weather, terrain and geographical location affects maintenance. The maintenance schedule should be adjusted to match the particular environment in which the vehicle is used and the demands of the individual owner. For advice on adjusting the service schedule, consult your authorised Triumph dealer.

warning

In order to correctly carry out the maintenance items listed in the Scheduled Maintenance chart, special tools and specialist knowledge will be required. As only an authorised Triumph dealer will have this knowledge and equipment, Triumph strongly recommends that your authorised Triumph dealer carries out all scheduled maintenance.

A dangerous riding condition could result from incorrect maintenance leading to loss of motorcycle control and an accident.

warning

All maintenance is vitally important and must not be neglected. Incorrect maintenance or adjustment may cause one or more parts of the motorcycle to malfunction. A malfunctioning motorcycle is dangerous and may lead to an accident.

Scheduled maintenance may be carried out by your dealer in three ways; annual maintenance, mileage based maintenance or a combination of both, depending on the mileage the motorcycle travels each year.

In all cases maintenance must be carried out at or before the specified maintenance intervals shown. Consult an authorised Triumph dealer for advice on which maintenance schedule is most suitable for your motorcycle.

warning

Triumph Motorcycles cannot accept any responsibility for damage or injury resulting from incorrect maintenance or improper adjustment carried out by the owner.

Since incorrect or neglected maintenance can lead to a dangerous riding condition, always have an authorised Triumph dealer carry out the scheduled maintenance of this motorcycle.

Scheduled Maintenance Chart

Operation Description

Odometer Reading in Miles (Km) or time period,whichever comes first

First Service

Annual Service

Mileage Based Service

Every

500

(800) one month

Year

6,000 and 18,000 (10,000and 30,000)

12,000

(20,000)

24,000

(40,000)

Lubrication

Engine oil cooler - check for leaks

Day

Engine oil - renew

-

Engine oil filter - renew

-

Fuel System and Engine Management

Fuel system - check for leaks, chafing etc.

Day

Throttle body plate (butterfly) - check/clean

-

AutoScan - carry out a full AutoScan using the Triumph diagnostic tool (print a customer copy)

-

Exhaust clamp bolts - check/adjust

-

Secondary air injection system - check/clean

-

Air cleaner - renew

-

Throttle bodies - balance

-

Fuel hoses - renew

Every four years, regardless of mileage

Evaporative loss hoses* - renew

Every four years, regardless of mileage

Ignition System

Spark plugs - check

-

Spark plugs - renew

-

Cooling System

Cooling system - check for leaks

Day

Coolant level - check/adjust

Day

Coolant - renew

Every 3 years, regardless of mileage

Engine

Clutch cable - check/adjust

Day

Valve clearances - check/adjust

-

Camshaft timing - adjust

First 12,000 mile (20,000 km) service only

Wheels and Tyres

Wheels - inspect for damage

Day

Wheel bearings - check for wear/smooth operation

-

Tyre wear/tyre damage - check

Day

Tyre pressures - check/adjust

Day

Electrical

Lights, instruments and electrical systems - check

Day

Steering and Suspension

Steering - check for free operation

Day

Forks - check for leaks/smooth operation

Day

Fork oil - renew

-

Headstock bearings - check/adjust

-

Headstock bearings - lubricate

-

Rear suspension linkage - check/lubricate

-

Brakes

Brake pad wear - check

Day

Brake master cylinders - check for fluid leaks

Day

Brake calipers - check for leaks and seized pistons

Day

Brake fluid levels - check

Day

Brake fluid - renew

Every 2 years, regardless of mileage

Drive Chain

Drive chain slack - check/adjust

Day

Drive chain - wear check

Every 500 miles (800 km)

Drive chain - lubricate

Every 200 miles (300 km)

Drive rubbing strip - check

-

Drive rubbing strip - renew

-

General

Fasteners - inspect visually for security

Day

Bank angle indicators - inspect visually for wear

Day

Stand - check operation

Day

* Evaporative system fitted to models for certain markets only.

Engine Covers

Exploded View – Sump

Exploded View – Clutch Cover

Exploded View – Alternator Cover

Exploded View – Camshaft Cover

Exploded View – Front Sprocket and Breather Covers

Sump - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

warning

If the engine has recently been running, the engine oil will be hot to the touch. Contact with the hot oils may cause damage to exposed skin. To avoid skin damage, do not touch hot oil.

warning

Prolonged or repeated contact with engine oil can lead to skin dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contamination which can cause cancer. Wear suitable clothing and avoid skin contact.

The engine oil and filter must be replaced in accordance with scheduled maintenance requirements.

warning

If the engine has recently been running, the exhaust components may be hot to the touch. Contact with the hot components may cause damage to exposed skin. To avoid skin damage, always allow the hot parts to cool before working on the exhaust system.

  1. Release the bolts securing the sump to the lower crankcase.
  2. Sump Fixings Release Sequence

  3. Detach the sump and collect the water pump drain tube. Remove and discard the four drain tube O-rings.
  4. note

    • The water pump drain tube may remain attached to the water pump or become detached with the sump.
    1. Water pump drain tube

    2. O-rings

  5. Remove and discard the sump gasket.
  6. If necessary, remove the oil transfer pipe and oil pick up pipe. Discard the fixings and the three O-rings.
    1. Oil transfer pipe

    2. Oil pick up pipe

    3. Fixings

Sump - Installation

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

  1. If removed, fit the oil transfer pipe incorporating new O-rings. Fit new fixings and tighten to 10 Nm.
  2. Refit the oil pick up pipe incorporating new O-rings. Fit new fixings and tighten to 12 Nm
    1. Oil transfer pipe

    2. Oil pick up pipe

    3. Fixings

  3. Incorporating new O-rings, position the water pump drain tube to the oil pump.
    1. Water pump drain tube

    2. O-rings

  4. Incorporating a new sump gasket, position the sump to the lower crankcase.
  5. Tighten the sump fixings to 10 Nm in the sequence shown below.
  6. Re-tighten the fixings one and two to 10 Nm.
  7. Sump Fixings Tightening Sequence

Perform the following operations:

Camshaft Cover - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Disconnect the electrical connections to the ignition coils and remove the coils.
  2. Progressively release the camshaft cover fixings in the sequence shown below.
  3. note

    • Two shorter bolts are fitted at the end adjacent to the camshaft drive chain.

    Camshaft Cover Fixings Release Sequence

  4. Remove the camshaft cover from the motorcycle.
  5. caution

    Never use a lever to remove the camshaft cover from the head.

    Using a lever will cause damage to the head and camshaft cover which could lead to an oil leak.

  6. Remove the camshaft cover gasket. If necessary, recover the three dowels from the secondary air injection holes in the camshaft ladder (these may come away in the camshaft cover or gasket).
  7. Discard the camshaft cover gasket and bolt seals.
  8. Remove any residual oil from the front of the head using a syringe or lint free cloth.

Camshaft Cover - Installation

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

  1. Refit the three dowels to the camshaft ladder.
    1. Dowels

  2. Fit a new camshaft cover seal to the cylinder head. Ensure the groove in the gasket is correctly seated to the head. Ensure the plug tower seals and the dowels are correctly located.
    1. Camshaft cover seal

    2. Dowels

    3. Plug tower seals

  3. Fit the camshaft cover, ensuring that the gasket remains in the correct position.
  4. Lubricate the new camshaft cover screw seals with clean engine oil. Fit the camshaft cover screws and screw seals and tighten until finger tight.
  5. Finally, tighten the camshaft cover fixings, in the sequence shown below, to 12 Nm.
  6. Camshaft Cover Fixings Tightening Sequence

  7. Inspect the ignition coils seal for damage and replace if necessary.
  8. Fit the ignition coils and reconnect the electrical connectors.

Perform the following operations:

Engine Breather Cover - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. If fitted, cut the cable tie and detach the purge control valve from its bracket.
  2. note

    • Note that the grey connector on the fuel hose connects to the fuel rail for installation.
  3. Ease the latch away from the connector until the release buttons are exposed.
    1. Locked position

    2. Unlocked position

  4. Disconnect the fuel hose by squeezing the sides of the connector and pulling the hose free from its spigot on the fuel rail.
  5. Release the retaining clip and detach the engine breather hose from the engine breather cover.
  6. note

    • Note the positions of the two harness brackets mounted to the engine breather cover for installation.
  7. Release the six fixings and remove the engine breather cover, harness shown removed for clarity.
    1. Engine breather cover

    2. Harness brackets

    3. Fixings

  8. Discard the gasket.

Engine Breather Cover - Installation

  1. Fit a new engine breather cover seal to the crankcase.
  2. Fit the engine breather cover, ensuring that the gasket remains in the correct position.
  3. Position the harness brackets as noted for removal, fit the fixings and tighten to 9 Nm in the sequence shown below.
  4. Re-tighten the fixings one and two to 9 Nm.
  5. Engine Breather Cover fixings Tightening Sequence

  6. Reconnect the grey connector of the fuel hose to the fuel rail by gently pushing inwards until the hose engages with a click.
  7. Slide the double check latch to the locked position until the release buttons are covered. If the latch will not slide into position, then the fuel hose is not fully home on its spigot and must therefore be refitted correctly.
    1. Locked Position

    2. Unlocked Position

  8. If removed, secure the purge control vale to its bracket with a cable tie.

Perform the following operations:

Clutch Cover - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Release the clutch cable from the actuating arm (see Clutch Cable - Removal).
  2. Place an oil catch tray beneath the clutch cover to collect any oil that may spill out on removal.
  3. Release the fixings securing the clutch cover to the crankcases. Note the position of the copper washer for installation.
    1. Clutch cover

    2. Copper washer position

  4. Carefully withdraw the cover.
  5. Remove the gasket and clean the surfaces of the crankcase and the clutch cover using a lint free cloth.

Clutch Cover - Installation

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

note

  • The pull-rod should be free to move in and out and also it should be free to turn.
  1. Incorporating a new clutch cover gasket, position the clutch cover to the crankcase.
  2. Tighten the clutch cover fixings to 11 Nm in the sequence shown below.
  3. Re-tighten the fixings one and two to 11 Nm.
  4. Clutch Cover Fixings Tightening Sequence

  5. Refit the clutch cable to the actuating arm (see Clutch Cable - Installation).
  6. Set the clutch adjustment (see Clutch Cable - Installation).

Perform the following operations:

Alternator Cover - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

warning

The rotor magnets are very strong. When handling the alternator cover the magnets may 'grab' the stator, causing injury to the hands or fingers. When handling the alternator cover wear suitable gloves and only grip the alternator cover by the outside surfaces; always keep hands and fingers clear when handling the alternator cover.

Perform the following operations:

  1. If fitted, cut the cable tie and detach the purge control valve from its bracket.
  2. Release the fixings and detach the two harness brackets from the engine breather cover.
  3. Ease the rubber boot from the battery ground cable, Release the fixing and detach the ground cables from the frame.
    1. Harness brackets

    2. Fixings

    3. Rubber boot

    4. Ground cable fixing

    note

    • Note the routing of the crankshaft position sensor harness for installation.
  4. Disconnect the crankshaft position sensor from the main harness. Route the harness back to the alternator cover.
    1. Crankshaft position sensor connector

    note

    • Note the routing of the alternator harness for installation.
  5. Disconnect the grey connector from the regulator/rectifier. Route the harness back to the alternator cover.
    1. Grey connector

    2. Regulator/rectifier

  6. Place an oil catch tray beneath the alternator cover to collect any oil that may spill out on removal.
  7. Release the fixings securing the alternator cover to the crankcases.
    1. Alternator cover

    2. Fixings

  8. Withdraw the cover from the crankcase and discard the gasket.

Alternator Cover - Installation

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

  1. Position a new gasket to the crankcase dowels then refit the alternator cover.
  2. Tighten the cover bolts to 10 Nm in the sequence shown below.
  3. Re-tighten the fixings one and two to 10 Nm.
  4. Alternator Cover Fixings Tightening Sequence

  5. Route the alternator harness to the regulator/rectifier as noted for removal.
  6. Connect the grey connector to the regulator/rectifier.
  7. Route the crankshaft position sensor harness to the main harness as noted for removal.
  8. Connect the crankshaft position sensor the main harness.
    1. Crankshaft position sensor connector

  9. Connect the ground cables to the frame and tighten the fixing to 10 Nm. Refit the rubber boot over the battery ground cable.
  10. Attach the two harness brackets to the engine breather cover and tighten the fixings to 9 Nm.
    1. Harness brackets

    2. Fixings

    3. Rubber boot

    4. Ground cable fixing

  11. If removed, secure the purge control vale to its bracket with a cable tie.

Perform the following operations:

Front Sprocket Cover - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

warning

Rotating the rear wheel will cause the drive chain to rotate on the sprockets. To prevent injury, never place loose clothing, fingers or hands near the drive chain or sprockets. Loose clothing, fingers or the hands could become trapped as the drive chain rotates on the sprockets causing a crushing injury to the fingers, hands or other parts of the anatomy.

Perform the following operations:

    note

    • Note the routing of the breather hoses and harnesses in front of the sprocket cover for installation.
  1. Remove the fixings securing the sprocket cover to the crankcase.
    1. Front sprocket cover

    2. Fixings

    3. Breather hoses and harnesses

Front Sprocket Cover - Installation

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

warning

Rotating the rear wheel will cause the drive chain to rotate on the sprockets. To prevent injury, never place loose clothing, fingers or hands near the drive chain or sprockets. Loose clothing, fingers or the hands could become trapped as the drive chain rotates on the sprockets causing a crushing injury to the fingers, hands or other parts of the anatomy.

  1. Fit the sprocket cover, ensuring that the breather hoses and harnesses are routed as noted for removal.
  2. Fit the sprocket cover fixings and evenly tighten to 9 Nm.
    1. Front sprocket cover

    2. Fixings

    3. Breather hoses and harnesses

Perform the following operations:

Crankcase Right Hand Cover - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

warning

If the engine has recently been running, the engine oil will be hot to the touch. Contact with the hot oils may cause damage to exposed skin. To avoid skin damage, do not touch hot oil.

warning

Prolonged or repeated contact with engine oil can lead to skin dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contamination which can cause cancer. Wear suitable clothing and avoid skin contact.

The engine oil and filter must be replaced in accordance with scheduled maintenance requirements.

  1. Place an oil catch tray beneath the crankcase right hand cover to collect any oil that may spill out on removal.
  2. Release the seven fixings and remove the right hand crankcase cover. Discard the gasket.
    1. Fixings

Crankcase Right Hand Cover - Installation

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

  1. Fit a new gasket to the crankcase right hand cover.
  2. Fit the crankcase right hand cover and tighten its fixings to 10 Nm in the sequence shown below.
  3. Re-tighten the fixings one and two to 10 Nm.
  4. Crankcase Right Hand Cover Fixings Tightening Sequence

Cylinder Head

Camshaft Drive Chain Tensioner - Inspection

  1. Inspect the camshaft drive chain tensioner spring for damage and deformation. Renew as necessary.
  2. Inspect the tip of the camshaft drive chain tensioner plunger for wear and damage. Renew as necessary.

Exploded View - Cylinder Head

Exploded View - Camshaft, Camshaft Drive and Valves

Cylinder Head Description

The engine is fitted with an aluminium alloy cylinder head, which carries the camshafts, valves and spark plugs. The cylinder head is cast as a single entity and various components are permanently added after machining.

The camshafts run directly in the head without separate bearings. Valve clearances are adjusted by changing variable thickness shims which sit between the valve tappet bucket and the valves.

The camshafts are driven by a silent-type drive chain, via a sprocket bolted to each of the camshafts, using slotted holes. The use of slotted holes allows the camshaft timing to be adjusted very accurately, to compensate for manufacturing tolerances in the camshaft drive system.

The chain is guided by two blades and is tensioned by a hydraulic tensioner.

The hydraulic tensioner is fed oil via a gallery in the cylinder head. The combination of oil pressure and spring pressure pushes the plunger against the tensioner blade which tensions the camshaft drive chain. The hydraulic tensioner has an oil pressure relief valve located in the plunger that is set to open between 12-16 bar and when open sprays oil through a drilling in the tensioner blade onto the camshaft drive chain.

Oil is supplied to the head by a gallery in the crankcase. Once supplied to the head, the oil is distributed along internal drillings within the head casting and camshaft.

Single valve springs are used to close both the inlet valves and exhaust valves. These valve springs have close wound coils at one end to assist in the prevention of valve bounce at high engine speed and to give a smooth valve actuation. When assembling the cylinder head it is important that the close wound, colour coded ends of the springs are fitted downwards (towards the piston). Both the tip and seating face of the valves are hardened to give a long service life.

Due to the methods used to assemble the valve seat and valve guides to the head, these parts cannot be replaced.

caution

In any of the following operations which necessitate the removal or disconnection of the camshaft drive chain, NEVER turn the engine without the camshaft drive chain and tensioner correctly fitted and adjusted. In the disassembled condition, the pistons will contact the valves if the crankshaft is turned, causing severe engine damage.

Valve Clearances

Camshaft, valve, valve shim and valve seat wear affects the valve clearances. The effect of this wear is to change the gap between the camshaft and tappet bucket, causing engine noise and improper running. If the valve clearances become too small, permanent damage to the valve and valve seat will take place. If the valve clearance becomes too great, the engine will become noisy and will not run correctly.

Camshaft Drive Chain Tensioner - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Release the seven fixings and remove the right hand crankcase cover. Discard the gasket.
    1. Fixings

  2. Rotate the crankshaft clockwise (the normal direction of rotation), using the bolt fitted to the end of the crankshaft. Stop rotation when number 1 cylinder is at Top Dead Centre (TDC), that is when the dot mark on the primary gear aligns with the line on the crankcase.
  3. note

    • While rotating the crankshaft, ensure that the front camshaft drive chain rubbing blade remains in its mounting.
    • Before inserting the timing pin, ensure the dot on the primary gear is aligned with the line on the crankcase.
  4. Insert T3880601 - Camshaft Timing Pin into the timing holes in the crankcase and crankshaft.
    1. DOT alignment mark

    2. Marker line

    3. T3880601 - Camshaft Timing Pin

    4. Timing hole in crankcase

  5. In addition to the dot mark alignment, at TDC, the alignment marks on the camshaft bosses will point inwards.
    1. Camshaft alignment marks

  6. Place a suitable wedge between the camshaft drive chain tensioner blade and crankcase, to hold the camshaft drive chain taut during removal of the tensioner.
  7. warning

    The hydraulic tensioner is under spring tension. Always wear hand, eye, and face protection when withdrawing the tensioner mounting bolts and take great care to minimise the risk of injury and loss of components.

    note

    • Note the orientation of the hydraulic tensioner.
  8. Evenly release the hydraulic tensioner mounting bolts until the plunger spring tension has been released.
  9. Remove the hydraulic tensioner and discard the O-ring and gasket.

Camshaft Drive Chain Tensioner - Installation

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

  1. Check that the dot mark on the primary gear is still aligned with the line on the crankcase and the T3880601 - Camshaft Timing Pin is installed. Ensure the crankshaft cannot rotate.
  2. Ensure that the wedge fitted earlier is still holding the camshaft drive chain tensioner blade in contact with the camshaft drive chain.
  3. Check that the camshaft alignment marks point inwards.
  4. To set the hydraulic tensioner onto the first tooth of the ratchet (minimum extension) carry out the following:
  5. note

    • If installing a new hydraulic tensioner, do not release the plunger before fitting.
    • If installing the original hydraulic tensioner, the engine oil must be drained out of the tensioner to enable the plunger to be set onto the first tooth of the ratchet.
  6. Hold the resister ring ends together and pull out the plunger.
    1. Resister ring ends

    2. Plunger

  7. Remove the spring.
    1. Spring

  8. While holding the resister ring in place, pour out the engine oil into a suitable container.
  9. Ensure the resister ring is correctly located as shown in the illustration below.
    1. Resister ring

  10. Refit the spring.
  11. caution

    When resetting the tensioner, care must be taken to avoid activating the tensioner when there is no resistance on the plunger.

    Activating the tensioner when there is no resistance on the plunger may cause internal damage to the tensioner housing.

    It is recommended that the plunger is pushed into the tensioner housing in a controlled manner using a suitable soft jawed vice. Once the snap ring is located into it’s groove, the vice should be released slowly to ensure that the plunger is held in place.

  12. Hold the resister ends together and insert the plunger into the tensioner housing.
  13. Place the tensioner in a soft jawed vice.
  14. While holding the resister ends together, use the vice to push the plunger through the resister ring until the groove for the snap ring aligns with the snap ring.
    1. Resister ring

    2. Plunger

    3. Groove for snap ring

    4. Snap ring

  15. When the groove aligns with the snap ring, release the resister ring and move one end of the snap ring into the groove. Slowly release the vice to ensure that the plunger is held in place.
    1. Groove for snap ring

    2. Snap ring

  16. Fit a new O-ring and gasket to the hydraulic tensioner.
  17. Fit the tensioner to the cylinder head as noted for removal. Tighten the bolts to 9 Nm.
  18. Remove the wedge, taking care not to move or damage the tensioner blade.
  19. Remove the T3880601 - Camshaft Timing Pin.
  20. To release the hydraulic tensioner, rotate the crankshaft 1/4 of a turn anticlockwise using the bolt fitted to the end of the crankshaft. Then rotate the crankshaft clockwise two revolutions until the 'dot' mark on the primary gear aligns with the line on the crankcase.
  21. Check that there is tension in the camshaft drive chain and the timing marks at the camshaft sprockets are correctly aligned.
  22. note

    • After fitting to the engine, the hydraulic tensioner will be empty of engine oil. After starting the engine, the camshaft drive chain and tensioner blade will be noisy until full pressure is felt at the tensioner plunger. This could take up to 5 seconds.
  23. Check that the tensioner plunger is correctly located in the middle of the camshaft drive chain tensioner blade when viewed from above.
  24. Rotate the engine through 4 full revolutions, and reset number 1 cylinder to TDC. Ensure that the dot mark on the primary gear aligns with the line on the crankcase.
    1. Dot mark

    2. Marker line

    note

    • The alignment marks do not need to be perfectly in line to each other, they only need to be pointing to each other.
  25. Check that the camshaft timing marks point as illustrated below.
  26. Camshaft Alignment Marks

  27. Re-check the tensioner plunger location against the camshaft drive chain tensioner blade.
  28. Refit the camshaft cover (see Camshaft Cover - Installation).
  29. Fit a new gasket to the crankcase right hand cover.
  30. Fit the crankcase right hand cover and tighten its fixings to 10 Nm in the sequence shown below.
  31. Re-tighten the fixings one and two to 10 Nm.
  32. Crankcase Right Hand Cover Fixings Tightening Sequence

Camshaft Drive Chain Tensioner Blade - Disassembly

note

  • For the purpose of this instruction, the top of the tensioner blade is where the pad is located.
  1. Release the clips and remove the pad.
    1. Pad

    2. Clip (one side shown)

  2. Detach the top hook from the tensioner blade.
    1. Top hook

    2. Tensioner blade

  3. Release the three side locating devices.
    1. Locating devices

    2. Facing blade

  4. Release the three hooks and remove the facing blade.
    1. Hooks

Camshaft Drive Chain Tensioner Blade - Assembly

  1. Assembly is the reverse of disassembly.

Camshaft - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Release the seven fixings and remove the right hand crankcase cover. Discard the gasket.
    1. Fixings

  2. Remove the spark plugs to reduce compression resistance when turning the engine.
  3. note

    • The camshaft sprocket fixings need only be loosened sufficiently to allow the sprockets to rotate on the camshafts.
    • The camshaft sprocket fixings are patch locked and must never be reused if loosened or removed; however new fixings should only be installed during final tightening after the timing procedure has been completed.
    • If the sprockets are to be removed from the camshafts, temporarily refit the sprockets for timing adjustment using the old fixings, and only install new fixings during final tightening.
  4. Loosen the two camshaft sprocket fixings. Do not remove the fixings at this stage.
    1. Fixings

    note

    • While rotating the crankshaft, ensure that the front camshaft drive chain rubbing blade remains in its mounting.
  5. Rotate crankshaft until the remaining two fixings are accessible.
  6. caution

    Do not rotate the engine further once the four camshaft sprocket bolts have been loosened. Rotation of the engine with the four sprocket bolts loose will result in valve to piston contact and serious engine damage.

  7. Loosen the two remaining camshaft sprocket fixings. Do not remove the fixings at this stage.
  8. note

    • Note the orientation of the tensioner before removal.
  9. Evenly release the camshaft drive chain tensioner mounting bolts until the plunger spring tension has been released.
  10. Remove the tensioner and discard the O-ring and gasket.
  11. Note the orientation of the camshaft ladder in relation to the head.
  12. Progressively release the bolts securing the camshaft ladder to the head in the sequence shown below.
  13. Camshaft Ladder Bolt Release Sequence

  14. Remove the camshaft ladder and top pad, and collect the dowels (if loose) and spark plug tower O-rings.
  15. note

    • Each camshaft and sprocket is removed as an assembly.
  16. Lift the camshaft drive chain from the inlet camshaft sprocket and remove the inlet camshaft.
  17. Lift the camshaft drive chain from the exhaust camshaft sprocket and remove the exhaust camshaft.
    1. Camshaft drive chain

    2. Inlet camshaft

  18. For the removal of the camshaft drive chain (see Camshaft Drive Chain - Removal).
  19. Rotate the crankshaft clockwise (the normal direction of rotation), using the bolt fitted to the end of the crankshaft. Stop rotation when number 1 cylinder is at Top Dead Centre (TDC), that is when the dot mark on the primary gear aligns with the line on the crankcase.
  20. note

    • Before inserting the timing pin, ensure the dot on the primary gear is aligned with the line on the crankcase.
  21. Insert the T3880601 - Camshaft Timing Pin into the timing holes in the crankcase and crankshaft.
    1. Dot mark

    2. Marker line

    3. T3880601 - Camshaft Timing Pin

    4. Timing hole in crankcase

  22. At this stage the camshafts and sprockets can be separated if required.

Camshaft and Sprocket Identification

note

  • The inlet and exhaust camshafts are different. They can be identified by a raised feature in the centre of the exhaust camshaft, which is machined off on the inlet camshaft. The camshafts can be further identified by a letter I for inlet or E for exhaust stamped on the end of the sprocket boss.
  1. Inlet camshaft

  2. Machined section

  3. Exhaust camshaft

  4. Raised section

caution

Never fit a camshaft sprocket to a camshaft using incorrectly identified bolt holes. Severe engine damage will result from incorrect attachment.

The same sprocket is used for both inlet and exhaust camshafts, and is attached to the camshaft using slotted bolt holes. The same holes are used when fitting the sprocket to either camshaft.

Note that the mark on the camshaft boss is not a timing mark, it is used as a visual aid during the timing adjustment procedure.

Accurate camshaft timing can only be obtained using the correct timing method and service tools as described on Camshaft - Installation and Timing in this chapter.

Camshaft and Bearing Cap Inspection

  1. Inspect the camshaft sprockets for damaged and worn teeth. Replace as necessary.
  2. Measure the camshaft journals with a micrometer. If any journal is outside the specified tolerance, replace the camshaft. For specifications refer toCamshafts.
    1. Camshaft journal

  3. Examine all camshaft and camshaft bearing caps for excessive wear and damage.
  4. Check the journal-to-head clearances, using Plastigauge (Triumph part number 3880150-T0301) as follows:
  5. Measuring the Compressed Plastigauge

    note

    • The camshaft ladder is unique to each cylinder head and is, therefore, not available separately. If the camshaft ladder is worn or damaged, the complete cylinder head must be replaced.
  6. Calculate the journal clearance using the Plastigauge chart supplied with the Plastigauge kit.
  7. For specifications refer toCamshafts.
  8. If the clearance measured is within the specified tolerance, remove the cap/ladder and clean off all traces of Plastigauge. Assemble the camshafts (see Camshaft - Installation and Timing).
  9. caution

    Although Plastigauge is oil soluble, all traces of the material must be removed to prevent blockage of the oil drillings and resultant engine damage.

Camshaft - Installation and Timing

caution

The camshaft sprockets are attached to the camshafts using slotted bolt holes. This allows for very accurate valve timing and therefore improved performance and fuel economy.

Never fit the camshaft sprockets without correctly setting the camshaft timing using the service tools and timing procedure described below. Severe engine damage will result from incorrect valve timing adjustment.

  1. Check that the dot mark on the primary gear is still aligned with the line on the crankcase and the T3880601 - Camshaft Timing Pin is installed. Ensure the crankshaft cannot rotate.
  2. Thoroughly clean the camshafts and journals. Inspect the ends of the camshafts for correct fitment of the sealing plugs. Lubricate the camshafts with clean engine oil before fitting to the head.
  3. If removed, refit the camshaft sprockets noting their orientation, and secure using the original bolts. DO NOT tighten the fixings at this stage; the sprockets must be free to rotate.
  4. Refit the camshaft drive chain and, if removed, the tensioner blade and rubbing strip (see Camshaft Drive Chain - Installation).
  5. note

    • Locate each camshaft to the head ensuring the camshafts are correctly identified (inlet and exhaust) and are also correctly located over their respective valve banks.
  6. Refit the exhaust camshaft to the cylinder head, hooking the camshaft drive chain over the sprocket as you do so.
  7. Ensure there is no slack between the crankshaft and exhaust sprocket when the sprocket fixings are centrally located within the slotted holes. Ensure alignment marks on the end of the camshaft journals are pointing inwards.
  8. Refit the inlet camshaft to the cylinder head, hooking the chain over the sprocket as you do so.
  9. Ensure the fixings on the inlet sprocket are also centrally located within the slotted holes when there is no slack between the exhaust and inlet sprockets. Ensure alignment marks on the end of the camshaft journals are pointing inwards.
  10. Check that the chain is correctly located around the crankshaft, and both camshaft sprockets.
  11. Rotate the camshafts until the alignment marks on the end of the camshaft journals are pointing inwards.
  12. Camshaft Alignment Marks

    caution

    The T3880640 - Camshaft Timing Plate must be located centrally between the camshafts. Incorrect positioning of the tool may prevent the camshaft ladder locating correctly to the cylinder head during fixing tightening, resulting in incorrect valve timing being set. Severe engine damage will result from incorrect valve timing adjustment.

  13. Insert the T3880640 - Camshaft Timing Plate into the camshaft slots, ensuring the removal screw is unscrewed fully, as shown below.Ensure that the tool is centrally located between the camshafts.
    1. T3880640 - Camshaft Timing Plate

    2. Camshaft slots

    3. Removal screw

  14. Assemble the dowels, spark plug tower O-rings, camshaft ladder and top pad in the same location and orientation as prior to removal.
  15. note

    • The bolts for the camshaft cap ladder are tightened in two stages.

Stage 1

  1. Fit and evenly tighten the fixings to 5 Nm, in the sequence shown below.
  2. Camshaft Cover Fixings Tightening Sequence

Stage 2

  1. In the sequence shown above, tighten the bolts to 10 Nm.
  2. Fit the T3880607 - Camshaft Timing Tensioner using the original fixings and tighten to 9 Nm.
    1. T3880607 - Camshaft Timing Tensioner

    caution

    The torque value stated is very important to accurate timing. Always use the correct value of 0.6 Nm, as set using the T3880609 - Timing Torque Limiter. Using an incorrect torque value will result in incorrect valve timing being set, or damage to the tensioner blade or other valve train components. Either condition may result in serious damage to the engine, reduced engine performance, or reduced fuel economy.

  3. Using the T3880609 - Timing Torque Limiter and a 6 mm Ball Ended Allen Key, tighten the T3880607 - Camshaft Timing Tensioner to 0.6 Nm preset by the T3880609 - Timing Torque Limiter.
    1. T3880607 - Camshaft Timing Tensioner

    2. T3880609 - Timing Torque Limiter

    3. 6 mm Ball Ended Allen Key

  4. Remove and discard the two accessible (uppermost) camshaft sprocket fixings, and replace with new fixings. Tighten to 16 Nm.
    1. Uppermost fixings

  5. Remove the T3880601 - Camshaft Timing Pin by rotating the removal screw clockwise as shown below.
    1. T3880640 - Camshaft Timing Plate

    2. Removal screw

  6. Remove the T3880601 - Camshaft Timing Pin.
  7. caution

    Always check that the T3880640 - Camshaft Timing Plate has been removed before rotating the engine. Severe damage will result to the camshafts or T3880640 - Camshaft Timing Plate if engine rotation is attempted with the tool installed.

  8. Rotate the engine until the remaining two sprocket fixings are accessible.
  9. Remove and discard the two remaining camshaft sprocket fixings, and replace with new fixings. Tighten to 16 Nm.
  10. Place a suitable wedge between the camshaft drive chain tensioner blade and crankcase, to hold the camshaft drive chain taut during removal of the T3880607 - Camshaft Timing Tensioner.
  11. Release the tension on Camshaft Timing Tensioner T3880607 and remove it.
  12. Refit the timing chain tensioner, incorporating a new gasket and O-ring (see Camshaft Drive Chain Tensioner - Installation).
  13. Rotate the crankshaft clockwise 2 complete turns, using the bolt fitted to the end of the crankshaft. Stop rotation when number 1 cylinder is at Top Dead Centre (TDC), that is when the dot mark on the primary gear aligns with the line on the crankcase.
  14. note

    • Before inserting the timing pin, ensure the 'dot' on the primary gear is aligned with the line on the crankcase.
  15. Insert the T3880601 - Camshaft Timing Pin into the timing holes in the crankcase and crankshaft.
    1. Dot mark

    2. Marker line

    3. T3880601 - Camshaft Timing Pin

    4. Timing hole in crankcase

  16. Check that the timing marks are still approximately aligned (to check that the camshaft timing has not moved during T3880607 - Camshaft Timing Tensioner removal).
  17. Remove the T3880601 - Camshaft Timing Pin.
  18. Check the valve clearances. Adjust as necessary (see Valve Clearance Measurement).
  19. Fit the crankcase cover and tighten its bolts to .
  20. Refit the camshaft cover (see Camshaft Cover - Installation).
  21. Fit the crankcase right hand cover and tighten its fixings to 10 Nm in the sequence shown below.
  22. Re-tighten the fixings one and two to 10 Nm.
  23. Crankcase Right Hand Cover Fixings Tightening Sequence

Valve Clearance Measurement

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

note

  • Valve clearance measurement must be carried out with the engine cold.
  • When replacing a valve shim, always refer to the EPC.
  • For valve clearance specifications (see Cylinder Head).
  1. Remove the camshaft cover (see Camshaft Cover - Removal).
  2. Remove the spark plugs to reduce compression resistance when turning the engine.
  3. Select a high gear and, using the rear wheel, turn the engine until a pair of camshaft lobes are positioned pointing away from the valves.
  4. Using feeler gauges, measure and record the clearances for this pair of valves only.
  5. Repeat the process until the valve clearances for all valves have been checked.
  6. note

    • If the measurement does not fall within the specified range, adjustment must be made.

    caution

    If the valve clearances are not checked and corrected, wear could cause the valves to remain partly open, which lowers performance, burns the valves and valve seats and may cause serious engine damage.

  7. Record the measured valve clearances on a chart similar to the example shown.

Typical Valve Clearance Chart

Inlet Valve No.

Gap Measured

1

as measured (mm)

2

as measured (mm)

3

as measured (mm)

4

as measured (mm)

5

as measured (mm)

6

as measured (mm)

Exhaust Valve No.

Gap Measured

1

as measured (mm)

2

as measured (mm)

3

as measured (mm)

4

as measured (mm)

5

as measured (mm)

6

as measured (mm)

Valve Clearance Adjustment

note

  • To adjust the valve clearances the camshafts must be removed. Follow the camshaft removal procedure.
  1. Remove the camshafts (see Camshaft - Removal).
  2. Remove the tappet bucket from the cylinder head.
  3. Remove the shim from the valve head.
    1. Tappet bucket

    2. Shim

    note

    • The shim may withdraw with the tappet bucket.
  4. Measure the original shim, using a micrometer and select the appropriate new shim as required.
  5. note

    • Shims are available ranging from 1.70 mm to 3.00 mm in increments of 0.025 mm.
  6. Fit the new shim to the valve head.
  7. Lubricate the tappet bucket(s) with a 50/50 solution of engine oil and molybdenum disulphide grease.
  8. Refit the tappet bucket.
  9. Refit the camshafts (see Camshaft - Installation and Timing).
  10. Re-check all valve clearances.
  11. Repeat the procedure if the valves require further adjustment.
  12. Fit the camshaft cover (see Camshaft Cover - Installation).

Camshaft Drive Chain - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Remove the bolt from the centre of the camshaft drive chain housing in the cylinder head.
    1. Centre bolt

  2. Raise the front camshaft drive chain rubbing blade and detach the camshaft drive chain from the crankshaft gear.
  3. The camshaft drive chain is removed from inside the head-space.

Camshaft Drive Chain - Inspection

Visual in-situ checks can also be made as follows:

  1. Check for significant blue discolouration of the drive chain plates indicating excessive heat build-up.
  2. Examine all pins for signs of rotation.
  3. Check for cracking or deep scratching of the drive chain plates.
  4. Check for severe wear of the inner plates as indicated in the diagram below.

For a more thorough check, proceed as follows:

  1. Remove the drive chain from the engine.
  2. Suspend the drive chain from a pin or hook with a 13 kg weight attached at the lower end.
  3. Measure across 23 links as shown in the diagram below. If the drive chain is within limits, the measurement should be no longer than 149.48 mm. Measurements beyond 149.48 mm indicate that the drive chain must be replaced.
  4. Check for severe wear of the inner surface of the outer plates at the side-contact points with the sprocket teeth.
  5. Check for signs of stiffness or kinking.
  6. Check for severe wear of the plates in the area shown below.
  7. If any of these symptoms are evident, the camshaft drive chain must be replaced.

Camshaft Drive Chain - Installation

  1. Fit the camshaft drive chain and locate the lower end around the crankshaft gear.
  2. Incorporating a new seal, refit the bolt to the centre of the camshaft drive chain housing in the cylinder head, tightening to 12 Nm.

Perform the following operations:

Cylinder Head - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

note

  • Removal of the cylinder head is not possible with the engine in the frame.

Perform the following operations:

  1. Remove the camshaft drive chain tensioner blades.
  2. Note the position of all tappet buckets and shims such that they can be refitted in the same positions. Remove all the tappet buckets and shims.
    1. Tappet bucket

    2. Shim

    note

    • To prevent the tappet buckets and shims from becoming mixed, place the shim and tappet together in a marked container. The components must be refitted in their original positions.
  3. Disconnect the coolant bypass hose from the rear of the cylinder head.
  4. Release the screws securing the outside of the cylinder head to the upper crankcase.
    1. Cylinder head to upper crankcase screws

  5. Progressively release the cylinder head nuts in the order shown below.
  6. Cylinder Head Release Sequence

  7. Lightly tap the cylinder head with a rubber mallet to break the seal of the gasket.
  8. note

    • Retain two of the cylinder head nuts for the installation of the barrel.
  9. Remove the cylinder head. Discard the cylinder head gasket and the nuts and washers.
  10. caution

    The gasket between the barrel and the crankcase must also be replaced if the cylinder head has been removed.

    Failure to replace the gasket may result in an engine oil leak between the barrel and crankcase.

  11. Remove the barrel (see Barrels - Removal) and discard the gasket.

Cylinder Head - Inspection

  1. Thoroughly clean the surface of the cylinder head and check for damage and/or pitting of the combustion chambers.
  2. Using a straight edge and feeler gauges, check the cylinder head face for warp, which could lead to gasket failure. Replace the cylinder head if warped beyond the flatness limit.
    1. Cylinder head

    2. Straight edge

  3. For specifications refer toCylinder Head.
  4. Inspect the valve guides for damage or wear.
  5. If a valve guide is found to be worn beyond the service limit, the complete cylinder head must be renewed.
  6. For specifications refer toCylinder Head.
  7. Check the camshaft drive chain rubbing blades. Renew if worn or damaged.

caution

Ensure all traces of fluid (coolant, oil etc.) are removed from the threaded holes in the crankcase. Should any fluid remain in any of the threaded holes, severe crankcase damage could result from hydraulic locking of head bolts on assembly of the engine.

Cylinder Head - Installation

  1. Fit a new gasket to the barrel and refit it to the crankcase (see Barrels - Installation).
  2. Thoroughly clean the upper faces of the barrel, taking care not to damage the mating surfaces.
  3. Fit a new cylinder head gasket ensuring that the head to crankcase location dowels are correctly in place.
    1. Cylinder head gasket

  4. Ensure that the cylinder head face is completely clean.
  5. Carefully lower the cylinder head over the camshaft drive chain and locate the head onto the dowels.
  6. caution

    Using the correct procedure to fit and tighten the cylinder head nuts will ensure the long term reliability of the cylinder head gasket.

    Clean each stud, paying particular attention to the threads. If any of the threads are damaged, replace the stud(s).

    Lubricate the threads at the upper end of the studs with engine oil, and then wipe clean with a lint-free cloth leaving minimal oil on the threads (that is, almost dry to touch).

    Tighten the nuts using the three-stage procedure given below.

    Failure to observe these important items may lead to engine damage through a damaged head gasket.

    note

    • New cylinder head nuts and washers must be fitted.
  7. Lubricate the threads on the studs and the top surface of the hardened washer with clean engine oil.
  8. Fit new nuts and washers to the cylinder head and tighten until finger tight.
  9. The cylinder head nuts are tightened in three stages, in the sequence shown below. This is to ensure that the cylinder head gasket seals correctly to the head and barrel.
  10. note

    • For stages one and two of the cylinder head tightening operation, a torque wrench of known, accurate calibration must be used.
    • For stage 3 of the cylinder head tightening operation, the nuts must be turned through a set number of degrees to reach the final setting. To accurately gauge the turn, T3880105 - Torque Angle Gauge must be used.

Stage 1

Cylinder Head Tightening Sequence

Stage 2

Stage 3

Fit the T3880105 - Torque Angle Gauge between the Torx socket and the drive handle and locate the Torx drive to the nut. Pick an increment point on the torque turn gauge which aligns with a suitable reference point on the head.

  1. Fit the screws securing the side of the cylinder head to the crankcase and tighten to 10 Nm.
  2. Cylinder head to upper crankcase screws

  3. Install the camshaft drive chain tensioner blades.
  4. Clean and lubricate the tappet buckets with a 50/50 solution of engine oil and molybdenum disulphide grease and refit the buckets and shims in the same locations from which they were removed.

Perform the following operations:

Valves and Valve Stem Seals - Removal

  1. Remove each valve from the head using a valve spring compressor. The compressor must act on the valve spring retainer to allow removal of the valve collets.
  2. Valve removal

  3. Once the collets are released, remove the following items:
    1. Valve stem seal

    note

    • Ensure the inlet and exhaust valve components do not become mixed.
    1. Collets

    2. Valve spring retainer

    3. Valve spring

    4. Valve spring base

    5. Valve stem oil seal

    6. Valve

Valves and Valve Stem Seals - Installation

  1. Lubricate the valve stems with new engine oil which meets specification API SH (or higher) and JASO MA.
  2. Install the valve into the valve guide and refit the spring base to the valve spring recess in the head.
  3. Fit the valve stem seal over the valve stem and, using a suitable tool, press down fully until the seal is correctly seated over the valve guide.
  4. note

    • During fitment of the valve stem seal, two distinctly different degrees of resistance will be noted when the seal is correctly fitted.
    • Firstly, press the seal down the valve stem until the lower side of the seal comes into contact with the valve guide. Greater resistance is felt at this contact point and further gentle pressure is then required to locate the seal over the top end of the valve guide.
    • On application of this pressure, the seal can be felt to positively locate over the top face of the valve guide. Once correctly positioned, the seal cannot be pushed down any further.

    caution

    Incorrect fitment of the valve stem oil seals could lead to high oil consumption and blue smoke emissions from the exhaust system. Do not use excessive force in fitting the seal as this may break the seal ring.

  5. Install the valve spring over the valve stem. Ensure the close wound, colour coded ends of the springs are fitted downwards (towards the piston).
  6. Fit the valve spring retainer.
  7. Compress the valve spring ensuring that the spring is compressed squarely to prevent damage to the valve stem and cylinder head.
  8. Fit the valve collets ensuring correct collet location in the spring retainer and valve as the spring compressor is released.
  9. caution

    Always check for correct location of the valve collets during and after assembly. If not fitted correctly, the collets may become dislodged when the engine is running allowing the valves to contact the pistons. Any such valve to piston contact will cause severe engine damage.

Barrels and Pistons

Exploded View - Barrel and Pistons

Barrels - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Clean the area around the barrel base gasket joint to prevent dirt falling into the crankcase when the barrels are removed.
  2. note

    • Note the position of the piston alignment mark on the pistons for installation.
    1. Piston alignment mark

    2. Barrel

    caution

    Support the pistons as the barrels are removed to prevent piston damage.

  3. Mark each piston and cylinder bore with a number to ensure the pistons are fitted into their original cylinders on installation..
  4. Carefully remove the barrel. Take care to ensure that the piston/connecting rod is not allowed to fall against the inside of the crankcase.
  5. Discard the gasket.

Barrels - Inspection

  1. Measure the diameter of each cylinder bore using an internal micrometer or similar accurate measuring equipment.
  2. Cylinder Bore Diameter Measurement Points

  3. Measure the inside diameter 10 mm from the top of the bore as shown above.
  4. If the reading is outside the specified limits, replace the barrel and pistons as an assembly.
  5. When measuring the cylinder barrels internal diameter always refer to the specification table (see Pistons).

Barrels - Installation

  1. Thoroughly clean the mating surfaces of the crankcase and barrels taking care not to damage the mating surfaces.
  2. note

    • To ensure the piston rings do not get damaged, the piston/connecting rod assemblies must be fitted into the barrel before fitting the barrel to the engine.
    • Damaged piston rings may result in engine failure.
  3. Remove the piston and connecting rod assemblies from the engine (see Connecting Rods - Removal).
  4. Fit the three piston and connecting rod assemblies into the barrel from the bottom as noted for removal. Ensure that the piston alignment mark on the piston faces forward.
  5. Invert the engine and fit a new base gasket and refit the locating dowels as noted during removal.
  6. note

    • While fitting the barrel and pistons assembly, ensure that the connecting rods do not contact and damage any of the three oil jets on the crankcase.
    • A damaged oil jet will reduce the amount of oil delivered to the underside of the piston which may result in severe engine damage.

    caution

    Do not allow the full weight of the barrels to rest unsupported on the pistons. Failure to support the barrels is likely to result in piston ring breakage.

    caution

    Do not force the pistons into their bores. The base of each bore is chamfered to ease installation and excess force should not be needed. If either piston jams, lift the barrels slightly and check the rings are correctly located into their grooves before continuing. The use of force is likely to result in piston ring breakage.

  7. With the aid of an assistant, carefully fit the barrel to the crankcase ensuring that:
    1. Connecting rods

    2. Oil jets

  8. To hold the barrel in position, fit the T3880308 - Cylinder Barrel Clamps to two of the cylinder head studs and secure using two of the original retaining nuts for the cylinder head.
  9. Invert the engine and connect the connecting rods to the crankshaft (see Connecting Rods - Installation).
  10. Assemble the crankcase halves (see Crankcases - Assembly).
  11. Invert the engine, remove the two cylinder head nuts and the T3880308 - Cylinder Barrel Clamps. Discard the two nuts.

Perform the following operations:

Piston - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Remove and discard the gudgeon pin circlip from one side of the piston.
  2. caution

    If a circlip is dropped into the crankcase, it must be recovered before the crankshaft is rotated. Failure to do so will result in serious engine damage.

    Removing the Gudgeon Pin Circlip

  3. Remove the gudgeon pin by pushing the pin through the piston and connecting rod toward the side from which the circlip was removed.
  4. caution

    Never force the gudgeon pin through the piston. This may cause damage to the piston which may also damage the cylinder barrel when assembled.

    note

    • If the gudgeon pin is found to be tight in the piston, check the piston for a witness mark caused by the circlip. Carefully remove the mark to allow the pin to be removed.
  5. Remove the remaining circlip from the piston and discard it.
  6. note

    • The rings may be removed using a proprietary piston ring expander tool or, if a tool is not available, carefully spread the ring opening using thumb pressure then push up on the opposite side of the ring to remove it from the piston.
  7. Remove the piston rings.
  8. note

    • If the piston rings are to be reused, note the orientation of the oil control rings prior to removal.

Piston - Wear Check

  1. Remove any carbon build-up from the piston crown. Inspect the piston crown for signs of pitting and check the piston skirt and ring grooves for signs of wear or scuffing. If any sign of damage is found, renew the piston.
  2. Measure the piston outside diameter 9 mm from the bottom of the piston and at 90° to the direction of the gudgeon pin.
    1. Piston outside diameter

    2. Measurement point

    3. Gudgeon pin

  3. Always refer to the specifications table (see Pistons).
  4. Replace the piston and rings if outside the specified limit.

Piston Ring to Groove - Clearance

note

  • Prior to removing the rings, check the ring-to- groove clearance of each compression ring.
  1. With the piston rings correctly installed on the piston, check the ring-to-groove clearance of each compression ring, using a feeler gauge.
  2. Piston Ring-to-Groove Clearance Check

  3. When checking the piston ring to groove clearance, always refer to the specifications table (see Pistons).
  4. note

    • If the ring-to-groove clearance is too large, replace the piston rings with a new set.
    • If the gap remains too large with new piston rings, the piston must also be replaced.
    • If the gap is too small, check the piston ring grooves closely for distortion, replacing the piston as necessary. Do not file the ring grooves.

Piston Rings - Removal

    caution

    Do not expand the piston rings any more than is necessary to allow them to be removed from the piston. The rings are brittle and will break if expanded too much.

    note

    • The top and second compression rings are different and are not interchangeable (see Piston - Assembly).
    • Piston rings must be removed from the piston using hand pressure only. Do not overextend the piston rings during removal.
    • If the piston rings are to be reused, note the orientation of the oil control rings prior to removal.
    • If the piston rings are to be re-used, keep them with their respective piston to ensure they are refitted in their original locations.
  1. Ease the top compression ring out of its groove and remove it from the top of the piston.
  2. Remove the second compression ring in the same way.
  3. Remove the oil control rings and expanders.

Piston Ring - End Gap

  1. Check each piston ring end gap as follows.
  2. note

    • The piston ring end gap must be measured in the cylinder bore to which the piston ring will be fitted to on installation.
    • Ensure all piston rings are fitted in their original locations (if original rings are being reused) or to the piston/bore which the end gaps were checked (if new rings are being installed).

    Checking Piston Ring End Gap

  3. When checking the piston ring end gap, always refer to the specifications table (see Pistons).
  4. note

    • If the end gap is too large, replace the piston rings with a new set.
    • If the gap remains too large with new piston rings, both the pistons and barrels must be replaced.
    • If the gap is too small, check the cylinder bore for distortion, replacing as necessary.
    • Do not file the piston rings.
  5. Repeat the procedure for the remaining piston rings.

Piston - Assembly

  1. Ensure the piston ring grooves are clean.
  2. note

    • Ensure all piston rings are fitted in their original locations (if original rings are being reused) or to the piston/bore which the end gaps were checked (if new rings are being fitted).

    caution

    Do not expand the piston rings any more than is necessary to allow them to be installed on the piston. The rings are brittle and will break if expanded too much.

  3. Fit the oil control ring expander to the piston then install the upper and lower control rings (the oil control rings are both the same and can be fitted either way up).
  4. note

    • Ensure the second and top compression rings are correctly installed.
    • The second and top compression rings are different and are not interchangeable.
  5. Fit the second compression ring carefully to the piston, ensuring its 2T mark is facing upwards.
  6. Fit the top compression ring to the piston ensuring its 1T mark is facing upwards.
  7. Piston Ring Identification

  8. Ensure all piston rings move freely in their grooves.
  9. Fit the piston onto the connecting rod.
  10. note

    • connecting rods may be fitted either way round. However, ensure all three are fitted the same way.
  11. Lubricate the piston, small end and gudgeon pin with a 50/50 solution of engine oil and molybdenum disulphide grease.
  12. Align the small end in the connecting rod with the gudgeon pin hole in the piston and fit the gudgeon pin.
  13. Fit new circlips on both sides of the gudgeon pin ensuring the circlips are correctly fitted in the grooves.
  14. warning

    Failure to use new gudgeon pin circlips could allow the pin to detach from the piston. This could seize the engine leading to loss of motorcycle control and an accident.

  15. Position the piston ring end gaps as follows (piston viewed from above, triangular mark facing forwards).
  16. Piston Ring End Gap Locations

    1. Top ring

    2. Second ring

    3. First steel oil control ring

    4. Oil control ring expander

    5. Second steel oil control ring

    note

    • The top compression ring gap should be in the 12 o'clock position.
    • The second compression ring gap should be in the 6 o'clock position.
    • The first oil control ring gap should be in the 12 o'clock position.
    • The second oil control ring gap should be in the 6 o'clock position.
    • The oil control ring expander gap should be in the 7 o'clock position.
  17. Fit the piston and connecting rods to the barrel then to the crankcase (see Barrels - Installation).

Clutch

Exploded View - Clutch Controls

Exploded View - Clutch Assembly

Clutch Cable - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

    note

    • Note the routing of the clutch cable and the position of the retaining clips/grommets for installation.
  1. Detach the clutch cable retaining clip from its bracket.
  2. Loosen the cable lock nut and release the adjuster at the clutch cover end to give maximum play in the cable.
    1. Clutch cable

    2. Adjuster

    3. Clip

    4. Bracket

  3. Release the clutch cable from the actuating arm by pushing the inner cable nipple through the arm and sliding the cable out of the slot. Detach the cable from the bracket.
    1. Actuating arm

    2. Inner cable nipple

  4. Align the cable adjuster and lever bracket slots.
  5. Pull in the clutch lever and turn the inner cable, anticlockwise through the slots in the adjuster and lock nut, until the cable can be detached from the lever by pushing downwards.
    1. Cable adjuster/lever bracket slots

    2. Cable release point

  6. Detach the clutch cable retaining clip from the top of the radiator.
    1. Hose clip

    2. Bypass hose

    3. Retaining clip

    4. Clutch cable

  7. Remove and discard one of the fixings for the headstock cable guide and remove the clutch cable.
    1. Fixings

    2. Cable guide

    3. Clutch cable

Clutch Cable - Inspection

  1. Check the inner cable for free movement through the outer cable.
  2. Examine the inner cable for frayed strands.
  3. Examine the two inner cable nipples for signs of looseness and damage. Replace the cable if necessary.

Clutch Cable - Installation

  1. Position the cable to the motorcycle using the same routing as noted during removal.
  2. Attach the inner cable to the clutch lever and actuating arm using a reversal of the removal process.
  3. Refit the outer cable to the adjuster bracket at the clutch end.
  4. Attach the clutch cable retaining clip to its bracket.
  5. Secure the clutch cable retaining clip to the top of the radiator.
  6. Route the clutch cable behind the headstock cable guide. Secure the cable guide with a new fixing and tighten to 13 Nm.
  7. note

    • Ensure that the two adjuster nuts are positioned one either side of the bracket.
  8. Set the lever adjuster to a point where an equal adjustment is possible in both directions.
  9. Set the adjuster at the clutch end to give a preliminary setting of 2 - 3 mm of free play as measured at the lever. Tighten the lock nut.
  10. Operate the clutch lever several times and recheck the amount of free play present.
  11. Set the final adjustment of the cable to give 2 - 3 mm of free play at the lever by turning the adjuster nut and lock nut at the lever end.
    1. Clutch lever

    2. Correct setting, 2 - 3 mm

Perform the following operations:

Clutch - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

    note

    • Note that the stopper plate has an OUT mark. This must face outwards when fitted.
    • There are spring seats located in the pressure plate. Ensure the seats are in the pressure plate prior to fitting the springs.
  1. Release the 3 bolts, remove the stopper plate, springs, pressure plate and spring seats.
    1. Bolts

    2. Stopper plate

    3. Springs

    4. Spring seats

    5. Pressure Plate

  2. Remove the clutch pull-rod.
    1. Clutch pull-rod

    2. Clutch pressure plate

  3. Remove the clutch friction plates and steel plates together with the anti-judder spring and anti-judder seat washer.
  4. note

    • Record the orientation of all components as they are removed. The plates must be assembled in the same order.

    note

    • The inner and the two outermost friction plates are different to the other friction plates. They must be fitted in their noted positions.
    • The outer steel plate is different to the other plates. It must be fitted in its noted position.
    1. Outer friction plate

    2. Steel plate

    3. Anti-judder spring

    4. Anti-judder seat washer

    5. Clutch inner drum

    note

    • Store all plates in their correct fitted order to avoid confusion on installation.
    • Refer to the following page of this section for details of clutch friction plate checking.
    • It is not normally necessary to disassemble the clutch further, but if the clutch inner and outer drums are to be removed, proceed as follows:
  5. Engage second gear and lock the inner and outer clutch drums together using T3880307 - Clutch Anti-rotation Jig.
    1. T3880307 - Clutch Anti-rotation Jig

  6. Depress the rear brake pedal to prevent the engine from turning, then release the clutch centre nut.
  7. Remove the centre nut, Belleville washer, flat washer, clutch inner drum and thrust washer. Discard the nut and Belleville washer.
    1. Centre nut

    2. Belleville washer

    3. Flat washer

    4. Inner drum

    5. Thrust washer

  8. Slide the clutch outer drum assembly gently backwards and forwards to dislodge the inner bearing sleeve. Carefully remove the bearing sleeve while supporting the clutch outer drum.
    1. Outer drum

    2. Bearing sleeve

  9. Remove the clutch outer drum leaving the oil pump drive sprocket, bearing and sleeve in place on the input shaft.

Friction Plate Inspection

Thickness

    note

    • If any friction plate thickness is outside the service limit, replace the friction plates as a set.
  1. Measure the thickness of the friction plate.
    1. Clutch friction plate

  2. For the clutch friction plate thickness, refer to Clutch and Primary Drive.

Steel Plate Inspection

Bend/warp

Check all plates for bend and warp as follows:

  1. Place the plate being checked on a clean surface plate and attempt to pass a feeler gauge of the maximum service limit thickness between the steel plate and surface plate. If the feeler gauge can be passed beneath the steel plate at any point, renew the plates as a set.
    1. Steel plate

    2. Feeler gauge

    3. Surface plate

  2. For specifications refer toClutch and Primary Drive.

Clutch Pack Height

The clutch pack height should only be measured if the friction plates and the steel plates have been replaced.

The clutch pack height is critical for a smooth operation of the gear change and needs to be measured prior to installation.

If used steel plates are being fitted, the clutch pack height measurement is not necessary, as the plates may not be worn to the service limit (and are therefore still serviceable), but could fall outside the clutch pack height tolerance when measured.

If building a new clutch pack, its height must be correct. To achieve this, build the new clutch pack with the following:

Friction plate and steel plate arrangement

  1. Arrange the new friction and new steel plates in a stack as shown below.
    1. Outer friction plates

    2. Friction plates

    3. Inner friction plate

    4. Steel plate, 2.0 mm thickness

    5. Outer steel plate, 2.0 mm thickness

  2. Place the assembled clutch pack on a flat surface and measure its height as shown below.
    1. Clutch pack height

  3. For the correct clutch pack height for this clutch assembly see Clutch and Primary Drive.
  4. If the clutch pack is too high, continue from step 5, omit step 6 then continue from step 7.If the clutch pack is too low, continue from step 6.
  5. note

    • 1.6 mm and 2.3 mm steel plates are available, refer to the Parts Catalogue for part numbers.
    • No more than one 1.6 mm thick steel plate is to be used in the clutch pack.
  6. If the clutch pack height is too high, replace the 2.0 mm steel plate indicated below with a new 1.6 mm steel plate.
    1. 2.0 mm steel plate to be replaced

    note

    • No more than one 2.3 mm thick steel plate is to be used in the clutch pack.
  7. If the clutch pack height is too low, replace the 2.0 mm steel plate indicated below with a new 2.3 mm steel plate.
    1. 2.0 mm steel plate to be replaced

  8. Re-check the clutch pack height as described earlier.

Clutch - Installation

  1. To fully engage the outer drum, insert a suitable tool to preload and align the primary gear and backlash eliminator gear through the hole shown in the illustration below.
    1. Alignment hole

    2. Outer drum

  2. Position the clutch outer drum assembly to the input shaft and align the oil pump drive pegs with the corresponding holes in the rear of the clutch outer drum.
    1. Clutch outer drum

    2. Oil pump sprocket drive pegs

    3. Oil pump drive holes

  3. While holding the clutch outer drum in position and ensuring correct engagement with the oil pump drive, refit the bearing sleeve and bearing.
    1. Outer drum

    2. Bearing sleeve

    note

    • When the bearing sleeve is correctly fitted, it will be a flush fit with the clutch drum face.
  4. Fit the thrust washer to the shaft.
  5. Fit the clutch inner drum.
  6. Fit the flat washer, a new Belleville washer (OUT mark facing outwards), and fit a new centre nut.
    1. Centre nut

    2. Belleville washer

    3. Flat washer

    4. Inner drum

    5. Thrust washer

  7. Lock the inner and outer drums together using T3880307 - Clutch Anti-rotation Jig. Depress the rear brake pedal to prevent the engine turning, and tighten the centre nut to 98 Nm. Remove the clutch anti-rotation tool.
    1. T3880307 - Clutch Anti-rotation Jig

  8. Disengage second gear and check for free rotation of the clutch inner drum.
  9. Using a suitable pin punch, stake the nut to the shaft.
  10. Coat all clutch friction plates in clean engine oil before fitting the friction plates, steel plates, anti-judder spring and anti-judder seat washer to the clutch basket in the same order and orientation as noted during removal.
  11. note

    • The inner and the two outermost friction plates are different to the other friction plates. They must be fitted in their noted positions.
    • The outer steel plate is different to the other plates. It must be fitted in its noted position.
    1. Outer friction plate

    2. Steel plate

    3. Anti-judder spring

    4. Anti-judder seat washer

    5. Clutch inner drum

  12. Refit the clutch pull-rod.
  13. Fit the pressure plate. Ensure that the spring seats are fitted into the pressure plate as noted for removal.
  14. Fit the springs and stopper plate, ensure that the OUT mark on the stopper plate is facing outwards. Secure with the bolts and tighten to 10 Nm.
    1. Bolts

    2. Stopper plate

    3. Springs

    4. Spring seats

    5. Pressure plate

    note

    • The pull-rod should be free to move in and out and also it should be free to turn.

Perform the following operations:

Crankshaft, Connecting Rods and Pistons

Exploded View – Crankshaft and Connecting Rod

Exploded View – Crankcase

Crankcases - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

caution

The upper and lower crankcases are machined as a matched set and must never be assembled to non-matching halves. Doing so may cause seizure of the engine.

Perform the following operations:

  1. Invert the engine to give access to the lower crankcase bolts.
  2. caution

    Failure to follow the correct screw release sequence may result in permanent crankcase damage.

  3. Release the lower crankcase bolts in the sequence shown in the diagram below. Note the position of the hardened washers under bolts 19 to 26.
  4. Crankcase Bolt Release Sequence

  5. Separate the lower and upper crankcases ensuring that the 3 locating dowels remain in the upper crankcase.
  6. caution

    Do not use levers to separate the upper and lower sections of the crankcase or damage to the crankcases could result.

Perform the following operations:

Crankcases - Assembly

Perform the following operations:

  1. Use high flash-point solvent to clean the crankcase mating faces. Wipe the surfaces clean with a lint-free cloth.
  2. Ensure that the transmission is in neutral.
  3. Ensure that the three locating dowels are in position in the upper crankcase.
    1. Locating dowels

  4. Apply a thin bead of silicone sealant (at the factory, ThreeBond 1216E is used) to the lower crankcase mating faces.
  5. Sealer Areas

    caution

    Do not use excessive amounts of sealer. The extra sealer may become dislodged and could block the oil passages in the crankcases causing severe engine damage.

  6. If removed, refit the three piston cooling jets into the upper crankcase and tighten their fixings to 10 Nm.
    1. Piston cooling jets

    2. Fixings

    caution

    Ensure the three piston cooling jets are installed. If the piston cooling jets are omitted, oil pressure will be reduced. Running the engine with low oil pressure will cause severe engine damage.

  7. Install and lubricate the crankshaft bearing shells with a 50/50 solution of engine oil and molybdenum disulphide grease (see Connecting Rod Big End Journal Checking, Measuring and Bearing Selection before proceeding).
  8. Lubricate the crankshaft journals with clean engine oil.
  9. Fit the crankshaft (see Crankshaft - Installation).
  10. If removed, refit the balancer (see Balancer - Installation).
  11. Position the lower crankcase to the upper. An assistant may be required to support the crankcase during alignment.
  12. Fit the bolts into the lower crankcase and hand tighten until the bolt heads are near contact with the crankcase. Note the position of the hardened washers under bolts 1 to 8.
  13. note

    • The crankcase screws are tightened in stages.
    • Two different sizes of crankcase bolts are used. All bolts must be tightened in the two stages as follows:

    caution

    Failure to follow the correct bolt tightening sequence may result in permanent crankcase damage.

Stage 1

  1. In the sequence shown below, tighten crankcase bolts 1 to 8 to 10 Nm.
  2. Crankcase Bolt 1 to 8 Tightening Sequence

  3. In the sequence shown above:
  4. T3880105 - Torque Angle Gauge

Stage 2

  1. In the sequence shown below, tighten only the M8 size crankcase bolts (number 9 to 26) to 12 Nm.
  2. Crankcase Bolt 9 to 26 Tightening Sequence

  3. In the sequence shown below, tighten only the M8 size crankcase bolts (number 14 to 19) to 32 Nm.
  4. Crankcase Bolt 14 to 19 Tightening Sequence

Perform the following operations:

Crankshaft - Removal

Perform the following operations:

  1. Release and remove the crankshaft from the upper crankcase.
  2. note

    • Identify the location of each bearing shell.
    • Remove all bearings and inspect for damage, wear, overheating (blue discolouration) and any other signs of deterioration. Replace the bearings as a set if necessary (see Connecting Rod Big End Journal Checking, Measuring and Bearing Selection).
    • If the camshaft drive chain sprocket is removed from the crankshaft for any reason, always install a new fixing. Tighten to 27 Nm.
  3. Remove the balancer (see Balancer - Removal).

Crankshaft - Installation

caution

Always check the bearing journal clearance (see Connecting Rod Big End Journal Checking, Measuring and Bearing Selection and Crankshaft Main Bearing/Journal Checking, Measuring and Bearing Selection), before final assembly of the crankshaft. Failure to correctly select crankshaft bearings will result in severe engine damage.

    caution

    Ensure the three piston cooling jets are installed. If the piston cooling jets are omitted, oil pressure will be reduced. Running the engine with low oil pressure will cause severe engine damage.

  1. Select and fit new main and big end bearing shells using the selection processes (see Crankshaft Main Bearing/Journal Checking, Measuring and Bearing Selection).
    1. Big end shells

  2. Lubricate all bearings with a 50/50 solution of engine oil and molybdenum disulphide grease.
  3. Ensure that the crankshaft is clean, and that the oil ways within the crankshaft are clean and free from blockages and debris.
  4. Refit the balancer (see Balancer - Installation).
  5. Install the crankshaft ensuring that the crankshaft journals align with the big ends and that the crankshaft and balancer gear markings align as shown in the next illustration.
    1. Balancer backlash and drive gear markings

    2. Crankshaft markings

Perform the following operations:

Connecting Rods - Removal

Perform the following operations:

  1. Mark each big end cap and connecting rod to identify both items as a matched pair and to identify the correct orientation of the bearing cap to the connecting rod.
  2. Release the connecting rod bolts and remove the big end cap. Ensure that the bearing shell remains in place in the cap.
    1. Big end cap

    2. Connecting rod bolt

    note

    • It may be necessary to gently tap the big end cap with a rubber mallet to release the cap.
  3. Push the connecting rod up through the crankcase and collect the piston and connecting rod from the top.
  4. Label the assembly to identify the cylinder from which it was removed.
  5. caution

    Never reuse connecting rod bolts. If the connecting rod cap is disturbed, always renew the bolts. Using the original bolts may lead to severe engine damage.

  6. Detach the piston from the connecting rod (see Piston - Removal).

Connecting Rods - Installation

note

  • Connecting rod bolts are treated with an anti-rust solution which must not be removed.
  • Clean the connecting rod with high flash-point solvent.
  • Remove all bearings and inspect for damage, wear and any signs of deterioration and replace as necessary.

warning

Connecting rod bolts MUST only be used once. If the bolts are removed or undone for any reason, new bolts MUST always be used.

Re-using bolts can cause connecting rods and their caps to detach from the crankshaft causing severe engine damage, loss of motorcycle control and an accident.

note

  • Ensure the piston is fitted correctly to the connecting rod.
  • If a previously run engine is being rebuilt, always ensure that the piston and connecting rod are assembled in the same orientation, and to the same cylinder, as prior to strip-down.
  1. Fit the piston onto the connecting rod (see Piston - Assembly).
  2. Fit the three piston and connecting rod assemblies into the barrel and then fit the assembly to the crankcase (see Barrels - Installation).
  3. Select the big end bearing shells (see Connecting Rod Big End Journal Checking, Measuring and Bearing Selection).
  4. Fit the bearing shells to the connecting rod and the big end cap, lubricate with a 50/50 solution of engine oil and molybdenum disulphide grease.
  5. Align the connecting rod to the crankshaft and fit the big end cap.
    1. Big end cap

    2. Connecting rod bolt

    caution

    The torque characteristics of the connecting rod bolts are sensitive to the correct lubrication being applied. If the threads and under head areas are not lubricated with molybdenum disulphide grease, the bolts may be stretched and may become loose when in service resulting in an engine failure.

  6. Lubricate the threads and under-head area of the new bolts with molybdenum disulphide grease. Tighten the bolts evenly and progressively as follows:
  7. caution

    The torque characteristics of the connecting rod bolts are sensitive to the rate at which they are tightened. If all the torque is applied in one action, the bolt may be stretched and may become loose when in service resulting in an expensive engine failure.

    T3880105 - Torque Angle Gauge

Perform the following operations:

Connecting Rod Big End Journal Checking, Measuring and Bearing Selection

Using selective bearings compensates for minor differences in crankshaft main bearing journal and crankcase dimensions. For further information on bearing part number to colour cross-references, refer to the electronic parts catalogue EPC.

  1. Measure the bearing and crankshaft journal clearance as follows.
  2. note

    • Do not turn the connecting rod and crankshaft during the clearance measurement as this will damage the Plastigauge. The crankshaft journal clearances are measured using Plastigauge (Triumph part number 3880150-T0301).
  3. Remove the big end cap from the journal to be checked.
  4. Wipe the exposed areas of the crankshaft journal, and the bearing face inside the cap.
  5. Apply a thin smear of grease to the journal and a small quantity of silicone release agent to the bearing.
  6. Trim a length of the Plastigauge to fit across the journal. Fit the strip to the journal using the grease to hold the Plastigauge in place.
  7. note

    • The original fixings may be reused for bearing selection. Do not use new fixings as they may only be used once, even if the single use is related to bearing selection.
  8. Lubricate the threads and under-head area of the bolt with molybdenum disulphide grease. Refit the bearing and cap and tighten the big end bolts (see Connecting Rods - Installation).
  9. Release the bolts and remove the cap being measured. Using the gauge provided with the Plastigauge kit, measure the width of the compressed Plastigauge.
  10. Checking the Measured Clearance

  11. For specifications refer toCrankshaft.
  12. If the clearance exceeds the service limit, measure the diameter of the crankshaft bearing journal.
  13. note

    • If any journal has worn beyond the service limit, the crankshaft must be replaced. Due to the advanced techniques used during manufacture, the crankshaft cannot be reground and no oversize bearings are available.

Connecting Rod Bearing Selection

note

  • If the measured clearance exceeds the service limit, measure the crankshaft journal diameter.

Crankshaft journal diameter

    note

    • Minor differences in dimensions are compensated for by using selective bearings. For further information on bearing part number to colour cross-references, see the latest parts information.
  1. Select the correct bearing shell as follows:
  2. Measure and record the diameter of each crankshaft bearing journal.
  3. Measure and record each bearing bore diameter (bearings removed, journal caps fitted and all fixings torqued see Connecting Rods - Installation).
  4. Select the correct bearings by matching the information found in the bearing selection chart.
  5. Install the new bearings.

Big End Bearing Selection Chart

Shell Colour

Connecting rod bore diameter

Big end bearing journal diameter

WHITE

38.009 to 38.000 mm

35.018 to 35.010 mm

RED

38.009 to 38.000 mm

35.009 to 35.002 mm

For instance:

Connecting rod Big End Diameter

38.003

Crankshaft Journal Diameter

35.007

Required Bearing

Red

note

  • Repeat the measurements for all respective journals.
  • It is normal for the bearings selected to differ from one journal to another.
  • It is also normal for there to be two options of bearing shell colour. In such cases, pick the shell size that gives the greater running clearance.

warning

Always confirm, using the Plastigauge method, that the running clearance is correct before final assembly. Severe engine damage could result from incorrect clearance resulting in loss of motorcycle control and an accident.

Crankshaft Main Bearing/Journal Checking, Measuring and Bearing Selection

Using selective bearings compensates for minor differences in crankshaft main bearing journal and crankcase dimensions. For further information on bearing part number to colour cross-references, refer to the EPC.

  1. Measure the bearing to crankshaft journal clearance as follows:
  2. note

    • Do not turn the connecting rods and crankshaft during the clearance measurement as this will damage the Plastigauge. The crankshaft journal clearances are measured using Plastigauge (Triumph part number 3880150-T0301).
  3. Separate the crankcase halves (see Crankcases - Removal).
  4. Wipe the exposed areas of the crankshaft journals, and the bearing face inside the cap.
  5. Apply a thin smear of grease to the journals and a small quantity of silicone release agent to the bearings.
  6. Trim a length of the Plastigauge to fit across each journal. Fit the strip to the journal using the grease to hold the Plastigauge in position.
  7. note

    • The original fixings may be reused for bearing selection. Do not use new fixings as they may only be used once, even if the single use is related to bearing selection.
  8. Lubricate the threads and the face of the fixings with molybdenum disulphide grease. Refit the crankcase and tighten the original fixings (see Crankcases - Assembly).
  9. Release the fixings and remove the crankcase.
  10. Using the Plastigauge kit, measure the width of the compressed Plastigauge.
  11. Checking the Measured Clearance

  12. For specifications refer toCrankshaft.
  13. If the clearance exceeds the service limit, measure the diameter of the crankshaft bearing journal.
  14. note

    • If any journal has worn beyond the service limit, the crankshaft must be replaced. Due to the techniques used during manufacture, the crankshaft cannot be reground and oversize bearings are not available.

Main Bearing Selection

    note

    • Minor differences in dimensions are compensated for by using selective bearings. For further information on bearing part number to colour cross-references, see the latest parts information.
  1. Select the correct bearings as follows:
  2. Measure and record the diameter of each crankshaft bearing journal.
  3. Measure and record each bearing bore diameter in the crankcase (bearings removed, journal caps fitted and all fixings fully torqued).
  4. Select and install the correct bearings by matching the information found in the main bearing selection chart.
  5. Install the new bearings.

Main Bearing Selection Chart

Shell Colour

Crankcase Bore

Crankshaft Journal Diameter

Running Clearance

White

37.984 to 37.975

35.000 to 34.993

0.033 to 0.011

Red

37.984 to 37.975

34.992 to 34.984

0.034 to 0.011

Red

37.993 to 37.985

35.000 to 34.993

0.035 to 0.013

Blue

37.984 to 37.975

34.992 to 34.984

0.035 to 0.013

For instance:

Crankcase Bore

37.978 mm

Crankshaft Journal Diameter

34.988 mm

Required Bearing

Blue

warning

Always confirm, using the Plastigauge method, that the running clearance is correct before final assembly. Severe engine damage could result from incorrect clearance resulting in loss of motorcycle control and an accident.

note

  • Repeat the measurements for all respective journals.
  • It is normal for the bearings selected to differ from one journal to another.
  • It is also normal for there to be two options of bearing shell colour. In such cases, pick the shell size that gives the greater running clearance.

Crankshaft End Float

  1. For specifications refer toCrankshaft.

note

  • Crankshaft end float is controlled by the tolerances in crankshaft and crankcase machining. No thrust washers are used. If the crankshaft end float is outside the specified limit, the crankshaft and/or the crankcases must be replaced.

Balancer

Exploded View - Balancer Shaft

Balancer

The balancer is fitted to control pulsing within the engine. Without any form of balancer, the engine would pulse each time the crankshaft rotated. This pulsing would be felt as a vibration which would amplify as the engine speed was increased.

The balancer has the effect of a pair of counterbalance weights which create an equal amount of energy in the opposite direction, and at the same time as that produced by the crankshaft, pistons and connecting rods. Because the opposing pulses occur at the same point of crankshaft rotation, and are of an equal magnitude, a state of equilibrium or balance is reached.

Balancer - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. With the crankcase halves separated, lift out the balancer shaft complete with the shaft bearings/circlips.
  2. note

    • As the shaft is released from the crankcase, the backlash eliminator gear will spring out of alignment with the crankshaft.
  3. To remove the left hand bearing, slide the bearing, circlip and bearing sleeve from the balancer shaft. Note the orientation of the bearing prior to removal.
  4. To remove the right hand bearing, remove the circlip and washer, and, using a press and press bars remove the bearing race from the shaft, ensuring the inner bearing race is supported. Note the orientation of the bearing prior to removal. DO NOT remove the drive gear from the shaft.
  5. warning

    When using a press, always wear overalls, eye, face and hand protection. Objects such as bearings frequently break-up under load and the debris caused during break-up may cause damage and injury to unprotected parts of the body.

    Never wear loose clothing, which could become trapped in the press and cause crushing injury to the hand, arms or other parts of the anatomy.

    caution

    Do not remove the drive gear from the balancer shaft. The drive gear is aligned to the shaft. If the balancer and drive gear are not correctly aligned, severe engine vibration will occur leading to damage to components.

  6. To strip the backlash eliminator from the drive gear, release the circlip and remove the wave-washer, backlash gear and spring.
    1. Balancer shaft

    2. Wave washer

    3. Circlip

Balancer - Inspection

  1. Inspect all gears for chipped or missing teeth.
  2. Inspect all bearings for signs of overheating (blue discolouration), seized or damaged rollers, and any other damage.
  3. Inspect the backlash spring for deformities, damage etc.
  4. Inspect the gear teeth for overheating (blue discolouration).

Balancer - Installation

note

  • Before assembling the backlash gear to the balancer shaft, lubricate all contact surfaces of the balancer drive gear, backlash spring and backlash gear with new engine oil which meets specification API SH (or higher) and JASO MA.
  1. If the backlash gear was disassembled, fit the backlash spring over the shaft and position to the balancer drive gear, positioning the spring ends on either side of the peg.
  2. Fit the backlash gear, ensuring its peg is located anticlockwise (viewed from the left hand bearing end of the shaft) of the balancer gear peg and also between the spring ends.
    1. Balancer shaft

    2. Backlash gear

    3. Backlash spring

  3. Fit the wave washer and secure all components in position with the circlip.
    1. Balancer shaft

    2. Wave washer

    3. Circlip

  4. Using a press and press bars, fit the right hand bearing to the shaft, with the circlip positioned nearest to the drive gear. Ensure the inner race of the bearing is supported when installing the bearing.
  5. warning

    When using a press, always wear overalls, eye, face and hand protection. Objects such as bearings frequently break-up under load and the debris caused during break-up may cause damage and injury to unprotected parts of the body.

    Never wear loose clothing, which could become trapped in the press and cause crushing injury to the hand, arms or other parts of the anatomy.

  6. Refit the washer and a new circlip to the shaft.
  7. Lubricate and fit the left hand bearing and install a new circlip in the same orientation as noted prior to removal.
  8. note

    • Prior to installation in the crankcase, it is essential that the markings on the backlash eliminator and drive gears are brought into alignment against the tension of the spring. This will facilitate correct positioning of the balancer in relation to the crankshaft when both are installed in the crankcase.
    1. Drive gear dot

    2. Backlash gear line

  9. Using T3880106 - Balancer Gear Holder, bring the backlash and drive gear marks into alignment against the backlash spring as follows:
  10. note

    • When in alignment, the line on the backlash gear must be located directly above the drive gear tooth marked with a dot.
    • Since the drive gear dot cannot be seen when the backlash gear is in alignment, always mark the dot-marked gear tooth with a paint mark in order that it can always be identified.
  11. Secure the backlash gear in position with the fixture supplied with T3880106 - Balancer Gear Holder by placing the fixture pegs across two gear teeth (ensure that the fixture will not be in the way when assembling the balancer to the crankshaft).
    1. T3880106 - Balancer Gear Holder

    2. Securing fixture

    3. Balancer backlash gear marking

    caution

    If the balancer and crankshaft are not correctly aligned, severe engine vibration will occur leading to damage to components.

  12. With the drive and backlash eliminator gear still correctly aligned, locate the balancer to the crankcase. Align the balancer gears and crankshaft as shown in the illustration below.
    1. Balancer gear marking

    2. Crankshaft marking

  13. Ensure that the right hand bearing circlip and dowel locate correctly in the corresponding groove in the crankcase.
    1. Balancer shaft

    2. Securing fixture

    3. Balancer backlash gear marking

  14. Ensure that the left hand bearing circlip and dowel locate correctly in the corresponding groove in the crankcase.
    1. Balancer shaft

    2. Left hand bearing

    3. Circlip

    4. Dowel

  15. Remove the securing fixture.
  16. Check that the balancer and crankshaft are correctly aligned before continuing to assemble the crankcase halves.

Perform the following operations:

Transmission

Exploded View – Input and Output Shafts

Exploded View – Gear Selectors and Drum

Exploded View – Gear Change Lever

Gear Change Linkage - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

    note

    • Note the routing and cable tie securing locations of the quickshifter cable for installation.
  1. Disconnect the quickshifter multiplug from the main harness.
    1. Quickshifter multiplug

  2. Cut the cable tie securing the quickshifter cable to the main harness.
  3. Route the cable down to the quickshifter.
  4. note

    • Note the position of the quickshifter sensor for installation.
  5. Remove the wire clips retaining the quickshifter linkage front and rear ball joints, as shown below.
    1. Wire clip

    2. Front ball joint

  6. Remove the quickshifter linkage.

Gear Change Linkage - Installation

  1. Locate the quickshifter linkage through the frame as noted for removal.
  2. Attach the front ball joint to the transmission linkage.
  3. Attach the rear ball joint to the foot control.
  4. Refit the wire clips to retain the ball joints. Ensure the wire clips locate correctly in the ball joints before rotating the clips to lock in place.
    1. Ball joint

    2. Wire clip

  5. Route the quickshifter cable as noted for removal and connect the multiplug to the main harness. Secure the cable to the main harness with a cable tie as noted for removal.
    1. Quickshifter multiplug

Perform the following operations:

Gear Change Shaft - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Note the position and orientation of the gear pedal crank in relation to the shaft, then remove the crank.
  2. Remove the E-clip and washer from the gear pedal end of the gear change shaft.
    1. Gear change shaft

    2. E-clip

    3. Washer

  3. Un-hook the spring from the detent arm.
  4. caution

    Take care to ensure that the washer fitted to the inner end of the selector shaft remains in position during removal of the shaft. Should the washer become dislodged during removal, it is possible for it to drop into the engine. Should this happen, it will be necessary to disassemble the crankcase to recover the washer.

  5. Carefully withdraw the gear change shaft and detent arm from the clutch end of the crankcase. Ensure the washer fitted to the inner end of the shaft remains on the shaft.
    1. Detent arm spring

    2. Detent arm

    3. Gear change shaft

  6. Collect the detent arm spring.

Gear Change Shaft - Installation

  1. Rotate the selector drum to the neutral position.
    1. Detent wheel

    2. Neutral position

  2. Using grease to NLGI 2 specification, lubricate the lip of the seal for the gear change shaft.
    1. Gear change shaft seal

    2. Gear change shaft bearing

    caution

    Take care to avoid damaging the lip of the seal when inserting the gear change shaft into the crankcase. A damaged seal will lead to oil loss and could result in engine damage.

  3. Ensure that the inner washer is fitted to the shaft and carefully insert the gear pedal end of the shaft through the bearings and lip seal in the crankcase.
    1. Washer

    2. Gear change shaft

  4. Support the detent arm bearing clear of the selector drum as the selector shaft is fully installed, and ensure the selector shaft spring fits either side of the abutment bolt.
    1. Gear change shaft

    2. Spring

    3. Abutment bolt

  5. Fit the washer and E-clip to the gear pedal end of the gear change shaft.
    1. Gear change shaft

    2. E-clip

    3. Washer

  6. Fit the gear pedal crank to the shaft in the same orientation as noted for removal. Ensure the dot mark on the shaft aligns with the split line on the gear pedal crank. Tighten the fixing to 9 Nm.
  7. Refit the detent arm spring.

Perform the following operations:

Selector Forks and Drum - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Remove and discard the fixings for the selector drum, input and output keeper plates/washer. Note the position of the washer and keeper plates for installation.
    1. Fixings

    2. Selector drum keeper plate

    3. Input selector shaft washer

    4. Output selector shaft keeper plate

    caution

    The two output shaft selector forks can be fitted incorrectly. Ensure the position and orientation of the selector forks are marked prior to removal. Incorrect fitting of the selector forks will cause gearbox damage.

    note

    • There are identification markings on one side of the fork. These markings must face the alternator side of the engine when installed.
    • Note the orientation of the selector forks for installation.
  2. Slide the output selector shaft from the crankcase in the direction of the clutch. Collect the two selector forks as they are released by the selector shaft.
    1. Output selector shaft

    2. Sixth gear selector fork

    3. Fifth gear selector fork

  3. Noting the position of the selector fork, remove the input selector shaft, leaving the selector fork in the gearbox.
    1. Input selector shaft

    2. Selector fork

  4. Withdraw the selector drum from within the crankcase.
    1. Selector drum removal

  5. Collect the input shaft selector fork from the crankcase.

Selector Forks and Drum - Inspection

Inspect all bearings for damage or wear. Renew as necessary.

Inspect the selector forks and selector grooves for wear beyond the service limits. Renew the components as necessary.

  1. Examine the gear change shaft seal for damage and/or wear. Replace the seal if damaged and/or worn.

Selector Forks and Drum - Installation

  1. Position the input shaft selector fork into the crankcase, locating the fork into the selector groove on the input shaft. Ensure the fork is fitted in the position noted during removal.
    1. Input shaft selector fork

    2. Input shaft

  2. Using clean engine oil, lubricate the selector drum bearings. Lubricate the selector drum tracks with new engine oil which meets specification API SH (or higher) and JASO MA.
  3. Position the selector drum into the crankcase.
    1. Selector drum

  4. Rotate the selector drum and ensure a smooth movement. Rectify as necessary.
  5. caution

    The selector forks can be fitted incorrectly. Ensure the position and orientation of the selector forks are the same as noted during removal. Incorrect fitting of the selector forks will cause gearbox damage.

  6. Push the input selector shaft into the crankcase from the clutch end. As the shaft is inserted, locate the selector fork onto the shaft. Ensure the fork is fitted in the position noted during removal.
    1. Input selector shaft

    2. Selector fork

  7. Push the output selector shaft into the crankcase from the clutch end. As the shaft is inserted, locate the selector forks. Ensure the selector forks are fitted in the positions and orientation as noted during removal.
    1. Output selector shaft

    2. Sixth gear selector fork

    3. Fifth gear selector fork

  8. Fit new fixings for the selector drum, input and output keeper plates/washer, ensuring the washer and the keeper plates are fitted in the positions noted during removal. Tighten the fixings to 12 Nm.
    1. Fixings

    2. Selector drum keeper plate

    3. Input selector shaft washer

    4. Output selector shaft keeper plate

Perform the following operations:

Input and Output Shaft Assemblies - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

note

  • The input and output shafts may be removed from the upper crankcase after first separating the lower crankcase from the upper.
  • The rear needle roller bearing on the input shaft remains in the crankcase on removal of the shaft.

Perform the following operations:

  1. Lift the output shaft from the upper crankcase, noting the orientation of each bearing, their circlips and dowels.
  2. Remove the selector shafts, forks and selector drum (see Selector Forks and Drum - Removal).
  3. note

    • The input shaft bearing housing fixings may not be reused but should be retained for use during installation of the input shaft.
  4. Release the three fixings securing the input shaft bearing housing to the upper crankcase.
    1. Fixings

    2. Bearing housing

    note

    • Note the orientation of the bearing housing for installation.
  5. Insert two M6 bolts into the two threaded holes at the periphery of the bearing housing. Evenly and progressively tighten both bolts to draw the bearing housing and input shaft from the crankcase.
    1. Bearing housing

    2. M6 threaded holes

    3. Transmission oil tube

  6. If required, the transmission oil tube can now be removed. Remove and discard the three oil tube O-rings.

Input and Output Shaft Assemblies - Installation

  1. If removed, check the transmission oil tube for blockages and contamination. Carefully fit new O-rings to the transmission oil tube and insert the tube into the crankcase, ensuring the tag on the tube locates in the slot in the crankcase.
  2. Locate the input shaft to the upper crankcase, installing it through the aperture for the bearing housing.
  3. Align the fixing holes to the threaded holes in their crankcase and fit the bearing housing into the aperture, by hand, as deeply as possible.
  4. Using the old fixings, evenly and progressively tighten them to draw the bearing housing into the upper crankcase until fully home as noted for removal. Remove and discard the fixings.
    1. Bearing housing

    2. Fixings

    3. M6 threaded holes

    4. Transmission oil tube

  5. Install new fixings to the bearing housing and tighten to 12 Nm.
  6. Refit the selectors and shafts (see Selector Forks and Drum - Installation).
  7. Refit the output shaft to the crankcase ensuring the snap-ring locates in the corresponding groove in the crankcase, and the dowel locates in the slot in the upper crankcase.
  8. Ensure the output shaft seal aligns with its recess in the crankcase.
    1. Groove in crankcase

    2. Snap ring

    3. Dowel

    4. Seal

  9. Ensure the hole in the output shaft needle roller bearing outer race is positioned to locate onto the dowel provided in the upper crankcase.
    1. Roller bearing

    2. Dowel

Perform the following operations:

Exploded View - Input Shaft

  1. Thrust washer

  2. Second gear

  3. Lock washer

  4. Splined washer

  5. Splined bush

  6. Sixth gear

  7. Splined thrust washer

  8. Circlip

  9. Third/fourth gear

  10. Circlip

  11. Splined thrust washer

  12. Fifth gear

  13. Plain bush

  14. Input shaft

  15. Bearing

  16. Bearing housing

  17. Bearing retainer

Input Shaft - Disassembly

note

  • The numbers in brackets in the following text refer to the exploded view on Exploded View - Input Shaft.

Working from the opposite end to where the clutch assembly is fitted, dismantle the input shaft as follows:

  1. Slide off the plain thrust washer (1).
  2. Mark one side of second gear to denote its correct orientation. Remove second gear (2).
  3. Remove the splined lock washers (3 and 4).
  4. Mark one side of sixth gear to denote its correct orientation. Remove sixth gear (6), complete with the splined bush (5) which runs inside the gear.
  5. Note their orientation and remove the splined thrust washer (7) from in front of the circlip between sixth and third/fourth gear.
  6. Remove the circlip (8) from the shaft.
  7. Mark one side of the combined third/fourth gear to denote its correct orientation. Remove the combined third/fourth gear (9).
  8. Remove the circlip (10) from in front of fifth gear.
  9. Remove the splined thrust washer (11) adjacent to fifth gear.
  10. Mark one side of fifth gear to denote its correct orientation. Remove fifth gear (12), complete with the plain bush (13) which runs inside the gear.
  11. note

    • Unless the bearing at the clutch end of the input shaft is damaged or worn, it is not normally necessary to remove it from the shaft. The bearing is pressed onto the shaft and is also pressed into its housing. The bearing and housing are removed from the shaft together and are then separated.

    warning

    When using a press, always wear overalls, eye, face and hand protection. Objects such as bearings frequently break-up under load and the debris caused during break-up may cause damage and injury to unprotected parts of the body.

    Never wear loose clothing, which could become trapped in the press and cause crushing injuries to the hand, arms or other parts of the anatomy.

  12. Support the bearing and housing (15 and 16) on press bars, then press the shaft (14) through the bearing and housing as shown below.
    1. Press bars

    2. Bearing/housing

  13. Support the outer circumference of the bearing housing on press bars, then press the bearing through the housing.
  14. Pressing out the Bearing

Input Shaft - Inspection

  1. Examine all gears, bearings and bushes and thrust washers for damage, distortion, chipped teeth and wear beyond the service limits. Replace all defective components and always use new circlips to assemble the shaft.
  2. Thoroughly clean the bearing housing and inspect for damage, scoring and cracks. Replace the housing if necessary.

Input Shaft - Assembly

note

  • The numbers in brackets in the following text refer to the exploded view on Exploded View - Input Shaft.
  • Lubricate each gear, thrust washer and bush with clean engine oil during assembly.

warning

When using a press, always wear overalls, eye, face and hand protection. Objects such as bearings frequently break-up under load and the debris caused during break-up may cause damage and injury to unprotected parts of the body.

Never wear loose clothing, which could become trapped in the press and cause crushing injuries to the hand, arms or other parts of the anatomy.

caution

Bushes and gears with oil holes must always be MISALIGNED with the corresponding oil holes in the input shaft. Reduced oil pressure and gear lubrication may result from alignment of the oil holes, which would cause premature wear of engine and transmission components.

caution

Removing the input shaft bearing from the shaft and its housing will damage the bearing and snap ring. Never reuse removed bearings or snap rings as use of damaged or weakened components could lead to engine and transmission damage. Also, check for damage to the housing itself.

caution

Press only on the bearing outer race to prevent bearing damage.

  1. Support the housing on press bars as shown below and press the bearing fully into the housing in the direction of the arrow.
    1. Bearing housing

    2. Bearing

    caution

    Press only on the bearing inner race to prevent bearing damage.

  2. Locate the bearing and housing to the input shaft. Carefully support the shaft on the press bed, and using a suitable sleeve over the input shaft to ensure the bearing is pressed only on the inner race, press the bearing onto the shaft.
    1. Sleeve

    2. Bearing/housing

    3. Press bars

    4. Input shaft

  3. Fit the plain bush (13) to the shaft.
  4. Fit fifth gear (12) to the input shaft as noted during disassembly, with the dog teeth pointing away from the input shaft bearing.
  5. Slide on the splined thrust washer (11).
  6. Fit a new circlip (10) to the input shaft ensuring that the clip is located in the circlip groove as shown below.
    1. Fifth gear

    2. Thrust washer

    3. Circlip

  7. Fit the combined third/fourth gear (9) as noted during disassembly, with the larger gear facing toward fifth gear. Ensure that the oil hole in the input shaft DOES NOT align with the oil hole in the gear.
  8. warning

    If the oil hole in the third/fourth gear is aligned with the corresponding hole in the input shaft, engine oil pressure and gear lubrication will be reduced.

    Reduced oil pressure and gear lubrication will cause engine damage and could also lead to engine seizure resulting in loss of motorcycle control and an accident.

  9. Fit a new circlip (8) to the input shaft ensuring that the circlip is located in the circlip groove as shown below.
    1. Sixth gear

    2. Thrust washer

    3. Circlip

  10. Fit the splined thrust washer (7) to the input shaft and slide up the shaft until in contact with the circlip.
  11. Fit the splined bush (5) from sixth gear. Ensure that the oil hole in the input shaft DOES NOT align with the oil hole on the shaft.
  12. Fit sixth gear (6) as noted during disassembly, with the dog teeth facing third/fourth gear.
  13. Fit the splined and lock washers (4 and 3), ensuring the tabs in the smaller washer (3) locate in the slots in the larger (4) washer.
    1. Second gear

    2. Large splined lock washer

    3. Small splined lock washer

  14. Fit second gear (2) to the shaft as noted during disassembly.
  15. Fit the plain thrust washer (1) adjacent to second gear.

Exploded View - Output Shaft

  1. Bearing

  2. Thrust washer

  3. First gear

  4. Plain bush

  5. Thrust washer

  6. Fifth gear

  7. Circlip

  8. Splined thrust washer

  9. Fourth gear

  10. Splined bush

  11. Lock washer

  12. Splined washer

  13. Splined bush

  14. Third gear

  15. Splined washer

  16. Circlip

  17. Sixth gear

  18. Circlip

  19. Splined thrust washer

  20. Plain bush

  21. Second gear

  22. Output shaft

  23. Snap ring

  24. Bearing

  25. Sprocket spacer

  26. Output shaft seal

  27. Output sprocket

  28. Tab washer

  29. Output sprocket nut

Output Shaft - Disassembly

note

  • The numbers in brackets in the following text refer to the exploded view on Exploded View - Output Shaft.

Working from the opposite end to the drive sprocket, dismantle the output shaft as follows.

  1. Remove the output shaft bearing (1) and plain thrust washer (2).
  2. Mark one side of first gear to denote its correct orientation. Remove first gear (3) from the shaft, complete with the plain bush (4) which runs inside the gear.
  3. Remove the plain thrust washer (5).
  4. Mark one side of fifth gear to denote its correct orientation. Remove fifth gear (6) from the shaft.
  5. Remove the circlip (7) and splined thrust washer (8) from in front of fourth gear.
  6. Mark one side of fourth gear to denote its correct orientation. Remove fourth gear (9) complete with the splined bush which runs inside the gear (10).
  7. Note their orientation and remove the splined lock washers (11 and 12).
  8. Mark one side of third gear to denote its correct orientation. Remove third gear (14) off the shaft complete with the splined bush (13) which runs inside the gear.
  9. Remove the splined thrust washer (15).
  10. Remove the circlip (16) from in front of sixth gear.
  11. Mark one side of sixth gear to denote its correct orientation. Remove sixth gear (17) from the shaft.
  12. Remove the circlip (18) from in front of second gear.
  13. Remove the splined thrust washer (19).
  14. Mark one side of second gear to denote its correct orientation. Remove second gear (21) from the shaft, complete with the plain bush (20) which runs inside the gear.
  15. Position the output shaft (22) in a vice with soft jaws fitted. Tighten the vice to prevent the shaft from turning and release the tab washer (28) from the output sprocket nut (29), then release the nut.
  16. Remove the output sprocket nut (29), tab washer (28) and sprocket (27).
  17. Collect the output shaft seal (26).
  18. If it is found necessary to replace the large bearing (24) at the end of the shaft, use a press to remove both the bearing and output shaft sprocket spacer (25) together.

warning

When removing the output shaft bearing, always wear overalls, eye, face and hand protection. The bearing races are hardened and are liable to splinter if broken. Debris from broken bearings could cause injury to eyes, face and any unprotected parts of the body.

Output Shaft - Inspection

  1. Examine all gears, bearings, bushes and thrust washers for damage, distortion, chipped teeth and wear beyond the service limits. Replace all suspect components and always use a new circlip to assemble the shaft.

Output Shaft - Assembly

note

  • The numbers in brackets in the following text refer to the exploded view on Exploded View - Output Shaft.
  • Lubricate each gear and bush with clean engine oil during assembly.
  • Examine all gears, bearings and sleeves for damage, chipped teeth and wear beyond the service limits. Replace all suspect components and always use new circlips, a new output shaft seal and a new sprocket tab washer to assemble the shaft.

warning

When using a press, always wear overalls, eye, face and hand protection. Objects such as bearings frequently break-up under load and the debris caused during break-up may cause damage and injury to unprotected parts of the body.

Never wear loose clothing, which could become trapped in the press and cause crushing injuries to the hand, arms or other parts of the anatomy.

caution

Bushes and gears with oil holes must always be MISALIGNED with the corresponding oil holes in the output shaft. Reduced oil pressure and gear lubrication may result from alignment of the oil holes, which would cause premature wear of engine and transmission components.

caution

Removing the output shaft bearing from the shaft will damage the bearing and snap ring. Never reuse removed bearings or snap rings as use of damaged or weakened components could lead to engine and transmission damage.

caution

Press only on the bearing inner race to prevent bearing damage.

  1. Working from the output sprocket end of the shaft, fit a new bearing (24) and a new sprocket spacer (25) to the shaft using a press and press bars. Fit the sleeve with the large chamfer facing outwards.
    1. Output shaft

    2. Bearing

    3. Press bars

  2. Lubricate and fit a new output shaft seal (26).
  3. Transfer the shaft to the vice and secure between soft jaws. Fit the output sprocket (27), new tab washer (28) and nut (29). Tighten the nut to 85 Nm. Close the tab washer.
  4. Withdraw the shaft from the vice and continue to assemble from the opposite end to the output sprocket.
  5. Fit the plain bush (20) to the shaft.
  6. Locate second gear (21) to the shaft as noted during disassembly, with the large step side facing towards the output sprocket end. Fit the splined thrust washer (19) and retain with a new circlip (18) as shown below.
    1. Second gear

    2. Thrust washer

    3. Circlip

  7. Fit sixth gear (17) as noted during disassembly, with the selector fork groove facing away from the output sprocket end. Ensure that the oil holes in the gear DO NOT align with the corresponding oil hole in the output shaft.
  8. Fit a new circlip (16) to retain sixth gear. Fit the splined thrust washer (15) to the rear of third gear as shown below.
    1. Third gear

    2. Splined thrust washer

    3. Circlip

  9. Fit the splined bush (13) for third gear. Ensure that the oil holes in the gear DO NOT align with the corresponding oil hole in the output shaft. Fit third gear (14) to the shaft with the large step side facing away from the output sprocket.
  10. Fit the splined lock washers (12 and 11), ensuring the tabs in the smaller washer (11) locate in the slots in the larger washer (12) as shown below.
    1. Third gear

    2. Large splined lock washer

    3. Small splined lock washer

  11. Fit the splined bush (10) from fourth gear. Ensure that the oil holes in the gear DO NOT align with the corresponding oil hole in the output shaft.
  12. Fit fourth gear (9) as noted during disassembly, with the larger step side facing towards the output sprocket.
  13. Fit the splined thrust washer (8) and retain with a new circlip (7) as shown below.
    1. Fourth gear

    2. Splined thrust washer

    3. Circlip

  14. Fit the fifth gear (6) to the shaft with the groove facing towards the output sprocket. Ensure that the oil holes in the gear DO NOT align with the corresponding oil hole in the output shaft.
  15. Fit the first gear thrust washer (5) and plain bush (4).
  16. note

    • When fitting first gear, ensure the solid side of the gear faces the clutch.
  17. Fit first gear (3) to the shaft as marked during disassembly as shown below.
    1. First gear

    2. Thrust washer

    3. Thrust washer

    4. Needle roller bearing

  18. Finally fit the thrust washer (2) and needle roller bearing (1) to the end of the shaft.

Starter Drive and Sprag Clutch

Exploded View – Flywheel, Sprag Clutch and Starter Gears

Starter Drive/Sprag Clutch - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

  1. Withdraw the starter idler gear and shaft, noting the fitted position of the components.
    1. Idler gear

    2. Idler shaft

  2. Remove the alternator rotor (see Alternator Rotor - Removal).
  3. Withdraw the starter drive gear from the sprag clutch.
    1. Starter drive gear

    2. Sprag clutch/housing

    3. Alternator rotor

  4. Remove and discard the fixings securing the sprag clutch housing to the alternator rotor. Withdraw the sprag clutch housing.
  5. Remove the sprag clutch from the housing.
    1. Sprag clutch housing

    2. Sprag clutch assembly

Starter Drive/Sprag Clutch - Inspection

  1. Check the sprag clutch bearings for overheating, wear and/or non-smooth operation. Replace the sprag clutch if overheating, wear and/or non-smooth operation is found.
  2. Examine all gears for chipped teeth and for any other damage.
  3. With the sprag clutch mounted in the housing, check the sprag clutch for smooth, free movement in one direction only (as indicated by the arrow marked on the sprag clutch body).

Starter Drive/Sprag Clutch - Installation

  1. Locate the sprag clutch to the sprag clutch housing as shown below. Push firmly until the lip seats in the recess provided in the housing.
    1. Sprag clutch housing

    2. Sprag clutch assembly

  2. Fit the housing to the alternator rotor.
  3. Ensure that the housing is squarely seated and is not on the rotor. Install new fixings.
  4. Tighten the cover bolts to in the sequence shown below to 16 Nm.
  5. Tightening Sequence

  6. Once all six bolts have been tightened, go around again in sequence and recheck each bolt is correctly torqued, if any bolt moves, go around again. Repeatedly check the bolts in sequence until all are correctly torqued and do not move when checked, this will ensure the sprag clutch housing is correctly seated on the rotor.
  7. Fit the starter drive gear to the sprag clutch.
    1. Starter drive gear

    2. Sprag clutch/housing

    3. Alternator rotor

  8. Refit the alternator rotor (see Alternator Rotor - Installation).
  9. Lubricate the idler gear shaft with new engine oil which meets specification API SH (or higher) and JASO MA.
  10. Fit the starter idler gear and shaft to the crankcase.
    1. Idler gear

    2. Idler shaft

Perform the following operations:

Lubrication

Exploded View - Oil Pump/Water Pump, Gears and Heat Exchanger

Engine Oil - Specification

Use semi or fully synthetic 10W/40 or 10W/50 motorcycle engine oil which meets specification API SH (or higher) and JASO MA, such as Castrol Power 1 Racing 4T, sold as Castrol Power RS Racing 4T in some countries.

Triumph recommends the fully synthetic 10W/40 motorcycle engine oil for most conditions. The oil viscosity may need to be changed to accommodate the ambient temperatures in your riding area.

Refer to the chart below for the correct oil viscosity (10W/40 or 10W/50) to be used in your riding area.

Oil Viscosity Temperature Range

caution

Triumph high performance fuel injected engines are designed to use semi or fully synthetic motorcycle engine oil which meets specification API SH (or higher) and JASO MA.

Do not add any chemical additives to the engine oil. The engine oil also lubricates the clutch and any additives could cause the clutch to slip.

Do not use mineral, vegetable, non-detergent oil, castor based oils or any oil not conforming to the required specification. The use of these oils may cause instant, severe engine damage.

Ensure no foreign matter enters the crankcase during an oil change or top up.

Triumph Engine Oil

Your Triumph motorcycle is a quality engineered product which has been carefully built and tested to exacting standards. Triumph Motorcycles are keen to ensure that you enjoy optimum performance from your machine and with this objective in mind have tested many of the engine lubricants currently available to the limits of their performance.

Disposal of Used Engine Oil and Oil Filters

To protect the environment, do not pour oil on the ground, down sewers or drains, or into watercourses. Do not place used oil filters in with general waste. If in doubt contact your local authority.

Oil Circuit Diagram

Oil Circuit

Oil is collected from the sump and is drawn through a mesh strainer into the oil pump rotor. The oil pump is fitted with a single pumping rotor which supplies pressurised oil to the lubrication circuit via the oil pressure relief valve. The relief valve is set to open at 5.1 bar (75 lb/in 2) and when open, returns high pressure oil direct to the sump.

The pressurised oil is delivered to the outside rim of the oil filter, where it is filtered by passing through the filter membrane. Filtered oil is then fed into the water heat exchanger (mounted on the front of the engine), where it is cooled.

After the oil has passed through the oil filter and oil cooler, it is distributed around the engine:

Heat Exchanger

The heat exchanger is used to transfer heat from the engine oil into the coolant.

Filtered oil is delivered to the heat exchanger via an opening (1) where it is circulated through the heat exchanger core. Coolant is pumped through a similar opening (3) into the heat exchanger core to cool the oil. The cooled oil then exits the heat exchanger (2) and flows to the main oil gallery. The coolant then flows out of the heat exchanger (4) and through the rest of the cooling system.

  1. Oil in

  2. Coolant in

  3. Oil out

  4. Coolant out

An additional benefit of the heat exchanger is that, as the engine coolant reaches its operating temperature more quickly than the engine oil, the oil is heated by the engine coolant at lower engine temperatures; this allows the engine oil to reach its optimum operating temperature more quickly, thereby helping to improve engine oil life, reduce exhaust emissions and reduce engine wear.

Oil Level Inspection

In order for the engine, transmission, and clutch to function correctly, maintain the engine oil at the correct level, and change the oil and oil filter in accordance with scheduled maintenance requirements.

warning

Motorcycle operation with insufficient, deteriorated, or contaminated engine oil will cause accelerated engine wear resulting in engine or transmission seizure. Seizure of the engine or transmission may lead to loss of motorcycle control and an accident.

  1. Start the engine and run at idle for approximately five minutes.
  2. Stop the engine, then wait for at least three minutes to allow the oil to settle.
  3. Remove the dipstick, wipe clean and screw fully home in the crankcase.
    1. Filler

    2. Dipstick location in crankcase

    3. Dipstick

    4. Upper marking

    5. Lower marking

    note

    • The actual level is indicated when the motorcycle is level and upright, not on the side stand, and when the dipstick has been screwed fully home.
    • Do not add oil through the dipstick hole in the crankcase.
  4. Remove the dipstick.
  5. The oil level is indicated by lines on the dipstick. When full, the indicated oil level must be level with the upper marking on the dipstick.
  6. If the oil level is too low, remove the filler plug and add oil a little at a time through the filler plug hole in the clutch cover, until the correct level is reached.
  7. Once the correct level is reached, fit the dipstick and the filler plug.

Oil and Oil Filter Change

warning

Prolonged or repeated contact with engine oil can lead to skin dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contamination which can cause cancer. Wear suitable clothing and avoid skin contact.

The engine oil and filter must be replaced in accordance with scheduled maintenance requirements.

warning

If the engine has recently been running, the engine oil will be hot to the touch. Contact with the hot oils may cause damage to exposed skin. To avoid skin damage, do not touch hot oil.

  1. Warm up the engine thoroughly, and then stop the engine and secure the motorcycle in an upright position on level ground.
  2. Place an oil pan beneath the engine.
  3. Remove the oil drain plug.
    1. Oil drain plug

    2. Oil filter

  4. Unscrew and remove the oil filter using service tool T3880313 - Oil Filter Wrench. Dispose of the old oil filter in an environmentally friendly way.
  5. Apply a smear of clean engine oil to the sealing ring of the new oil filter.
  6. Fit the oil filter and tighten to 10 Nm usingT3880313 - Oil Filter Wrench.
  7. After the oil has completely drained out, fit a new sealing washer to the drain plug. Fit and tighten the plug to 25 Nm.
  8. Fill the engine with a 10W/40 or 10W/50 semi or fully synthetic motorcycle engine oil that meets specification API SH (or higher) and JASO MA, such as Castrol Power 1 Racing 4T 10W-40 (fully synthetic).
  9. Start the engine and allow it to idle for a minimum of 30 seconds.
  10. caution

    Raising the engine speed above idle before the oil reaches all parts of the engine can cause engine damage or seizure. Only raise engine speed after running the engine for 30 seconds to allow the oil to circulate fully.

    caution

    If the engine oil pressure is too low, the low oil pressure warning light will illuminate. If this light stays on when the engine is running, stop the engine immediately and investigate the cause. Running the engine with low oil pressure will cause engine damage.

  11. Ensure that the low oil pressure warning light remains off and the oil pressure message is not visible in the instrument display screen.
  12. Stop the engine and check the oil level. Adjust if necessary.

Oil Pump - Removal

warning

If the engine has recently been running, the engine oil will be hot to the touch. Contact with the hot oils may cause damage to exposed skin. To avoid skin damage, do not touch hot oil.

warning

Prolonged or repeated contact with engine oil can lead to skin dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contamination which can cause cancer. Wear suitable clothing and avoid skin contact.

The engine oil and filter must be replaced in accordance with scheduled maintenance requirements.

note

  • The oil pump and water pump are supplied as an assembly and cannot be separated. This procedure covers the removal of the oil and water pump assembly.

Perform the following operations:

    note

    • The oil pressure relief valve is fitted to the oil transfer pipe.
    • One of the fixings for the transfer pipe also secures the pick up pipe.
  1. Release and discard the five fixings and remove the oil transfer pipe. Remove and discard the two O-ring seals.
    1. Oil transfer pipe

    2. Oil pick up pipe

    3. Fixings

  2. Release and discard the remaining fixing and remove the oil pick-up. Remove and discard the O-ring seal.
    1. Oil pick up pipe

    2. Fixing

  3. Using a suitable punch, carefully tap the raised ring on the coolant pipe to detach it from the water pump.
    1. Coolant pipe

    2. Raised ring

    3. Water pump

  4. Remove and discard the two inner O-rings and remove the coolant pipe from the crankcase.
    1. O-rings

    2. Coolant pipe

  5. Remove and discard the four remaining O-rings from the coolant pipe.
    1. O-rings

    2. Coolant pipe

  6. Remove and discard the bolt securing the coolant inlet elbow to the crankcase and withdraw the elbow. Remove and discard the O-ring from the elbow.
    1. Coolant inlet elbow

    2. Fixing

  7. Release the fixings securing the drive chain guide to the crankcase and remove the guide.
    1. Oil pump drive chain guide

    2. Fixings

  8. Slide the oil pump drive sprocket gently backwards and forwards to dislodge the inner needle roller bearing.
    1. Oil pump drive sprocket

    2. Needle roller bearing

  9. Carefully remove the bearing while supporting the oil pump drive sprocket.
    1. Needle roller bearing

    2. Oil pump drive sprocket

  10. Release the fixings securing the drive chain cover to the oil pump. Remove the drive chain cover.
    1. Oil pump

    2. Fixings

    3. Drive chain cover

  11. Using a suitable tool, slide the dowel upwards to release the oil pump from the crankcase. It is not necessary to remove the dowel completely from the oil pump.
    1. Oil pump

    2. Dowel

  12. Detach the drive chain from the oil pump.
    1. Oil pump

    2. Drive chain

  13. Carefully withdraw the oil pump from the crankcase.
  14. Remove and discard the O-ring from the inlet sleeve on the water pump body.

Oil Pump - Disassembly

  1. Release the fixing and remove the drive sprocket and spacer washer.
    1. Oil pump

    2. Spacer washer

    3. Drive sprocket

    4. Fixing

  2. Release the three fixings and withdraw the oil pump cover.
    1. Oil pump cover

    2. Fixings

Oil Pump - Inspection

caution

If any part of the oil pump is found to be outside the service limit, the complete pump must be replaced. Severe engine damage may result from the continued use of a faulty oil pump.

Rotor Tip Clearance

  1. Measure the rotor tip clearance using feeler gauges.
  2. For specifications refer toLubrication.
  3. Rotor Tip Clearance

Pump Body Clearance

  1. Measure the pump body clearance using feeler gauges.
  2. For specifications refer toLubrication.
  3. Pump Body Clearance

Pump End Clearance

  1. Check the pump end clearance, using Plastigauge (Triumph part number 3880150-T0301) as follows:
    1. Outer rotor

    2. Plastigauge

    1. Outer rotor

    2. Plastigauge

    3. Gauge, in millimetres

  2. For specifications refer toLubrication.

Oil Pump - Assembly

  1. If all clearances are within service limits, liberally apply clean engine oil to all internal components and refit the oil pump cover. Refit the fixings and tighten to 12 Nm.
  2. If any clearance measured is outside the service limits, renew the complete pump.
  3. Inspect the sprockets and chain for wear and/or damage. Replace the sprockets and chain if wear and/or damage is found.
  4. Check the water pump shaft and shaft bearings for side and end float. Renew if necessary.
  5. Check for corrosion and scale build-up around the impeller and in the pump body. Renew if necessary.
  6. Check the oil pump location dowel for damage. Renew if necessary.
  7. Refit the spacer washer and drive sprocket. Ensure that the OUT mark is facing outwards. Apply ThreeBond 1374 to the threads and tighten to 12 Nm.
    1. Oil pump

    2. Spacer washer

    3. Drive sprocket

    4. Fixing

    5. OUT mark

Oil Pump - Installation

caution

Before fitting the oil pump to the crankcase ensure the pump internal surfaces have been wetted with clean engine oil. The pump may fail to pick-up oil from the sump if the surfaces have not been wetted. This will cause the engine to run without engine oil pressure and will lead to severe engine damage.

  1. Install a new O-ring to the inlet sleeve on the water pump body.
  2. Fill the oil pump with new engine oil, turning the pump rotor as the oil is poured in to ensure all surfaces are coated with oil.
  3. Position the oil pump to the crankcase and insert the water pump inlet sleeve into the opening in the crankcase.
  4. Fit the oil pump to the crankcase, ensuring the oil pump dowel correctly locates into the bolt hole in the crankcase.
  5. caution

    Do not use excessive force to insert the dowel into the crankcase. Severe dowel or crankcase damage may result from the use of excessive force.

  6. Using a suitable pin punch, gently tap the dowel downwards into the crankcase until it seats.
  7. Feed the drive chain over the transmission input shaft and fit to the sprocket.
  8. Fit the drive chain to the sprocket on the oil pump.
  9. Support the oil pump drive sprocket and carefully refit the needle roller bearing.
    1. Needle roller bearing

    2. Oil pump drive sprocket

  10. Refit the oil pump drive chain cover to the oil pump and fit new fixings. Tighten the fixings to 12 Nm.
    1. Oil pump

    2. Fixings

    3. Drive chain cover

  11. Refit the oil pump drive chain guide. Install new fixings and tighten to 10 Nm.
  12. Install a new O-ring to the coolant inlet elbow and position the elbow to the water pump inlet. Fit a new bolt and tighten to 12 Nm.
    1. Coolant inlet elbow

    2. Fixing

  13. Install four new O-rings to the coolant outlet pipe as shown in the illustration below.
    1. O-rings

    2. Coolant pipe

  14. Position the coolant pipe through the crankcase and fit two new O-rings to the pipe.
    1. O-rings

    2. Coolant pipe

  15. Align the pipe to the water pump and using a suitable punch, carefully tap the raised ring on the pipe to engage it fully into the water pump.
    1. Coolant pipe

    2. Raised ring

    3. Water pump

  16. Install a new O-ring to the oil pick-up and refit the oil pick-up. Fit new bolts and tighten to 12 Nm.
  17. Install two new O-rings to the oil transfer pipe and refit the oil transfer pipe. Fit new bolts and tighten to 10 Nm.

Perform the following operations:

Heat Exchanger - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

warning

If the engine has recently been running, the engine oil will be hot to the touch. Contact with the hot oils may cause damage to exposed skin. To avoid skin damage, do not touch hot oil.

warning

Prolonged or repeated contact with engine oil can lead to skin dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contamination which can cause cancer. Wear suitable clothing and avoid skin contact.

The engine oil and filter must be replaced in accordance with scheduled maintenance requirements.

note

  • Prior to disassembly of the coolant hose, note the orientation and position of the hose clip to help ensure that it is returned to the same position and orientation on assembly.

Perform the following operations:

  1. Disconnect the coolant hose from the heat exchanger.
  2. Release the fixings and remove the heat exchanger.
    1. Heat exchanger

    2. Fixings

    3. Coolant hose clip

Heat Exchanger - Inspection

  1. Check the heat exchanger body for corrosion and/or damage.

Heat Exchanger - Installation

  1. Fit a new seal for the heat exchanger to the lower crankcase.
    1. seal

    2. Lower crankcase

  2. Fit the heat exchanger to the crankcase and tighten its fixings to 10 Nm.
  3. Fit the coolant hose to the heat exchanger and secure with the coolant hose clip.
    1. Heat exchanger

    2. Fixings

    3. Coolant hose clip

Perform the following operations:

Low Oil Pressure Warning Light Switch - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

The low oil pressure warning light switch is located in the upper crankcase, behind the cylinder head.

Perform the following operations:

  1. Disconnect the electrical connection to the switch.
  2. Remove the switch and collect the copper washer.
    1. Low oil pressure warning light switch

    2. Electrical connection

Low Oil Pressure Warning Light Switch - Installation

  1. Incorporating a new copper washer, fit the switch and tighten to 13 Nm.
  2. Refit the electrical connection.

Perform the following operations:

Engine Remove and Install

Engine - Removal

warning

Before starting work, ensure the motorcycle is stabilised and adequately supported. This will help prevent it from falling and causing injury to the operator or damage to the motorcycle.

Perform the following operations:

    caution

    To prevent chain damage, do not allow the chain to come into contact with dirt, road grit etc.

  1. If required, drain the engine oil (see Oil and Oil Filter Change).
  2. Set the drive chain adjustment to allow maximum free play in the chain (see Final Drive Chain Free-Movement Adjustment).
  3. Disconnect the gear position sensor from the main harness.
  4. Release the pinch bolt and remove the gear change linkage from the gearbox shaft.
    1. Pinch bolt

    2. Gear pedal crank

    3. Gear position sensor connector

  5. Release the fixings and detach the two harness brackets from the engine breather cover.
  6. Ease the rubber boot from the battery ground cable, Release the fixing and detach the ground cables from the frame.
    1. Harness brackets

    2. Fixings

    3. Rubber boot

    4. Ground cable fixing

    note

    • Note the routing of the crankshaft position sensor harness for installation.
  7. Disconnect the crankshaft position sensor from the main harness.
    1. Crankshaft position sensor connector

    note

    • Note the routing of the alternator harness for installation.
  8. Disconnect the grey connector from the regulator/rectifier. Route the harness back to the top of the engine.
    1. Grey connector

    2. Regulator/rectifier

  9. Disconnect all the remaining electrical connections from the main harness to the engine.
  10. Disconnect the clutch cable from the clutch (see Clutch Cable - Removal).
  11. Place a support beneath the engine and ensure that the frame is still adequately and securely supported.
  12. note

    • Note the position of the spacer installed to the lower gearbox bolt, left hand side of the engine.
  13. Remove the cover for the gearbox upper mounting on the left hand side of the frame.
    1. Cover

    2. Gearbox upper mounting

  14. Release the nuts securing the gearbox mounting bolts and remove the two bolts. Collect the washers and collect the spacer from the lower bolt.
    1. Nut

    2. Washer

    3. Spacer

  15. Release the nut securing the left hand front engine mounting bolt and remove the bolt.
  16. Remove the left hand centre engine mounting bolt.
  17. note

    • The frame is fitted with four frame adjuster sleeves, located on the left hand side of the frame, as shown below.
    1. Front frame adjuster position

    2. Centre frame adjuster position

    3. Rear upper frame adjuster position

    4. Rear lower frame adjuster position

  18. Using T3880103 - Engine Mounting Adjuster, loosen the rear upper frame adjuster sleeve.
  19. Using T3880181 - Wrench Frame Adjuster, loosen the rear lower frame adjuster sleeve.
    1. T3880103 - Engine Mounting Adjuster

    2. Rear upper frame adjuster

    3. T3880181 - Wrench Frame Adjuster

    4. Rear lower frame adjuster

  20. Using T3880103 - Engine Mounting Adjuster, loosen the centre and front frame adjuster sleeves.
    1. T3880103 - Engine Mounting Adjuster

    2. Front frame adjuster

    3. Centre frame adjuster

  21. Remove the two remaining (right hand) engine mounting bolts and lower the engine sufficiently to allow the drive chain to be detached from the output sprocket.
  22. Remove the engine from the frame.

caution

To prevent damage to components, lower the engine very carefully.

Engine - Installation

  1. Position the engine beneath the frame.
  2. Raise the engine, looping the drive chain over the output sprocket as it is raised.
  3. caution

    Unless the following engine mounting bolt installation/tightening sequence is precisely followed, severe frame damage can occur.

  4. Align the engine to the frame.
  5. Lubricate the threads of the mounting bolts for the cylinder head rear mountings only with a smear of proprietary high temperature copper based grease.
  6. Fit the right hand centre engine mounting bolt (located at the rear of the cylinder head) ensuring the engine is still adequately and securely supported. Do not tighten the bolt at this stage.
  7. note

    • The frame is fitted with four frame adjuster sleeves, located on the left hand side of the frame, as shown below.
    1. Front frame adjuster position

    2. Centre frame adjuster position

    3. Rear upper frame adjuster position

    4. Rear lower frame adjuster position

  8. Align the left hand centre engine mounting and using T3880103 - Engine Mounting Adjuster, tighten the frame adjuster to 3 Nm.
    1. T3880103 - Engine Mounting Adjuster

    2. Centre frame adjuster

  9. Fit the left hand centre engine mounting bolt but do not fully tighten at this stage.
  10. Insert the lower and upper rear (gearbox) bolts from the right hand side, ensuring the spacer is installed as noted during removal.
    1. Nut

    2. Washer

    3. Spacer

  11. Using T3880103 - Engine Mounting Adjuster, tighten the rear upper frame adjuster sleeve to 10 Nm.
  12. Using T3880181 - Wrench Frame Adjuster, tighten the rear lower frame adjuster sleeve to 10 Nm.
    1. T3880103 - Engine Mounting Adjuster

    2. Rear upper frame adjuster

    3. T3880181 - Wrench Frame Adjuster

    4. Rear lower frame adjuster

  13. Fit the right hand front engine mounting bolt (located at the front of the cylinder head), fit a new nut and tighten the bolt to 48 Nm.
  14. Tighten the right hand centre engine mounting bolt to 48 Nm.
  15. Tighten the left hand centre engine mounting bolt to 48 Nm.
  16. Fit the washer and a new nut to the lower rear (gearbox) bolt and tighten the bolt to 48 Nm.
  17. Using T3880103 - Engine Mounting Adjuster, tighten the front frame adjuster to 3 Nm.
    1. T3880103 - Engine Mounting Adjuster

    2. Front frame adjuster

  18. Fit the washer and a new nut to the upper rear (gearbox) bolt and tighten the bolt to 48 Nm.
  19. Fit the left hand front engine mounting bolt and fit a new nut. Tighten the bolt to 48 Nm.
  20. Remove the support from beneath the engine.
  21. Refit the cover to the gearbox upper mounting on the left hand side of the frame.
    1. Cover

    2. Gearbox upper mounting

  22. Connect the clutch cable to the clutch (see Clutch Cable - Installation).
  23. Connect the crankshaft position sensor to the main harness.
    1. Crankshaft position sensor connector

  24. Route the alternator harness as noted for removal and connect it to the regulator/rectifier.
    1. Grey connector

    2. Regulator/rectifier

  25. Attach the ground cables to the engine and tighten the fixing to 10 Nm. Refit the rubber boot over the ground cables.
  26. Attach the two harness brackets to the engine breather cover and tighten the fixings to 9 Nm.
    1. Harness brackets

    2. Fixings

    3. Rubber boot

    4. Ground cable fixing

  27. Connect the gear position sensor to the main harness.
  28. Reconnect all electrical connections to the engine.
  29. Align the split line on the gear pedal crank to the dot mark on gear change shaft. Tighten the pinch bolt to 9 Nm.
    1. Dot mark

    2. Split line

    3. Pinch bolt

  30. Set the drive chain adjustment (see Final Drive Chain Free-Movement Adjustment).
  31. Route the side stand switch down to the side stand as noted for removal.
  32. If drained, refill the engine oil (see Oil and Oil Filter Change).

Perform the following operations:

Fuel System and Engine Management

Exploded Views

Exploded View – Fuel Tank and Fuel Pump

Exploded View – Fuel Rail, Throttles and Injectors

Exploded View - Airbox

Exploded View - Exhaust System

Exploded View - Secondary Air Injection

Exploded View – Evaporative System

Exploded View - Immobiliser Control Module

Engine Management

Fuel Requirements

Fuel Requirements - all countries except USA

This model must be run on 91 RON or higher unleaded fuel.

Fuel Requirements - USA

In the United States of America where the octane rating of fuel is measured in a different way, the following information may be applied:

This model is designed to run on unleaded gasoline with a CLC or AKI octane rating (R+M)/2 of 87 or higher.

note

  • If 'Knocking' or 'Pinking' occurs at a steady engine speed under normal load, use a different brand of gasoline or a higher octane rating.

caution

The use of leaded gasoline is illegal in some countries, states or territories and will invalidate the vehicle and emissions control warranties. Additionally, leaded gasoline will cause damage to emissions control components.

Oxygenated Gasoline

To help in meeting clean air standards, some areas of the U.S. use oxygenated gasoline to help reduce harmful emissions. This model will give best performance when using unleaded gasoline. However, the following should be used as a guide to the use of oxygenated fuels.

caution

Because of the generally higher volatility of oxygenated fuels, starting, engine response and fuel consumption may be adversely affected by their use. Should any of these difficulties be experienced, run the motorcycle on normal unleaded gasoline.

Ethanol

Ethanol fuel is a mixture of 10% ethanol and 90% gasoline and is often described under the names 'gasohol', 'ethanol enhanced', or 'contains ethanol'. This fuel may be used in Triumph motorcycles.

Methanol

caution

Fuels containing methanol should not be used in Triumph motorcycles as damage to components in the fuel system can be caused by contact with methanol.

MTBE (Methyl Tertiary Butyl Ether)

The use of gasolines containing up to 15% MTBE (Methyl Tertiary Butyl Ether) is permitted in Triumph motorcycles.

Glossary of Terms

The following terms and abbreviations will be found in this section. A brief explanation is given below of what some of the more common terms and abbreviations mean.

Air temperature

The air temperature in the airbox and intake system.

Air temperature sensor

A sensor located in the airbox to detect the temperature of the incoming air.

ATDC

After Top Dead Centre (TDC).

Ambient air pressure

Pressure of the air in the airbox.

Battery Voltage

The voltage at the input to the Engine Electronic Control Module (ECM).

BTDC

Before Top Dead Centre (TDC).

Catalytic converter

A device placed in the exhaust system which reduces exhaust emissions by stimulating secondary combustion of the exhaust gases.

Closed throttle position

Throttle position at idle (i.e. against end stop), measured as a voltage and expressed as a percentage.

Coolant temperature

The coolant temperature in the cylinder head.

Coolant temperature sensor

Sensor which detects coolant temperature.

Cooling fan status

The ON or OFF condition of the cooling fan.

DTC

Diagnostic Trouble Code.

Engine ECM

Engine Electronic Control Module

Engine speed

The crankshaft revolutions per minute.

Fall detection

The fall detection switch will detect if the motorcycle is on its side and will cut power to the engine ECM immediately.

Freeze frame

A data set captured at the time a Diagnostic Trouble Code (DTC) is set.

Gear position sensor

Gearbox mounted sensor which delivers information to the engine ECM. This is converted to the gear position value that is displayed on the instrument’s gear position indicator and/or neutral lamp.

Idle fuel trim

The percentage above or below the nominal fuel requirement for the volume of air entering at idle.

Idle fueling

Adjustment of fueling at idle to suit the actual air inducted.

Idle reference speed

The target idle speed as determined by the engine ECM. (It should be the same as the actual idle speed if the motorcycle is operating correctly.)

Ignition advance

The timing of ignition at the spark plug relative to top dead centre (TDC).

Ignition switch position

The ON or OFF position of either or both the ignition switch and the engine stop switch.

Ignition timing

Same as ignition advance.

Immobiliser and Tyre Pressure Monitoring System (TPMS) control module

The control module for the Immobiliser and TPMS system.

Injector pulse time

The time during which an injector remains open (i.e. delivering fuel).

Long term fuel trim

Fuelling after adapting to the engine's long term fuelling requirements (closed loop only). See also short term fuel trim.

MAP sensor

Manifold Absolute Pressure (the air pressure in the intake system). Measured after the throttle valves. This reading is compared to the ambient air pressure reading to allow the engine ECM to calculate engine load.

MIL

Malfunction Indicator Lamp.

Illuminates when most Diagnostic Trouble Codes (DTCs) are set.

Open circuit

A break in an electrical circuit - current cannot flow.

Over temperature

High temperature within the Engine Control Module (ECM) caused by an internal or external failure.

Oxygen Sensor

The Oxygen sensor measures the oxygen levels in the exhaust gases and feeds this information to the ECM. Based on this information, adjustments to air/fuel ratio are made.

Primary throttle position sensor

Sensor for the primary (lower) throttle position.

Throttle actuator motor

Motor used to open/close the throttle.

Twist grip position sensor

The twist grip position sensor is used to relay twist grip position information to the engine ECM. The engine ECM uses this information to drive the throttle actuator motor to the correct position.

Purge valve duty cycle

The time the purge valve is open in an open/close cycle, expressed as a percentage of the cycle time.

Road speed sensor

Non ABS models use a gearbox mounted sensor which delivers information to the engine ECM that is converted to the road speed value that is displayed on the speedometer.

ABS models use the rear wheel speed sensor to supply road speed data to the engine ECM.

Secondary air injection

A small amount of air injected into the exhaust port to reduce the levels of pollutants in the exhaust gases.

Sensor supply Voltage

Supply voltage to the system sensors (nominally 5 Volts).

Short circuit

A 'short cut' in an electrical circuit - current by-passes the intended circuit (usually to earth).

Short term fuel trim

A correction applied to the fuel mixture during closed loop catalyst operation. This, in turn has an effect on the long term fuel trim in that, if an engine constantly requires mixture correction, the long term fuel trim will adapt to this requirement thus reducing the need for constant short term adjustment.

Side stand status

The up or down position of the side stand.

Target dwell time

The actual time from coil on to coil off.

Throttle position

The position of the throttle butterfly given as a percentage of the movement range. When the data is displayed on the tool, fully open need not be 100% nor fully closed 0%.

Throttle Voltage

Voltage at the throttle potentiometer.

TDC

Top Dead Centre.

TPMS

Tyre Pressure Monitoring System.

Transponder

A transmitter-responder chip located in the ignition key. The transponder is activated by a radio signal sent out by the immobiliser and TPMS control module, via an antenna located around the ignition switch. If the immobiliser and TPMS control module does not receive the correct code signal from the transponder, the immobiliser will remain active and the engine will not start.

Engine Management System

System Description

This model is fitted with an electronic engine management system which encompasses control of both ignition and fuel delivery. The engine electronic control module (ECM) draws information from sensors positioned around the engine, cooling and air intake systems and precisely calculates ignition advance and fueling requirements for all engine speeds and loads.

In addition, the system has an on-board diagnostic function. For additional information, see System Diagnostics.

System Sensors

Sensor Locations

Actuators

System Actuators

In response to signals received from the sensors, the engine ECM controls and directs messages to a series of electronic and electro-mechanical actuators. The function and location of the actuators is given below.

note

  • In this system, the starter lockout system (clutch switch, gear position sensor, side stand switch) all operate through the engine ECM.

Actuator Locations

Immobiliser System

System Description

This model is fitted with an electronic immobiliser system to help protect it against theft. This system has to be paired with the engine ECM and the ignition key which contains a transponder chip. If all the components are correctly paired, the immobiliser will allow the engine to start. The Triumph diagnostic tool is the only way these components can be paired.

In addition, the system has an on-board diagnostic function. This ensures that, should a malfunction occur in the immobiliser system, a malfunction code is stored in the chassis ECM memory. This stored data can then be recovered using the Triumph diagnostic tool (see System Diagnostics).

System Components and Operation
Keys

When the motorcycle is delivered from the factory it is supplied with two keys. Keys can be deleted or added to the immobiliser system using the Triumph diagnostic tool. A maximum of four keys can be added to the system.

To ensure the immobiliser system functions correctly note the following:

Diagnostics

To fully diagnose the immobiliser system it is necessary to check for fault codes in the immobiliser control module using the Triumph diagnostic tool (see System Diagnostics).

Further Diagnosis

The diagnostic trouble code tables, if used correctly, help to pinpoint a fault in the system once a diagnostic trouble code has been stored (see System Diagnostics).

Immobiliser System Components Location

Engine Management Circuit Tables

Key to Circuit Diagram

Key

Item Description

1

Engine Electronic Control Module

2

Diagnostic Connector

3

Bluetooth Module

4

Instruments

5

ABS Module

6

Immobiliser

7

Clutch Switch

8

Side Stand Switch

9

Ignition Switch

10

Fuel Level Sender

11

Gear Position Sensor

12

Fall Detection Switch

13

Ambient Pressure Sensor

14

Manifold Absolute Pressure (MAP) Sensor

15

Intake Air Temperature Sensor

16

Quickshifter

17

Twist Grip Position Sensor

18

Throttle Position Sensor

19

Throttle Actuator Motor

20

Fuel Pump Relay

21

Fuel Pump

22

Cooling Fan Relay

23

Cooling Fan

24

Brake Lamp

25

Front Brake Switch

26

Rear Brake Switch

27

Ignition Coil 3

28

Ignition Coil 2

29

Ignition Coil 1

30

Oxygen Sensor

31

Secondary Air Injection Solenoid

32

Fuel Injector 3

33

Fuel Injector 2

34

Fuel Injector 1

35

Purge Valve

36

Engine Management System Relay

37

Fuse Box

38

Crankshaft Position Sensor

39

Coolant Temperature Sensor

40

Engine Sub-harness

41

Ignition Switch

Key To Wiring Colour Codes

Code

Wiring Colour

B

Black

U

Blue

N

Brown

G

Green

S

Slate/Grey

O

Orange

K

Pink

R

Red

P

Purple

W

White

Y

Yellow

LG

Light Green

LU

Light Blue

Engine Management Circuit Diagram

Engine Management Adaption

General Information

The engine management system fitted to this model is adaptive. This means that the system is able to learn about new or changing operating conditions and continuously adapt itself without needing to constantly make major adjustments from a fixed baseline setting.

Adaptive changes can become necessary because of changing rider behaviour, changes in the region in which the bike is operated (i.e. operation at high altitude where it was previously used at sea level) or because a new part may have been fitted which has slightly different characteristics to the old part. All adaptive changes are automatic and require no intervention by rider or dealer.

Adaption Status

To see if a motorcycle has fully adapted, a facility named 'ADAPTION STATUS' is provided on the diagnostic tool. The following adaption details can be examined:

Function Examined

Report Method

Closed throttle position reference status

Adapted/not adapted

Idle speed control adaption status

%

Oxygen sensor adaption status (off idle)

%

Oxygen sensor adaption range (off idle)

%

Oxygen sensor adaption status (idle)

%

Oxygen sensor adaption range (idle)

%

Terminology

Where the term 'status' is used, this indicates how far the present operating parameter is from the stored (baseline) value. The nearer these figures are to zero the better as it indicates the motorcycle has adapted to its current operating conditions.

The term 'range' indicates how much (in percentage terms) of the adjustment range has been used to reach the current operating status.

Typical Values

In a correctly adapted motorcycle, the following will be typical:

Function Examined

Read Out

Closed throttle position reference status

Adapted

Idle speed control adaption status

Between +100 and -100%

Oxygen sensor adaption status (off idle)

0% +/- 10%

Oxygen sensor adaption range (off idle)

Between +100 and -100%

Oxygen sensor adaption status (idle)

0% +/- 10%

Oxygen sensor adaption range (idle)

Between +100 and -100%

Forcing Adaption to Take Place

If the read out indicates that the motorcycle is not adapted, the following will force the system to make adaptions:

warning

Never start the engine or let it run for any length of time in a closed area. The exhaust fumes are poisonous and may cause loss of consciousness and death within a short time. Always operate the motorcycle in the open-air or in an area with adequate ventilation.

note

  • Resetting adaptions with the motorcycle connected to an exhaust extraction system may cause incorrect values to be set, causing poor engine running. Always reset the adaptions with the engine disconnected from any exhaust extraction system whilst ensuring the motorcycle is positioned in a well ventilated area.
  1. Ensure the engine is cold.
  2. WITHOUT TOUCHING THE THROTTLE, start the engine and allow it to warm up until the cooling fan comes on.
  3. Leave the engine to idle for a further 12 minutes.

note

  • As an alternative to the above process, connect the diagnostic tool, select ADJUST TUNE (see the Triumph Diagnostic Tool User Guide) and select RESET ADAPTIONS. This will force a fast adaption routine to take place in around five seconds. For this to happen, the engine MUST be running, it must be at normal operating temperature and in closed loop control mode. Under any other conditions fast adaption will not take place and may cause default values to be loaded, which may then require a normal 12 minute adaption routine to be run.
Fault Indications

If 'range' figures at 100% are seen, then the adjustment has reached maximum indicating a mechanical fault exists on the motorcycle. This can be due to a number of faults but the most likely causes will be low/high fuel pressure, faulty injectors or air leaks at the throttle bodies or airbox.

In these circumstances, locate and rectify the fault, and reset the adaptions as described above.

Diagnostics and Testing

Electrical Connectors

Before beginning any diagnosis, the following connector related information should be noted:

note

  • A major cause of hidden electrical faults can be traced to faulty electrical connectors. For example:
  • Dirty/corroded terminals
  • Damp terminals

For example, the engine electronic control module (engine ECM) relies on the supply of accurate information to enable it to plan the correct fuelling and ignition timing. One dirty terminal will cause an excessive voltage drop resulting in an incorrect signal to the engine ECM.

If, when carrying out fault diagnosis, a fault appears to clear by simply disconnecting and reconnecting an electrical plug, examine each disconnected plug for the following.

When Disconnecting a Connector:
When Inspecting a Connector:
When Connecting a Connector:
Disconnection of the Engine ECM Connectors

caution

When disconnecting a connector, never pull directly on the wires as this may result in cable and connector damage.

caution

Never disconnect an ECM when the ignition switch is in the ON position as this may cause multiple fault codes to be logged in the ECM memory.

Always disconnect an ECM after disconnecting the battery negative (black) lead first.

  1. Turn the ignition to the OFF position and wait at least 1 minute for the engine ECM to complete its power down sequence.
  2. Detach the engine ECM and its bracket and the airbox (see Engine Electrical Control Module (ECM) - Removal).

note

  • Two different sized connectors are used in the engine ECM, which ensures correct connection is always made. The connectors are coloured black and correspond with identical connectors on the main harness.
  1. Press down on the locking device and gently pull back on the connector to release it from the engine ECM.
    1. Locking device

    2. Locking lever

Reconnection of the engine ECM Connectors

caution

Damage to the connector pins may result if an attempt to fit the connectors incorrectly is made.

  1. Fit the connector into its socket. When the locking lever starts to move, stop pushing the connector and use the locking lever to fully insert the connector home and lock it.
    1. Connector B (large)

    2. Connector A (small)

  1. Refit the engine ECM and its bracket to the frame under the seat (see Engine Electronic Control Module (ECM) - Installation).

System Diagnostics

The engine management system has an on-board diagnostics feature which allows service technicians to retrieve stored data from the ECM using Triumph diagnostic software. Full details of the Triumph diagnostic software operation and how to interpret the results are given in the Triumph Diagnostic Tool User Guide.

The software allows the user to retrieve data associated with the system sensors and actuators, test various component functions, read build data and make minor adjustments to the set-up of the system. The data and tests available are described on the following pages.

On-board Fault Detection System

The on-board diagnostic system has two stages to fault detection. When a fault is detected, the DSM (Diagnostic Status Manager) raises a flag to indicate that a fault is present and increments a counter. The counter checks the number of instances that the fault is noted. For example, if there is a fault in the crankshaft position sensor, the counter will increment its count each time the crankshaft turns through 360°, provided the fault is still present.

When the count begins, the fault is detected but not confirmed. If the fault continues to be detected and the count reaches a predetermined threshold, the fault becomes confirmed. If the fault is an emissions related fault or a serious malfunction affecting engine performance, a DTC (Diagnostic Trouble Code) and freeze-frame data will be logged in the ECM's memory and the MIL (Malfunction Indicator Lamp) on the motorcycle instrument panel is illuminated. Once a fault is confirmed, the number of warm-up cycles made by the engine is counted. If the fault clears, the warm-up cycle counter will extinguish the MIL (Malfunction Indicator Lamp) at a predetermined count, and erase the DTC and freeze-frame data from the ECM memory at another (higher) count.

A single warm-up cycle is deemed to have taken place when the following criteria have been met:

note

  • When a fault has been rectified, the MIL will remain illuminated until sufficient non-fault warm-up cycles have taken place to turn it off. The MIL will be immediately extinguished if, after first rectifying the fault, the DTC (diagnostic trouble code) that caused the MIL illumination is erased from the ECM memory using the Triumph diagnostic software.

note

  • In some cases, when a fault is detected, the engine management system will revert to a limp-home mode. In this mode, the engine will still function though the performance and fuel economy may be marginally affected. In some cases, the rider may not notice any appreciable difference from normal operation.

ECM Connector Pin Numbering

The above illustration shows the pin numbering system used in the engine management circuit diagram.

The smaller connector's pins are prefixed A and the larger connector pins B. As viewed on the mating face with the ECM (as per the illustration), pins are numbered from right to left with number one in the top right corner.

Tool Connection

Diagnostic Tool Connection
  1. To connect the Triumph diagnostic interface to the motorcycle, remove the seat (see Seat - Removal) and release the diagnostic connector from its location on the airbox.
    1. Diagnostic connector

  2. Plug the Triumph diagnostic interface directly into the diagnostic connector.
  3. T3880057 - Triumph Diagnostic Interface

  4. When the diagnostic session is completed, disconnect the Triumph diagnostic interface.
  5. Refit the diagnostic connector to its location and refit the seat (see Seat - Installation).

Triumph Diagnostic software

Described on the following pages is the range of information which can be retrieved from the ECM’s memory and the adjustments which can be performed using the Triumph diagnostic software.

The tables indicate which tests are performed by the on-board system and what information can be retrieved by the Triumph diagnostic software.

note

  • Full details of how to operate the software can be found in the Triumph Diagnostic Tool User Guide, which can be downloaded by authorised Triumph dealers from www.triumphonline.net.
Build Data

The Build Data screen will display the following information:

Current Data

The data available under Current Data is:

Function Examined

Result Reported (Scale)

Fuel system status

open or closed loop operation

Calculated load value

%

Engine coolant temperature

°C

Short term fuel trim

%

Intake manifold absolute pressure

mmHg

Engine speed

rpm

Vehicle speed

km/h

Ignition timing advance

degrees

Intake air temperature

°C

Absolute throttle position

%

Oxygen sensor

Volts

Sensor Data

When using this function it is possible to check the status of various sensors and actuators.

The data sets are divided into seven groups - Sensor Voltages; Sensor Readings; Injector Data; Ignition Data; Idle Speed, Throttle Data and Inputs and Adaption Status. Each of these screens is described on the following pages.

Sensor Voltages

The data available under Sensor Voltages is:

Item Checked

Result Unit

Battery voltage

Volts

Voltage from ignition switch to ECU

Volts

Air temperature sensor voltage

Volts

Coolant temperature sensor voltage

Volts

Atmospheric pressure sensor voltage

Volts

Manifold absolute pressure sensor voltage

Volts

Throttle position sensor voltage

Volts

Twist grip sensor voltage

Volts

Fuel level sensor voltage

Volts

Oxygen sensor output voltage

Volts

Sensor Readings

The data available under Sensor Readings is:

Item Checked

Result Unit

Air temperature

°C

Coolant temperature

°C

Atmospheric (barometric) pressure

mmHg

Manifold absolute pressure (one reading per cylinder)

mmHg

Low fuel light

on/off

Oxygen sensor heater status

on/off

Injector Data

The data available under Injector Data is:

Item Checked

Result Unit

Injector 1 pulse time

milliseconds

Injector 2 pulse time

milliseconds

Injector 3 pulse time

milliseconds

Ignition Data

The data available under Ignition Data is:

Item Checked

Result Unit

Ignition timing cyl 1

degrees BTDC

Ignition timing cyl 2

degrees BTDC

Ignition timing cyl 3

degrees BTDC

Coil 1 dwell time

milliseconds

Coil 2 dwell time

milliseconds

Coil 3 dwell time

milliseconds

Idle Speed and Throttle Data

The data available under Idle Speed and Throttle Data is:

Item Checked

Result Unit

Engine speed

rpm

Idle reference speed

rpm

Idle speed control current steps

numeric

Idle speed control target steps

numeric

Throttle position

% open

Secondary air injection status

SAI on/off

Inputs

The data available under Inputs is:

Function Examined

Result Unit

EMS main relay status

relay on/off

Fuel pump relay status

on/off

Starter relay status

starter on/off

Starter switch status

switch on/off

Side stand status

up/down

Fall detection status

normal/over

Clutch switch status

release/grip

Neutral switch

gear/neutral

Vehicle speed

km/h

Malfunction indicator light status

MIL on/off

Cooling fan status

fan on/off

Calculated load

%

Purge valve duty cycle

%

Adaption Status

Because the fuel system is adaptive, the engine management system is able to automatically adjust to new working conditions, such as changes in fuel quality, component wear, air leaks etc. This screen displays information on the adaption status of the vehicle which will show if it has adapted or not.

Function Examined

Report Method

Closed throttle position adapted

adapted/not adapted

Idle speed control adaption status

%

Oxygen sensor adaption range (off idle)

%

Oxygen sensor adaption range (idle)

%

Oxygen sensor adaption status (off idle)

%

Oxygen sensor adaption status (idle)

%

Function Tests

The system allows the diagnostic software to perform a series of function tests on various actuators in the engine management system. In some cases it is necessary to make a visual observation of a component and in others, if faults are present, DTCs will be logged.

The Function Tests available are:

Function Examined

Report Method

Instrument panel

Observe instrument panel, refer to service manual

Idle air control stepper motor

Observe throttle position/Stored fault code*

Purge valve

Listen for valve operation/Stored fault code*

Fuel pump - priming

Listen for fuel pump operation/Stored fault code*

Fuel pump - continuous operation

Fuel pressure test/Listen for fuel pump operation/Stored fault code*

Cooling fan control

Observe the cooling fan/Stored fault code*

Secondary air injection

Listen for valve operation/Stored fault code*

* If a fault is detected.

Adjust Tune

To reset the adaptions, see Engine Management Adaption.

Freeze Frame Data

Freeze frame data is stored at the time a DTC is recorded (confirmed) by the ECM. If multiple DTCs are recorded, the freeze frame data which is stored will relate to the first recorded DTC only.

By calling up freeze frame data associated with the first recorded DTC, the technician can check the engine condition at the time the fault occurred. The data available is:

Function Examined

Report Method

DTC

Diagnostic Trouble Code (DTC) number

Fuel system status

open or closed loop operation

Calculated load

%

Coolant temperature

°C

Short term fuel trim

%

Intake manifold absolute pressure

mmHg

Engine speed

rpm

Vehicle speed

km/h

Ignition advance

degrees

Intake air temperature

°C

Throttle position

%

Oxygen sensor output voltage

Volts

Oxygen sensor short term fuel trim

%

Engine Electronic Control Module - Diagnostic Trouble Codes

Diagnostic trouble codes (DTCs) are logged in the ECM memory when there is a confirmed fault in the system.

The codes are reported to the Triumph diagnostic software as a four digit code.

As mentioned earlier, when the system detects a fault, it begins to count the number of times the fault occurs before illuminating the MIL and storing a fault code.

Similarly, if a fault clears, the ECM also records this fact and will turn off the MIL when sufficient no fault warm-up cycles have taken place. Any fault codes will remain in the ECM memory until the required number of no fault warm-up cycles have taken place. The number of warm-up cycles required to extinguish the MIL will always be less than the number required to remove a DTC from the ECM memory. DTCs can be removed at any time using the Triumph diagnostic software.

The system will log the diagnostic trouble codes listed below/over:

Diagnostic Trouble Code (DTC)

Fault Description

Number of no-fault cycles before turning off MIL

Number of no-fault cycles before DTC is erased

MIL illuminated when fault is logged

Pinpoint test page number

P0030

Oxygen sensor 1 heater open circuit or short to ground

3

40

Yes

Oxygen Sensor Heater

P0032

Oxygen sensor 1 heater short circuit to battery Voltage

3

40

Yes

Oxygen Sensor Heater

P0105

Manifold absolute pressure sensor 1 open circuit or short circuit to 5 Volt sensor supply

3

40

Yes

Manifold Absolute Pressure (MAP) Sensor

P0107

Manifold absolute pressure sensor 1 short circuit to ground

3

40

Yes

Manifold Absolute Pressure (MAP) Sensor

P0110

Intake air temperature sensor open circuit or short circuit to 5 Volt sensor supply

3

40

Yes

Inlet Air Temperature Sensor

P0112

Intake air temperature sensor short circuit to ground

3

40

Yes

Inlet Air Temperature Sensor

P0115

Engine coolant temperature sensor open circuit or short circuit to 5 Volt sensor supply

3

40

Yes

Coolant Temperature Sensor

P0117

Engine coolant temperature sensor short circuit to ground

3

40

Yes

Coolant Temperature Sensor

P0120

Throttle position sensor 1 short circuit or open circuit

3

40

Yes

Throttle Position Sensor

P0122

Throttle position sensor 1 short circuit to ground or open circuit

3

40

Yes

Throttle Position Sensor

P0130

Oxygen sensor 1 open circuit or short circuit to battery Voltage

3

40

Yes

Oxygen Sensor

P0131

Oxygen sensor 1 short circuit to ground

3

40

Yes

Oxygen Sensor

P0201

Injector 1 circuit malfunction

3

40

Yes

Fuel Injectors

P0202

Injector 2 circuit malfunction

3

40

Yes

Fuel Injectors

P0203

Injector 3 circuit malfunction

3

40

Yes

Fuel Injectors

P0220

Throttle position sensor 2 short circuit to battery Voltage or open circuit

3

40

Yes

Throttle Position Sensor

P0222

Throttle position sensor 2 short circuit to ground

3

40

Yes

Throttle Position Sensor

P0335

Crankshaft sensor circuit malfunction

3

40

Yes

Crankshaft Sensor

P0351

Ignition coil 1 malfunction

3

40

Yes

Ignition Coils

P0352

Ignition coil 2 malfunction

3

40

Yes

Ignition Coils

P0353

Ignition coil 3 malfunction

3

40

Yes

Ignition Coils

P0412

Secondary air injection short circuit to ground or open circuit

3

40

Yes

Secondary Air Injection Valve

P044F

Secondary air injection short circuit to battery Voltage

3

40

Yes

Secondary Air Injection Valve

P0443

Purge valve short circuit to ground or open circuit

3

40

Yes

Purge Valve

P0459

Purge valve short circuit to battery Voltage

3

40

Yes

Purge Valve

P0460

Fuel level sensor circuit malfunction

0

40

No

Fuel Level Sensor Circuit

P0560

System voltage - battery circuit malfunction

3

40

Yes

System Voltage

P0571

Brake switch 1 malfunction

0

40

Yes

Brake Switches

P0603

EEPROM Error

0

40

No

EEPROM Error

P0606

ECM internal error

0

0

Yes

Engine ECM Internal Error

P0616

Starter relay short circuit to ground or open circuit

3

40

Yes

Starter Motor Relay

P0617

Starter relay short circuit to battery Voltage

3

40

Yes

Starter Motor Relay

P0914

Gear position sensor short circuit to ground or open circuit

3

40

Yes

Gear Position Sensor

P0917

Gear position sensor short circuit to 5 Volt sensor supply

3

40

Yes

Gear Position Sensor

P1105

Manifold absolute pressure sensor 1 pipe malfunction

3

40

Yes

Manifold Absolute Pressure (MAP) Sensor

P1135

Traction Control prevented due to ABS malfunction

3

40

Yes

Traction Control Prevented Due to ABS Malfunction

P1231

Fuel pump relay short circuit to ground or open circuit

3

40

Yes

Fuel Pump Relay

P1232

Fuel pump relay short circuit to battery Voltage

3

40

Yes

Fuel Pump Relay

P1508

Unmatched Immobiliser ECM

3

40

Flashing

Immobiliser and TPMS Control Module ID Incompatable

P1520

Unmatched ABS module

3

40

Flashing

ABS Modulator ID Incompatible

P1521

CAN fault - lost communication with ABS module or ABS system status error

3

40

Yes

ABS Modulator Communication

P1552

Cooling fan relay short circuit to ground or open circuit

3

40

Yes

Cooling Fan Relay

P1553

Cooling fan relay short circuit to battery Voltage or over temp

3

40

Yes

Cooling Fan Relay

P1571

Brake switch 2 malfunction

3

40

Yes

Brake Switches

P1576

Brake switch 1 correlation error with brake switch 2

3

40

Yes

Brake Switches

P1577

Brake switch 2 correlation error with brake switch 1

3

40

Yes

Brake Switches

P1604

ECM tamper detected - return to Triumph

0

0

Yes

Engine ECM Tamper Detected

P1605

ECM locked by the tune lock function

Only if tune lock is unlocked

Flashing

Tune Lock

P1607

ECM ride by wire internal error

3

40

Yes

Engine ECM Internal Error

P1608

ECM ride by wire internal error

3

40

Yes

Engine ECM Internal Error

P1614

Instrument ID incompatible

Only if Instrument ID Matching

Flashing

Instrument ID Incompatible

P1619

Headlamp relay short circuit to ground or open circuit

0

40

No

Headlight Relay

P1620

Headlamp relay short circuit to battery Voltage

0

40

No

Headlight Relay

P1631

Fall detection circuit short circuit to ground

3

40

Yes

Fall Detection Switch

P1632

Fall detection circuit short circuit to battery Voltage

3

40

Yes

Fall Detection Switch

P1650

CAN fault - lost communication with Immobiliser ECM

3

40

Yes

Immobiliser Control Module Communication

P1659

Ignition power supply malfunction

3

40

Yes

EMS Ignition Voltage Input Circuit

P1685

Main relay circuit malfunction

3

40

Yes

EMS Main Relay Circuit

P1690

CAN Fault

3

40

Yes

CAN Communication

P1695

CAN fault - lost communication with instrument panel

0

40

No

Instrument Communication (CAN)

P1698

5 Volt sensor supply malfunction

3

40

Yes

5 Volt Sensor Supply Circuit

P2100

Throttle actuator control motor open circuit

3

40

Yes

Throttle Actuator Motor

P2102

Throttle actuator control internal motor relay does not operate

3

40

Yes

Throttle Valve Drive Error

P2103

Throttle actuator control internal motor relay operates continually

3

40

Yes

Throttle Valve Drive Error

P2111

Throttle valve drive error (stuck open)

3

40

Yes

Throttle Valve Drive Error

P2119

Throttle valve drive error

3

40

Yes

Throttle Valve Drive Error

P2120

Twist grip position sensor 1 short circuit to ground or open circuit

3

40

Yes

Twist Grip Position 1

P2123

Twist grip position sensor 1 short circuit to battery Voltage

3

40

Yes

Twist Grip Position 1

P2125

Twist grip position sensor 2 short circuit to ground or open circuit

3

40

Yes

Twist Grip Position 2

P2128

Twist grip position sensor 2 short circuit to vBatt

3

40

Yes

Twist Grip Position 2

P2135

Throttle position sensor 1 correlation error with throttle position sensor 2

3

40

Yes

Throttle Position Sensor

P2138

Twist grip position sensor 1 correlation error with twist grip position 2

3

40

Yes

Twist Grip Position Sensor 1 Correlation Error with Twist Grip Position 2

P2226

Ambient air pressure sensor circuit open circuit or short circuit to 5 Volt sensor supply

3

40

Yes

Ambient Air Pressure Sensor

P2228

Ambient air pressure sensor circuit short circuit to ground

3

40

Yes

Ambient Air Pressure Sensor

Immobiliser Control Module Diagnostic Trouble Codes

Diagnostic trouble codes (DTCs) are logged in the immobiliser/TPMS control module memory when there is a confirmed fault in the system.

The codes are reported to the Triumph Diagnostic Tool as a four digit code.

The system will log the Diagnostic Trouble Codes listed below:

Diagnostic Trouble Code (DTC)

Fault Description

Warning Light/Information

L0001

Front wheel sensor unit battery alert

For low battery Voltage -lo bAtt visible in the instrument display screen. the TPMS symbol in the display screen will indicate which sensor has low battery Voltage.For zero battery Voltage - Only dashes will be visible in the instrument display screen, TPMS warning light ON and the TPMS symbol in the display screen will flash ON and OFF

L0002

Rear wheel sensor unit battery alert

L0003

Front wheel sensor unit fault alert

TPMS warning light ON and the TPMS symbol in the display screen will flash ON and OFF

L0004

Rear wheel sensor unit fault alert

L0005

Front wheel sensor unit loss of communication error

L0006

Rear wheel sensor unit loss of communication error

L0007

Immobiliser ECM fault

L0008

Invalid key: Key authentication unsuccessful

Alarm/Immobiliser light ON

Further Diagnosis

The tables that follow will, if used correctly, help to pinpoint a fault in the system once a diagnostic trouble code has been stored.

Pinpoint Tests - Fuel

Ambient Air Pressure Sensor

Fault Code

Possible cause

Action

P2228

Ambient air pressure sensor circuit short circuit to ground

View and note 'freeze-frame' data if available.

View and note 'sensor' data.

Ensure sensor connector is secure.

Disconnect the engine ECM and proceed to pinpoint test 1:

P2226

Ambient air pressure sensor circuit open circuit or short circuit to 5 Volt sensor supply

Pinpoint Tests

Test

Result

Action

1

Check cable and terminal integrity:

- ECM pin B18

- ECM pin B34

- ECM pin B41

- Sensor pin 1, 2, 3

OK

Disconnect barometric pressure sensor and proceed to test 2

Faulty

Rectify fault, proceed to test 4

2

Check cable for short circuit:

- ECM pin B41 to ECM pin B18

- ECM pin B41 to ECM pin B34

OK

Proceed to test 3

Short circuit

Locate and rectify wiring fault, proceed to test 4

3

Check cable for continuity:

- ECM pin B34 to sensor pin 3

- ECM pin B18 to sensor pin 1

- ECM pin B41 to sensor pin 2

OK

Renew barometric pressure sensor and proceed to test 4

Open circuit

Locate and rectify wiring fault, proceed to test 4

5

Reconnect harness, clear fault code and run engine.

OK

Action complete - quit test

Fault still present

Contact Triumph service

Circuit Diagram

Crankshaft Sensor

Fault Code

Possible cause

Action

P0335

Crankshaft sensor circuit malfunction

View and note diagnostic software freeze frame data if available

Ensure sensor is fitted correctly and connector is secure

Disconnect ECM and proceed to pinpoint test 1

Pinpoint Tests

Test

Result

Action

1

Check terminal and cable integrity:

- ECM pin A35

- ECM pin A36

OK

Disconnect sensor and proceed to

test 2

Faulty

Rectify fault, proceed to test 6

2

Check cable for short circuit:

- ECM pin A35 to ground

- ECM pin A36 to ground

OK

Proceed to test 3

Short circuit

Locate and rectify wiring fault, proceed to test 6

3

Check cable continuity:

- ECM pin A35 to sensor pin 1

- ECM pin A36 to sensor pin 2

OK

Proceed to test 4

Open circuit

Locate and rectify wiring fault, proceed to test 6

4

Check cable for short circuit:

- ECM pin A35 to ECM pin A36

OK

Renew crankshaft sensor, proceed to test 6

Short circuit

Locate and rectify wiring fault, proceed to test 6

5

Check crank toothed wheel:

- Damage to teeth - magnetic debris contamination

OK

Proceed to test 6

Faulty

Clean/renew toothed wheel, proceed to test 6

6

Reconnect harness, clear fault code and run engine to verify fault cleared.

OK

Action complete - quit test

Fault still present

Contact Triumph service

Circuit Diagram

Fuel Injectors

Fault Code

Possible cause

Action

P0201

Injector 1 circuit malfunction

View and note diagnostic software 'freeze-frame' data if available.

Ensure relevant injector connector is secure.

Disconnect engine ECM and proceed to pinpoint test 1:

P0202

Injector 2 circuit malfunction

P0203

Injector 3circuit malfunction

Pinpoint Tests

Test

Result

Action

1

Check cable and terminal integrity:

- ECM pin A10

- ECM pin A11

- ECM pin A12

OK

Proceed to test 2

Faulty

Rectify fault, proceed to test 7

2

Check resistance value:

- ECM pin A01 to ECM pin A10 (injector 1)

- ECM pin A01 to ECM pin A11 (injector 2)

- ECM pin A01 to ECM pin A12 (injector 3)

OK

Proceed to test 3

Open circuit

Disconnect relevant injector and proceed to test 4

Short circuit

Disconnect relevant injector and proceed to test 5

3

Check cable for short circuit to ground:

- ECM pin A10 to ground

- ECM pin A11 to ground

- ECM pin A12 to ground

OK

Proceed to test 7

Short circuit

Locate and rectify wiring fault, proceed to test 7

4

Check cable continuity:

- EMS relay pin 5 to relevant injector pin 2

- ECM pin A10 to injector 1 pin 1

- ECM pin A11 to injector 2 pin 1

- ECM pin A12 to injector 3 pin 1

OK

Proceed to test 6

Open circuit

Locate and rectify wiring fault, proceed to test 7

5

Check cable for short circuit to supply box:

- ECM pin A01 to ECM pin A10 (injector 1)

- ECM pin A01 to ECM pin A11 (injector 2)

- ECM pin A01 to ECM pin A12 (injector 3)

OK

Proceed to test 6

Short circuit

Locate and rectify wiring fault, proceed to test 7

6

Check relevant injector resistance:

- Injector pin 1 to injector pin 2

11.4 Ohms to 12.6 Ohms

Proceed to test 7

Faulty

Renew relevant injector, proceed to test 7

7

Reconnect harness, clear fault code and run engine to verify fault cleared.

OK

Action complete - quit test

Fault still present

Contact Triumph service

Circuit Diagram

Throttle Position Sensor

Fault Code

Possible cause

Action

P0120

Throttle position sensor 1 short circuit to battery Voltage or open circuit

View and note diagnostic software 'freeze-frame' data if available.

View and note diagnostic software 'sensor' data.

Ensure throttle position sensor connector is secure. Disconnect engine ECM and proceed to pinpoint test 1:

P0122

Throttle position sensor 1 short circuit to ground or open circuit

P0220

Throttle position sensor 2 short circuit to battery Voltage or open circuit

P0222

Throttle position sensor 2 short circuit to ground or open circuit

P2135

Throttle position sensor 1 correlation error with throttle position sensor 2

Pinpoint Tests

Test

Result

Action

1

Check cable and terminal integrity:

- ECM pin B19

- ECM pin B33

- ECM pin B20

- ECM pin B26

OK

Disconnect sensor and proceed to test 2

Faulty

Rectify fault, proceed to test 5

2

Check cable for short circuit:

- ECM pin B20 to ground

- ECM pin B26 to ground

OK

Proceed to test 3

Short circuit

Locate and rectify wiring fault, proceed to test 5