I am no expert on Goldwing electrical circuits, but I was trained by the sub navy to troubleshoot circuits. And this is important to me because the GL1200 Limited is currently my father's scooter and I want to buy it for a 1000 dollars if we can get it to run. Now I have read about connectors being old and bad wiring. Normal stuff in today's modern world of electrical circuits.My dad's bike was working just fine! Then he changed the oil one day and he found no spark. I trust my dad with a multi meter. He worked as a mechanic for several years and was on the team at K and P cycles in Orlando when Jeff Farmer beat the establishment as a privateer on a K and P Yamaha.
So we argue about modern components alot! The differences between solid state amps, diodes and other switches confuses guys that grew up in the 60's and 70's.
So the Goldwing has no spark. Period. He traces the wiring diagram down to the ECU under the seat and found zero ohms at room temperature on the pins to the crankshaft coil....
I understand the electrical switch. But the bike is getting old! Dirty as hell. And to take the timing cover off and polish the connectors sounds like preventative service to me. But then he wants to insist that its a coil! A coil? Like the symmetrical coils on Novas and Vegas? Circular? Coils that use wire rolled around a plastic tube? Or a crankshaft coil that registers amps and voltage like a block of platinum that stores logic in binaries perfectly?
So this is where I am with my dad. We use troubleshooting techniques just like every body else! A short at the pins, excuse me...an open at the pins is where we are! An open at the crankshaft coil connector pins down under the seat at the ECU.
That's the logic. The binary. But if the circuit does not flow from one side to the other because of oxidation or corrosion or a bad wire or a bad connection that would also cause zero ohms at the pins when there are ohms in other places.
So I have read about this problem. And I am starting to understand why the primary ignition and the pulse generator should be a good system that functions like a distributor for a Goldwing. It should work good! The pulse generator is on perfect time from the mechanical dynamics of the engine. A pulse is the binary. The pulse goes through the primary circuit to the coil where energy is stored in a capacitor and when the pulse is the emitter at the capacitor or coil then secondary energy flows to the spark plug intermittently and proper. Of course...right? Theoritically perfect! But then a short? At the pin? No spark at all? I would go straight to the source of the pulse generator and clean those connectors just like the genius advisors on the forum. Free and perfect information! Polish the connectors at the pulse generator? Logic starts there...right? Logically. No spark? Go to the source first anyway. Preventative service at the pulse generators and its connectors would be very anal of any of my old racing buddies...sounds good! Thanks for the information. But what if the pulse generator isn't the problem? Primary current goes to the coil? So is it an ignition coil or a crankshaft coil? And if there is a crankshaft coil...does it it feed into the primary circuit to the ignition switch? Or somewhere on the secondary side to the spark plug?
Is my father intentionally trying to confuse me?
But we do have an open at the pins...on the ECU connector under the seat.
When you see the dirty, old bottom of the seat and top of the motor of an old GL1200 '85 you laugh...if you like a clean toilet and ears...you know? Bound to be something! Down the wire somewhere....
And I really dont know a thing about the Goldwing GL1200; but I am a veteran ET3...so I can relate to the CDI a little.
You guys that come from Canada and Utah that build jets and missiles might be able to analyse semi conductors and the possibilities of opens at the sensor a little better than my crazy mind. Go for the theories with me...the scientific process is always good with me.
And if it is an open? Why? Why would a modern solid state device open at the primary ignition circuit? Why would a coil on a Goldwing? Is the coil a wire, a capacitor like platimunum, and why the hell cant you buy one?
An interesting machine!
Thanks for any good help guys and gods!
Well...thank you Virgilmobile for your input. Dad says...insists that is exactly what he said already. I talked about the CDI with him this morning. To me...a perfect system for generating spark at the plugs with very few mistakes. I suppose this is why theze sleds last for 32 years! I hardly believe these machines have such little era in such humidity in the south. The pulse plate is where we are heading; to examine the dynamics from there. Dad seems to be there with you on that! He is good! So he found the wire open at the ECU under the seat and at the connector for crank angle sensor. That is the open or zero ohms reading he found. My question this morning opposed as everything is working but neither coils fire 1,3,2 or 4. If the conduction at the pulse generator is a tiny voltage, then a module or solid state amp isnt used? And if it is used, without any emitter at the base or collector of the amp wouldnt that cause the amp to go into a default logic somewhere? Like a reset switch? And dad says it is wired directly from the pulse generator to the ECU. Blew my reset theory about logic in a circuit. Thank you.
If you guys get time to read this thread some more; today my dad pulled the crank angle sensor off with the greatest of ease! And measured the ohms at the bottom of the wire harness to the wire and found nothing, not a **** of resistance! No impedance...nothing to keep ergs of electrons bundled or accumulations of radiation. Gentlemen..I think he has nailed it, but then you know about these machines being tricksters! I hope he has it by the balls now. Now we begin the quest for the replacement part...the 1500 modification and from whom. The company that rebuilds these NS parts or the PG sensor trick?