2004 vz260tlrc hpdi flywheel

[99yam40]

well see what i know about these motors.
not much if it is the 12 volt ignition and not charge coils

[Thehunter]

So back to the original question how do I pI'll the flywheel to inspect stator and coil. I've used 2 different pullers no movement. Is there another bolt beside the center bolt. It's not threaded on is it?

[boscoe99]

It is not bolted on other than by the one big honkin nut.

Using an impact gun on the puller nut will sometimes work. As well as hitting the top of the nut with a hammer with pressure applied to the flywheel.

Barring all of that, try one of these.

[Thehunter]

Thanks I tried my puller with an impaCT with 150psi and beat it with a hammer..no luck. I will try this special tool...

[99yam40]

HPDI uses a transistorized ignition system. No charge coils.

A Yamaha is not a Yamaha is not a Yamaha.

if this is true why does the flywheel need to come off?

[rodbolt17]

it does not use charge coils.
it does have a set of 6 pulser coils under the flywheel.
they CAN be tested WITHOUT removing the flywheel.

[99yam40]

it does not use charge coils.
it does have a set of 6 pulser coils under the flywheel.
they CAN be tested WITHOUT removing the flywheel.

I guess the big question is what can affect one whole bank on a motor like this?

[Thehunter]

I agree. I wish someone could answer that..
I just thought a visual inspection of the pulsar coil may reveal something. I don't know what else to do. Problem has been on going for 3 years and every time I take it to shop run's great and I pay another $350.done with that...

[rodbolt17]

you simply wont see anything.
hook up the test equipment and simply watch it.

if the output voltage is good it simply good.

have you tested the plug cap resistance?????
have you tested the TCI output(primary ign coil)??????

at key on engine off you have 12V at all the ign coil yellow red leads.
the ECU controls the current path via the ground side.
the 6 transistors are simply on/off switchs and the circuit thinks they are a simple set of cam actuated points.
at cranking speed using a PEAK reading meter you should see about 160 V minimum.

[boscoe99]

if this is true why does the flywheel need to come off?

IF this is true? IF this is true?

You must be a doubting Thomas from Missouri.

[Thehunter]

I'll have to check to see if there is a TCI..there are 6 coils downstream of the ECU...YDIS indicates no spark which I have confirmed but means that the spark is not leaving the ECU or not coming into the ECU. I have bought a differect ECU same result. So I think the problem is upstream of the ECU. What is upstream of the ECU that sends spark signal to ECU?

[boscoe99]

How will you check to see if there is a TCI?

Below might be more than you want to know but here it is.

Pulser coil.

Pulser Coil (Crank Position Sensor)
The ECU receives a signal from the pulser coil to determine position of the crank, and engine speed, for proper ignition and injector timing by “reading” marks on the outside of the flywheel.

With the introduction of the Z250 HPDI engine, Yamaha switched from the traditional single driver to operate six injectors to dual drivers to operate
three injectors each. Gone also is the huge heat sink used to dissipate the heat generated in the single driver. The injector driver only provides the driving power to operate the injectors. The decision as to when to operate injectors is done by the ECU. The ECU receives signals from pulser coils to operate both the injectors and fire the spark plugs.

Full-transistor Ignition System
A Full-transistor Ignition System of longer discharge duration is used to burn the fuel injected into the cylinder in an extremely short period. This system is not as quick in building up a secondary voltage as a CDI system. However, the discharge duration is 5 to 10 times longer, with excellent starting and igniting ability. In conventional 2.6L-V6 electronic-fuel-injection models, the condenser is charged with electricity generated by a charge coil in the CDI system. At an ignition signal from the Electronic Control Unit (ECU), the charged condenser allows electric current to flow in the ignition coil instantaneously, causing a secondary voltage to develop. In contrast, the HPDI model induces a high voltage in the ignition coil by allowing battery current to flow into the ignition circuit and turning on and off the ECUs ignition signals with the transistor. When the key switch is turned ON, battery power is constantly supplied to the ignition coils through the main relay. As the flywheel turns, a signal is sent to the ECU from the pulser coils. This signal is used by the ECU to operate the injectors and through transistors in the ECU, open and closed the ground circuit to the ignition coils. When the circuit to ground is complete through the transistors, 12 VDC is flowing through the primary windings, in the ignition coil, creating a magnetic field. A signal from the pulser coils will cause the ground circuit to the ignition coils to open resulting in a collapse of the magnetic field in the coil. The collapsing magnetic field causes the voltage in the primary windings to instantly rise to approximately 250 volts. Through mutual induction and a difference in windings, a voltage as high as 40,000 volts is generated in the secondary windings and discharged through the spark plugs.

[Thehunter]

Great info.... so in your opinion why would the ECU be intermittently sending spark to 1,3 and 5...until reaching 3000 rpm then be steady and run fine?

[boscoe99]

Great info.... so in your opinion why would the ECU be intermittently sending spark to 1,3 and 5...until reaching 3000 rpm then be steady and run fine?

Don't have a clue. I am not even sure that it is the ECU.

It is a long shot but I might monitor voltage to the problematic coils and verify if it remains steady at all times. Just a wild guess really.

[Thehunter]

I know it's tough but I'll keep trying