I found a paper copy on eBay and should have it in a few days. If anyone needs a page or so I'd be happy to copy it and send it. I may eventually copy the whole thing and make it available. They seem to be very scarce.

Steve

OEM Service Manual 84-87 Xt600
Anyone have a PDF copy of the manual. Prefer USA model but would take any available.

Anyone with a older Xt600 or 550 interested in info on a new CDI coming available soon after testing. Fully adjustable ignition advance curve and adjustable RPM limit if desired.

Steve

Hello Steve,

I take it that you have already searched the stickies on this sub-forum for the service manual you need?

As you no doubt know, the XT600 series of bikes all used basically the same bulletproof engine.

__________________
Triumph Bonneville 800 (2004), Yamaha XT600E (1999), Honda XBR500 (1986).

Yes, I have searched and have not found the exact manual that matches my '86 USA bike. Not a Tenere, just a standard XT600. Much of the TT600 is the same, but I noticed the stator/pickup coil ohm readings are different in some aspects. I am having ignition issues and was trouble shooting the coils using info from my Clymer manual. In particular, Clymer says to measure the pickup coil from the red/white to the green white. The readings were way too high so I measured from the center tap green wire to each end of the coil and it fell within the range. The TT600 OEM manual says to measure from the green to the red/white and green to the green/white so Clymer has it wrong. I have found other errors elsewhere as well.

I like the OEM manual's explanation of the deceleration enrichner circuit. Now it makes sense. I just rebuilt two of the carbs and replaced the diaphram/valve but wondered what it actually did.

I am anxious to get my '86 running to see how it performs with freshly cleaned carbs, float levels correct, valves set, 170 lbs compression and new CDI. Last time it ran late last year, it was very hard to start, backfired often and generally ran poorly. I see now that the original CDI was failing back then and now no spark at all and was most likely the cause of hard starting and backfiring. I went ahead and replaced the intake boots as I've learned here and other forums that they responsible for many ill's since they get hard and leak air. So I guess this was a blessing in disguise forcing me to look hard at everything. Now I should be in very good shape once the New Zealand CDI arrives...

With the age of the bikes of that vintage, I feel the CDI's are a major source of problems even before they fail completely. Since I am an electronics tech by trade, I understand why. CDI stands for Capacitor Discharge Ignition. Capacitors do age and dry out therefore losing capacity and therefore store less charge to dump when triggered into the coil to make spark. Makes sense to me...

All of this points to a need to replace and update the CDI. There are a couple of companies that make replacement CDI's now and a third is adapting an existing fully programmable unit to work with the older Xt's. I will be testing one and can report on how it goes. If anyone is interested in this please PM me anytime.

I'll report here how my New Zealand unit performs as it may help someone else diagnose their problems.

Steve

I have had CDI issues as well with my US '89 XT , I have a spare cdi here but haven't tested it, my bike ran on it. I have an original factory manual, I will never buy a Clymer or Haynes because of the exact reasons (and a few more). Our US stators and pickups are different than the rest of the world I think, I've never seen one that looks like ours and have no idea where to get an actual new one that works. There may be one but nobody has been able to say for sure. You can't return electronics so you'd be out $$$$.

I would like to have an adjustable cdi for it.


My bike would sometimes run fine then suddenly spitter/pop and die. Then it almost broke my ankle due to backfiring.
Right now I have the smallest jets I can find, dropped the needles as far as possible and have the mixture screw turned in tight, plus the nipple on the left intake boot is open to let in air,and it still is running rich(black sooty sparkplug and black carbon in the exhaust. I have rebuilt and cleaned everything 4 or 5 times now, won't lean out.

When you cleaned the carbs, did you remove the jet tube the needle moves up an down in? They(both carbs) have a series of holes that can clog up? Just thought I'd mention that, you probably already know... Other Mikuni carbs have them but have to be driven out and many miss cleaning them. I read thru your thread, has to be very frustrating for you not to mention painful.

I have 2 XT600's an 84 and an 86. All coils check with the manual and I hope I don't have bad trigger coils. That would be a bummer. I can measure AC voltage being generated on the trigger coil, CDI source coil and AC generator coils so I am hopeful a new CDI will solve my "NO SPARK" problem on both bikes.

I will post results of the New Zealand CDI and the one I will be testing for another manufacturer that is fully adjustable. I would think you could set a fairly low value of advance for the starting rpm and hopefully stop any kickback. Let you know.

Steve

The best person I know for this problem is = MEZO (Mark).

He's an Anglo-Saxon / Hungarian helpful Aussie.

Haven't seen him posting here lately though.

Why not try sending him a PM using the forum? Here he is: http://www.horizonsunlimited.com/hubb/members/mezo
I will do it now and ask him to impart his excellent mechanical knowledge of all things XT...

Just sent him a PM.

__________________
Triumph Bonneville 800 (2004), Yamaha XT600E (1999), Honda XBR500 (1986).