2008 Kawasaki Ninja 250R IC Igniter Warranty Log
2008 Kawasaki Ninja 250R IC Igniter Warranty Log
Journal Entries
April 19, 2008 -- During the end of the April 19, 2008 Sulphur Springs CMA Chapter Run for the Son Fund Run I noted some odd tachometer behavior on the road between Como, Texas and Sulphur Springs. It was as if I hit a false "top" gear in fifth. As this did occurred during the last portion of the break-in I dismissed it as not knowing the motorcycle. 1200+ miles and not a "peep" from this issue.
May 25, 2008 -- Then as hot weather moved into North Texas the tachometer error occurred again so I began to track its behavioral.
When I turned the engine off it reset for a few miles. As the tachometer begins to "error" it fluctuates.
Normally -- at
The behavior is non-linear -- at
Clearly the behavior is electrical rather than mechanical. I contacted Sherman Power Sports to report and begin the warranty process.
July 26, 2008 -- I installed the new IC Igniter (or ECU -- Engine Control Unit) under warranty as the service department of Sherman Power Sports was understaffed that day. I noted that the when I pulled the old unit out it was extremely hot. After roughly 300 miles the issue remained. Likely just another bad Igniter, however from a statistics standpoint there could be a contributing factor. I contacted Sherman Power Sports to report and continue the warranty process. Sherman Power Sports has been wonderful through out the process. They have been attentive
August 9, 2008 -- I have noted that as both temperatures and engine speed rise the tachometer (IC Igniter) error appears to get worse. Additionally, throttle response degrades and the motorcycle exhibits some mild cyclical surging when trying to maintain a constant speed.
August 15, 2008 -- I called Kawasaki and found they were waiting on the defective IC Igniter to run tests.
August 20, 2008 -- Installed a 12 volt DC high CFM 90 millimeter computer case cooling fan above and blowing down on the IC Igniter. Pulling air off the IC Igniter would require ducting and the IC Igniter itself is placed in a rubberized polyurethane "pocket" which attaches to mounts on the rear fender so a heat sink cannot be directly placed on the IC Igniter. Moving as much heat dissipating air as simply as possible across the IC Igniter with a high CFM cooling fan seemed like the best approach. Two holes were bored in the seat support/lock bracket cross member. Two suitably sized wood screws were threaded through the holes and into the fan mounting holes to secure the fan over the IC Igniter. I spliced the fan in to the tail light circuit. Considering the amount of heat the IC Igniter I replaced had maintained a permanent mounting such as will continue with a reduced CFM fan as a precaution with a correctly working IC Igniter. The current 0.19 amp high CFM fan makes the Ninjette II sound a little like some Buell models that have forced rear cylinder cooling.
Computer case cooling fan mounted above the IC Igniter from the front.
Computer case cooling fan mounted above the IC Igniter right side view.
Computer case cooling fan mounted above the IC Igniter left side view. Note the factory mounting method of the IC Igniter.
August 23, 2008 -- During a Gypsy charity fun run (an out reach by the King's Kruizers) Temperatures reached a humid 99 to 100 degrees. While the issue did not go away it did seem to diminish.
August 27, 2008 -- Mark from the service department of Sherman Power Sports called and stated that Kawasaki wanted to replace the tachometer as a next step. I told him I was not ready to do that as all evidence indicated that the tachometer inaccuracy was a symptom of something else and I wanted to gather more data. I told Mark I would get back with him.
August 30, 2008 -- A run to Possum Kingdom Lake with follow Trentonite, Tyler Bowman provided some valuable information on the behavior of the IC Igniter (or whatever is causing this issue). During the early morning hours the IC Igniter was "spot on" allowing the Ninjette II to operate at peak performance and efficiency. An 11:00 AM fill up at Bowie, Texas yielded 62+ MPG with a variety of roads and riding styles. Tyler Bowman filled his Buell at this time as well. Shortly after that fill up the heat began to take it's toll on the IC Igniter. A 4:00 PM fill up at a Shell in Decatur, Texas yielded roughly 51 MPG over similar terrain and riding. Tyler's 2007 Buell XB9R Firebolt recorded a near record 60 MPG over the same period and riding conditions. Additionally, I confirmed that throttle response and acceleration "crispness" degrades during IC Igniter malfunction. The remainder of the trip from Decatur back to Trenton netted a fuel usage of 48.7 MPG.
The Buell's performance serves to underscore the effect the malfunctioning IC Igniter is having on performance. That type of variance indicates that engine function is suffering and the tachometer registering inaccurately is a symptom of a deeper issue.
September 1, 2008 -- I took the Ninjette II on a breakfast run to Sherman, Texas. The morning was cool and back roads were taken at a relaxed pace with the Ninjette II generally indicating 60 to 65 MPH. The IC Igniter did not malfunction except toward the end but the tachometer only registered about 100 RPM or so off and the Ninjette II yielded tank top-offs of 67.7 MPG, and 66.9 MPG. Throttle response was immediate with none of the sluggishness seen in the afternoon heat of the previous (August 30, 2008) Saturday's run. Further evidence of the tachometer registering inaccurately is associated with an engine control problem
I further inspected the wiring diagram in the EX250J8F Service Manual (page 16-40) and noted the only devices in the ignition circuit that one would think could be effected by ambient atmospheric heat in this manner and then "reset" when cool are the IC Igniter, "Diode A", and the ignition coils. Ignition coils would not of course effect the tachometer in the manner described above.
September 5, 2008 -- I took the Ninjette I to Sherman Power Sports for a state inspection and had the opportunity to chat with Mark about the IC Igniter on the Ninjette II. He wanted to have the '08 for a time to run tests. I respectfully declined as a previous inspection of the EX250J8F wiring diagram yielded the Igniter as the most logical device in the ignition circuit that cause this manner of behaviors. I maintained that the most likely situation is that I simply got another bad IC Igniter. Additionally, I expressed the concern that leaving "little motorcycles" in a shop for a week rather than undercover in the garage is exactly how mysterious dents and scratches appear on "little motorcycles". Mark said he would call Kawasaki again and get back with me.
September 12, 2008 -- I took the Ninjette II for a run down FM 697 to Sherman Power Sports and checked in with with Mark about the IC Igniter. He still wanted to have the '08 for a time to run tests. I still respectfully declined. Mark said he had not had the opportunity to call Kawasaki but would and then call me.
November 7, 2008 -- I emailed Mark at Sherman Power Sports and checked in about the IC Igniter. I mentioned that the Igniter has been acting wonderfully as the weather had cooled off. I received a call at lunch and he said I had gotten the in contact with his tech adviser still wanted to run tests on the tachometer and needed to have the '08 some time in the shop. We both realized that nothing is going to show up as the situation is temperature related. I still respectfully declined stating that hopefully something will arise over the next few months to solidify my side of the case.
December 2008 -- Cold weather has hit North Texas and the IC Igniter is doing great. Fuel mileage is at an all time high with some tanks over 70 MPG. I emailed Mark at Sherman Power Sports and asked for his contact at Kawasaki so I could describe to that individual directly what the behavior was or he could explain to me why they wanted to run tests and look at the tachometer. I have yet to receive a response.
February 2009 -- I emailed Mark at Sherman Power Sports a couple of and inquired as to if he had contacted his Kawasaki technical contact. I got no answer.
March 5, 2009 -- I called Kawasaki and tried speak with technical support about the lack of cooperation I was getting from Sherman Power Sports. The individual I spoke with was stead fast in stating what I needed to do was get the bike to the dealer. I don't blame Kawasaki really. I am sure they get silly customers calling about wild sounding things on a regular basis. It is unfortunate that I couldn't get far enough to explain the situation. It is not looking good as far as the prospects of getting a warranty repair.
May, 2009 -- I gave up on the Kawasaki warranty process and just purchased a new IC Igniter while gathering supplies for adjusting the valve clearance on the EX250J8F.
June, 2009 -- Texas summer heat and a 400 plus mile day indicated the new IC Igniter is working fine. The issue is considered closed no thanks to Kawasaki and Sherman Power Sports. I understand that Sherman Power Sports and other local dealers have to take their lead from corporate in warranty issues, yet, I feel that Sherman Power Sports should have been more aggressive in looking out for the concerns of its customers.
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