Ignition System - red Domestic engines

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What happens when I press the Start button?

The Start button does NOT supply power to the ignition system. The Start button simply causes the starter motor to crank the engine.

Note: Prior to 2000 the CDI was factory configured with direct connection to battery power.

Service Bulletin PWC-00-05 modifies all 1996-1999 to match the factory configuration of models manufactured from 2000 onwards to have the CDI power controlled by the Orange (switched) output of the LR voltage regulator module. This change corrects a no-warm-restart problem with some CDI.

As the motor cranks over with the starter motor, the rotating flywheel magnets energize the LR voltage regulator module (Yellow wire) and activate the CDI ignition module with energy from the stator exciter coil (Purple).

The CDI in turn delivers 8 volt DC power (Brown wire) to the electronic Hall Effect sensors in the hub of the stator. The Hall Effect sensors watch for a magnet in the timing ring attached to the flywheel hub. As the small timing magnet passes each Hall Effect sensor, the sensor dramatically changes resistance (to low ohms) and signals the CDI (Red, Green, Blue wires) to trigger spark on the corresponding cylinder.

Summary: The spinning flywheel causes the stator to power up the CDI (and the LR module). The CDI then watches for the timing trigger signals from the stator. When the CDI receives the trigger signal for a particular cylinder, it then releases a powerful voltage pulse (Capacitive Discharge) into the ignition coil connected to that cylinder. The ignition coil magnifies the voltage pulse and delivers it to the spark plug.

Assuming the carburetor is providing fuel into the engine (with some help from the choke if the engine is cold) the engine should start.

As the engine and flywheel rotates each Hall Effect sensor in turn triggers the CDI to fire the ignition coil for that cylinder. The cylinder 'firing order' always begins with the MAG cylinder (cylinder closest to the front of the PWC, also called cylinder 1). The flywheel is directly connected by the crank shaft to the mag crank web.

On three cylinder engines, which cylinder fires after the MAG cylinder depends on the crank shaft you have inside your engine. The 900cc and 1050cc engines have two possible firing orders. The firing order is determined by the mechanical construction of the crank shaft, not by the CDI or stator.Some three cylinder engines fire MAG-CEN-PTO, others fire MAG-PTO-CEN. It doesn't matter which order the crank shaft uses, as long as the spark plugs fire in the same order.Note: There are also two versions of the ignition coil pack (4060138, 4060153) with different orders to the spark plug wires coming out of the coil pack. In addition to the coil part number, you can tell which is which by the location of Yellow/Brown and Black/Green wires at the CDI module.Stopping the engineThe engine will continue to run until the Stop button is pressed, or the safety lanyard is pulled out. The CDI continually monitors the Black/Yellow wire into the CDI. If the Black/Yellow wire is connected (switched) to ground then the CDI will shut off the ignition. Both the lanyard switch and the Stop button are wired to connect Black/Yellow to ground to stop the engine.

Even if the Black/Yellow wire is only briefly shorted to ground, the CDI will fully shut down the engine. If Black/Yellow remains connected to ground, then the CDI will never provide spark. This is what happens if you try to start the engine without installing the lanyard. The engine may crank without a lanyard, but it will not have spark and it will not start.

Tip: This feature of the CDI ensuring full shut down of the engine actually causes an odd problem on some 1996-1999 red engines. Even after the engine has been fully stopped, the CDI doesn't allow it to restart. It shouldn't do this, but it does. Eventually if you wait long enough (several minutes) the CDI internally decides it is now OK to let the engine restart, and it does the next time you press Start. The fix is to rewire the power feed into the CDI, as outlined in Polaris Service Bulletin PWC-00-05.

Important: Don't be fooled by a weak battery. Polaris PWC require a strong and healthy battery. A weak battery may crank the engine, but if the voltage delivered while cranking is not high enough the CDI will not provide proper spark. Before diagnosing any other aspect of the ignition system, make very sure the battery is strong enough. A battery is considered weak if it does not deliver more than 10.6 volts while cranking the engine.

Different versions of the domestic ignition system for carburetor engines

There are four different 'types' of domestic ignition systems. Two only apply to the two cylinder engines, and two more only apply to the three cylinder engines.

Gen III (Generation 3) is the most recent ignition system, with one configuration for two cylinder and a separate configuration for three cylinder. Before 2000 there were Gen I and Gen II ignitions, again with separate versions for two and three cylinders.

Note: The 1999 '1200' engine [only used in 1999 Genesis and 1999 X-45 (SLTX-B) models] is Gen III.

Important: Gen I and Gen II ignitions (1996-1999) are known to become unreliable over time. It is recommended that you install the Ignition System Upgrade Kit.

All Ignition System Update Kits and all 2000-2004 carb engines are Gen III.

Gen III CDI and Gen III stator must be used together, and three cylinder stator must be used with three cylinder CDI. Same with two cylinder stator and two cylinder CDI.

Gen I and Gen II parts are interchangeable (stator, CDI, ignition coil) but again three cylinder parts and two cylinder parts cannot be mixed together.

Two cylinder Gen III ignition coil is different from all other versions

The Gen III ignition coil for two cylinder engines is a single coil with each end connected to a spark plug. When either cylinder needs spark the CDI fires the primary feed to the coil and both spark plugs receive spark.

Since both spark plugs are connected to a single ignition coil it is important that both spark plugs be connected to the plug wires and both spark plugs must be connected to (or installed into) the engine itself. If either spark plug is not connected, neither plug will fire.

Two cylinder engines (carburetor) 700cc

Gen III ignition (Upgrade Ignition) with 'wasted spark'

2000-2004 two cylinder engines

 and all 1996-1999 two cylinder engines with the Ignition System Upgrade Kit installed

How do I tell whether my two cylinder engine has the Gen III ignition system?

Examine the ignition coil

The ignition coil for Gen III has two Black/White primary coil wires connected to the CDI. Both CDI-to-coil wires are the same color. There is also a ground connection to the coil (Black).

Gen III Upgrade Kit Ignition coil part number is 4010175 for the two cylinder 700cc engine.

Stator ohms method

Unplug all stator wires.

Measure ohms resistance between Black stator wire and Gray stator wire. If measured ohms is less than 150 ohms then you have a Gen I or Gen II stator. If measured resistance is very high or open circuit then you have a Gen III stator (or a broken connection).

Measure ohms between Black and Purple wires. Measurement of less than 10 ohms means you have a Gen III stator.

Approx. 1200 ohms between Black and Purple wires is a Gen I or Gen II stator.

CDI part number method

Find the part number(s) on the CDI module. Look on both sides. If there is a hand written part number (which might only be the last three digits of the part number) then the handwritten number is the important one. All handwritten CDI part numbers begin with 4010, even if 4010 is not included in the hand written markings.

Compare your CDI part number to the known Upgrade Kit and original CDI part numbers.

Ignition System Upgrade Kit CDI part numbers for two cylinder engines (700cc)

4010448 - 1996-1997 700cc Hurricane and twin carburetor 700cc 1998-1999

Note: 4010448 may be used in all 1996-1999 700cc engines, Hurricane and non-Hurricane

4010449 - 1996-1997 700cc twin carburetor except Hurricane

Gen I and Gen II original ignition (carburetor)

1996-1999 two cylinder engines with original ignition system

How do I tell if my two cylinder 1996-1999 engine has the original ignition system?

Examine the ignition coil

The original ignition coils have three wires connecting to the CDI; one Black/White wire, Black/Green and Yellow/Brown. There is also a ground connection to the coils (Black).

If you find two Black/White wires connecting CDI to the ignition coil then you have a Gen III 'Update Kit' ignition

Stator ohms method

Unplug all stator wires.

Measure ohms resistance between Black stator wire and Gray stator wire. If measured ohms is less than 150 ohms then you have a Gen I or Gen II stator. If measured resistance is very high or open circuit then you have a Gen III stator (or a broken connection).

Measure ohms between Black and Purple wires. Measurement of less than 10 ohms means you have a Gen III stator.

Approx. 1200 ohms between Black and Purple wires is a Gen I or Gen II stator.

CDI part number method

Original Ignition System CDI part numbers

Three cylinder engines (carburetor)

Gen III

1999-2004 '1200' engines (1165cc)

Gen III 'Ignition System Update Kit'

1996-1999 900cc, 1050cc engines

How do I tell if my 1996-1999 engine has the original or Update Kit ignition?

Stator ohms method

Unplug all stator wires.

Measure ohms resistance between Black stator wire and Gray stator wire. If measured ohms is less than 150 ohms then you have a Gen I or Gen II stator. If measured resistance is very high or open circuit then you have a Gen III stator (or a broken connection).

Measure ohms between Black and Purple wires. Measurement of less than 10 ohms means you have a Gen III stator.

Approx. 1200 ohms between Black and Purple wires is a Gen I or Gen II stator.

CDI part number methodFind the part number(s) on the CDI module. Look on both sides. If there is a hand written part number (which might only be the last three digits of the part number) then the handwritten number is the important one. All handwritten CDI part numbers begin with 4010, even if 4010 is not included in the hand written markings.Compare your CDI part number to the known Upgrade Kit and original CDI part numbers.Ignition System Upgrade Kit CDI part numbers for three cylinder engines (900 & 1050)4010447 - 900cc and 1050cc enginesGen I and Gen II original ignitionOriginal Ignition System CDI part numbers

LR-505 Start/Stop module

The Genesis and Virage models have a single button that both starts and stops the engine (separate from the lanyard switch). This Start/Stop button is controlled by a special Start/Stop module in the electrical box called the LR-505 module. Each time you press the Start/Stop button the LR-505 module checks to see whether the engine is currently running, or not running. If the engine is not running when you press the button then the LR-505 module allows the starter to crank the engine and it starts.

If you press Start/Stop button while the engine is already running, the LR-505 module sees that the engine is already running, and instead of engaging the starter it grounds the Black/Yellow wire, which tells the CDI to shut off ignition.

Sometimes the LR-505 module internally fails, and it will not properly control the engine starting and stopping. Symtoms of a failed LR-505 module can include;

- Engine cranks with lanyard removed, but does not crank with lanyard inserted

- Engine cranks but will not start

- Engine starts but does not run properly (low power, surging, strange idle)

- Engine starts but does not shut off

Note that all the symptoms can also be caused by some other problem. You can bypass the LR-505 module to see if the problem goes away. If bypassing the module fixes it, and reconnecting the module brings the problem back, then replace the LR-505 module.

Note: There is a very similar module used on the fuel injected Virage and Genesis models, called the LR-503.

Engine Stop

Engine STOP is when the Black/Yellow wire is shorted to ground.

The lanyard switch is held open by the inserted lanyard. When the lanyard is pulled out the switch instantly closes and grounds the Black/Yellow wire which tells the CDI to shut the engine down.

Any problem (corrosion, worn, frayed or broken wires) with the lanyard or the stop switch or with the wiring, that allows the Black/Yellow wire to even momentarily connect/short to ground will result in the engine stopping. If the engine is already stopped, it will not start unless Black/Yellow is ungrounded.