Patch

is it brown and white wires or are they striped?

Well Ya, that would suggest a hair transplant footed by the club.... Silly The coils will take a bit of work to get to. I don't think the problem is the carbs but they can always use a cleaning

EH GOOD NEWS: I have been promoted to Rookie

Having been in construction a life time and having been involve both in planning small and large projects; these engineering perspectives are of great interest to me. Since this collapse I have had my mind on a condo project I build some 2 decades ago, oh brother EH.

The battery is on the right then a fuse connection and the heavy red line above is the power source for the coils. We want to perform a voltage drop test. This is likely the simplest test we often need to do. The first step is to set the multi meter to Dc 12 to 20 V/Volts. Nest we insert the Black probe into the Black heavy lead that is at the battery terminal (that lead stays put throughout this drop test). Step two is to measure the Voltage across the battery With the Ignition set to Run (for this I usually pull the headlamp fuse). NOTE DOWN THE READING Step three: locate the ignition coils, there are 2 connections to each coil one of the 2 should always be RED. Step four: Place the RED lead from the meter to the RED wire feeding the coils (that is the Voltage we want to know for this drop test). Repeat for every coil. NOTE DOWN THE READINGS Are the primaries working correctly? OHM’s Test: KEY IN OFF POSSITION Not know the type of meter you ae using, set the meter to the OHM setting. This time we will use the BLACK & RED LEADS at the coils. Each coil has one RED & WHITE wire and each coil has 1 color wire they are : Orange – Grey – Yellow – White…… Black Lead to the RED/WHITE wire RED Lead to the color wire (just for consistency) NOTE DOWN THE READINGS The Grey wire reading we may have to work with more depending on the readings. The reasons we are doing this Drop Test ? forwarding the question to the forum.

Sure: This afternoon I'll put together a plan.

I would check the coils for voltage in and the ohm's on the secondaries.

Patients GrassHopper: The Cv's will not power up without the Velocity of the intake.

Consider you have CV Carbs.... The intake box must be intact when opening the throttle.

Wondering what the connections to the TDI looked like? Have you completed testing, made a decision?

Just a quick note: I am assuming your coils are still not hooked up? We wouldn't want to charge the coil

Not sure if I missed the post about voltage? Were you able to measure the voltage at all for coils? Like Bum I would be slow to simply replace the TCI. Wondering if I can get you to check the orange, grey, yellow and blue/white wires that lead from the coils to the TCI main plug. My preferred way to do this is with a test light in reverse: Hook the clip end to the possessive side of the battery and the probe end to the mentioned wires.Each wire should be grounded when the key is off. Again using the light probe places a demand on the circuit so it should show a solid ground when using this method. The reason for the ohm choice of coil was to protect the TCI from a jump in the coils that can occur when a coil misfires. Such a misfire can overload the circuit causing the TCI to fry. You may not have noticed but when you kill the engine via switch the TCI should ground all the coils to discharge them. If a coil doesn't get discharge it will like find another path for the high voltage, TCI killer The diagram I am using for the codes is the one posted below and at the bottom of the page https://www.venturerider.org/wiring/86-87 Yamaha Venture DS Wiring Diagram Rev D.pdf

Well you may be right but for me I would'nt run near 5 ohms one the coils. The system is designed for 3ish. So like @saddlebum said at the beginning check the plug too.

I'LL post a new thread where we can can ....... about

Right ON!! So your thoughts on the outcome: @Flyinfool and Terry?

Nothing to eulogize for! I really don't mind you's picking on my english and or spelling. I often get a good laugh on my end when I reread the confusion I often come up with. You're still a junior member with us and likely have managed not to read my jabs when a somebody is being malicious to myself or another member I bet you'd all dig the story about Canadian Moose and motorcyclist? Well the short of it is I spelt Mouse instead like a bazzzilin times throughout the thread took like years for the boys to stop kidding me over it. For your info: French start conversations differently than english, and yes we use more word to colour than the english. Canadians use english spelling that Americans don't like spelt. labour, colour and so on. Imagine for a guy like me that learned language by ear the puzzling logic of writing quick posts without a word processor...lol I'll tag in the WH and post a poem I wrote without punctuation. Its a fun string of words meant to lift spirits of a chick. There's no punctuation because I just don't know how to. Remember this club is all about sharing and tuning our skills, regardless of what the topic is. Nothing wrong with some humour along the way.

Problem child 1968, are you picking on my English? And NO I ride one up, don't stick around long enough to make the same mistake twice

So the coils don't fail often but often the wiring becomes a fault. My experience is to measure the voltage to the coils, it should be close to the battery voltage reading. Next to measure the resistance of the coils page 7-38 Assuming the coils check out then and because there is one bank or side not firing, check the "pickup coils" for resistance page 7-39 or 7-36 describing the connector and the sets you measure. On page 7-37 you will find a layout of the ignition system modules. B are the pickup coils. As you read thru the pages there is a comment on AC reversing course. We still have not heard back about checking the charging system. Remember that each connector should be clean and inspected. Finally remember that all switch there is done thru ground so check that each ground has a clean path to the grounding points. There are 2 way we usually check this one is reading the resistance or better yet is to light test the path by connect one end to the positive battery terminal ant the light probe to the ground you need to check. This is load testing that means it proves that the ground is solid and true.

Just a couple of comments: I think it was 86 when they brought in the stand safety switch, it really is a good idea but also it is exposed to harsh conditions. The clutch switches do often fail due to the cycles they are exposed to. One of my old bikes was very problematic with the darn thing so I replaced it with a hydraulic switch. Having said that and have had an 86 MKll all I did was clean it and used plumbers grease for lube and water resistance. But Terry, personally I would first check the charging system. Knowing that the battery went bad and that it is running rough points to the potential of a short. reread the underlined segment from post 12: "A stator that is shorted to ground may still produce full AC voltage from pin to pin. The problem with this is the rectifier changes the AC current to DC current and then uses the ground as one leg of the DC. When the stator shorts to ground the AC and DC get mixed together." If you are not sure how to check or set your multi meter just ask @Pasta Burner nice to see you supporting the thread 👍

A look back to 1934 "safety" demonstration

So a long, long time ago we had a trouble shoot match with a fellow called @bongobobny anyways I was sure it was the tip switch but, the bike eventually started and ran for a couple years then guess what, the OP wrote in to tell us that he finally had to change the switch because; it started happening again.......lol So the switch is a kill switch, you can see it on the diagram I posted (by memory top left side with the other switches)

If I recall @cowpuc has a video on how to check the charging system. Of course he likely forgot where he put it

EH Terry, for the moment I don't read much concern over the drop. It is possible tho that a float jammed in one or more carbs as a result. Have you ever planned a special date? Yaknow the evening has reached the end of the candle light, and the amber's still glow hot, a burning desire to mount up and ride thru the night with that special love in your life. Well its kind of like that see, she turns to you and says "oh not tonight I have such a migraine I just can't purr right now" well the charging system can just kill the mood too When the system has a short the crank struggles to overcome the AMPs working against it (10A is roughly 1 HP)(AMPs) meaning every 10 A is 1 hp working against the engine HP at a 1000 RPM. "A stator that is shorted to ground may still produce full AC voltage from pin to pin. The problem with this is the rectifier changes the AC current to DC current and then uses the ground as one leg of the DC. When the stator shorts to ground the AC and DC get mixed together." So don't take it personal, there'll be better days, she'll forget you dropped her, she'll purr again, and you will mount & ride soon, many a smiles yet to come Anyways worth testing

And boys will be boys

now pay close attention