Hi, I have an EU '94 KLF300 Bayou with ignition issues. I got it last summer and used it for about 20 hours, then one sunny day we used it for about an hour, parked it, and then it didn't want to start again. It has a *really* weak spark, I've only been able to see it once while testing. I'm just getting started on this, I'm going to go through all the weak/no spark trouble shootings from the manual. Since I've already invested like 10 hours digesting the manual and forum threads that I possibly can, I thought that it would be nice to create a thread like this in case I come up with a solution that can help someone else. So far I've replaced the spark plug, I will replace the spark plug cap with a NGK VD05F (5kOhm resistance). I'm going to check the resistance in the pickup coil, stator coil and ignition coil next. I have tried two CDIs, right now I mounted the original CDI which actually gave the most output to the spark plug out of the two A question for you, is it possible to make any assumptions about the CDI by measuring the resistance like in the manual? There's a "resistance table" that you can refer to when measuring between the different connections. I'm asking because I haven't yet seen anyone in the forums that has mentioned that they've measured the CDI resistances and made any conclusions from that. I'll attach a photo of my Bayou Pär, Sweden

Ha.. Cloud the water ya bugga... They seem to think they need the 12v power and that it would stop it going without it, but then they describe the two windings that go to the cdi as "chargng/rotor direction coil", and, "pickup coil".. It's saying the big winding is for capacitor charging.. All the small coils are going to the rectifier/regulator and are for battery charging. Here's what it says in the trouble shooting section.. Procedure Check: 1.Fuse (main and ignition) 2.Battery 3.Spark plug 4.Ignition spark gap 5.Spark plug cap resistance 6.Ignition coil resistance 7.Engine stop switch 8.Main switch 9.Pickup coil resistance 10.Charging/rotor rotation direction detec- tion coil resistance 11.Wiring connection (Entire ignition system)

A quick look through the specs show they are almost identical except for the displacement, and the engine design. The 450 is a single over head cam and the 570 is a double overhead cam.. The 450 is almost certain to have a steeper power curve with more of it's power in a narrow range, and the 570 will have a wider flatter power band. If it was a two wheeler the difference on the road would be that the 570 could hold high revs comfortably for longer, and seem slightly less sporty to ride. The 450 would wind out into it's power band quickly, with the sensation of more power, but then make you feel like you wanted to change up a gear more often..

Great video I have watched it several times, but the CDI he is wiring in was an AC CDI the 2000 400 uses a DC CDI , maybe the 350 used AC, not sure, there may be some way to convert it to DC through a rectifier, a good idea, but I wasn't sure it would work with the 400, but he did say it would work with the 400.

Probably will help this

Hi, Sorry for asking (I'm struggling to understand some of your expressions, unfortunately I didn't learn english in school). What do you mean when you say that is turn over only when you put your hand over intake...is it starting only that way? Or is not starting at all?

Well I found the problem I had a flawed wiring connection in my high tech testing facility. See the red wire that's supposed to be hooked to the negative battery post, it goes down to a little short black wire hooked to the frame, the connection point that is now covered in black tape was the problem.