Mike's GEN III (RED) XSCharge XS650 Ignition Kit & Advance Assembly Install Instructions

[Skykidone]

I recently purchased a half completed 1981 XS650 Chopper build with the previous owner receiving assistance in installing a big bore kit and chopping and welding a hardtail frame together. The electrical system was completely gutted leaving only the frame and motor. With some novice research, I plan to install minimal electronics on the build by eliminating the battery in leu of a capacitor and making it kickstart only. I found the following kits offered by TC Bros and Mike’s XS as a fit for my lack of electronics:

XSCHARGE Yamaha XS650 Complete Ignition Kit & Advance Assembly

XSCharge™ XS650 Permanent Magnet Alternator Kit PMA (Fits All Years)

Battery Eliminator Capacitor Kit for XS650 PMA Charging System

I intend for this thread not to be a discussion on the lack of reliability and production quality issues I have read about here and there on other forums. Instead, I would like to focus on the installation instructions and details required for a novice motorcycle enthusiast to follow and successfully install this kit. This is a working document copied heavily from the supplied materials from Mike’s and TC Bros with some added photos and clarity in component terminology. I am a novice mechanic and plan to have some errors that need correcting or added information from the seasoned members of this community. I welcome critique in this document as many of you have decades of useful insight and knowledge to share. I hope to update the following instructions with any and all feedback and thank you for any assistance provided. I'll attach a copy for print as well.


Installing the GEN III XSCharge XS650 Standard Ignition Kit

The XSCharge Standard Ignition System (200-2900) is a direct replacement for the points plate and points cam system on a Yamaha XS650. It can also be installed in later models of the XS650 that have a factory TCI system by installing the complete mechanical advance mechanism. The system requires the use of a dual output coil (similar to the MikesXS coils 17-6903 or 17-6822).

Specifications​

• Technology: Hall effect sensor, IGBT coil driver
• Dwell: Fixed, 60 degrees
• Coil Primary Resistance: 2 to 3 Ohms, dual output.
• Operating Voltage: 6 to 18 VDC
• Operating Current: 13 ma
• Operating Temperature: -40 to +150C (-40 to 302F)
• Spark Advance: Standard, centrifugal
Please Note:

• It is recommended that the advance rod and centrifugal unit be serviced prior to installing this system.
• Installation on a 1980 to 1984 Yamaha XS650 requires the installation of the centrifugal advance system and cam bushings. Those kits can be found here.

Caution:
1. Do not apply power until the installation is complete.
2. Do not apply power unless both spark plugs are connected.
3. Do not test for spark with one or both plugs disconnected.
4. Do not disconnect the battery with the engine running.
5. Ensure that the battery cable connections are secure.
6. Do not leave the ignition on when the engine is not
running.
**Failure to follow these cautions may damage the system and render it inoperative.**

---

Installation

1. Remove the Fuel Tank
2. Disconnect and remove the two existing stock Ignition Coils (and condensers on ‘71 – ‘79 models)
3. Disconnect the plug from the TCI on an ’80 – ’84 model.
4. Install the MikesXS Ignition coil (#17-6903) with the supplied hardware or use the stock coil on ’80 – ’83 models.
5. Connect the Red/White wire from the wiring harness (switched battery) to either terminal on the coil.
   
6. Remove the points cam, points plate, points, condenser, and wiring.
7. Install the two brass Bushings into each of the ends of the Camshaft.
8. CAUTION: 1980 and newer camshafts did not come from the factory with the ends reamed to fit these bushings. If your application fits this scenario, be sure to use a reamer on the bushings and test for proper fitment before installation, or source the original bushing.

(Note: There is an additional brass bushing in the kit, in case one of the bushings is damaged or lost during installation.)

1. Install the small dowel pin (#14-0653) into the predrilled hole on the right-hand end of the camshaft.
2. Insert the new aluminum timing Rotor Shaft through the camshaft from the right-hand side of the motor. Be sure to keep the dowel pin hole at 12 o’clock, matching the one on the camshaft. The shorter machined end of the Rotor Shaft should now poke out of the right-hand side of the motor and will hold the Mechanical Advance components.
   
   
3. Align the dowel pin hole of the Ignition Rotor and insert the 2nd of the 3 supplied dowel pins into the Rotor Shaft.
4. Install the mechanical advance components with the new aluminum spacer (the one with 2 notches in the outer ring) on the shorter machined Rotor Shaft as shown. Secure the mechanical advance with the supplied nut and lock washer hand-tight to later torque down during final install.
   
   
5. On the left-hand side of the motor, install the last remaining dowel pin into the Internal Rotor Shaft.
6. Align the dowel pin keyway slot of the Ignition Rotor spacer and install it onto the Internal Rotor shaft.
7. Install the Gen III Electronic Advanced Ignition to the left-hand side of the Camshaft housing with the supplied 6mm screw and washer hardware.
8. Install a 6mm hex nut and lock washer to the Rotor Shaft on both sides of the motor. Hold the nut on the right-hand side of the motor (mechanism advance) firmly when tightening the nut on the Ignition Rotor Shaft. Note: The torque of the 6mm nut is 60 IN/LB. or 5 FT/LB. (6.8 Nm) – Do not over-tighten the 6mm nut. Flattening the lock washer is all that is necessary.
   
   

1. Route the wiring harness from the GEN III Ignition to the ignition coil.

Connect the wires from the harness as follows:

• Red wire to battery connection on coil or to other Red / White wire
• Green wire to the other coil terminal (no other wires should be connected to the Green wire terminal)
• Black wire to a solid frame ground.

Note: You must ground the black wire to a good frame ground. The ground on the plate is not reliable when setting the timing.

* Please note: On the Gen-II ignitions, the small inner rotor is installed with the skinny side IN. *
14. Remove the access cover to the alternator.

Reinstall the gas tank and proceed as follows to set the timing. A strobe-type timing light is required.​

The existing TCI components can be disconnected and removed if you choose, or can be left on the motorcycles as is. These will not affect the newly installed Ignition.

If opting to install the XSCharge™ XS650 Permanent Magnet Alternator Kit PMA (Fits All Years) please see installation instructions here: https://media.tcbroschoppers.com/instructions/108-0004 XSCHARGE PMA INSTRUCTIONS.pdf
Reinstall the gas tank and proceed as follows to adjust timing. A strobe-type timing light is required.
ADJUST IGNITION TIMING PROCEDURE

1. Loosen the two hold-down screws on the GEN III Ignition to allow rotation to the correct timing position.
2. Place the GEN III Ignition plate in the mid position of the adjustment slot.
3. Tighten the upper hold-down screw.
4. Connect the timing light.

Note: At times with dual-output coils, some timing lights may be erratic. If this occurs, then clip the timing light to the opposite spark plug wire.

1. Remove the LH Alternator small inspection cover.
2. Start the engine and point the timing light toward the Alternator Rotor timing marks.
3. The strobe should illuminate the timing mark near the “F” mark.

• If necessary, loosen the hold-down screw and rotate GEN III Ignition clockwise to advance or counterclockwise to retard the timing.
• With the engine at idle speed, align the Alternator Mark to the “F” mark on the Alternator housing.
• Increase motor RPMs to ensure timing advances.
• Tighten hold-down screws.

 

[Jim]

7. Install the two brass Bushings into each of the ends of the Camshaft.

'80 and newer cams didn't come from the factory with the ends reamed to fit the bushings. Because of that, some folk have split the ends of the cam trying to force the bushings in. The cam might need reaming before the bushes fit properly. Prolly a good idea to include that caution.

It's well written btw! And welcome to the forum!!