Thanks for your reply sarvajit

I just checked with One of the TVS showrooms here, they have told me that cone set costs 350rs & labour will be 300rs.

Fork oil is changed & truing is already done in my recent service, it is the cone set which I could not change due to time constrains.

I will talk to him today & finalize for 200 or 250 depending upon his reply,

The cost of the stator coil of RTR is 1400+ at TVS showroom.Coming to the question as to how a TCI RTR ,that too with Fi starts without a battery.You might remember that the TCI has to sense when the piston is at TDC, so it gets input from the stator coil and this input voltage is sufficient for the DC ignition TCI unit to generate a spark.That's what i am sure of and besides that fiero has to find out the rpm to switch maps too on its CDI. So battery might be the main source of power ,but not the only source.

+1 To that ,300 labor charges for a cone set change is too freakin much.

Guys

Got the cone set & Brake shoes for both front & rear, left the bike with mech & finalized on 200rs labour for replacing cone set along with brake shoes + lubricating the clucth & front brake cables.

Also will request him to lube the chain.

Cone set is 380rs & Brake shoes are 132rs each.

A passive follower of this thread, till now. Still owns a June 2000 model Suzuki Fiero, completed ~1.32L km's.

The engine was recently rebuild after the crank gave up. Running a Apache headlamp unit and speedometer unit (as my Fiero's unit failed just short of rolling over to 0).
Have fitted F2's disc brake years back.

After I got Bullet, CBZ and recently acquired ZMA, I though Fiero will do the duty of city commuting but against all such thoughts, we have been to Ladakh 4 times and once to Spiti, few weeks back returned back to base from Delhi via MP.

More later ...

What went wrong with the crank? and have you kept the engine stock now?

During my 2nd Ladakh ride, bike was drinking a lot of engine oil + there was some noise coming from engine. Though the bike completed the ride, it showed signs of loosing power near top end.
When we opened the engine, there was lot of play in the crank and also the block was worn. We decided to put in all new parts. Yes, its stock engine. Though I was tempted to go for the 180's block along with Fiero's crank but decided against it, for some reason .

From what i know, when there's just play in crank,all it needs is to be re-set at a good lathe and it will be as good as new.Same thing with the bearings too,but the showrooms always replace the crank assembly itself when it could be re-set for a fraction of the amount.That's why i asked ,as to what was the reason for the replacement.Of course ,if the crank's damaged,like shear or broken,then there won't be any other option other than replacing it.

The bike's worth the money spent on the rebuild and welcome to the thread Since you've had some experience with the works done on the engine,you'll find it interesting interacting on this thread.You could have gone for either RTR 160 or 180 bore kit and in both the cases the bike would have been converted to a 180.

The crank was damaged beyond repair, I didn't bother going into the details of it. Hence, we decided to go for a new one, specially when it wasn't costing a bomb.
I have stopped going to the Auth Service Center, years back. Specially after my regular one closed down. Those were really helpful set of people.
I either ride down to Mumbai if the work is related to some customization or else visit a good mech in Pune itself.

Thanks for the welcome.
Actually I bored Joel to death back then, regarding fitting 180's block to Fiero. Back then, he didn't had the kit on offer, also 180 was new in market and hence the parts were not immediately available. Hence, I opted to stick to stock parts.
Yes, the discussions here are really nice.

let me pull out some statements from your above post..

Statement 1:-
the TCI has to sense when the piston is at TDC

query and comment:-

how does it do that ??
stator remains stationary, only the magnet moves, how can it sense weather the piston is on or not on tdc ??
its the pulse generator which senses that thing, as the magnet remains at a particular position, like for instance the "T" written on that magnet determines the piston is at TDC, hence in that particular magnetic position the pulse generator's north pole is directly opposite to say north pole of the magnet and hence the repulsion makes it know that the piston (or the magnet) is at TDC (or the particular position) and thus its generates a pulse, similar to heartbeat pulse in an ecg report whenever the magnet revolves....

now if all this stands true, how does it differ from our existing CDI setup ??
isn't it the same ??

Statement 2:-
so it gets input from the stator coil and this input voltage is sufficient for the DC ignition TCI unit to generate a spark

query and comment:-

again its not possible, if that current was sufficient why would be ign coil made (yellow coil in my stator) ??
you need very high voltage for the spark to generate, so the yellow pole in the stator (in those bikes who's stator generates the spark) have a very very thin wire winded to more than 1000's of turns so that the current generated would be less and the Voltage would be as high as possible.
this high voltage is only responsible to generate the spark...

Statement 3:-
besides that fiero has to find out the rpm to switch maps too on its CDI

comment:-

no, it doesn't have to find what rpm the bike is running at, infact it doesn't even care what rpm the bike is running or even if the engine is off, it is directly connected to the TPS which is the throttle play and that small piston kinda thing in the tps when pulled out the circuit changes from 0 to 1 in digital language.
so when its inside (green light or economy mode) there is a different map, when it comes out (orange light or power mode) then the map switches, so its only 0-1-0-1 in digital language, not a rocket science.
keep the engine on or keep it off, it will change the maps with the throttle play, more than 50% throttle play will be power mode.

besides as far as i know, a CDI unit seems to be much more electronically sophisticated as compared to TCI, the reason is because that pulse generator when starts showing very high turbulence with increasing rpm, it has a tendency to decrease the speed of the rpm or keep it constant (rev limiter) which TCI doesn't have...

coming back to the topic, the 1400 price, is it including everything ??
i mean the stator as well as the pulse generator ?? with wiring and all ??
and the cost of all inclusive, TCI + stator + pulse generator ?

Answers in red.

don't take me wrong, first and the foremost i would like to tell you that the red thing under my tank ISN'T the CDI, its just a throttle positioning sensor.
as i told you that it only pops out a piston with the throttle play, and coming to the point where i mentioned that the CDI is 1/4 th of the size of the classic cdi, its based below the seat, near the indicator flasher, as every other bike, and that particular thing is the CDI.

if in case the thing hanging under my tank (which i call TPS) as you put it as ignition coil, how does it generate spark ??
its a coil as the name suggests, if the magnet doesn't revolve around it HOW will it produce the spark ???????

if its under the tank, magnet rotation is out of question, so where does the ignition part come from ??

the yellow pole out of 8 poles in my current stator is the IGNITION coil, which classic fiero as well as rtr does not have.
so battery is the ONLY source of ignition, as you yourself have put that it needs a DC source to produce the spark, DC cannot be produced without a battery, which literally means that these bikes which don't have an ignition coil (yellow pole in the stator) CANNOT start without the battery, atleast not from the stock stator as it produces only 40v AC (raw) that too without undergoing rectification state, this is not enough to generate a spark.

and as far as your comment of being happy with the CDI is concerned, i asked you the procedure because i want to CONVERT it into TCI, isn't it why all this discussion started at the first place ?
the reason of that explanation was to convey that this is how it works and its not any different so that the TCI has to sense and all.....

and as far as the Fiero (classic) has to find out what rpm it has to change maps in concerned, i really don't think that ever happens, if it did, why would newer generation bikes will have this TPS ??
if we pull out the rtrs here, isn't my bike a fiero ?
if the cdi does change map with rpm, why do they have that red stuff under that tank connected to the throttle ??

don't take me wrong, i am not arguing here, i am just letting you know how it works as far as my knowledge is concerned, so that i may get to learn a few things if i am wrong, you have been with a fiero much longer and have a good understand of the bike, so i was just letting you know how it is as far as my knowledge is concerned.

and another reason to get this thing done is to get an extra pole in the stator to generate 10+ amps of current in DC and still produce 14v which isn't possible with just 7 poles....

Tci/idi & cdi

First of all let us be clear on the working principle of the two different types of ignitions.
1. The CDI is Capacitor Discharge Ignition.A voltage ranging from 200 to 400 volts AC is generated by the stator YELLOW coil .This is rectified to DC and stored in a small value capacitor in the CDI unit.When the pulse from the pulse coil reaches its peak,this is used as a input trigger to dump the rectified and stored voltage into the primary of a ignition coil by a Silicon Controlled Rectifier(SCR) or Thyristor.This 300 to 400 Volts of DC is stepped up to 18 to 25 Kilo Volts to jump the spark plug gap,thus igniting the Fuel charge inside the combustion Chamber.
2. In TCI/IDI as the name implies it is Transistor Controlled Ignition(TCI) of Inductive Discharge Ignition(IDI).The 12 volts of battery or rectified stator voltage ,with a CURRENT of approximately 2 to 3 amps flows through the Primary of the Ignition coil ,and a Transistor is used to switch this from ON to OFF,depending on the pulse signal from the pulse coil....the spark energy is generated by the inductive nature of the Ignition coil, and hence is called Inductive Discharge Ignition.

So it is obvious that the CDI is voltage oriented and the IDI is current oriented.

The CDI spark is strong but of short duration.( 200 ms typical)

The IDI spark is also strong and of LONGER DURATION(600 to 1200 ms typical).

CDI is good for lighting even a fouled plug,but needs slightly rich AFR.

IDI is good for igniting LEAN AF MIX and for TOTALLY IGNITING the FUEL CHARGE due to its LONG DURATION SPARK...results in more punchy engine response,as compared to CDI.
Hope this helps.

Beautifully explained!
So what is the difference between the Classic Fiero&F2/FX?

As far as my knowledge goes, ignition in these are CDI...Starting from APACHE 150 the Ignition system have become TCI/IDI...and these can be fitted to the Fieros...Gixxer had done this and he can give better explanation of the plus and minus if any of the TCI/IDI transplant.