Zongshen 200GY-2: CDI Diagrams and Compatibility

[SpudRider]

I decided it would be a good idea to combine the information regarding the Zongshen, 200GY-2 CDI unit into a single thread. The Zongshen Sierra (200GY-2) employs an AC-CDI unit, which has part number Z067-001. Here is a diagram showing the pin cofiguration for the CDI unit.



Pin #1: Connects to the positive lead from the pickup coil/pulse generator
Pin #2: Connects to the negative lead from the pickup coil/pulse generator
Pin #3: Connects to ground
Pin #4: Connects to the primary lead of the ignition coil
Pin #5: Connects to the kill switch
Pin #6: Connects to the negative lead of the exciter/charge coil of the stator
Pin #7: Connects to ground
Pin #8: Connects to the positive lead of the exciter/charge coil of the stator

Here is a wiring diagram which shows how the Zongshen CDI unit connects to the rest of the electrical system.



The CDI unit for the Zongshen 200GY-2 can be purchased from Taobao.com. Make sure you order an AC-CDI unit, with part #Z067-001.

[SpudRider]

Here is the wiring diagram for the Zongshen 200GY-2, as provided in the European Service Manual for the bike.

[SpudRider]

The Chinese CDI units have been known to fail, so it is always a good idea to have a spare CDI unit on hand. The spare CDI unit greatly facilitates troubleshooting the bike's electrical system. Also, should your CDI unit begin to falter, you can install the spare CDI unit, and go riding, instead of waiting for a replacement to arrive from China.

It is also important to know the stator and pickup coil will eventually fail for any motorcycle where these units are bathed in engine oil. After many miles of operation the hot engine oil will eventually remove the varnish from the wire coils, resulting in short circuits for either the stator, and/or the pickup coil.

If the spare CDI unit doesn't solve your electrical problems, you should measure the resistance values for the stator and pickup coil, as explained in the following thread.

http://www.chinariders.net/showthrea...756#post152756

I recently replaced the stator and pickup coil on my Zongshen 200GY-2. My Zong's fuel mileage has increased, and the engine once again purrs from idle, to wide-open-throttle. You can purchase the Zongshen stator and pickup coil from Taobao.com.

Incidentally, the Yamaha stators and pickup coils will also fail. I recently helped my good friend Andy replace the stator and pickup coil in his 2004 Yamaha TT-R225 with Zongshen parts. At that time we also, necessarily, switched his bike over to the Zongshen CDI unit. The Yamaha replacement parts would have cost over $500.

The Zongshen stator and pickup coil fit perfectly inside his Yamaha stator cover. We connected the appropriate wires from his wiring harness to the Zongshen parts, and his bike runs great. Here is the TT-R225 wiring diagram from the Yamaha Service Manual.



If wired properly, the Zongshen stator, pickup coil, and CDI unit will work perfectly in the following Yamaha motorcycles.

XT200
TW200
XT225
TT-R225
TT-R230

I purchased the appropriate wiring harness for the Zongshen CDI unit from eBay. The Zongshen CDI unit employs the same wiring harness as the Lifan 150cc pit bikes.

http://www.ebay.com/itm/WIRE-HARNES-...#ht_4216wt_985

[SpudRider]

Here are links to a few more threads containing information on the CDI unit for the Zongshen 200GY-2.

http://www.chinariders.net/showthread.php?t=11073
http://www.chinariders.net/showthread.php?t=8576
http://www.chinariders.net/showthread.php?t=10117
http://www.chinariders.net/showthread.php?t=9748

[Weldangrind]

Excellent info!

I've considered switching my TW to Zong wiring, since I can buy a box full of Zong CDI's for the price of one used Yamaha CDI.

[SpudRider]

Brother Andy didn't have any spark for his 2004 TT-R225. We measured the resistance for the pickup coil, and got zero ohms, which is a direct short circuit. We then measured the resistance of the source/exciter coil, and it was below specifications.

I had a spare Zongshen stator and pickup coil handy, so we drained the oil and installed them in the Yamaha stator cover. Needless to say, the Zongshen parts fit perfectly. At that point, it was simplest, and wisest, to also covert to the Zongshen, Z067-001 CDI unit. After making all the correct connections, the bike fired right up.

Andy says his TT-R225 has never run better. Now that he has a strong, consistent spark, his fuel mileage has also increased about 25 mpg.

[Weldangrind]

Wow! I jump of 25mpg is considerable.

I already have the Zong wiring harness, so I might as well buy the CDI, etc.

[culcune]

I never had an issue with my '09 bike's CDI, so was surprised when I pulled up to the main prison gate on my new TMEC, the bike died when I was showing my ID, and would not restart. Fuel was near full, and spark plug was still silver with no hint of carbon buildup. I got a ride home, got on Chinariders, and someone with a Skyteam had the same issue as to bike not starting, and someone mentioned CDI. I drove all the way back to work with my '09's CDI and tools, and realized that I did not bring my keys once I had swapped out the CDI. A coworker gave me a ride the next morning (I made sure I had the keys!), and since the bike was parked near the main prison gate, I hopped on the bike, turned the key, and she started right up (I had failed to bring a helmet or even my 'Ducati' Oakley sun-glasses since we don't have a helmet law but one is required to have eye protection if the bike does not have a windshield), unexpectedly, since I doubted it would be such a simple fix.

I rode the 16 miles home with the wind whipping through my hair, eyes, and mouth. Called Excalibur, and they sent me a warranty CDI as well as I paid for an extra one. I theoretically have 3 spares, just in case!

[humanbeing]

DC CDI

U can try that if knows the stuff. Pin 7/8 = Nil
---
The connector http://item.taobao.com/item.htm?id=36436062840 These 8 pin are very common on late year Suzuki.
---

Originally Posted by SpudRider

...measured the resistance of the source/exciter coil, and it was below specifications...

Some chinese mechanic are very lazy to open the cover. Quick Solution: This http://item.taobao.com/item.htm?id=5279928900 thingy that mocks it OR DC-cdi

[Weldangrind]

Originally Posted by humanbeing

Some chinese mechanic are very lazy to open the cover. Quick Solution: This http://item.taobao.com/item.htm?id=5279928900 thingy that mocks it OR DC-cdi

Is that a voltage amplifier?

[Weldangrind]

Originally Posted by humanbeing

U can try that if knows the stuff. Pin 7/8 = Nil

Are you saying that pin 7 & 8 are not used?

[SpudRider]

Originally Posted by humanbeing

...The connector http://item.taobao.com/item.htm?id=36436062840 These 8 pin are very common on late year Suzuki.
---

Some chinese mechanic are very lazy to open the cover. Quick Solution: This http://item.taobao.com/item.htm?id=5279928900 thingy that mocks it OR DC-cdi

Thanks for posting the link to the 8-pin connector, HumanBeing. That particular connector has 8 blue wires; I hope some of the others have 8 wires of different colors.

Do you substitute the following part for the standard ignition coil?

http://item.taobao.com/item.htm?id=5279928900

[SpudRider]

Originally Posted by Weldangrind

Are you saying that pin 7 & 8 are not used?

Yes, instead of connecting to an exciter/source coil on the stator, the DC-CDI unit is connected to the 12V battery at pin #6. Pin #8 is not used, and pin #7 is either connected to ground, or not used.

I have a DC-CDI unit in my Honda XR650L, and I am not a big fan of the DC-CDI units. I prefer the AC-CDI units installed in both my Zong, and my Honda CRF250X. The DC-CDI units have an internal transformer which boosts the 12V supplied by the battery to charge the capacitor. However, this internal transformer gets hot during operation, and the thermal cycling of this transformer can weaken the solder joints, or damage other components inside the DC-CDI unit.

If the hot engine oil damages the exciter/pulse coil on the stator, it will undoubtedly also damage the pickup coil and the charging coils of the stator. Therefore, I don't think the DC-CDI unit is more reliable than the AC-CDI unit. Indeed, in my experience, the DC-CDI unit is less reliable, because of the heat generated by the internal transformer. Therefore, I personally would not convert from an AC-CDI unit to a DC-CDI unit. I would rather replace the stator periodically, or whenever it begins to fail.

[SpudRider]

Originally Posted by Weldangrind

Wow! I jump of 25mpg is considerable.

I already have the Zong wiring harness, so I might as well buy the CDI, etc.

I haven't examined the TW200 wiring diagram, but I suspect you will need to rewire the kill switch if you convert to a Zongshen CDI unit. Brother Andy rewired his kill switch so it would ground pin #5 of the Zongshen CDI-unit. The Yamaha bikes are killing the engine using a different method which I don't understand.

[Weldangrind]

Originally Posted by SpudRider

I have a DC-CDI unit in my Honda XR650L, and I am not a big fan of the DC-CDI units. I prefer the AC-CDI units installed in both my Zong, and my Honda CRF250X. The DC-CDI units have an internal transformer which boosts the 12V supplied by the battery to charge the capacitor. However, this internal transformer gets hot during operation, and the thermal cycling of this transformer can weaken the solder joints, or damage other components inside the DC-CDI unit.

Does the headlight come on without the engine running in any of your bikes?