There are quite a few errors in that article. The first one is in the first paragraph, the antennae is not in the ignition switch housing. Beyond that, KiPass does not 'constantly' send out RF waves searching for a fob, it would kill the battery in short order if it did that. Beyond that....
There are not three ECU's, but two.
His explanation of the RFID system is incorrect and he is calling it an 'RF' system, which is the system that fails before the RFID system is required (full- function fob).
A lot of the fob information only applies to the full- function fob and not the RFID fobs used on Gen. 2 C-14's, this may be due to when the article was written (the information was correct for '08 and '09 models).
His statement about re-registering a lost fob is incorrect; doing so would require the fob's original packaging with the code number on it (speaking of full- function fobs here, as he was).
The statement that the six 'slots' for fobs are one- time use only is only correct for the RF portion of KiPass, the RFID portion is re-writable (or vice- versa, I would have to look that up as it has been a long time).
The statements about the situation of communication between the fob(s) and the KiPass ECU are incorrect; leaving an active fob in or on the bike will NOT cause constant communication and will NOT 'run the battery down'.
His explanation of the sticking activation switch is incorrect; when the switch sticks, the system does not 'overload'. KiPass simply responds to this stuck switch as if something heavy were placed on the ignition key and shuts the system down until the key is released and again re- applied. Also, he states that the fault is that the keyswitch cannot then be pressed down; this too is incorrect- the key can always be pressed down but the problem is that it is stuck down (internally) and it cannot be raised. He appears to be confusing the ignition rotation switch lock with the idea that something can prevent the switch (or key) from being pressed down; there is nothing that can ever prevent the key from being pressed down. There is a long, detailed video about this exact same error on Youtube also by the way, and that video really is very well done but the author does not understand the sequence of activation and what unlocks. In both cases, they seem to be confusing cause with affect.
The article would be fine as a brief overview of the system but there are actually quite a few errors in the explanations of how the system works. There are also a substantial number of errors in Kawasaki documents regarding the actual methods of how KiPass works. At least part of this seems to be that the tech. writers did not really understand the system that they were describing. Another problem is that this is only partially Kawasaki's system and partly Mitsubishi's system so there may have been a lack of understanding it completely in- house at Kawasaki. Of course there is plenty of miss- understanding outside of Kawasaki also; we have been studying and working with this system for 10 years now and it has been a struggle getting correct information about all the various facets of the system. Maybe no one really knows how it works.
Brian
Brian
Just out of curiosity what parts are "erroneous" ? It looks pretty spot on to the KDS instructions.
Thanks