Welcome to Forum
If it cranks in neutral the neutral safety switch is working.. no testing required..
Kill switch has no effect on cranking,, it provides a ground that disables cdi..
Rebel utilizes an AC CDI as alternating current supplies charging voltage..
100+Vac generated by Alternator/exciter coils charges capacitors of cdi, pulse generator coil supplies >0.7Vac spark pulse.. you need a Peak Voltage adapter to test their output accurately
spark advance is calculated within cdi depending on rpm of spark pulse.. cdi caps discharge through coils..
Unlikely both coils fail at same time.. testing likely to produce nominal results
Converted my 87 to 2nd generation cdi couple of years ago
both the Chinese and Argentinian aftermarket IHA6008 cdi will work on all 2nd gen Rebels as well as 1st gen wiring hack..
Thank you for your detailed response.
I've tested my coils and they both tested within specs. ++++
So forgive me, I have a tendency to overthink things.
So I tested the kill switch at the CDI which is the black/white, (and probably the wrong way to do it), running a continuity test, grounding to the bolt on top of the valve cover, switching from run to off either way I had continuity. I would think that if I have continuity, it simply means that its grounded out. This would fault the kill switch. Is this correct? That simple of a fix?
Like I said I get ahead of myself a lot.
The clymer manuals for Harleys have more detail on how to do electrical diagnosis than the clymer manual for this rebel. In some way infuriating.
So when you test the pick up coil and the power coming using the peak power tester,
-for the pick up coil connect the leads to the Dark green and Blue yellow at the CDI connector?
----look for 0.7 VAC
-for the stator exciter; connect the power to Red black and where? Ground?
---Look for 100+VAC
Also you said in a previous thread to check resistance also:
"Old school 1st generation Rebel diagnostic procedure was to measure exciter/alternator and pulse generator resistance while connectors disconnected..
Pulse generator 90-100Ω
Peak voltage testing is more accurate at finding faults" - (no spark on Honda Rebel after sitting a couple of monthes, Steve66)
This resistance test is done with or without cranking?
I know on harleys you want to check whether you have a grounded stator, simple procedure of connecting leads to one of the legs of the stator then the other lead to ground and check for continuity. Is this a valid test as well for these stators?
I ran a test cranking with between the legs of the stator last night using the VAC on my meter, I only got 4 VAC on each leg, running the test 1-2, 1-3 , 2-3. Is this right or should I be using the peak voltage tester? I know that this meter is accurate when running tests on Harley stators while the bike is running as I get the proper VAC during stators tests. Is there a spec for the raw output of the stator?