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Hooked
79 vespa p200 & 03 vespa et4
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Posts: 183
Location: eunice,La.
 
Hooked
79 vespa p200 & 03 vespa et4
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Posts: 183
Location: eunice,La.
UTC quote
does anyone know the superseded # to replace vespa #486954 ? i need help. thanks nelson
@jimc avatar
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The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
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@jimc avatar
The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
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UTC quote
Any competent dealer should be able to find out.
OP
UTC

Hooked
79 vespa p200 & 03 vespa et4
Joined: UTC
Posts: 183
Location: eunice,La.
 
Hooked
79 vespa p200 & 03 vespa et4
Joined: UTC
Posts: 183
Location: eunice,La.
UTC quote
vespa module #486954
jimc i've contacted one tells me #58050r & have to replace keys & lock cylinders, the other gave me #584701 didn't mention the keys. i have original master key & service key i don't see why i would need to change keys & locks & i need to be sure i'm getting the correct module. thanks for your comment.
@jimc avatar
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The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
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@jimc avatar
The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
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The latest number I have for the CDI/immobiliser is 58053R (that's for the 125) 58050R for the 150. You should not need new keys *unless* there's a problem with previous key serials that the new devices don't recognise - but I doubt that. Again, a competent dealer who has fettled these sort of bikes for many years should be able to advise.

As your bike is merely intermittent with this fault, I really do suspect the aerial wiring - the most common fault.
OP
UTC

Hooked
79 vespa p200 & 03 vespa et4
Joined: UTC
Posts: 183
Location: eunice,La.
 
Hooked
79 vespa p200 & 03 vespa et4
Joined: UTC
Posts: 183
Location: eunice,La.
UTC quote
vespa module #486954
jimc thanks so much for module numbers. i have run an ohms test on antenna & is according to repair manual & if it had problems there should be code flashed according to manual but no code. thanks again
@scooter_west avatar
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@scooter_west avatar
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UTC quote
These guys are correct about 58050R being the current number for a 150 CDI. You always need to replace keys and CDI together. They are mated for life.
@alexbv200 avatar
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Ossessionato
2015 Sprint 150 ABS Yellow. 1974 Vespa Rally 200 White, non battery model.
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Location: Austin, Tx
 
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@alexbv200 avatar
2015 Sprint 150 ABS Yellow. 1974 Vespa Rally 200 White, non battery model.
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Location: Austin, Tx
UTC quote
Motorsport Scooters wrote:
These guys are correct about 58050R being the current number for a 150 CDI. You always need to replace keys and CDI together. They are mated for life.
X2!!

CDI AND keys and locks... no ways around it!!
@jimc avatar
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The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
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@jimc avatar
The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
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Location: Pleasant Hill, CA
UTC quote
A brand-new Leader CDI isn't programmed or mated to anything. New lock and keys NOT required. Or else both all the manuals and my experience are wrong... Once programmed then yes, mated for life.

It's only a second-hand CDI that is useless without the original keys and lock set.
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Our experience has been than new CDIs need new lock sets. I'm not saying that's correct, because our experience came from dealing with a customer that had other problems in his system. We sent him a new CDI and he was not able to program his old key set to it, so I assumed they had to be replaced in pairs. A new key set did the trick. This jived with other people's experiences. I'd love to hear otherwise. Have you been able to program old keys to new CDIs? It totally makes sense. The majority of CDIs we send out are for lost key sets, so it's rare that we get to test the hypothesis.
@jimc avatar
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The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
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@jimc avatar
The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
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Posts: 44549
Location: Pleasant Hill, CA
UTC quote
I've done several immobilisers on X9's, never a problem, and it's a very similar system. The trick is to install the new unprogrammed CDI and then test with the service (NOT the master) key. The bike should start, but not rev over 2000 rpm. If the bike won't start like that - there's another problem, either with the keys (unlikely with both) or other bits of the ignition switch/'permission' circuit. I had one of those - the new CDI was given back to the dealer unprogrammed as it had proven that it wasn't the actual problem.

If it does start reliably like that, then the new CDI can be programmed with the master/service keys. It's only if the master key is missing that new locks are needed.

Always worth keeping one unprogrammed CDI on the shelf as a 'test'. I suspect many folk change the whole shebang when it's only one part that has somehow failed.

As the OP's problem is intermittent I'd not be suspecting the CDI except as a last resort - yes it could have a dry joint or something inside, but usually they fail with finality. More likely a dicky connector, cable or switch.
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