OP
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Moderaptor
![]() The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
Joined: UTC
Posts: 44549 Location: Pleasant Hill, CA |
OP
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UTC
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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.
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Moderaptor
![]() The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
Joined: UTC
Posts: 44549 Location: Pleasant Hill, CA |
UTC
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The latest number I have for the CDI/immobiliser is
As your bike is merely intermittent with this fault, I really do suspect the aerial wiring - the most common fault. |
OP
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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
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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.
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Ossessionato
![]() 2015 Sprint 150 ABS Yellow. 1974 Vespa Rally 200 White, non battery model.
Joined: UTC
Posts: 2304 Location: Austin, Tx |
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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. CDI AND keys and locks... no ways around it!! |
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![]() The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
Joined: UTC
Posts: 44549 Location: Pleasant Hill, CA |
UTC
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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.
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Moderaptor
![]() The Hornet (GT200, aka Love Bug) and 'Dimples' - a GTS 300
Joined: UTC
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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