99 Sparkless Pegaso

[Yukon]

My 1999 Peg has lost its spark. Hoping someone out there may have a clue on what may be the problem.
What I can tell you is the bike has run faultless from 1999 to the present.
The loss off spark was instant with nil warning signs prior.
Have checked the easy stuff,side stand,kill switch,ignition switch , coil and HT Lead are new ,have run the meter across the 2 spark resistors values seem okay.
With the meter on volts DC Im getting a reading of 10.5 volts at the Ignition lead terminal located at the rear of the engine casing.

I see that the manufacturers spec is 12 volts 280 watts for the ignition system for this model bike.

Does anyone think the 10.5 volts I am recording will be an issue?

Have discovered that one 3 wire terminal block and one 2 wire terminal block coming out of the high voltage regulator shows signs if over heating and low level burn to the join.

Considering cutting and shutting all these wires and making the joints via solder.

Unfortuntaely I don't have a wiring schematic for this bike so I am unsure whether these predominantly yellow colored wires coming out of high voltage regulator would be the issue of no spark.

Hoping that the CDI unit which I believe cannot be tested due to the circuitry is okay, but if it gets down to it, does anyone have any advice about obtaining a CDI unit at a reasonable price other than genuine aprillia which are quite expensive.

If any members have experience with this bike and have experienced this problem themselves I'd appreciate any advice.

Phil

[SJL]

Hi Phil,
The easiest way to test the regulator / rectifier (which is the unit with the three yellow wires) is to replace it with another one, it does not have to be from the same make / model bike; I have a regulator from a Suzuki Bandit 600 as a replacement for the one on my Pegaso. As a guide price, I paid £30 GBP for my spare from a local breakers, and the bike it came from was a nearly new accident damaged bike, so I know it is probably going to last a while.
There has been some discussion on making a replacement regulator at this post> http://www.apriliaforum.com/forums/s...-DIY-regulator.

Having said all that - it may not be the regulator that is the issue........ I am not an expert! Anyone else have any ideas??

Cheers,
Ste

[Yukon]

Thanks Ste given what you have suggested I will hit the bike shops in my area to see if i can get hold of a rectifier / regulator From a 600 Suzi Bandit .
Can you tell me if this unit will fit in the space occupied by the genuine unit ?
Cheers Phil

[SJL]

Will tell you tomorrow when I fit mine......

[Yukon]

Sounds like the original R/Rect is prone to overheating and failure due a less than adequate design spec.
I read the thread link you attached "thanks" very interesting.
Look forward to seeing how the bandit unit fits into the frame space.
How did you deduct that your R/R had failed and when it did, did it cause any ignition problems ?
Cheers Phil

[madoldbird]

when my reg/rec failed there was a big bang under the seat and everything died, in the middle of a trip to wales with some mates - glad I had roadside assist and recovery through my insurance

[Yukon]

Wow the R/R supplied for the peg models seem to have a bit of history.
Have you replaced R/R with genuine or another brand ?
While I,m not sure why my 1999 model is Sparkless, it's looking more likely it's due to the R/R especially given I have a few cooked wires out of the box.
Thanks

[madoldbird]

I got my replacement through an online (uk) company called ElectrexWorld, it's an aftermarket job.
I'm pretty sure It was due to running through some standing water a bit quick :[
Can't recall the make exactly as it was years ago before I sold her to a mate for commuting and then bought her back when he uprated to a DL1000

[robg]

Wow the R/R supplied for the peg models seem to have a bit of history.

I had to laugh at that. My Triumph Tiger has gone through three R/R's and two stator coils. Its a VERY common fault on the 955 Tigers. I've spoken to guys who now treat the charging system of the Tiger as a seasonal change. And take a look at the VFR forums as well. I have to say, reading the forum fairly regularly, the Peg has a better record than the Triumph Tiger.

Yukon, here's a link to the Electrex World Troubleshooting guide. http://www.electrexworld.co.uk/acata...P-PMG-&-RR.pdf

With the meter on volts DC Im getting a reading of 10.5 volts at the Ignition lead terminal located at the rear of the engine casing.

Why measure here? Whats wrong with the battery terminals? The first thing would have been to charge the battery and see if it's OK. Once that's done, get it in the bike and see what happens. If the bike starts, I would then start checking what voltages your getting. Check voltage from the alternator, you should be getting 70vac@5000rpm. Work from there. If the alternators shagged, the R/R will be up the duff as well. Especially if you have burnt/malted connectors.

Hoping that the CDI unit which I believe cannot be tested due to the circuitry is okay, but if it gets down to it, does anyone have any advice about obtaining a CDI unit at a reasonable price other than genuine aprillia which are quite expensive.

It can be tested. The service manual gives a rundown on this. They can be found quite cheap on ebay if your patient.

If you need a service manual, join the Pegaso Yahoo group. It's all there.http://autos.groups.yahoo.com/group/aprilia-pegaso/

[Yukon]

Thanks Robg for the useful links and go the Tiger R/R
My electrical and electronic knowlege is at best limited.
"Testing at the battery terminal". Sorry but how would this give an indication if the ignition system inside the engine casing is functioning?
My reasoning for testing of the terminal at the rear of the casing and to avoid removal of the relevant side covers, which gives you access to internals of the ignition system.
Was because i was trying to prove or eliminate if my sparkless Peg problem was due to failed ingnition system.
Battery was fully charged, hit the start button and as quoted the meter was recording 10.5 Volts DC at this terminal with the engine turning over on starter motor RPM which indicated to me a charge was being generated from the ignition system.
If not from the ignition system while turning over on starter rpm , what other source would produce a 10.5 VDC reading ?
Once again thanks for the info very useful.

[stisma]

Just my 2 cents on the topic......
While cranking, thus using the most power or battery juice, voltage across the entire electrical system can/will be on the low side.
To start the bike, car, truck or other.... the required power comes from the battery not generator/alternator.
The only way to test the generator and/or V/R/R is to do it while the engine is running, thus producing electricity.
And it should be done at different RPM's.

Pegaso as well as F650's are known for the V/R/R issues and failures, from "cooking" the batteries,
runing super hot to weird electrical issues.
Replacing the V/R/R with an FH008EE type V/R/R solves all the issues.

There are few good threads here on the subject.

This is how it's done..... yellow wires from the generator and colors to the battery.

[SJL]

Something else I have just thought about...... My bike also did not have a spark at one point...... I read through the various posts and someone suggested cleaning out the ignition barrel - a full strip down and clean out with WD40 and toothbrush, also steel scrubbing on the terminals to clean off all the gunk - I did this and it started first time. Just a thought....

Ste

[Yukon]

Thanks Stisma for the pics of the V/R/R.
So is the unit from a 06 CBR 600 Honda ?
Would this unit fit in space provided for the original unit under the seat?
I think I have eliminated the ignition system from fault , as a work associate with a life time of interest in restoring and riding Vincents assures me that 10.5 VDC is what I can expect when cranking.
Have been reading all the threads on the subject and i have found it very informative.
I guess my unit has hang in pretty well given it has lasted 13 years.
Time to chase one of these 06 CBR units up locally, starting to miss throwing the leg over the Peg saddle.
Thanks again will let you know how I get on.

[Yukon]

Hi Ste battery is a fairly new moto gel battery, the robust strong cranking type fitted jet skis i believe, so the terminals are clean.
The ignition barrel appears okay , brings on all post ignition lights and cranks the engine on que.
Regardless is it a simple task to remove clean and inspect.
Cheers

[stisma]

So is the unit from a 06 CBR 600 Honda ?
Would this unit fit in space provided for the original unit under the seat?

The easiest to use is off Honda CBR '07-'09 as those are FH008EE model VR
(note my pic the unit has 3 yellow wires and one red, one green.
This will be drop-in, fits like a glow.

Other model years have 3 yellow wires and 2 red, 2 green.
Can not say if thoese years will be drop-in's.

Goul is the marking on the VR FH008EE.