Only one spark

The person who did the video does not have much experience with SMD soldering.

And John you are living in the past like me. A rework station used to be thousands. Now the Chinese make them for about $200. I don't have one and still do it like you.

Back before I retired we had the "rework girls" who did all the component replacement on bad boards that failed off the production line. They could replace a many pin SMD chip with their eyes closed in a minute or two. You put a red dot on what you wanted replaced and before you knew it, they had it done. And if the wave soldering machine was causing problems, they could find the solder bridge shorting out the chip really fast.
 
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The company I used to work for had a wave soldering machine. Cool to watch. Actually a whole line, with a CNC placing components etc.

And a bunch of ladies doing the odd through-hole plus checks and repairs…
 
I think it will be a CDI under the petrol tank with 3 mini coils two on one side and three on the other, very often the stop relay (found above the main frame tube) is the problem,

if it has a silver box under the left and right side panel (and two much larger coils under the front of the tank, one with two leads and the other a single) then its a BTZ, which is fed by switched 12v and has no stop relay. Those very often suffer from an earthing problem, which is located under the right side seat rail, two wires come to a single ring terminal, exiting the main loom on very short "tails" they very often break here, and the wire is usally badly earthed as it get cut where it lays over a sharp edge of the metal plate that contains most of the electrics, giving a running bike but poor earthing, so erratic.
CLEM
 
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If your 40+ year old ignition system has not given up yet its probably about too. I fitted a sachse to my 120 and it transformed it in to a nearly nice to rider in traffic bike with its smooth advance.
Most people just dont understand electronics so their answer is.....when the ignition plays up, get the carbs rebuilt :-)
 
philw said:
Hi Nash, the best solution IMO is to bite the bullet and get a modern and totally reliable ignition/charging system fitted, there are a few to choose from but i have an Ignitech fitted to my 77 Jota and it transformed the starting and running...not cheap but you wont look back once its done.

You are also in the right place for information, this forum is second to none for knowledge and good friendly advice...hope you get things sorted.
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Thanks,I’m pleased to hear that. I have one or two other bits to sort as well,like dust seals for the Brembo brakes. The pistons are ok but need new seals and the only ones I have seen so far have different numbers on them.
 
There are various numbers but basically you need seals for P08 calipers `120274110
I have a couple of sets in stock but they are hard to get hold of at the moment from Brembo.
 
1200ts said:
The person who did the video does not have much experience with SMD soldering.

And John you are living in the past like me. A rework station used to be thousands. Now the Chinese make them for about $200. I don't have one and still do it like you.

Back before I retired we had the "rework girls" who did all the component replacement on bad boards that failed off the production line. They could replace a many pin SMD chip with their eyes closed in a minute or two. You put a red dot on what you wanted replaced and before you knew it, they had it done. And if the wave soldering machine was causing problems, they could find the solder bridge shorting out the chip really fast.
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Reads similar all over the world Bruce, as a 3rd year apprentice i was put on overtime ( a no no for apprentices ) sitting at the end of a production line closed after the day shift, about 200m long. Sitting at the final test jig, i would run the telephones on the jig, evaluate the problem, or possible fault write on a card for the "rectification gals" to read and replace the various suspect component or mis-wire. Went on for weeks and weeks, 800 phones were rectified and put back onto the production line. How i bought my first motorcycle, paid cash for a new Suzuki GT750K, in September 1973, which i still have though will not be ridden again.

These days i repair Apple ipads, though not smd reworks, the odd failed tantalum cappy ( short circuited ) was novel locating. Have 7 ipads on my apple account, mostly for band duties, repaired 15 ipads over these last few years. Somewhat nerve wracking as one slip and the ipad is a total loss, heat gun is my screwdriver, a grin here, apologies for the distracted original topic. j
 
John, we have certainly gotten off the original topic and I take full blame.. But your early days in electronics sounds much like mine. After school in the 1970's, I worked from 4:30PM to 12:30AM at a company that made switching power supplies for IBM mainframe computers. I had a pile of bad power supplies to fix every night. The power supply produced +5V at 400A and if any of the very big electrolytic caps were installed wrong ( a bank of four 1 Farad caps) it made a big bang and a big mess. Hours spent cleaning the dielectric fluid from everywhere. It was the only job I ever had which had no interview to be hired. I was handed a sheet of paper with a very complex circuit that had to be Thevenized in 15 minutes with no calculator allowed. It was impossible to do in 15 minuted for anyone but they wanted to see what you could do. Your work on modern electronics is opposite of me, I mostly work on old things, some with tubes. A tube SW radio is my next project. Repaired a tube meg ohmmeter a few months ago.

You must have been payed more than me as I wanted a Suzuki RE5 Rotary but could only afford a Yamaha RD250.
 
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1200ts said:
John, we have certainly gotten off the original topic and I take full blame.. But your early days in electronics sounds much like mine. After school in the 1970's, I worked from 4:30PM to 12:30AM at a company that made switching power supplies for IBM mainframe computers. I had a pile of bad power supplies to fix every night. The power supply produced +5V at 400A and if any of the very big electrolytic caps were installed wrong ( a bank of four 1 Farad caps) it made a big bang and a big mess. Hours spent cleaning the dielectric fluid from everywhere. It was the only job I ever had which had no interview to be hired. I was handed a sheet of paper with a very complex circuit that had to be Thevenized in 15 minutes with no calculator allowed. It was impossible to do in 15 minuted for anyone but they wanted to see what you could do. Your work on modern electronics is opposite of me, I mostly work on old things, some with tubes. A tube SW radio is my next project. Repaired a tube meg ohmmeter a few months ago.

You must have been payed more than me as I wanted a Suzuki RE5 Rotary but could only afford a Yamaha RD250.
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Indeed Bruce, a lot in common, kinda spooky...grin. Was formally trained in valve/tube design, around 1972. Only last week had an all tube amp on the bench, quaint 6BQ5 in push pull, shorted B+ cappy had the power tx making boiling sounds... was the head tech at sound and light company later 70's... 120KW light show, 80KW front of house and 20KW foldback, lot of out door gigs, ( JJ Radio gigs for the oz mob ). You come close to beating me on power electronics, worked for Emerson/Liebert out here, 700KVa UPS, aux com scr, smaller units with igbt the size of a brick, few of those flew past my head when let go, bloody dangerous, then you and myself love the smell of fear, if not exploding items... a grin, j oh i used to watch the IBM line at at a time 3phase printers on 15 inch fanfold, what a racket and crinkled the mains input a tad... think you took up motorcycling as a safe hobby compared to work place danger at many the place.
 
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3 JJ gigs come to mind, North Sydney Oval. Kinda small and fun. The big park outside Sydney Uni, a very big crowd. Highlight for me, as I left there was a red light onto Broadway and somehow on the green a mass bike drag race happened. And Gig 3 the end of JJ and the start of FM JJJ at Parramatta Park and one MASSIVE crowd including multiple Outlaw Clubs all together rubbing shoulders. Every major club and a bunch I never heard of before. There appeared to be maybe 8 or 10 different patches and all up maybe a couple of hundred in a crowd of thousands. Just after lunch, the shit hit the fan with the ugliest mass brawl I ever saw. Insanely violent, how no one was killed I have no idea. Long-necked Beer Bottles broken over heads, steel-capped boots also into heads, bloody everywhere and poor old me trying to be invisible. That was the last free gig I ever heard of connected with the Js.
 
Paddy said:
There are various numbers but basically you need seals for P08 calipers `120274110
I have a couple of sets in stock but they are hard to get hold of at the moment from Brembo.
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Hello,thanks for that. The numbers I have on my seals are. 20.2246.10.
 
Hi
The seals come as a set with main seal, dust seal and bolts etc so the number i quote is a part number for the set. Its not possible to buy just the seal. These kits are used Ducati, Guzzi, laverda Bimota and BMW and all have their own part numbers but all amount to the same thing.

28115part%20(3)-ts1626539586.jpg
 
Paddy said:
Hi
The seals come as a set with main seal, dust seal and bolts etc so the number i quote is a part number for the set. Its not possible to buy just the seal. These kits are used Ducati, Guzzi, laverda Bimota and BMW and all have their own part numbers but all amount to the same thing.

28115part%20(3)-ts1626539586.jpg
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Thanks for your help, paddy.
 
CDI ignition, but your problem may be at the pick ups at the engine end. The insulation has disintegrated on every one of the set ups I've looked at recently causing lost sparks.
 
pf1 said:
The insulation has disintegrated on every one of the set ups I've looked at recently causing lost sparks.
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Yep, a typical issue but given one spark (only) is reported I reckon the CDI box may be end of life.
It's quick enough to check pickup resistance at the choc strip at back of the tank which will give some reassurance about insulation (or not!). Disconnect the pick up wiring at the block and measure resistance of each pickup. Then check 1. between the two pickups and 2. to earth. There should be no continuity for tests 1&2
 
Nash said:
I got a chance to spend some time in the shed today. I don't know if this is the photo you are thinking of is it?
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That has been repaired, HKZ. Remains odd to me a HKZ on a later 70's Laverda. Have a choice now Nash, spend big or venture out with suspect ignition system. Depends on your riding distances. Advice not asked for, you will at best maybe overcome the ignition system proper to only then face the chronic undercharging capacity of the sole alternator coil at 7amps, or even remove the exciter and bucking regulator coil with extra single coil. You will then need a rectifier regulator, still have a marginal charging capacity. There are iis drawings available for the above conversion of the bosch charging system.

Get some quotes on whole of system upgrade, may well be most cost effective solution, the Laverda will have a value with upgraded ignition charging system over an original system, ie you wont lose money and have a reliable ride for the most part. HTH j.
 
I’ve found some on the net with the same number as you.
I don’t know why there seems to be so many different numbers on the seals but the main thing is the 38 mm . Thanks again for your help.
 
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