PVL ignition problems

[JohnnyO]

Has anyone had any problems or failures with a PVL ignition? I put one on my 490 Maico last year and it was running sweet til last week when it started overheating, losing power and became hard to start hot or cold. The jetting is good and compression ratio is standard and plenty of piston/bore clearance yet it feels like it's trying to seize after 1 lap and gets very hot. I'm thinking ignition problems??

[paul]

IS IT MISSING WHEN ITS GOING OR JUST GETTING HOTAND HARD TO START

[JohnnyO]

Can't find any air leaks Paul and it doesn't run on or seem lean at all. Any idea who could test a pvl stator?

[paul]

IF THE IGNITION IS FAULTY WILL THAT CAUSE IT TO GET HOT .WOULDNT JUST RUN ROUGH
IF IT GETTING HOT AND FEELING LIKE IT WANTS TO SEIZE THEN ID HAVE THE TOP OFF TO CHECK IT OUT
BROKEN RING OR LEAKY GASKET (SUCKING AIR/ LEAN /HOT)

[JohnnyO]

I've had the top end off, that's why i'm thinking ignition. Can't see anything obvious that's making it run like a pig.

[paul]

MUST BE SOME ONE UP THE IN THAT CAN CHECK THEM (PVL) ASK BRAD HE.S GOT THEM ON MOST OFF HIS RACE BIKES

[JohnnyO]

I asked Brad for a lend of a motoplat to try and see if it fixes the problem.

[viper42]

check to see that the backing plate is not loose. Because they are so light and tend to make the engine rev harder they can loosen the backing plate. Your problem sounds very similar to that of my KTM125.
Tightend the back plate and all good.

viper42

[JohnnyO]

The backing plate was tight and can't find anything out of the ordinary.

[paul]

 
 
Installation
 
Troubleshooting
 


PENTON RACING PRODUCTS INC.
44875 North Ridge Rd.
Amherst, OH 44001
440-989-4474
FAX: 440-989-4476
Email Us
 
Penton Racing Products, Inc. distributes its products through any established motor sports business. Have your local motor sports business contact us for price and ordering information.
Business Hours
Mon-Fri 8am - 5pm
Eastern Time
 
 Troubleshooting

Troubleshooting Your PVL Ignition
 
Penton Racing Products maintains a testing and reconditioning facility for PVL, MZ-B, and Motoplat ignitions. Our testing and reconditioning service, and the return shipment, takes place within a few days after we receive the units in our shop. We offer same day testing for an additional fee of $10.00. When sending in components for diagnosis testing, be sure your return address is both on the box and inside on your letterhead, along with any special shipping instructions.  Tested units will be shipped back to you via UPS, which requires a street address, not a Post Office box address. Specify if you want the unit tested only, or tested and faulty parts replaced. Providing that you supply us with a daytime phone number, we can, at your request call you with the testing results. Faulty parts that have been replaced with new parts are returned only upon request. We are not responsible for any loss of small parts that are not needed for testing such as mounting plates, screws, wire grommets, etc.
 


Component Testing:
 
Most PVL components can be resistance tested. Use a digital Ohm Meter, not an Analog Meter as it is not specific enough. If you can input range into your meter, set it higher than the highest reading should be.

Stator Test: Insert either probe into either wire end. For digital stators, using your fingernail, lift the small yellow clip out to insert probe. Resistance readings below, or well above the recommended ranges indicate that the unit is bad. Running units that test slightly higher than the high end of the recommended range can be considered good


# Printed on Part 
 Description of PVL Component
 OHM Reading
 # of Windings
 
1050 Stator, Analog 47.5 – 52.5 1850
1051 Stator, Analog 47.5 – 52.5 1850
1058 Stator, Analog 162.45 -179.55 4000
1061 Stator, Analog 162.45 -179.55 4000
1064 Stator, Analog 47.5 - 52.5 1850
1067 Stator, Analog 172.19 - 191.9 4250
1068 ( Test between 84 to 87 Ohm?? May or may not work in this range) 84.55 - 93.45 3000
1086 (Test between 84 to 87 Ohm?? May or may not work in this range) 84.55 - 93.45 3000
1089 Stator, RZ & RD/TZ – Potted, Analog 207.00 - 253.00 4000
1094 Stator Coil & Fields, Analog 162.45 - 179.55 4000
1095 Tape Wrapped Windings Stator, Twin Cylinder Engines, Analog 216.6 - 239.4 5000
1097 Tape Wrapped Windings Stator, Single Cylinder Engines Analog 207.00 - 253.00 5000
1429 Stator, Analog 207.00 - 253.00 5000
1013, 1032 Digital Stators; Using fingernail, lift small yellow clip out of wire end connectors, remove& insert probe. 84.55 - 93.45 3000
4661000000 Coil; Do not test through spark plug cap! Test between blue coil wire and spark plug wire. 4.8k-5.1k 
356102 Coil, Dual Lead (Test between spark plug wires) 9.8k-9.9k 
4662000000 Analog CDI Module Send in for dyno testing 
105465 PVL Coi/CDl Combination Piece for Motoplat Ignitions Send in for dyno testing 
105458 Coil/CDI Combination Send in for dyno testing 
4642000029 Digital CDI Module Send in for dyno testing 
537202 Digital CDI Module Send in for dyno testing 
 
537200 Digital CDI Module Send in for dyno testing 
 
 
  Motoplat Testing:
 
 
Motoplat ignitions consist of both circuitry and wound wire, and therefore resistance testing is not accurate. We test Motoplat ignitions on a Motoplat Dynomometer which performs function tests to measure the output voltage, wave pattern and spark strengths. Rotors/flywheels are remagnetized as part of the testing process. The lower magneto is tested at room temperature. If the unit tests good, it is then heated and tested again. Parts that test bad are not repairable, and so would need to be replaced with new parts. The manufacture of Motoplat ignitions ceased in 1993, and few replacement parts are available now. When you suspect that your Motoplat Ignition is not functioning properly, there are a few procedures which should be followed before sending it to us. First, check to see that all mechanical grounds are solid and rust free. Corrosion and rust can cause a deterioration of the ground circuit and in time destroy the ignition. These grounds include: (1) coil to frame; (2) engine to frame; (3) mounting plate to engine cases; and (4) stator to mounting plate. Also, while less thought about, but still part of the grounding circuit for spark is the path of current from the engine cases, through the cylinder base and head studs, to the spark plug. If these are allowed to get rusty and corroded, it can affect the ignition’s operation.
 
 

[paul]

info@pentonracingproducts.com

[JohnnyO]

Thanks for that info Paul i should be able to get it tested now.

[dkupf]

I had a the same prob with a PVL on my 75 250 Maico found in the end that the rotor had rubbed through the wires behind the backing plate. Darcy (dkupf)

[Rossvickicampbell]

I have found my PVL does not like watrer in anyway, shape or form and when it gets wet displays similary to what you have said?

Rossco

[Ji Gantor]

Hi Johnny,
Maico's have a keyway on their crankshaft but PVL suggests not using it.
The woodruff key as we know is only there as an alignment device for the timing. The Morse taper takes all the load. I have found that if the flywheel is not set on the Morse taper correctly the flywheel will spin. Please check the PVL timing and see if the flywheel has spun counter clockwise making the timing more advanced.

To set the flywheel onto the Morse taper correctly ( Thanks to Jim Garvey's brother )
Align the flywheel onto the crankshaft,
With a long socket and steel hammer tap the flywheel home,
This will take a few hits but once done correctly you will hear it ring.
Don't smash it on just tap it on.
Once you hear the high tensile ring the flywheel is one with the crankshaft.
Place the lock nut on and torque to spec.

This may not be your problem but I had a similar problem with my CZ and when I stripped it down found the flywheel had rotated.

Good luck

Ji