When these companies claim they can repair them then I'm sure they're hoping it's the drive circuit which is relatively straightforward to fix - it's identifying and sourcing the part without some insider knowledge. They are very robust but I'm sure where they fail is the analogue electronics that switch the capacitor circuit which is basically a MOSFET device. I have designed systems, not for cars/motorbikes with embedded microcontrollers such as that used in the ducati ECU Motorola 68HC11 and there's not much in them. If there's no where for the high voltage secondary of the coil to discharge to then there's a distinct possiblity that it's coupled back through the coil 40/60kvolts and end if ECU! This is why it's very important you don't test for a duff coil unless you hold the spark plug next to the chassis. The coupling between the low voltage primary and secondary continues to increase until it collapses due to the short developed across the spark plug. This is then connected to the Primary of the coil and the other end is connected to a switching circuit inside the ECU which effectively ground the other end of the primary. Basically it used a CDI (capacitor discharge ignition system ) with the capacitor inside the ECU and connected to +12volts. I managed to get home on one cylinder and then set about diagnosing the problem. I just lost the front cylinder - no spark.
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