Laverda Digest #11-20


laverda-digest        Wednesday, March 11 1998        Volume 01 : Number 011



 1. thumper@hughes.net                   Subj: Re: Laverda Re: Welcome to laverda
 2. Rick Hammond   Subj: Re: Laverda Re: Welcome to laverda
 3. "Michael Moore"   Subj: (Fwd) Re: 56 Laverda
 4. "Michael Moore"   Subj: Laverda Danger!! Warning!!
 5. Ed Lutz     Subj: Re: Laverda Yet another ignition problem

----------------------------------------------------------------------

Date: Wed, 11 Mar 1998 17:17:40 -0800
From: thumper@hughes.net
Subject: Re: Laverda Re: Welcome to laverda

Marnix van der Schalk wrote:
> 
> Rick wrote:
> >For the sake of arguement; to repair the frame, there is nothing left of
> >the upper rear lugs, so i was thinking of replicating the SFC mounts.
> >(not to fool anyone, but obviously a better design and it will not be a
> >'show' original)  What do you all think, and does anyone have actual
> >measurements/plan copies etc?
> I suppose you want to do this because of the different angle of the rear
> shocks of the disc brake SFC model? Fact is that effectively the position is
> exactly the same as with SF.  The different angle of the shock absorbers
> comes from the different design swinging arm which has the mounts for the
> shocks behind the rear wheel spindle.
> 
> >
> >All for now,
> >Larry Strung; are you out there?  (I still remember you whipping all the
> >GPZ750s at Mosport on your 500 twin.)
> Larry Strung is no longer involved in Laverdas. He quit racing and sold his
> impressive collection of Laverdas.
> 
> Bye,
> 
> Marnix
> >
I have a current chassis geometry measurement done on my shop Computrack
machine, for my RGS. If y'all want to have another chassis or model
measured let me know and I'll do it for free, or at least for beer
money. I could post my data here, but it would have to be as a scanned
image, ie: a .jpg file. I am not so computer literate as to get my ocr
program to function correctly. 
Let me know if you want to build up an accurate data base.

------------------------------

Date: Wed, 11 Mar 1998 21:39:21 -0800
From: Rick Hammond 
Subject: Re: Laverda Re: Welcome to laverda

thumper@hughes.net wrote:
> 
> Marnix van der Schalk wrote:
> >
> > Rick wrote:
> > >For the sake of arguement; to repair the frame, there is nothing left of
> > >the upper rear lugs, so i was thinking of replicating the SFC mounts.
> > >(not to fool anyone, but obviously a better design and it will not be a
> > >'show' original)  What do you all think, and does anyone have actual
> > >measurements/plan copies etc?

> > >
> I have a current chassis geometry measurement done on my shop Computrack
> machine, for my RGS. If y'all want to have another chassis or model
> measured let me know and I'll do it for free, or at least for beer
> money. I could post my data here, but it would have to be as a scanned
> image, ie: a .jpg file. I am not so computer literate as to get my ocr
> program to function correctly.
> Let me know if you want to build up an accurate data base..
Thanks, good idea,
I'm really just looking to duplicate the SFC engine mounts, but I would 
be curious to know any differences in the geometry between the SF / SFC. 
 No rush though.
Cheers,
Rick

------------------------------

Date: Wed, 11 Mar 1998 19:21:45 -0800
From: "Michael Moore" 
Subject: (Fwd) Re: 56 Laverda

OK, someone jump on this before it gets away.

Michael

- ------- Forwarded Message Follows -------
From:          dhh@niroinc.com
To:            mmoore@eurospares.com
Date:          Wed, 11 Mar 1998 08:57:42 -0500
Subject:       Re: 56 Laverda

Mike,
     Thanks for the response.  No, I am not a die hard Laverda fan.  I saw
the bike and it looked neat.  The last thing I need is another white
elephant.  Sort of like my BSA 441 Victor nestled in amoungst all my
Nortons.  If it were one of the sexy Italian sport bikes I would have
bought it in a heartbeat.  Like you mentioned, I am not adverse to making a
finder's fee if the bike is worth significantly more than the asking price.
The price is about $1000 US, but I guess it can be had for $800.  It is not
worth my time and effort to subscribe and post it on the Laverda list
myself, as I have no great interest in Laverdas.  Not to say that I
wouldn't mind having a Jota or two if they fell into my lap.  Feel free to
forward my post to the list.  I will pass on the phone number to any
interested party.  The bike is in western Pensylvania.

Dave

------------------------------

Date: Wed, 11 Mar 1998 20:07:02 -0800
From: "Michael Moore" 
Subject: Laverda Danger!! Warning!!

Please don't post graphics files to the list, things get out of hand 
quickly on file sizes, transfer times, etc.

> money. I could post my data here, but it would have to be as a scanned
> image, ie: a .jpg file. I am not so computer literate as to get my ocr
> program to function correctly. 
> Let me know if you want to build up an accurate data base.

If it is something that multiple people will be interested in
arrange to send me a copy of the file - I'll consider putting it on
the web site for a period of time to allow people to access/download
it.

Or send me a copy of the paper and I can probably OCR it or scan it if 
needed.

A bit of trimming on quoted text would be nice - the 'too much quoted 
text" bounce doesn't seem to be kicking in as it should.

Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American distributor of "The Racing Motorcycle: a technical guide for constructors"
Host of 6 m/c email lists (details on the web site)
http://www.eurospares.com
AFM/AHRMA #364

------------------------------

Date: Wed, 11 Mar 1998 23:24:42 -0800
From: Ed Lutz 
Subject: Re: Laverda Yet another ignition problem

Nah, its stock. I am looking for a Witt to replace it and perhaps rid me of
this problem once and for all.

Ed

At 04:48 PM 3/11/98 -0800, you wrote:
>Is it a stock ignition or a Witt ignition. If it is a Witt,The quick solution
>is as you mention - turn off the ignition. The longer term solution is
>shielding the wires from electrical noise. If its a stock ignition .... I
dunno
>
>Ed Lutz wrote:
>
>> Its baackk...
>> Some of you may remember this from euro-moto a while back.
>> My Executive has an interesting problem I cant seem to track down.  While
>> riding along, minding my own business, one cylinder will stop firing. If I
>> toggle the kill switch, the cylinder will return to life. This seems to
>> happen once during each ride, usually early on as things are heating up. I
>> worked on this a lot last year and thought I fixed it when I replaced the
>> aftermarket Dyna coils with the originals.  The bike has been fine since
>> last October. Now this last week the problem has surfaced again. So whatta
>> ya all think? I don't have any more spare coils but could get something
>> easily. I'm just doubtful about having a second coil go out in this manner.
>>  Last time I had this problem I swapped ignition boxes, replaced wires,
>> swapped pickups, and the problem was always on the same cylinder. I did
>> verify that spark was going away and that it wasn't some kind of odd carb
>> problem. Replacing the coils made it all go away so I figured one was bad.
>> If its coils again, what could be happening to make them go out?
>>
>> Any hints, ideas, or magic incantations will be welcome!
>>
>> Ed
>
>
>
>

------------------------------

End of laverda-digest V1 #11
****************************
laverda-digest        Thursday, March 12 1998        Volume 01 : Number 012



 1. Ed Lutz     Subj: Re: Laverda Yet another ignition problem
 2. Keith McKay        Subj: Laverda Re: 3-1 Pipes
 3. Keith McKay        Subj: Re: Laverda Buongiorno!
 4. "Michael Moore"   Subj: Re: Laverda Buongiorno!
 5. Keith McKay        Subj: Re: Laverda Buongiorno!

----------------------------------------------------------------------

Date: Wed, 11 Mar 1998 23:24:44 -0800
From: Ed Lutz 
Subject: Re: Laverda Yet another ignition problem

Very, very interesting. I was stuck in some heavy traffic the other day and
the bike got very hot.  It was afterwards that the problem returned.
Perhaps the heat damaged a coil. I wonder where else the coils could be
mounted to help keep them cooler.

Ed

At 05:07 PM 3/11/98 -0800, you wrote:
>Ed Lutz wrote:
>> 
>> Its baackk...
>> Some of you may remember this from euro-moto a while back.
>> My Executive has an interesting problem I cant seem to track down.  While
>> riding along, minding my own business, one cylinder will stop firing. If I
>> toggle the kill switch, the cylinder will return to life. This seems to
>> happen once during each ride, usually early on as things are heating up. I
>> worked on this a lot last year and thought I fixed it when I replaced the
>> aftermarket Dyna coils with the originals.  The bike has been fine since
>> last October. Now this last week the problem has surfaced again. So whatta
>> ya all think? I don't have any more spare coils but could get something
>> easily. I'm just doubtful about having a second coil go out in this manner.
>>  Last time I had this problem I swapped ignition boxes, replaced wires,
>> swapped pickups, and the problem was always on the same cylinder. I did
>> verify that spark was going away and that it wasn't some kind of odd carb
>> problem. Replacing the coils made it all go away so I figured one was bad.
>> If its coils again, what could be happening to make them go out?
>> 
>> Any hints, ideas, or magic incantations will be welcome!
>> 
>> Ed
>This is why I started all my travails with the Witt ign. I had exactly
>the same situation!! I compared the primary R in the coils and found one
>good one one OK/weak one and one bad one. I know that the stock location
>lets them cook if the bike isn't moving, this was what I figured caused
>the prob in the first place. By the way eventually I could only get it
>to start on 2 cyl until I hit the kill sw. and then re-started it on all
>3.
>
>
>

------------------------------

Date: Thu, 12 Mar 1998 12:15:26 +0100
From: Keith McKay 
Subject: Laverda Re: 3-1 Pipes

At 09:57 AM 3/11/98 CST, gbb@creighton.edu wrote:
>I even have a spare collection box.  Who would I get to do the 
>welding / pipe-bending?  A muffler shop?

I'd have thought that any compentent small engineering shop should
be able to help; maybe even your local bike shop might have stuff
to do the job.

We have a couple of bike shops here that are into racing that will
fabricate all sorts of nice bits if you ask them nicely.


- --------------------------------------------------------------------
Keith McKay                             tel.  :  +31 (0)30 2809461
Vicorp International Services           fax   :  +31 (0)30 2897323
Europalaan 542                          email :  kmk@vicorp.nl 
3526 KS Utrecht 
The Netherlands 
- --------------------------------------------------------------------
If at first you don't succeed, you must be a programmer.
- --------------------------------------------------------------------

------------------------------

Date: Thu, 12 Mar 1998 12:24:53 +0100
From: Keith McKay 
Subject: Re: Laverda Buongiorno!

At 05:29 PM 3/11/98 +0100, you wrote:
>Keith wrote:
>>Will you bring it to the track day at Croix? (This is the Dutch Laverda
>>club day on the 4th May for the non-Dutch folks!)
>Yes that's the plan but the barrels are still in v. Dijk's shop waiting for
>them new forged Asso pistons. If I knew then what I know now I would
>probably have taken JE pistons, but the crankshaft is has been balanced for
>the Asso's so that's what it will have to be....

I just put JE's in my 750 and am in the process of running it in; the 
trouble is that without all the clanging and slapping from the old pistons
there's all kinds of new rattles I can hear! Still, that's only to
be expected at 139,000 kms!

Great!! Hope it's all ready; Gijs should have liners to fit the 81mm
JE pistons for the Jota next week! Yeeha! I'm also going to a P1 cam.
See you at Croix! 

On the Jota rebuild, we found that the gearbox mainshaft had broken
*again*... in exactly the same place as the first one went. It was
quite blue around the break and so I guess running hot... I'll see if
the needle bearing from an RGS gearbox can replace the plain bearing
there.


- --------------------------------------------------------------------
Keith McKay                             tel.  :  +31 (0)30 2809461
Vicorp International Services           fax   :  +31 (0)30 2897323
Europalaan 542                          email :  kmk@vicorp.nl 
3526 KS Utrecht 
The Netherlands 
- --------------------------------------------------------------------
If at first you don't succeed, you must be a programmer.
- --------------------------------------------------------------------

------------------------------

Date: Thu, 12 Mar 1998 05:08:20 -0800
From: "Michael Moore" 
Subject: Re: Laverda Buongiorno!

> On the Jota rebuild, we found that the gearbox mainshaft had broken
> *again*... in exactly the same place as the first one went. It was
> quite blue around the break and so I guess running hot... I'll see if
> the needle bearing from an RGS gearbox can replace the plain bearing
> there.

Hello Keith,

Any chance you've got a blocked oil passageway that isn't getting 
lubricant to the bushing? 

Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American distributor of "The Racing Motorcycle: a technical guide for constructors"
Host of 6 m/c email lists (details on the web site)
http://www.eurospares.com
AFM/AHRMA #364

------------------------------

Date: Thu, 12 Mar 1998 14:25:18 +0100
From: Keith McKay 
Subject: Re: Laverda Buongiorno!

At 05:08 AM 3/12/98 -0800, Michael Moore wrote:
>> On the Jota rebuild, we found that the gearbox mainshaft had broken
>> *again*... in exactly the same place as the first one went. It was
>> quite blue around the break and so I guess running hot... I'll see if
>> the needle bearing from an RGS gearbox can replace the plain bearing
>> there.
>
>Hello Keith,
>
>Any chance you've got a blocked oil passageway that isn't getting 
>lubricant to the bushing? 

Slap on forehead... I never thought of that! Of course that's a possibility.
I'll check that this evening. One thing I did spot was that the bronze plain 
bearing where the shaft broke had a pretty deep spiral groove in it; machined
in not as a result of damage I mean. This would of course reduce the oil
pressure at that bearing. Anyone know if that's standard?

I'll have another look to see the layout of all the oil ways etc.

After all, it'll have to be spot on in May to help me stay ahead of that
crazed 750 scratcher Marnix!


- --------------------------------------------------------------------
Keith McKay                             tel.  :  +31 (0)30 2809461
Vicorp International Services           fax   :  +31 (0)30 2897323
Europalaan 542                          email :  kmk@vicorp.nl 
3526 KS Utrecht 
The Netherlands 
- --------------------------------------------------------------------
If at first you don't succeed, you must be a programmer.
- --------------------------------------------------------------------

------------------------------

End of laverda-digest V1 #12
****************************
laverda-digest        Thursday, March 12 1998        Volume 01 : Number 013



 1. zottel@bbs.bybyte.de (Zottel)        Subj: Laverda LAVERDA BUONGIORNO!(LONG)
 2. Richard Taylor  Subj: Laverda Introduction
 3. Stephen Wilcox    Subj: Re: Laverda Yet another ignition proble
 4. Rick Hammond   Subj: Re: Laverda Yet another ignition proble

----------------------------------------------------------------------

Date: Thu, 12 Mar 1998 21:51:00 GMT
From: zottel@bbs.bybyte.de (Zottel)
Subject: Laverda LAVERDA BUONGIORNO!(LONG)

>  On the Jota rebuild, we found that the gearbox mainshaft had broken
>  *again*... in exactly the same place as the first one went. It was
>  quite blue around the break and so I guess running hot... I'll see if
>  the needle bearing from an RGS gearbox can replace the plain bearing
>  there.

Hi Keith,

So I'm not the only one this happened to. Where exactly did it
break?

Just as an introduction:

My name is Christian Rein and I live in Hannover, Germany. I am a
pediatrician and work at Celle Hospital.

I was hit late with the bike bug, apart from a wheelie on a moped
at age fourteen I wasn't interested in bikes until I was
eighteen. At that time my then best buddy took me pillion to the
Cologne show (IFMA) on his XS 400. I was hooked. Then at the IFMA
I saw it. The first 1000 SFC Laverda. Hooked again. I still have
the brochure.

I got my license and bought a Yamaha XS 500 for 1500 german
marks. This kept drawing others of it's kind toward me and I now
have about four or five of those.

As I was a student a Laverda was out of reach. Then a nice fellow
in a Renault rear-ended my Mercedes 240D, bought for 1800 DM. It
had a trailer hook, so functional damage was one tail light bulb.
The frame was bent, so it was a total write-off. All in all, I
received 7000 DM from the insurance. Don't ask what I did. That
money was burning in my pocket, so I went to Italmoto in Hannover
and saw a 1973 Laverda 1000 all original except for 1974
mufflers, bellmouths, Witt ignition and a Grimeca 4ls brake with
1600km on the clock for 7300 DM.

I had to have it. So what if it ran like crap, the carbs just
need some adjustment is what the owner of the shop told me. Was I
ever blind. It covered my legs with gas spat out of the carbs on
the testride.

It didn't run properly until I put in the original air box and
went from 170 mains to 120. God knows what idiot put them in
there.

Just a couple of months later I crashed it, because even constant
fiddling couldn't get that crummy Grimeca drum to work properly
and they faded in a matter of three quick corners. Brake hard
turn one, brake hard turn two, pull the lever to the handle bars
turn three. Luckily there was no tree ahead. Worst damage was
the 200 mm headlamp that I smashed. I then found a 1974 1000/1
that had been dropped and had caught fire for 3000 DM. I swapped
the front ends and finally had me some stopping power.

Then about 1 1/2 years ago I broke the gear box main shaft. I was
on my way to renewing the clutch rubbers because of noise from
the clutch. When I took the primary drive cover off, the clutch
simply fell into my hands. The mainshaft had been broken for
quite I while I guess.

I bought a used mainshaft from Wolfgang Haerter at the Veterama
for 150 DM, but so far new job and new family have prevented me
from getting it fixed, so my few riding exploits are done on the
Yamahas and a 1973 Honda CB 125 for city-hopping.

Over the years I have gathered some literature and knowledge
about the early triples, so I'll try to be of help to anyone who
is interested in the history of these bikes.

With the help of Marnix (thanks for the pictures!) I am hoping to
set up a website for these bikes (and the XS 500s) pretty soon.

Talking about triple history: Does anyone know the color of the
1974 factory promo bike? In the brochures it looks light blue
metallic, but maybe it's just silver and the whole picture has a
blue tint? I'd like to paint the 74 triple that color, whenever
it gets ready.

I'll start boring you with my weird plans for engine improvement
later. (I need a machine shop wizard first...)

Bye

Chris

- ---
 _ RM 1.31 3336 _ 

------------------------------

Date: Thu, 12 Mar 1998 21:22:35 +0000
From: Richard Taylor 
Subject: Laverda Introduction

I'm glad to find there's a mailing list out there. I wanted to set one up,
but I didn't have the right facilities. Web sites are far easier :-)

Anyway, enough of the blubbering, here's about me/my bikes:

I'm based in the UK, and have owned Laverdas for about 13 years:
- - an early green Mirage with the 4C cams
- - a late Mirage TS, which managed to get round the clock in Kms, and is
still going strong in Norway, after some new rings
- - an SFC 1000, the best of the triples
- - an RGS 1000, wonderful looking, but with an uncurable loss of power
4,000-6,000 which was ecxceedingly frustrating
- - a new 750S, which is great fun, but bloody small. The worlds sexiest
moped. This is my current bike. House rules, as set by She Who Must Be
Obeyed say one bike only. But hell, who am I to complain when I've got a
Laverda?!

I run the International Laverda Owners Club web site, where run means I pay
Demon 10 a month, and do not a lot with it :-(

I get out on the beast less and less, due to children, which is pretty
frustrating. Its taken 6 months to run the 750 in, and that's just 3000Kms. 

I'm interested to hear any good gossip, and am able to offer simple help,
but nowt too technical.

Here's a starter query anyway:

- - does anyone know of tank bags to fit the new Laverdas (650/668/750)? I
know Baglux, in France, make one for the SFC 1000, but they aren't making
one for the new bikes. I need to get _something_ made up, because there's
absolutely no way of carrying anything on the bike. Fast it is, practical
is ain't.

Any suggestions welcome/addresses of bespoke vinyl kings, etc!
- -- 
Regards,  Richard Taylor. International Laverda Owners Club -
http://www.richtea.demon.co.uk/laverda

------------------------------

Date: Thu, 12 Mar 1998 14:47:32 -0800
From: Stephen Wilcox 
Subject: Re: Laverda Yet another ignition proble

> From: Ed Lutz 
> Subject: Re: Laverda Yet another ignition problem
> 
> Very, very interesting. I was stuck in some heavy traffic the other day and
> the bike got very hot.  It was afterwards that the problem returned.
> Perhaps the heat damaged a coil. I wonder where else the coils could be

 I've worried about the same thing.   I got stuck in heavy traffic in Denver 
on a 98deg F day last summer on my RGS, and then parked the bike and left the
ignition on (oops!)  I came back to the bike and found yellow wax (I guess
it came from one of the coils)  dripped all over the pipes and front of the
cam cover.  I've worried about my ignition ever since, but have not had any
trouble with it. Yet. Knock wood...

> mounted to help keep them cooler.

 It seems to be a popular place to mount 'em on allot of bikes.  On the upside
it is one of the dryer places on a bike, and quick to dry out.  I suppose 
cooler spots could be found, but then you end up with long HT wires.

 Stephen

------------------------------

Date: Thu, 12 Mar 1998 18:13:42 -0800
From: Rick Hammond 
Subject: Re: Laverda Yet another ignition proble

Stephen Wilcox wrote:
> 
> > From: Ed Lutz   I came back to the bike and found yellow wax (I guess
> it came from one of the coils)  dripped all over the pipes and front of the
> cam cover.
> cooler spots could be found, but then you end up with long HT wires.
> 
>  Stephen.

Hi,
I'm not really proposing this as a practical fix, probably just due to 
physical space, but;
I've been seeing ignition systems on cars / trucks with 'coils' as part 
of the plug caps.  If heat is the big bugaboo, how do these survive?
Talk about short HT leads.
Cheers,
Rick

------------------------------

End of laverda-digest V1 #13
****************************
laverda-digest        Thursday, March 12 1998        Volume 01 : Number 014



 1. Ed Lutz     Subj: Re: Laverda Yet another ignition problem
 2. smlnjack@toolcity.net                Subj: Re: Laverda LAVERDA BUONGIORNO!(LONG)
 3. "Michael Moore"   Subj: Re: Laverda Introduction
 4. "Michael Moore"   Subj: Re: Laverda LAVERDA BUONGIORNO!(LONG)

----------------------------------------------------------------------

Date: Thu, 12 Mar 1998 16:23:07 -0800
From: Ed Lutz 
Subject: Re: Laverda Yet another ignition problem

Interesting idea. I would expect that these plug mounted coils are made to
handle the heat. It would be a matter of design and quality. It may also be
something that would work on the Lav. Me thinks I'll have to look into it,
just for giggles you understand :)

Ed

At 06:13 PM 3/12/98 -0800, you wrote:
>Stephen Wilcox wrote:
>> 
>> > From: Ed Lutz   I came back to the bike and
found yellow wax (I guess
>> it came from one of the coils)  dripped all over the pipes and front of the
>> cam cover.
>> cooler spots could be found, but then you end up with long HT wires.
>> 
>>  Stephen.
>
>Hi,
>I'm not really proposing this as a practical fix, probably just due to 
>physical space, but;
>I've been seeing ignition systems on cars / trucks with 'coils' as part 
>of the plug caps.  If heat is the big bugaboo, how do these survive?
>Talk about short HT leads.
>Cheers,
>Rick
>

------------------------------

Date: Thu, 12 Mar 1998 19:33:07 -0500
From: smlnjack@toolcity.net
Subject: Re: Laverda LAVERDA BUONGIORNO!(LONG)

At 09:51 PM 3/12/98 +0000, Zottel wrote:
>>  On the Jota rebuild, we found that the gearbox mainshaft had broken
>>  *again*... in exactly the same place as the first one went. It was
>>  quite blue around the break and so I guess running hot... I'll see if
>>  the needle bearing from an RGS gearbox can replace the plain bearing
>>  there.
>
>Hi Keith,
>
>So I'm not the only one this happened to. Where exactly did it
>break?
>
>Just as an introduction:
>
>My name is Christian Rein and I live in Hannover, Germany. I am a
>pediatrician and work at Celle Hospital.
>
>I was hit late with the bike bug, apart from a wheelie on a moped
>at age fourteen I wasn't interested in bikes until I was
>eighteen. At that time my then best buddy took me pillion to the
>Cologne show (IFMA) on his XS 400. I was hooked. Then at the IFMA
>I saw it. The first 1000 SFC Laverda. Hooked again. I still have
>the brochure.
>
>I got my license and bought a Yamaha XS 500 for 1500 german
>marks. This kept drawing others of it's kind toward me and I now
>have about four or five of those.
>
>As I was a student a Laverda was out of reach. Then a nice fellow
>in a Renault rear-ended my Mercedes 240D, bought for 1800 DM. It
>had a trailer hook, so functional damage was one tail light bulb.
>The frame was bent, so it was a total write-off. All in all, I
>received 7000 DM from the insurance. Don't ask what I did. That
>money was burning in my pocket, so I went to Italmoto in Hannover
>and saw a 1973 Laverda 1000 all original except for 1974
>mufflers, bellmouths, Witt ignition and a Grimeca 4ls brake with
>1600km on the clock for 7300 DM.
>
>I had to have it. So what if it ran like crap, the carbs just
>need some adjustment is what the owner of the shop told me. Was I
>ever blind. It covered my legs with gas spat out of the carbs on
>the testride.
>
>It didn't run properly until I put in the original air box and
>went from 170 mains to 120. God knows what idiot put them in
>there.
>
>Just a couple of months later I crashed it, because even constant
>fiddling couldn't get that crummy Grimeca drum to work properly
>and they faded in a matter of three quick corners. Brake hard
>turn one, brake hard turn two, pull the lever to the handle bars
>turn three. Luckily there was no tree ahead. Worst damage was
>the 200 mm headlamp that I smashed. I then found a 1974 1000/1
>that had been dropped and had caught fire for 3000 DM. I swapped
>the front ends and finally had me some stopping power.
>
>Then about 1 1/2 years ago I broke the gear box main shaft. I was
>on my way to renewing the clutch rubbers because of noise from
>the clutch. When I took the primary drive cover off, the clutch
>simply fell into my hands. The mainshaft had been broken for
>quite I while I guess.
>
>I bought a used mainshaft from Wolfgang Haerter at the Veterama
>for 150 DM, but so far new job and new family have prevented me
>from getting it fixed, so my few riding exploits are done on the
>Yamahas and a 1973 Honda CB 125 for city-hopping.
>
>Over the years I have gathered some literature and knowledge
>about the early triples, so I'll try to be of help to anyone who

>is interested in the history of these bikes.
>
>With the help of Marnix (thanks for the pictures!) I am hoping to
>set up a website for these bikes (and the XS 500s) pretty soon.
>
>Talking about triple history: Does anyone know the color of the
>1974 factory promo bike? In the brochures it looks light blue
>metallic, but maybe it's just silver and the whole picture has a
>blue tint? I'd like to paint the 74 triple that color, whenever
>it gets ready.
>
>I'll start boring you with my weird plans for engine improvement
>later. (I need a machine shop wizard first...)
>
>Bye
>
>Chris
>
>---
Hey Chris Welcome aboard!  I was kind of wondering when yhou might show up.
 After all, it seems you were the main impetus behind this list becoming a
reality.  Ani't it great!  Interesting tale.  Also interesting is that
you're a physician.  Most doctors think motorcycles are terrible
contrivances of the devil, especially those doctors who work in emergency
rooms.  But I always felt that you can't get out of this world alive.
Tschues (sp?) Jack Ballard
Mercer PA  
1975 Laverda 3C RS

------------------------------

Date: Thu, 12 Mar 1998 16:54:47 -0800
From: "Michael Moore" 
Subject: Re: Laverda Introduction

> I get out on the beast less and less, due to children, which is
> pretty frustrating. Its taken 6 months to run the 750 in, and
> that's just 3000Kms. 

Hello Richard,

Perhaps a nice double-adult enclosed sidecar attached to the 750S 
would let you AND the children get out for a spin more often.

Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American distributor of "The Racing Motorcycle: a technical guide for constructors"
Host of 6 m/c email lists (details on the web site)
http://www.eurospares.com
AFM/AHRMA #364

------------------------------

Date: Thu, 12 Mar 1998 16:54:48 -0800
From: "Michael Moore" 
Subject: Re: Laverda LAVERDA BUONGIORNO!(LONG)

> Then about 1 1/2 years ago I broke the gear box main shaft. I was
> on my way to renewing the clutch rubbers because of noise from
> the clutch. When I took the primary drive cover off, the clutch
> simply fell into my hands. The mainshaft had been broken for
> quite I while I guess.

Hello Chris,

Since the triple has an outrigger bearing in the primary case I have 
trouble seeing how there could be any flex in the shaft to cause the 
clutch to break it.  Is the shaft breaking at a snap-ring groove or 
drilling at right-angles to the shaft axis?

Sounds pretty strange to me.

Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American distributor of "The Racing Motorcycle: a technical guide for constructors"
Host of 6 m/c email lists (details on the web site)
http://www.eurospares.com
AFM/AHRMA #364

------------------------------

End of laverda-digest V1 #14
****************************
laverda-digest         Friday, March 13 1998         Volume 01 : Number 015



 1. "Geoff Pascoe"  Subj: Laverda re: Welcome to the laverda.........
 2. "Geoff Pascoe"  Subj: Laverda A long shot!
 3. "Michael Moore"   Subj: Laverda The count so far . . .
 4. "Ann M. Calandro" <76726.2625@compuserve.com> Subj: Laverda Plug coils
 5. "Marnix"         Subj: Re: Laverda Buongiorno!
 6. "Marnix"         Subj: Re: Laverda LAVERDA BUONGIORNO!(LONG)
 7. Carlo Klein  Subj: Re: Laverda Plug coils
 8. gbb@creighton.edu                    Subj: Re: Laverda Introduction
 9. Ed Lutz     Subj: Re: Laverda Plug coils

----------------------------------------------------------------------

Date: Fri, 13 Mar 1998 15:18:23 +1030
From: "Geoff Pascoe" 
Subject: Laverda re: Welcome to the laverda.........

>>After you've subscribed.........

Hello Laverda World!

My name is Geoff Pascoe and I live in the Adelaide Hills in South Australia.
I first became interested in Laverdas in the mid '70s after seeing a SFC racing
here in Australia.  I bought my first Laverda, a 3CL, in '80.  I still own the
3CL as well as 3 other Laverdas in various stages of rebuild.

I have a poorly maintained Site at www.microbits.com.au/laverda.

Regards to all,

Geoff
gpascoe@microbits.com.au
www.microbits.com.au/laverda

------------------------------

Date: Fri, 13 Mar 1998 15:22:50 +1030
From: "Geoff Pascoe" 
Subject: Laverda A long shot!

I am looking for a pair of the Plastic Side Covers for a Laverda OR600 Atlas.

....a long shot I know, but I understand many of these Atlas' were bought purely
for their Motors, so you never know!

Regards all,

Geoff
gpascoe@microbits.com.au
www.microbits.com.au/laverda

------------------------------

Date: Thu, 12 Mar 1998 21:15:21 -0800
From: "Michael Moore" 
Subject: Laverda The count so far . . .

. . . . looks to be 33 people on the list.  I think that if we can
keep that at minimum there should be no problem maintaining
"critical mass" for the list.  

The Laverda listers seem more vocal (digital?) than my
lightweight-roadrace listers; we're already up to 14 digests in 4
full days, where the LRR list took 2 months to generate that many.

Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American distributor of "The Racing Motorcycle: a technical guide for constructors"
Host of 6 m/c email lists (details on the web site)
http://www.eurospares.com
AFM/AHRMA #364

------------------------------

Date: Fri, 13 Mar 1998 06:42:33 -0500
From: "Ann M. Calandro" <76726.2625@compuserve.com>
Subject: Laverda Plug coils


Subject: Re: Laverda Buongiorno!

>After all, it'll have to be spot on in May to help me stay ahead of that
>crazed 750 scratcher Marnix!

This guy hasn't seen a race track in years. Show some compassion will ya!

Marnix

------------------------------

Date: Fri, 13 Mar 1998 13:07:33 +0100
From: "Marnix" 
Subject: Re: Laverda LAVERDA BUONGIORNO!(LONG)

Chris Rein wrote:
>Talking about triple history: Does anyone know the color of the
>1974 factory promo bike? In the brochures it looks light blue
>metallic, but maybe it's just silver and the whole picture has a
>blue tint? I'd like to paint the 74 triple that color, whenever
>it gets ready.


The colour is light blue metallic. 
Don't ask for RAL codes because Laverda never heard of those.

Marnix

------------------------------

Date: Fri, 13 Mar 1998 13:45:51 +0100
From: Carlo Klein 
Subject: Re: Laverda Plug coils

At 06:42 13-03-98 -0500, Ann M. Calandro emerged and wibbled:
>handle the heat.

>If my memory serves me correctly didn't the new Suzuki GSXRs have this. 

Plug mounted coils can also be found on the new Triumphs T509 and T595.

(See, it's not so bad having a Trumpeteer on the list after all ;-)

Carlo

------------------------------

Date: Fri, 13 Mar 1998 9:16:43 CST
From: gbb@creighton.edu
Subject: Re: Laverda Introduction

> 
> > I get out on the beast less and less, due to children, which is
> > pretty frustrating. Its taken 6 months to run the 750 in, and
> > that's just 3000Kms. 
> 
> Hello Richard,
> 
> Perhaps a nice double-adult enclosed sidecar attached to the 750S 
> would let you AND the children get out for a spin more often.
> 
> Cheers,
> Michael
Okay, now you've jogged my memory.  Seems like when I was first getting 
Laverdas and common name in the US was Hal Kendal.  I heard he was big in 
the Lav club and the Sidecar club.  His ride was supposed to be a lav
triple pulling a chair, but I don't remember what kind of Lav (or what
kind of chair?)  Anybody know?  I think I called him on the phone, and 
he explained why the Lav was so good as a tractor.  Easy to change gear
ratios was one reason.  So, whats happened to Hal?
Geo

------------------------------

Date: Fri, 13 Mar 1998 08:06:23 -0800
From: Ed Lutz 
Subject: Re: Laverda Plug coils

Thanks Jim, I'll check that out.

Ed

At 06:42 AM 3/13/98 -0500, you wrote:
>handle the heat.
>
>If my memory serves me correctly didn't the new Suzuki GSXRs have this.  I
>would think that one for a bike would be smaller and easier to fit to a
>Laverda.  They should also be more capable of handling the heat than ones
>made for cars.
>
>Jim Calandro
>

------------------------------

End of laverda-digest V1 #15
****************************
laverda-digest         Friday, March 13 1998         Volume 01 : Number 016



 1. smlnjack@toolcity.net                Subj: Laverda Dumb questions
 2. Ed Lutz     Subj: Re: Laverda Dumb questions
 3. smlnjack@toolcity.net                Subj: Re: Laverda Dumb questions
 4. Ed Lutz     Subj: Re: Laverda Dumb questions
 5. "Michael Moore"   Subj: Re: Laverda outfits
 6. smlnjack@toolcity.net                Subj: [none]
 7. "Michael Moore"   Subj: Re: Laverda Plug coils

----------------------------------------------------------------------

Date: Fri, 13 Mar 1998 16:44:48 -0500
From: smlnjack@toolcity.net
Subject: Laverda Dumb questions

Being new to Laverdadom, forgive the stupid question.  I would like to
check valve clearances on my 3C.  What is the likelihood of damaging or
destroying the gaskets upon removing the cam trays?  Do I need to order
gaskets before undertaking the inspection?  TIA
Jack 

------------------------------

Date: Fri, 13 Mar 1998 14:02:23 -0800
From: Ed Lutz 
Subject: Re: Laverda Dumb questions

If by "cam trays" you are referring to the cam cover then, depending on its
age, I'd say the seal should be OK.  Its a rubber seal, not a paper gasket,
and I have removed and reused mine many times between replacements.

And remember. Theres no such thing as a stupid question!

Ed

At 04:44 PM 3/13/98 -0500, you wrote:
>Being new to Laverdadom, forgive the stupid question.  I would like to
>check valve clearances on my 3C.  What is the likelihood of damaging or
>destroying the gaskets upon removing the cam trays?  Do I need to order
>gaskets before undertaking the inspection?  TIA
>Jack 
>
>

------------------------------

Date: Fri, 13 Mar 1998 17:11:25 -0500
From: smlnjack@toolcity.net
Subject: Re: Laverda Dumb questions

At 02:02 PM 3/13/98 -0800, Ed Lutz wrote:
>If by "cam trays" you are referring to the cam cover then, depending on its
>age, I'd say the seal should be OK.  Its a rubber seal, not a paper gasket,
>and I have removed and reused mine many times between replacements.
>
>And remember. Theres no such thing as a stupid question!
>
>Ed
>
>At 04:44 PM 3/13/98 -0500, you wrote:
>>Being new to Laverdadom, forgive the stupid question.  I would like to
>>check valve clearances on my 3C.  What is the likelihood of damaging or
>>destroying the gaskets upon removing the cam trays?  Do I need to order
>>gaskets before undertaking the inspection?  TIA
>>Jack 
>>
Hey Ed, thanks for the lightening quick response.  Thanks also for the
valuable info.  If it ever warms up aroundhere, I'll get out to the garage
and check things out.  Like to have the girl ready when Spring finally
hits.  (It's been around 10F at night and  20F during the day.  Quite a
change after the ridilculously warm winter).  Guess Orange County must be
toasty eh?
Jack 
> 

------------------------------

Date: Fri, 13 Mar 1998 14:44:42 -0800
From: Ed Lutz 
Subject: Re: Laverda Dumb questions

Yeah, while not really toastie by local standards, I did commute to work
this week on my Executive. Wednesday it actually got kinda warm riding on
the freeway in my Aerostitch suit. On-board thermometer said it was around
78 deg. Bit cooler today, mid to high 60's. Sure wish summer would get
here! :)

Ed

At 05:11 PM 3/13/98 -0500, you wrote:
>At 02:02 PM 3/13/98 -0800, Ed Lutz wrote:
>Hey Ed, thanks for the lightening quick response.  Thanks also for the
>valuable info.  If it ever warms up aroundhere, I'll get out to the garage
>and check things out.  Like to have the girl ready when Spring finally
>hits.  (It's been around 10F at night and  20F during the day.  Quite a
>change after the ridilculously warm winter).  Guess Orange County must be
>toasty eh?
>Jack 
>> 
>
>

------------------------------

Date: Fri, 13 Mar 1998 15:53:26 -0800
From: "Michael Moore" 
Subject: Re: Laverda outfits

> Okay, now you've jogged my memory.  Seems like when I was first getting 
> Laverdas and common name in the US was Hal Kendal.  I heard he was big in 
> the Lav club and the Sidecar club.  His ride was supposed to be a lav
> triple pulling a chair, but I don't remember what kind of Lav (or what
> kind of chair?)  Anybody know?  I think I called him on the phone, and 
> he explained why the Lav was so good as a tractor.  Easy to change gear
> ratios was one reason.  So, whats happened to Hal?

Yes, I think Hal Kendall was president of the sidecar assn, and he 
had a Lav triple outfit.  I don't think I've heard anything about him 
for close to 10 years, but if no one here knows I can ask on the 
sidecar list to see if he (and his outfit) are still around.

I've got some photos or jpgs of some Laverda outfits - I think one 
may have been sent by Robert or Marnix, showing a 750 twin MX or 
grasstrack outfit.  If I run across them I'll stick them up on the 
web site, presuming I haven't already done so.

Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American distributor of "The Racing Motorcycle: a technical guide for constructors"
Host of 6 m/c email lists (details on the web site)
http://www.eurospares.com
AFM/AHRMA #364

------------------------------

Date: Fri, 13 Mar 1998 19:15:37 -0500
From: smlnjack@toolcity.net
Subject: [none]

Hello again Ed.  Since our last communication,I have been reading Tim
Parker's Green Book.  Yikes!  I have never had any contact with overhead
cams in my life.  (Not quite true...I've owned several Jags over the years
but never got into valves).  Anyway, this is my first experience with OVC's
in a bike and I gotta say the whole subject is, after reading the book,
quite intimidating. I'm beginning to ask myself what in the hell I've
gotten myself into.  I'm hopeful that they are spot on as it sounds like a
nightmare to change settings and of course, I have no shims on hand nor do
I know how many, nor what size,  to purchase before tackling the job.  My
guess is that if I contact the previous owner, he'll tell me what I want to
hear i.e., that they were just done, are perfect and rarely need checking.
Oh well.

But it's something that does bear looking into.  The whole bike in fact,
needs a total scrutiny before I set out on  trips of any length as there
are no dealers in my neck of the woods and as far as I know, no triple
owners close at hand either.  From all I've heard about their toughness,
I'm sure that she can be made a reliable sport tourer .  Cheers,

Jack

------------------------------

Date: Fri, 13 Mar 1998 16:20:08 -0800
From: "Michael Moore" 
Subject: Re: Laverda Plug coils

Be sure that the different coils are the same primary resistance as 
the coils you are already using as many ignitions are sensitive to 
this.

Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American distributor of "The Racing Motorcycle: a technical guide for constructors"
Host of 6 m/c email lists (details on the web site)
http://www.eurospares.com
AFM/AHRMA #364

------------------------------

End of laverda-digest V1 #16
****************************
laverda-digest        Saturday, March 14 1998        Volume 01 : Number 017



 1. smlnjack@toolcity.net                Subj: [none]
 2. Ed Lutz     Subj: Laverda Re: 
 3. smlnjack@toolcity.net                Subj: Re: Laverda Re: 
 4. Bill MacCracken  Subj: Laverda RE:Valve adjustment
 5. "Ann M. Calandro" <76726.2625@compuserve.com> Subj: Laverda Daytona 98

----------------------------------------------------------------------

Date: Fri, 13 Mar 1998 19:28:13 -0500
From: smlnjack@toolcity.net
Subject: [none]

Oops!  Should have said "OHC's"  I knew something didn't look right.  Duh.

------------------------------

Date: Fri, 13 Mar 1998 16:42:02 -0800
From: Ed Lutz 
Subject: Laverda Re: 

Jack,
Valve adjustment on the triple isn't really as bad as it looks. Just time
consuming. Things to be careful about:

Mainly, don't drop the damn cam chain down in the motor. I have perfected a
method of retrieval (don't ask) but it involves removing the exhaust system
and is a sure bet to ruin your day.

Take care to re torque the cam and head bolts carefully.

Measure everything twice. A metric micrometer makes it easier, an SAE unit
works too.

Other than that, its just a bunch of math. I built an Excel spreadsheet to
help determine the proper shim size. If you would like a copy I will be
happy to e-mail it off.

Nice thing about shim under bucket valve systems is that once set, they
hardly ever need adjustment. I check mine every 5K to 8K miles, just when
I'm in the mood. Other than when modifying something, I think I've only had
to set them twice. They just don't change.

If you want any help or advice, questions answered etc. just pop off a note.

Ed

At 07:15 PM 3/13/98 -0500, you wrote:
>Hello again Ed.  Since our last communication,I have been reading Tim
>Parker's Green Book.  Yikes!  I have never had any contact with overhead
>cams in my life.  (Not quite true...I've owned several Jags over the years
>but never got into valves).  Anyway, this is my first experience with OVC's
>in a bike and I gotta say the whole subject is, after reading the book,
>quite intimidating. I'm beginning to ask myself what in the hell I've
>gotten myself into.  I'm hopeful that they are spot on as it sounds like a
>nightmare to change settings and of course, I have no shims on hand nor do
>I know how many, nor what size,  to purchase before tackling the job.  My
>guess is that if I contact the previous owner, he'll tell me what I want to
>hear i.e., that they were just done, are perfect and rarely need checking.
>Oh well.
>
>But it's something that does bear looking into.  The whole bike in fact,
>needs a total scrutiny before I set out on  trips of any length as there
>are no dealers in my neck of the woods and as far as I know, no triple
>owners close at hand either.  From all I've heard about their toughness,
>I'm sure that she can be made a reliable sport tourer .  Cheers,
>
>Jack
>
>

------------------------------

Date: Sat, 14 Mar 1998 10:54:30 -0500
From: smlnjack@toolcity.net
Subject: Re: Laverda Re: 

At 04:42 PM 3/13/98 -0800, Ed Lutz wrote:
>Jack,
>Valve adjustment on the triple isn't really as bad as it looks. Just time
>consuming. Things to be careful about:
>
>Mainly, don't drop the damn cam chain down in the motor. I have perfected a
>method of retrieval (don't ask) but it involves removing the exhaust system
>and is a sure bet to ruin your day.

I know...I read your post a week or two ago concerning that very issue.  If
it happened to me, I think I would just kill myself.

>
>Take care to re torque the cam and head bolts carefully.
>
>Measure everything twice. A metric micrometer makes it easier, an SAE unit
>works too.

I'm going to see if I can purchase one around here.  I have an SAE unit
already.  Perhaps a good industrial supply house in Pittsburgh might have
it (70 miles south).  Nothing much around here excelpt boondocks.
>
>Other than that, its just a bunch of math. I built an Excel spreadsheet to
>help determine the proper shim size. If you would like a copy I will be
>happy to e-mail it off.
>
That would be much appreciated, Ed.  Anything to make the job easier.
Those lucky twin guys: a conventional adjustment.  Anyway, before going to
bwed last night, I read and re-read the section about valve adjustment.  As
you say, it seems not so bad as I originally thought, just time consuming
and worthy of meticulous work.  When I first bought a Triumph Trident, I
totally rebuilt and resynched the carbs as well as re-timing the engine so
if I could do that, I guess this will be no big deal.


>Nice thing about shim under bucket valve systems is that once set, they
>hardly ever need adjustment. I check mine every 5K to 8K miles, just when
>I'm in the mood. Other than when modifying something, I think I've only had
>to set them twice. They just don't change.
>
>If you want any help or advice, questions answered etc. just pop off a note.
>
>Ed
>
Thanks again.  Don't be surprised if I take you up on your offer
Jack

------------------------------

Date: Sat, 14 Mar 1998 08:15:36 -0800
From: Bill MacCracken 
Subject: Laverda RE:Valve adjustment

(snip).......after reading the book,
quite intimidating. I'm beginning to ask myself what in the hell I've
gotten myself into.  I'm hopeful that they are spot on as it sounds like
a
nightmare to change settings and of course, I have no shims on hand nor
do
I know how many, nor what size,  to purchase before tackling the job.

Jack,
    When I was young and foolish I decided to tackle the job of valve
adjustment on my triple. There are a few things I should say. With the
proper tools the job is reletively easy... but time consuming -
especially if you don't know the sizes of the shims that are in the
bike. On that count, write down the clearances and shim sizes for future
referance. When you do the job be sure to measure and REMEASURE. I find
that even valve clearances should be measured at least twice before I
truly believe them. Mark the tower positions to ensure they go back to
their original position and check the shim thickness one at a time to
make sure they go back to their original position. On reassembly make
sure you have a torque wrench and know the proper values... and tighten
them down progressively (i.e. 10ft-lb, 15ft-lb.) ...up to the proper
torque AND in the proper sequence.


AND JACK WIRE UP THE CHAIN!!!  :-)

yours truly,
Bill MacCracken
PS This should not be considered an instruction set for adjusting your
valves.

------------------------------

Date: Sat, 14 Mar 1998 11:57:12 -0500
From: "Ann M. Calandro" <76726.2625@compuserve.com>
Subject: Laverda Daytona 98

Hey Y'all

I could not make all of Daytona this year but I did make it to the two days
of vintage racing on Monday and Tuesday and then staid on for two more
days.  I was able to visit the auction in Deland, the tent city outside the
track, Willies Museum and make a pilgrimage to Tony Foster's Personal Cycle
Service.  Family obligations, I'm a soccer dad, forced me to miss the
Italian dinner Friday night. I went down with Andy Rounds new to both
street bikes and Italian hardware.  Andy has a long history with dirt bikes
and it was fun to watch him marvel at all the wonderful hardware he had
virtually ignored for years.

We made quite an eclectic traveling duo as I was on my 75 Moto Morini 3 1/2
Sport and Andy was riding his new 1997 Ducati 916.  We were certainly easy
to spot with our two bikes chained together.  Kind of a state of the art
Italian masterpiece and a not state of the art 1975 classic.  My how much
Italians have moved forward with their bikes in twenty two years. 
Fortunately Andy's riding skills allowed him to keep up with me as we drove
the 55 miles to the track each day.  The most interesting part of the time
together was the reaction of the various spectators to our two bikes.  You
could tell the age of the observer by which bike he or she looked at first.
 The over forty crowd would walk right past the 916 to crawl all over the
Morini.  The under thirty group would not even know there was a Morini
there and the ones in between would vacillate between the two.

I had a bad start to Monday as when I kick started the Morini, the kicker
hit the left foot brake pedal and snapped it off.  The extra extension of
the kicker this allowed put too much load on the "e" clip and the kicker
came off.  These are the only parts that gave me trouble the whole week and
they were the only modifications from stock I had made.  I found a welder
in the pit area and had my brake pedal back in action.  The kicker will
take some modifications so I push started the bike for the four days I was
there.  Fortunately it only weighs 320 pounds and always has been a first
kick starter.  The only time I had trouble is when we parked on the grass I
had to push it to the paved areas for a start.

Classic Bike Magazine had a show with some wonderful bikes.  I took over
100 pictures over the four days and only had that many as some bikes were
repeats from last year so I saved on some film.  There was a wonderful 1973
Ducati 750 Sport that was entered in the show that later showed up at the
auction at Deland.  I would have loved to stay to see what it went for as
it had been beautifully restored and just made my heart beat faster to look
at it.  I think this bike played a large part in Andy deciding he wanted a
round case.  Nice to see that these young folks can learn something from
their elders.

I am sorry to say that I was so involved with looking at all the wonderful
bikes I really did not know who won any of the races.  I did watch some
exciting racing and the Ducati Super Monos are wonderful to look at weather
they are on the track or in the pits.  They also have a sound that makes
your blood flow.  In the pits we saw the 500 cc MV triple that had won its
race and I can see what all the excitement was about when they were the
world champions.  Rolling art.

Bikes we saw in the four days we were there were:  Elgi Vincent with a
trick fairing and carbon cans, not you typical Vincent!  A very nice V-7
Sport MG, one of the new G80 Matchless, Rotax powered bikes.  A very nice
900 SS bevel racer with high pipes, unfortunately it was not racing as
something had broken.  Some very nice Bultaco road racers both air and
water cooled.  Hordes of Ducati single racers as well as a few Areomacchi
and an original Matchless.  I have a two friends that are on the list that
are going MZ Scorpion Cup racing so I took lots of spy photos for them to
see what the competition is up to.

At the auction there was a 150 cc MV Agusta, the afore mentioned 73 Sport
and a gorgeous Parilla racer.  The usual large number of British bikes that
were so thick that I lost track of what all they were.   A very nice NSU
with a strange looking front suspension.  Not a good place to be for some
one infected with Moto Lust.

At the tent city the Laverdas were there in lots of colors and models.  The
importer assured me the serial number problem has been corrected and they
should start to arrive next month.  Not sure if I am going to believe them
again or not.  The Aprilia Mille is quite a nice bike but I am not sold on
the ray gun rear tail light.  I much prefer the look of the RS 250  They
said the bike will be in next year and will be $13,000.  That is a lot of
motorcycle for less than a Laverda Formula or the Ducati 748.  The dash
includes a speedometer that converts to either miles or kilometers.  It
also has a lap timer for up to forth laps.  It looked small but the exhaust
is very large as there is only one and it made it impossible for me to get
the ball of my foot up on the peg.  Now keep in mind my boot size is 13 so
everyone may not have the same problem.  The other news is that the RS 250
will come in the following year with fuel injection to meet US EPA
standards.  This year they will be bringing in RS 250 with race kits and no
headlight fairings for spec. racing.  Ala Scorpion cup.  Zero Gravity is
handling this series for them.  The bikes will sell for $8,000.

The Bimota was there with the V Due, the sb6r, the yb11 and the final
edition of the db2.  As always Bimotas look small and the parts are just
beautiful.  It was good to see Bob Smith have an exhibit after missing the
last few years.  Ducati had nothing new and I was disappointed not to see
the new 900 SS.  They did have a final edition 900 SS but it does not look
as good in the silver as it does in the red and yellow.  I had also hoped
that Ferracci would bring over an MV Agusta to drool over but no such luck.
 I hope the magazines are right and they show up in 1999.

Stopped by Tony Fosters PCS and they had just sold a very nice yellow 250
Desmo for $6,200.  Glad I did not see it first as I need to be saving my
money.  He had his usual array of toys including a Bimota Super mono.  We
walked down to Willis Museum and tried not to go catatonic form sensory
overload.  The small group of MV Agustas will make you dizzy.  there are
all the 900 SS bevel drives with GT and Sport tossed in for good measure. 
It is a shame to see so many bikes off the road but it is one of the few
places where I can get to see them.  

I could not stay for the 200 as my kitchen pass had expired and I missed
the Italian bike dinner Friday night.  I heard the Ducati of North America
sponsored it and was trying to restrict it to just Ducatis.  They were not
able to do this because the owners of the parking lot would not allow them
to set up barriers.  I guess that is the price you pay when you ask someone
for financial assistance.  All in all it was a good trip but I felt the
vintage races were not as heavily attended as the last two years.  Not as
many neat bikes in the infield.  I was the only Morini rider I saw until
Thursday.  I was very impressed when he told me he had 47,000 miles on the
bike and only had to change

------------------------------

End of laverda-digest V1 #17
****************************
laverda-digest         Sunday, March 15 1998         Volume 01 : Number 018



 1. FnGG                   Subj: Re: Laverda Daytona 98
 2. smlnjack@toolcity.net                Subj: Re: Laverda RE:Valve adjustment
 3. Richard Taylor  Subj: Re: Laverda Introduction
 4. zottel@bbs.bybyte.de (Zottel)        Subj: Laverda DROPPING THE CAM CHAIN

----------------------------------------------------------------------

Date: Sat, 14 Mar 1998 12:36:37 EST
From: FnGG 
Subject: Re: Laverda Daytona 98

Great notes! Like a dream gathering almost! Maybe I ought to to back to
Daytona soon just for something like that. And Foster's is always worth a
visit isn't it?

                                                     regards,
                                                     Frank(snip).......after reading the book,
>quite intimidating. I'm beginning to ask myself what in the hell I've
>gotten myself into.  I'm hopeful that they are spot on as it sounds like
>a
>nightmare to change settings and of course, I have no shims on hand nor
>do
>I know how many, nor what size,  to purchase before tackling the job.
>
>Jack,
>    When I was young and foolish I decided to tackle the job of valve
>adjustment on my triple. There are a few things I should say. With the
>proper tools the job is reletively easy... but time consuming -
>especially if you don't know the sizes of the shims that are in the
>bike. On that count, write down the clearances and shim sizes for future
>referance. When you do the job be sure to measure and REMEASURE. I find
>that even valve clearances should be measured at least twice before I
>truly believe them. Mark the tower positions to ensure they go back to
>their original position and check the shim thickness one at a time to
>make sure they go back to their original position. On reassembly make
>sure you have a torque wrench and know the proper values... and tighten
>them down progressively (i.e. 10ft-lb, 15ft-lb.) ...up to the proper
>torque AND in the proper sequence.
>
>
>AND JACK WIRE UP THE CHAIN!!!  :-)
>
>yours truly,
>Bill MacCracken
>PS This should not be considered an instruction set for adjusting your
>valves.


Hey Bill, How are ya?  Thanks are in order to both you and Ed.  I mean it
guys.  Thanks also for your pointers.  I shall persevere.  Maybe the
Italian Gods will smile upon me and everything will simply be right on the
money. Watching  the IOM TT today on speed vision.  Great!
Jack

------------------------------

Date: Fri, 13 Mar 1998 21:28:03 +0000
From: Richard Taylor 
Subject: Re: Laverda Introduction

At 16:54 12/03/98 -0800, you wrote:
>> I get out on the beast less and less, due to children, which is
>> pretty frustrating. Its taken 6 months to run the 750 in, and
>> that's just 3000Kms. 
>
>Hello Richard,
>
>Perhaps a nice double-adult enclosed sidecar attached to the 750S 
>would let you AND the children get out for a spin more often.

Now _that's_  an idea!
I'll go in the sidecar. There'll be more room...
- -- 
Regards,  Richard Taylor. International Laverda Owners Club -
http://www.richtea.demon.co.uk/laverda

------------------------------

Date: Sun, 15 Mar 1998 14:03:00 GMT
From: zottel@bbs.bybyte.de (Zottel)
Subject: Laverda DROPPING THE CAM CHAIN

>  >Mainly, don't drop the damn cam chain down in the motor. I have perfected a
>  >method of retrieval (don't ask) but it involves removing the exhaust system
>  >and is a sure bet to ruin your day.

>  I know...I read your post a week or two ago concerning that very issue.  If
>  it happened to me, I think I would just kill myself.

Actually it's not as bad as you think, you can usually get at it
without splitting the cases after maybe six hours of fiddling. Be
sure to pop some Valium before you start to stop you from
torching the garage...

I did it with one of those flexible grip thingies that look
like a surgical instrument (now what are those called?) that can
be bought at hardware stores.

Bye the way I HAD the chain wired while I was working, I dropped
it when I tried to put the link pin in.

Bye

Chris

- ---
 _ RM 1.31 3336 _ 

------------------------------

End of laverda-digest V1 #18
****************************
laverda-digest         Sunday, March 15 1998         Volume 01 : Number 019



 1. smlnjack@toolcity.net                Subj: Re: Laverda DROPPING THE CAM CHAIN
 2. zottel@bbs.bybyte.de (Zottel)        Subj: Laverda LAVERDA BUON
 3. zottel@bbs.bybyte.de (Zottel)        Subj: Laverda LAVERDA BUONGIORNO
 4. "..Steve Gurry"  Subj: Laverda Re: laverda-digest V1 #18

----------------------------------------------------------------------

Date: Sun, 15 Mar 1998 15:41:48 -0500
From: smlnjack@toolcity.net
Subject: Re: Laverda DROPPING THE CAM CHAIN

At 02:03 PM 3/15/98 +0000, Zottel wrote:
>>  >Mainly, don't drop the damn cam chain down in the motor. I have
perfected a
>>  >method of retrieval (don't ask) but it involves removing the exhaust
system
>>  >and is a sure bet to ruin your day.
>
>>  I know...I read your post a week or two ago concerning that very issue.
 If
>>  it happened to me, I think I would just kill myself.
>
>Actually it's not as bad as you think, you can usually get at it
>without splitting the cases after maybe six hours of fiddling. Be
>sure to pop some Valium before you start to stop you from
>torching the garage...

Easy for you to say, Chris.  Being a Medico, you have easier access to the
drugs of choice.

>
>I did it with one of those flexible grip thingies that look
>like a surgical instrument (now what are those called?) that can
>be bought at hardware stores.
>
>Bye the way I HAD the chain wired while I was working, I dropped
>it when I tried to put the link pin in.

That very possibility has crossed my mind.  Now that you have mentioned it,
I will be EXTRA careful when undertaking this exercise.  'Wiederhoeren,
Smilin' Jack

>

>
>---
> _ RM 1.31 3336 _ 
> 

------------------------------

Date: Sun, 15 Mar 1998 22:39:00 GMT
From: zottel@bbs.bybyte.de (Zottel)
Subject: Laverda LAVERDA BUON

>  > Then about 1 1/2 years ago I broke the gear box main shaft. I was
>  > on my way to renewing the clutch rubbers because of noise from
>  > the clutch. When I took the primary drive cover off, the clutch
>  > simply fell into my hands. The mainshaft had been broken for
>  > quite I while I guess.

>  Since the triple has an outrigger bearing in the primary case I have
>  trouble seeing how there could be any flex in the shaft to cause the
>  clutch to break it.  Is the shaft breaking at a snap-ring groove or
>  drilling at right-angles to the shaft axis?

>  Sounds pretty strange to me.

Believe me, I probably looked pretty strange when I saw it, too.
It broke behind the slot for the weird rectangular clutch
disengagement pin.

BTW Anyone have a parts manual for a 120 engine and a scanner?
I'd love to have a look at the clutch and the mainshaft etc.

Bye

Chris Rein

- ---
 _ RM 1.31 3336 _ 

------------------------------

Date: Sun, 15 Mar 1998 22:37:00 GMT
From: zottel@bbs.bybyte.de (Zottel)
Subject: Laverda LAVERDA BUONGIORNO

>  Hey Chris Welcome aboard!  I was kind of wondering when yhou might show up.
>   After all, it seems you were the main impetus behind this list becoming a
>  reality.  Ani't it great!  Interesting tale.  Also interesting is that
>  you're a physician.  Most doctors think motorcycles are terrible
>  contrivances of the devil, especially those doctors who work in emergency
>  rooms.  But I always felt that you can't get out of this world alive.

Hi Jack,

I'm happy that my plea was answered so quickly 8-)

About being a doctor: I decided about riding bikes before I
decided about being a doctor 8-)

Bye

Chris Rein

- ---
 _ RM 1.31 3336 _ 

------------------------------

Date: Sun, 15 Mar 1998 18:16:21 -0800
From: "..Steve Gurry" 
Subject: Laverda Re: laverda-digest V1 #18

laverda-digest wrote:
> 
> laverda-digest         Sunday, March 15 1998         Volume 01 : Number 018
> 
>  1. FnGG                   Subj: Re: Laverda Daytona 98
>  2. smlnjack@toolcity.net                Subj: Re: Laverda RE:Valve adjustment
>  3. Richard Taylor  Subj: Re: Laverda Introduction
>  4. zottel@bbs.bybyte.de (Zottel)        Subj: Laverda DROPPING THE CAM CHAIN
> 
> ----------------------------------------------------------------------
> 
> Date: Sat, 14 Mar 1998 12:36:37 EST
> From: FnGG 
> Subject: Re: Laverda Daytona 98
> 
> Great notes! Like a dream gathering almost! Maybe I ought to to back to
> Daytona soon just for something like that. And Foster's is always worth a
> visit isn't it?
> 
>                                                      regards,
>                                                      Frank 
> ------------------------------
> 
> Date: Sat, 14 Mar 1998 15:18:24 -0500
> From: smlnjack@toolcity.net
> Subject: Re: Laverda RE:Valve adjustment
> 
> At 08:15 AM 3/14/98 -0800, Bill MacCracken wrote:
> >(snip).......after reading the book,
> >quite intimidating. I'm beginning to ask myself what in the hell I've
> >gotten myself into.  I'm hopeful that they are spot on as it sounds like
> >a
> >nightmare to change settings and of course, I have no shims on hand nor
> >do
> >I know how many, nor what size,  to purchase before tackling the job.
> >
> >Jack,
> >    When I was young and foolish I decided to tackle the job of valve
> >adjustment on my triple. There are a few things I should say. With the
> >proper tools the job is reletively easy... but time consuming -
> >especially if you don't know the sizes of the shims that are in the
> >bike. On that count, write down the clearances and shim sizes for future
> >referance. When you do the job be sure to measure and REMEASURE. I find
> >that even valve clearances should be measured at least twice before I
> >truly believe them. Mark the tower positions to ensure they go back to
> >their original position and check the shim thickness one at a time to
> >make sure they go back to their original position. On reassembly make
> >sure you have a torque wrench and know the proper values... and tighten
> >them down progressively (i.e. 10ft-lb, 15ft-lb.) ...up to the proper
> >torque AND in the proper sequence.
> >
> >
> >AND JACK WIRE UP THE CHAIN!!!  :-)
> >
> >yours truly,
> >Bill MacCracken
> >PS This should not be considered an instruction set for adjusting your
> >valves.
> 
> Hey Bill, How are ya?  Thanks are in order to both you and Ed.  I mean it
> guys.  Thanks also for your pointers.  I shall persevere.  Maybe the
> Italian Gods will smile upon me and everything will simply be right on the
> money. Watching  the IOM TT today on speed vision.  Great!
> Jack
> 
> ------------------------------
> 
> Date: Fri, 13 Mar 1998 21:28:03 +0000
> From: Richard Taylor 
> Subject: Re: Laverda Introduction
> 
> At 16:54 12/03/98 -0800, you wrote:
> >> I get out on the beast less and less, due to children, which is
> >> pretty frustrating. Its taken 6 months to run the 750 in, and
> >> that's just 3000Kms.
> >
> >Hello Richard,
> >
> >Perhaps a nice double-adult enclosed sidecar attached to the 750S
> >would let you AND the children get out for a spin more often.
> 
> Now _that's_  an idea!
> I'll go in the sidecar. There'll be more room...
> - --
> Regards,  Richard Taylor. International Laverda Owners Club -
> http://www.richtea.demon.co.uk/laverda
> 
> ------------------------------
> 
> Date: Sun, 15 Mar 1998 14:03:00 GMT
> From: zottel@bbs.bybyte.de (Zottel)
> Subject: Laverda DROPPING THE CAM CHAIN
> 
> >  >Mainly, don't drop the damn cam chain down in the motor. I have perfected a
> >  >method of retrieval (don't ask) but it involves removing the exhaust system
> >  >and is a sure bet to ruin your day.
> 
> >  I know...I read your post a week or two ago concerning that very issue.  If
> >  it happened to me, I think I would just kill myself.
> 
> Actually it's not as bad as you think, you can usually get at it
> without splitting the cases after maybe six hours of fiddling. Be
> sure to pop some Valium before you start to stop you from
> torching the garage...
> 
> I did it with one of those flexible grip thingies that look
> like a surgical instrument (now what are those called?) that can
> be bought at hardware stores.
> 
> Bye the way I HAD the chain wired while I was working, I dropped
> it when I tried to put the link pin in.
> 
> Bye
> 
> Chris
> 
> - ---
>  _ RM 1.31 3336 _
> 
> ------------------------------
> 
> End of laverda-digest V1 #18
> ****************************
  Ciao everyone. Some good pointers regarding the top end adjustements
on the triples. I have a couple that may help. These were shown to me by
former tech man for the Laverda club in England, Mick Hart. 
 First, measure the cam lobe to valve stem clearances, and write the
measurements down. One should notice that rarely are the clearances
bigger than they once were. They are usually smaller, or tighter than
recommended, because of the natural progresion of wear between the valve
and valve seat. Once the cams are out, one simply uses emory cloth on a
piece off glass to "adjust" the thickness of the shim. For example, the
recommended exhaust clearance is .25mm . The "pretuneup" clearance is,
say for example, .203mm . One must take .047mm off the shim. 
 A critical thing with this task is the proper removal of the cams,
primarily with the 180 engines. Once the cam chain is tethered out of
the way, turn the engine just so none of the pistons are TDC. This is so
you can spin the cams over to an area where they are not depressing any
valves. The cams can be removed only when this is so. Unbolting the cams
while depressing any valves will bend the cam. I urge you to read page
45 of Tim Parkers green book. 
 The above info regarding cam removal is not required with 120 engines,
as the valve timing is totally different.
                                           Steve Gurry

------------------------------

End of laverda-digest V1 #19
****************************
laverda-digest         Tuesday, March 17 1998         Volume 01 : Number 020



 1. Bill MacCracken  Subj: Laverda RE:DROPPING THE CAM CHAIN
 2. LErkie4877       Subj: Laverda Greetings
 3. zottel@bbs.bybyte.de (Zottel)        Subj: Laverda RE:DROPPING THE CAMCHAIN
 4. zottel@bbs.bybyte.de (Zottel)        Subj: Laverda GREETINGS
 5. zottel@bbs.bybyte.de (Zottel)        Subj: Laverda RE: LAVERDA-DIGEST
 6. smlnjack@toolcity.net                Subj: Laverda Exhaust systems

----------------------------------------------------------------------

Date: Sun, 15 Mar 1998 20:29:09 -0800
From: Bill MacCracken 
Subject: Laverda RE:DROPPING THE CAM CHAIN

One other thing I do now, to avoid any mishaps during valve adjustment,
is to stuff some rags  into all the open areas to keep anything from
falling in - including the timing chain (and yes I still keep them wired
up too!!!)

------------------------------

Date: Mon, 16 Mar 1998 01:31:40 EST
From: LErkie4877 
Subject: Laverda Greetings

Hello All: I'm the happy owner of a very tasty 1981-2 Laverda Mirage.  I've
owned this all-original beauty for about 4 years.  It's my second Laverda.  I
bought one of the twins new many years ago when they were imported and sold
with American Eagle badges.  I rode the twin for about 20K miles and sold it,
as I thought at the time it was a little too underpowered for my tastes.  That
experience taught me that Laverdas are built well, are very durable, and good
choices for big riders.
I haven't rode the Mirage many miles, as she was in need of some TLC when I
bought her.  Although there few miles on the clock, the previous owner had not
done right by her.  The valves were bodgered at one point, and at present the
head is off and under repair.  I hope to take her to the Laguna Seca Superbike
Race (California, USA) next month for the first jaunt with new valves.
Other m/c experience has largely been with BMWs, as I enjoy long distance
riding.
Thanks to Mr. Moore for making this site possible.
Best,
Lawrence 

------------------------------

Date: Mon, 16 Mar 1998 21:50:00 GMT
From: zottel@bbs.bybyte.de (Zottel)
Subject: Laverda RE:DROPPING THE CAMCHAIN

>  One other thing I do now, to avoid any mishaps during valve adjustment,
>  is to stuff some rags  into all the open areas to keep anything from
>  falling in - including the timing chain (and yes I still keep them wired
>  up too!!!)

I do now....

Bye

Chris Rein

- ---
 _ RM 1.31 3336 _ 

------------------------------

Date: Mon, 16 Mar 1998 21:54:00 GMT
From: zottel@bbs.bybyte.de (Zottel)
Subject: Laverda GREETINGS

>  Thanks to Mr. Moore for making this site possible.

I second that. All hail the mighty (and generous) listmaster!

Bye

Chris

- ---
 _ RM 1.31 3336 _ 

------------------------------

Date: Mon, 16 Mar 1998 21:43:00 GMT
From: zottel@bbs.bybyte.de (Zottel)
Subject: Laverda RE: LAVERDA-DIGEST

Two more things:

>   First, measure the cam lobe to valve stem clearances, and write the
>  measurements down. One should notice that rarely are the clearances
>  bigger than they once were. They are usually smaller, or tighter than
>  recommended, because of the natural progresion of wear between the valve
>  and valve seat. Once the cams are out, one simply uses emory cloth on a
>  piece off glass to "adjust" the thickness of the shim. For example, the
>  recommended exhaust clearance is .25mm . The "pretuneup" clearance is,
>  say for example, .203mm . One must take .047mm off the shim.

Remember to cool the shim after heavy sanding before you measure
it, it actually makes a difference, albeit a small one...

>   A critical thing with this task is the proper removal of the cams,
>  primarily with the 180 engines. Once the cam chain is tethered out of
>  the way, turn the engine just so none of the pistons are TDC. This is so
>  you can spin the cams over to an area where they are not depressing any
>  valves. The cams can be removed only when this is so. Unbolting the cams
>  while depressing any valves will bend the cam. I urge you to read page
>  45 of Tim Parkers green book.

Before you open the chain turn the engine until not only the cams
are aligned with their marks but to where the alternator mark is
aligned, too. At least in the german edition of the green book it
doesn't say this.

BTW, has anyone heard about the revised green book edition?

Bye

Chris Rein

- ---
 _ RM 1.31 3336 _ 

------------------------------

Date: Tue, 17 Mar 1998 15:39:43 -0500
From: smlnjack@toolcity.net
Subject: Laverda Exhaust systems

Could someone tell me the mechanics? physics? or white man's magic at work
when employing a 2 into 1 or 3 into 1 exhaust system?  Does using a single
exhaust increase power, decrease power and why?  TIA,

Jack

------------------------------

End of laverda-digest V1 #20
****************************



Back to the home page
© 1996-2003 Michael Moore, last update for this page 19 August 2003

For more information contact us by using

http://www.eurospares.com/lavd2.htm