Laverda Digest #81-90
laverda-digest Wednesday, April 1 1998 Volume 01 : Number 081
1. "Stefan Sch\vneberg" Subj: Re:Re: Laverda poor 500
2. "Marnix van der Schalk" Subj: Re: Laverda poor 500
3. "Barry Seevers" Subj: Re: Re:Re: Laverda poor 500
4. FnGG Subj: Laverda Thanks!
5. Rick Hammond Subj: Re: Laverda poor 500
6. zottel@bbs.bybyte.de (Zottel) Subj: Laverda POOR 500
----------------------------------------------------------------------
Date: Wed, 01 Apr 1998 15:39:58 +0200
From: "Stefan Sch\vneberg"
Subject: Re:Re: Laverda poor 500
A set of Kei'hin CR smoothbore carbs....
Hello Michael,
That sounds very interesting to me. A friend of mine offered 32mm
Keihins to me he found in his garage. He canŠt remember where they come
from but maybe it was a Handa CB 500 T.(Probably no CRs...?)
I didnŠt got them yet because I didnŠt know if it will work. Whats about
the shape of the slider? Can I find the right jetting?
IŠm not very familar with japaneese carbs. Are the Keihin CRs special
ones ? What do they cost? How do you find the right jetting?
Thank you,
Cheers
Stefan
stefan_schoeneberg@avid.com
------------------------------
Date: Wed, 1 Apr 1998 15:41:29 +0200
From: "Marnix van der Schalk"
Subject: Re: Laverda poor 500
Michael wrote:
>A set of Kei'hin CR smoothbore carbs would probably work a treat on
>your 500 if you can afford them. They are (in my opinion) a
>noticeably higher quality product.
I heard same but isn't it an incredible hassle to tune them? In that respect
Dell'Orto's are sooo easy.
Marnix
**********************************************************************
Marnix van der Schalk
INTERNATIONAL LAVERDA 750 SFC OWNERS REGISTRY
ROTTERDAM - THE NETHERLANDS
Web site: http://www.euronet.nl/~wschalk/
E-mail: wschalk@euronet.nl
**********************************************************************
------------------------------
Date: Wed, 1 Apr 1998 06:34:45 -0800
From: "Barry Seevers"
Subject: Re: Re:Re: Laverda poor 500
Hi Stefan
My name is Barry Seevers, if you want to know about Keihin CR's
please E-mail me.I ran the Keihin division of Sudco in the US.
Barry Seevers
Seevers Racing Development Co.
Ph# 805-266-3779
Fax# 805-265-8122
srd@ptw.com
- -----Original Message-----
From: Stefan Schvneberg
To: Laverda Mailing-List
Date: Wednesday, April 01, 1998 5:37 AM
Subject: Re:Re: Laverda poor 500
>A set of Kei'hin CR smoothbore carbs....
>
>Hello Michael,
>That sounds very interesting to me. A friend of mine offered 32mm
>Keihins to me he found in his garage. He canŠt remember where they come
>from but maybe it was a Handa CB 500 T.(Probably no CRs...?)
>I didnŠt got them yet because I didnŠt know if it will work. Whats about
>the shape of the slider? Can I find the right jetting?
>
>IŠm not very familar with japaneese carbs. Are the Keihin CRs special
>ones ? What do they cost? How do you find the right jetting?
>
>Thank you,
>Cheers
>Stefan
>stefan_schoeneberg@avid.com
>
------------------------------
Date: Wed, 1 Apr 1998 10:05:29 EST
From: FnGG
Subject: Laverda Thanks!
To all the listers:
Thankyou ALL so much for your quick attention & consideration regarding
my bookmarks!
After quite a few hours and four (4) re-installations of AOHell I'm
regaining most of the lost info. Mindspring or AT&T are looking better by the
hour!
Without the lists I'm sure it would take me a tremendous amount of extra
time to re-search the URLs I love the most, truly saved my nerves.
Even got some new ones of interest, thanks!
regards,
Frank Susca < FnGG@aol.com
------------------------------
Date: Wed, 01 Apr 1998 10:44:30 -0800
From: Rick Hammond
Subject: Re: Laverda poor 500
Barry Seevers wrote:
>
> Hi Stefan
>
> My name is Barry Seevers, if you want to know about Keihin CR's
> please E-mail me.I ran the Keihin division of Sudco in the US.
> Seevers Racing Development Co.
> Ph# 805-266-3779
> Fax# 805-265-8122
> >Hello Michael,
> >That sounds very interesting to me. A friend of mine offered 32mm
> >Keihins to me he found in his garage. He canŠt remember where they come
> >from but maybe it was a Handa CB 500 T.(Probably no CRs...?)
> >IŠm not very familar with japaneese carbs. Are the Keihin CRs special
> >ones ? What do they cost? How do you find the right jetting?
> >Stefan
> >.
Stefan,
One source for the original 32 DO's would be any coven of Ducati
bevelheads, as those were the stock carbs for the 860-900's that many
replaced with larger ones. I have also heard good things about having
them opened up to 34mm, or at least at the top of the throat.
Barry,
I'm thinking of the 750 Laverdas but also bevel head Ducati's, but is
there any source for a list of what carbs were used on what UJMs over the
years; hopefully the common ones peacefully resting in the wrecker's
yards?
I would also be curious about using down-draft or 'semi-downdraft' carbs
in some applications.
Cheers,
Rick
------------------------------
Date: Wed, 01 Apr 1998 16:02:00 GMT
From: zottel@bbs.bybyte.de (Zottel)
Subject: Laverda POOR 500
> Are there maybe other carb/stub combinations and is anybody
> experienced with it?
Hi Stefan,
maybe these questions could be answered by Montydons, they deal
exclusively in 500s.
Mike Waugh (Montydons)
58h Stortford Street
GRIMSBY
N E Lincs
England
DN31 2QZ
Tel/Fax : +44 1472 359381
They have an email address, too, I think it can be found on the
Pro Italia page
http://www.argonet.co.uk/italia/laverda.html
BTW, Keihins from a CB 500 are certainly NOT what you are looking
for. (Or is it still April 1st?).
Whereabouts are you located?
Bye
Chris Rein
Whereabouts are you located?
- ---
_ RM 1.31 3336 _
------------------------------
End of laverda-digest V1 #81
****************************
laverda-digest Wednesday, April 1 1998 Volume 01 : Number 082
1. Richard Taylor Subj: Re: Laverda URL Help!
2. Stephen Wilcox Subj: Laverda For sale
3. Ed Lutz Subj: Laverda Ricky Racer web site
4. FnGG Subj: Re: Laverda Ricky Racer web site
5. "Michael Moore" Subj: Re: Laverda poor 500 - carbs
6. JRSbike Subj: Re: Laverda Chassis Database
7. "Michael Moore" Subj: Re: Laverda poor 500 - Kei'hin
8. Ed Lutz Subj: Re: Laverda Ricky Racer web site
9. "Marnix van der Schalk" Subj: Re: Laverda poor 500 - Kei'hin
----------------------------------------------------------------------
Date: Wed, 01 Apr 1998 22:12:36 +0100
From: Richard Taylor
Subject: Re: Laverda URL Help!
At 17:15 31/03/98 EST, you wrote:
>Folks:
> I had a serious crash/re-installation on AOL today, all my bookmarks
>disappeared.
> Could someone, at their convenience, post the URLs for the following:
>The ILOC (UK)
As in my signature. Nice to know I'm wanted!
- --
Regards, Richard Taylor. International Laverda Owners Club -
http://www.richtea.demon.co.uk/laverda
------------------------------
Date: Wed, 01 Apr 1998 14:44:48 -0800
From: Stephen Wilcox
Subject: Laverda For sale
Copied from another email list I am on:
>
> My friend Jim is offering his Laverda for sale. It's a beauty!
>
> > In my annual rite of spring, I am once again offering my 1978 Laverda Jota
> > America 1200 for sale. It's in great condition with less than 16K mi. on
> > the clock. Good Dunlop tires, new Diehard, new stainless exhaust
> > collector, nice red paint, jota 'bars, cafe racer styling with grab rail,
> > horns, and turn signals all available in a box for reinstallation (ugh).
> > I'm asking $4,500 for the beast because that's about what I have in it. If
> > interested give me a reply or contact me as below. Thanks.
> >
> > Jim Malm
> > 2414 E. South Altamont Blvd.
> > Spokane, WA 99202 USA
> > (509) 533-0801
------------------------------
Date: Wed, 01 Apr 1998 15:50:29 -0800
From: Ed Lutz
Subject: Laverda Ricky Racer web site
The Ricky Racer, 1-800-LAVERDA web site is up! Its new and still under
construction but check out the "Custom Built Motorcycles" link for one of
the most incredible Laverdas you've ever seen.
Ed
------------------------------
Date: Wed, 1 Apr 1998 19:20:54 EST
From: FnGG
Subject: Re: Laverda Ricky Racer web site
Ed;
So, uh, what's the URL?
Frank < FnGG@aol.com
------------------------------
Date: Wed, 1 Apr 1998 18:17:04 -0800
From: "Michael Moore"
Subject: Re: Laverda poor 500 - carbs
You can find a good page on FCR Kei'hin tuning at the FactoryPro
site:
http://www.factorypro.com/carbkei.html
The round slide CR smoothbores (available to 39mm) flow as much as
the FCRs, but the FCRs are available to 41mm and in versions to work
with the modern down-draft carb positions.
The CRs are noticeably less expensive than the FCR. I wish I could
run them on my SF2RR instead of the Dell'Ortos.
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, 1 Apr 1998 21:48:29 EST
From: JRSbike
Subject: Re: Laverda Chassis Database
Permission granted. I hope you get a good response from other owners. I'll
stay posted.
Regards, John
------------------------------
Date: Wed, 1 Apr 1998 18:51:38 -0800
From: "Michael Moore"
Subject: Re: Laverda poor 500 - Kei'hin
> I heard same but isn't it an incredible hassle to tune them? In that respect
> Dell'Orto's are sooo easy.
>
> Marnix
Hello Marnix,
I wouldn't know - I just let Craig do it - that is what experts are
for!
Craig would much rather tune on the Kei'hins than Mikuni round or
flat-slide smoothbore carbs - he doesn't care much for the Mikunis.
The only thing I can think of off hand that is an extra tuning point
over the Dell'Ortos is that the air-bleed jets in the bellmouths of
the Kei'hins can be tuned.
Plus you get nice chrome plated slides that wear much better and have
less friction than the Dell'Orto that runs aluminum slides on an
aluminum body.
A stock 39mm CR Special flows as much on the flow bench as a 40mm
Dell'Orto that has been bored to 41.5mm, had some grinding done in
the bellmouth, and then has been fitted with a Malossi aluminum air
straightener.
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, 01 Apr 1998 22:55:42 -0800
From: Ed Lutz
Subject: Re: Laverda Ricky Racer web site
Man, I knew I forgot something!
Its at http://www.1-800-laverda.com
Ed
At 07:20 PM 4/1/98 EST, you wrote:
>Ed;
>
> So, uh, what's the URL?
>
> Frank < FnGG@aol.com
>
------------------------------
Date: Thu, 2 Apr 1998 09:41:19 +0200
From: "Marnix van der Schalk"
Subject: Re: Laverda poor 500 - Kei'hin
Michael wrote:
>I wouldn't know - I just let Craig do it - that is what experts are
>for!
Yeah sure! but first be sure that your expert knows what he's talking about!
Craig is an apparent specialist but your average Dynojet station sometimes
isn't... They often tune the engine way too lean. Laverda's hate running
lean... Cost me a set of forged Asso pistons...
>Plus you get nice chrome plated slides that wear much better and have
>less friction than the Dell'Orto that runs aluminum slides on an
>aluminum body.
The new (well, already several years) replacement Dell'Orto slides are also
chromed which indeed is an improvement. PHF carbs of course very old
fashioned (1972 design so...).
Marnix
**********************************************************************
Marnix van der Schalk
INTERNATIONAL LAVERDA 750 SFC OWNERS REGISTRY
ROTTERDAM - THE NETHERLANDS
Web site: http://www.euronet.nl/~wschalk/
E-mail: wschalk@euronet.nl
**********************************************************************
------------------------------
End of laverda-digest V1 #82
****************************
laverda-digest Friday, April 3 1998 Volume 01 : Number 083
1. "Robert Morgan" Subj: Re: Laverda Ricky Racer web site
2. FnGG Subj: Re: Laverda Ricky Racer web site
3. "Robert Morgan" Subj: New Laverdas
4. "Steve" Subj: Re: New Laverdas
5. "Stefan Sch\vneberg" Subj: Laverda poor 500 Update
6. "Michael Moore" Subj: Re: Laverda poor 500 Update
7. Keith McKay Subj: Re: Laverda poor 500 Update
----------------------------------------------------------------------
Date: Thu, 2 Apr 1998 09:12:16 -0500
From: "Robert Morgan"
Subject: Re: Laverda Ricky Racer web site
Wow, that's an awesome bike. Hope you get the parts section online soon!
> Its at http://www.1-800-laverda.com
I'm Robert Morgan, in Montreal, Canada, and I have an '82 Mirage, totally
stock, bought with very low mileage three years ago. Several of you have
given me advice over the last few years on euro-moto, thanks again. Almost
all of the snow has disappeared this week - I'm hopeful that the weather
will cooperate this weekend and let me enjoy my first ride of the year.
Thanks to Michael for hosting this list. I may not post a lot, but this list
and euro-moto are great reading, especially when I read about all you
Californians riding when it's waaay below freezing up here.
- - Rob
------------------------------
Date: Thu, 2 Apr 1998 09:19:22 EST
From: FnGG
Subject: Re: Laverda Ricky Racer web site
Tell us about the Mirage!
Truly an awesome bike on the Ricky page, a topline dream machine! 1100+cc and
371lbs.! Hey I don't even have to ask how much!
(o;
Frank < FnGG@aol.com
------------------------------
Date: Thu, 2 Apr 1998 11:49:26 -0500
From: "Robert Morgan"
Subject: New Laverdas
I heard that Laverda's would go on sale in the US this year. Does anyone
know if there will be any distributed in Canada?
I love my Mirage but I miss my Honda 650 Hawk GT. I saw the Lav 650 when I
was in England two summers ago and would have bought it had I figured out a
reasonable way to get it into and licensed in Canada.
- - Rob
------------------------------
Date: Thu, 2 Apr 1998 12:01:57 -0500
From: "Steve"
Subject: Re: New Laverdas
Robert,
We talked to the factory rep at the Indy Dealer Show in February and they
confirmed that the new Laverdas will be available in Canada this year. I
think that Garry Goodfellow from BC will be the Canadian distributor. The
prices though seem rather high compared with the UK and US prices ( around
$16,000 for the 750). I have not yet heard of any dealer information.
Cheers
Steve Miller
- ----------
> From: Robert Morgan
> To: laverda@list.sirius.com
> Subject: New Laverdas
> Date: April 2, 1998 11:49 AM
>
> I heard that Laverda's would go on sale in the US this year. Does anyone
> know if there will be any distributed in Canada?
>
> I love my Mirage but I miss my Honda 650 Hawk GT. I saw the Lav 650 when
I
> was in England two summers ago and would have bought it had I figured out
a
> reasonable way to get it into and licensed in Canada.
>
> - Rob
------------------------------
Date: Fri, 03 Apr 1998 11:44:38 +0200
From: "Stefan Sch\vneberg"
Subject: Laverda poor 500 Update
Hi all,
Thanks for the grat respose. There were 12 carb related mails!
This list is great!
The Keihin CRs seem to be very fine items, but I think they are
no cheapies. ItŠs not legal in Germany to just change your
type of carb, you have to get some cetificates and do lots of paperwork.
I canŠt spend too much money on the bikes, otherwise
I get into trouble with my family.
Rick wrote:
One source for the original 32 DO's would be any coven of Ducati
bevelheads, as those were the stock carbs for the 860-900's that
many replaced with larger ones.
So I called the Ducati Racer/tuner/dealer just round the corner and
asked for Dellorto PHF 32. He offerd me new ones for a reasonable
price. IŠll get them next week when he is back from a racing-weekend in
Italy (lucky guy, eh?).
Chris wrote:
maybe these questions could be answered by Montydons, they deal
exclusively in 500s.
IŠve mailed them twice, but didnŠt get an answer yet. Maybe their
mail-account isnŠt working...
Thats it to the carb story, but there is no solution to battery-charging
problem yet. IŠm still interested in the Bosch No. of the
tripleŠs 150W generator. Can anybody help?
To Chris Rein: IŠm living in Hollenstedt, itŠs at A1 between Hamburg and
Bremen. IŠm working (electronics-engineer) in the centre of
Hamburg.Where are you located?
Thanks to everybody,
Cheers, Stefan
stefan_schoeneberg@avid.com
------------------------------
Date: Fri, 3 Apr 1998 04:58:00 -0800
From: "Michael Moore"
Subject: Re: Laverda poor 500 Update
> So I called the Ducati Racer/tuner/dealer just round the corner and
> asked for Dellorto PHF 32. He offerd me new ones for a reasonable
> price. I'll get them next week when he is back from a racing-weekend in
> Italy (lucky guy, eh?).
Hello Stefan
If you need bigger carbs later the 30-36mm Dell'Ortos share a common
body casting and the smaller carbs can be bored to 36mm.
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, 03 Apr 1998 15:08:33 +0200
From: Keith McKay
Subject: Re: Laverda poor 500 Update
At 04:58 AM 4/3/98 -0800, Michael Moore wrote:
>If you need bigger carbs later the 30-36mm Dell'Ortos share a common
>body casting and the smaller carbs can be bored to 36mm.
True; but original carbs on a Lav are going to be 20+ years old. I
went for new 36's for the Jota rather than boring out the old 32's
and the results were very good; more from the carbs being nice and
new, no rattly slides etc. than the increase in size.
Could be the original carbs are still good if the bike has been stored
though the a bore might be more cost effective.
- --------------------------------------------------------------------
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
- --------------------------------------------------------------------
The difference between a career and a job is about 20 hours a week.
- --------------------------------------------------------------------
------------------------------
End of laverda-digest V1 #83
****************************
laverda-digest Friday, April 3 1998 Volume 01 : Number 084
1. "Stefan Sch\vneberg" Subj: Laverda Re: Poor 500 Update
2. "Robert Morgan" Subj: Re: New Laverdas
3. "Robert Morgan" Subj: Laverda My Mirage
4. "Ann M. Calandro" Subj: Laverda New laverdas
5. Richard Taylor Subj: Re: Laverda New laverdas
6. Richard Taylor Subj: Re: New Laverdas
7. "Michael Moore" Subj: Re: Laverda Re: Poor 500 Update
----------------------------------------------------------------------
Date: Fri, 03 Apr 1998 16:45:18 +0200
From: "Stefan Sch\vneberg"
Subject: Laverda Re: Poor 500 Update
> So I called the Ducati Racer/tuner/dealer just round the corner and
> asked for Dellorto PHF 32. He offerd me new ones for a reasonable
> price. I'll get them next week when he is back from a racing-weekend in
> Italy (lucky guy, eh?).
Hello Stefan
If you need bigger carbs later the 30-36mm Dell'Ortos share a common
body casting and the smaller carbs can be bored to 36mm.
Cheers,
Michael
Hello Michael,
At first excuse me for the following text, I donŠt know all the
tech-terms. IsnŠt there something like a bras ring casted into the
botomside of the carb, arround the hole where the needle goes into?
What happens to it when reboring the carb.
Are all the sliders of the same size?
And the seat of the slider, hasnŠt it to be re-machined as well?
Sounds like a very special kind of work....
Well, IŠm more an elctrician than a mechanic.
Cheers, Stefan
------------------------------
Date: Fri, 3 Apr 1998 14:29:56 -0500
From: "Robert Morgan"
Subject: Re: New Laverdas
> We talked to the factory rep at the Indy Dealer Show in February and they
> confirmed that the new Laverdas will be available in Canada this year. I
> think that Garry Goodfellow from BC will be the Canadian distributor. The
> prices though seem rather high compared with the UK and US prices
around
>$16,000 for the 750). I have not yet heard of any dealer information.
Do you have any contact information for Garry?
It's tough comparing Canadian prices with US these days, what with the
currency exchange rates. You know what we call a Canadian two dollar coin?
One US dollar! All you Americans should be aware of the low value of the
Canadian dollar - it makes buying anything Canadian a great deal.
- - Rob
------------------------------
Date: Fri, 3 Apr 1998 14:51:50 -0500
From: "Robert Morgan"
Subject: Laverda My Mirage
> Tell us about the Mirage!
Like I said, it's an '82 - 180 degree engine, but no Jota cams. More like
the TS1200 spec, although badged a Mirage. I had Jota replica cans on it
until late last summer, when the rubber mounting bracket broke and left me
one muffler short. So the stock mufflers are back on. The bike and I both
preferred the Jota replicas.
Last year, I rode without the fairing and really liked the handling a lot
better that way. The front end feels much lighter. And you all know what a
Mirage fairing looks like - no great loss with it off!
When I bought the bike in '95, it had about 5 000 km on it. It's at 20 000
km now. It's never needed anything other than scheduled maintenance,
although I will probably replace the brake and clutch lines this spring.
I'll probably also replace the chain and go to a slightly bigger rear
sprocket. I rarely ride much over 140 km and the poor bike is barely in
fifth at any lower speed.
I have an old Motorcyclist review where they called it a Water Buffalo.
Pretty sure I had OCR'ed it at one point if anyone's interested.
It's my only motorcycle, the third I've owned, but the first Italian. I've
been riding for only about the last eight of my 34 years - a late starter,
due to a strong family interest in British sports cars.
- - Rob
------------------------------
Date: Fri, 3 Apr 1998 17:01:57 -0500
From: "Ann M. Calandro"
Subject: Laverda New laverdas
Rob Morgan writes
Subject: Re: Laverda New laverdas
At 17:01 03/04/98 -0500, you wrote:
>Rob Morgan writes
>
>know if there will be any distributed in Canada?
>
>I do not know about Canada but in the US the Laverdas are on the way. The
>local MZ dealer that will be the Laverda dealer said the bikes are on the
>boat and should be in the show rooms in three weeks. They will be 668s and
>the 750s are still being certified by EPA. If there is a MZ dealer in your
>parts then he should get the Laverdas you need to go by and ask.
Hang on for the 750 - its better and, in the UK, no more expensive than the
original 668 price. (They dropped the 668 price by about 500-1000 UK pounds
when they introduced the 750 - you can no longer buy them over here)
- --
Regards, Richard Taylor. International Laverda Owners Club -
http://www.richtea.demon.co.uk/laverda
------------------------------
Date: Fri, 03 Apr 1998 23:22:14 +0100
From: Richard Taylor
Subject: Re: New Laverdas
At 14:29 03/04/98 -0500, you wrote:
>> We talked to the factory rep at the Indy Dealer Show in February and they
>> confirmed that the new Laverdas will be available in Canada this year. I
>> think that Garry Goodfellow from BC will be the Canadian distributor. The
>> prices though seem rather high compared with the UK and US prices
> around
>>$16,000 for the 750). I have not yet heard of any dealer information.
The 750S is 7500 UK pounds = $12,400 US, quite a bit less than $16,000 you
mentioned. Or were you talking Canadian dollars? Now _I'm_ confused...
- --
Regards, Richard Taylor. International Laverda Owners Club -
http://www.richtea.demon.co.uk/laverda
------------------------------
Date: Fri, 3 Apr 1998 16:33:41 -0800
From: "Michael Moore"
Subject: Re: Laverda Re: Poor 500 Update
> At first excuse me for the following text, I don't know all the
> tech-terms. Isn't there something like a bras ring casted into the
> botomside of the carb, arround the hole where the needle goes into?
> What happens to it when reboring the carb.
> Are all the sliders of the same size?
> And the seat of the slider, hasn't it to be re-machined as well?
> Sounds like a very special kind of work....
> Well, I'm more an elctrician than a mechanic.
Hello Stefan,
The brass nozzle will come out with some light tapping from an
aluminum or brass drift.
Generally, I've tried to take the absolute minimum from the floor of
the venturi - this does mean the venturi is biased towards the top of
the carb and you may not get the full 36mm (since Dell'Orto machines
everything centered on the spigot).
The slides are the same diameter - you may need to trim a bit off the
top of the slide with the offset bore in order to get it to pull
completely out of the venturi.
I did make a hand-operated cutter to recut the slide seat area in the
bottom of the venturi, but even with that I still try to take no more
than I have to from the floor of the carb, and if you don't touch the
slide seat area you don't need to recut it.
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 #84
****************************
laverda-digest Saturday, April 4 1998 Volume 01 : Number 085
1. "..Steve Gurry" Subj: New Laverdas in Canada
2. LErkie4877 Subj: Laverda Mirage
3. DucDave Subj: Laverda 1000 valve adjust
4. smlnjack@toolcity.net Subj: Re: New Laverdas
5. "Michael Moore" Subj: Laverda SF2RR intake length
6. "Barry Seevers" Subj: Re: Laverda SF2RR intake length
----------------------------------------------------------------------
Date: Fri, 03 Apr 1998 19:22:13 -0800
From: "..Steve Gurry"
Subject: New Laverdas in Canada
With regards to the new model Laverdas being available in Canada, I
have been told by friends of Gary Goodfellow that he is indeed bringing
them in. He is based in Delta, British Columbia, and has been an
importer and exporter of used and grey market bikes for some time.
A word of caution, recently, Transport Canada & Canada Customs have
started to come down hard on machines that can be considered grey
market, or machines imported which have not been tested by Transport
Canada. A recent example here in B.C. is of a large local bike shop
importing Bimoto Vdue's and Aprilia RS 250's and selling them to the
public. All of these bikes have been [retrieved] by the above
departments, and are on order to be crushed. An appeal is pending to see
if the factories in Italia will take them back.
The reason for these grey market bikes is money, money needed to get
them approved for operation in Canada. This is one reason why Moto
Guzzi's have not been sold here for years.
If you choose to get a new Lav, great, just make sure on your own that
the things have been Transport Canada tested and OK'ed. There are too
many stories of shady importation of machines and nervous owners trying
to get insurance to operate the things.
The machines are quite expensive, more expensive than they would be if
you were to take this cheesy dollar of ours and get one in England. Go
figure!
Ciao, Steve
------------------------------
Date: Fri, 3 Apr 1998 23:13:59 EST
From: LErkie4877
Subject: Laverda Mirage
Rob describes his Mirage as without Jota cams - more like a TS1200 (or
something to that effect). Would that be the large engine with the A11 cams?
Since I've now got my Mirage apart I have for the first time really eyeballed
the cam, and noticed just how high the lift really is on that sucker. I can't
imagine wanting anything wilder for street use!
Furthermore, Rob sez he almost OCR'd it...
OK, I'll bite. What does this mean?
- -Lawrence
------------------------------
Date: Sat, 4 Apr 1998 01:10:53 EST
From: DucDave
Subject: Laverda 1000 valve adjust
Hello All:
I need a little memory refreshing....... the spec for the valve clearences are
.008 for the intake and .0010 for the exhaust, I seem to remember that .006
intake and .008 exhaust was more acceptable. any comments? also my Jota has
the all aluminum head ( no skull cap) and the valve seats seem to be installed
a little deep, meaning that i am near the bottom of the shim range, at first i
thought the seats had receded but i dont think this is so.(but not impossable)
also now that it has a new camchain there seems to be very little freeplay in
the chain, even with the adjuster backed all the way out. the replacement
chain is a regina and i seem to recall something about Regina camchains
beeing a little short or being prone to breaking? .....comments......advice?
Ducdave@aol.com
------------------------------
Date: Sat, 04 Apr 1998 10:58:03 -0500
From: smlnjack@toolcity.net
Subject: Re: New Laverdas
At 02:29 PM 4/3/98 -0500, Robert Morgan wrote:
>> We talked to the factory rep at the Indy Dealer Show in February and they
>> confirmed that the new Laverdas will be available in Canada this year. I
>> think that Garry Goodfellow from BC will be the Canadian distributor. The
>> prices though seem rather high compared with the UK and US prices
> around
>>$16,000 for the 750). I have not yet heard of any dealer information.
>
>Do you have any contact information for Garry?
>
>It's tough comparing Canadian prices with US these days, what with the
>currency exchange rates. You know what we call a Canadian two dollar coin?
>One US dollar! All you Americans should be aware of the low value of the
>Canadian dollar - it makes buying anything Canadian a great deal.
>
>- Rob
Well with one exception, Rob. When we Yanks come across the border to
indulge our cultural proclivities by paying a visit to the Canadian Ballet,
the demise of the two dollar Canadian bill represents a hardship for us.
The ladies have difficulty accomodating a "toonie" with their ample bosoms
and a fiver gets rather expensive.
Smilin' Jack
------------------------------
Date: Sat, 4 Apr 1998 12:43:19 -0800
From: "Michael Moore"
Subject: Laverda SF2RR intake length
I had a chat with Geir Lein in Norway this morning, verifying his
address before shipping his 750 cams to him, and he asked me for the
length of the intake tract on my racer.
FYI - it is 11.3" from the cylinder head to the back end of the
bellmouth. On the dyno the engine liked this much better than
having the carbs right up next to the head, as was required with the
standard SF2 frame.
Geir said that he'd looked at his frame for about 3 hours, trying to
think of what to do to allow a longer intake tract. He finally
detached the lower spine tubes that run down to the swing arm pivot
from the upper tubes and heated/jacked them apart so the carbs could
run between the tubes, instead of into them.
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: Sat, 4 Apr 1998 15:53:26 -0800
From: "Barry Seevers"
Subject: Re: Laverda SF2RR intake length
Hi Michael
Can you give me your cam spec's of the cam you are sending to Geir Lein.
also what horsepower did you get with them.
Best Regards Barry Seevers
Seevers Racing Development Co.
srd@ptw.com
- -----Original Message-----
From: Michael Moore
To: laverda@list.sirius.com
Date: Saturday, April 04, 1998 12:40 PM
Subject: Laverda SF2RR intake length
>I had a chat with Geir Lein in Norway this morning, verifying his
>address before shipping his 750 cams to him, and he asked me for the
>length of the intake tract on my racer.
>
>FYI - it is 11.3" from the cylinder head to the back end of the
>bellmouth. On the dyno the engine liked this much better than
>having the carbs right up next to the head, as was required with the
>standard SF2 frame.
>
>Geir said that he'd looked at his frame for about 3 hours, trying to
>think of what to do to allow a longer intake tract. He finally
>detached the lower spine tubes that run down to the swing arm pivot
>from the upper tubes and heated/jacked them apart so the carbs could
>run between the tubes, instead of into them.
>
>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 #85
****************************
laverda-digest Saturday, April 4 1998 Volume 01 : Number 086
1. "Michael Moore" Subj: Re: Laverda SF2RR intake length
2. LErkie4877 Subj: Laverda Re: laverda-digest V1 #85
3. Bill MacCracken Subj: Re: Laverda 1000 Valve Adjust
4. "Michael Moore" Subj: Laverda cam chains
5. "Barry Seevers" Subj: Re: Laverda SF2RR intake length
----------------------------------------------------------------------
Date: Sat, 4 Apr 1998 16:38:35 -0800
From: "Michael Moore"
Subject: Re: Laverda SF2RR intake length
> Can you give me your cam spec's of the cam you are sending to Geir
> Lein. also what horsepower did you get with them.
Hello Barry,
My bike was run with 5C cams and made 74 bhp at the rear wheel on a
calibrated water brake. I got Jim Dour at Megacycle to do a
new and improved (in his opinion) grind, their #585-x4. That should
be run on the dyno in a couple of weeks (fingers crossed on this).
The new cam (only available as a hardface on customer core at the
moment - they don't want to tool up for a batch of billet cams until
they are reasonably confident in not having them sit on the shelf)
has the dimensions of:
lift duration at .040" Lobe ctr open/close
IN .446" 284 100 42btc/62abc
EX .448" 284 100 62bbc/42atc
They measured my 5C cam and got
lift duration at .040" Lobe ctr open/close
IN .437" 272 103 33btc/59abc
EX .364" 272 104 60bbc/32atc
The 6C they measured was:
lift duration at .040" Lobe ctr open/close
IN .440" 282 101 40btc/62abc
EX .406" 283 101.5 63bbc/40atc
Jim didn't care for the 5C exhaust lobe a bit - he says the new one
should be a big improvement. He also designed the new profile to
make the valve action smoother.
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: Sat, 4 Apr 1998 19:38:36 EST
From: LErkie4877
Subject: Laverda Re: laverda-digest V1 #85
Dave, my referencve material says the Laverda triple's valves should be set as
follows: exhaust .25mm; intake .20mm.
I don't know of any engine that operates with less valve lash on the exhaust
than on the intake. The former runs hotter, so it needs more room for thermal
expansion.
As for the question of recessed seats, I have been mulling that over recently
myself. My bike was doubtlessly turned over to irreverant/incompetent hands
at some point in the past. The result was that the valve job was botched.
Some of the valve seats were machined too deep; the stock shims no longer can
be used to set the proper clearances. I approached one of the few automotive
machine shops I really trust and was advised to try to avoid replacing the
valve seats, as it is a very tricky job that can easily go wrong. Better to
work on the valves and shims to get the necessary clearance. I was told it's
better to cut the valve keeper grove in a new valve a bit lower (to avoid
resting on a shaved valve shim) than going the new seat route. By
'customizing" the new valves and shims, it looks like I have succeeded in
avoiding new seats I have sought in vain for advice as to how much one can
safely trim the smallest valve shim before you're courting danger. If anyone
out there in cyberspace knows, they are keeping it to themselves.
Likewise the head to valve stem dimension when you are attempting to set up a
rebuilt head for the first time. No suggestion on this number either. Thus,
one is obliged to trim a bit, put the cams in and measure, trim a bit, put the
cams in, measure, ad nauseum.
We call this "quality garage time."
- -Lawrence
------------------------------
Date: Sat, 04 Apr 1998 17:58:32 -0800
From: Bill MacCracken
Subject: Re: Laverda 1000 Valve Adjust
Date: Sat, 4 Apr 1998 01:10:53 EST
From: DucDave
Subject: Laverda 1000 valve adjust
Hello All:
I need a little memory refreshing....... the spec for the valve
clearences are
.008 for the intake and .0010 for the exhaust, I seem to remember that
.006
intake and .008 exhaust was more acceptable. any comments?
I've been told to leave the valves looser on my RGS ... the clearances
get tighter as the bike heats up ... right?
(snip)
Ducdave@aol.com
------------------------------
Date: Sat, 4 Apr 1998 20:14:12 -0800
From: "Michael Moore"
Subject: Laverda cam chains
Are the triple and SF750 twin cam chains the same pitch and width?
The dual row cam chain on the 750 strikes me as excessive - engines
with significantly more valve lift get by with a single row chain.
If the triple uses the same basic chain but in a single row style
then it should be possible (if the chain is long enough) to install
one on the 750 twin. The chain would be lighter and 1/2 the teeth on
the camshaft sprocket could be machined off for a noticeable weight
savings.
The twin chain looks to be a 3/8" pitch, but takes a wider sprocket
than the standard #35 chain. Regina didn't bother to stamp an ID
code into the chains that I have.
What would be handy is if it turned out to be a standard pitch used
in some Japanese engine - plenty of readily available sizes of chain
there - 25H, 25SP-2, BF05T, BF05M, 219H, SC-0412H, 75RH2015,
79RH2015, 82RH2010, 82RH2015, and 88RH2015 are listed in one of my
parts catalogs (though I haven't got a chart that shows dimensions
for the different chain codes).
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: Sat, 4 Apr 1998 21:01:03 -0800
From: "Barry Seevers"
Subject: Re: Laverda SF2RR intake length
Hi Michael
Thanks for the cam Spec's. Here are some of my best cams I made for
Laverda 750's.
1. RSC-3a INOP 46` EXOP 78` IN. lift 390
EX. lift 340 at the cam
INCL 82` EXCL 36` IN. Dur
308` EX. Dur 288`
Valve lift IN .504 EX .421
Lobe center IN 108` EX 108` 82`
Overlap
This was a Great street cam.
2. RSC-3b INOP 46` EXOP 78` IN Dur 308` EX 300`
INCL 82` EXCL 42` IN Lift .390
EX .359 at the cam
Valve lift IN .504 EX .444
Lobe Center IN/EX 108` 88` Overlap
One of my Best race cams. Won alot of races with cam.
3. RSC-5D INOP 60` EXOP 70` IN lift .410 EX lift
.390
INCL 87` EXCL 45` IN Dur 327` EX
Dur 295`
Valve lift IN .530 EX .504
Lobe center IN 103.5` EX 102.5` 105`
Overlap
This was my best, I used this cam at Daytona and Riverside. Both as a 750cc
and 900cc. Also with 360` and my 180` cranks.
Hope this was of some interest to all.
All the best. Barry Seevers
Seevers Racing Development Co.
srd@ptw.com
- -----Original Message-----
From: Michael Moore
To: laverda@list.sirius.com
Date: Saturday, April 04, 1998 4:36 PM
Subject: Re: Laverda SF2RR intake length
>> Can you give me your cam spec's of the cam you are sending to Geir
>> Lein. also what horsepower did you get with them.
>
>Hello Barry,
>
>My bike was run with 5C cams and made 74 bhp at the rear wheel on a
>calibrated water brake. I got Jim Dour at Megacycle to do a
>new and improved (in his opinion) grind, their #585-x4. That should
>be run on the dyno in a couple of weeks (fingers crossed on this).
>
>The new cam (only available as a hardface on customer core at the
>moment - they don't want to tool up for a batch of billet cams until
>they are reasonably confident in not having them sit on the shelf)
>has the dimensions of:
>
> lift duration at .040" Lobe ctr open/close
>IN .446" 284 100 42btc/62abc
>EX .448" 284 100 62bbc/42atc
>
>They measured my 5C cam and got
>
> lift duration at .040" Lobe ctr open/close
>IN .437" 272 103 33btc/59abc
>EX .364" 272 104 60bbc/32atc
>
>The 6C they measured was:
> lift duration at .040" Lobe ctr open/close
>IN .440" 282 101 40btc/62abc
>EX .406" 283 101.5 63bbc/40atc
>
>Jim didn't care for the 5C exhaust lobe a bit - he says the new one
>should be a big improvement. He also designed the new profile to
>make the valve action smoother.
>
>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 #86
****************************
laverda-digest Monday, April 6 1998 Volume 01 : Number 087
1. "Michael Moore" Subj: Laverda more cam chain stuff
2. "Geoff Pascoe" Subj: Re: Laverda New laverdas
3. "Robert Morgan" Subj: Re: Laverda Mirage
----------------------------------------------------------------------
Date: Sat, 4 Apr 1998 21:55:11 -0800
From: "Michael Moore"
Subject: Laverda more cam chain stuff
I just found a DID catalog from 1977 (see, it pays to not throw
things away).
They list a 315 series chain with 3/8" pitch and a width between the
inner plates of .225", which looks to be a match for the SF2 cam
chain.
The 315F has an average tensile strength of 2200 psi, and the 315FDD
has a 4400 tensile rating.
Bikes that use this chain are the BSA Bantam (single row primary
chain - I KNEW this was big for a cam chain!!!!), BSA unit twin (in
triplex), Horex Imperator !!(cam chain), assorted Norton twins (cam
chain and triplex primary), OSSAs in single and twin row primary,
Royal Enfields (cam and primary(duplex)), Triumphs ditto, Yankee Z
(four-row primary).
Curiously enough, there is no listing for Laverda - perhaps it wasn't
selling as well in 1977 as the Horex Imperator?
I'm a bit surprised the Green Book doesn't call out a spec for the
engine chains - I guess I'll have to measure the primary and starter
chains tomorrow to see if I can match them up.
It doesn't look like any of the Japanese bikes used the 315 size cam
chain, though many of the chains I listed in the previous post don't
appear in this DID catalog.
So the 750 uses a cam chain sturdy enough for an OSSA 250 Phantom
motocrosser's primary drive.
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: Mon, 06 Apr 1998 08:44:18 +0930
From: "Geoff Pascoe"
Subject: Re: Laverda New laverdas
>>> Richard Taylor 04/04/98 07:54AM >>>
>Hang on for the 750 - its better and, in the UK, no more >expensive than the
>original 668 price. (They dropped the 668 price by about 500->1000 UK pounds
>when they introduced the 750 - you can no longer buy them >over here)
Richard,
Basically the same thing happened in Australia. 750S ~US$12000 (now replaced with the 'Carenata'), 668 ~US$10000 and the 750 Formula ~US$14500.
Geoff.
gpascoe@microbits.com.au
www.microbits.com.au/laverda
------------------------------
Date: Mon, 6 Apr 1998 09:06:46 -0400
From: "Robert Morgan"
Subject: Re: Laverda Mirage
> Rob describes his Mirage as without Jota cams - more like a TS1200 (or
> something to that effect). Would that be the large engine with the A11
cams?
I'm not sure what an A11 cam is. What I know of Mirages, by 1982 a North
American Mirage was really a TS1200 rebadged. I believe earlier or European
Mirages had Jota-borrowed cams, jetting and exhaust. However, the '82 Mirage
is a great bike - last of the 180's, modern electrics, hydraulic clutch.
> Furthermore, Rob sez he almost OCR'd it...
> OK, I'll bite. What does this mean?
I didn't OCR my Mirage, I OCR'ed the old Motorcyclist review of my Mirage.
OCR = optical character recognition.
- - Rob
------------------------------
End of laverda-digest V1 #87
****************************
laverda-digest Tuesday, April 7 1998 Volume 01 : Number 088
1. "Robert Morgan" Subj: [none]
2. "Steve" Subj: Re: New Laverdas
3. Richard Taylor Subj: Laverda Formula 750 - Fast Bikes Review
4. Ed Lutz Subj: New Laverda dealer in Atlanta
5. "Michael Moore" Subj: Laverda A quick reminder
6. "Michael Moore" Subj: Laverda Valve springs
7. Andy Higgs Subj: Laverda 7C cams
----------------------------------------------------------------------
Date: Mon, 6 Apr 1998 09:12:08 -0400
From: "Robert Morgan"
Subject: [none]
> The ladies have difficulty accomodating a "toonie" with their ample bosoms
> and a fiver gets rather expensive.
> Smilin' Jack
... but you can use another fiver to light up a Cuban!
- - Rob
------------------------------
Date: Mon, 6 Apr 1998 09:48:14 -0400
From: "Steve"
Subject: Re: New Laverdas
I was talking Canadian dollars.
Cheers
Steve
- ----------
> From: Richard Taylor
> To: laverda@list.sirius.com
> Subject: Re: New Laverdas
> Date: April 3, 1998 18:22 PM
>
> At 14:29 03/04/98 -0500, you wrote:
> >> We talked to the factory rep at the Indy Dealer Show in February and
they
> >> confirmed that the new Laverdas will be available in Canada this year.
I
> >> think that Garry Goodfellow from BC will be the Canadian distributor.
The
> >> prices though seem rather high compared with the UK and US prices
> > around
> >>$16,000 for the 750). I have not yet heard of any dealer information.
>
> The 750S is 7500 UK pounds = $12,400 US, quite a bit less than $16,000
you
> mentioned. Or were you talking Canadian dollars? Now _I'm_ confused...
>
> --
> Regards, Richard Taylor. International Laverda Owners Club -
> http://www.richtea.demon.co.uk/laverda
------------------------------
Date: Mon, 06 Apr 1998 21:22:02 +0100
From: Richard Taylor
Subject: Laverda Formula 750 - Fast Bikes Review
For anyone interested in the latest twin, there's a review in the UK
magazine Fast Bikes of the Formula 750 (May 1998).
The summary is something along the lines of:
- - wonderful handling
- - good price
- - still underpowered at 92 BHP (but the test was in comparison with the
748SPS, and Jap 750 4s, so who's surprised). Great while it lasts, but the
9,250 red line cuts out the fun too early...
- - sounds tame (true - gutting the pipes might help here...)
- - 'the basis for a really great racer...another 10 BHP and the Formula
would be unbeatable over it ' (that's for you Keith!)
So, not a world beater, but still a nice bike, all the same, considering
they originally aimed it at the Ducati 900SS...
- --
Regards, Richard Taylor. International Laverda Owners Club -
http://www.richtea.demon.co.uk/laverda
------------------------------
Date: Mon, 06 Apr 1998 13:43:20 -0700
From: Ed Lutz
Subject: New Laverda dealer in Atlanta
FYI for anybody in the Atlanta area, this came across my e-mail in box
today. I guess they are going to have the bikes but not for a couple of
months.
http://www.zenmoto.com/index.htm
Ed
------------------------------
Date: Mon, 6 Apr 1998 19:17:06 -0800
From: "Michael Moore"
Subject: Laverda A quick reminder
My lists are set up to reject posts from non-subscribers (as an
anti-spam measure) so if you send something to the list from another
address (say you are subscribed from home and post from work) it will
be bounced to my attention.
I've had a spate of these recently on several of my lists, so I
wanted to remind everyone how this works.
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: Mon, 6 Apr 1998 20:48:00 -0800
From: "Michael Moore"
Subject: Laverda Valve springs
I've just been promised that my R/D Spring valve spring kits with
titanium retainers for the 7mm stem SFC750s will really, really,
REALLY be shipped to me tomorrow.
I'm getting in 4 sets, but won't be able to send any out until I get
a chance to make some spacer rings that R/D doesn't have time to
make.
Donn tells me that he has made an extra retainer (to keep with the
8mm retainer sample) and I told him to keep the pair of 7mm collets
for checking any future tops.
I've got one set promised to Chris Dowde (should he still want them
after all this time), and after the other 3 sets are gone I should be
able to get more, though in what time frame I don't know - these took
about 6 months (for which Donn apologized, but he says he got really
backed up).
At least I'll be getting back the parts from the prototype set for
my SF2RR that I had to send back down when R/D misplaced the master
copy they'd kept last year, so things are looking better for
(eventually) getting my bike running (soon???!!!).
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: Tue, 07 Apr 1998 01:07:48 -0600
From: Andy Higgs
Subject: Laverda 7C cams
Hi everyone
I have watched the list for the last couple of weeks and it has been
great to see the stream of information that seems to be flowing. I
wondered if I could tap into some of this collective cyberwisdom
regarding my bike.
I have recently bought a 1982 180 Jota, 55,000 km. My bike was
originally imported to Canada via the States The first owner was from
the UK and when he pulled the head off to change a gasket found the bike
had flat top pistons and an A11 cam. Apparently export Jotas to the US
were in a milder state of tune than the UK ones. He therefore decided
(at 30,000 km) to convert it to full UK Jota specs.
He sent the head and carbs to Phil Todd in the UK, where it was gas
flowed, and had bigger valves fitted. The standard 32mm carbs were also
smooth bored to 34 mm. Slaters provided Jota exhausts, 10:1 pistons, and
a 7C cam, together with kit to convert the bike to right hand gear
change.
I am just starting to put a few miles on it now and think that the
choice of 7C cams may be just too much for road use. The bike came with
its original A11 cams and I am wondering about switching the bike back
to them.
If I do this will I run into severe carburation problems, given the work
that has been done to the head and the smoothboring? At the moment the
bike has a big flat spot up to about 2000 rpm when things start to
happen. This makes riding it a pain and idling next to impossible. IÆd
like to try a set of 4C cams and get it back closer to factory
specifications. Can I reprofile this spare set of A11 to 4CÆs
Finally, with 10:1 pistons what values should I see for a compression
test?
Any advice and info would be appreciated. A big thanks to Mike for
setting up this list, itÆs great to have this as a resource.
Best wishes
Andy
Email: ahiggs@telusplanet.net
Canmore, Alberta, Canada
------------------------------
End of laverda-digest V1 #88
****************************
laverda-digest Tuesday, April 7 1998 Volume 01 : Number 089
1. "Marnix van der Schalk" Subj: Re: Laverda 7C cams
2. "Geoff Pascoe" Subj: Re: Laverda 7C cams
3. Keith McKay Subj: Re: Laverda 7C cams
4. "Marnix van der Schalk" Subj: Re: Laverda 7C cams
5. Keith McKay Subj: Re: Laverda 7C cams
----------------------------------------------------------------------
Date: Tue, 7 Apr 1998 09:52:10 +0200
From: "Marnix van der Schalk"
Subject: Re: Laverda 7C cams
Andy wrote:
>I am just starting to put a few miles on it now and think that the
>choice of 7C cams may be just too much for road use. The bike came with
>its original A11 cams and I am wondering about switching the bike back
>to them.
This is an interesting issue and I wonder what others think or what their
experiences are.
Here in Holland the general opinion is that a 7/C cam is not a good choice
because it is too extreme and the lift is even risky. Our Laverda specialist
van Dyk here in Holland even refuses to fit or sell them because it is
'asking for trouble'.
He always says that the 4/C is the best cam for the 180 engines.
Brits seem to like them though and many use it. Are they just lucky or is
there more to it?
Marnix
**********************************************************************
Marnix van der Schalk
INTERNATIONAL LAVERDA 750 SFC OWNERS REGISTRY
ROTTERDAM - THE NETHERLANDS
Web site: http://www.euronet.nl/~wschalk/
E-mail: wschalk@euronet.nl
**********************************************************************
------------------------------
Date: Tue, 07 Apr 1998 17:20:17 +0930
From: "Geoff Pascoe"
Subject: Re: Laverda 7C cams
Andy, I'm sure your email should start a good discussion!
A flat spot a ~2000-3000 rpm is likely to remain as long as you have the Laverda (Bosch) Ignition.
I believe the general consensus is 'junk the 7Cs' (although good results have been achieved with 3 into1s with long Tail Pipes. Not the shorter Tail Pipes like the Harris System)!
As far as Laverda 'Factory' Cams go, 4Cs seem to be OK when dialed in and used with 'Jota' Silencers. A11s on the other hand are good 'basic' street Cams and gives good results with the so called 'Factory 3 into 1' (with reverse cone mega).
There are several good 'After Market' Cams about, which I'm sure others will comment on.
Any change of Cam will require re-jetting!
I believe your the best starting point would be; use the A11s and what money you save, put towards a good Ignition!
Of all the Engine mods done to my Triples, the Ignition by far provided the best results as far as everyday riding/performance goes!
Geoff
gpascoe@microbits.com.au
www.microbits.com.au/laverda
>>> Andy Higgs 04/07/98 04:37PM >>>
I have recently bought a 1982 180 Jota, 55,000 km. My bike was
originally imported to Canada via the States The first owner was from
the UK and when he pulled the head off to change a gasket found the bike
had flat top pistons and an A11 cam. Apparently export Jotas to the US
were in a milder state of tune than the UK ones. He therefore decided
(at 30,000 km) to convert it to full UK Jota specs.
He sent the head and carbs to Phil Todd in the UK, where it was gas
flowed, and had bigger valves fitted. The standard 32mm carbs were also
smooth bored to 34 mm. Slaters provided Jota exhausts, 10:1 pistons, and
a 7C cam, together with kit to convert the bike to right hand gear
change.
I am just starting to put a few miles on it now and think that the
choice of 7C cams may be just too much for road use. The bike came with
its original A11 cams and I am wondering about switching the bike back
to them.
If I do this will I run into severe carburation problems, given the work
that has been done to the head and the smoothboring? At the moment the
bike has a big flat spot up to about 2000 rpm when things start to
happen. This makes riding it a pain and idling next to impossible. I*d
like to try a set of 4C cams and get it back closer to factory
specifications. Can I reprofile this spare set of A11 to 4C*s
Finally, with 10:1 pistons what values should I see for a compression
test?
Any advice and info would be appreciated. A big thanks to Mike for
setting up this list, it*s great to have this as a resource.
Best wishes
Andy
Email: ahiggs@telusplanet.net
Canmore, Alberta, Canada
------------------------------
Date: Tue, 07 Apr 1998 10:04:46 +0200
From: Keith McKay
Subject: Re: Laverda 7C cams
At 09:52 AM 4/7/98 +0200, Marnix van der Schalk wrote:
>He [Van Dijk] always says that the 4/C is the best cam for the 180 engines.
I'm going to try a P1 in the Jota this year. I used a P1 in the SFC for
the Manx and it worked really well; we'll see how it goes in a 180 motor.
- --------------------------------------------------------------------
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
- --------------------------------------------------------------------
The difference between a career and a job is about 20 hours a week.
- --------------------------------------------------------------------
------------------------------
Date: Tue, 7 Apr 1998 12:20:29 +0200
From: "Marnix van der Schalk"
Subject: Re: Laverda 7C cams
>I'm going to try a P1 in the Jota this year. I used a P1 in the SFC for
>the Manx and it worked really well; we'll see how it goes in a 180 motor.
For the people who haven't heard of the P1, it's the cam the factory used
for their RGS F1 racer in 1983. Just a few of these very special engines
were constructed. Van Dyk got 2 engines for his Bakker framed endurance
racer that year.
The engine featured a special very light 120 degree crankshaft, C/R gearbox,
and a Corsa head + pistons and the P1 camshafts. The engines came with a
special 3 into 1 megaphone (not the type we all know, this one was never
sold).
The P1 is the best cam for 120 engines. Gijs recently had P1 cams converted
for 180 engines. Could prove a great cam for these engines too!
Marnix
**********************************************************************
Marnix van der Schalk
INTERNATIONAL LAVERDA 750 SFC OWNERS REGISTRY
ROTTERDAM - THE NETHERLANDS
Web site: http://www.euronet.nl/~wschalk/
E-mail: wschalk@euronet.nl
**********************************************************************
------------------------------
Date: Tue, 07 Apr 1998 13:17:23 +0200
From: Keith McKay
Subject: Re: Laverda 7C cams
At 12:20 PM 4/7/98 +0200, Marnix van der Schalk wrote:
>>I'm going to try a P1 in the Jota this year. I used a P1 in the SFC for
>>the Manx and it worked really well; we'll see how it goes in a 180 motor.
[snip]
>The P1 is the best cam for 120 engines. Gijs recently had P1 cams converted
>for 180 engines. Could prove a great cam for these engines too!
I'm blagging a set from Joopie; he's converted his Saxon to a 120 crank
and so I can get his 180 P1's.
- --------------------------------------------------------------------
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
- --------------------------------------------------------------------
The difference between a career and a job is about 20 hours a week.
- --------------------------------------------------------------------
------------------------------
End of laverda-digest V1 #89
****************************
laverda-digest Tuesday, April 7 1998 Volume 01 : Number 090
1. "Barry Seevers" Subj: Re: Laverda 7C cams
2. Keith McKay Subj: Re: Laverda 7C cams
3. "Ann M. Calandro" Subj: US Laverdas
4. "Marnix van der Schalk" Subj: New Laverdas
5. "Ann M. Calandro" Subj: Laverda May 1-3 Italian bike ride.
----------------------------------------------------------------------
Date: Tue, 7 Apr 1998 05:54:01 -0700
From: "Barry Seevers"
Subject: Re: Laverda 7C cams
Hi all
The info that everybody gave was good but, why don't you advance
both In/Ex cam 2deg to help low end bogg.
Barry Seevers
SEEVERS Racing Development Co.
srd@ptw.com
- -----Original Message-----
From: Keith McKay
To: laverda@list.sirius.com
Date: Tuesday, April 07, 1998 3:20 AM
Subject: Re: Laverda 7C cams
>At 12:20 PM 4/7/98 +0200, Marnix van der Schalk wrote:
>>>I'm going to try a P1 in the Jota this year. I used a P1 in the SFC for
>>>the Manx and it worked really well; we'll see how it goes in a 180 motor.
>
>[snip]
>
>>The P1 is the best cam for 120 engines. Gijs recently had P1 cams
converted
>>for 180 engines. Could prove a great cam for these engines too!
>
>I'm blagging a set from Joopie; he's converted his Saxon to a 120 crank
>and so I can get his 180 P1's.
>
>
>--------------------------------------------------------------------
>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
>--------------------------------------------------------------------
>The difference between a career and a job is about 20 hours a week.
>--------------------------------------------------------------------
>
------------------------------
Date: Tue, 07 Apr 1998 15:16:27 +0200
From: Keith McKay
Subject: Re: Laverda 7C cams
At 05:54 AM 4/7/98 -0700, Barry Seevers wrote:
>Hi all
>
>The info that everybody gave was good but, why don't you advance
>both In/Ex cam 2deg to help low end bogg.
For myself I'm not a knowledgable enough engineer to get that far into
tuning; if I can put the new cams in and set up the carbs ang ignition
so that everything works as well as it can then I think I'm doing OK.
Indeed if I can get that far I'll come back to the list for advice!!
I'm finding that in particular the quality of petrol is getting worse
almost by the tankful -- in the European Union there's due to be a complete
ban on leaded petrol in 2000.
I've managed to get my 750 (new pistons this winter -- thanks Lance!!)
running OK but the settings are really critical. A hair too much advance
and I have pre-ignition; a hair too little and the pick up from idle gets
very poor. And that's with the "crap petrol" setting on the Moto Witt box!
:-)
I have a last few bits to get from Van Dijk's for the Jota, (if he can
persuade the Italians to put 'em in a box and send 'em.. ) and then it
should only be a couple of days putting the motor back in. Then I expect
I'll have a big job setting it up.
- --------------------------------------------------------------------
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
- --------------------------------------------------------------------
The difference between a career and a job is about 20 hours a week.
- --------------------------------------------------------------------
------------------------------
Date: Tue, 7 Apr 1998 09:25:46 -0400
From: "Ann M. Calandro"
Subject: US Laverdas
Hey Y'all
Stopped by the MZ and soon to be Laverda dealer just outside Charlotte, NC
and he told me the original batch of bikes from Italy had been returned as
it was too difficult to get them to comform to the US vehicle
identification number system. They have shipped another batch of bikes
that were "on the water" as of March 27th. He was told it would be 17 days
at sea, one week to clear customs and get to the improter. He is lookiing
for thei bikes to be on his floor the enc of April or the first week of
May.
He is getting one of the 668s as he if worried that they willl not sell
well as everyone holds out for the 750. I have to think he is right.
Both the American Motorcyclist and Motorcyclist Magazines have half page
black and white ads for the new Laverdas. The ad shows an early Jota in
the back round with the picture of a 668 Diamonte and 668 Ghost. Not
nearly as big as the Ducati ads have gottne but a nice start. I just hope
they do not wait too long to get the 750s here as Americans put a lot more
emphasis on power over handling. Of course the typical Laverda owner would
not fit that profile but they will have to draw new blood the way Ducati
has if they are to grow and be successful.
Jim
------------------------------
Date: Tue, 7 Apr 1998 16:49:05 +0200
From: "Marnix van der Schalk"
Subject: New Laverdas
Here is Holland the 750 Carenata are in some shops but the Formula hasn't
arrived yet. I did hear though that it will be a little less attractive than
the prototype shown so far.
The radial front brake cylinder will not be fitted. It will be the
'ordinary' type gold line cylinder. Also the stylish high Termignoni
silencers will not be used because they are too noisy. Instead they will fit
carbon versions of the road system.
Saw that the Fast Bikes test features the prototype with it's open
Termignonis.
Marnix
**********************************************************************
Marnix van der Schalk
INTERNATIONAL LAVERDA 750 SFC OWNERS REGISTRY
ROTTERDAM - THE NETHERLANDS
Web site: http://www.euronet.nl/~wschalk/
E-mail: wschalk@euronet.nl
**********************************************************************
------------------------------
Date: Tue, 7 Apr 1998 10:49:50 -0400
From: "Ann M. Calandro"
Subject: Laverda May 1-3 Italian bike ride.
May 1-3 Italian bike ride.
Hey Y'all
It is spring and all good men's thoughts turn toward a ride in the
mountains. To answer this need I have just the solution.
THE THIRD ANNUAL DUCKS ALONG THE BLUE RIDGE ITALIAN MOTORCYCLE RALLY
This event has been expanded to include the Ducati Owners Club of Canada,
the Italian Motorcycle Owners Club , and the Laverda Owners Club. The
MGNOC is welcome as usual but as I am not a member I cannot speak for them
officially.
The event will be held again at the High country Cycle Camp 765 Stony Fork
Road, Ferguson, NC 28624 tel. 336-973-7522 Please contact Turkey Tom for
reservations. I have attempted to draw a map below but you may want to
call tTom for complete directions.
If the cabins are full and you do not like to camp hotels are available in
Wilkesboro about a 20 minute ridfe away. Holiday Inn 336-838-1800 and
Quality Inn 336-667-2176
Meals will be on your own except dinner Saturday night. I have not gotten
the cost yet but it will be in the $10 range and will be Italian food.
Registration is only $5 and includes a ticket for door prizes. The roads
around the camp are made for motorcycles and you will regret it if you do
not make it. Even if you do not own or ride an Italian bike you will enjoy
the ride up and the varried Italian hardware. Rumor has it that there will
be four Moto Morinis there so that alone should be worth the trip. If you
have never seen one of these small cousins to the Ducati v twin you need to
make the trip.
If you have any questions contact me evenings at 704-843-0429 or drop me an
e mail at TwoUp@compuserve.com.
Jim Calandro
ps Tom would like a count for dinner so if you think you can make it I
would appreciate a note so I can have an idea on how many dinners to tell
him to be prepaired for.
Wilkesboro
RT 421
- ---------------------------------------------------------------------------
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Statesboro
------------------------------
End of laverda-digest V1 #90
****************************
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