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Discussion in 'Some Assembly Required' started by G 981, Dec 3, 2018.
I have a couple for sale......
I've always loved the look of those engines/bikes, but never had the opportunity/cash to see if I'd actually like the bike.
Never ridden any of them, the attraction is purely visual.
nice bike , the holy grail of laverda's.
looking forward to more updates.
a good friend is converting his 1200 into a cafe racer ( dont worry , nothing irreversible)
he owns the bike for 25+ years, basically it is part of the family....
always loved the raw agricultural appeal of these engines. but i managed to limit myself to moto guzzi's.
one can of worms is enough....
Got to send the crankshaft off for rebuilding so I decided to make a sturdy crate to ship it in, with the possibility of re-use for other cranks.
Took a little while to plan out how I would do it then started building. Should get the sides on it and all buttoned up tomorrow.
2018-12-08 11.47.48 by Grant Duguid, on Flickr
2018-12-08 11.56.21 by Grant Duguid, on Flickr
2018-12-08 13.09.53 by Grant Duguid, on Flickr
2018-12-08 13.16.05 by Grant Duguid, on Flickr
2018-12-08 13.21.35 by Grant Duguid, on Flickr
Are those 3 piece cranks?
A bit more than that.
PICT1865 by Grant Duguid, on Flickr
I was trying to work out whether those pieces were a 180 degree crank or a 120 degree crank. Then I realised the answer is yes.
As long as you fit matching cams!
So, got the crate for the crank more or less finished. Added supports for the webs as well as the main bearings and fitted a couple of grab handles.
Will get it freighted out tomorrow.
2018-12-09 10.09.29 by Grant Duguid, on Flickr
2018-12-09 10.06.30 by Grant Duguid, on Flickr
2018-12-09 11.40.42 by Grant Duguid, on Flickr
Which one is the better engine ? The 180 or the 120. I'd have to think the 120 will inherently be smoother, and not sound like an inline four not running on one cylinder.
The 120 is smoother but only because the engine and carbs are rubber mounted. Even then, the carbs wear quickly. I also suffered white finger vibration on my 120 on a 2500 mile round trip to Italy. It also delivers a more even spread of power from tickover to red line, but I much prefer the whole 180 experience. I prefer the sound and the way it makes it's power. Also has MUCH more engine braking, which I use as a performance aid.
I don't think it sounds like a poorly running inline 4, it has a sound unique to itself.
That is one beautiful motorcycle.
Just the way I like it. Naked and in my favorite color, green.
It is an interesting sound. Not quite what I had envisioned.
Surprised at the relatively low redline, but I guess once you get past that 6500 to 7500 slice you can just wick it up...
I've had both Laverdas with 180 engines and 120 engines. I too prefer the 180 configuration. I'm not sure it's so easy to assume the 120s are smoother. I had a long ride one year on my 120 that had been fitted with bar end mirrors. Big mistake. They caused severe vibrations of the bars. It was months and months before the feeling completely returned to my hands after that ride. I subsequently sold the bike. I still own my Mirage. That's the model that won my heart. That big, softly tuned engine is really a joy to live with over the long term. It's got power everywhere and is not the least bit tempermental. Vive Laverda!
Long time Laverda owner, and lover. Have travelled to Breganze, to Pierro's estate at his request, to visit his family collection. travelled to the big rally in 2005 in Los Angeles. Been to every one of Wolfgang's rallies except one where snow stopped me. It's safe to say I'll run mine as long as I can hold it up. The extreme robust build quality is so impressive to me, so opposite anything built in Bologna.
Rev it to 8000 without issue.
Tuned and balanced ones can rev to 10,000.
But don't try it in a standard!
I agree with you Lawrence, the 1200 is a lovely ride.
This one I'm building will have A11 cams and 8:1 pistons.
And standard (non-Jota) silencers. The only non-standard fitment will be the alternator/ignition system. As there is nothing presently to use I'll fit an Ignitech ignition system with Kawasaki alternator. Programmable advance curves and 3 phase 250 Watts instead of single phase 125 Watts as standard.
Of course, the one Laverda all true Laverdisti would love to have is the mythical water-cooled V6, 176mph, 145bhp, in 1977!
0204d283948b08323559c28ccf43b04c by Grant Duguid, on Flickr
IMG_0792 by Grant Duguid, on Flickr
In that video, that's me being told by Pierro to rev it to 10,000rpm, which I timidly did for him. Fantastic machine!!!!
Any motorcycle sized V6 is of course intriguing, but I have to say that it was the swing arm that caught my eye the most. Is there anywhere one could find more information about that (and the rest of the bike...)?
Here's something about the V6.
It started out with a conventional short swing arm, but with underslung monoshock, in 1977.
But it was unrideable due to the torque reaction affecting handling.
So, it was revised into the version shown with a complicated design with much longer distance to pivot point, and twin shocks.
Cor Dees in Holland bought the 1991 version and completed it to make a second running V6.
He also bought all remaining spares and built another one but built it in the style of the original, with short swing arm and original bodywork style.
All 3 bikes were present at this year's Laverda meet in the home town of Breganze, Italy.
18 by Grant Duguid, on Flickr
Got the crate for the crank finished and it's now on it's way to be pulled apart and rebuilt with new bearings and cleaned-out slingers.
2018-12-10 11.23.37 by Grant Duguid, on Flickr
I hope to get the crank cases back from vapour blasting this week or early next week latest.