la is

rout really quite different {if not slightly

lore irrational) inside.
nch The same external charaeteristics
rnly apply to the ?b0 twin too, although
the ihat's more expected' lu.aGe
,ere llodern motoreycle design is such
that parallel twins do Iook very
clean. The 1O00's engine is actually
'i&e
;of a srraller, Iighter unit than the
ble 750's. Beeause each cylinder ia the
y's triple's all-alloy bariel is clcer
Iso together the crankshaft is only
fractionaliy longer.
'da _. Most of [he ?bO,s weight has
lss disappeared in the rejeetio:a of a
'ee separate dynamo and starter and
ad
the adoption of a single Bosch AC
ial unit- meshing on the right hand
an
crankshaft and doubling as a starter
ee
motor.
_ Every report I,ve read out of
Italy has had something io say
about the 1000t cranksh;ft &sign:
saidto have a toprate solution"to
the rocking vibration of in-iine
triples. {Hmm, wonder how
friumph tackled tbe same thing?
No one could convince us tfre
Trident, is a "shaker"_ )
The basis of the design is
crankpins disposed not ai the
normal- 120 degrees (which gives
reasonably evenly spaced p6wer
lmputses but secondary imbalance
gitudinal rocking movement
and _lon
-'if you don't feel iithe motor A maxiue chaincase distinguishes the ctutch side of the powerprant,
will), but a two-up, one-down smooth lines.lend the engiie o iuii-t,wtiii'apwaranee than its r ritre
d-esign. In the l,averda triple when capacitv. carbs are Deil'drto, coi'iiii"*iisilner protrudes
belaw them fram barrer
the number one o.ankpin is at Top
Dead Centre, number'two is down
at BDC and number three is
rnatching number one on TDC. SPECIFICATTONS
MAKE .
This eliminates the more
destructive vibration of 120 degree PRICE .
crank throws but produces -un- ENGINE: $2 7oo
balanced forces approximately 98r cc dohc irrline triple fourstroke. Ail eiloy, 75 x 74 mm boreand stroke.
e.qual the punch from a single oi 9:.1 .compression ratio, 3x32mm Dell,Orto carbs, wet surnp force-feed
the same capaeity as one o1 the lubricarion, breakerless atternatorlcoil ignition. Claimed gO Uf,p
iSS.6 kwiai
Laverda's cylinders {38B cc) but the 7 25O rpm.
TRANSMISSION:
reaction is into such a large mass Triple chain.primary ckive to wet multiplate clutch. Fiuespeed constant mesh
that there's relatively limle ihating geglbo_x_Ivi$_right fmt charqe, sre down, four up- Oueraff ,attos. 1{.2d,
transmi tted. LO8, 5.89, 5.O3,4.29.
The crankshaft also has more FRAME:
bearings than any other production Double cradle all-wekded tubular steel.
motorcycle we've encountered. SUSPENSION:
Apart from the normat four spaced Front: Ceriani telescopic forks.
between cylinders, two smalldr ball !9a1,-!ry;ng arm, Veriani syingldanper units.
bearings run either side of the BBAKES:
starter drive pinion and a Twin leading shoe 23O mm drums back and front.
needle W}IEELS AND TYFES
roller is set into the primary Borrani alloy rirm,4.1O x t8 Duntop Kgl (front)
chaincase. 4.2S x 1g Marzeler (rear _
non-standard).
AII that and the big Laverda is CAPACITIES:
one of the most uncomfortable Fuel
bikes I've snuffled through traffic- {sump)
Oil ..."' ""'3'5gal {17litres)
. S.2 pints (3 litresl
choked central Melbourne and out Forks
DTMENSTONS: ' ' '170cc
along the Nepean Highway.
Weight (vyet)
The Laverda, you see,-is built to wheelbase 520 ib {235 kg}
it all together when you,re
get_,
really motoring, out along the seatheight . .,. :....:.. .. ..... . .:....::733.f;,,1',ffi[ili
Ground Ctearance .a.l tn. itZO mmi
uncluttered highways where the
only time 3000 rpm shows on the PERFORMANCE:
clock is when you're stopping for StandingTo-rr{le(claimed}.... ..._12.gsec
smoke or starting aftervrards. At
a Maximumspeed{claimed}.... .136mph{2201;ili
Braking from 50 km/h (31 mphl . . . 26.s tt fA.s ,r,eiieli
low engine speeds it vibrates more
ihan it should - or perhaps I was

I
I
TWO WHEELS, November, lg?l 9 I
l
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