purpose of this page is to mention some systems considered to be able to improve
Laverda engines running thanks to modern technology,
and also others advices. Please note that each person should check with the makers of these systems that the considered material is really
adapted to the using of the bike.
Wilson in Australia (see also "Links"),
proposes an electronic ignition system called IIS with very high technology,
able to solve all the
old Bosch ignition problems for the 180° triples. (a system exists too for the 120°). Several advance curves are available and the system solves battery charging problem. The decisive advantage of the IIS system is that it can include the whole ignition system, including the ignition module,
the special crank encoders, the HT coils and even a new alternator (250W). The result is really fantastic, far less vibrations and noises, torque
and power improvment, really good battery charging. Directions for use are in english and after-sales service is very good, John answering
easily to questions by e-mails or fax. Price is about 360 Euros (500 Australian dollars) for the module.
question? Click here to see the IIS igntion FAQ
Click here to see how to fit a IIS system
The MOTO-WITT company, in Deutchland, products a similar system called DMC for
Laverda twins and triples, with programmable advance
curves too. It can be found to Andy Wagner office (Germany) or to Wolfgang Haerter (Canada) - see "Links" page - The handbook is in Deutch language or in english (Haerter). Price is around 300 to 390 USD (Nov. 2001) depending on the model and postage.
September 2004: Two different Laverdists report that they had some problems
with these kits (broken belts). I suggest
to anyone who plan to get a belt drive kit to contact directly the manufacturers to see if these kits are really adapted to the using of
The belt drive kits are conceived to replace the original primary chains, mainly on triples. They include a new 32 mm engine pulley, a new large
clutch pulley and a belt which can work in engine oil. According to what the sellers of these products say, result is fantastic, a smooth running lightweight system, very silencer, which can provide 2 more HP. When the belt drive is fitted, the primary engine outrigger bearing can be disconnected but the chain tensionner system is still used after having removed the rubber and polished the shoe.
Two systems are available:
The german store Sport-Connection
proposes a belt drive kit for 1000 and 1200 Laverda. These kits fit perfectly
180 and 120 engines without
modification. The price (Febr. 2004) for the primary kit incl. belt, new gasket and screw to close primary cover is eur 450.- the cost for the high power engine race belt is eur 49.-
The Australian John
Scerri produces such a kit. Some guys point out some minor
problems which have to be corrected before fitting the
system on the bike, especially a wrong size of the front pulley for some bikes. Price (Nov. 2001) is around 450 USD + postage. Since 2002,
a new Gen III belt is available, much stronger.
Kit John Scerri
Kit Sport Connexion
Camshafts for 750:
To get more horse power from a 750 engine, three models of camshafts are available: The 2/C, 5/C and 6/C.
- The 2/C were the cams fitted on the early SFCs with 9,65/1 pistons, heavy crankshaft and Amal then Dell'Orto 36mm carbs. In my opinion,
they are the best choice for the early 750s with their original heavy crank. They give a powerful engine and match well with these heavy
cranks. Don't expect a very responsive engine at high revs but the pleasure is elsewhere with good sensations of the powerful but torquy
- The 5/C are the best choice for the SF1/SF2/SF3 engine type with large valves and light crank, for a speed-road use or twisty track.
The engine is very responsive but remains torquy and easy to tune-up. The gain of power is great and the engine is very pleasant during the acceleration phases, however it keeps a good torque.
- The 6/C give the most powerful engine but to the detriment of the torque at less than 5800/6000 rpm. The 6/C should be use only on very
fast and straight track.
Camshafts for 1000:
To get more power from a 1000 or 1200 engine, 3 camshaft models: The 4/C, 7/C and the Axtell.
- The 4/C were fitted on the early endurance racers and on the "true" Jota. They give a powerful engine, above all higher than 6000 rpm
where they are impressive, but with a slight lack of torque at low revs. The 4/C are the best choice for speed-road use or on track (except
on very fast track, see the 7/C). With high compression pistons, big valves and 36mm carbs, they are the top of the sensations available on
a Laverda 3C....
- The 7/C must be used only on very fast track. Undoubtedly that they give the most powerful engine but to the absolute detriment of the
torque, the good range of the engine being beetween 6500 and the red zone... - The Axtell are a non-Laverda item. The engine get more horse
power and more torque at low and medium range with original head and carbs. With large valves, big 36 mm carbs and HC pistons, the power is impressive. They are available at Ricky Racer (USA, see also "Links") or at Wolfgang Haerter (Canada, see also Links).
Mc Lree (Glasgow,
GB -see "Links" page) proposes new inlet stubs for 1000 (original
ones have a tendency to crack with age). The job
done is wonderful and the price is very low (around 25 LSterling the set of 3- January 2002). He products too an excellent alternator extractor
and top yoke nuts (around 6,5 LS for the extractor).
Click here for a picture
K/N or similar air filter give good results on 750s and 1000s, except on full power engines (high compr.pistons, hot cams,...) which require no
filter or big air box. It's necessary to check the carburation due to the bigger amount of air (generarly 2 to 5 points more on the main jets).
The 750 Laverda has good performances with the original exhausts, even if some more horsepower can be expected with the SFC 2 into 1,
according to a 5/C or 6/C cam.
For the triples, especially produced after 1976, free Jota exhausts are a great improvment. They are available in chromed or in stainless steel.
Click here for a picture of stainless steel Jota exhausts
having stopped its production for motorbikes, you can find good shock absorbers
to Progressive Suspension (California). They propose very good products
for Laverda 1000, 3CL, RGS/RGA and SFC (réf.: 412-4220C) at a price
of about 240 USD (May 2002)
Note that Progressive Suspension can allow different colours (chromed or black bodies or springs) and several spring types.
A great adress to find PS shocks in the USA: CYCLEONE, 2401 N Orange Blossom Trail -ORLANDO- Florida. Ask for Ernie.
here to join Progressive Suspension site and to find dealers
first thing to do is to improve the feeling with a "dogleg" lever
or to file some metal off the part of the brake lever that contacts the master
But the surest way to improve the system is to fit a new 16 mm Brembo MC and "Green" Brembo pads. You can find them at Oro Ricardo shop
in Italy or at Wolfgang Haerter in Canada (see "Links" page). The look is of course non-original, so you have to make a choice, original look
Replacement discs brakes: Sport-Connection proposes very good steel disc brakes. Look is not like the originals but the braking is better, especially on the wet. Price is (Febr. 2004) 129 Euros each.
produces very beautiful copies of original decals for Laverda bikes, especially
the "Total" one (silver foil type on the ignition panel), the
"Made in Italy" (silver foil type on the frame steering head),
the "Ceriani" (white or black), the "Marzocchi", the
"Corte e Cosso" or others "Dell'Orto".
Ask for Mike.
here to join JRS
TUNING: 3 different ways to improve or to tune a Laverda 1000: Click here