What did you do to or for or with your Laverda today?

Yesterday, we covered about 280 km due North on small roads mostly. We stopped for a coffee and after that, for a picnic. 150 km covered. No more battery after that, so I put in the spare, which is only 10 ah, until our lodgings in Northern Burgundy. A huge place with a pool a gym a sauna, all to ourselves.The small battery was still healthy on arrival making me suspect that the original was past it. I put both batteries to charge. A moment of Angst at breakfast since the original battery wasn't fully charged. After having phoned a gardening centre looking for a suitable battery, it was charged so back in the bike it went. 260 km today to Pierrefonds where we'll stay 2 nights in a wood cabin so as to visit the castle in Pierrefonds. I rode without lights today and still plenty of juice in the battery on arrival. Even leds use a lot of Watts.
Paul
 

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That's way worse than one of mine, bent after a tip over. It's hopefully getting straightened soon by a clever bloke with a torch. Cast alloy snaps like a carrot very easily, so fingers crossed for mine.
 
Paul Marx said:
Yesterday, we covered about 280 km due North on small roads mostly. We stopped for a coffee and after that, for a picnic. 150 km covered. No more battery after that, so I put in the spare, which is only 10 ah, until our lodgings in Northern Burgundy. A huge place with a pool a gym a sauna, all to ourselves.The small battery was still healthy on arrival making me suspect that the original was past it. I put both batteries to charge. A moment of Angst at breakfast since the original battery wasn't fully charged. After having phoned a gardening centre looking for a suitable battery, it was charged so back in the bike it went. 260 km today to Pierrefonds where we'll stay 2 nights in a wood cabin so as to visit the castle in Pierrefonds. I rode without lights today and still plenty of juice in the battery on arrival. Even leds use a lot of Watts.
Paul
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A half-decent electronic ignition with modern coils draws far less amps than your stone-age system Paul, could also make-do with a smaller battery. A modern regulator will also keep your battery nicely charged no matter how harsh the engine sends out its vibes, the usual cause for the original mechanical regulator becoming dodgy. ;)

piet
 
sfcpiet said:
A half-decent electronic ignition with modern coils draws far less amps than your stone-age system Paul, could also make-do with a smaller battery. A modern regulator will also keep your battery nicely charged no matter how harsh the engine sends out its vibes, the usual cause for the original mechanical regulator becoming dodgy. ;)

piet
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My problem is the dynamo drive belt. All the rest is fine.
How small is a small battery?
You tour with a spare electronic box, and I with a points plate, and a prehistoric coil.
Paul
 
Paul Marx said:
My problem is the dynamo drive belt. All the rest is fine.
How small is a small battery?
You tour with a spare electronic box, and I with a points plate, and a prehistoric coil.
Paul
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I was fully expecting you to repair the dynamo belt with a pair of tights- insulating tape isn’t anywhere near as exciting!
When did you stop wearing tights?
 
An 18 Ah gel battery should spin the 750 to life under all circumstances. My voltmeter incorporated in the USB charging point showed a constant 13V once on the move during the entire tour, very happy with my belt and regulator conversion. 18Ah HD-type H-Davidson battery, slightly raised dynamo drive ratio with Bosch electronic regulator. The H-D battery has slightly more favourable dimensions compared to the common Beemer (and others) 18Ah.

I've gotten away with a 14Ah in a triple, reckon that would just a little lacking on a 750 twin.

I can (pretty) safely omit the coil, makes place for 2-3 fresh undies... ;)

piet
 
sfcpiet said:
An 18 Ah gel battery should spin the 750 to life under all circumstances. My voltmeter incorporated with the USB charging point showed a constant 13V once on the move during the entire tour, very happy with my belt and regulator conversion. 18Ah HD-type H_D battery, slightly raised dynamo drive ratio with Bosch electronic regulator.

I've gotten away with a 14Ah in a triple, reckon that would just a little lacking on a 750 twin.

I can (pretty) safely omit the coil, makes place for 2-3 fresh undies... ;)

piet
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You can then fasten them together to make a temporary fan belt.
 
I used a battery from a 400/4 Honda in my Egli Piet, due to space restrictions, its only 12AH, I never inteneded to ride it on the road, but I did, and fitted lights, the batrery coped very well under all circumstances. once finished developing, the intention was to remove all the self starting gear and fit an even tinier battery and total loss as well (no dynamo/regulator) it only had to run for ten minutes twice a day, but as very often happens, things changed. havent took it out of the shed for decades now, must do that soon.
CLEM
 
sfcpiet said:
An 18 Ah gel battery should spin the 750 to life under all circumstances. My voltmeter incorporated in the USB charging point showed a constant 13V once on the move during the entire tour, very happy with my belt and regulator conversion. 18Ah HD-type H-Davidson battery, slightly raised dynamo drive ratio with Bosch electronic regulator. The H-D battery has slightly more favourable dimensions compared to the common Beemer (and others) 18Ah.

I've gotten away with a 14Ah in a triple, reckon that would just a little lacking on a 750 twin.

I can (pretty) safely omit the coil, makes place for 2-3 fresh undies... ;)

piet
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I use a 20 ah battery in my SF2. Lasts on average 8 years without maintenance charge.
I've only had 2 "breakdowns" on that bike since 1992 and maybe 140 000 km in my hands. A 3rd gear bronze bush which simply turned the gearbox into a 4 speeder, and a coil, hence me carrying a spare.

Laverda had a few silly ideas. The hydraulic clutch and the lack of a kick starter are two.
Unfortunate sales gimmicks.
Paul
 
jko_78 said:
I'll can start with the N2s then -I'm not a racy kind of rider so I'll fit those & watch what happens first also taking Marnix' advice in mind.
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So quoting myself, that local shop could indeed order N2s (they only had N3 in stock as they are more common apparently) but I had to buy a whole box of 10...
Found out Piaggio sells N2Cs as P2Ms with their branding on it so got those at the local scooter shop. Will fit them this afternoon and monitor how it goes. (Piaggio OEM no: 438065)
Also noted Bosch and NGK discontinued the non-resistor plugs it seems as they were not able to order them (for my BMW). Might as well go Denso or Champion in that, as they still make those. (or replace the caps for non-resistor types)

For what's it worth with modern fuels, here's the B10ES after a ~100km ride with E5 (98 octane) fuel, half of it motorways at ~100km/h as per the pretty accurate Sigma, if it were op to Smiths I'd be at ~120km/h :D Last 15km or so slow driving. (traffic, villages, etc).
Edit: It has Beck's electronic ignition with original coils & NGK resistor caps. Not also these have been in there for I don't know how long...
 

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