Andy
Hero member
- Location
- Auckland, roughly
Engine spec
- Thread starter porsche
- Start date
- Status
chrisk
Hero member
- Location
- Brisbane, Australia
That is the best reading Ive done in months....
thanks you Mr Porsche, that is gold.
Been feeling a bit down lately, Covid and all that....
thanks buddy..... awesome.
I am totally pissed off with the whole thing, you sad bastards.In fact, it makes me cranky .................................................... I should have read this thread a lot earlier than this morning!
Dellortoman
Hero member
- Location
- Tasmania, Australia
Blimey. What happened there? I have no idea what Mr Porsche got so hot under the collar about. I find it very strange that someone should ask advice then start abusing the people who give him good advice, just because it's not what he wants to hear.
Porsche, even though you come across as a massive wanker, I'll answer your question about sourcing a manual. There's a heap Laverda manuals and other info available in the Library section of this forum that you can download in PDF format. Here's the workshop manual for your Laverda triple engine.
www.laverdaforum.com
However, the factory manual is insufficient for rebuilding the engine. In some cases it's plain wrong. As Piet said in the first response to your query, there are many pitfalls that can catch out even an experienced bike mechanic who is not familiar with these bikes. The trouble is that a newbie working on your engine won't know which bits of the manual to follow, and which bits to ignore. He'll need to do a whole lotta research and could still miss a vital bit of info. Then there's the special tools he'll need to acquire ...
Here's a typical example: If your mechanic follows the torque settings given in the factory manual for the cylinder head studs (as any reasonable mechanic should) he could end up pulling the stud threads out of the crankcase. That's just one pitfall. Good luck finding the rest.
I can only echo what others have said. Take it to a Laverda specialist!
Laverda specialists in Scotland are Kieth Nairn (who you know) in Glasgow and Grant Duguid in Helensborough. Grant's business is called LG Express. I dunno whether he has a webiste but I think he has a Facebook page. A google search should find him.
There's also Piet in Germany who is massively knowledgeable about Laverdas ... oh wait ... you called him a bullshitter. Hmm ...I doubt he'll give you the time of day now.
I dunno whether you'll find a manual for the Motodd chassis and running gear. You'd best ask Phil Todd about that, but seeing as he's also a forum member here (link to his profile below) you may have burned that bridge too with your idiotic dummy spit. Well done.
Here's a tip: When acquiring a new classic vehicle, it's generally not the best policy to get on a forum dedicated to that marque and then proceed to abuse the very people that you have the best chance of getting advice and assistance from.
Cheers,
Cam
Porsche, even though you come across as a massive wanker, I'll answer your question about sourcing a manual. There's a heap Laverda manuals and other info available in the Library section of this forum that you can download in PDF format. Here's the workshop manual for your Laverda triple engine.
180 triple - LAVERDA 1000-1200 Workshop Manual - History
www.laverdaforum.com
However, the factory manual is insufficient for rebuilding the engine. In some cases it's plain wrong. As Piet said in the first response to your query, there are many pitfalls that can catch out even an experienced bike mechanic who is not familiar with these bikes. The trouble is that a newbie working on your engine won't know which bits of the manual to follow, and which bits to ignore. He'll need to do a whole lotta research and could still miss a vital bit of info. Then there's the special tools he'll need to acquire ...
Here's a typical example: If your mechanic follows the torque settings given in the factory manual for the cylinder head studs (as any reasonable mechanic should) he could end up pulling the stud threads out of the crankcase. That's just one pitfall. Good luck finding the rest.
I can only echo what others have said. Take it to a Laverda specialist!
Laverda specialists in Scotland are Kieth Nairn (who you know) in Glasgow and Grant Duguid in Helensborough. Grant's business is called LG Express. I dunno whether he has a webiste but I think he has a Facebook page. A google search should find him.
There's also Piet in Germany who is massively knowledgeable about Laverdas ... oh wait ... you called him a bullshitter. Hmm ...I doubt he'll give you the time of day now.
I dunno whether you'll find a manual for the Motodd chassis and running gear. You'd best ask Phil Todd about that, but seeing as he's also a forum member here (link to his profile below) you may have burned that bridge too with your idiotic dummy spit. Well done.
Here's a tip: When acquiring a new classic vehicle, it's generally not the best policy to get on a forum dedicated to that marque and then proceed to abuse the very people that you have the best chance of getting advice and assistance from.
Cheers,
Cam
motoddrob
Hero member
- Location
- S/W Australia
Example
Sent my triple head off to a m/c specific engineer for guides, valve grind and ceramic coating.
When it came back the top face was no longer flat therefore binding the ex. cam when torquing down. Eventually sent to a lav specialist, Red in Qld who sorted it but after a few thousand kays the cam were binding again.
Somehow the first non laverda engine specialist managed to soften the ally in the #3 ex valve area so the cam bearing was sinking. End result replaced the head. Total cost about 3k oz$.
Also to consider the fact these bikes are 40 years old and age now shows up many issues and its the guys who rebuild these who know of the idiosyncrasies of the issues of age now has to be considered.
I also own a motodd I built in 1986. Fantastic bike, I love mine.
Good luck with yours
Sent my triple head off to a m/c specific engineer for guides, valve grind and ceramic coating.
When it came back the top face was no longer flat therefore binding the ex. cam when torquing down. Eventually sent to a lav specialist, Red in Qld who sorted it but after a few thousand kays the cam were binding again.
Somehow the first non laverda engine specialist managed to soften the ally in the #3 ex valve area so the cam bearing was sinking. End result replaced the head. Total cost about 3k oz$.
Also to consider the fact these bikes are 40 years old and age now shows up many issues and its the guys who rebuild these who know of the idiosyncrasies of the issues of age now has to be considered.
I also own a motodd I built in 1986. Fantastic bike, I love mine.
Good luck with yours
3CBRG
Senior member
- Location
- Northern California
Maybe Mr. Porsche ought to stick to the 914 forum.
GregT
Hero member
- Location
- Christchurch NZ
This actually makes me wonder if Keith knows the bike already.
Option one - Told it was built by a knob and it's going to cost a shitload to fix...
Option two - Told it's a good'un - just climb on and ride it and don't waste my time.....
Either would meet some people's definition of rude.
pf1
Hero member
- Location
- Portsmouth UK
I wonder if Scrumpy knows the chap?
On my ride through the UK and Europe in 2019 I had the pleasure of meeting Keith and his partner and staying two nights there. You couldn’t meet a nicer bloke, a bloke that is honest and doesn’t talk bullshit. Very free with his advice and help. The nightcaps though can be dangerous 
Tom
Tom
CLEMTOG
Hero member
In have known Keith for decades now, I knew of him and had spoken to him before, but the first time I really met him was when a whole bunch of us were attending a show at Stafford, this was years ago, to cut costs and generally have fun the whole bunch of us stayed with the main organiser at that time, "posh" Peter Howton and his good lady, we all crammed in, the beds quickly got filled up, then the spaces on the floor between, some campbeds in the lounge and even cushions and sofas or the floor, it worked very well, we all, had great fun all weekend, Bangers and mash cooked by Mrs H on Friday night with drinks at home, and a pub meal on Saturday paid for out of the expenses grant from the show, whats not to like! Keith and I then got to know each other better, I can beat him into Laverda circles by about five plus years but he has proper apprentice background in engineering when he was a nipper with the CEGB (central electricity generating board), this has left him with the skills to tackle engineering tasks to a very high and skillfull level, way above what today you would call a "motorcycle mechanic", where would you find a motorcycle shop with lathe(s), mill, cylinder boring, 50 ton crankshaft press, Serdie valve seat machine, gas and electric welding, including alloy and more hand tools and specially made ones in addition to all factory tools than you wil find at the 3500 employed MOD testing and development facility at Porton Down!, he knows how to use all of them and some he hasnt yet got.
he and I have disagreed on many pojnts over the years, but never forget that I am an amateur and he is a professional, there are occasions when opinion comes into play, but other times when there are more than one correct way of getting something right, most of the time we argue a bit and in the end, sometimes years later, he gets proved right (goddammit!) I would not wish to have to get a crankshaft rebuilt if Keith could not do it, that would mean going overseas, almost the same applies for head work, recent experiences tell me that he is the man for that as well, glad they were not my precious heads! (4mm valve seat widths = OK, yeah right oh!)
In short their are very few people on the planet, who really do specialize in Moto Laverda, and can be 100% trusted, they can be counted on two hands, even if you have lost a digit or two, of course he is busy and earns his free time at weekends and for holidays, (and why not) his success means that there can be waiting times, that is always difficult to deal with, but not uncommon when using such artisans, a full rebuild by a similarly qualified, but different field on my 1865 Tipping and Lawden shotgun took 18 months, (it was my grandfathers) monthly or two monthly photographs showed that progress was always being made, to get the right people, you have to be patient, it turned it from a knackered £500 gun into a pure work of art, a serious pleasure to use (the main thing) and worth (maybe) £10,000, its only a tiny little lump of metal and wood, so how can it take so long? it does and that is all there is to it!
Mr Porsche will never know what he has missed, I have had possession of them in the past (Porsche that is, as ex, any make garage employee) ) and ridden in several others, sometimes abroad, in this country, I always felt that all other road users look at you in your Porsche as if you are a twat, food for thought! My French Brother in law bought one brand new and got the same vibe as me (I said nothing) he sold it after 12 months
CLEM
Laverda owner and enthusiast for 48 years, still got the first one I bought new.
he and I have disagreed on many pojnts over the years, but never forget that I am an amateur and he is a professional, there are occasions when opinion comes into play, but other times when there are more than one correct way of getting something right, most of the time we argue a bit and in the end, sometimes years later, he gets proved right (goddammit!) I would not wish to have to get a crankshaft rebuilt if Keith could not do it, that would mean going overseas, almost the same applies for head work, recent experiences tell me that he is the man for that as well, glad they were not my precious heads! (4mm valve seat widths = OK, yeah right oh!)
In short their are very few people on the planet, who really do specialize in Moto Laverda, and can be 100% trusted, they can be counted on two hands, even if you have lost a digit or two, of course he is busy and earns his free time at weekends and for holidays, (and why not) his success means that there can be waiting times, that is always difficult to deal with, but not uncommon when using such artisans, a full rebuild by a similarly qualified, but different field on my 1865 Tipping and Lawden shotgun took 18 months, (it was my grandfathers) monthly or two monthly photographs showed that progress was always being made, to get the right people, you have to be patient, it turned it from a knackered £500 gun into a pure work of art, a serious pleasure to use (the main thing) and worth (maybe) £10,000, its only a tiny little lump of metal and wood, so how can it take so long? it does and that is all there is to it!
Mr Porsche will never know what he has missed, I have had possession of them in the past (Porsche that is, as ex, any make garage employee) ) and ridden in several others, sometimes abroad, in this country, I always felt that all other road users look at you in your Porsche as if you are a twat, food for thought! My French Brother in law bought one brand new and got the same vibe as me (I said nothing) he sold it after 12 months
CLEM
Laverda owner and enthusiast for 48 years, still got the first one I bought new.
It doesn’t alter the fact that the guy asked where he could get a manual for the bike nobody answered his question and you treat him like shit because he said Keith was rude but as everyone on this site should know Keith’s always busy and phoning him can be a let’s say a experience, more so if you don’t know him. How do you expect to get new blood in if you treat them like this
Jo
Hero member
- Location
- Cologne, NRW Germany
Well, one could indeed only have answered Porsche's question by referring him to the freely available literature.
Piet's answer goes IMHO even further, warning that it's dangerous for a newcomer to overhaul an engine with the help of mere literature because of the many special cases and pitfalls.
We don't know how the phone call between Porsche and Keith went. AFAIK Keith is running his business as an one-man-show. If someone calls to ask him about the entire knowledge of Jota engine specifications, I can imagine Keith reply was, that he didn't have time for such thing.
But the same applies here: What goes around, comes around.
What his nickname is concerned: I rather believe he drives a Cayenne ...
Piet's answer goes IMHO even further, warning that it's dangerous for a newcomer to overhaul an engine with the help of mere literature because of the many special cases and pitfalls.
We don't know how the phone call between Porsche and Keith went. AFAIK Keith is running his business as an one-man-show. If someone calls to ask him about the entire knowledge of Jota engine specifications, I can imagine Keith reply was, that he didn't have time for such thing.
But the same applies here: What goes around, comes around.
What his nickname is concerned: I rather believe he drives a Cayenne ...
Lee87H
Hero member
- Location
- Upstate New York USA
Keith's bullshit meter must have been on high alert!
pf1
Hero member
- Location
- Portsmouth UK
I realise we didn't give him the answer he wanted immediately but to fly off the handle like that was absurd. The guy has alienated just about all the people who could help him. Good job I didn't mention Ged because he's seen and heard it all too. When somebody with a bike like that doesn't even have the capacity to find a manual with ebay at his fingertips then I think we were correct to point him to Keith, he's lucky to have someone like that nearby. He soon lost his rag with the people who tried to help, I've never seen anything like it to be honest.
helicopterjim
Hero member
- Location
- near Lone Butte, BC, Canada
I miss him already.
Jim
Jim
- Status