Laverda engine running direction?

Lyndoneil

Lyndoneil

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Towcester uk
Having rebuilt the 500 top end, again!
Checked everything I can think of, reground camshaft, runout on cams measured, valve lash clearences, replacement cam follower, reshimmed valves, valve timing, ignition timing, time and time again.
It's back in the frame and ready to put some fuel through it and see what happens.
Strangely reluctant to, as up to that point life is tickety-boo.
As the doubts start, suddenly wondered if I've put the cam chain split link in facing the correct direction.
So! When viewed from the right-hand side (flywheel) which direction does the engine and consequently the cam chain rotate, clockwise, (I hope) or counter clockwise when running?
 
From the RGS workshop manual. And unless I am very much mistaken, 500s turn in the same direction. 750s do ...

Closed end to the left when looking from the left. Or right when looking from the right ...

Not a great quality scan, I concede; so you'll have to take my word for it.
 

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the main reason for clockwise rotation is one of handling, if it ran the other way then it would unload the rear on hard acceleration, this was the main defect of the 500 Honda four (Hailwood era) about 4 British frames were made for it, but only with limited success, it was fun to watch SMBH gassing it out of druids though (Brand Hatch hairpin) and the sweepy left hander at Spa (photo the arse of an ace)
CLEM
 
Cheers, thanks for that Clem and Paul. At least I know the cam chain split link is right.
Running out of excuses not to press the starter button.
The bevel twin Ducati's run anti clockwise whilst the newer belt cam drive ones turn clockwise. Which didn't seem to stop Hailwood or Smart.
 
I find clockwise/anticlockwise confusing because it's dependent on which side you're looking from.

I prefer to think of the engine rotation as being either the same direction or opposite to the wheels.
Laverdas rotate forwards (same as wheels). Bevel Ducatis rotate backwards.
 
Dellortoman said:
I find clockwise/anticlockwise confusing because it's dependent on which side you're looking from.

I prefer to think of the engine rotation as being either the same direction or opposite to the wheels.
Laverdas rotate forwards (same as wheels). Bevel Ducatis rotate backwards.
Click to expand...
thats was I also thought
 
CLEMTOG said:
the main reason for clockwise rotation is one of handling, if it ran the other way then it would unload the rear on hard acceleration, this was the main defect of the 500 Honda four (Hailwood era) about 4 British frames were made for it, but only with limited success, it was fun to watch SMBH gassing it out of druids though (Brand Hatch hairpin) and the sweepy left hander at Spa (photo the arse of an ace)
CLEM
Click to expand...

That goes against modern thinking. MotoGP bikes have backwards rotating engines to improve handling.
Counter-rotation of the engine offsets the gyroscopic effect of the wheels, making the bike easier to lean into turns. It also reduces the tendency to wheelie under hard acceleration.
Ducati's GP14 bike had the engine rotating forwards, but it was difficult to turn. They changed the engine rotation to backwards on the GP15 and the turning problems disappeared. Test rider Michele Pirro said, “Manoeuvrability is better and agility from one side to the other side is also better”.
The only bloke who could effectively wrestle the earlier Ducati GP bikes around the track was Casey Stoner. I dunno what technique he had that other riders didn't.

This bloke on YouTube explains counter-rotation quite well. It's a short video, only couple of minutes.
 
If the 500 would have had the gearbox layout of the 750/1000 range, with its primary drive by gears it would have spun backwards. However, the 500 has the secondary sprocket on the layshaft, resulting in it spinning forward.

Marnix
 
XS1100 super handling? not the one I rode in the IOM around early 80's
the cranks in V twins are tiny (or flat twins) in the Smart/Hailwood era that is probably why they were OK, the Laverda tripe heavy crank is probably the biggest limiting power factor in the motor, that and the pissed inlet ports ,the (race) Honda six crank was too light as opposed to the four being too heavy, it was said that when warming the six up statically (no load) if you snapped the throttle shut, the crank might twist, it also adds to the dramatic sound in the pits does that gentle throttle returning to shut.
CLEM
 
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