This bloody bike. 1976 3CE

Hi Pirahna-Bro2,
Having looked further at your pictures I see the tabs you have opened on the pictures. When I open the same tabs our two sets of settings are not that different sadly. I just don’t know where to go next.
 

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show us a screen shot of your Advance curve, need to see that

most of the settings that you have for the "Bike" and the "Miscellaneous" tabs are close
I use different Dwell settings but your current setting are not that far out

you should change the rev limiter to 8,600 rpm, just use the arrows to raise that number and then click on "Program" up top and the change will be transferred to the box, presuming you have turned on the ignition system and are connected
 
redax5 said:
show us a screen shot of your Advance curve, need to see that

most of the settings that you have for the "Bike" and the "Miscellaneous" tabs are close
I use different Dwell settings but your current setting are not that far out

you should change the rev limiter to 8,600 rpm, just use the arrows to raise that number and then click on "Program" up top and the change will be transferred to the box, presuming you have turned on the ignition system and are connected
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Hi Red, thanks for your input. I attach a photo of the ignition curve and hopefully you can read the other files I try to attach.
I have got myself in a right tizz over this and had a bad turn last night as a result.
If I cannot sort it I have arranged to take it to another workshop next week.
Regards
Robin
 

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I've been considering switching the points ignition on my 750 to electronic and have read differing opinions about both. My concern w the electronic is whether the instructions and support are adequate and if a MAC can be used. Are there language issues w these?
Robin- your input is welcomed.
 
KERMIT1200 said:
Just wondering why your 'Motorbike type' is on special settings?
I would expect to see 'Classic( 1 lobe per revolution1-2 pick ups)
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I use "Special settings" for the triples, only use "Classic" for the 750 and 500 Twins
 
Robin Webster said:
Hi Red, thanks for your input. I attach a photo of the ignition curve and hopefully you can read the other files I try to attach.
I have got myself in a right tizz over this and had a bad turn last night as a result.
If I cannot sort it I have arranged to take it to another workshop next week.
Regards
Robin
Click to expand...
looking at the Advance curve and the Base advance setting I figure that you must still be using the original triggers and rotor
if so your Base advance should be set to 8 degrees but that is not going to stop the engine from revving

actual Advance curve is not too bad and should work fine
 
The Ignitech system isn’t complicated. As long as a basically workable program is installed into the black box it operates as any elec ignition system would. What is a little more complicated is learning how to read and program. People with experience in Ignitech, as with computers in general, overlook the fact that what seems bleedingly obvious to them, is just a jumble of icons on a page. Anyone ever sat down with an elderly parent and tried to guide them through some of the most basic computing tasks?? I remember trying to teach my old man about files and folders and ‘saving’. You’re trying to teach someone for whom files are paper pages that have been going into filing cabinets for the last 50 years.

Simple checks like looking for a strong spark or strobing with a degree wheel could confirm if there is a fault.

In Robins case trying a different set of carbs would eliminate that as a potential cause. A lot to be gained through a process of elimination. Much of what a mechanic does is problem solving and much of the cure is in elimination.

The other factor to consider is (as pointed out) what trigger and sensor config the bike has.

I certainly wouldn’t discard Ignitech because the software part does your head in. If we reacted like that to the computer revolution we’d be reaching for the filing cabinet and the points file!
 
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Around 1995 I did a lot of scuba diving in the Red Sea, Israel and Egypt. I slept in the desert just with a sleeping bag and a fire. In the mornings the Bedouin would cook breakfast and drive me in a rusty old Toyota pick up to another dive site.
As I was a free spirit at the time I had long hair down to my bum and the Bedouin were intrigued by me. A young lad became quite attached to me and he thought nothing of sitting in the truck with me with his hand on my knee (!). We sat in the midday sun and they had dressed me up in a traditional Throbe and head dress when the conversation went “ You are a Christian” and I thought Oh Heck (or words to that effect).
The crux of the story is they said “We wish you weren’t here. We pre faire the Old ways”
 
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Robin Webster said:
Around 1995 I did a lot of scuba diving in the Red Sea, Israel and Egypt. I slept in the desert just with a sleeping bag and a fire. In the mornings the Bedouin would cook breakfast and drive me in a rusty old Toyota pick up to another dive site.
As I was a free spirit at the time I had long hair down to my bum and the Bedouin were intrigued by me. A young lad became quite attached to me and he thought nothing of sitting in the truck with me with his hand on my knee (!). We sat in the midday sun and they had dressed me up in a traditional Throbe and head dress when the conversation went “ You are a Christian” and I thought Oh Heck (or words to that effect).
The crux of the story is they said “We wish you weren’t here. We pre faire the Old ways”
Click to expand...
Kenneth Williams used to go on holidays like that..
 
Find myself in agreement with Mr Piranha regarding the carbs .......... If it was possible to find another friendly triple owner who would let the carbs be tried out on his bike ( not exactly a difficult or time consuming task just to swap them over ) , then that would be one possible cause of the problem eliminated ( or not ) , at a stroke ............ Easier said than done if you don`t know a willing Laverda owning participant , ( or lucky enough to have a spare bike ) .........

Having said that ...... If the bike was starting / running / revving cleanly before the problems arose , then I would have thought it`s unlikely the carbs are at fault ........ It seems to me unlikely that the carbs would " go off " suddenly , if they were performing perfectly well beforehand ...... Unless some major internal fuel circuit flow / filter problem had suddenly occurred ... ( maybe ) ........

Having said that ( again ) ........ I don`t know the bikes maintenance history ...... or if it had been in regular use before the problems arose ...... or how many times the carbs had been off and inspected , and whether that was before or after the problems started ....... or who fitted and set up the ignition system ........ and so on , etc., etc., .............

If I had the fore sight in the past , I would have obtained as many Bosch CDI stator plates , rotors , black boxes , " dead mouse " ignition coils , and so on , as possible ...... when they were easily obtainable ...... giving me three or four spare CDI ignition systems ......... Simple , reliable , easily repairable ways of providing sparks in the right place at the right time ........

Thus equipped , if faced with the problems Robin is now experiencing ............. ( and provided the carbs had been 100 % eliminated as a trouble scource ) ............. I would then remove the Ignitech system ...... throw it as far away as possible ........ and then fit the simple , straightforward , reliable Bosch CDI system ..... ( yes , reliable ....... mine did 150,000 miles on the original black box , then another 50,000 miles with a replacement black box ..... plus two or three replacement " dead mouse " coils , and a replacement stator plate , as pick up wiring was getting a bit iffy ..... obtained on an excellent exchange basis from Alan Bell .... ) .....

When I was eventually unable to obtain service parts for the Bosch CDI , I replaced it with the Witt DMC system , retaining the CDI rotor / stator plate , which was easy to fit and worked perfectly .

However , I realise that doesn`t help Robin much in his current predicament ............. All I can say is stick with it , maybe try to enlist the help of someone in the UK who knows ...... ( someone with Laverda background / knowledge , I believe one or two still exist ............ Not someone who usually works on 1993 Ford Fiestas .... ) ....... eventually it will be sorted ........ After all , it`s only a motorcycle we are dealing with here , not the SpaceX programme ............
 
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pf1 said:
I liked the old CDI ignition. unfortunately now all the wiring insulation has decayed and they generally aren't viable. Captain Luddite at your service.
Click to expand...

Yes , quite right .......... I reckon it all started to go downhill for Laverda from mid 1978 when they switched to the BTZ system , using Nippon Denso coils , and those strange amplifier boxes ........ Things were never quite the same again after that .......... :cry: ..............
 
Hi all, I managed to send Jiri at Ignitech a recording of the bike running and he feels one of the pick ups is at fault. When it was recording the revs were 10,000 rpm there abouts on the lap top screen when it was only idling.

I have sent an email to Rowen Bell at Thorn who own all Slaters stock of parts. He is not often in the factory so it may be a while until I get a reply. Anyone got a backing plate with two working pick ups?

Oh, I need a rev counter flange for the top of the cam box too please.
Regards
Robin
 
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Robin Webster said:
Hi all, I managed to send Jiri at Ignitech a recording of the bike running and he feels one of the pick ups is at fault. When it was recording the revs were 10,000 rpm there abouts on the lap top screen when it was only idling.

I have sent an email to Rowen Bell at Thorn who own all Slaters stock of parts. He is not often in the factory so it may be a while until I get a reply. Anyone got a backing plate with two working pick ups?

Oh, I need a rev counter flange for the top of the cam box too please.
Regards
Robin
Click to expand...
 
Robin Webster said:
Hi all, I managed to send Jiri at Ignitech a recording of the bike running and he feels one of the pick ups is at fault. When it was recording the revs were 10,000 rpm there abouts on the lap top screen when it was only idling.

I have sent an email to Rowen Bell at Thorn who own all Slaters stock of parts. He is not often in the factory so it may be a while until I get a reply. Anyone got a backing plate with two working pick ups?

Oh, I need a rev counter flange for the top of the cam box too please.
Regards
Robin
Click to expand...
have dozens of the Bosch backing plates but not certain if any have working pick ups, some would
I'll have a look on the weekend but surely you can find a set closer to home
 
Robin Webster said:
Hi all, I managed to send Jiri at Ignitech a recording of the bike running and he feels one of the pick ups is at fault. When it was recording the revs were 10,000 rpm there abouts on the lap top screen when it was only idling.

I have sent an email to Rowen Bell at Thorn who own all Slaters stock of parts. He is not often in the factory so it may be a while until I get a reply. Anyone got a backing plate with two working pick ups?

Oh, I need a rev counter flange for the top of the cam box too please.
Regards
Robin
Click to expand...
Seen this Robin?

 
Whats this Pardon our interruption Malarkey?...........how bizarre :rolleyes: seems to be something to do with Links?

Robin,it seems Air Screw Loose has linked this already for you.
 
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