DAM Laverda Racing History

23 Фев 2015 | Author: | Комментарии к записи DAM Laverda Racing History отключены
Laverda SFC1000

November 1990: Greg riding a Laverda 1116cc finished 1st outright in the Hartwell Formula European Roadrace Titles. The Series was staged at Broadford.

Phillip Island and Park raceways.


Greg raced a modified Z1R  from 1983 to 1985. he used the Number  83 or 183 right up the inaugural Australian World meeting at Philip Island in where it became 186 due to a clerical in registration. But in 1983 he also a Laverda 30th Anniversary (2368) and soon after another one (2350) as a burnt

Rumour has it that he had registered his Anniversary 1200 with number 2368 and then the registration office of an engine to 2350. Then he swapped the plate onto whichever he decided to test-ride, they both black and gold and the were correct but in the wrong “Obviously a typing error at the office Sir”, Greg

 From  ’86 until he raced occasionally in Superbike on the standard engined burnt that he had got running pretty (2350). He rode it to the track a tent and sleeping bag strapped to the then removed the lights, put the lights back on and rode again. Most meetings he be in the top ten finishers.

By 1988 this was off the road and used solely as a in Superbikes with a best of 6th at Broadford in May of that year. the end of 1989 he rebuilt the bike different head and other parts. This is where a bit of with past Laverda was helpful.

In particular Hillary and Phil Peacock from he received quite a few ‘go-fast’ left over from his of racing Laverda.

Early in Greg and his brother Graeme to the race track at Broadford the week to do some testing on new head and carbs and spent the day sorting it out.

From his it is apparent that it wasn’t a hot motor. The compression ratio was running on Avgas. It still ran carbs with long stacks into cleaned-up, but not tapered inlet ports bigger inlet valves and exhaust valves exiting via exhaust ports  into a Megacycle 3 into 1 exhaust

He changed the length of the exhaust pipe slightly according to his own to suit the cam timing and then mismatched the exhaust a little at the edge of the port when it to the head to enhance gas flow and the reflection pulse in the system for midrange.

He had tried Laverda’s 7C endurance cams but because the tracks short and tight with slow corners he instead chose the 4C sports cam, often with the inlet advanced a few but there were also grind camshafts used as at some races. The cam followers had shortened and lightened along re-profiled valve stems and None of this was ever on a dyno. “We always worked our and then how it felt on the track, and on the sometimes. The head-work and ports the special bits”

The ignition was from a Suzuki GSX-R750 but used the original Bosch BTZ In 1986 he installed a 16 front-end from a Suzuki GSX-R750 with its built in fork  Good race tyres available for 16 at the time so although is strange now it wasn’t so illogical in when most race-bikes running 16 or 16.5 inch

This improved the agility of the thru tight chicanes for change of direction but was less desirable through fast such as at Phillip Island. good braking grip the short Suzuki fork (with hydraulic adjustable and those extra long tubes specified on a standard Laverda, resulted in the bike less than perfect. forks flexed so much brakes that the back-end was off the and bouncing from one side to the most times.”

Maintaining ground clearance was always a with the big triple. Vena racing a Suzuki 750 at the time, on the aluminium dust from the cover touching the tarmac, into his helmet at some during practice. On the left side the chain tensioner was with a thin hex head cut to the correct tension length but the still scraped on the engine lug on the frame.

On the right he had removed the and cut away the cover but it still right on the end of the crankshaft. The top mount for the shocks was moved to steepen the angle and gain a bit more clearance but no other modifications made to the standard Laverda “In theory lifting the rear have introduced other because of the relationship of the drive to the swingarm pivot but the differences minor.” Vibration of the 180º was also an issue. One time at Island GP Circuit Martin came up to his pit to deliver a velocity that had vibrated off (“..very greg recalled. “I’ve them ever since”)

The front brake callipers Suzuki (with little badges glued on to confuse fans) with Laverda iron discs and the rear was a Goldline calliper onto a cast iron disc. The was fitted with an ‘anti-squat’ brake linkage that the rear calliper to the frame via a linkage to reduce rear displacement under braking. “For fun we ground off the Suzuki casting the wheels and suggested they from a very rare SFC that had a 16 front end, people nodded saying heard of such a thing.” Laverda Factory had actually a 16” on a prototype SFC1000 but had favoured the 18” for bikes because of ‘indifferent’

The bike was very light in the as all triples using the 1200 seem to be.  “This occurs because of the low position of the and the shock absorber mounting on the later frames was moved to angle the shocks. The rider’s is then almost behind the absorber pivot point and the low sprocket location encouraged under acceleration. It would the front coming out of corners power.

When the wheel down again the bike shake it’s head and I found myself soothingly her to settle down. I thought it was fun to ride and show off, but not so to race, being honest, it was at speed on the sweepers. In retrospect it have been more to make it handle better in ways. It was very much a mentality, with little to do anything differently, but it was still a fast bike.”

In 1989 a RGB 500GP fairing was used as the for the design of a new fairing, including a half which he never with. “This had a much streamlining and stabilising effect at The seat was my own design with that curved around to the of the velocity stacks to reduce the at the entrance to the carbies.”

Back at Raceway Graeme timed a of laps to see how things were He felt the bike could do when Hartwell Club the Formula European Series so turned up two days later as a late entry at Broadford

During practice Graeme put on leathers and took it for out for a few laps. put a smile on his face.” They had two meetings already and hadn’t for nearly a year so had to start the 2nd back row of the grid. Greg had a start and finished 2nd which put them on the front row for the second of the day. He won it and then came 1st in the final race of the day. “ I had won a race before and Graeme had been on a race track so we pretty happy lads at the end of the

This was the start to some memorable races in 1990.

The meeting at Philip Island saw an 851 team turn up and Greg he’d been blitzed in the race, by nearly half a But they were still in 2nd so he felt that was OK. The 851 promptly down in the next race, to have broken the crankcases at the pivot.

Other problems for the tuned Ducati such as oil onto the cam-belts and slipping a or two, resulted in a lot of DNFs for and subsequent wins for Laverda the rest of the season.

“We’d had our own dramas with oil leaks at an meeting at Broadford” Greg “We presumed it was due to the ball in the Laverda system having too much and allowing the pressure in the crankcases to up at high revs to the point the layshaft seal blew spraying oil all over my leg and onto the tyre. We pushed the seal in, removed the ball, scrubbed the down with a rag and acetone and out in the next race on the same And we still finished in 2nd place.”

were lots of comments other riders in the pits who over to see the wild black It was nicknamed the ‘ Lazuki’. reckoned they could passed me in the corners but erred on the of caution because the handling of the looked so unpredictable, and when out of corners onto the straight it was to catch. One person shook his and suggested that with that long we should it into the dirt-bike events.

We do that, but Ian Drysdale [Drysdale V8 ] and I did a ‘flying maggot’ Honda shod with trials tyres, into the Broadford event and raced against a Anthony Goebert. We didn’t but we were not last either.”

The final race meeting of the European season was to be at Mac Park in Australia. “If the Ducati DNF’d or show then we could to finish 1st in both races we would be ahead in the points. that’s  almost the way it turned the 851 didn’t show, and we thought we had it in the Except Greg came 2nd in the race, losing out to a Bob Brown Ducati Pantah that he he’d never seen

Laverda SFC1000
Laverda SFC1000

In the second race the pressure was on and to the commentator on the day it was an absolute cracker. “I a huge slide and near through the sweeper on the last straining a groin muscle, and taking a tight entry to the corner I ran it wide from the to the finish line. Probably not a polite manoeuvre for those remember the run to finish line at the back then. Just as the of the corner turned into the  there was an abrupt narrowing of the of about 500mm, so I aimed for He won by a wheel length.

After 3 races at the start of the 1990 European season the ‘Lazuki’ First or Second in every to win by 1point overall. “Vic and Ann Zurek of Bike Hire in Melbourne a driving force to keep us Ken Nixon, who’s shop had been a Laverda Service had helped me with the Kawasaki and helping with the Laverda.

with support from my Mandy, Graeme Parish, Ian Karl (Karel) Morlang, Hillary Andrew Barton. Harold Vena Lavery, Phil and others I should remember/mention and to for my poor memory. We had so much fun sausage sizzles in the pits and hooliganisms on the bikes, many banned by police.”

In between Greg was working for the Australian Corporation as a cinematographer and also stories for Revs Motorcycle He had the opportunity to ride a few special at Phillip Island, like the RC30, “which felt and so fast through the gears to the Lazuki,” and the equally tiny DB1 which is still one of his favourites, it has a 16 inch front-wheel too.” Every he’d ride to NSW to watch the at Bathurst but never raced “I was usually there with accreditation to film or photograph. But we home to Melbourne down the Hwy on the Laverda dodging kangaroos and big Christmas beetles. Three years of increased police and brutality had … off a 50 year of motorcycle racing at the Mount circuit by 1985.”

1990 was the year of the inaugural Superbike Championship at Phillip When the Thunderbikes were to be the support races Greg the Lazuki.

“Again there some pretty quick and a very nimble  Triumph which had the better of us. We qualified 4th on the row but I fell exiting Siberia in Practice and pretty much the bike.” With the front understeering out of corners, the rear traction sending the bike onto the grass. It flipped as it onto the dirt and somersaulted times out to the tyre wall. of the Marshalls was nearly in tears as he up the pieces, he had followed us all season and was that we were now out of the competition.”

The used an iron bar to bend the back just enough to the wheel to rotate in order to get the onto the trailer. With only bruised and uninjured packed it up and returned to Melbourne, the night making one bike out of two and returned to the track on race-day. The and rear wheel was replaced a road item, complete existing tyre from road going Anniversary

The 3 into 1 exhaust was taken Andrew Barton’s TS Mirage bike and the handlebars were in a vice. The tank had been clear and survived.  Ironically long forks had not taken a hit and were still straight.

bike now had no fairing and just a number plate bolted to the support. The seat was damaged but “With no spare numbers Ian Drysdale patched up the existing with white tape. It pretty.”

Back at the circuit the were loath to let the bike but sent Greg out at the rear of the of World Superbikes, “ to see if I could get my times of the previous day. was fun. I exited the pits and a wheelie down the main temptation had got the better of me in front of a big

The bike now shook its head at so I locked the bars with my onto my knees to hold it all and this transferred the vibrations to my blurring my sight going the straight. Coming off the power at the end of the as I pulled it down into 1 was the most dangerous time to control of the wobble. The frame was bent to go better around handers than right or straight, which sort of that track, because it fine through the fast corners.”

The scrutineers allowed him to start the and he finished in 5th place. That WSBK Timing measured top at the Start/Finish line rather at the end of the straight. “We didn’t expect to our practice times but the Lazuki was helped with a strong wind and still clocked at just over 9000rpm a best lap of 1.55.8. We were happy considering the bike was running a 120/80 16 race on the front with a 130/80 18 sports tyre on the rear and was a fairing after the crash the day was a wild, wicked ride.”

On the lap the motor started to expire and by the Greg pulled into the pit it was so noisy that he shut it in pit lane and rolled into the “We’d not touched that for two seasons apart from servicing and the head change. bike still exists in my still bent, and with the damage never investigated.”

some parts from bike Greg rebuilt bike in anticipation of continued but never rode it until Honda Broadford Bike 21 years later. His son Angus had this bike under a in the shed all his life and was part of the time it started. He also it for a run on the track. “We slapped our Video and business stickers on it and called it The DAM

Rather appropriate don’t you Much better than

Laverda SFC1000
Laverda SFC1000
Laverda SFC1000
Laverda SFC1000
Laverda SFC1000
Laverda SFC1000
Laverda SFC1000

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