A Different Kind of Six
A DIFFERENT KIND OF SIX
Laverda Hopes to Beat Honda in Technical Experimentation and on the Racing Circuits
Carlo Perelli
Surprise start of the Milan Show and the most sensational new Italian
design since Moto Guzzi’s V-8 in the 1950s was Laverda’s new endurance racer, powered by a water-cooled, doubleoverhead cam, shaft-drive, lOOOcc V-6.
The revolutionary new' Laverda is, of course, intended for endurance racing, in which the small factory has been prominent since it entered the motorcycle field in 1947. Laverda also expects the V-6 to serve as a test bed for future production machines and for that reason has not used any exotic materials, such as magnesium or titanium, in the racing bike.
Key to success will be the sensational engine. When design work began just one year ago. brothers Massimo and Piero Laverda called on the talents and experience of the famous Ing. Giulio Alfieri, the man responsible for every Maserati racing car since World War II.
The Vee configuration and an engine with double-overhead cams are not new to Ing. Alfieri. Maserati has built many such, as V-12s and V-8s and even (for the Citroën-Maserati Grand Touring car) a previous V-6.
The Laverda engine displays this experience. The cylinder banks are set at 90 deg. to each other. The one-piece crankshaft runs in four main bearings, so each crank throw is supported on either side. The crankpins are spaced 120 deg. apart, like a Yamaha Triple and unlike the production Laverda Triple. Each throw carries connecting rods for two pistons, one in each bank. The firing order is spaced at 90-deg.150-deg. intervals for nearly perfect balance.
Each cylinder displaces 165.9cc and the bore and stroke, 65 x 50mm, are very much oversquare. The short stroke will allow high engine speeds and the large bore brings a large piston area, in turn giving room for large valves—four per cylinder— to allow maximum air flow and power. The V-6 on display was fitted with six 30mm Dellorto carburetors, of the type used on automotive engines. There were some hints that other forms of carburetion may be tested. Laverda officials said at the show' that bench testing of the V-6 has already begun. They made no claims for peak power. Later reports said the engine developed 140 bhp. The accuracy of this cannot be tested at present, although such a rating is certainly possible.
The Laverda V-6 has some remarkable features. It used dry sump oiling and because of the basic shape, the engine and motorcycle and center of gravity are quite low. The Vee allows a greater angle of lean than would a transverse engine of the same width. The width is only 18 in. The frame’s massive backbone actually runs between the two cylinder banks and is below the top of the engine at the rear.
Drives for the camshafts, w'ater pump, oil pump and ignition are at the front of the engine. The clutch drive is at the rear, offset and the multi-plate clutch, transmission gears and driveshaft rotate opposite to the crankshaft, to counteract the torque reaction of most longitudinal engines, like the BMW.
The Laverda’s frame has a large single backbone and a wide-base double-tube cradle. Fork is conventional Marzocchi. Rear suspension is monoshock, chosen for lightness, space saving and additional wheel travel. The 18-in. wheels are magnesium. There are three drilled Brembo disc brakes and tires on the show model were Dunlop. Laverda’s announcement said the seat is only 27 in. from the ground. Wheelbase is 57 in. and dry weight is listed as 392 lb. The fuel tank holds nine gallons and the oil tank two gallons, so the machine should weigh less than 450 lb. on the starting line. Not bad when you figure the racing model will even carry an electric starter.
The fiberglass bodywork appears to have been completely developed by show time, although it may be changed during testing. The two separate radiators allow small intakes on each side of the fairing.
The V-6 Laverda promises to be an important model. Endurance racing is very popular in Europe, with literally hundreds of thousands of fans coming to watch the events. Most of the fans are riders. While racing enthusiasts enjoy the GP races, especially the 500cc GP matches between Yamaha and Suzuki, the fans do not ride such machines. They do ride the BMWs, Laverdas and big Kawasakis that, until the Honda team arrived, were the champions of this type of competition. That dynamic little Laverda has come out with a Six more unconventional than Honda’s Six and that Laverda will use their engine to challenge Honda’s monopoly in the long events will put extra pep in the coming season. Laverda’s racing crew will begin track testing early in the spring. The V-6 will get some practice in a couple of Italian meetings in summer and will make its international debut at the Bol d’Or, the 24-hour race at Le Mans. E9
