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Laverda at Phillip Island International Classic 2013

1972 Laverda 3C Bol D’or.   Courtesy Laverda Corse

A Laverda front hub was modified to accept a 25mm hollow axle and laced to an 18” x 2.5 inch rim. The rear drum taken from a trail bike was also laced to a 18” x 2.5 inch rim, this being the widest rim allowed in the Period 4 class.

Along with revised chassis geometry the 38mm fork tubes were swapped for longer tubes to increase the ground clearance. The triple clamp offset was also changed to give shorter trail figures.

“It works OK but I’d still prefer to steepen it up a little more.” Greg says.

Friend and Journalist Alan Cathcart & Engineer Ian Drysdale talk racing with Greg Parish

With confidence that the motor was now reliable the first session of practice was a time for greg to reaquaint himself with racing on one of the worlds fastest race circuits. “I had a few bike set-up things to sort out in the first session, mostly controls more than suspension things. I found that when crouching over the tank down the straight my foot was actually pressing down lightly on the lever dragging the rear brake. One set of brake shoes gone in 10 laps!”

The D.A.M. Classic Racing Laverda qualified 13th from an international field of 40 starters and the lap times came down consistently each time it went out. But by the second race a buckled front disc was costing precious time each corner. By the end of the weekend Greg finished 9th outright in the Post Classic Unlimited Class.

Greg Parish on the D.A.M. Classic Racing Laverda #83 finished finished 9th outright against 40 starters in the Post Classic Unlimited Class at the Phillip Island International Classic at Phillip Island Grand Prix Circuit.

Copyright The DAM



January 25-27, 2013

The International Island Classic is the largest and most prestigious historic motorcycle race in Australia. The Australia Day holiday weekend of January 25-27, 2013 was the 20th consecutive year held at the Grand Prix circuit on Phillip Island and was fiercely contested by teams from Australia, New Zealand, UK and USA. Special Guest was the great Giacomo Agostini performing parade laps during the three-day event aboard a MV Agusta grand prix replica, housing a genuine 1968 in-line four-cylinder engine modified to early 500 MV factory GP specs. 

Until this race meeting the Laverda triples had always raced in Period 5, the catagory for bikes manufactured between 1973 and 1984. 
In preparation for this magnificent event the DAMCR Laverda 1000 had undergone several major modifications to enable it to be reliable and also to be sanctioned to race in Period 4 Post Classic Unlimited class, the first Laverda triple to be admitted to this class in Australia.

The major points of eligibility for Period 4 are for the motorcycle to have been made available for sale to the public or to have raced between the years Jan 1st 1963 and December 31st 1972, the bike must have wire spoked wheels and drum brake at the rear and a maximum capacity of 1300cc . The rules can be found on the Historic Motorcycle Racing Association of Victoria website.
In 1972 the Laverda factory raced a 3C 981cc triple in the ‘Silver Cup’ Endurance Race in Austria. Famed factory rider Augusto Brettoni won the race on the machine’s debut outing. Later that year the factory upgraded the 3C with a handcrafted aluminium tank, an SFC styled fairing, stronger brakes and then ran it along side the SFC750 at the Bol D’or 24hour Endurance Race.

Having satisfied the motorcycle racing governing bodies in Australia that the 3C was entitled to run in the P4 class the D.A.M. team set about modifying the race bike that had remained unchanged since it was built by Greg more than 20 years earlier. 

New 36mm Dellorto carburettors with accelerator pumps were fitted to altered intake ports, the inlet angle raised significantly to increase flow. After seeing the amount of damage that fine particles blown up from the race  track does to the pistons and liners the decision was made to run the bike with foam air filters fitted over the velocity stacks on the carburettor mouths. The inlet and exhaust valves were replaced and cut to revised seat contours. The 4C ‘Jota’ cams were also retained.

Forged 10:1 pistons and rings were installed to retain the 981cc of the original 3C. A modernised high volume oil pump was fitted in an attempt to move more oil through a much enlarged oil cooler to combat the scorching Australian summer heat.

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