Breganzane EFI Triple

So here are some entries to show how I got to the point of having a running and reasonably well proven EFI Laverda triple.

PART 1:

This has been a pet-project of mine since 1996, when I originally opened the engine out to 1130cc and did some head work. I was advised to get some 36mm Dellortos to suit the ported head by Phil Todd, and was looking at other options. People were just starting to fiddle with EFI systems for bikes, but it was quite costly and as there were few producion bikes with EFI, most parts available were more to suit automotive application and so were usually big and cumbersome.

After some trials and tribulations, in 2000 I took a cheap option and got some Mikuni 36mm CV carbs from a wrecker and got them working on the bike. They provided a huge boost to fuel efficiency, lots more low and mid-range power, but a loss of top end. Still, all in all they were a big improvement on the Dellortos, and the bike was a lot quicker in normal riding, even though it had lost some top speed. All in all it was a success, and the same carbs are still in use on another RGS now, having done more than 40,000km now.

Fast forward a few years, after having the RGA off the road for a while and the 36mm Mikunis donated to another bike, and in the great search for more power I got a set of similar 38mm CV Mikunis with the hope the extra choke size would restore some top end. Those sat around in the 'round tuit' pile till I got the chassis modifications sorted out. Meanwhile I had decided that it really was time to bite the bullet and develop the ultimate induction system - one which would not need upgrading no matter what else I did to the bike down the line. For infinite tuning possibilities EFI was obviously the way to go.

So in 2005 I began to do some research...

To be continued...

Cheers
Steve B

Current work revolves around adapting a high output alternator to the bike. Since fitting the fuel injection I have suffered from a gradually discharging battery. The bike does not like to start the next morning after a long ride, but after charging it will start perfectly. I am fitting a more modern alternator and regulator, adapting it to fit with the original RGS components.

This could be the basis for a kit if anyone wants a high-output alternator for their 1981-> Laverda triple.

It also saves almost two kilos of rotating weight!!

cheers
Steve