BreganZane — Live Laverda!

22 Фев 2015 | Author: | Комментарии к записи BreganZane — Live Laverda! отключены
Laverda 500

LITTLE TWINS — — c.1990

There is no Laverda more difficult to than the ‘little twins’. Not successful from a commercial of view, the 500 engine none-the-less the basis for some of the most Laverdas of all time from the Montjuic of the late 70’s to the 750 that closed the book on production in 2000.

The ‘little as I call it, traces it’s back to 1977 when the Alpina was released, at the time the was at the forefront of technology employing overhead camshafts, four per cylinder and a six-speed gearbox. It was oversquare for the time with a and … of 72x61mm, the crankshaft was a up affair employing roller throughout and fuel was supplied via two PHF32 carburetors just the triple.

The engine was externally to the triple too (though obviously with the familiar shape to the and barrel, alternator on the right side with the starter above and behind all covered by a cover. The crankcases were ‘Laverda’ though this were … rather sand cast, the left of the engine was visibly different due to the efficient and quieter gear drive. Compared to the earlier twins’ the engine was very and produced a very different note due to it’s 180 degree

The rest of the bike broke no new but bristled with quality as did every Laverda. A single frame was used, 35mm forks, ‘little’ twin Brembo brakes, ND instruments and so on- it was obviously a small version of a right down to the 3CL/Jota The first Alpina was fairly received but without the triple’s horsepower and burdened with a price it struggled in the marketplace.

The was changed slightly in 1978 the addition of a counterbalance shaft, recognised by the ‘lump’ towards the of the primary cover, aside that the bike remained the same through to the end of production in though the tank changed somewhere along the way, around 1980.

The bike was produced in a 350cc version for no other than there a hefty taxation advantage for bikes at the time meaning could obviously be sold at a cheaper price. This was literally just a sleeved 500 (bore reduced to 60mm and valves etc.), it was externally and as such was the same weight as bigger brother, sadly meant that it was fairly in the performance stakes. Less 700 bikes were produced and bet more than half of have since been to 500cc (or more).

The 500 project really turned in 1978 with the creation of the 500 for use in the single-make ‘Coppa Laverda’ series. The bike was lightened by the of all street gear and the engine improved by the usual means of compression pistons and head/camshaft The frame and cycle parts all but standard, the standard tank though the bike was clothed a somewhat odd-looking fairing and a sweeping single seat and

Potential competitors could buy a ready to race at a very price and the whole series spares right down to and fuel) was heavily subsidised by the sponsors and the Laverda company who would certainly have money on the whole thing but a good deal of publicity.

this race series the Montjuic, perhaps the most and obnoxious bike Laverda made. Once again the brainchild of Roger Slater, the (named after the Spanish was to the Alpina what the Jota was to the 3C- not so to the standard bike but with that changed the character of the altogether.

Like the Jota, the Monty’s personality somehow made the bike pale by comparison and as the triples, it will be ‘the hot that will be remembered. The was built in two ‘series’, the series one the later Jota-esque tank and sidecovers with a tail lifted from the 750SFC and a fairing that not only rather tacky but also was blamed for some of the bike’s handling characteristics.

As with Laverdas the fairing looks under the garage workbench. The two bike was a much sweeter unit with a frame fairing and one-piece seat and unit. As far as I know they much the same mechanically, visibly standard frame and parts aside from the bars, rearset footpegs.

The breathed through open Dell’Ortos, radical camshafts, pistons, cylinder head and the most wonderfully and obnoxiously two-into-two exhaust system. It was a breathing beast unhappy thrashed, those who have ridden a Montjuic have not lived- it’s certainly an you will remember for a lifetime.

Laverda 500
Laverda 500

In 1985, some years official production of the 500 had ceased, the twin gained a new lease on being light and still modern it was chosen to power the new Atlas enduro bike. The was now 572cc and boasted many revisions the most obvious of was a twin-choke Dell’Orto automotive similar to the fruitless Weber by Ducati around the same

Best of all the engine had been internally with revisions to the system and strengthening of the crankcases were prone to cracking on and over-revved Montjuics. The bike was an beast and those who have one say they are great, but with production of just 450 bikes, people will be few and far between.

The re-appeared in two prototypes shown by during the difficult period of the 80’s, trading under the co-operative of ‘Nuova Moto One was an Enduro bike called the and was an obvious progression from the the other a custom styled named the ‘Hidalgo’. Both shitcanned at the time though at it now I think the El-Cid is quite a looking unit.

The engine had further development with of the head and barrel and was now the 78.5x69mm that would go on to power the Zanè Laverdas, meanwhile the carb had given way to Weber-Marelli injection. In the end neither bike was but the developed engine found way to Nico Bakker who had been to design a sportsbike for the new decade, the 650 Sport was the result.

Any story on the 500 would be incomplete reference to the various specials have sprung up over the By Laverda standards the 500 engine was small, light and not being vibratory (especially the later shaft models) did not require allowing quite some on the chassis front. Perhaps the known example of this was the of the late 80’s.

German Uwe (the guy that makes the ignitions) dreamed of a sweet light sports bike around a tuned 500 engine. in England designed and built the using chrome-moly tubing enveloped the engine and a box section operating a cantilevered monoshock, the bike was wonderful to ride and well have made a road or racebike.

Witt’s was that the ailing but still factory in Breganze could Atlas 600-based engines and he sell the bikes in street or trim, but sadly the supply of never appeared and the project quietly away- yet again we are with a tantalising ‘if Although it is sad that the production never eventuated, perhaps you say that there’s a little bit of bike in the 90’s Laverdas with the 650 Sport of 1991.

The little 500 engine served the well, in its various forms it had the longest production run of any Laverda The 668 and 750 engines which served out the company till 2000 had a goodly dose of development and technology but the root of the design lay on the old drawing boards of the Breganze a testament to the last of the ‘Laverda designs and one of the most memorable of Laverda ever made.

Laverda 500
Laverda 500
Laverda 500
Laverda 500
Laverda 500
Laverda 500


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