Classic metal: Laverda SFC1000-News & Reviews-Motorcycle Trader

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30 Nov 2011 | The big Italian triple is one of a motorcycle

by Ian Falloon

Laverda’s was built around the 750 SFC; the orange factory racers dominated European endurance in the early 1970s. As the 750 twin outclassed Laverda turned the fire-breathing 180-degree 1000cc triple to sustain the myth. But by the not even the roguish exhaust or the rush of top-end power disguise the 180’s excessive caused by the two outside pistons and falling together.

Laverda to tame their triple the more orthodox 120-degree layout, in the process creating a with a completely different

Like all Italian manufacturers struggled to survive in the early The 120-degree triple was still an rooted in the past and the RGA, RGA and RGS Executive were misguided to increase sales. By the end of 1984 it was Laverda was in serious financial but it surprised everyone by releasing the SFC for 1985.

As a limited edition the SFC 1000 was packed with features. The engine was hand the forged 10.5:1 pistons from the factory F1 racer, and the head was modified to include (40.6mm) inlet valves and (34.0mm) exhaust valves. The was 69.9kW (95hp) at 8000rpm, and a One racing kit was optional.

This kit included P1 (Prova 1) 36mm carburettors and a close-ratio

The SFC 1000 chassis was significantly over the standard RGS 1000 but it was old fashioned. This chassis now a Verlicchi-built box-section aluminium 41.7mm Marzocchi M1R fork, fully-floating front disc and three-spoke 18in Oscam The brakes were Brembo Series, the rear disc floating with a frame-mounted

At a time when most manufacturers were moving a single rear shock, the SFC a pair of new Marzocchi remote shocks.

The red-painted fibreglass was a similar style to the 1000 but the 22lt fuel tank had screw-type filler caps. The milled SFC-emblazoned footpeg set the SFC apart from more motorcycles. Unlike the automotive-style panel of the RGS, the SFC panel was a aluminium plate with instruments (tachometer, speedometer, and oil gauge).

Rolling on a long 1528mm and weighing a daunting 248kg, the SFC created a huge presence and was an motorcycle for anyone short of But once rolling it was impressive. was unquestioned and the power seamless from idle.

At a time motorcycle design was embracing the SFC 1000 remained a bastion of and although representing an earlier age the SFC ensured the Laverda legend … with a whimper. classically beautiful styling the SFC also benefited from 15 years of development. What was a robust design was perfected an extremely reliable machine, excellent handling and performance.

With the wonderful SFC 1000 the Laverda triple finally and for many they were the real Laverda motorcycles.


The 120-degree engine was by Giuseppe Bocchi. Bocchi had worked with Ing. Taglioni at Ducati on the Pantah, and MV Agusta.

There he had access to design and he established a computer centre at Laverda.

Laverda SFC1000

Laverda had experimented with a 120-degree layout in the prototype triples of and 1970, even racing one in the Bol d’Or in 1975, but the first 120-degree model was the 1000 120 of 1982.

The RGS 1000 of 1982 was intended to Laverda from the slide began in 1979. Instead of the traditional sporting path the RGS represented a fresh take on the motorcycle and included radical

During 1985 Laverda was under controlled administration and SFC production was initially stated at with half going to

The SFC 1000 was produced spasmodically 1989, primarily to use parts the company was reformed as Nuovo Laverda in May 1988. The final was produced specifically for the German These were black, wire-spoked wheels.

These were the last produced in Breganze, but a final two were produced in 1991 by the new company in Zane.


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