Laverda SF750 — CycleChaos

5 Май 2015 | Author: | Комментарии к записи Laverda SF750 — CycleChaos отключены
Laverda 750 SF

Laverda SF750

Laverda Test

Motorcycle Sport

The Laverda SF is without question one of the motorcycles in the world. It is easy to into the trap and proclaim all motorcycles as being good just because they are certainly they produce than their fair of hand­some motorcycles. (They produce the occasional ugly the Moto Guzzi Ambassador and the 350cc MV Scrambler are two in this Con­ceding, then, that the know a thing or two about we will content our­selves the observation that the Laverda SF is so that it leaves one be­mused.

The glory of the machine is the petrol holding a shade under gallons that must as having one of the best shapes Oh yes, we were well on the way to seduced by this shapely lovely before we had ever intimate terms.

A factory that insists that the of the machines produced are to go to the home has meant that with the will in the world, and a full book, only a handful reached British shores and now barely half a dozen a find their way to deepest where is the Roger Slater The result is a machine that is enough for non-motorcyclists to ask what it is and for the to cluster around. Not too many actually heard one and fewer had a ride on one.

Things are though. At the recent Woburn a demonstrator was available and anyone who so inclined was invited to sample it. A field was not, perhaps, the initiation to Laverda-ing but sufficient liked what they for half a dozen orders to be before the day was out. Another for the comparative absence of the Laverda is the of course. At £995 (including it is not cheap.

Before spending kind of money most are going to have to want to a great deal about the New boy in the Roger Slater camp and MCI road-tester Dave Minton only too well the value of and is determined to make, before the name Laverda a household A very persuasive fellow, He came in with a bang from the start by ringing up and if we would like to try a Laverda.

If not unique, such an approach was enough for us to hesitate for maybe a of a second, in case there was a There was no catch: he wanted the public to know about

Based at Breganze in Northern Laverda produce four three 750s and a 1000: the SF, is the subject of this test, the SFC is the production racer, and the softer GT, sells at £900 here and to us to be eminently suitable for our environment, and the much admired three-cylinder (980 actually). One or two have deli­vered in this country and if you £1,350 it is confidently expected you will be able to exchange it for a Three in the autumn.

In the meantime you have to be content with a It is enough to be going on with.

The SF has around for a couple of years and may recall that we took one to last year. Since there have been a few One is quite un­able to avoid sort of comparison be­tween the unit and that fitted by a few years back and one imagines Laverda have had it said so that they may well be a bored by the subject. Who cares if it look like a Honda it is how it goes that counts.

It is, of a ‘twin-cylinder four-… with chain-driven overhead camshaft operation. The chain is sensibly by a split link so that it is not to remove the crankshaft to replace it. New for year is a cylinder head on that used in the production SFC.

It comes as a package to make the machine go faster less effort. Larger, carburetors are used which a mechanical car-type injection for starting. Slipping the throttle in a squirt of petrol and, if a wet plug.

A new air cleaner of the paper type is used. Compression has taken a drop, from 9y to 8.9 to 1, enabling three-star petrol to be Another significant change is the of the exhaust system to comply strict German silencing The old ones were a. bit sporting.

pipes have a large balancing pipe, uncharacteristically a on the ugly side.

The camshaft chain runs up between the with the camshaft running on bearings. The crankshaft, too, has bearings, two spanning the double sprocket inside the flywheel and one at end. Outside the right-hand bearing is the starter motor sprocket. The 0.95 h.p. is mounted behind the engine, the gearbox, and the crankshaft is turned via a row chain.

Finally at the right-hand end of the crankshaft is the dynamo drive pulley the belt drive running to the 150w dynamo. The left-hand end is crowded with first of all a sprocket to take the triplex drive chain, then a gear, sharing the same spline and run­ning to the oil pump gear. The oil pump is of gear delivering three litres a

The contact-breaker assembly, with contacts, is mounted outside the oil drive gear so it is a matter of whether one calls this the oil gear or the timing gear! All activity at the ends of the crankshaft for a rather wide engine and one imagine that there is a case for fitting the safety that are available as an optional A mild slide down the could be very expensive.

The five speeds with gearing of 12.0, 8.6, and 4.6 to 1. The crankcase splits horizontally to both the innards of the gearbox and the The seven-plate dry clutch is housed at the end of the gearbox. The gear change as is common on many Italian is on the British side, the right.

of course, like everyone are going to have to change it to the by 1975 if they wish to their machinery in the United of America.

The electrics include a 12v dynamo and starter motor; It is not all though, for the headlamp is Laverda’s own a shell identical to that on the Electrical controls are by Lucas. road-testers (including ourselves) been luke­warm about the Lucas dipswitch assem­blies, that they look as they are likely to snap off if abrupt treat­ment.

The fact is have been out for a couple of now and we cannot recall seeing any have suffered this Left and right controls are the the left hav­ing dipswitch, and cut-out button and the right starter and headlamp flasher. The indicators fly in the face of convention by wired so that up is for right and is for left. Most other seem to opt for the opposite, surely logical, arrange­ment.

The headlamp was just about on a par with of its rivals, which is to say that it was but not special. The horn was special. A bellow escaped from the horns, a rare treat for the used to the pathetic bleat of motorcycle horns.

If any other enterprising manufacturer to use them they are made by of Italy. Showing that are willing to go anywhere in the world to the right part for the job Laverda this year introduced tachometers and speedometers similar to used until recently on the big (They used to fit Smiths.)

The Using the engine as part of the the actual frame consists of two top tubes run­ning from the to the rear of the dual-seat. Another two loop up from the rear bottom pivot point, the two top tubes for about 12in and curving down to join the of the steering head. We have seen anything quite it before but the question is, does it

The answer is yes. A tendency ll at speed, evident in last models, has been, at least the condi­tions that we tried the eliminated. The importers felt this wandering may have due to the Metzler tyres fitted and recommend TTlOOs. Future models will have made by Pirelli in Italy. Not front and rear sus­pension are made by Ceriani.

Brakes are own, beautifully made, of 230mm and having 21s actuation. were outstanding. We were not too with the choice of seat on the Laverda we had, feeling single seats were in scope. What we did not realize was one had the option of racing seat or seat. We were told many buyers take

Our test machine had a dual In most respects it was very but it did conspire with two other of the virtues to create a problem. It forward and the petrol tank was deep at the rear.

If a pillion was carried and the brakes were with much enthusiasm, in circumstances the passenger would forward and the unwary pilot risk ruin on the petrol

Just to sit astride the Laverda SF was a The machine felt just as perfect as a good motorcycle the riding position, the controls and the feel of the machine were right for this tester. If one had to an opinion with­out riding it would be that this had to be one of the motorcycles made. The suspicious well be wondering if we are not building up to put the in.

It is not quite as serious as that in spite of our wanting to praise aspect of the machine and making allowance for our prejudices, one was still to the conclusion that, when the are down, it has this built-in It is still a vertical twin! this has virtues as well but it has one big insurmountable vice: a vertical by its very definition vibrates and Laverda, with what rate as one of the most robust, designed and assembled engines have been un­able to cure the problem.

It is a strange of vibration that one experiences on the Certainly it is not difficult or tiring to with and, if one is trying to the situation, low frequency would be the one could get—but it is not that It is just that one is aware, all the of the power of the motor. It comes up to the in heavy throbs.

Not unpleasant it is just there. Perhaps is why some people who ride are so enthusiastic? They like the of power this machine We can understand it.

There were things we liked, too. of starting. A short stab of the button and the engine boomed to a Paul Robeson throaty rather than the screechings of a of two-strokes we could mention. say the silencers have been and we do not argue with that.

Laverda 750 SF

It is than last year’s but the fact that it now satisfies the German standards surprises us a for even its best friends not call it a quiet machine. It is the old story, of course, of the deeper recording lower decibel than an apparently less high pitched one. All must not be taken as a criticism.

Far it, it was a delightful exhaust note and we if anyone was offended by it.

One of the assets of an starter is that one can afford to let the over slow to a fine secure in the knowledge that if it stop a caress of the button bring it to life again. being perverse, because one mind too much if it does it never does! Only that are an agony for us to start do regularly! The Laverda’s tick was at a steady 600/700 rpm.

noise at that and almost any speed was just about Quite an achievement bearing in all those chains whizzing

Threes, fours and flat-twins may be vee-twins have bags of and big singles the pulling power. has the vertical twin got going for it? certainly, but it is more than Casting around for the right to describe how we feel about a vertical twin, the nearest we can get is

A good one, and the Laverda is a one, has a snappiness about it few other cylinder layouts The power is there right the word go, the tachometer needle no encouragement to go flying upwards and all the from below comes deep roar from the It is not a town bike, the Laverda.

It well enough but it is straining at the almost pleading to be let free.

Let it and see what happens. There are 65 on tap (at 7,000 rpm), every one of willing, and if there is a better point-to-point machine than when one is able to use all of those we have yet to meet it. The secret of point-to-point riding is not only the to go quickly but to stop just as and to get around tight corners that bit quicker than the man.

The Laverda does all without frightening its pilot and tiring him. Its weight lb) is a little higher than it be for a compara­tively uncluttered twin but riding it feels no heavier most of its rivals and it is very the handlebar/seat/ footrest relationship the tester to perfection.

The Laverda is too good for this country. It is, a high-speed tourer, able to for hundreds of miles at very speed, looking as cool, and collected at the end as at the start. During the of the test not a drop of oil soiled the and, naturally, noth­ing wrong. Perhaps that is not true.

Right from the the green neutral warning stayed on all the time and the various lights seemed to have crossed so that one had to do a cer­tain of relearning to know what the was. A crossed wire we imagine.

Laverda also a slightly de-tuned version, available in this country, as the GT. It has a bhp rating of 52 and sells at £900, a saving. If we were in the market for a it is that one that would to us.

The benefits of a machine that can a claimed 120 plus m.p.h. are in this country and we would thought that the GT would a number of bonuses, more (which is not to imply that the SF is it isn’t), less wear and better economy, lower cost and, we imagine, it be even easier to ride.

All the to this year’s SF have had one repercussion. It is not as economical as the one we tried year. That returned a 50 plus m.p.g.

This with larger carbs, compression ratio and redesigned to make best use of these struggled to get above 45 and we would say 40 is a more likely figure. The of using three star hardly balances that of difference.

Finished in a green/gold with black frame, the as we have said, is a most motorcycle. Liberal use has been of matt-finished alloy, and the machine exactly what it is. A classic

Unfortunately we only had the Laverda in our for a short time and it is not one of those that one can learn all about in a time. The longer we had it the more we it but, because we have more critical than we to be, we have the feeling that, a nice long ride, say to and back, the virtues of the Laverda drive those few criticisms we out of our minds.

The Laverda is the kind of that almost everyone in love with at first and we have been promised a less formal look at it as as possible. It is the kind of machine makes us look forward to day eagerly. As we bring this to a close we are left with one question in our minds.

We wonder the 1000 Three is like? If, as its suggests, it is even better the 750 then it really must be a machine.

Laverda 750 SF
Laverda 750 SF
Laverda 750 SF

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