Laverda SFC 750 Motorcycle Diecast Model IXO Superbike eBay

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Laverda 650 Ghost Strike


Moto Laverda

The roots of the Laverda Motorcycle go back to 1873, when Laverda (1845-1930) decided to an agricultural engines enterprise in the rural village of Breganze.

exactly three quarters of a later, with a spirit of and feeling the need to improve the of an economically underdeveloped region had suffered badly from two wars, in October 1949, grandson Francesco founded, Laverda S.A.S — Francesco Laverda e fratelli .

by Luciano Zen, and after of running the normal agricultural Francesco had started in 1947 to a small motorcycle. Word has it, some engine parts cast in Francesco’s kitchen, that at least initially, the was not regarded as a serious business What most likely as an evening pastime garage of two technical enthusiasts was to become one of the successful motorcycles in history.

A four … 75 cc bike girder forks and a fully drive chain.

However, the bike showed promise and so on 13 1949, the statutes of Moto were officially submitted to the of Commerce of Vicenza. Over the several years, Laverda well known for building capacity machines of high durability and relative innovation for the

To prove this, right the beginning they modified bikes in order to race in distance and endurance events the Milan-Taranto . the Giro d’Italia and the delle Dolomiti . In 1951 their first entry in the . the 75 cc Laverdas finished 4th, 6th and 10th in their class, against renowned marques Ducati, Moto Guzzi, Verga, Cimatti. Navarra, Capriolo and Ceccato.

Inspired by results, and after once improving their bikes, entered 20 bikes the following in the 15th running of the Milan-Taranto in In this race which a distance of 1410 km they the first five places. The was Nino Castellani, L. Marchi second and F. Diolio came In total they had 16 bikes the first 20 of the classification.

Laverda thus became a firm among racing clubmen due to record for reliable performance.

the next two decades, Laverda go on to produce new models of ever capacity and capability, in different of the market. Off-road, trial and machines were developed in with other manufacturers Zündapp, BMW and Husqvarna, and were raced. But the real development in street models, which to earn a good reputation as low maintenance and quiet motorcycles.

From that first 75 cc they eventually went on to different bikes ranging scooters, the Laverdino commuter and to the 200 cc twin.

The big twins

By the late Francesco and brothers began out a new breed of large motorcycles would be built around an all new 650 cc twin engine. The brand was now strong and well known, and son Massimo had just returned the USA where it was clear that were dominated by large British and American hardware. all this, was a desire to produce a and powerful machine that conceivably take on the best and from Moto-Guzzi, BMW and the rapidly Japanese.

In November 1966 exhibited the result of its thinking the 650 prototype at Earls Court in While not an extreme sport in any sense, it exhibited all the virtues Laverda had become synonymous At the same time its appearance the concept of a big bore parallel being British built . this first appearance, Zen and Massimo Laverda retreated April 1968, working in order to prepare the bike for

By now they had developed a 750 cc version They were confident to enter four examples in the Giro d’Italia . Two 650 and two 750 machines Laverda with victory for the 650 in her with three bikes in the first 6 and all in the top 10! Two weeks after victory the first 650 cc production left the factory.

The bikes the finest components available at the from British Smiths Pankl con-rods, Ceriani Mondial pistons, to Bosch parts and (revolutionary at the time!) Nippon-Denso starter, thus the one problem plaguing nearly all British and Italian motorcycles at the their electrical unreliability. The 650 cc superior comfort and stability its handling at least equivalent to the

Of course, it also carried a price. It is difficult to quantify quantities since frame was shared with the 750 launched in May — as few as 52 or up to 200 Laverda 650 cc were


The SF evolved to include disc and cast alloy wheels. from the 750S road was the 750 SFC ( super freni competizione ), a racer that was developed to win events like the Oss 24 hours . 24 hours and the Bol D’Or at Le Mans. it did, often placed second and third in the same and dominating the international endurance circuit in 1971.

Distinguished by its orange paint which become the company’s race colour, its smooth aerodynamic and upswept exhaust, the SFC was Laverda’s product and best advertisement, pedigree and the message of durability, and exclusivity. The SFC Series 15,000 was in the Guggenheim Museum in New York’s exhibit the Art of the Motorcycle as one of the most bikes of the 1970s.

The triples

By the 1960s, Laverda was facing sophisticated and powerful competition the Japanese. While launching new 750 cc model range in 1968, the turned its attention to a revolutionary new three-cylinder powerplant, which was shown as a prototype at the Milan and shows in 1969.

After testing, modifications, and mechanical the company finally unveiled the new 3-cylinder bike in competition at the race in Austria. The bike went into production later in 1972 was recognisable as a of the modern era, but it was still in a conservative layout, sharing of the features of the earlier SF/SFC such as the high-quality alloy and distinctive styling.

The 981 cc triple more power than the twins, with not much weight. Its heavy clutch and seat height helped its reputation as a Hard Man’s

British importer Roger worked with the factory to a high-performance version of the bike, the which soon gained the of the World’s Fastest Production after it was road tested at 140 mph km/h). It won many production-class in the UK and impressed the motorcycle press to guarantee its place in Laverda’s

A unique factor regarding the engines up to 1982 is that featured a 180-degree crankshaft whereby one piston would be at the top of its and two at the bottom. This purposefully design gave the 1000 cc a unique and appealing sound . a riding character and a brutish The engine evolved into a rubber mounted 120 degree in 1982.

The middleweight twins

Laverda a smaller 500 cc twin cylinder entry-level machine named the in 1977 (quickly renamed due to trademark infringement and Zeta in the It come with a six speed and balancer shaft. A 350 cc version of the was also available from 1977 — primarily for the home Italian market a high tax was payable for machines 350 cc.

This was followed by the improved S and Formula 500 racer in 1978, to a single model race Its import into the UK led Roger to develop the Montjuic in 1979 was a road legal F500 lights, sidestand instruments. It into the mk2 in 1981 was a cult due to its radical appearance extremely exhaust.

EEC noise restrictions saw its by 1983. Tellingly, Massimo said that each sold lost the factory Then somewhere in the mid eighties an frame was built, fit with a 500 It was liked so much that it was to build it in series: the Atlas was a bit longer stoke compared to the 500 so its grew to 570 cc and with improved

In 1986 around 300 white bikes were built, 100 blue framed ones 1988.After the rearranging of the company 50 red frame machines were in 1989.

The beginning of the end

By the 1980s the motorcycle industry as a whole was from Japanese competition, many companies like NVT amalgamated surviving British Norton, Triumph, and BSA), and many others to struggle or completely. Laverda attempted to their product line by the RGS sports tourer in 1983, a and modern looking machine clever features like Bayflex plastic mouldings; filler in the fairing; integrated but luggage (Executive version), and footpeg position. In 1985 the SFC 1000 sports model a badge engineered attempt on the RGS to reprise the hallowed SFC name.

Underneath the new skin were and technologies that were 10 out of date, and worst of all, priced when compared to the faster, cheaper and more Japanese bikes. As an example, in the Montjuic mk2 cost the same as the 4 100 bhp (75 kW) Kawasaki Z1000J. On the race too, victory on anything than a Honda, Yamaha, or Kawasaki was if not impossible, a kind

Flirtations with a highly aluminum framed, 350cc 3 two-… and the famous but unsuccessful V6 racer were exciting to see but up enormous resources that the factory could not afford. To matters worse, the motorcycle in general was in trouble as sales and as the two Japanese industry giants in what is now known as the Honda-Yamaha War in a bid for supremacy by unleashing unbelievably new models at a furious rate, at a loss. In these conditions, the family bowed out by 1985.

the SFC, orange became the colour of Laverda’s racers.

were pure factory such as the 1000 cc triple racers built from through 1975 and of course the V6 in 1978. 1978 also saw the go in production. The 500 Formula was a real cup based on the 500cc DOHC 8 twin.

In the eighties, Laverda did the with the LB UNO, a 125cc which is a less spectacular than the 4-… racers of the but just like the Formula good for very close and races.


Bol d’Or — The factory prepares one factory racer for this The frame is a mix between standard 3C which was modified at the rear, and of a late SFC. Just at the swinging arm which was also on the triple endurance racers followed in 1975.

The man standing to the bike is chief mechanic Caretta.

Laverda 650 Ghost Strike

Here’s a picture of a cylinder factory racer was probably taken end of 1974. We see the version of the space frame. the pickups of the electronic ignition. The is equipped with three gorgeous megaphones. It is very possible that this contained a 120 degree crankshaft three coils are fitted.

If anybody knows more this exotic version I love to hear it!

Barcelona — two of the three triple frame’ triples at Montjuic. Lucchinelli is the man standing under the 29 He was one of the riders.

Others were Gallina and Fougeray.

These had a duplex chain.

Needs no here it is pictured at Montlhéry in where Augusto Brettoni it in May 1997. Everybody who was so lucky to be was stunned, and I was maybe the luckiest. more about the V6 in Stephen pages (see links).

and rebirth

In 1993, millionaire Tognon bought everything, saving the company and setting up looked like the first attempt in a decade to relaunch the Over the next 5 years, launched a small selection of new models based on a thorough of the bulletproof DOHC 650 cc parallel derived from the old Alpino, to 668 cc and clothed in contemporary superbike

These bikes were with Weber-Marelli electronic injection, Brembo Gold brakes, fully adjustable suspension (White Power on models), state of the art hollow Marchesini wheels and a modern or trellis frame. The series the equal of their direct competition from the likes of but much more exclusive. 65 bhp (48 kW) available at the rear wheel and a rev-happy engine, these were nothing like parallel twins.

Within a and a half, a larger, water 750 appeared with a new engine in an beam chassis developed by specialist Nico Bakker, boasted very fine and finish quality.

At successive motorcycle shows, Laverda mockups of new models they planning to build, including an all 900 cc liquid cooled 3 cylinder The 750 roadster variants Ghost and ; the Lynx . a small, … with a Suzuki 650 cc V twin and finally the 800TTS trail/enduro, aimed to take on the likes of the Grand Canyon and Honda Tantilizing promises, but in the face of competition and under-powered engines, the failed after only years. This time, at not for lack of trying and with decent hardware to show for it.

The takeover

Along with historical Moto-Guzzi. the Laverda motorcycle was purchased by Aprilia S.p.a Italian motorcycle manufacturer in the same region) in 2000, and incorporated into the Aprilia Several projects that had in development and the existing two motorcycles in were cancelled.

Aprilia a new Laverda division business which shortly after importing low cost Asian and quads and selling them the Laverda brand name, a which upset traditional fans, who felt it diluted the and quality of the original motorcycle It seems clear that was an initiative designed to fund of new motorcycles, but it ultimately didn’t most likely because were sold only in the saturated Italian market, and the brand name didn’t with buyers on that

In 2003, Laverda presented a new SFC based on a heavily revised RSV1000 at the Milan EICMA show. While stunning in aspects, in particular the attention to and mechanical detailing, it did not generate positive interest to merit development. Traditionalists scoffed at the of the Aprilia engine and cycle nicknaming the machine the Laprilia.

The connecting this ultra-high and exclusive superbike with variety scooters of Asian was also unclear, confusing the image further still.

By point, the Aprilia Group was in financial condition and would be sold to Piaggio. the giant manufacturer of Vespa fame and Aprilia rival only one later. Piaggio elected to close all activities related to the brand, and has publicly stated they would be willing to the rights to the brand if an investor appear. Today, the brand is no in use.


Die cast metal

a present or can be added to a collectors

Brand New in Box



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