Lovin’ the Laverda

12 Май 2015 | Author: | Комментарии к записи Lovin’ the Laverda отключены
Laverda 1000

Lovin’ the Laverda: Beauty Brute Force in Breganze

what some U.S. mags said back in the about Laverdas being they are actually tough as This is no doubt due in part to parent company’s production of machinery. Even today, Laverdas are still being as daily drivers in Europe.

a set of saddlebags over the back of a 750 or a 1000 triple and call it a bike. One can also say the Euro place a premium on speed as to the American’s emphasis on comfort. In words, riding a Laverda a special person. a Laverda-isti.

I love the bikes. Maybe a musical thing. They a sound somewhere between a Lisa moan and a Harpy’s I know. I’ve listened to of them up close and personal owned both a 3C (1000 and an SF1 (750 twin) and ridden a friend’s SFC (the smell of bean oil in its wake).

I miss music; it literally throbbed the marrow of one’s bones and set the rate at exhilarate.

They a sound somewhere between a Lisa moan and a Harpy’s

Recently, I came upon a trove of the L bikes that set the old stirring again. Laverda it’s called. Once you’ll always bleed for In this case, the bevy of was nurtured into their state of restored excellence by owner/restorer Alan Chalk.

An engineer by profession, a major enthusiast by avocation, Alan’s of 1970-80s Laverdas all seem to with the inner radiance some call pedigree, passion.

Alan’s own bike reach back to his high days in Bowie, Maryland D.C. and Baltimore) where he back and forth to after work on a mini-bike. His father was an engineer who worked at the renowned Space Center during the Gemini and Apollo years. He up to a brand new Twinjet Yamaha, the cops kept stopping him on his legal minibike.

Asked his parents’ reactions to his motorcycle Alan says simply, didn’t like it. But because it was my own they couldn’t complain, they figured it was better having to buy me a car.

His focus on motorcycle occurred after his to California and a visit to the famous Store motorcycle Mecca Los Angeles. By that time, I had a Norton Commando and a Bultaco TSS . it had a ’57 frame and a ’57 but that was about it. So I started for parts, and it ended up being a process. The Bultaco went easily, and the Commando taught me a

It had about three times as parts as the Bultaco two-… and part was special. so no wonder went out of business. Then I this Ducati 750GT at the Store and was inspired to find and buy one for I rode that bike a lot . One day I an ad for a 1957 Ducati single. it had a ’57 frame and a ’57 but that was about it.

So I started for parts, and it ended up being a process. I vowed I wouldn’t put it until I had collected everything it needed. It turned out that I collected was not correct for this 175 Sport, since number one didn’t start bringing into the U.S. until and the frame was peculiar only to the

As an almost pre-production bike, were very few interchangeable between a ’57 and a ’59. first bikes were as roadracers and the first thing the tossed was the sheet metal. is why it’s virtually impossible to the correct bodywork.

To resolve the Alan ended up buying a pile of bikes and parts a dozen Ducati singles gleaning all the pieces he needed. He credits the network with it all possible. I had to make contact so many people to find was correct and who might have part.

People got behind the of the thing because nobody I had ever seen a ’57. The was rewarded with a number of of Shows, the ’57 taking a trophy every time it at an event. It’s nice to out bikes like this, people don’t see them often and it generates interests in machines.

The ’57 now occupies a of honor in Alan’s living

The effort was rewarded with a of Best of Shows, the ’57 home a trophy every it appears at an event.

Launching into Laverdas went in a of reverse order of acquisition. His Laverda was the newest of the lot, an 1000 RGS, which he new followed by the ’81 1000 then the ’74 750 SFC and most the ’73 750 SF2. Most of his riding has been on the RGS, a equipped with detachable and a degree of comfort the other basically ignored.

Perhaps the comfortable yet most charismatic is the 1974 SFC.

It was another of bits and pieces that Alan into this project. A friend of mine me about a pile of Laverdas was for sale on the Italian Parts on the Internet. I called the people the stuff and it was a bunch of chopper in the Bay, who didn’t know they had.

I flew up there immediately, one look, and was both excited and The SFC had been in a gasoline fire. The vibrated so much that the tank ruptured and poured gas the hot engine, a common enough for SFC’s. It was just a mass of and plastic, a melted crispy

However, it was an SFC, so it became my birthday present to myself. I had to buy a half dozen more in order to put it back together.

It was a mass of black and plastic, a crispy critter. I had to buy a half more Laverdas in order to put it together.

Alan also a German electronic ignition to the bike a bit more tractable. went to Bosch electrics, as were the best available in the 1970s. In fact, the SFC has a starter and from a Volkswagen. They’re

They left them on the versions, because they initially endurance racers and needed the big batteries to power the for racing all night, plus the starting meant the little guys wouldn’t have to them around. These were built bulletproof. way more like a BMW than a Ducati or MV.

A clue is the look of the design, basically an enlarged of the early Honda twin. As for parts and working on his Laverdas, says, Now, most people work on their own There are only a few places work on these things in the for example; Steve Carroll at Cycles in Orange Country, Dunn, Roger Slater, and Weil, and a couple other on the East Coast. Almost I know works on their own

They’re fairly straightforward to on and you’re not going to wear one Probably the worse thing happens to them is that abuse and don’t take of them. But if you do take care of there are guys with of thousands of miles on their both the 750 twins and the triples.

there is a camaraderie among people. You can log on to the Internet and find all of Laverda links, people are helping each other their bikes.

Asked how it was to the SFC, Alan sums it up in a when he says, Excruciating. how it was to ride the SFC, Alan it up in a word when he says, The riding position is very

For someone my size it’s impossible to fold my legs to get up on the footpegs. Then, you’re way out over the tank and it vibrates you wouldn’t believe. It’s to keep your eyes in

Likely as not, you’re your chin on the tank, these bikes were for little 130lb. Italian guys. They were racers, designed to go 24 hours and guys were tough as to do it. As far as releasing them to the public, was always looking for money, and I there was a market for it, primarily for to go racing. In Europe, the two-into-one clip-ons, and just a tach for was standard road equipment.

are still guys in Holland will take an SFC with and take off for Italy. They made something like in four different batches, the with drum brakes. The batch, known as the 17000 had disk brakes and came mufflers and a dashboard for the U.S.

the one they made the most of, my bike. There’s an SFC registry in and SFCs are considered an icon on par the Ducati 750 Super Sport. fourth SFC variation was called the a U.S. spec bike with electronic ignition and an oil

The bike is probably the most show bike of Alan’s taking a First Place at Del Mar Concourse d’Elegance and a Best in at the 2004 Concourse D’Italiano as as numerous other awards. if it was a keeper, Alan takes a breath and says, As far as wanting any particular bike, I’m at the point that I might want less.

My friend Roy was just on his way to the big swap meet in and asked me if I needed anything, and I him no and it kind of felt good to say Alan adds that a people have been seriously after the SFC and admits been toying with the of acquiring a Ferrari. I look at all bikes and go, jeez, I like all stuff, and maybe I could be into an MV Agusta, but no longer that overwhelming need.

The is probably the most successful bike of Alan’s collection, a First Place at 2003 Del Mar d’Elegance and a Best in Show at the Concourse D’Italiano.

As for his Laverda Alan points with at his 1984 RGS, easily the comfortable among his collection, and a on which he has clocked over miles. The RGS was first introduced at the Milan Motor Show. By the RGS stands for R eal G ran S port.

There is an auto-like gas filler a trap door in the forward removable saddlebags and a potent triple to move it all along. has added a set of hotter 4C cams to his There’s a new voltage regulator as the only component he has had to replace in 20

His ’81 Jota, (A bike by many exotic bike as the ultimate blend of beauty and has been suffering from a malady. Perhaps someone out in MOland can fathom the mystery. riding it, then switching if off it’s warmed up, it won’t (try a richer pilot if that doesn’t work, go the way. -Sean) I have to let it sit for about 20 minutes before it restart.

I’ve been on the problem for about three and virtually replaced everything the exception of the motorcycle. I don’t up and eventually will find it.

if his neighbors complained about his loud bikes, Alan and says, I try not to leave too early in the

Rare Wine Indeed The Breganze Twins

While are familiar with Italian like Ducati, Moto MV Agusta and lately Aprilia, few people recognize the name much less have one here in the U.S. Even in Laverdas are much more in Holland, Germany and England in Italy. In fact you hardly see at all in Italy, says Alan.

I know why. There’s a 1000 people in the Great owner’s club, but I don’t there even is a Laverda club in Italy, while the Laverda museum is about to in Amsterdam, where one guy owns a 100 Laverdas. Moto Laverda opened its doors in 1947-48-49, on your source. The official http://www.laverda.com/ says 1947.

In any they were nice The founder, Francesco Laverda, was a guy big lire who owned a well-established machinery company in Breganze, Italy.

Built to meet the of cheap post WWII the first Laverda was a successful 75cc get-around.

They had next to the factory that as the perfect test course for the they built. In 1951, had an entry in the famous Milan-Taranto but was a DNF. However, it did well for Moto Laverda to moto

In 1953, Laverda took the 14 places in the event, in effect the 75cc class. They it up to 100cc in ’54 and kept on During the 1960s, spurred on by son Massimo, the company came up the new 650, then 749cc twin, a chain-driven, ohc design bore x 74mm …) made between 52-60 bhp in its forms, while the first SFC roadracer produced 70 bhp and later 75 bhp @ rpm.

Records indicate that two of 50 SFC’s reached the USA in street in 1974, probably the largest exported.

A distinctive feature was SFC’s either came drum or disc brakes, the two mixed as seen on other The SFCs came out of the box as factory and were a breed apart the street 750s. However, they say; victories on the translate directly to victories in the so Laverda began selling SFC to the public from 1971-76.

many of the SFC’s features be found on later standard so everybody benefited.

The Dawn of the Triple

Inspired by the Honda Four’s performance, in 1972 unleashed their first ohc 1000 triples (980cc), the chiseled engines producing 80 bhp @ rpm. Talk about your fun, now you could it at about 128mph. The 1976 version had big valve heads, rear shocks, rearsets, or Pirelli tires, lumpier and a performance exhaust.

The Jota was the fastest production sports of that year, and one was timed at mph. Alan Chalk his Jota’s compression ratio up to (8:1 stock), and added low rings, Axtell cams and a collector.

The Jota was considered the production sports motorcycle of year, and one was timed at 140.04

The 1000 triples first with drum brakes for the model year, but soon to a pair of discs. These were and still are simply the 1000, while the disc-braked and wheel versions were as the 3C and the next iteration the 3CL came triple discs and cast The Jota was a high performance of the 3CL, and standard U.S. were called the Jarama.

The is sometimes confused with the due in part to the fact that a few ended up in Britain, where were modified into It got even murkier when the triple appeared in 1978; designed as a touring bike, were labeled as the Jota The real Jota won the UK production championship in 1976, 1978 and successfully representing Laverda (a company with a limited budget), against the Japanese and bikes.

Not Afraid to Mix It Up

While in heart and soul, Laverda that the handwriting on the garage was written in Japanese and German. significantly, they basically the jewel-liked Honda CB77 cylinder engine. look at the 750 and you’ll see the direct DNA connection. also knew Germans electrics that could go the so they went with electrics.

While the Germans had not done good for Italy during at least they could one ubermensch of a starter and generator.

spared no expense to build bikes in the German tradition of In fact, they seemed to Italian style and passion Teutonic solidity and dispassionate At first, they used drum brakes, and then their own beefy double effective in hauling down the hefty weight.

The original was a high performance twin but people began racing in endurance events. The first were 650cc and only in 1968, the displacement soon to 750cc, pumping out 60 bhp and good for 119 Some say they were the of the Laverdas, and no doubt some of the bikes to emanate from They are often referred to as the of motorcycles.

The 750GT appeared in 1969, followed by the 750SF in forms and the incredible 750SFC. was a GTL 750 employed for a time by several forces including the Italian urbane. In the U.S. the 750s imported by the McCormack International of California and rebadged as the American in an apparent an to give the Italian a patriotic aura.

The 750s eventually go out of production in the late after a ten-year run that about 19,000 of the twins. say they were the best of the and no doubt some of the best to emanate from Italy. are often referred to as the Lamborghini of (No doubt a reference to their farm implement roots, to Lamborghini’s non-existent reputation for Quality -Sean)

Two times is Six

During 1976-77 Laverda experimented with a 1,000cc 90 V-6 with double ohc and water six downdraft carbs and a six-into-one It was the group effort of Laverda’s chief designer Lucian Zen and ex-Maserati engineer Giulio The V6 debuted at the 1977 Milan

However, after some hopes, it only raced breaking down at the French Bol in 1978, but not before being at 180 mph.

Laverda 1000
Laverda 1000
Laverda 1000

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