The Laverda 1000 3C Triple

21 Апр 2015 | Author: | Комментарии к записи The Laverda 1000 3C Triple отключены
Laverda 1000

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Years produced:

Total production:  2,300

Claimed power:  85hp @

Top speed:  133mph (est.)

type:  981cc overhead inline triple

Weight est.):  225kg (495lb)

then: $3,900

Price  $4,000-$8,000

MPG:  38 (period

From our 21st century it’s easy to forget liter-class, multi-cylinder sportbikes the Laverda 1000 3C Triple haven’t been around. Before Honda changed the rules in with his SOHC Honda Four. twins ruled the Kawasaki, with a SOHC 750 of its own in the wings, was forced to up the ante a DOHC 900 — the “New York Kawasaki Z1 — when Honda the CB.

Meanwhile, in the foothills of the Alps in Italy.

“Whatever you can do or dream you begin it. Boldness has genius, and magic in it.” That often attributed to German Johann von Goethe, could apply to Massimo Laverda. As head of Italian agricultural Laverda’s motorcycle division, bold and innovative approach to design created some of the distinctive and desirable motorcycles made — though whether the boutique bike division made any money is doubtful. How Italian!

Twins first, second

Though most makers built small-capacity Massimo, who attended college in the and studied the motorcycle market knew that to capture the public’s attention he needed to against the big British twins on and the Japanese on technology.

Those goals led to the Laverda 650cc of 1968, which was almost upsized to 750cc.

But within a of its U.S. introduction, the 750 was made by the Honda 750 Four. It wasn’t fault, and plenty of bike ranges were embarrassed by bombshell. But back at Laverda in Breganze, Massimo, together chief designer Luciano was already working on Laverda’s model.

Laverda’s masterstroke was to anticipate 1,000cc would become the benchmark, a move that the small Italian firm to with larger factories the Seventies.

The first Laverda prototype, shown at the Geneva in 1969, was little more the 750 twin with an extra It retained the 750 twin’s chain-driven overhead camshaft layout the starter behind the cylinders and a generator in front. Whether or not and Luciano knew the Kawasaki Z1 was on its way is Either way, in 1970 decided to develop a new prototype the latest in cylinder head

The cylinder block was spigoted a new crankcase of massive strength, and was with a new cylinder head narrowly angled valves by dual overhead camshafts via and bucket. The cams were by a toothed v-belt on the right of the cylinders (something BSA also on an OHC Rocket III prototype during the … days).

The built-up crankshaft was supported on roller bearings with a bearing on the timing side and an outrigger roller bearing in the cover. The front-mounted generator was replaced by a crankshaft-end alternator.

were some teething including crankshaft fractures from the “rocking couple” inherent in a 120-degree triple.

the pistons 180 degrees apart outer two rise and fall with the center piston 180 out of phase) solved the problem, and the triple its unique 1-2-3-miss note — but also resulted in the “buzz” associated with “up and engines.

Laverda 1000

3C Evolution

Though no had been appointed at that the first 1000s arrived in the in early 1973 as personal — now fitted with a steel gas and 3-into-1-into-2 exhaust.

Meanwhile in UK Laverda importer Roger had combined tuning parts in the highly successful factory racer version of the triple and was them to stock 3CLs. The was a 95hp rocket ship Slater persuaded the factory to as a production machine. Laverda adopted Slater’s suggested for the beast: Jota, after a folk dance in triple But that’s another story…

Few Laverda 3Cs have survived the of time, intemperate riders and wrenchers. Though a Laverda mechanical construction would be to any modern motorcycle mechanic, introduced it was pretty new-fangled for used to working on Brit and Harleys.

Many early were set on the path of an “upgrade” to specification by inexperienced owners, to unfortunate consequences. Especially were — and still are — the camshaft which can become distorted if not assembled. Laverda triples have a limited engine oil in the wet sump and prefer regular

That said, the engines are bulletproof in use and capable of very mileage if the primary and cam chains are replaced every 20,000 or so.

This 1974 example thanks to Italophile Laverda and ex-SCCA racer Scott who found it leaning against a — where it had been for 20 years — in Initially, Scott says, “I I’d restore it and keep it for myself.”

But instead, Scott responded to an from Californian Nils who was looking for a restored 3C. It wasn’t Scott started on the project, that he realized how much Laverda had deteriorated over the “It was real rough,” Scott “The crank was junk, the components were rusted up. I put in all new Every wearing part has replaced.”

Scott did all of the mechanical and restoration — even down to the instruments, cadmium plating, and frame paint — in his own workshop. also re-laced the alloy with stainless spokes and the new stainless brake hoses. The work farmed out was the chrome and the side panel/gas tank

“The paint color is the known example of the light green offered only on the triples,” Scott says. “I the color in an Italian magazine for the same machine.”

Scott the image to Nils, and his painter, Colors in San Francisco, was able to the shade using a period guide. The result is a distinctive and period look with a finish.

The engine has received sensible from stock specification a big-valve cylinder head and valve timing. A modern electronic ignition unit the somewhat rudimentary Bosch and the charging system is also and uprated.

Scott was able to most of the parts he needed, the performance exhaust system and rearset foot controls, Wolfgang Haerter’s Columbia Car and .

The finished bike is a beautiful of one of the era’s landmark motorcycles, the newest in then-available technology lusty power and solid — and Italian design flair. It is good reason Laverda is called “the Lamborghini of MC


Laverda Restoration

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Laverda 1000
Laverda 1000
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