Tagged: 3C

She’s Just the One You Want: 1975 Laverda 3C for Sale

1975 Laverda 3C R Side

Many of the bikes I post up here on the site are ones I admire, or recognize as being beautiful, or significant, or well-built, or just interesting. Some represent the bikes I’d actually like to have in my own garage. Even fewer are ones I actually intend to own.

This Laverda 3C is one of those.

1975 Laverda 3C R Side Front

I may have written ad nauseam about Laverda’s three-cylinder motorcycles, but they do seem to be cropping up pretty often lately. I just hope that when the time comes that I have both the cash and the space to buy one of these. Laverda just encapsulates so much of what I love about motorcycles and design: they’re fast, sexy, loud, brash, sophisticated, and very rare. This one even has clear green fuel lines!

1975 Laverda 3C L Side Engine

And it isn’t just me: my battered black Laverda t-shirt has started more random conversations than any other piece of moto-gear I’ve ever owned, like the restaurant owner excited to share the story of how he and his brother were Laverda importers in the 1970’s. Random people have stopped me in the grocery store, in IKEA, on the street, just to ask me about it. It seems like just about every time I leave the house wearing it, I come home with a new story.

1975 Laverda 3C Dash

But as much as I love bikes like the SFC, I can’t really see myself owning one. Even if I could afford one, I’m not likely to have one just to display it and they’re historically significant enough that I’d feel really guilty about wrecking one on track. And the SF’s are really classy, but parallel-twins are sort of everywhere, and they’re so workmanlike. Triples are just more inherently exotic, I think. A little bit ragged, a little bit uneven.

1975 Laverda 3C L Rear Wheel

From the original eBay listing: 1975 Laverda 3C for Sale

Very correct and original: recently completed restoration by long-time Laverda enthusiast. Matching numbers: 1000*2713.

Odometer shows just over 8500 miles – probably not correct, but whole machine has been fully rebuilt as outlined below, so the actual mileage is pretty much academic.

Less than 100 miles on rebuilt motor. Stripped down to cases and carefully inspected: everything was in very good condition and nothing seriously required replacement, but cylinders were deglazed, and new ‘Jota’ pistons were fitted. New stock A12 cams were installed as well as a new cam chain, new valves and valve guides. Witt ignition and higher-output alternator coils were also installed.

The slightly higher compression together with original cam timing and more progressive ignition timing provided by the Witt ignition make for a very sporty but also very streetable combination —altogether a marked improvement in both rideability and reliability over the original set-up with Bosch ignition.

Anything else on the bike that wasn’t 100% was replaced and/or upgraded.
All replacement parts came from Wolfgang Haerter (except tires and horns). Thanks again, Wolfgang!

New and/or updated items include:
New Brembo calipers, brake pads, with braided stainless steel brake lines.
New Bridgestone Battlax tires front and rear (Wolfgang’s recommendation).
All new stainless spokes, front and rear – original Borrani rims fully cleaned up and polished.
New wheel bearings all round.
Telefix front fork brace.
New headers – German repro – better chrome than the originals.
New 180 mm headlight rim.
New switchgear and upgraded wiring with Bosch relays for lights, horns,
New CEV tailight and turn signals all round.
Fiamm twin-tone horns – very loud!
Frame was fully stripped and powder coated.
Tank and side covers professionally repainted in Laverda orange.
New single seat. Original dual seat (fully reconditioned) is also included.

This looks like a very nicely turned out bike. I’m not slavishly devoted to originality, although I certainly respect that school of thought. Honestly, the whole “resto-mod” philosophy suits me best: old vehicles with thoughtful, tasteful improvements to style, performance, reliability, and handling that still maintain the feel of the originals. While Laverda was famous for having reliable electrical components, a lot has changed since the 1970’s and the updated ignition components included in this build should seriously improve rideability.

1975 Laverda 3C L Side Rear

It’s also confidence-inspiring to see the Aston Martin in the background: it suggests that the seller is familiar with taking care of exotic machinery!

The modern day equivalent to this bike would be something like Triumph’s Speed Triple, a bike with a big, meaty motor, stable handling, and simple good looks. A rugged, do-it-all sporting machine in brilliant tangerine paint.


1975 Laverda 3C L Side

1981 Laverda 1000 Jota

1981 Laverda Jota L Side

Another Laverda just popped up for sale! There’ve been so many of these lately, you’d think they were easy to find in nice shape.

They aren’t.

Laverda was never all that popular in the US, and they’re correspondingly rare. There aren’t a ton of shops that specialize in them, but in this internet age, there’s plenty of information and a strong online community. These are well-built bikes, and many owners are comfortable turning a wrench on them.

1981 Laverda Jota R engine

The Jota, one of the most iconic Laverdas, isn’t really even a factory model. It was a hot-rod 3C whipped up by Slater Laverda in England and was introduced in 1976. The name “Jota” refers to a Spanish dance in triple-time, and the bike is, in typical Laverda fashion, brutal, slightly heavy, and very stable at speed.

Of course I want one.

1981 Laverda Jota Dash

This one’s supposedly a real-deal Jota, although I’m not sure he’s clear on exactly what he has… From the original eBay listing: 1981 Laverda Jota 1000 for Sale

Laverda 1000 Jota 120° (The real Jota)

This bike have been in my garage for the last 15 years.

The motor is in great condition, completely overhauled just before I put the bike away.

The chassis could use some service, it’s still in running condition.

Please look closely on the pictures.

The bike has no battery, it died of high age.

The bike has a new electronic ignition system, the standard comes with the bike but it makes the bike almost impossible to start.

I assume the seller actually means it’s a 180° bike, since it’s actually the later, post-1982, 120° version that’s more tame and not a “real Jota…” The original Jota featured the 180º crank with “one up, two down” pistons that basically ran like a four with a miss. Nevertheless, the configuration gave big power and manageable vibration…

Update! Since I started writing this, the seller has corrected his “degree” mistake in the eBay listing!

From the photos, it looks like he’s got the original fairing as well, should you want to return it to the factory style. I prefer the naked look, but that bulbous fairing should make for a more practical ride… As if a burly, vibrating Italian triple from 1970’s is anything like practical…

As always: do your homework. 3C’s are not inexpensive, but they’re far less than a nice Jota and it’s not difficult to fake one.


1981 Laverda Jota R Rear


Laverda Week Continues: 1988 Laverda SFC 1000 for Sale

1988 Laverda SFC 1000 L Front

Wow, it’s positively raining Laverdas this week! This particular example is pretty rare on these shores: I’ve never actually seen one for sale here, and the 1988 year is interesting, since I was under the impression that Laverda stopped making bikes after 1985… Maybe it was first titled in 1988, after sitting in a dealer showroom for a couple years?

The SFC 1000 was really a last-gasp grasp for past glories from a brand that had been eclipsed by cheap speed from the Land of the Rising Sun. A retro-styled motorcycle that predated Ducati’s SportClassic range and even Moto Guzzi’s 1000S, it was introduced in 1985 and based on the sport-touring RGS, itself an evolution of the 3C triple and Mirage.

1988 Laverda SFC 1000 Dash

The SFC name was meant to evoke the “Super Freni Competizione” of the 1970’s, Laverda’s off-the-shelf racer that terrorized endurance racing in the day, and terrorizes the bank accounts of fans who want one today. Although that bike was a barely streetable animal powered by a race-tuned parallel twin, this one features the “civilized” 120° version of Laverda’s triple and should be a far more refined beast, in spite of the name and racy looks.

The big triple was a hulking machine for hustling around a racetrack, but could achieve some serious lean: I’ve got a vintage biker mag with a picture of one that’s been leaned over far enough to ground a hole clear through the generator cover…

1988 Laverda SFC 1000 Right Close

From the original eBay listing: 1988 Laverda SFC 1000 for Sale

Very clean, with upgrades–all easily reversible to full factory-original, if desired.

Imported by me from New Zealand in 2010.

Never dropped, raced, or mistreated.

I am the second owner since new.

New coils, wires, plugs, timing chain, electronic ignition, custom slanted intake manifolds, Mikuni carbs, lubricants, bar-end mirrors, battery, throttle cables, grips, windshield, air filters, tune-up, rear brake caliper rebuild, sprockets, X-ring D.I.D. chain.

Valves meticulously adjusted.

Custom Mikunis by Mike Nixon.

Custom manifolds by Red Cawte.

1988 Laverda SFC 1000 Engine Detail

The interesting thing about bikes like the SFC 1000 and the later Mike Hailwood Ducatis, they were basically outdated bikes tarted up with racy looks to move units. But now, as classics, they look and feel the part of vintage motorcycles, but benefit from the constant development that kept these machines relevant throughout their long lives.

Mileage is pretty low for a bike like this, and it looks to be in nearly flawless condition. The seller indicates that bike was imported from New Zealand, so beware of any titling issues in your state before you bid.

Oh look: a big white tach. I’m sold!


1988 Laverda SFC 1000 R Side

1982 Laverda Jota 120 for Sale

1982 Laverda Jota 120 R Side

Laverda’s Jota began as a semi-authorized hot rod upgrade to the standard Laverda three-cylinder 3C. Envisioned and created by Slater Laverda in the UK, it was a ragged, unruly beast, and the 180° motor made plenty of power, but ran like an inline four with one cylinder hacked off the end… So basically, it was all kinds of awesome. Eventually, the Jota became more of a GT in 1982, with a new 120° crankshaft that smoothed out the power and made the bike a bit more civilized, but something of the bike’s soul was lost and enthusiasts seem to prefer the earlier, less-refined version.

1982 Laverda Jota 120 L Side

In the same way that the V7 Sport and LeMans Guzzis are often not what they seem, it’s important to make sure your prospective Jota isn’t just a tarted up 3C. Not that a tarted or hotted-up 3C is a bad thing, mind you. I’d be happy to have one, but it shouldn’t cost Jota money. Although these days, values of all Laverdas seem to be on the rise…

1982 Laverda Jota 120 L Engine Detail

From the original eBay listing: 1982 Laverda Jota 120 for Sale

This is a very nice Jota 120.  Not sold in the US but I have a valid title.  The motorcycle just had over $2000 worth of work – new tires, battery and tune-up.  Runs very well and ready to ride.  Odometer is in kilometers.  Located in Richmond, VA.

1982 Laverda Jota 120 Dash

While not as fire-breathing as the classic Jota with the 180° engine, this should still be a bit of a beast by modern standards. The switch to a new crankshaft may have tamed Laverda’s triple slightly, but that’s sort of like saying you had your Bengal tiger declawed…

I’m personally not a fan of the two-tone grey and black paint on this example, but it’s also less likely to draw unwelcome attention from the gendarmes [po-po, five-oh, one-time] or bystanders. Probably right up to the point you hit the starter. I prefer the earlier bikes, but this looks like a very nice, original example and would make a great GT machine, with that big fairing and famously overbuilt, torquey motor.


1982 Laverda Jota 120 L Front

1976 Laverda 3CL 1000 for Sale

1976 Laverda 3CL 1000 R Side

Hey look!  Another Laverda!  Well, this one isn’t quite ready to ride, but I’ll forgive it, since it’s a manly brute of a 70’s musclebike.  When people think of three cylinder Laverdas, they often remember the brassy, tangerine bomber named after a Spanish dance.  But the Jota, while very collectable and very orange, isn’t as practical or civilized as the more pedestrian 3C.

1976 Laverda 3CL 1000 Dash

The Laverda 3C was the three cylinder follow up to the 750 SF twin featured recently.  First available in 1973, the bike displaced 981cc’s, made 80hp and ran the bike up to 130mph.  Until 1982, Laverda used a 180 degree crank in the motor, with pistons oriented “one up, two down”.  This improved performance and gave the bike a distinctive, throaty roar, but wasn’t particularly smooth.  Later motors were given a 120 degree crank and the bike had a much more civilized character as a result, but lost some of its raw edge.

1976 Laverda 3CL 1000 R Front

While the triples were not quite as reliable as the earlier twins, they were very well built and durable bikes with few problems that can’t be solved with diligent maintenance and simple updates.

This one needs a little TLC: 1976 Laverda 1000 3CL for Sale

Laverda 1000 3CL for restoration.  The bike is complete and original except for the exhaust.  There are no dents in the tank, fenders or headlight.  It shows 11,036 miles on the odometer.  I can’t guarantee that the mileage is correct, but it may well be, as the bike has been in storage for a long time. 

The motor is free and the transmission shifts through the gears.  Of course the bike will need a service or rebuild of all the major systems, as you would expect of any bike that was parked for a long time.  There is no battery installed.  I removed the brake master cylinders and calipers a few years ago and disassembled them to start the restoration process.  That was as far as I got before life got in the way.  I have loosely reassmbled and reinstalled them so that you can see that they are all there and so that they can be shipped with the bike.

The bike was titled as a 1972 by the previous owner.  This may have qualified the bike for antique status.  Based on my research the bike has to be a 1976, ’77 or ’78 as those were the only years for this version of this model.  I have the title, signed over by the previous owner, in my possession.

1976 Laverda 3CL 1000 L Engine

So a few caveat emptor bits in there but, considering that the opening bid is $5,200 and there are no takers with two days left on the auction, this might be a great opportunity for a classic bike fan with a bit of know-how.


1976 Laverda 3CL 1000 L Side

1976 Laverda 3C 1000 for Sale


Laverda Triples are big and burly, like Italian Kawasaki Z900s: manly machines with stiff controls, tall saddles, and stable handling.  Bikes heavy enough to bend their own center stands if you’re not careful…

The 3C was Laverda’s follow up to the line 750 “Super Freni” twins, a multi-cylinder answer to turbine-smooth, big-bore competition from Japan.  It had the displacement, power, and physicality to be in the hunt with those machines, but lacked their smoothness: the early 180° camshafts made great power and an unholy noise, but produced vibration to suit the bike’s aggressive character…

1976 Laverda 3C 1000 for Sale. The orginal eBay listing suggests that the seller is pretty meticulous and is upfront about the fact that, while the condition of the bike is excellent, he is not 100% sure the mileage is accurate because the speedometer cable has been repaired at some point.


When I bought the bike the tail pipes had been plugged but there was gas in the tank and what appeared to be the original battery. The tank had rust in it so I had it boiled and lined by a local radiator shop. I put new Bridgestone tires on front and rear. The front and rear calipers were rebuilt with OEM parts. The rear master cylinder was replaced with OEM rebuilt. I installed a new battery and purchased a new starter. In the last 2 weeks I had the carbs removed, rebuilt and synched and the bar which activates the rear brake repaired. The oil was just changed, new plugs, and air filter was cleaned. My mechanic also added 3 stone gas filters which are not stock. I bought two side covers and badges and had them painted by a local painter.

The bike sat in dry storage for approximately 25 years and its cosmetic condition was quite good. I believe the tank is in original paint but I’m not sure. There are some marks, nicks, and scratches on the tank. The right side Laverda emblem also has some blemishes. It can be replaced as it is a screw in emblem. The chrome, exhaust and fenders are in excellent condition. Some of the handle bar and plastic around the lights are pitted but nothing (my opinion) that takes away from the bikes beautiful lines. The seat has a tear in the seam. The black frame has chips and could use paint in places. The tail painted are has about a 2″ crack by the pin stripping. The turn signals, horn, and lights all work.

Yesterday was the first day I rode the bike and the gentleman who worked on it explained it should have the chain adjusted as it is too tight and also have the sprockets cleaned. I would also change all the brake pads which are available on Ebay or from Laverda spare specialists. I use Columbia Car and Cycle in Canada. The owner, Wolfgang is a wealth of knowledge and just first class when it comes to ordering Laverda parts. Really nice man….. I have a new pair of hand grips that will go with the bike. The bike starts up quickly and sounds great.

I do not play games and try to be very accurate with my descriptions. The bike shows 8600 miles which at first I believed to be accurate. Once I looked into the bike more I noticed that the speedo/odometer cable was repaired at some time. If it was it may have more miles then the clock says. Everyone who looked at it believes it is a low mileage example. The speedo and tach are crystal clear and have not seen much sun or weather. I only add this about the cable as I have no other paperwork with the bike to verify mileage. I do have paperwork for almost everything I have done which will be included with the bike.

I do not have a BIN and will not disclose reserve. I do not want to trade for anything. Shipping is the responsibility of the buyer. I will allow bike to be shipped overseas but please look into prices before you bid. The bike comes with what looks to be an original tool kit, a shop manual and one set of keys.


As I’ve stated previously: if I’m buying a Laverda, I’d prefer an orange one. But this one looks to be a very nice example.  Famously overbuilt, this is a perfect choice for the vintage bike enthusiast who wants to actually ride their ride, not simply show it off or hide it away in a heated garage.



1975 Laverda 1000 3C for Sale

The Boys From Breganze are at it yet again!  It’s almost as if they’re being cloned, they’ve been popping up so often… This particular machine is one of the nicest Laverdas I’ve seen in a while, and it’s a Triple to boot.  It looks like it’s being offered by a seller whose bikes have been featured at this site before and features a decent video clip, although it’s marred by wind noise that masks the snarling exhaust slightly.

The Laverda 3C was the three-cylinder successor to the 750 twins.  Introduced in 1973, the 3C displaced 981cc’s, made about 80hp and ran to 130mph.  The early machines used a 180 degree crank, with pistons oriented “one up, two down”.  This was great for performance, but these motors were almost as famous for their vibration as they were for the power they made.  Later bikes featured a 120 degree crank and had a much smoother character as a result, but lost some of their hard edge.








In this case, it looks like someone’s built what is very nearly my dream bike: it’s just an orange paint-job away from perfection.  Although this particular 3C features some Jota performance parts, it is not an original Jota.  However, this is not necessarily such a bad thing, unless you’re a collector looking for a museum piece: the Jota was not originally developed by the factory.  It was conceived as a bit of a hot rod and modified by British importers Slater Bros, who saw that the newly introduced 3C had serious untapped performance potential.  So, while this isn’t a true, authentic Jota, it’s perhaps even better: real Jota’s are as rare as hen’s teeth here in the US and you should get most of that bike’s performance in a slightly less precious package.








You can find the original eBay listing here: 1975 Laverda 1000 3C for Sale.  It looks to be a very clean example and sports Jota pistons and cams.  Aside from those desirable internal modifications, the eBay listing mentions a comprehensive list of updates and general maintenance items:

  • This is a  clean turn key bike  
  •  Borrani Alloy rims
  • Brembo brakes
  • Rebuilt & sync 32 mm Dellortos Carbs
  • Red paint is ok but the tank is peeling near the gas cap 
  • The chrome is in outstanding shape no pitting
  • gas charged  piggy back marzocchi Rear shocks
  • The OEM Exhaust is very clean and solid and shines like new
  •  The engine is very clean, no broken fins.
  •  The seat is from a 750 SFII and is in good condition including original tool kit
  • service/owner manuals.
  •  All the electrical works as it should 
  •  newer battery
  • Overall condition of this bike is excellant
  • new oil
  • fresh brake fluid
  • cleaned & sync carbs
  • very clean tank fresh premium
  • 3 new plugs
  • rear sets
  • SFC /JOTA adjustable bars
  • newer tires  

One of my favorite machines, in very fine fettle.  Worth a serious look, especially if you’re a fan of the overbuilt beasts from Laverda.


For Sale: 1974 Laverda 3C

This bike’s in a bit rougher shape than we usually feature here, but I had to post it for two reasons.  One: it’s certainly a rare, classic sport bike for sale.  Two: I have this on my very short list of bikes to own.

The Laverda 3C was the three cylinder successor to the famous 750 SF twins.  Introduced in 1973, the bike displaced 981cc’s, made about 80hp and ran to 130mph.  The original bikes used a 180 degree crank, with pistons oriented “one up, two down”.  This was great for performance, but these motors were almost as famous for their vibration as they were for the power they made.  In 1982, the motor was given a 120 degree crank and the bike had a much smoother character as a result, but lost some of its hard edge.

While not quite as reliable as the earlier twins, the triples were well built and durable bikes with few problems.

The 3C is a somewhat forgotten Laverda, not quite as classic as the earlier parallel twins, and completely overshadowed by the famous, and usually very orange Jota.  The Jota was basically a hot-rod version of the 3C developed in by Slater Laverda in England and introduced in 1976.  It had hotter camshafts and more compression, was good for 90hp, and 140mph.  But it ran poorly under 3000rpm and didn’t really its stride until 6500rpm.

Basically, while the Jotas are the collectable Laverda triples, the 3C’s are the ones to actually ride.

See the original eBay listing for details in big, very red text:

1974 Laverda 3C

This one’s in need of some restoration, but it looks like the parts are all there to build a really nice machine.  I’m not a big fan of the non-original paint on the tank, but that’s simple enough to resolve.  I’d probably just fix the brakes, replace the clutch, tune the carbs, and ride it as-is until I could afford to strip it down and repaint it bright, flaming orange…