Category: Laverda

Classy Survivor: 1975 Laverda 750SF for Sale

1975 Laverda 750SF L Side

Bikes like this Laverda 750SF really appeal to me. I’m not especially concerned with originality, or perfection when it comes to cars and bikes: it’s not that I don’t appreciate a museum-perfect example, or a perfectly turned out custom creation with one-off parts. It’s that I know that’s best choice for other people, or people who can afford to have multiple versions of their favorite vehicles.

1975 Laverda 750SF R Side Front

I also realize that these vehicles were generally not perfect from the factory: compromised by half-understood or half-baked emissions requirements that barely functioned, or engineering solutions that didn’t work as intended, “originality” is interesting, but sometimes overrated. It isn’t like vintage bikes necessarily performed as the manufacturers intended, even when brand new, rolling right off the showroom floor.

So really, what I’m looking for in a motorcycle is something that cleans up well, but isn’t pristine enough that I’d be afraid to actually ride it…

1975 Laverda 750SF Dash

Laverda’s parallel twin, like many of the formerly affordable 1970s motorcycles, have been steadily appreciating in value. Although rarer Jota and race-ready SFC models have seen the biggest jump, even more pedestrian SF models are seeing their pricing finally start to match their relatively high-quality. From the get-go, they were built to last, and used quality switchgear and components that made a lie of the “Italian reliability” stereotype, although the price was a fairly high initial cost.

1975 Laverda 750SF L Side Tank

From the original eBay listing: 1975 Laverda 750SF for Sale

Built August 74. This bike to me is a survivor, tank and side covers have been repainted cyber gray. They were painted orange when I got it and paint was not in good condition. My first Laverda was dark gray so I wanted the same. Myself and friend Scott Potter noted Laverda restorer of rebuilt the engine. New rings, honed cylinders and lapped valves. Crank bearings and rod bearings were in great condition as was the trans. I replaced the swing arm bushings along with the tires (Bridgestone Spitfires). This bike runs and rides great. It is a rider not a show bike. I will let the pictures do the talking.

1975 Laverda 750SF L Side Engine

Although it could be more orange, that’s easily fixed and this is otherwise exactly the kind of bike I’d be looking for personally. Laverdas have an excellent reputation for durability, and the ownership community prides itself of the do-it-yourself-ness required by a long-defunct brand that never produced that many bikes to begin with. It’s a testament to the original’s quality construction that so many examples are still on the road today.

Move quickly, as there’s just one day left on the auction. Bidding is up to just north of $5200, well short of where these would normally be expected to land.


1975 Laverda 750SF R Side Naked

The OTHER Italian Twin: 1974 Laverda 750 SF2

1974 Laverda SF2 R Side

I always have to write up Laverdas when I find them: they’re often forgotten when talking about classic Italian sportbikes, overshadowed by their rivals over in Bologna. The 650cc parallel twin SF Laverdas were introduced in 1966 and quickly grew to 750cc, and featured the very best components available from around the globe: ignition components from Germany, electrical parts and gauges from Japan, with a frame, engine, and huge front brake manufactured in-house. The “SF” in the name referred to the large front brake: “Super Freni” basically translates to “super braking.” The engine was built to last, with five main bearings and the resulting motorcycle, while heavy, handled well and was successful in various endurance-racing events.

1974 Laverda SF2 L Rear

Front brakes on the SF were eventually upgraded to twin discs, although it’s interesting that this one still has the earlier huge front drum brake. The seller maintains that this is original setup, and that does make sense, with the usual Italian blurred-lines model year to model year designations and “whatever we had lying around” component philosophy. Or maybe a particular customer requested it? The bike also appears to feature an original Lance Weil two-into-one exhaust. If you’re not familiar: Lance Weil was a famous SoCal-based US Laverda tuner and racer, proprietor of Rickey Racer. He was tragically killed in a workshop accident in 2006, and many of the North American Laverdas that come up for sale bear his stamp in one way or another.

Although I’d expect he had nothing to do with the orange bits on this one…

1974 Laverda SF2 Dash

From the original eBay listing: 1974 Laverda 750 SF2 for sale

Fresh custom restoration
Early 1974 drum brake Laverda SF2 sporty custom cafe with SFC C2 cams and Ross HP Racing pistons
Matching motor and frame #s 15578
35mm forks with drum brakes did carry over this early #74 it is stamp SF2 came with 35mm forks

New Avon Road Runner tires
Recent paint job in good shape
Frame painted base coat clear coat
Rebuilt Dellorto 36mm carbs
Adjustable clip-on OEM Brevertta handle bars
Points ignition
NOS Borrani rear wheel [I will include the new chrome spoke set]
Restored polished front Borrani w/German made chrome spokes
NOS front hub with brakes
Upgraded piggyback Marzocchi shocks
Vintage 2 into 1 megaphone
Fresh top end SFC cams and pistons
New valves and guides
All new cables and rubber parts
Dry cell battery

Electronic ignition might be a good thing
Nippon Denso gauges are faded and could be restored

1974 Laverda SF2 L Front Engine

The SFC internals are very desirable on this machine: the parallel twins were built to handle abuse and should certainly be able to deal with the extra power. SF’s have increased in value significantly in the past ten years. With a $10,500 Buy It Now price, this is in the high range for SF’s, but the cool front drum will appeal to some, and the upgraded performance bits definitely add to the appeal, especially the Lance Weil exhaust.

1974 Laverda SF2 R Side Engine

In general, I think this bike has just a few too many accent colors, in terms of hoses, wires, and painted bits. The orange fork lowers and swingarm especially may not be to everyone’s taste, but all that should be pretty easy to fix, and this is an otherwise very nice example. I’ve noticed seller DB Cycles showing up on eBay regularly, and they always seem to have nice, solid examples of some really cool bikes, Laverdas in particular. Anyone have any experience with them?


1974 Laverda SF2 L Side

Working Class SFC: 1974 Laverda 750SF Race Bike for Sale

1974 Laverda 750SF Race Bike R Front

If you’re looking for an involving way to go fast, or to determine the results of your mechanical tinkering in the crucible of racing, vintage race bikes like this Laverda 750SF would allow you to test your mettle against like-minded folks and provide you with access to a fraternity of biking enthusiasts who want to do more with their machines than polish them and argue about who has the most original tires…

1974 Laverda 750SF Race Bike L Rear

Old Ducatis are great, but with even the most common bevel-drive models rapidly appreciating in value, they don’t leave much budget left over for tires, trailer, travel, and other expenses associated with racing. And I don’t think there are any old Tonti-framed Guzzi’s left: they’ve probably all been turned into café racers by Ton-Up Boys wannabes at this point, and genuine V7 Sports and LeMans are too valuable to thrash on a race track.

So where does that leave you, if you’re looking for vintage track action and want something a bit different?

1974 Laverda 750SF Race Bike Dash

When new, Laverda’s 750cc parallel twin made an ideal endurance racing powerplant: with five main bearings and reliable German and Japanese ignition and electrical components, it was very durable, with a broad spread of useable power. Overbuilt in every regard, the complete bike was on the heavy side, but very stable at speed. Eventually superseded by the 1000cc triple, the SF’s have begun to increase in value in the last few years, but can still be had for much less than contemporary Ducatis.

There aren’t many shops that specialize in old Laverdas, but they’re fairly easy to work on and parts to keep them running are available.

1974 Laverda 750SF Race Bike L Engine Detail

From the original eBay listing: 1974 Laverda 750SF Race Bike for Sale

This is a Laverda 750 SF race bike up for auction that’s been in my collection for about two years.   According to the previous owner it was raced around 15 years ago. The fairing and windscreen were damaged when she fell over in the garage last year.  It will need a new battery and some gas to get it back on the road.  The gas in the tank and carbs were drained last year when I put her away.  The surface rust on the front disks is normal due to them being made cast iron. Once you get it on the road it will clean up. Front and back brakes work fine and are not stuck.  The exhaust is a genuine Laverda SFC system. The tank has a dent on the top side and could use some work.  This is a very cool bike that can be easily converted back to street use.  When I rode it last year it sounded very good and pulled very hard without any funky sounds or smoke coming from the engine.  Has Paoili clip-ons, a Telefix fork brace and steering damper.

1974 Laverda 750SF Race Bike L Rear Wheel

This SF is not perfect or completely original, but that’s beside the point here. It would be perfect for someone looking to live out SFC fantasies for one-tenth of the cost and will certainly sound the part, with that SFC two-into-one exhaust. Even if I could afford a real SFC, I’d rather race, and possibly wreck, a bike like this and save the genuine article for well-heeled collectors.

An ideal choice for do-it-yourselfers looking for on-track excitement who want something a bit different than another run-of-the-mill Norton or Triumph twin.


1974 Laverda 750SF Race Bike R No Fairing

Truth in Advertising: 1975 Laverda SFC for Sale in Italy

1975 Laverda SFC L Side

Manufacturers love to throw around terms like “race bike for the road” and “Moto GP technology for the street”. But it’s really just hyperbole: the only thing most road bikes have in common with GP bikes is a brand name and the simple fact that they’re possessed of two wheels…

But that wasn’t always so, and this Laverda SFC is a genuine race bike, a raw, track-ready beast with road equipment fitted as an afterthought. Take a look at that taillight: does it look like it’s supposed to be there, stuck on and pointing up in the air? In fact, many of these come up for sale with lights, signals, and mirrors safely stored in a cardboard box…

1975 Laverda SFC R Side Engine

The SFC was based on Laverda’s SF1, a parallel twin introduced in 1968 and originally sold as an Amercian Eagle in the US. After a short run of 650cc machines displacement was bumped to 750. Laverda’s twin was famously durable and the bikes, while not especially light, were very stable and reliable. Engine internals were built to last, and the twin featured five main bearings. Laverda chose components from different manufacturers in an attempt to maximize both performance and reliability: parts not made in-house came from Ceriani, Bosch, and Nippon-Denso.

1975 Laverda SFC Dash

This famed reliability made Laverda’s twin the ideal foundation for an endurance-racing machine, and the SFC was built to homologate the bike for competition. The SFC was barely streetable, with high-performance internals that helped the bike produce almost 80hp.

1975 Laverda SFC R Grip

From the original eBay listing: 1975 Laverda SFC 750 “Elettronico” for Sale

VIN 18300 Engine 18300

This is “the real thing”, numbers on the register and it is the rariest and most desiderable model of the serie, the “Elettronico” of 1975. On top of this it has a works race history being raced by Giuseppe Uberti Foppa (works Laverda rider listed also in the SFC register book) at the 500kms of Monza in 1975, with certification signed by him.

The bike was restored in the Factory in the early 80’s and kept as a jewel since, totally original genuine parts, even the fiberglass body, throttle, all small bits, no repro’s or nos.

Bike is “on the button” with even new tyres, showroom conditions. The best i have seen in the last 20 years! Bulletproof investment. Bike is currently located in Italy, 33080 Roveredo in Piano (Pordenone) but i can get them delivered all around the World at cost, no problem. We can supply US contact as reference.

1975 Laverda SFC L Side Tailsection2

The bikes evolved throughout their 549 bike run. Early bikes had the huge Laverda or magnesium Ceriani drum brake that gave them their name: “SFC” stood for “Super Freni Competizione” which basically translates to “super braking competition.” Later bikes featured triple disc brakes, a real rarity at the time. 1974 also saw significant improvements to frame and engine internals, and the last batch of “Electronica” bikes were fitted with Bosch electronic ignition and feature a distinctive primary chain cover.

1975 Laverda SFC R Side Gearbox

There are 8 days left on the auction and bidding is up to $40,000 with the reserve not yet met. That’s a ton of money for a motorcycle, but this is also a ton of motorcycle for your money, with great looks, great sound, rarity, performance, and heritage.


1975 Laverda SFC R Side

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

Some Assembly Required: 1984 Laverda Triple Project Bike

1984 Laverda RGA R Frame

I wouldn’t normally include someone’s unfinished project like this Laverda Jota RGA here on CSBFS: too many questions, too little information, usually not enough photos to even get a good idea what you’re getting. And what you’re getting is usually in pretty sad shape: boxes of rusty, seized parts, battered bodywork, and grungy, hacked-up wiring. Claims that the project is “85% complete,” with those missing 15% comprised of completely unobtainable bits…

1984 Laverda RGA Engine

Plus, you’re all coming here to drool over the coolest old bikes on the internet, and it’s sometimes hard to get excited by an unfinished project. It’s like looking at a countertop covered with flour, eggs, and blocks of baker’s chocolate, trying to get excited about the cake that could be made from those ingredients…

But when the ingredients are as nice as this, it’s hard not to imagine that the finished article would be spectacular, so use a bit of imagination and join me in fantasizing about what could be!

1984 Laverda RGA Tank

From the original eBay listing: 1984 Laverda Jota RGA Project for Sale

At auction is a 1984 Laverda Jota RGA, Orange,120 degree triple, project bike, disassembled into major components and sub-assemblies, in 15 boxes. Includes new Sprint full lower fairing, unpainted. I have owned this bike for about 10 years, bought fully assembled and in extremely original but tired condition. After acquiring, an orderly disassembly proceeded, frame was powdercoated, along with bracketry, handlebars, all aluminum (sideplates, Etc.) polished and boxed, many special stainless fittings and fasteners from Motalia included. Carbs disassembled and vapor cleaned, includes all new parts. Rebuild kits for Brembo brakes included, Speigler lines included. Tires are new Dunlop tt100’s and tubes mounted on newly powdercoated wheels. New stainless exhaust system included, fully polished. New Witt electronic ignition included. All new spares included with the bike, generally sourced from Wolfgang Haerter in Canada or Motalia in England. Everything has been stored in heated/ air-conditioned storage, no sunlight. All seat parts and upholstery are unmarked, no cuts or tears.

Laverda’s Jota was basically a hot-rod version of their 981cc 3CL. Powered by an overhead-cam triple, the bike was very fast right out of the box. But UK tuners at Slater Laverda saw that there was even more potential in the engine, and developed the Jota using high-compression pistons, wilder cams, and lots of very orange paint…

Jotas do vary in specification, depending on where they were sold, with US versions notable tamer than the original UK bikes. And after 1982, the triple featured a revised crankshaft that smoothed power but also tamed the beast slightly, making the earlier bikes more desirable. Although this is not the original, 180° “true” Jota, all the variations of Laverda’s three-cylinder motor are packed with character and performance.

1984 Laverda RGA Carbs

The RGS that followed was an attempt to recast the big Laverda in a more civilized light and the RGA was a slightly less expensive version of the bike that featured a slightly awkward bikini fairing, instead of the fully-enclosed bodywork. I’d probably leave that bit off if this were my project… Although painted up, the included Sprint lower fairing could make for a very cool look as well: it features a classic, dual-round-headlight look that is much more stylish than the standard RGS square unit. When finished, it could look something like this bike we featured a while back: Laverda RGA Sprint for sale.

1984 Laverda RGA Bodywork

This basically looks complete, with all the hard work done. It’s a shame the seller never got the chance to complete this project, but this looks like a very good project for a handy individual to build a snorting Italian sport-touring motorcycle from the ground-up!


1984 Laverda RGA Fairing




Tangerine Dream:1982 Laverda Jota for Sale

1982 Laverda Jota R Side

It’s been positively raining Laverdas this past couple weeks. I normally try to mix things up, but Laverdas, especially ones like this Jota don’t come around all that often, so it’s a case of “making hay while the sun shines”…

The original Jota was created, not by the Laverda factory in Breganze, Italy, but by Slater Laverda, a dealer and shop in England. Introduced in 1976, it was basically a high-performance version of the company’s 3CL 1000 with a much more evocative name.

1982 Laverda Jota L Side Engine

Upgrades generally included high-compression pistons, camshafts, and a free-flowing exhaust although Jotas were, in the typical Italian style, subject to different specifications, depending on when and for what market they were built. It wasn’t a true factory model, so details varied from country to country and year to year, although US models are generally understood to be of lower-spec than the original British bikes.

1982 Laverda Jota Dash

Changes to the 981cc three-cylinder engine were good for 90hp and 146mph. Early bikes featured a 180° camshaft that had the outside pistons rising and falling together. Supposedly better for power, and certainly good for noise: the Italian triple was raw and raucous, and sounded like a four with a miss… In 1982, Laverda switched to a smoother 120° camshaft, although having heard those a few times in person, they’re far from tame.

1982 Laverda Jota Front

Jotas are brutal bikes: tall, with heavy controls, although the famous adjustable bars at least make finding a comfortable riding position a bit easier. The flip side is that they’re also ruggedly overbuilt and while, like all older machines, they do require more tinkering than a modern motorcycle, the hard parts are extremely robust and the bikes can cover huge miles before needing significant work.

From the original eBay listing: 1982 Laverda Jota for Sale

This is a 1982 Laverda Jota 180 which has just finished a restoration after being in long term climate controlled storage. It is number 8118 making it one of the last ones built.

Everything that needed to be replaced was replaced – details of the items are below.

This is as close to an original bike as can be found in North America.

The bike is ready to ride – I’ve put just a few hundred miles on it since restoration, to test all systems and performance, and is ready to go to someone who will love and use her.

Restoration did not include any engine work; seals etc but there are no leaks.

This bike has ~9500 miles on it, with more being added. This bike had never been taken apart, it had damage to the fairing during storage, caused by falling wood, which was repaired and the entire bike was repainted by a professional painter. The tail piece was broken and replaced with a carbon fiber unit. The stripes on the tail piece reveal the carbon fiber. A new dark windscreen was installed.

When adjusting valves the internals looked brand new!

This is a US Spec bike, all in fantastic original condition. Please look at the photos, original finish on engine and frame, was in great condition when I acquired the bike. I went through and rebuilt all the hydraulics and carbs with new parts. I replaced the original Ignition and pickups with an Ignitech controller and electronic sensor board as the original pickup wires had deteriorated. I repaired the original pickup wiring and they will be included.

The listing also includes additional work that has recently been done to the bike. Although this one is listed as a 1982, the seller mentions it has the earlier 180° so it’s technically a leftover 1981 model, making it far more desirable than the later versions. Interestingly, these make peak power at 7,500 rpm, north of the indicated redline on the suspiciously Honda-looking tach, making the red band actually more of a “power band”.

1982 Laverda Jota Clocks

Bidding is very active, as you’d expect, although at just north of $11,000 the reserve hasn’t been met yet. That’s no real surprise: this looks to be a great example of the last of the fire-breathing Jotas, and should go for a good bit more than that.

While I’m not the biggest fan of the huge fairings often found on these, my fantasy garage absolutely includes a three-cylinder Laverda. In bright, Laverda orange.


1982 Laverda Jota L Side

Fast Classic: 1971Laverda SF Race Bike for Sale

1971 Laverda SF Racebike L Rear

Well two Laverdas in one week is cause for celebration, although these are at opposite ends of the spectrum. The previous SFC was a collector’s item, a racebike in road trim that might be too rare and special to use as nature and Laverda intended: by thrashing it to within an inch of its life on a racetrack. This one is a road bike that’s been heavily modified to match the performance of an original SFC.

1971 Laverda SF Racebike L Fairing Detail

Of the two, I personally find bikes like this one much more interesting. Obviously, the collectability is lower as is the price, which is perhaps part of the appeal. But it’s also really fascinating to see how someone’s perfect ideal motorcycle has been achieved, parts added, things removed.

This is a relatively period-correct replica that captures the spirit and performance of the real thing, but without all that “don’t crash an historic race motorcycle” distraction. Although even SF’s are pretty rare, so it’s basically impossible to avoid some heartache if you break this one too badly…

1971 Laverda SF Racebike L Side Detail

If you’re not familiar with the SFC, it was an homologation special built on Laverda’s SF “Super Freni” parallel twin that originally featured their powerful, proprietary drum front brake and later, a pair of discs. The SF was famous for its durability and the bike made an ideal foundation for the roadracing SFC. With only about 550 SFC’s built in several years of production, they are very rare and, although they came with lights, signals, and complete instrumentation, they make pretty uncomfortable road bikes.

1971 Laverda SF Racebike R Side Detail

From the very comprehensive original eBay listing: 1971 Laverda SF Roadracer for Sale

This bike was based on a 750 SF, assembled around eighteen years ago and casually raced at Loudon, NH twice and tested at a track day. Subsequent to this a family situation stopped my ability to campaign the bike and I just parked it to look at over the years. I am now downsizing and must sell my house and let go of items that I can no longer store, including the bike.

The frame was modified by removing all non-essential fittings and brackets. The whole bike weighs around 365 lbs which is amazing considering what it started off at. The headstock was cut and realigned to be perfect. I have a GMD Computrack frame analysis with the paperwork. It is painted in enamel in order to touch it up as needed as opposed to maintenance-poor powder coating.

The front fairing is based on a Ducati 750 SS. There is a crack on the lower right wing caused by an idiot house painter moving things around in my garage. I will be putting some clear 3M tape on this for now. I have a can of the paint used for the body work that I kept for potential repairs. There is also a small crack under the USCRA sticker.

The Laverda  tank is very similar to the production model but has smoother edges and is more attractive. The seat is a SFC replica.

The top end was all new with SFC cam, valves and guides. The work was done by Import Machine in Framingham, MA, about the best place around here for head and machine work. They have decades of experience with vintage and modern motorcycle and auto race work and has been the go to place for Porsche PCA members forever. A new chain and roller were also installed at the time as well as new pistons. The crank was found to be within original spec and was left unaltered except for cutting off the flywheel end. The carbs are 38mm Mikunis.

There’s much more over at the eBay listing. Often, I’m shocked at how little sellers include. I mean, a reprint of the bike’s history is probably pointless, but some notes about how long you’ve owned it, what’s been done to it, what’s been fixed, etc…

1971 Laverda SF Racebike Parts

That’s definitely not the case here: the seller is obviously very knowledgeable and, while this bike will need a bit of work to get it ready to run, you’re starting with something that’s very well-developed, with a ton of time and money invested in getting it right. Basically an entire vintage race bike set up including a ton of spares. Just add trailer.


1971 Laverda SF Racebike R Side

Homologation Special: 1974 Laverda 750 SFC

1974 Laverda SFC L Side

So I generally hate branding on t-shirts: I’m not a big fan of paying for the privilege of advertising someone’s company. But I make an exception for vintage car and bike logo shirts, especially when they’re defunct manufacturers. My Laverda shirt starts conversations seemingly every time I wear it: random folks just walk up and ask me about it. Once, I was having lunch with my mother at a nice outdoor restaurant. The owner was making the rounds, stopping by to make sure everyone was enjoying themselves. When he got to our table, his face lit up, “Ah! My brother and I imported Laverdas back in the 70’s!”

1974 Laverda SFC R Front

He sat down and talked bikes for a good twenty minutes, which left my mom completely dumbfounded. “Does this kind of thing happen to you a lot?” Yes, yes it does: unlike Triumph or Ducati branded gear, which can be seen on both riders and non-riders from here to the moon, a Laverda shirt apparently says, “Yes, this person has good taste in motorcycles.”

1974 Laverda SFC R Engine

Now this particular Laverda is especially special, a true race bike for the road from an era when such things actually existed. You could literally take your SFC to a race track, pull off the lights and indicators, and expect to be competitive. It was an homologation special stuffed full of race-spec internals and produced in just enough numbers to make those parts eligible for racing. Developed from Laverda’s famously durable 750 parallel twin, it made between 70-80hp, depending on the year. Only 549 were ever produced, although replicas based on the lower-spec SF are fairly common.

1974 Laverda SFC L Rear

From the original eBay listing: 1974 Laverda SFC for Sale


Up for auction is a genuine 1974 Laverda SFC. This is not a replica, but rather a well-restored genuine article, made to ride rather than show. It is listed on the Marnix SFC registery. The frame was re-galvanized rather than powder coated. The fiberglass tank has been professionally treated with an aircraft tank coating to deal with ethanol in modern fuels. The point ignition has been replaced with with a Sachse electronic ignition. A extended clutch activator arm has been installed. The engine and frame numbers match (17188). The bike has the original PHB dual carbs, and retains the original Borrani rims and magnesium hubs, re-laced with stainless spokes. The original Ceriani front fork has been rebuilt, as have the rear original Ceriani shocks. The original fairing mirror electronic ignition and bellmouths are included.  See photos of original 2 owner’s titles and SFC stamp on engine block


1974 Laverda SFC L Engine

While the SFC might technically be legal for road use, it’s not exactly happy there. It’s barely tamed, raucous and loud, with heavy controls and a stiff suspension, a burly, chest-thumping motorcycle. But snarling around on something this exciting and gloriously orange would be worth the pain you’d feel the next day…

1974 Laverda SFC R Rear Wheel



Many of these I’ve seen for sale come with the road equipment in a box, but with over 6,000 miles on the clock, this one’s seen some use and appears to have been set up to see more: that “extended clutch activator arm” the seller mentions is a popular way to avoid having your left hand fall off. That makes me smile: as rare and cool as these are, they were meant to be ridden on street or track.

1974 Laverda SFC Dash



With four days left on the auction and the Reserve Not Met at $40,000 this is well below what I’ve seen these sell for in the past. My only quibble is the somewhat bland original instruments. Put those things carefully in a box, fab up a simple dash to house a white Veglia tach, and go!




1974 Laverda SFC R Side


Straight from Italy: 1972 Laverda SF 750 for Sale

1972 Laverda 750 SF2 L Rear

Classic Laverdas are, unfortunately for those of us with longing in our hearts and a distinct lack of cash in their bank accounts, finally starting to command the prices they probably deserve. For years, they languished in the underappreciated limbo where Moto Morini currently lives, trading hands for decent prices, but certainly a far-cry from what you can expect to pay for a decent Guzzi or Ducati of similar vintage.

1972 Laverda 750 SF2 R Front

And while eBay and your local Craigslist postings are filled with Triumphs in every condition from basket cases to patina’d riders to trailer-queen bobbers and café-racers, the big twins from Breganze are pretty hard to find in any condition. But that may just be the loyalty that Laverdas seem to inspire: these almost always show up as well-cared-for riders. Folks seem to take care of them, and hang onto them until they can’t ride anymore.

1972 Laverda 750 SF2 R Engine

Laverda got its start building farming machinery, and added motorcycles to the menu to feed the postwar boom of folks getting back to work in desperate need of cheap transport. Their early offerings were small sporty bikes under 200cc’s, but they knew that they would need to offer a bigger bike to compete with offerings from Triumph if they wanted to grow the company. This was especially true across the pond in America, where riders subscribed to the same “bigger is better” mentality as they do today.

1972 Laverda 750 SF2 Dash

Their 650cc parallel twin was introduced in 1966 and enlarged to 750cc’s in 1968. Interestingly, Laverdas were imported to America as “American Eagles” between 1968 and 1969, although I’d imagine many of these have been rebadged as Laverdas by now.

1972 Laverda 750 SF2 L Rear Wheel

Stable and fast, they developed a well-deserved reputation for durability. The two-cylinder engine featured five main bearings, and all parts not made in-house were chosen for their quality, not their country of origin: Italian suspension, German ignition components, and Japanese electricals all combined to make for a bike that would last. They were heavy, but perfect for endurance racing events that favored reliability.

1972 Laverda 750 SF2 L Engine

From the original eBay listing: 1972 Laverda SF1 for Sale

1972 Laverda 750 SF, matching number, frame off restoration, sandblasted and powder painted frame, 100% original parts, 40  mm pipes with complete exaust set with new compensator and new mufflers, polished Borrani laced wheels, Laverda drum brakes, Vintage Dunlop tires, reupholstered seat, new cables, new harness, remanufactured original ND gauges, new chrome parts and polished aluminum everywhere, inner treatment to the fuel tank, original Laverda orange paint, engine with original 24,600km/15,400 miles, 36 mm Dell’Orto carburators, Ceriani forks and adjustable shocks, new clutch, generator, starter, new lithium battery, Laverda embossed bolts.

Original 1972 Italian Registration, Title and Plate, ready to run.

The Laverda 750 SF is a milestone in the Italian motorcycling history because it has been the domestic sport bike which fought the Japanese brands invasion according to its superlative frame and powerful engine: when a Laverda 750 SF shows up, any Honda 750 Four takes the second place, as for glamour, charm and great sportmanship …

Today owing an impeccable and original Laverda 750 SF is a privilege and a safe well of family to be proud of.

These Laverdas sound smoother than British parallel twins of the time, but also distinct from Italian v-twin powerplants from Guzzi and Ducati. Later SF’s featured a pair of disc brakes up front, but this earlier model has Laverda’s in-house 9” front drum brake that lent its name to the bike: the “SF” stands for “Super Freni [braking]”. While the discs may look more modern, the drum is desirable and very effective.

1972 Laverda SF2 L Front Wheel

This looks like a gorgeous restoration and the bike has been painted in classic orange, but with an $11,500 starting price and no bids yet, it may be that the market isn’t quite ready for five-figure Laverdas. Or maybe bidders are just balking at the idea of dealing with importing a bike from Milan, Italy where this bike is currently located. Not so good for the seller, but great for those of us who still aspire to own one of these!


1972 Laverda 750 SF2 L Front