Posts by Category: Laverda

Laverda November 20, 2021 posted by

1984 Laverda RGS1000 with 5,400 miles

Here’s a very sharp and low mileage RGS1000 available in the Chicagoland area. Sounds like the seller is assisting a collector in thinning out their collection.

1984 Laverda RGS1000 for sale on eBay

from the seller:

Frame Number: ZLVMVDHA0E0000009
Engine Number: LAV.1000RGS2682
Build Date: 2/1984

The Laverda RGS was among the last all-new designs produced by Moto Laverda in Breganze, Italy. Francesco Laverda built his first motorcycle in 1947-1948, and began serial production of a 75cc single, the Turismo, in 1950.

The cosmetic condition of this machine is just as good as it looks in the photos. Every finish on the machine is original. No part of the bike has been re-finished. The running condition of the machine is flawless, starting immediately. This bike has been part of the owner’s collection for a while and is ridden on a regular basis. It runs and rides with absolutely no issues.

Again, everything on this motorcycle is original, with the exception of the exhaust system, which was removed and replaced with the ultra-rare race exhaust. The seat is also in original condition and is beautiful. The original and complete Laverda tool kit is also included.

As you can also see from the photos, the machine has had absolutely no restoration performed to any part of it. The condition is exactly what it looks like in the photos. Owner has been a fan of Laverda for some time, and has two of these RGS machines at the moment.

The paint on the tank, side covers, and cowl is, as far as he can tell, original, and has never had any type of paintwork or touchup. The bike has never been in any type of accident or been dropped at any time.

The machine has 5,400 original miles on it, and is in perfect running condition with a compression test having being recently performed. The cosmetic condition of the engine finishes, apart from some minor age freckling, is very nice, with the aluminum and cast parts being particularly beautiful for their age.

The seat is original and in perfect condition, and the rear cowl is easily removable, allowing for two up riding. The wheels are original to the machine, stamped Laverda, and are also in very nice original condition.

Please note that the owner has the original spec smoked windscreen, which will be included with the sale of the motorcycle. He preferred riding with the clear windscreen, but the new owner can decide between the two.

The RGS1000 runs and rides the way you expect a machine with this type of mileage to run. All of the mechanical components have been checked over to ensure they work properly including the clutch and brakes, which were recently serviced and adjusted. The carbs were completely gone through this season and function perfectly, and there is a new battery installed.

The tires currently installed have comparatively few miles on them, and have plenty of service life left, but if you plan to ride it hard, tires should be replaced. There is absolutely nothing else you will have to do to this motorcycle to ride and enjoy it this season.

Note the seller borrowed a portion of our copy from this post by Mike in 2018. While always flattering, it’s polite to note your sources 🙂

Hat tip to Jack P. for the forward!

dc

1984 Laverda RGS1000 with 5,400 miles
Laverda October 7, 2021 posted by

Classic Italian: 1977 Laverda Jarama 3CL

The late 1970s were an interesting time for the Laverda brand.  Competition from all angles resulted in lackluster sales numbers and a fading appeal in the market.  For the 1978 model year a new name was introduced to the North American market, Jarama.  Instead of being named after a dance as was the case with the Jota, the Jarama was named after a race track.  Production numbers are unclear, but most agree it was in the 200-300 range.  Many of these bikes were converted in period to “Jarota” specifications.  Basically combining the updates of the Jarama with the performance parts of the Jota.

Known for being reliable and easy to live with, owners are fiercely loyal to the brand, even decades latter.  It is not uncommon to find used bikes that have covered tens of thousands of miles over the years, a real testament to have usable these bikes are.

From the Seller’s eBay Listing:

1977 Laverda Jarama 3CL, 1000cc triple, bike has the expensive and hard-to-find Jota 4C cams and Dellorto 36mm PHF carbs (Jarota), runs very strong, starts easily and handles well. New fork seals just installed and bike has adjustable Jota Breganze bars as shown in second photo. I may add a running video later weather permitting. Horns need a relay, as always, which I may install prior to selling, otherwise all lighting is functional. Clean fresh oil, and I’ve only used non-ethanol premium gas. Ready to ride but would put new tires on soon. These bikes are over-built and bulletproof and they handle really well. The 180˚ triple sound is amazing. Faint ripple in paint near left side emblem and scuff on left sidecover corner from seat but otherwise very nice. Look carefully at the photos.

For some reason “Make an Offer” does not seem to appear in the preview. I am happy to hear offers and will end the auction early, bring them on.

NY State title in previous owner’s name with bill of sale and other transfer of ownership docs from him and will also be sold with additional official VT bill of sale from me on this matching numbers vehicle. Bike is titled as a 1978 and was an original US import Jarama. Check your state’s requirements before bidding. Laverda Registry: http://www.laverdamania.net/registre180.htm

Bike is being offered with a Buy It Now price of $13,000 and in todays market that does not seem unreasonable for a clean, rare, interesting Italian classic bike.  Seller states that he has the original airbox not pictured, but interested buyers should confirm the current state of the title as well as your local laws before closing a deal.  Sure to stand out at your local Cars and Coffee event for a similar price to a ubiquitous SOHC CB750.

Classic Italian: 1977 Laverda Jarama 3CL
Laverda September 29, 2021 posted by

Featured Listing: 1974 Laverda 750 SFC

This bike has SOLD! Congratulations to buyer and seller! -dc

In case you thought race replicas were a recent innovation, Laverda set the world on it’s ear some 50 years ago, with its 750 Super Freni Competizione, first in endurance racing, and then on the road.  Presented by a Seattle area restorer, this 750 SFC has been restored to museum quality and is ready for its next display.

1974 Laverda 750 SFC for sale

A development of Laverda’s 650cc parallel twin ( itself a template of Honda’s 305 ), the 750 SFC immediately did well in competition, and was made in rather small lots from 1971-75.  For 1974, the factory blue-printed engine with two 36mm Dell’Orto carbs and 9.9-to-1 compression made a reliable 75 hp with Bosch electronic ignition.  The classic nickel plated chassis held the engine from above as a stressed member, stabilizing the 38mm forks with their Super Freni ( Super Brakes ) 280mm disks.  Orange was adopted as Laverda’s competition color at some point in the early 1970’s, and the small seat and long range tank on the SFC appear to have been the inspiration more than one generation of café racers.

Evidently a previous owner started the restoration using all factory Laverda parts, and Duncan has these notes about the SFC and this example in particular :

A Production Racer For Sale

Laverda 750 SFs achieved notable endurance racing success in 1970, including a win of the 500km of Monza, a 1-2-3 podium sweep at the 24 Hours of Oss in Holland, and a third and sixth in the Bol d’Or in France. These bikes improved incrementally, but so did the competition. By the end of the year, Massimo asked Luciano Zen to think about a production racer version of the Laverda 750 SF.

In May 1971, the Laverda 750 SFC, for (Super Freni Competizion) was launched. Compared to the 750 SF, the engine was extensively modified. The reworked cylinder head had bigger valves and a new cam profile (designated 2/C), rockers were polished and 36mm Amal concentric carbs replaced the 30mm Dell’Ortos. A close-ratio five-speed was fitted, and the crankshaft and rods were carefully balanced and polished. Power output was rated at 70hp, and each engine was dyno tested to ensure output. The frame was strengthened with gussets and the front brake was either standard Laverda item or an optional Ceriani four-leading-shoe unit. The bikes ran on Dunlop K81 TT100 tires.

Bodywork was also new, with a 23-liter (6.1 gallon) handmade aluminum gas tank, a single seat with fiberglass tail section and a half fairing, all painted in the now-famous bright orange, a color selected to make the bikes easy to spot on the track, especially at night. It was also chosen to please the Dutch importer, Jan Raymakers, orange being the national color of the Netherlands.

Laverda 750 SFC models were produced in small batches between 1971 and 1975. The first batch, built in May 1971, numbered about 20 bikes, all intended for factory competition. SFCs were hand built by a small team and with little regard to cost. They were built to meet exceptional standards of performance, and in particular were intended to excel in endurance races, where bulk and a relative lack of nimbleness would not be so much of a handicap and where their great strength and robustness would give them a competitive advantage.

In their first official race in 1971, the Six Hours of Zeltweg, SFCs finished first and second. That year, SFCs also placed first, third and fourth in the 24 Hours of Montjuic in Barcelona, first and third in the 24 Hours of Oss, and first in Vallelunga (Italy). They also placed second at the Bol d’Or in Le Mans, first and second at Imola, and finished first and second in the 500km of Modena. Not bad for the first year.

In November 1971, 80 more SFCs were produced, and some were sold to the public. The aluminum gas tank was now fiberglass (the alloy ones had a tendency to crack), and the bikes had revised gearbox ratios and exhaust systems. They also had a new Laverda drum brake, with the more effective Ceriani a popular option. Another batch of SFCs were produced in early 1972, with slight changes to the shape of the fairing and seat and a new exhaust with a crossover pipe.

By this time, the Japanese had made significant progress in the development of their machines, and while there were SFC victories in 1972, they did not match the stellar performance of 1971. Only three 750 SFCs were made in 1973, and these served as test beds for radical changes like magnesium crankcases, new cylinder head designs and even lighter crankshafts. The results were not impressive, the bikes becoming more fragile and difficult to ride.

1974 would see the largest single-year run of SFCs. For the first time, the Laverda 750 SFC was considered part of the normal product range offered to the public and was no longer reserved solely for racing. The SFC was promoted as a “Production Racer,” similar to Ducati’s 750SS or Norton’s Commando-based production racers, and the changes were numerous. The bodywork was improved, and the zinc-plated frame was lowered and modified with revised steering geometry, larger front forks, and triple 280mm Brembo disc brakes. A new, strengthened close-ratio gearbox was fitted and the engine was enhanced by a lightened crankshaft, slim, polished connecting rods, a new camshaft (5/C), a higher capacity oil pump, new 36mm Dell’Orto carbs (without accelerator pumps), modified valves and valve springs, a new exhaust system and higher, 9.9:1 compression ratio. Power was now rated at 75hp at 7,500rpm.

A total of 222 SFCs were built in 1974, with slightly less than half of them going to the U.S. To comply with federal regulations, U.S. models had turn signals, bigger taillights, side reflectors, adjustable handlebars and Nippon-Denso speedometers and tachometers. Even though the bike was being sold to privateers in 1974, factory-prepared racers were performing well in the national production class races.

During the 5 year production run, a total of 549 were made. The SFC being offered is one of only 100 SFCs made for the North American market in 1974. According to well-known SFC expert Marnix van der Schalk (in correspondence with the previous owner), the factory records state it was shipped to the USA on July 8, 1974.

The last version of the SFC was the 1975 Laverda SFC Elettronica, its name reflecting its Bosch electronic ignition. It had a new cylinder head, revised valve angles, re-shaped combustion chambers and a new, optional high-lift cam with 10.5:1 compression ratio. A contemporary magazine test produced a 12.5 second quarter mile at 180kph (top speed over 220kph). A final batch of 33 SFC Elettronicas featuring five-spoke cast-alloy wheels were built in 1976.

The following is a list of much of the work commissioned by the previous owner and performed by Ron Small in 2002-2003, with the invoices totaling nearly $6,000.  Previous owner noted that all replacement parts used on the bike were authentic Laverda SFC parts purchased from Wolfgang Haerter at Columbia Car and Cycle in British Columbia, Canada (receipts totaling $1,000).

Motor:

Re-sleeved cylinders

bore and size cylinders

valve job

new valve springs

new valve guides

new cam chain

new cam tensioner

new guide wheel

new rings

blast and clean heads

Cam and timing set correct.

 

Other items:

new gas tank

sealed new tank 

paint new tank

new fork seals

new swing arm bushings

paint swing arm

rebuild brake master cylinders

new clutch cable

new throttle cables

new tires

new brakes

Subsequent to the work being completed at Maximum Effort, the previous owner only rode the bike 900 miles. The current owner has ridden it less than 100 miles. It has spent the past 13 years on display in a climate-controlled garage. 

There is no knowing if the 6753 miles showing on the odometer is the actual mileage, but the condition of the bike, combined with the minimal miles ridden by the current and previous owner in the past 20 years would lend credibility to that number. 

There is a small amount of surface rust on center stand.

Recently recommissioned for the road, it has a new battery, new fluids, top end adjust and inspection. Carburation adjustments and tune. Bike has had complete nut and bolt, safety inspection and test ridden. 

Tires are 15-20 years old.  They are not dry rotted, but if the bike is going to be ridden, changing them would be a good idea. 

For at least the past 20 years, this SFC has been adult owned, never down, always maintained by marquee knowledgeable technicians. Makes big noise and runs flawlessly.

Being offered at $49,950 $42,500 in US Funds. Will assist on Worldwide Shipping.

Duncan asks $49,950 $42,500 and reminds readers – This bike is absolutely correct, adult owned, never down, never abused, maintained by the best techs, riders in the business. Makes big noise and runs flawlessly.  He can be reached via email – here –.

Early in the 1970’s the orange bikes sometimes captured multiple podium spots at championship events like Bol d’Or and Suzuka 8 Hours, but increasing competition from the east made it more of an occasion as the decade wore on.  Mostly made a handful at a time, production peaked at 222 in 1974, and total production is said to be 549.  As happens to race bikes, few survive to be restored, and just 100 of the federalized SFC’s were said to be imported in 1974.  But the SFC put Laverda in the exclusive company of a leading motorcycle manufacturer. 

-donn

Featured Listing:  1974 Laverda 750 SFC
Laverda February 14, 2021 posted by

Complements Orange – 1984 Laverda RGA 1000 Jota Special

With input from their U.K. importers, Laverda’s RGA hoped to excite some new fans and it was positioned just below the RGS super tourer.  This medium blue metallic seems to have been a Laverda color but perhaps not that year.

 

1984 Laverda RGA 1000 Jota Special for sale on eBay

Laverda began manufacturing motorcycles after WWII, and focused on air-cooled four-stroke engines.  The 981 cc triple was the big gorilla, with 97 hp courtesy of electronic ignition and 32mm Dell’Orto carbs.  Three big cylinders made plenty of torque and the 120-degree crank timing imparted more rumble than vibration to the rider.  The chassis was set up for stability, and the air-adjustable Marzocchi suspension was fairly traditional.  Light alloy 18-inch wheels and single puck Brembo brakes were typically high quality Euro componentry.  The RGA was available with an upper-only or 3/4 fairing made by Sprint in England.  A conventional fuel filler was fitted, eliminating the expense of the remote fuel door on the RGS.

Shown on RSBFS back in 2017, this Jota Special looks excellent and part of a large collection, shows the same 13,776 miles.  Many owners had the engine blueprinted with higher compression pistons and better cams, with the half-a-hot-V6 sound.  Comments from the eBay auction-

Super rare and beautiful bike, fairing by Sprint for Three Cross  Motorcycles, including engine upgrades. 13,770 original miles. Runs perfect with no issues. Sounds like a small Ferrari, no issues, these bikes originally were orange – this has had a color change. They were made with  the intent to capture some of the performance and looks of the original iconic Jotas.

Though still making interesting bikes, Laverda was marginalized by the new machines from Japan, and limped along with a couple of attempted re-starts before the Piaggio group closed the doors in 2004.  Rather sportier than the touring RGS, an RGA makes a quite European statement and no apologies.  Though the reserve hasn’t been met, many bids indicate that this rare and excellent Jota will tempt a fan that already has some orange paint in the garage.

-donn

Complements Orange – 1984 Laverda RGA 1000 Jota Special
Laverda January 22, 2021 posted by

A Winning Formula: 1979 Laverda Formula 500

Imagine you are a motorcycle manufacturer and need some publicity. What is the best way to make a splash? Racing is the traditional route to make some noise, but comes with the risk of being beaten (sometimes badly) by the very competition you wish to minimalize in the market. One make race series are a great way to drum up some business – regardless who wins, it will always be your bike. A few manufacturers have attempted this over the years, with the BMW Boxer Cup being the most recent on the big bore side, although the KTM RC390 series that ran with Moto America also applies. A lesser known (at least in the US) series existed in Europe, known as the Coppa Laverda (Laverda Cup).

1979 Laverda Formula 500 for sale on eBay

Formula 500 bikes were developed to drum up interest in Laverda’s smaller lineup of motorcycles – in this case the 350cc and 500cc models. These were air-cooled parallel twins that looked to capture a market outside of the big twins such as the 750 SFC and even bigger triples such as the 1000cc Jota & RGS. The bikes were marketed in the US as the Zeta platform. The race bike (track only, with no lights or other street legal accessories) was essentially a stripped down version of the 500cc street bike. Mild tuning netted about 53 ponies, and the whole shebang was wrapped in beautiful fiberglass bodywork. Laverda provided technical support to the racers, who were all privateers (no professionals allowed). And while the race series was a success in terms of participation and action, Laverda was purported to have lost money on every small bore bike sold.

From the seller:
Sold on Bill of sale. No title. Not for street. Mileage unknown, no odometer.

This is the motorcycle that was reviewed in Motorcycle Classics March/ April 2014.
I acquired it to race in AHRMA, but change of plans.

This bike was restored by the leading Laverda experts here in the U.S. and has not been ridden since it’s latest refresh 18 months ago. Besides the original exhaust that is installed, I have a custom made exhaust that will work with the Montjuic body kit (I do not have), or with the original body kit with a slight mod to the headers to fit under the original fairing.

New spare tires also included. No paperwork available as the collector I bought it from did not pass along any he had. I will pass the collector name to the buyer so he / she can try to get any available. Also the original restoration photo CD of the bike should be available from the expert who did it.

By modern standards these Formula 500 bikes are vestiges of the Stone Age. Air cooling, two four valves per cylinder, small-ish disk brakes and twin rear shocks – all very adequate but nothing that screams “cutting edge.” But the race bikes were successful and competent machines, and today they are quite rare (numbers are uncertain, but are likely in the low 200 range of total units).

I’ve been tracking this example for a bit as it makes its way through the usual relisting process. To be honest, I’m not really sure why the lack of interest by the market in general although the opening ask may scare off some bidders. This bike has gone through a relatively recent restoration, however it sounds like some recommissioning may be in order before running this bike in anger. Rear shocks look to have been replaced with more modern units, and the seller indicates some extra pieces are available. The bike looks clean, and the starting bid of $16,500 is market correct (even if the Buy It Now is rather high). This would make a fantastic collector, vintage racer, or track-day standout. Check out all of the details here, and Good Luck!!

MI

A Winning Formula: 1979 Laverda Formula 500
Laverda October 31, 2020 posted by

Bright Orange Breganze Beast: 1977 Laverda Jota for Sale

Just in time for Halloween comes this bright orange Italian beast. We usually tend to stick with bikes from the 80s, 90s, and 00s, but a classic Laverda Jota is just too cool not to post. Named for a Spanish dance in triple time as a reference to the bike’s three cylinders and the syncopated rhythm of its 180° crankshaft, the Jota was a specially-tuned version of the company’s less sexily-named 3CL and was the fastest bike of the era, with a ripping 140mph tested top speed.

It’s interesting to note that the Jota was not a factory bike. Slater Brothers Laverda in the UK saw the performance potential of the regular 3CL and upgraded the already pretty fast machine with high-compression pistons, higher-lift camshafts, and a freer-flowing exhaust to create what was basically a hot-rod version. The modifications resulted in 90hp, up from around 80hp and the bike had a dry weight of nearly 500lbs. Those are big numbers, but luckily the Jota had triple disc brakes to help overcome the force of both.

The early Jotas like this one were powerful, but a bit unruly: a 180° crankshaft meant the outside pistons rose and fell at the same time and led to much more vibration than you’d expect if your experience with triples is limited to the modern three-cylinder bikes from Triumph or Yamaha. Laverda later switched to a smoother-running version with a 120° crank, but those are generally considered far less desirable than the original, fire-breathing bikes.

From the original eBay listing: 1977 Laverda Jota for Sale

1977 Laverda Jota, 5136.

The bike’s history:

Recognizing the performance of these machines, Lance Weil imported a number of the “silver bullets” into SoCal for resale. Lance, inducted into the AMA Hall of Fame in 1971, was no stranger to performance motorcycles. He sold this machine, one of a batch of three, in Albuquerque where it remained until 2010. Its sister motorcycles, one higher numbered VIN, one lower, are part of the Laverda scene today.

I have a photo of the bike when it was about a week or so old alongside what I understand to be Lance Weil’s personal bike, and a letter from Slater confirming that this is a bona fide Jota. This genuine Jota was originally supplied by the Laverda factory to the Slater Bros concessionaire in England. In 1977, only Slater’s offered the Jota, as it was an in-house model. The Jota name was not used by the factory until a couple of years later, and you understand early Jotas like this one were fitted with the cams and high compression pistons of the 1974/5 endurance racers along with a nearly open free-flow exhaust system. Italian combustion chamber music at its very finest!  

On 21 August 1976 Motor Cycle magazine clocked a Jota at 140.04mph at the MIRA test track, noting it was “easily the highest recorded top speed for a road-going production motorcycle.” While the phrase “the Lamborghini of motorcycles” – especially in Lamborghini Arancia (orange) like this one – is appropriate, it is also quite fitting to see the Laverda Jota as the Brough Superior or Vincent Black Shadow of its time. 

Very extensive down-to-the-last-nut-&-bolt engine & frame rebuild by Scott Potter, at a mileage reading of 27,600.

The objective became: build something very special, changing/replacing/fixing whatever was needed, while preserving original parts wherever possible:- 

  • Full engine rebuild – everything including bottom end, pistons, honed bores, valve & seats, transmission, clutch etc.
  • Powder coated frame is Sonic Silver; a high metallic content silver very close to the Jota hue but with a bit more sparkle in the sun. Tank & side covers are Lamborghini Ishtar Arancio with clear coats
  • Some rechroming
  • Buchanan’s shouldered Excel rims (2.15 front & 2.50 rear) w/stainless spokes, using an SF2 front hub & and a Suzuki rear hub
  • Race Tech cartridge emulators; new shocks
  • New forged Jota-spec pistons along with one of Clem’s copper head gaskets & Axtell-spec camshafts
  • New kits for masters & cylinders along with new pistons, pads and hardware
  • Rebuilt gauges with new faces
  • DMC ignition
  • Keihin full stainless exhaust, headers & mufflers, weighs nothing and sounds truly magnificent, pure music
  • Custom made 3C-style solo seat retaining the tilting feature of the 3CL seat
  • Many other little details such as Kellermann’s stupid-expensive but beautiful halogen indicators – tiny but very bright.

The bike has been featured here:  https://www.bikeexif.com/laverda-jota

Bike of the Year 2011 on the Laverda Forum: https://www.laverdaforum.com/forum/index.php/topic,83684.msg186476.html#msg186476

Details of restoration: http://www.motolaverda.us/alex.htm

I have more photos and entirely too many receipts. Some of the photos show the bike with a left side gear change, rear-sets and clip-ons.

The seller references Lance Weil several times in his post and, for those not familiar, he was the preeminent Laverda tuning guru in the US for many years but was tragically killed in a shop accident in 2006. There are no takers so far at the $16,500 starting bid, which seems a very fair asking price for a bona fide Jota in what appears to be excellent condition.

-tad

Bright Orange Breganze Beast: 1977 Laverda Jota for Sale
Laverda January 23, 2020 posted by

Featured Listing: 1974 Laverda SFC for Sale

Update 6.18.2020: This bike is SOLD! Congratulations to buyer and seller! -dc

We don’t post a ton of “classic” sportbikes here, but some motorcycles transcend the era in which they were built: the bevel-drive Ducati 900SS, the Moto Guzzi V7 Sport, Norton Manx, Vincent Black Shadow, Kawasaki ELR, Honda CBX, and this bright orange Laverda SFC are iconic enough that they fit in just fine among machines decades newer. Quite literally a race bike with lights, the SFC or “Super Freni Competizione” was a high water mark for the marque, and always makes me sad they’re not currently in business. I think the world has room for a stylish, overbuilt motorcycle with great handling and Italian charisma. I picture something like a Triumph Thruxton R with Ducati SportClassic style…

At the heart of the machine was an air-cooled, 744cc two-valve, overhead-cam parallel twin supposedly patterned after Honda’s CB77 Superhawk and built to last, with five main bearings. The SFC shared the same engine with the more street-oriented SF1, although the SFC included the usual period upgrades to improve performance: larger valves, head work, different cams, balanced and polished internals, bigger carbs… The result was somewhere between 71hp and 81hp, depending on the year. They were all hand-built and dyno-tested and rolled out pretty much ready to compete in endurance racing events. Just remove the lights and add a numberplate.

Unlike other Italian manufacturers of the period, Laverda’s goal was to use the very best parts in their motorcycles, regardless of origin. So while the suspension and frame were by Verlicchi and Ceriani or Marzocchi, respectively, they used Nippon-Denso electrics, and Bosch ignition components. It’s significant that Laverda named their bike after its braking ability: Super Freni Competizione basically means “super competition brakes” and the early machines featured a massive magnesium brake drum out front with a similar unit out back.

Later machines moved to twin discs out front, with a matching disc in the rear, but the result was the same and Laverdas stopped as well as they went. In 1974, the frame was updated to lower the center of gravity and reduce weight, and to improve handling with revised suspension geometry. Fewer than 600 SFCs were ever made, making this one of the rarest examples of an already exclusive marque.

From the original eBay listing: 1974 Laverda SFC for Sale

At only approx 541 units produced, the Laverda SFC is one of the best bikes for the buck you can collect and ride! this is a street legal factory race bike that pumps out approx. 70HP, it’s fun, fast and vicious– to me the SFC is the pinnacle of 70’s Italian sport bikes, it hits all the marks and its built like a tank. This is the closest bike in feel to a Lamborghini Miura.

At this point I can say with some authority, that I have owned, bought and sold more SFC Laverda’s then just about anyone in the US, if you look in previous sales, this bike is just 12 bikes later than the last SFC that came through the shop.

Every SFC is slightly unique, every bike has a story. This particular example has been in private ownership for the last 10 years, the current owner had the noted Laverda craftsman Scott Potter do a complete frame up rebuild with the intention to ride her on the beautiful California coastal roads. At this point a new Steel tank was acquired and paint matched to the rest of the bodywork, new parts were used as needed and the rear shocks were upgraded.

As the bike had been sitting, I decided to give her a once over and clean and replace the jets, set the points. After putting in some fresh fuel, this BEAST roared back to life. The time and money spent on the rebuild was obvious as the quick pull of the throttle felt the parallel twin whip the bike back and forth, the feel of the SFC is unmistakable. BUY, RIDE, COLLECT.

WORLDWIDE SHIPPING IS AVAILABLE

Feel free to call me 929-264-7212 or email via my website – motoborgotaro.com

1974 LAVERDA SFC DETAILS –

  • Frame #17160
  • Engine #17160
  • Dell’Orto PHB 36mm carburetors
  • Borrani aluminum wheel rims
  • Steel tank
  • Ceriani suspension * rear is Marzocchi
  • Electron rear hub and sprocket carrier
  • High quality aluminum replica gas tank
  • Nippon Denso instruments
  • Smaller European taillight

Original parts included * Original fiberglass tank and original pipes

If you’re not familiar with Moto Borgotaro, they’re a restoration shop over in Brooklyn, New York and have had a number of very nice Laverdas pass through their hands. This example looks basically perfect, with just 4,304 miles on it, and the seller is asking $58,000.

-tad

Featured Listing: 1974 Laverda SFC for Sale
Laverda November 23, 2019 posted by

Featured Listing: 1980 Laverda Jota for Sale

Update 2.4.2020: This bike has SOLD at Bonhams Las Vegas for $18,400! Congratulations to all parties! -dc

Update 12.23.2019: Joe’s bikes have been newly photographed by Bonhams in preparation for their upcoming auction at Bonhams 2020 Las Vegas Auction, and the photos are now in this listing and gallery. 

The auction is scheduled to take place on Thursday, January 23rd 2020 at Caesar’s Entertainment Studios, beginning at 12 noon. For information about the bikes and the auction itself, please visit – https://www.bonhams.com/auctions/25835/ You can also contact Michael Caimano directly at 929-666-2243 or Michael.Caimano@Bonhams.com

Check out all Joe’s bikes that are being offered at Bonhams. Good luck to bidders and seller! -dc

When it rains, it pours, and the past couple weeks have seen us feature several different Laverdas. Bikes this old are usually a bit too “classic” to feature regularly on the site, but certain models are just too important not to include at RSBFS, and the hairy-chested Lavereda Jota like today’s featured listing is one of them. As a followup to their successful parallel-twin models, Laverda introduced a three-cylinder in 1973 after teasing prototypes for several years. It wasn’t just a twin with an extra cylinder grafted on, it was an almost entirely new design, with a twin overhead-cam head.

The earliest three-cylinder bikes used a large drum brake at the front, but that was soon updated to a twin-disc setup, although a drum was retained at the rear for a bit longer. Although it wasn’t tuned as aggressively as it could have been, the new, unimaginatively-named “3C” was one of the best-performing bikes available, with a 133mph tested top speed. But stock performance, however impressive, is never enough for some people, and UK Laverda importers Slater Laverda saw plenty of untapped potential and decided to build a bit of a hot rod.

Slater fitted factory racing cams and high-compression pistons, an updated exhaust, and SFC yokes for different front-end geometry. The resulting bike impressed Laverda’s management, and limited production began in 1976. Power for the 981cc engine was up to 90hp and the bike could clear 140mph, making it the fastest production motorcycle at the time. After success racing the bike in the UK, Laverda expanded distribution, and eventually the bike found its way to the US, although bikes originally intended for us were of lower-spec than the UK machines.

The Jota, named for a Spanish dance, is often characterized as a “man’s bike” but could more accurately be described as “a bike for tall people with strong hands.” The triples weigh in at nearly 500lbs dry, with a very tall seat 32″ high, no side stand fitted as standard, and a brutally stiff clutch-pull. Like all Laverdas of the period, they’re solid and overbuilt with power and handling to spare, but a Jota takes work to ride quickly. Or slowly.

Slight clarification of the seller’s information below: all of the early Laverda three-cylinder models, including the 3C and the original Jota used a 180° crank that basically fired “like a four with a miss.” The Jota was basically a hotted-up version of the regular production triple and used the same crank as the 3C. The “two up, one down” crank was great for power and made a pretty distinctive noise, but vibrated a bit more than than was considered acceptable. Later triples switched to a 120° crank after 1981 for increased smoothness, but purists feel like only the 180° bikes are the only “real” Jotas. Personally, I think the 120° bikes sound pretty cool too, but the 180° bikes are definitely more desirable to collectors.

From the Seller: 1980 Laverda Jota for Sale

You should know that I am a serious collector, with a large motorcycle collection. I decided to sell some of the most valuable motorcycles in the collection. These motorcycles represent some of the most iconic motorcycles of the 1970s, 1980s, and 1990s. Those motorcycles are now being offered up for sale one by one. These motorcycles were targeted by me for my collection many years ago when the best of the best were available and that is what I purchased. 

In general, I do believe super rare Italian motorcycle of the 1970s and 1980s are the future Ferrari of motorcycle collecting. We all know what has happened to Ferrari. 

When you decide, as I did, that the rare, large Italian Sports bikes of the 1970s are a great place to be for collecting. You will for sure want to have a Laverda Jota in your collection. 

Make sure that your Jota is a real Jota with 180 degree firing order, which distinguishes the Jota from other Laverda models. Again, the 180 degree firing order means that the 3-cyclindar engine fires off when two of the cylinders are up and then 180 degrees later when one cylinder is up, it again fires. In other words, the Jota fires two times per 360 degrees and not three times per 360 degree rotation, like the lesser Laverda models. This is what gives the motor its unique power and especially its unbelievable thundering exhaust note. These are big, heavy, and handsome bikes. This one was restored by a Laverda guru a little over 10 years ago and was put in our collection shortly thereafter. If you are talking about these Italian bikes that are designed to look like they have big muscles the Jota certainly exemplifies that. Of course, any of the rare Italian 1970s and 1980s iconic bikes are always great garage art and most often wonderful bikes to ride. The Jota is a man’s bike and not meant for the faint of heart unless you are going to just put it in your living room to look at it.  

There is plenty of information on the Internet about the Jota. There is a very large international club for them. This Jota was restored to perfection and is still in wonderful cosmetic condition and riding form. 

This is certainly a bike for serious collectors and for those that don’t know all the details, the internet is just loaded with information. I can only suggest that you scrutinize the pictures and decide for yourself if this is another rare Italian collector bike that will eventually become as iconic as the Ferrari automobile. I spent a decade looking for the best one and this is the best one I have ever seen.

The real Jotas seldom become available and you should always get the best. When they are available, they are almost never in highly restored condition.  All my bikes are kept on trickle chargers ready to take a day’s ride at a moment’s notice. The Jota is one of those.  

I would suggest that you check out the other rare cycles that I am offering for sale by clicking on “other items for sale” in the upper right corner to see the other bikes being offered from my collection.  

Thanks for looking at one of the best!

The seller clearly knows bikes, and the collectability of the Jota is undeniable. The only Laverda model more valuable is the earlier SFC, and the Jota is a bit more civilized, although that probably isn’t saying much. Many Jotas came with a half-fairing, but I much prefer my big, burly bruisers to be naked! Wait, that came out wrong… Anyway, the additional wind-blast will be perfect for bulking up your neck muscles to match your newly-muscled hands: I’ve got a couple friends with Laverda triples and the effort required to pull that clutch still blows my mind.

-tad

Featured Listing: 1980 Laverda Jota for Sale