In September 1975, Laverda présents to the public a prototype of a 500 twin. In 1977, the factory produced this new motorbike which is then equipped with a twin of 497 cc, its bodywork looking like the 750 Laverda (SF3). However, the engine was definitely modern at that time to fight the Japanese bikes: 4 valves per cylinder, double over head cams, 180° timing, electronic ignition, 6 speed gearbox, ...

A paradox came out of this modernity: This 500 Laverda was often better than the Japanese 500cc of that time but it lost a big part of the Laverda identity, loosing the image and the feeling of brutal motorbikes, what made the 750 and 1000 Laverda success.. This fact, added to a high price (higher than Japanese bikes), limited the success of the 500 Laverda, although it was a very good and powerful motorbike.

It is then interesting to notice that the aim of Laverda, by conceiving a better bike that the Japanese of the time thanks to modern technology, came against itself by loosing the identity of the marque...

However, the 500 Laverda went on and some improvements were done: In 1978, a balance shaft was fitted to the engine to reduce the vibrations. This system was simple and reliable, stopping the 180° timing vibrations, without complex systems like those of the 500 Yamaha for instance.

At the same time, the factory produced a 350cc, identical to the 500, because of the taxes which affected the big cubic capacity engines in Italy (35% instead of 18% for the smaller bikes).

If the 500 was a great, light and good perforamance bike, the weight was excessive for the 350.

The factory found another way to act against the big taxes in Italy for 500cc motorbikes: it produced a racing bike, entirely based on the 500 road bike, called the Formula.

This motorbike was different thanks to high compression pistons, special camshafts, free-flow exhausts, and a fiberglass bodywork painted in orange. The power was of 52 hp for a weight of 154 kg.

Together with the bike was supplied a box containing all the parts to convert it to a road version, and even the registration papers.

The Formula was very performing and the factory decided to create a Laverda 500 Formula Cup. This trophy came in 1978, 1979, 1980 and 1981 in Italy and also in 1979 in Germany.
It is interesting to notice that the famous 750 and 1000 pilot Augusto Brettoni ran a 500 Formula during the Trophy: He finished 2nd in 1979 and 1980, 6th in 1981...

A full fairing 500 equipped with the Formula engine, sporting look, with a special seat and tank was produced also, especially for the UK and US market, it was the Montjuic.

In Germany also, the importer proposed a 500 SFC, infact a 500 equipped with a 750 SFC seat and a bikini fairing, still 750 SFC type.

When the factory ended the 500 adventure, some private guys tried to maintain the very good 500 Laverda to the top, and even improving them, above all for a racing purpose.

In 1982, Laverda entered a 500, rebored to 600 in the TT2 championship. The bike won the championship in Italy.

Moto-Witt in Germany produced some 600 SFC (without help from the factory) and some private pilots continued to promote the 500 Laverda, like this wonderful 500 Laverda, re-bored to 600cc.

* Parts for 350 et 500?

Three main adresses:

- - Wolfgang Haerter (Canada): laverda@lightspeed.ca, large stock of 500 parts, excellent service.

- Montydons (UK): http://www.montydons-laverda.co.uk/, 500 specialist, workshop and parts.

- Orange cycle Team (Germany): Tel: 02251-970752, Fax: 02251-970753, octeam@gmx.de, workshop and parts, ask for Roger.

* Technical 350 et 500:

500:

- Réglage 500 (1): -Cliquez ici-

- Réglage 500 (2): -Cliquez ici-

- Plan carburateur: -Cliquez ici-

- Réglage flotteur carb.: -Cliquez ici-

350:

- Réglage 350 (1): -Cliquez ici-

- Réglage 350 (2): -Cliquez ici-

- Plan carburateur: -Cliquez ici-

- Réglage flotteur carb.: -Cliquez ici-