This 1972 SF (here pictured at Breganze) was my usual mean of transport, everyday to my work place, week-ends and holidays, meetings and rallies... Trips to Breganze, Venezia, Spain, Switzerland...

This is a "SF0" model, means that it was produced between the very first SF (with "S" type tank, Smiths clocks, small valves and small carbs, and first generation Laverda drum brakes) and the "SF1". This means that it still got the "old" engine model (S series), Bosch headlight and first generation drum brakes, however it had already the new tank and the ND clocks.

When I found it somewhere in the French Alps, I was already aware that it had been intensively used in the past although I hadn't a lot of infos about it.

It was only some years later that I incidentally met the first owner who, fortunately, had yet at home a note book on which he used to mention all the work and maintenance done on the bike. It became obvious that the bike had 185 000 km (115 000 miles) on the clocks when I bought it! It got only three piston sets and several bearings changes, and apart the usual maintenance, that was all! Surprisingly, it had yet the LHS crankshaft ball bearing instead of the more reliable roller one!

However, it appeared that the bike had crashed during its first years and the frame had been changed for a later model.
I did about 40 000 km on this bike, enjoying its impressive reliability and character.

As for the main repairs, I had to rebuild the crankshaft which had not less than 200 000 km at that time and which became to be quite noisy! Excellent starting, never failed on the road, it was a very reliable and nice bike that I still regret.

I have ever prefered the wild look and the symbolic of the early SFCs, compared to the later disc brakes models. This SFC is one of the 20 first produced (5000 serie), when these bikes were sold only for racing and not to the public (May 1971).

It had been modified during its life (8000 serie tank and seat, SF crankcases) but it had been rebuilt with the correct specs: 2/C cams, 9,65/1 pistons, 36mm Amal carbs, "flat" megaphones, "5000" series original frame...

The SFC registry was very helpful to check that the bike was originally a real SFC.

It is quite impossible to use this racing bike on open road: No papers (never sold to public, racing use only), no registration, very LOUD exhausts, no speedometer...

Then, I use it only on tracks (Coupes Moto-Légende in France), at the International Rally at Breganze (50th anniversary of Laverda) and some others shows.

There is no power peak through the range but the engine was strong, blasts on long straight roads was a real pleasure.

I had a lot of pleasure to ride or simply contemplate it but I had to deplore some covetousness and bad intents which I think are rather common about rares or prestigious bikes. Quite tiring and worrying!

Main mechanical problems: Worn LHS camshaft (probably bad quality as it was a remanufactured part), rear wheel bearings, Amal carbs difficult to set-up.
Spark plugs, tyres...: Spark plugs: NGK B10EGV, Engine oil: Motul 3100 15W50, Tyres: Dunlop TT100 (for the original look!)
Modifications: Reduction of the rev counter sprocket lube feed (to improve the lubrication of the camshaft itself), fitting of a charging light.

1000 3CL 1977:

My real Laverda dream was ever to own a 1000 180°...But I liked my 750s so much and I heard so many bad things about the triple reliability (above all from the twin's afficionados...) that I had a long hesitation before looking for such a bike... I heard about an unreliable bike, which handles so badly... I have finally found a very good bike, as reliable as the twins (no failure at all except the ignition which had to be changed) and which handles certainly better than the twins I owned... I must say without hesitation that I liked my 750s (and I would like to own one yet again!) however I definitely prefer the 1000 180°. On the other hand, it's true to say that city traffic is not its cup of tea, the engine having a tendency to overheat. The Bosch ignition system is to be changed absolutely, it's the real weak point of this motorbike. It is unreliable, gives a brutal engine and avoid to get all the pleasure of this beautiful engine. This ignition kept this fantastic engine well hidden for more than 30 years! A modern ignition system is required, it improves everything, I have opted for the IIS system, well done, powerful and perfectly reliable.

Main mechanical problem: Bosch ignition failure.
Maintenance : Primary and timing chains replacement, primary chain tensioner, clutch drum rubbers, wheels bearings and rear sprocket bearings in prevention.
Spark plugs, tyres,...: Spark plugs: NGK B8ES, tyres: Dunlop Arromax II then Bridgestone BT45V, engine oil: Castrol Grand Prix 15W50, fork oil: 10W
Modifications: Progressive Suspension rear shocks, stainless steel Jota exhausts, K/N air filters, IIS ignition, 250W ND alternator.

1000 SFC 1988:

My last acquisition! This bike made me dreaming for many years... Not easy to find and quite expensive but I had to get it! This is a 1988 1000 SFC. Its 120° engine is more docile and stable than the 180°, faster too, while the 180 seems to be more impressive, but it is so difficult to compare... In fact, in spite of similar basis, these engines are really different. Very good equipement concerning the frame and chassis: 42mm M1R fork, Brembo racing brakes, strong aluminium swinging arm...

LAVERDA MINISCOOTER 60cc 1963

	Here is the very rare Laverda Miniscooter 60cc 4 strokes produced by the old factory at Breganze downtown since 1960. Found in Italy, complete but in average state, I restored it entirely. The reference of the paint has been found thanks to a chip taken under the chassis, still not faded by the sunlight. The rubber pads and the stickers are replicas. The engine was in good state, I've just done a whole check, changed the electrical wiring, all the cables and I did a valve grinding. It idles perfectly and it delivers only very few mechanical noises. It is also very economical, the fuel consumption is only 1 liter per 100 km! This is a real 4 strokes engine, with a camshaft, valves, oil sump and a dipstick! Click here to see some pictures of the restoration process.
LAVERDA 750 1969
	One of the very early 750s. In very bad state when I got it, not only because the lack of maintenance but also due to some stupid work into the engine in the past. I had to rebuild everything. This is however one of the most beautiful of all...
And also ... LAVERDA 1200 1978 racing, another 1000 3CL de 1976 in boxes...