The 750 Laverda is a great, reliable bike, which revolutionized the world of the vertical twins.
Like the british bikes of this period, Laverda maintained the 360° crankshaft timing but produced a much more modern engine, with overhead cams, good and reliable charging and ignition systems, starter and modern crankcases without any oil leaks...
Every part is oversized, resulting in a very reliable bike, able to run the most famous endurance races of the time.

One can still see old 750s Laverda nowadays with impressive mileages without necessarily got a lot of engine restorations. It is a faithful bike (my friend David Fickling have called his GT "Old Faithful" because, as he says "it always gets you where you want to go, and never disappoints") which has only a few minor points to keep an eye on. The left crankshaft ball bearing, often problematical on the earliest series, is not necessarily a worry though it is a good way to change it for a roller bearing during a restoration.

I know several 750 Laverdas that are still on the road with these old ball bearings.

There were some worn camshafts too but this concerned a few machines (no doubt that using silicone gasket paste in excess and at the wrong place caused some of these problems...).

There were also some cracked frames, behind the engine (near of the swinging arm pivot point) except on SFCs (SFCs frames were reinforced in this area), but this is often due to uncorrectly tightened engine bolts on frame anchor clips.

The front drum brake, however, good in itself, needs modern replacement shoes to get it at best.

The 750 Laverda was available in different models: The GT with its predisposition to long road trips, the sportster S, the SF produced with the S engine (small valves, small carbs and high compression ratio) then (since 1973) with a new engine (big valves and carbs, reduced compression ratio, lightweight crankshaft), derived of the SFC engine (SF1). With this last model, the double front disc brakes appeared in 1974 (SF2), and later (1976) a bodywork looking like the 1000 3CL (SF3).

At least, I have to mention the "American Eagle" especially conceived for the US market since the very first years of production (1968) and the 750 GTL (spoke wheels, frames stamped "SF3", GT type engine) produced for the Police of Koweït until 1978, the last serial numbers of the 750 Laverda being up to 19700.

In my opinion, the old GT or S engines give the same pleasure as the SF2s on the road but the SF2 (or SF3) engines are able to give more output power with a minimum of effort, fitting SFC parts like 5C or 6C camshafts for instance.