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1969. The 1,000 cc (61 cu in) prototype was essentially a 750 twin with an additional cylinder. After extensive testing, modifications, and mechanical engineering, the company finally unveiled the new liter-class, three-cylinder bike in competition at the
Zeltweg race in Austria. The bike that went into production shortly later in 1972 was recognisable as a motorcycle of the modern era, but it was still configured in a conservative layout, sharing some of the features of the earlier SF/SFC models, such as the high-quality alloy castings and distinctive styling. The 981 cc triple provided more power than the outgoing twins, with not much more weight. The 1973–1981
530:. A 350 cc version of the Alpino was also available from November 1977 – primarily designed for the home Italian market where a high tax was payable for machines over 350 cc. This was followed by the improved Alpino S and Formula 500 racer in 1978, to support a single model race series. Its import into the UK led Roger Slater to develop the Montjuic in 1979 which was a road legal F500 with lights, sidestand & instruments. It evolved into the mk2 in 1981. EEC noise restrictions saw its demise by 1983. Tellingly, Massimo Laverda said that each Alpino sold lost the factory money.
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650 cc parallel-twin derived from the old Alpino, upped to 668 cc and clothed in contemporary superbike livery. These bikes were outfitted with Weber-Marelli electronic fuel injection, Brembo Gold Line brakes, fully adjustable Paioli suspension (White Power on some models), hollow spoke
Marchesini wheels and a modern beam or trellis frame. Within a year and a half, a larger, water cooled 750 appeared with a new engine in an aluminum beam chassis developed by frame specialist Nico Bakker.
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product line by introducing the RGS sports tourer in 1983, with features such unbreakable
Bayflex plastic mouldings; fuel filler in the fairing; integrated but removable luggage (Executive version), and adjustable footpeg position. In 1985, came the SFC 1000 sports model – a badge engineered attempt based on the RGS to reprise the hallowed SFC name.
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In 1977, Laverda unveiled a V6 at the Milan Show, and went on to enter it in the 24-hour Bol d'Or race held at the Paul Ricard circuit in France. While notching an impressive straight-away speed of 175.46 mph (282.38 km/h) during a practice run, its performance in the race was hindered by a
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The little bike showed promise, and so on
October 13, 1949, the statutes of Moto Laverda were officially submitted to the Chamber of Commerce of Vicenza. Over the next several years, Laverda became well known for building small capacity machines of high quality, durability and relative innovation for
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S.p.A. (another
Italian motorcycle manufacturer based in the same region) in 2000, restructured and incorporated into the Aprilia Group. Several projects that had been in development and the existing two motorcycles in production, were cancelled. Aprilia founded a new Laverda division business unit
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Flirtations with a highly complex aluminum framed, 350 cc three-cylinder two-stroke and the unsuccessful V6 endurance racer consumed resources that the small factory could not afford. Combined with this, the motorcycle industry in general was in trouble as sales dropped. In these conditions,
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By the 1980s, the
European motorcycle industry as a whole was reeling from Japanese competition, causing many companies like NVT (the amalgamated surviving British companies Norton, Triumph, and BSA), Moto-Guzzi, and many others to struggle or disappear completely. Laverda attempted to update their
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in 1952. In this race which covered a distance of 1410 km they took the first five places. The winner was Nino
Castellani, L. Marchi came second and F. Diolio came third. In total they had 16 bikes amongst the first 20 of the classification. Laverda motorcycles thus became a firm favorite among
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Underneath the new skin were engines and technologies that were ten years out of date and overpriced when compared to the lighter, faster, cheaper and more advanced
Japanese bikes. As an example, in 1983 the Montjuic mk2 cost the same as the four-cylinder, 100 bhp (75 kW) Kawasaki Z1000J.
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By the late 1960s, Francesco and brothers began sketching out a new breed of large motorcycles that would be built around an all new 650 cc parallel twin engine. The brand was now sufficiently strong and well known, and
Francesco's son Massimo had just returned from the USA where it was clear that
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By the late 1960s, Laverda was facing increasing competition from the
Japanese. While launching their new 750 cc (46 cu in) model range in 1968, the company turned its attention to a new three-cylinder powerplant, which was first shown as a prototype at the Milan and Geneva shows in
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suspension, Mondial pistons, to Bosch electrical parts and (revolutionary at the time!) Japanese Nippon-Denso starter, thus eliminating the one problem plaguing nearly all contemporary British and Italian motorcycles at the time: their electrical unreliability. The 650 cc offered superior comfort
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Over the next two decades, Laverda would go on to produce new models of ever increasing capacity and capability, in different sectors of the market. Off-road, trial and motocross machines were developed in conjunction with other manufacturers like ZĂĽndapp, BMW and Husqvarna, and were successfully
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main bearings (four crankcase bearings and a needle-roller outrigger bearing in the primary chaincase cover), a duplex cam chain, and a starter motor easily twice as powerful as needed. Of course, this made the engine and subsequently the entire bike heavier than other bikes of the same vintage,
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The true birth of Laverda as a serious big bike brand occurred with the introduction of 750 cc; its appearance halted sales of the recently introduced 650. Many of the first bikes were produced for the American market under the brand "American Eagle", which were imported to the US from 1968 until
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at Le Mans. This it did, often placed first, second and third in the same race, and dominating the international endurance race circuit in 1971. Distinguished by its characteristic orange paint which would become the company's race department colour, its smooth aerodynamic fairing and upswept
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until 1970. The 750 was identical to the 650 except for the lower compression and carburettor rejetting. In 1969 the "750 S" and the "750 GT" were born, both equipped with an engine which would truly start the Laverda fame. Both engine and frame were reworked: power was increased to 60 bhp
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In November 1966 Laverda exhibited the result of its thinking with the 650 prototype at Earls Court in London. While not an extreme sport bike in any sense, it exhibited all the virtues that Laverda had become synonymous with. At the same time its appearance disrupted the concept of a big bore
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worked with the factory to develop a high-performance version of the bike, the Jota. Laverda three-cylinder engines up to 1982 featured a 180-degree crankshaft arrangement, in which the center piston is at the top of its stroke when the two outer pistons are at the bottom. This purposefully
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Assisted by Luciano Zen, and after hours of running the normal agricultural business, Francesco had started in 1947 to design a small motorcycle. Word has it, that some engine parts were cast in Francesco's kitchen, confirming that at least initially, the project was not regarded as a serious
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In 1993, millionaire Francesco Tognon bought everything, thus saving the company and setting up what looked like the first serious attempt in a decade to relaunch the brand. Over the next five years, they launched a small selection of new sports models based on a thorough redo of the DOHC
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and stability with its handling at least equivalent to the competition. Of course, it also carried a high price. It is difficult to quantify production quantities since frame numbering was shared with the 750 launched in May 1968 - as few as 52 or up to 200 Laverda 650 cc were produced.
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based on the 3C made a big impression in 1976 producing 90 hp (67 kW) and reaching speeds of 146 mph (235 km/h), thanks to the factory racing parts fitted into the road engine directly at the factory, it was the fastest production motorcycle to date. British importer
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sales were dominated by large capacity British and American hardware suited for long distance traveling. Above all this, was a desire to produce a prestigious and powerful machine that could conceivably take on the best and finest from Moto-Guzzi, BMW and the rapidly emerging Japanese.
336:. After this first appearance, Luciano Zen and Massimo Laverda retreated until April 1968, working hard in order to prepare the bike for production. By now they had developed a 750 cc version too. They were confident enough to enter four examples in the prestigious
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Almost exactly three quarters of a century later, with a spirit of enterprise and feeling the need to improve the situation of an economically underdeveloped region which had suffered badly from two world wars, in October 1949, Pietro's grandson Francesco founded
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business proposition. What most likely started as an evening pastime garage project of two technical enthusiasts was to become one of the most successful motorcycles in history. A simple four stroke 75 cc bike with girder forks and a fully enclosed drive chain.
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raced. But the real development came in street models, which began to earn a good reputation as classy, low maintenance and quiet motorcycles. From that first 75 cc single, they eventually went on to produce different bikes ranging from scooters, the
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Initiatives to save Laverda, included a Japanese investment company who wanted to sell apparel and other merchandise under the name; to a local government initiative which tried to run the factory as a co-operative; but each of these failed.
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TS Mirage was one of the largest displacements ever to be fitted on a machine from Laverda. The1,115 cc (68.0 cu in) produced 73 hp (54 kW) and 40 lbâ‹…ft (54 Nâ‹…m) and a weight of 545 lb (247 kg).
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exhaust, the SFC was Laverda's flagship product and best advertisement, flaunting pedigree and the message of durability, quality, and exclusivity. The SFC "Series 15,000" was featured in the Guggenheim Museum in New York's 1999 exhibit
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fame. Piaggio elected to close all activities related to the Laverda brand, and has publicly stated that they would be willing to sell the rights to the brand if an investor should appear. Today, the brand is no longer in use.
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At successive international motorcycle shows, Laverda displayed mockups of new models they were planning to build, including an all new, 900 cc liquid-cooled three-cylinder engine; The 750 roadster variants
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bulky build and it did not finish the race. Laverda planned on re-entering the V6 in the 1979 race but rule changes limited Endurance racers to four cylinders and the V6 project was officially ended.
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340:. Two 650 and two 750 machines provided Laverda with victory for the 650 in her class, with three bikes finishing in the first 6 and all in the top 10! Two weeks after this victory the first
385:. 3 bikes were entered by the factory at the 1969 Dutch 24-hour endurance race in Oss, the 750S was clearly the fastest bike until piston failure left just one machine to finish fourth.
302:, Navarra, Ardito, Capriolo and Ceccato. Inspired by these results, and after once again improving their bikes, Laverda entered 20 bikes the following year in the 15th running of the
639:. While stunning in many aspects, in particular the attention to component and mechanical detailing, it did not generate enough positive interest to merit further development.
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Then somewhere in the mid eighties an enduro frame was built with 500 cc engine, which was followed by the Atlas series with 570 cc engine and improved oil cooling.
229:. Piaggio has elected to quietly close all activities related to the Laverda brand and has publicly stated that they would be willing to sell the rights to the brand if an
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out-of-phase design gave the 1,000 cc Laverdas a distinctive character. The engine evolved into a smoother, rubber mounted 120 degree configuration in 1982.
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should appear. As of 2015, Laverda.com no longer redirects to Aprilia's website. As of 2021, laverda.com shows the history of the company between 1873 and 2004.
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The roots of the Laverda Motorcycle company go back to 1873, when Pietro Laverda (1845–1930) decided to start an agricultural engines enterprise –
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the time. To prove this, right from the beginning they modified their bikes in order to race them in distance and endurance events like the
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left the factory. The bikes carried the finest components available at the time, from British Smiths instruments, Pankl con-rods,
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model that made 85 hp (63 kW) @ 7,250rpm and reaching speeds of more than 130 mph (210 km/h).
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The SF evolved to include disc brakes and cast alloy wheels. Developed from the 750S road bike was the 750 SFC (
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Laverda launched a smaller 500 cc twin cylinder eight-valve entry-level machine named the
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972:"Laverda Twin & Triple Repair & Tune-up Guide", Tim Parker, Ampersand Press,
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218:. The motorcycles in their day gained a reputation for being robust and innovative.
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995:"Legendary Laverda 1949-1989", Jean-Louis Olive and Stephen Battisson, ETAI,
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In 2003, Laverda presented a new SFC prototype, based on a heavily revised
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992:"SFC 750", Tim Isles & Marnix van der Schalk, privately published
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scooters and quads and selling them under the Laverda brand name.
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982:"Laverda", Raymond Ainscoe with Tim Parker, Osprey Publishing,
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racing clubmen due to their record for reliable performance.
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Moto Laverda S.A.S. – Dottore Francesco Laverda e fratelli
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Moto Laverda S.A.S. – Dottore Francesco Laverda e fratelli
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Vehicle manufacturing companies disestablished in 2006
756:"Rare Italian and Japanese motorcycles up for auction"
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trail/enduro, which aimed to take on the likes of the
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On the race tracks too, the Japanese bikes dominated.
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1969 by Jack McCormack, and were used by stunt rider
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Vehicle manufacturing companies established in 1949
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526:in the USA). It came with a six-speed gearbox and
214:) was an Italian manufacturer of high performance
619:, the Laverda motorcycle brand was purchased by
16:1873–2004 motorcycle brand manufacturer in Italy
435:as one of the most iconic bikes of the 1970s.
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624:which shortly after began importing low cost
388:Just like the agricultural machinery made by
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642:In 2004, the Aprilia Group was acquired by
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934:Backus, Richard (November–December 2010).
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1924:Defunct motorcycle manufacturers of Italy
725:Backus, Richard (January–February 2009).
83:Learn how and when to remove this message
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762:. Immediate Media Company. 9 August 2011
607:. The venture failed after five years.
286:. In 1951 upon their first entry in the
46:This article includes a list of general
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550:the Laverda family bowed out by 1985.
1949:Italian companies established in 1949
7:
646:, the giant scooter manufacturer of
469:LAVERDA JOTA 1000cc. ITALY 1976-1982
19:For the farm machinery company, see
909:Tooth, Phillip (March–April 2007).
832:Smith, Robert (July–August 2009).
806:Smith, Robert (July–August 2007).
781:Smith, Robert (July–August 2007).
522:due to trademark infringement and
221:The Laverda brand was absorbed by
52:it lacks sufficient corresponding
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701:List of motorcycle manufacturers
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250:– in the small rural village of
225:when, in 2004, Piaggio absorbed
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1954:2006 disestablishments in Italy
315:commuter and eventually to the
26:For the Italian sprinter, see
1:
486:The three cylinder 1978–1979
808:"The Laverda 1000 3C Triple"
615:Along with historical rival
706:List of Laverda Motorcycles
125:; 75 years ago
1977:
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1934:Companies based in Veneto
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696:List of Italian companies
566:1998 Laverda Ghost Strike
518:in 1977 (quickly renamed
432:The Art of the Motorcycle
100:
888:"LAVERDA 1200 TS Mirage"
783:"Laverda 1000 3C Triple"
414:super freni competizione
342:650 cc production models
284:Cavalcata delle Dolomiti
1387:Brand & subsidiares
1025:Laverda Museum for Sale
936:"1983 Laverda RGS 1000"
834:"The Laverda Jota 1000"
574:1997 Laverda 750 Strike
258:(North-East of Italy).
67:more precise citations.
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460:Laverda 1000 3C Triple
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1871:Maserati (motorcycle)
1020:at Wikimedia Commons
637:EICMA motorcycle show
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554:Takeovers and rebirth
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381:(45 kW) for the
371:Laverda 750 SF (1972)
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190:Piaggio & Co. SpA
1567:Di Blasi Industriale
868:, UK: Slater Laverda
691:Laverda (harvesters)
537:Beginning of the end
332:parallel twin being
21:Laverda (harvesters)
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940:Motorcycle Classics
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1512:Major and notable
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911:"1977 Laverda V6"
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712:References
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296:Moto Guzzi
114:Subsidiary
48:references
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292:Ducati
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50:, but
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1363:PK500
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1124:NRG
353:750
254:in
134:in
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