LAVERDA 750 SFC 1974

Now on Bring a Trailer

I came to Laverdas quite late. Although I remember seeing 1000 and 1200 triples at Eric Wood Motorcycles in Christchurch in 1976 and 1977 these were extremely expensive. The legendary 750 SFC was already finished at that stage and it wasn’t until 1985 that eventually saw an SFC in the flesh. And it wasn’t just one.

In March 1985 seven Laverda 750 SFCs were auctioned at a Honda dealership in Melbourne, Australia. They all achieved surprisingly high prices so again the 750 SFC was out of my reach. But all good things come to those who wait and as I had plans for a book on Laverda Twins and Triples I needed to experience one. Around 2000 I spotted one of the seven auction SFCs for sale on eBay. It was being sold due to a divorce and eventually the deal was done. The bike became pivotal for my Laverda book, and also appeared on the cover. As it is such a perfect example it also appeared in many motorcycle publications over the years.

Always conceived as an endurance racer, the 750 SFC (Super Freni Competizione, or super brakes competition) was built to last. It was the success of the SFC in endurance racing from 1971 until 1973 that did much to create the Laverda reputation for robustness and exceptional all-round performance. The bright orange color scheme of the factory racers would become an SFC (and ultimately a Laverda) trademark. Each SFC was hand-made in batches by the competition shop and while a few were produced from 1971, most were built in 1974 (as seen here) and into 1975.

Based on the production 750 SF, the engine specification was unremarkable, and certainly not as exotic as the desmodromic Ducati or double overhead camshaft MV. When Laverda embarked on the design a large capacity twin back in 1966, company chief Massimo Laverda had his designer Luciano Zen analyze and copy a Honda 305cc “Super Hawk” parallel twin because it had a proven record of reliability. The 360-degree parallel twin engine layout was similar to most British twins, although it differed in a number of design details for example. Unlike the British twins the pressed up crankshaft included central roller bearings.

Primary drive was by triplex chain, and the single overhead camshaft was duplex chain driven. Other Honda-inspired features included the cast-iron skull combustion chamber. On the 750 SFC the 80x74mm engine included a lighter crankshaft, polished con-rods, and higher compression pistons, and with a pair of 36mm Dell’Orto concentric carburetors the 750 SFC produced a claimed 75 horsepower at 7,500 rpm.

Just about every component was produced specifically for the 750 SFC. While the zinc-plated open cradle frame was similar in design to the 750 SF, it was quite different, particularly for the 1974 and 1975 versions. These examples also included a larger diameter (38mm) Ceriani front fork, and triple Brembo disc brakes. Although weighing a considerable 230kg, the wheelbase was a moderate 1,460mm and the tall SFC was a competent handler. Everything about it screamed racing, particularly with the optional two-into-one megaphone exhaust. The rider stretched out over the long 25-litre fiberglass fuel tank to crouch under the lowest fairing screen of any production motorcycle. The only concession made for civility was an electric start.

I was attracted to the 750 SFC because it fitted alongside the legendary “Green Frame” Ducati 750 SS as a limited edition factory production racer of the era before government regulations dictated the specification. These bikes still shifted on the right, were fitted with open carburetors and loud exhausts and were unadorned with turn signal indicators. The European specification SFC was also even more minimalist than the Ducati. Not only did the carburetors breath through open bell mouths, the lighting was austere and the SFC didn’t even come with a speedometer.

While the big twin vibrated, and the controls were heavy, one ride could convince the rider they were flat out at the Bol d’Or. Stability was unquestioned and the top speed was close to 210km/h. In many respects it felt similar to the Ducati 750 SS. The performance was comparable, as was the handling and stability. Ultimately the Laverda 750 SFC became a little uncivilized for regular street duties and I sold it. Now it is on offer again with my friend Peter Boggia on Bring a Trailer.

https://bringatrailer.com/listing/1974-laverda-sfc-6/