Laverda 750 SFC
With Ian Falloon
Today we are used to cleaning motorcycles, machines that are easy to operate and have many user-friendly features. Life wasn’t always like that, and in Northern Italy during the 1960s and 1970s, Laverda specialized in the production of specialized motorcycles.
Bizarre and brutal, designed for the alpine roads on their back doorstep, the Laverda 750 SFC was the last factory racer of the early 1970s. There were others, like the Ducati 750 Super Sport, MV. Agusta 750S and Moto Guzzi V7 Sport, but 750 SFC is different. This is a masculine, muscular, and testosterone-blasting motorcycle.
Always conceived as an endurance racer, the 750 SFC (Super Freni Competizione, or super brake competition) is built to last. It was SFC’s success in endurance racing from 1971 to 1973 that established Laverda’s reputation for exceptional robustness and all-round performance.
The bright orange of the factory racers would become the SFC (and eventually Laverda) branding. Each SFC is handcrafted in batches by the competition shop, and while a few have been produced since 1971, most were built in 1974 (as seen here) and through 1975. Based on the production 750 SF, the engine specification is unremarkable, and certainly not as exotic as the Ducati Desmodromic or the twin overhead camshaft MV.
When Laverda began designing a high-powered pair in 1966, company director Massimo Laverda asked his designer Luciano Zen to analyze and copy a parallel 305 cc Honda “Super Hawk” because it proven reliability. Although differing in some design details, the 360-degree parallel twin engine layout resembles most British twins, unlike the British twins, whose pressed-up crankshaft consists of center roller bearing.
Main transmission is by three-wheel chain, and single overhead camshaft duplexer chain. Other Honda-inspired features include a cast-iron skull combustion chamber. On the 750 SFC, the 80 x 74 mm engine included a lighter crankshaft, polished connecting rods and higher compression pistons, and with a pair of 36 mm Dell’Orto concentric carburetors, the 750 SFC built output 75 hp at 7500 rpm.
Every component is specially manufactured for 750 SFC. Although the galvanized open-base frame is similar in design to the 750 SF, it is quite different, especially for the 1974 and 1975 versions. These examples also include the larger diameter Ceriani front fork ( 38mm) and triple Brembo disc brakes.
Despite the considerable weight of 230 kg, the wheelbase is moderate at 1460 mm and the tall SFC is a solid handlebar. Everything about it screams like racing, especially with the optional two-in-one speaker exhaust. The rider stretched over a 25-litre fiberglass tank to crouch under the lowest windscreen of any production motorcycle. Although there was a concession in courtesy, the electric starter, the 750 SFC was not designed to be used as a tool around town.
Like many Italian manufacturers in the 1970s, Laverda was obsessed with the US market, and in 1974, US importer Continental Motors ordered a North American version as shown here. While the engine and chassis specifications are the same as the European model, the US 750 SFC spec includes 1000 Nippon Denso 3C engines, turn signals, larger rectangular taillights and hands steering is adjustable.
The 750 SFC is an excellent rough road motorcycle. While the big twin car wobbles and the controls are heavy, a ride can convince riders they’re flat at the Bol d’Or. Stability is unquestionable and top speed is close to 210 km/h. But eventually time caught up with the 750 SFC.
More power Japanese multi-purpose cars now win over endurance racers, and Laverda’s 1000 dual camshafts deliver even more performance. The hand-crafted 750 SFCs were expensive to manufacture and became difficult to sell.
The 750 twin died, and while the 1000 triple also became an SFC in 1985, Laverda folded shortly after. After many failed revival attempts, Laverda now seems destined to leave history, but the special, beautiful and functional 750 SFC will never be forgotten.
Five facts about Laverda 750 SFC
- Laverda was founded by Francesco Laverda in 1947 in the town of Breganze, northern Italy. Before making motorcycles, they were an agricultural machinery company.
- After building a reputation with small displacement motorcycles, Francesco’s son Massimo Laverda took over the company during the 1960s and decided to produce large capacity bikes.
- The Twin Laverda started out as a twin 650 in 1968, and was deliberately styled to look like a Honda CB77. This should make it popular in the US, where it is sold as the American Eagle.
- By 1970, the twin Laverda had grown to 750 cc with the SF 750, and had been successfully maneuvered in several endurance races in Europe. This led to the first SFC in 1971, and victory in the 24 Hours of Barcelona. Orange was chosen so that the SFC could be distinguished from other bikes, mainly red.
- Only 549 750 SFCs were produced between 1971 and 1976, of which 100 were produced in 1974 exclusively for the US market. They had to be built before September 1974 to avoid DOT’s new left-shifter requirement. Because it was so expensive, the American 750 SFCs were still new at the end of 1977.
