Laverda 125 road Bikes by

Laverda. A name that many still makes the heart beat and not just in Italy. The legendary SF, SFC and 3 cylinders will remain forever in the hearts of fans, becoming in their own way one of the best expressions of the Italian motor school of the 70s. Laverda is also a name that many will remember in the 125 class. The LZ 125 series revenges even 20,000 specimens and many bikers today who have made their bones on the legendary LZ. In the field of 125 road, Laverda was also a forerunner in single-brand trophies, where with her Laverda Trophy disputed between 1984 and 1986 she saw her LB Sport and Uno give many emotions to many young people who in those years thanks to the Breganze house , could choose to learn how to drive a motorcycle on the track, comparing each other safely.

Here are the models produced:

Presented at the Milan Motor Show in 1977 and marketed shortly thereafter, the Laverda Lz is the result of the collaboration between Laverda and Zundapp - hence the acronym LZ- which combines Italian-engineered German design.

In the late 70s, Aspes with the Yuma and Malanca with the two-cylinder OB One are the 125 most performing road on the market, but it is also craft and decidedly extreme for the average user, which in addition to performance also seeks a 125 reliable and daily drivable road. Quality that Aspes and Malanca certainly do not possess.

In 1977 the fashion of 125 regularity began to be surpassed by that for road models and the Laverda brothers, with great entrepreneurial vision, immediately seize the moment. For their 125 road, they reach, in fact, an agreement with the German Zundapp that produces the only liquid-cooled 125cc 2-stroke. An engine that thanks to the liquid cooling (with a simple radiator circulation) guarantees better performance and reliability, reduced consumption and exclusivity.

The LZ therefore becomes the right compromise between reliability, performance and construction quality, thus going to gain a place of honor in the 125 road market. A success to which the Zundapp also participates directly with its 125 road produced in Germany: the Ks 125. Lz and Ks therefore share a similar line, similar equipment, a similar chassis and the same engine that between the two versions is exactly the same . What changes then? The image!

Accomplice a lower selling price compared to the Zundapp (1,720,000 lire the Lz Sport of 1981 against the 2,100,000 Lire of Ks) and the widespread presence of Laverda dealers in Italy, Lz obtains a net sales success compared to the ks. However, a high price and limited circulation are synonymous with exclusivity. Here then the Ks becomes the road 125 preferred by young well-off, as the first "paninari" of the eighties, which elect it to a real status symbol. A fashion born in Milan thanks, among other things, to the presence of the Perere company that for years has been the historic Italian importer for Zundapp.

Laverda remains therefore destined to a wider and heterogeneous public and with more than 20.000 copies produced from 1977 to 1984, the Lz stands out as one of the 125 best-selling roads of all time. A success that lasts even after its production exit, with a strong demand in the used market that continues for years.

During the seasons various details are modified such as saddle, tail, tank cap with key, square headlamp to replace the round one and fork with provision for the second front disc brake. The range of colors is also enhanced and various versions are alternated: Sport, the best-selling, distinguishable from the fairing, Elegant, characterized by the black livery with rims and gold trim, Standard, practically a sport without a tailor and Custom, with longer fork and handlebars high. The Lz is also produced in the version for adults of 175cc, which is identical for everything unless, of course, for the displacement.

Among the defects that become a distinctive feature of the model we remember the very long exhaust silencer, with the chrome terminal that goes beyond the rear wheel and that is regularly filed on the asphalt by those who love the easy wheelie. The change of the Zundapp engine is also distinguished by the difficulty of inserting the gears that require the movement of the entire leg to avoid running into an appalling "displaced" between a change of gear and the other. There are several sixteen-year-olds who, in order to be able to drive their LZ on the highway legally, replace the side panels with the identification of the 175cc model!

The bike in short
The Lz line is undoubtedly pleasant in the Sport and Elegant versions. The dome gives Sport a touch of sportiness more, but also without, the Lz has a nice line with the round light and the instruments that give a good show of themselves. The lighthouse in later versions will become square.

The tank, the sides and the tail are well designed and fit well to the line of the bike and vary in shape over the years.

The Vdo production instrumentation is the same as mounted on the Ks Zundapp. It is equipped with the classic service lights, including the excessive water temperature. As on the Ks, the neutral light is not connected.

The frame of the Lz is a classic upper single girder with double cradle closed in steel tubes.

The suspension section features a 32 mm Marzocchi non-adjustable fork at the front and two Sebac shock absorbers adjustable in spring preload combined with a steel swingarm.

The front brake is a 260 mm fixed-disk Brembo with single-piston caliper, while at the rear a 160 mm drum is used. Over the years the fork is equipped with the predisposition to mount a second front disc.

The alloy wheels have 7 spokes and both are 18 ".

The engine of the Lz is exactly the same mounted on the Zundapp Ks. Characteristic of the engine is the presence of liquid cooling with thermosiphon circulation, ie with natural circulation without a water pump. Equipped with electronic ignition and 5-speed gearbox, the Zundapp engine is the most refined on a 125 road.

The thermal unit maintains cooling fins, but mainly for aesthetic reasons. The carburetor is a valid Mikuni VM 28 served by a large filter case. There is no automatic mixer. The exhaust system is characterized by a rather long terminal.

The engine delivers 18 hp to the wheel at 7500 rpm for a top speed of 120 km per hour.

Marketed since 1984, the LB, where Lb means Laverda Breganze, follows the successful Lz series that is kept in the list. As for the previous model, Laverda presents the Lb in different versions: Sport, Road; Sand and Custom.

The sales price in 1984 is Lire 2,750,000 and for the Sport version the colors available are white with red inserts, frame and wheels painted red or white with blue inserts, frame and wheels painted blue.

The Lb, especially in the Sport version equipped with a fairing, is a beautiful bike, but technically it is inferior to the best competition that in the market of 125 road in 1984 is called Aprilia Stx and Gilera Rv. In fact, both adopt better components (especially the RV), a 16 "front wheel, rear suspension with a single progressive shock absorber and technically more advanced engines with features, which in the case of RV, even include electric starter.

The 125 high-performance cars see the affirmation of the fast Hrd that become the Bimota 125 road and Malanca that with its Ob One Racing reaches the pinnacle of the production of its powerful twin-cylinder. Unfortunately, they are unreliable and really extreme motorcycles for everyday use.

Between the 2 liquid-cooled times, the Lb is therefore found to be a middle ground between the aforementioned 125 road and the simpler Lz, Garelli Tsr and Fantic Strada Sport.

With the Lb Sport, Laverda inaugurated in 1984 the first Laverda Trophy for a 125 road. A nice idea that will be picked up by Honda, Gilera and then also by Cagiva.

The bike in short
The frame with a "diamond" structure dominates the line of the Lb and helps to make it without a doubt very original. The spoiler with the spoiler of the Sport version makes the Lb aggressive and has a decidedly more sporty look than the small dome mounted on the previous Lz.

The radiator has a protective grille in black plastic that continues with a tip matching the bodywork. The tank, the sides and the tail are well designed and fit well to the line of the bike. The Sport is also equipped with a seat cover for the passenger that makes it very sporty and reminiscent of the Laverda Rgs.

The Japanese production instrumentation with two square-shaped instruments does not have a particularly attractive look. It is equipped with numerous service lights, but is still inferior to the best competition. The electric blocks are classic Cev of good workmanship, common to other 125 road of the period.

The frame of the Lb is a new "diamond" structure with a tubular upper trellis and characterized by a different steering geometry compared to the frame mounted on the previous Lz.

The suspension section features a 32 mm Marzocchi non-adjustable fork at the front and two Sebac shock absorbers adjustable in the spring preload combined with a new steel rectangular swingarm.

The front brake is a 260 mm fixed-disk Brembo with single-piston caliper, while at the rear a 160 mm drum is used. There is the possibility of mounting a second front disc, as for the bikes that run in the Laverda Trophy.

The wheels have the following dimensions: 80 / 100-16 at the front and 18 at the rear.

The LB engine is deeply revised compared to the Zundapp unit mounted on the Lz. Laverda technicians modify the crankcase which now has the crankcases of different shape (losing the characteristic "Zundapp" brand) and are made appropriate modifications to the transmission, which maintains a 5-speed gearbox, and in general to the internal gears.

The thermal group remains the previous Zundapp mounted on the Lb, but in addition to being revised internally, it is also enriched with direct lamellar admission into the cylinder. The liquid cooling with thermosiphon circulation remains, ie with natural circulation without a water pump.

The carburetor is now a Dell'Orto PHBH 28 in place of the previous Mikuni VM 28 SS that mounts the Lz and is equipped with an automatic mixer. The exhaust system is unpublished.

LB 125 UNO - 1985

Presented at the Bologna Motor Show of 1984 and marketed starting from January 1985, the LB Uno, where LB means Laverda Breganze, is the direct evolution of the Lb Sport presented in 1984 and updated with a new frame in square tubes, a new mono shock absorber rear and a new 16 "front wheel.

The price in 1985 is Lire 3,393,820 and the colors available are white / red and black / red.

Looking at the Lb, the admirers of the house of Breganze will notice a certain resemblance with the flagship of the house, that is the 1000 Rgs. However, exactly as for the Rgs which is already affected by its presentation of a line outdated, even the Lb One accuses a somewhat dated line.

Curiously, despite the adoption of a 16 "front wheel, the Lb Uno adopts a new chassis with a steering geometry that remains unchanged compared to the previous Lb and therefore more suitable for an 18" front wheel. The result, according to the tests of the time, is a slightly nervous motion of front end in the fast corners and that requires continuous adjustments of trajectory.

The Lb Uno is used for the Laverda Trophy in the 1985 and 1986 seasons which will also be the last of the Trofeo. The Lb Uno is replaced in 1986 by the more modern, but commercially speaking unlucky, Gs Lesmo.

The bike in short
Except for a new radiator fairing and new side panels, the Lb Uno line remains quite similar to the previous Sport. On the whole, the few modifications made and the new colors adopted make the Lb Uno line more streamlined and aggressive than its progenitor, although it remains that dated aspect that also afflicted the Sport.

The left side hides the voltage regulator and the fuses, while the right one allows you to keep an eye on the battery level and to remove the saddle and also to access the air filter casing.

The level of finishes is only discrete and a certain approximation is clear in the assemblies and above all in the confusing arrangement of the cables behind the steerer tube. The instrumentation and the old-fashioned anti-theft alarm system, which requires a different key from the ignition key, are decidedly cheap and moped. Better the electrical controls produced by the CEV and common to other bikes of the period.

The new frame of the Lb Uno is an open cradle in square steel tubes that incorporates the design of the frame mounted on the previous Sport.

The suspension section features a new 32 mm Marzocchi fork with anti-dive adjustable in three positions and a Sebac adjustable shock absorber in the preload that works with a progressive suspension combined with a steel swingarm.

The front brake is a 260 mm fixed-disk Brembo with single piston caliper, while at the rear a 160 mm drum is used.

The wheels have the following dimensions: 80 / 100-16 at the front and 18 at the rear.

The engine of the Lb Uno is revised compared to the engine mounted on the previous Lb Sport, but continues to use the same crankcase with 5-speed gearbox that still derives from the Lz engine produced by Zundapp.

The Lb Uno adopts an unprecedented heat group with cylinder barrel the light alloy with 4 lights and direct lamellar admission into the cylinder. Liquid cooling with thermosiphon circulation is maintained, ie with natural circulation, therefore without water pump. The head is reviewed and now the compression ratio is 14: 1

The fuel system provides an Dell'Orto PHBH 28 carburettor (as for the Lb Sport, but calibrated differently). New exhaust system with chrome terminal.

Although it was a good engine in the early 80s and had the merit of being the only liquid-cooled 125 2T, the engine of the LB is in 1985 by now old and unlike the competition not only does not have a drain valve, but not even the balancing countershaft, electric starter and sixth gear.

In any case, the power supply is good and the engine also proves rather elastic. The maximum power measured at the wheel is 17.05 hp at 8250 rpm and the maximum speed is 129.496 km / h.

GS 125 LESMO - 1986

Presented at the Milan Motor Show in November 1985 and marketed since March 1986, the GS Lesmo is the evolution of the previous LB Uno. Presented with original lenticular wheels, reminiscent of those mounted on the Gilera Kz and Kk, the Lesmo is then put into production with the classic alloy wheels to avoid homologation problems.

The Gs Lesmo differs from the previous Lb for the gritty trendy line with maxi-bike dimensions that leads to a decided change of course with respect to the motorbike setting that the Lb still had in common with its Lz progenitor.

The price in 1986 is of 488,000 lire keys and the colors available are black / white with red / green profiles, black saddle and black or red / black rims with golden profiles, black saddle and black circles. Then a third white / red color is presented with red / green profiles, red saddle and white circles and alternatively, in the same color scheme, but with red / blue profiles.

In 1986 the queen of 125 road is the Gilera Kz. The home of Arcore can also count on the beautiful and well finished Rv, which remains in the list. Aprilia offers the As-R that although from the aesthetic side is a mere update of the previous Stx, from the technical side boasts a new and powerful Rotax engine that makes it very fast. Cagiva presents the Aletta Oro S2 which incorporates the beautiful line of the previous S1 with the presence of electric start. Honda with the well-known Ns-F combines Japanese quality with Italian style. Laverda therefore proposes itself in a fierce market and does so with a motorcycle that is too expensive compared to the competition that is technically superior to it.

The Gs Lesmo is therefore a nice and well finished 125 road, but the budget constraints (in fact it is very dark years for Laverda) require Laverda designers to make do as they can for the chassis and the engine that although finally adopts the sixth gear, unfortunately, it must renounce the exhaust valve and the electric start.
Gs Lesmo will follow the GSR, which although presented in 1987, is never put into production. The heir will then be the Navarro of 1990.

The bike in short
The GS Lesmo line is very pleasant. The new imposing headlight incorporates the front turn signals and supports the mirrors and on the whole offers good protection. The dome is then a unique set with the two small side fairings that leave the engine widely visible. The front ferrule is well profiled, which joins the two side fairings well.

The tank (this is a reservoir cover, being the real reservoir hidden from view) forms a unique set with the fairing, the saddle and the side panels that go to close the tail very well combining the headlamp and the rear lights in one. Note the particular shape of the saddle and that has a raised seat for the passenger to which they are still dedicated two comfortable handles.

The quality level is generally better than the LB and certain details like the supports for the aluminum footrests and the flange that supports the rear disc clamp positioned under the same disc that are very racing are valuable. However, some details like the ancient anti-theft system, the very rough golden paint used for the brake disc spokes, the calipers and the swingarm and a low level of quality of the components used, are not up to the best competition.

The new instrumentation with a white background is very racing and is certainly more modern than the one that mounts the Lb, but is still lower than what is now even the best fifty. Even the handlebar controls look old-fashioned and are less than competitive.

The frame of the Lesmo remains the same square steel tubes seen on the Lb One although the steering tube is stretched down and inclined by half a degree more, the trail increases by 10 mm and the wheelbase is much longer. All for the benefit of greater stability which was a weak point of the previous Lb One.

The suspension section maintains a slender 32 mm Marzocchi fork, but now equipped with anti-dive adjustment. New the rear swingarm always made of steel that adopts a suspension with a shock absorber updated with a different leverage than the Lb Uno.

The braking system uses the front of a new pair of 240 mm Brembo fixed discs served by single-piston calipers and at the rear of a single 240 mm disc served as a single-piston caliper mounted under the disc itself.

The alloy wheels adopt Pirelli tires in the following sizes: 100 / 90-16 at the front and 110 / 80-18 at the rear.

The weight detected is 135kg.

The engine of the Lesmo unfortunately remains the same as the previous Lb One and therefore devoid of the latest technical refinements that the best competition has. Important accessories such as the exhaust valve, balancing countershaft and electric starter are unfortunately not foreseen.

Compared to the unit mounted on the LB Uno a new thermal group is adopted with direct lamellar induction, a new exhaust system and a new calibration for the carburetor that remains the tried and tested Dell'Orto PHBH 28. The cooling system is now improved. boasts an unprecedented electric pump for the circulation of the coolant and the gearbox that now boasts at last 6 gear.

The delivery is certainly more robust than the engine mounted on the Lb and also the elongation gains over 1000 rpm, but the adoption of the 6th gear means a worsening of the maneuverability of the gearbox.

The maximum power at the wheel detected is 18.63 hp at 9500 rpm (17.05 hp at 8250 rpm the LB Uno) and the maximum speed 136.520 km / h, much improved compared to 129.496 km / h detected by the LB Uno.

Presented in 1990, the Navarro 125 is produced by the "Nuova Moto Laverda", a cooperative that at the end of the 80s took over the management of the Breganzese company. Laverda entered, in fact, in controlled administration in 1986 with the Laverda family, which unfortunately leaves the scene. Following a handover that sees a Milanese financial company try to revive the company, but fate does not smile at Laverda and the initiative does not continue. Towards the end of 1988, the Laverda brand is then taken over by a cooperative formed by 70 former employees who try to bring the brand back to life.

The Cooperative then signs a commercial agreement with Cagiva for the supply of their engines which are the following: C12 R engine for Navarro 125, Blues 125 engine for Toledo 125 and finally the 50cc engine of the enduro 50 Cocis and K3 for the Gaucho 50 For the new production the Cooperative therefore chooses Spanish names, which according to them are indicated for the relaunch of Laverda's production. To complete the launch of the production, two new 700cc twin-cylinder engines are also set up: the enduro El Cid (which resembles the Navarro lines and which remains in the prototype state) and the custom Hidalgo. Unfortunately for the Cooperative, the recovery is a complete failure and production stops shortly thereafter.

The Navarro is put on sale at the price of Lire 5,980,000, a decidedly high price for a bike that is technologically obsolete and that in addition to the engine also has much of the components in common with the Cagiva Freccia C12R, also, in 1990 , an old 125. In addition to the white / red / purple livery, the Navarro is marketed in a black / green livery.

The Navarro is therefore today a 125 road appreciated by collectors for its original line, the result of the French designer Jamel Mecheri, and for its rarity, since at that time no 16 year old wanted it and the copies sold are not more than a few hundred .

A final glorious finish for the great Laverda that with the first road LZ 125 powered half of Italy.

 The bike in short

Looking at the Navarro, one can understand why he did not like it then. Too original and nonconformist. Too for the 16-year-old type who dreams of racing bikes or high-powered roadways. If it is true that a conventional line can sometimes seem trivial, it is equally true that a line too anticoformista can sometimes be simply ugly.

Jamel Mecheri has undoubtedly created a soft line, with a generous front sizing, a narrow waist and a small tail. The bike seems almost to appear as a bodybuilder, with very wide shoulders and narrow waist. The fairing extends partially covering the sides of the bike and then hooks up to the two side fairings which allow the expansion to be seen. The saddle and the tank cover (which conceals the real plastic tank) are joined to the hull, forming a structure that hides the frame from view. The tail has instead more minimalist dimensions that contrast with the impressive front of the Navarro. The couplings and the quality of the plastics are of fairly good quality.

The components are practically all Cagiva. The electric blocks, the handlebars, the upper plate of the fork and the arrows. The mirrors are instead of Vitaloni, the same mounted on the Gilera Mxr. The instrumentation is a Cev designed specifically for the Navarro, but although it is complete in its endowment is dated compared to the futuristic look that the bike wants to transmit.


The frame of the Navarro remains the same square steel tubes with diamond structure now introduced on the Lb. Modifications are made to accommodate the new engine and reinforcements in the swingarm attachment area.

The suspension department sees a new 35 mm Marzocchi fork and at the rear a single arm steel swing arm combined with a single shock absorber updated in the linkage.

The braking system is the same as the C12R and sees at the front a single 298 mm floating disc served by double piston caliper and at the rear a 240 mm single disk served as a single-piston caliper mounted under the disc itself.

The hollow spoked alloy wheels are also the same with 3 spokes of the C12R and adopt Pirelli tires in the following sizes: 100 / 80-16 at the front and 130 / 70-17 at the rear.

The weight measured is 129 kg.

The Navarro engine is the same unit mounted on the Cagiva C12R and characterized by the electronically controlled CTS valve and the 7-speed gearbox.

The thermal unit remains the same 60433 (code printed on the cylinder) of the C12 and so also the power always entrusted to a 28 mm PHBH carburettor. The exhaust system with aluminum expansion and final is instead designed specifically for Navarro.

The power measured at the wheel is 29.33 hp at 10500 rpm and the top speed of 158 km / h, a result given by the lack of good aerodynamics of the bike.