Laverda 750GTL


Make Model

Laverda 750GTL


1975 - 77


Four stroke, parallel twin cylinders, SOHC, 2 valve per cylinder


744 cc / 45.4 cu-in
Bore x Stroke 80 x 74 mm
Cooling System Air cooled
Compression Ratio 7.7:1


2x 36mm Dell'Orto PHF  carburetors


Bosch electronic
Starting Electric

Max Power

65 hp / 47.4 kW  @ 7300 rpm
Clutch wet plate


5 Speed 
Final Drive Chain

Front Suspension

Ceriani telescopic forks

Rear Suspension

Swinging fork, Ceriani adjustable shocks

Front Brakes

2x 280mm discs

Rear Brakes

Single 280mm disc

Front Tyre


Rear Tyre

Rake 28.0°
Trail 82 mm / 3.2 in
Wheelbase 1452 mm / 57.2 in
Seat Height 790 mm / 31.1 in

Dry Weight

215 kg / 474 lbs

Fuel Capacity

19 Litres / 5.0 US gal

For the 1975 model year onwards, Laverda offered the 750 GTL. This employed the chassis and most of the mechanical components from the SF series, including the Francesco Laverda-designed, FLAM-produced 230mm drum front and rear brakes.

The concept and detail changes were the work of Laverda rider and journalist, Giancarlo Daneu. The original idea was for a refined touring mount, but in reality the factory produced very few for general sale. Instead, although it was a sales flop in the civilian market, the model went on to achieve considerable success as a police motorcycle, not just in Italy but also in the export markets, notably in the Arab countries of the Middle East.

Besides its all-new bodywork, the GTL also sported rubber fork gaiters, a passenger grab rail and high handlebars. For police work, a fairing, legshields, crashbars, hard panniers and a radio carrier were fitted, the latter in conjunction with a single seat.

The softer engine specification of the GTL made it ideal for tasks such as traffic duty and escort work. Besides a lower 7.7:1 compression ratio there were smaller 30mm square slide VHB Dell'Orto carbs and reduced cam lift.

The early GTL had an enormous 200mm (8in) Bosch headlamp, but this was soon abandoned in favour of a 180mm (7in) assembly (also of Bosch origin).

Switchgear and instrumentation came via Nippon-Danso and there were all the other late SF goodies, such as Conti exhaust, stainless steel mudguards (and chainguard), Borrani alloy rims and dual Fiamm horns.

Just to add confusion, some machines employed an alternator instead of a dynamo - neither having a particular advantage over the other on this particular model. Some machines, especially in the Middle East, also came with an SF specification engine.

For the standard, low compression, small-carb model, official Laverda sources claimed a maximum speed of 180km/h (112mph).