Four stroke, parallel twin cylinders, SOHC, 2 valve per
cylinder
Capacity
744 cc / 45.4 cu-in
Bore x Stroke
80 x 74 mm
Cooling System
Air cooled
Compression Ratio
10.5:1
Induction
2x 36mm PHB Dell'Orto carburetors
Ignition
Bosch electronic
Starting
Electric
Max Power
75 hp / 56 kW @ 7400 rpm
Transmission
5 Speed
Final Drive
Chain
Front Suspension
38mm Telescopic forks
Rear Suspension
Dual Koni shocks preload shocks
Front Brakes
2x 280mm discs 2 piston calipers
Rear Brakes
Single 280mm discs 2 piston caliper
Front Tyre
110/90-18
Rear Tyre
120/90-18
Wet Weight
231 kg / 509.3 lbs
Fuel Capacity
25 Litres
Talk big Italian bikes and people
think V-twins. Ian Fallon shows us something different - a big parallel-twin.
Today we are used to sanitary motorcycles, machines that are easy to operate
and packed with user-friendly features. Life was not always like this. In
Northern Italy companies like Laverda specialized in producing single purpose
motorcycles. Outlandish and brutal, and designed for the alpine roads on their
back doorstep, the 750SFC was the ultimate early 1970s factory racer. There
were others, like the Ducati 750 Super Sport, MV Agusta 750S, and Moto Guzzi
V7 Sport, but the 750SFC was different. This was a masculine motorcycle,
muscular, and bursting with testosterone.
Always conceived as an endurance racer, the 750SFC (Super Freni Competizione,
or super brakes competition) was made to last. Each SFC was hand-built in
batches by the competition shop. Based on the production 750SF, the engine
specification was unremarkable, and certainly not as exotic as the desmodromic
Ducati or double overhead camshaft MV. The 360 degree parallel-twin engine
layout was similar to most British twins, but the pressed up crankshaft
included central roller bearings. A few were produced from 1971, but most were
1974 and 1975 versions. On these examples the 80x74mm engine
included a lighter crankshaft, polished con-rods, and higher compression
pistons. Primary drive was by triplex chain and the single overhead camshaft
was also chain driven. With a pair of 36mm Dell'Orto concentric carburettors
the 750SFC produced a substantial 75 horsepower at 7,500 rpm. 1975 Updates
included Bosch electronic ignition, an oil cooler, a revised cylinder head,
and even higher compression pistons. This final batch was termed the "Electronica,"
and with only 164 produced was arguably the definitive model.
Just about every component was produced specifically for the 750SFC. While the
zinc-plated open cradle frame was similar in design to the 750SF, 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 it weighed 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. There
were no turn indicators, and the only instrumentation was a single Smiths
tachometer mounted on a crude bracket in the fairing. The rider stretched out
over the long 25-litre fibreglass fuel tank to crouch under the lowest fairing
screen of any production motorcycle. Although one concession was made to
civility, an electric start, the 750SFC was not designed for tooling around
town.
Here was a raw open road motorcycle par excellence. Certainly the big twin
vibrated, and the controls were heavy, but 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 210 km/h. Unfortunately, time caught up with the 750SFC by
1975. Larger capacity Japanese multis were now winning endurance races, and
Laverda's own double overhead camshaft 1000 provided more performance. The
hand-built 750SFC was expensive to produce, and was becoming difficult to
sell. The 750 twin died, and while the 1000 also became an SFC in 1985,
Laverda folded soon afterwards. Now Laverda is resurrected, and it is the
750SFC that provides the inspiration for a new generation. Distinctive,
beautiful, and functional, the 750SFC will be a hard act to follow.
Five magnificent things you didn't know about the Laverda 750SFC
1. Laverda was founded by Francesco Laverda in 1947 in the northern Italian
town of Breganze.
2. After building a reputation with small capacity motorcycles, Francesco's
son, Massimo Laverda, took over the company during the 1960s and decided to
produce large capacity bikes.
3. The Laverda twin started life as a 650 twin in 1968, and was deliberately
styled to look like the Honda CB77. This was so it would be popular in America
where it was sold as the American Eagle.
4. By 1970, the Laverda twin grew to 750cc with the SF750, and was
successfully campaigned in a number of endurance races in Europe. This led to
the first SFC in 1971 and victory in the Barcelona 24 hour race. The orange
colour was chosen so the SFC could be distinguished amongst the other, mostly
red, bikes.
5. Only 549 750SFCs were produced between 1971 and 1976. When the new Laverda
1000SFC was announced at the end of 2003, envisaged production was to be an
identical number.