Difference between revisions of "Laverda"

'''Moto Laverda Company''' was created in 1949 by Francesco Laverda. The roots of the Laverda [[Motorcycle]] company go back to 1873, when Pietro Laverda (1845-1930) decided to start an agricultural [[engines]] enterprise in the small rural village of Breganze. Almost exactly three quarters of a century later, with a spirit of enterprise and feeling the need to improve the situation of an economically underdeveloped region which had suffered badly from two world wars, in October 1949, Pietro's grandson Francesco founded, Moto Laverda S.A.S - Dottore Francesco Laverda e fratelli.

'''Moto Laverda Company''' was created in 1949 by Francesco Laverda. The roots of the Laverda [[Motorcycle]] company go back to 1873, when Pietro Laverda (1845-1930) decided to start an agricultural [[engines]] enterprise in the small rural village of Breganze. Almost exactly three quarters of a century later, with a spirit of enterprise and feeling the need to improve the situation of an economically underdeveloped region which had suffered badly from two world wars, in October 1949, Pietro's grandson Francesco founded, Moto Laverda S.A.S - Dottore Francesco Laverda e fratelli.

What started in 1947 as an evening pastime garage project of two technical enthusiasts became one of the most successful motorcycles in history. The first bike they produced was a simple four stroke 75cc bike with girder forks and a fully enclosed drive chain.

What started in 1947 as an evening pastime garage project of two technical enthusiasts became one of the most successful motorcycles in history. The first bike they produced was a simple four stroke 75cc bike with girder forks and a fully enclosed drive chain.

Laverda became well known for building small capacity machines of high quality, durability and relative innovation for the time. To prove this, right from the beginning they modified their bikes in order to race them in distance and endurance events like the Milan-Taranto, the Giro d'Italia and the Cavalcata delle Dolomiti. In 1951 upon their first entry in the Milan-Taranto, the 75cc Laverda's finished 4th, 5th, 6th and 10th in their class, racing against renowned marques like Ducati, Moto Guzzi, Alpino, Verga, Cimatti, Navarra, Arditto, Capriolo and Ceccato. Inspired by these results, and after once again improving their bikes, Laverda entered 20 bikes the following year in the 15th running of the Milan-Taranto in 1952. In this race which covered a distance of 1410km they took the first five places. The winner was Nino Castellani, L. Marchi came second and F. Diolio came third. In total they had 16 bikes amongst the first 20 of the classification. Laverda motorcycles thus became a firm favorite among racing clubmen due to their record for reliable performance.

Laverda became well known for building small capacity machines of high quality, durability and relative innovation for the time. To prove this, right from the beginning they modified their bikes in order to race them in distance and endurance events like the Milan-Taranto, the Giro d'Italia and the Cavalcata delle Dolomiti. In 1951 upon their first entry in the Milan-Taranto, the 75cc Laverda's finished 4th, 5th, 6th and 10th in their class, racing against renowned marques like Ducati, Moto Guzzi, Alpino, Verga, Cimatti, Navarra, Arditto, Capriolo and Ceccato. Inspired by these results, and after once again improving their bikes, Laverda entered 20 bikes the following year in the 15th running of the Milan-Taranto in 1952. In this race which covered a distance of 1410km they took the first five places. The winner was Nino Castellani, L. Marchi came second and F. Diolio came third. In total they had 16 bikes amongst the first 20 of the classification. Laverda motorcycles thus became a firm favorite among racing clubmen due to their record for reliable performance.

Over the next two decades, Laverda would go on to produce new models of ever increasing capacity and capability, in different sectors of the market. Off-road, trial and motocross machines were developed in conjunction with other manufacturers like Zündapp, BMW and Husqvarna, and were successfully raced. But the real development came in street models, which began to earn a good reputation as classy, low maintenance and quiet motorcycles. From that first 75cc single, they eventually went on to produce different bikes ranging from scooters, the Laverdino commuter and eventually to the 200cc twin.  

Over the next two decades, Laverda would go on to produce new models of ever increasing capacity and capability, in different sectors of the market. Off-road, trial and motocross machines were developed in conjunction with other manufacturers like Zündapp, BMW and Husqvarna, and were successfully raced. But the real development came in street models, which began to earn a good reputation as classy, low maintenance and quiet motorcycles. From that first 75cc single, they eventually went on to produce different bikes ranging from scooters, the Laverdino commuter and eventually to the 200cc twin.  

By the late 1960s, Francesco and brothers began sketching out a new breed of large motorcycles that would be built around an all new 650cc parallel twin engine. The brand was now sufficiently strong and well known, and Francesco's son Massimo had just returned from the USA where it was clear that sales were dominated by large capacity British and American hardware. Above all this, was a desire to produce a prestigious and powerful machine that could conceivably take on the best and finest from [[Moto Guzzi|Moto Guzzi]], [[BMW|BMW]] and the rapidly emerging Japanese.

By the late 1960s, Francesco and brothers began sketching out a new breed of large motorcycles that would be built around an all new 650cc parallel twin engine. The brand was now sufficiently strong and well known, and Francesco's son Massimo had just returned from the USA where it was clear that sales were dominated by large capacity British and American hardware. Above all this, was a desire to produce a prestigious and powerful machine that could conceivably take on the best and finest from [[Moto Guzzi|Moto Guzzi]], [[BMW|BMW]] and the rapidly emerging Japanese.

In 1968 Laverda launched a new 750cc model range to be ahead of the Japanese competition. This model featured a new three cylinder power plant. In 1972 the all new 1000 3C model went into production. This model shared some of the more exotic features of the SF/SFC such as the engine as a stressed chassis member and distinctive styling. Even though the 1000cc represented little improvement over the outgoing twins, still it had considerably more power. Combined with its sheer size, weight and after gaining the title of the "World's Fastest Production Motorcycle" it quickly won a reputation as a "Hard Man's bike".

In 1968 Laverda launched a new 750cc model range to be ahead of the Japanese competition. This model featured a new three cylinder power plant. In 1972 the all new 1000 3C model went into production. This model shared some of the more exotic features of the SF/SFC such as the engine as a stressed chassis member and distinctive styling. Even though the 1000cc represented little improvement over the outgoing twins, still it had considerably more power. Combined with its sheer size, weight and after gaining the title of the "World's Fastest Production Motorcycle" it quickly won a reputation as a "Hard Man's bike".

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[[Category:Motorcycle manufacturers]]

[[Category:Motorcycle manufacturers]]

[[Category:Italian motorcycles]]

[[Category:Italian motorcycles]]