Sfc750

SFC750

LAVERDA'S FAST, ORANGE ANTI-DUCATI

MOTO LAVERDA’S LATEST 650 Twin isn’t the first limitededition repli-racer to leave the Italian company’s manufacturing facility. Between 1971 and 1976, enthusiasts could purchase the SF Competizione, Laverda’s answer to the original Ducati 750SS.

Only 550 of the SFCs were built during that five-year period. Prototypes were first seen in 1969, when Laverda successfully campaigned specially prepared versions of its street-going 750SF Twin at a handful of European endurance races.

At the heart of the SFC was Laverda’s sohc, parallel-Twin, a design that looked like an overgrown Honda Super Hawk engine. Bore and stroke measured 80.0 x 74.0mm, and the crankshaft was a 360-degree design. Carburetion was via a pair of Spanish-made 36mm Amal carburetors, and a large-capacity oil pump and a close-ratio five-speed transmission were used. For 1973, the SFC was updated with a lighter crankshaft, larger intake valves, a new cam and pistons, a higher compression ratio and 36mm Dell’Orto carburetors. In this form, the engine produced a claimed 75 horsepower at 7500 rpm.

Engine development continued through 1975 when electronic ignition replaced the twin contact-breaker points, cylinder-head changes neces-

sitated revised cylin ders and new pistons, and an oil cooler was mounted for increased heat dissipation. With the correct gearing, these Electronica ver sions were capable of 138 mph.

The SFC’s engine was hung as a stressed member from its tubular-steel frame, with mounting points at the cylinder head and transmission case. Frame dimensions were fundamentally identical to the SF roadster, but the SFC’s frame had smaller-diameter frame tubes. Bosses for the fairing mounts and rearset footpegs also differentiated the two models. In addition, the SFC had a longer wheelbase, due to slightly different steering geometry.

Ceriani supplied both the 38mm fork (later units used 36mm tubes) and preload-adjustable shock absorbers. Braking was accomplished by Laverda’s own 9.2-inch drums, though works racers used Ceriani drum brakes. Towards the end of 1973, the switch was made to Brembo disc brakes front and rear. Dunlop TT100 tires were mounted on 18-inch Borrani rims until 1976, after which Laverda went to cast-alloy wheels.

Like the factory racebikes, SFCs wore distinctive, café-style bodywork and were painted in vibrant orange. Most were sold in Europe, although one shipment of 50 units came to the U.S. in 1974. Unlike its European counterparts, the U.S.-spec SFC was fitted with tumsignals, different handlebars, and both a tachometer and speedometer. In 1974, these semistreet-legal SFCs sold for $3150. Today, a clean example will likely set you back $ 10,000. -Matthew Miles