This is a very early Laverda 750cc GT. Frame and (matching) engine number: 1392. The ownership lists this bike as a 1969 model, but according to Tim Parker’s definitive Laverda reference (the ‘green book’) the serial number makes it a 1968 machine. One way or another, Laverda started the serial numbers for their twins at 1000, and they made a handful of 650s before upping the displacement to 750 – so this is one of the first 350 to 400 Laverda twins made.

 

This particular bike was sold in the US under a special arrangement with the importer McCormack under the American Eagle name —as seen in the photos of the tank badges and the McCormack ID plate. It seems that only a few hundred Laverdas were sold as American Eagles. So, compared to this bike, an SFC is a relatively common item — although a lot sexier, I must admit. But for rarity, it’s hard to beat an American Eagle GT. You definitely won’t run into another one every time you take it out for ride.

 

I’ve owned this bike for almost 30 years. The speedo shows about 8,000 kilometers, but it was a new rebuilt instrument when I restored the bike about 8 years ago and doesn’t correspond especially well with the speedo drive gear, so that has very little to do with how far the bike has actually been ridden. It probably hasn’t seen an awful lot of use, however. It had been a basket job for about 10 years when I bought it back in the late 80s. I finally got around to starting a frame-up rebuild on it about 10 years ago.

 

The engine was completely stripped down and rebuilt – new pistons and cams, clutch plates, as well as any bearings, gaskets and seals that needed replacement. As you can see, it’s pretty pristine on the outside, and it’s just as clean inside, too. Since the rebuild it’s averaged about 1,000 kms (indicated) per summer, with oil changes every fall before going back into heated indoor storage for the winter.

 

It starts on the first turn of the crank, idles very steadily and pulls crisply to 6,500 rpm all 5 gears without any fuss or bother. Message me and I’ll send you a link to see a short video on YouTube showing this bike being started from cold as well as a bit of running footage.

 

10:1 ‘SFC’-type pistons were installed when I did the rebuild, as the original 7.7:1 compression ratio was a bit too laid back for modern roads, in my opinion. In combination with the 30mm square-slide carbs and medium-profile cams, this gives very torquey low-end and mid range response. Unlike some of the hairier (for their day) later Laverda twins, this set-up revs up from idle very smoothly and progressively — and makes for easily manageable around town riding. But it’s happiest loping down secondary roads at about 3,000 rpm - with the ‘cutback’ style Laverda pipes producing a nicely rorty, but not overly antisocial exhaust note. If you take a look at my YouTube video, you’ll get the idea.

 

While the engine was out, the frame, tank, and side covers were repainted and the original seat was rebuilt and recovered. There is a now a slight flaw in the paint on the tank, just behind the filler neck (see picture), but the rest of the paint work is still pretty well flawless. The old spokes were replaced with new stainless steel ones and the original Borrani rims and hubs were cleaned up at the same time. New brakes and Avon tires were also fitted front and rear. The tires are still in very good shape and have been indoors 99% of the time since new.

 

The wiring system was also completely reworked. Relays for lights and horn have been added. The generator, voltage regulator and starter are all in excellent working condition. A fully accurate, color-coded wiring diagram specific to this bike will be included with the purchase – as well as a copy of the Tim Parker ‘green book,’ a full set of parts diagrams in PDF form, and a copy of the original owner’s manual. 

 

I will also offer free on-line or telephone ‘tech assistance’ for the buyer for as long as he (or she) needs (or wants) it. I first rode a Laverda twin in the summer of 1971. I was a Vincent owner at the time. This was the first ‘modern’ bike I’d ever ridden and it made a big impression on me. It won me away from the Vincent (although I wish I had it now) and I’ve been riding, rebuilding and racing Laverda 750s in vintage events since the early 80s. I’ve owned over a dozen of them, including a 74 SFC, which I also now wish I’d never sold, so I’ve got a pretty reasonable knowledge base to offer on these bikes. They’re robust, reliable and a lot of fun to ride. They’re also pretty easy to maintain  — and, despite their rarity, parts availability is, in general, excellent.  Long live Wolfgang Haerter!

 

This bike is very clean, but it’s not a museum piece. Over the years, I’ve gone over it from front to rear, inside and out, and I’ve sorted out a number of the Achilles’ heels that years of experience has taught me to look out for on Laverda twins in general and on this model in particular.

 

The engine is basically stock – except for the higher-compression pistons, cams and carbs from a 750S of the same era. The swing arm spindle has been reinforced. Delrin spacers have been fabricated to keep the silencers from being dented by the nuts on the rear axle. Delrin spacers also keep the headlight mounting bolts from bending the chrome headlight mounting ‘ears’ out of shape. The pressed-steel rear chainguards are fiddly, and I don’t like them so I never put them back on. Most of the nuts and bolts have been replaced with new stainless ones. None of the changes I’ve made are irreversible, if strict originality is your thing. But, if you want a nicely sorted-out, very reliable and rideable machine with a distinctive late 60s look and feel, this bike as it stands will definitely do the job. It’s one of the nicest-riding Laverda twins I’ve ever been on – and I’ve been on a lot of them.

 

Specs:

 

1969 (or more likely 1968) Laverda (American Eagle) 750 GT

 

Displacement: 743.9 cc

 

Compression ratio: 10:1

 

Cam: Laverda 4/S

 

BHP: 60(?) – guesstimate based on CR/cam/carb combination

 

Carbs: Dellorto VHB30AS, VHB30AD

 

Ignition: Bosch points and coils (1 big black coil per cylinder)

 

Suspension:

Front: Ceriani 35mm forks

Rear: Ikon shocks (Australian-made Koni knock-offs)

 

Brakes:

Front - Grimeca 2LS 230mm drum

Rear – Grimeca single leading shoe 200 mm drum

 

Rims: Borrani 18” front and rear

 

Tires:

Front: Avon Roadrunner AM20 90/90/H18

Rear: Avon Super Venom AM18 130/80/V18

 

Starter: Nippon Denso 0.95 HP

Generator: Bosch belt-driven dynamo – 150 watts, 10 amps @ 3,000 rpm

Battery: New this summer

 

Instruments: Smith’s tachometer and speedometer (with cool Laverda logos on the face)

Note: The speedo on the bike is a pretty thing, is calibrated in kilometers per hour, and reads way off. I use a GPS when I need to know my speed accurately.

 

I’m in Canada, near Toronto, but I’ll ship worldwide. Shipping is the buyer’s responsibility, but I’ll be glad to help you co-ordinate shipping arrangements.

 

The bike is also for sale locally, so this auction may end at any time.