Laverda Sport 100
These days, Laverda is indelibly associated with high performance twins and triples, plus of course the near-legendary V6 Endurance Racer. But the company built its motorcycling fortunes on much simpler fare, like the dainty 100cc single featured here. As 2019 represents the 90th anniversary of Laverda’s existence, it’s a fitting opportunity to look at one of the lesser-known examples to emerge from the factory at Breganze, in the Dolomites in the north-eastern corner of the Italian peninsula.
The story of the company founded by Pietro Laverda goes back to 1873, initially producing agricultural machinery for the neighbouring farming community. In October 1949, Pietro’s grandson Francisco founded Moto Laverda S.A.S. The first product of the new venture was a 75cc four-stroke single, the Motoleggera or Lightweight Motorcycle. Unlike the multitude of Italian makes that relied on proprietary engines, the Motoleggera used Laverda’s own design, developed by Francesco and Luciano Zen. Right from the start, the company chose to demonstrate the effectiveness of its products in the field of competition, particularly endurance events like the Milano-Taranto and the Giro d’Italia. Success came instantly in these gruelling events – a clear demonstration of the quality of the product – and soon variations of the original ‘75’ began to appear in more sporting trim. The 75 became a 100, and in 1962, a 200cc twin. The 75cc single that emerged from the Laverda workshop in 1949 was the product of a country in ruins, and it was necessary for companies such as Laverda to separate passion from practicality – not easy for Italians! Europe needed utilitarian transport; basic, reliable and above all, affordable transport. Still, there was room for design flair, provided this did not result in a price penalty. The Motoleggera and its progeny satisfied all these requirements. Not only was it durable, but it was unmistakably Italian. The little 45 x 46 engine, an all-alloy affair with a pressed-in iron cylinder sleeve, was a good looker, producing a modest 4hp at 5,200 rpm – its performance limited by the pathetic spirit that passed for petrol in those austere times. Still, it was sufficient to propel the machine to 70 km/h, which was an impressive lick of speed. The engine with its integral three-speed gearbox was housed in a pressed steel frame that was welded together, with cantilever leaf-spring rear suspension (with the laminated leaf spring under the seat and operated by a lever from the swinging fork) and a pressed steel girder front fork. Unlike many contemporaries, the 75 had full lighting, and bristled with original thinking. One example was the footrests, which were detachable to be pressed into service as tyre levers should the need arise.
Gradually, the cobby-looking prototype of 1949 evolved into a sporty machine that just begged to be raced, and in 1951, it was. The Italian events of this time were considered vital for publicity, a point not lost on Laverda, but these were no sprint races around closed tracks, but endurance tests of enormous distances which strained every component, as well as the rider. For example, the prestigious Giro d’Italia (Tour of Italy) covered over 2,000 km of all types of roads, from dirt lanes, cobbled streets and inter-city main roads, taking up to six days to complete. The Milan-Taranto race was a flat-out blast from top to bottom of Italy, and for the 1951 race Laverda entered a four-man team which finished intact. The performance was repeated the following year, encouraging Laverda to redesign the 75, which appeared with an entirely new tubular steel frame, conventional twinshock swinging arm rear suspension, and telescopic front forks. The transmission received a fourth ratio, and as well as the standard model, Laverda offered one that was prepared for long distance road racing. With careful tuning, output of the 74cc engine in race trim rose to 10 hp at 13,000 rpm. In this form, one of the 75s entered in the 1953 Milan-Taranto race averaged an incredible 90km/h for the 1125km distance and easily won its class, in fact the first 14 finishers in the class were Laverdas. These successes, which included a class win in the 1953 Giro d’Italia, encouraged Luciano Zen to produce a bored and stroked version measuring 100cc. The new model was available in three forms; a standard commuter, a touring version, and a sports model. These remained in production until 1960. As the ‘sixties dawned however, the European motorcycle industry was slipping into decline due to the popularity and availability of cheaper cars. A dabble in the scooter segment saw Laverda produce a 60cc
and later 66cc four stroke scooter with a two-speed gearbox, but the mainstay of production was the 200cc twin – virtually a doubled up 100 which appeared in 1962. Four years later, a completely new 125 single appeared, with the engine lying horizontal, suspended in a multi-tube space frame similar to the highly successful Moto Guzzi racers.
But the Laverda factory was increasingly influenced by their US distributors, who clamoured for big-bore machinery with which to tackle the British heavyweights. It took little time for the new twins to dominate the factory’s efforts, and the little singles, as well as the 200 twin, were soon phased out.
A local lovely
The Laverda Sport 100 featured here is owned by Con Minas, who is justifiably proud of his machine. This is a 1958 model with a four-speed transmission, but is essentially identical to the third generation Laverdas that first saw the light of day in 1952. This series replaced the pressed steel frame model that had debuted in 1949 and was itself replaced in 1950 by a version with a spine-type frame similar to the 125cc and 250cc NSUs, still pressed steel but with the engine as a semi-stressed member, with the exhaust pipe on the left. Importantly, this model returned around 200 miles per gallon. Although telescopic front forks could be ordered as an option, standard fitment was pressed steel leading link forks with hand-operated friction damping front and rear. The all-new 1952 model abandoned the pressed steel components in favour of a light tubular steel double cradle frame with conventional swinging arm rear suspension controlled by twin spring/damper units, and the exhaust pipe was moved back to the right hand side of the bike. Finished in rather stunning crimson and ivory paint, the result was an eye-catching and typically Italian machine, with commendable performance from the 75cc engine. Then in 1953 the engine was enlarged to 98cc with a bore and stroke of 52mm x 47mm, and tem del range expanded to standard (Tourismo) and Sport versions. There was also a limited run of Milano-Taranto (M-T) versions in both 75 and 100cc capacities produced strictly for competition. The 75s had monopolised the results in the major road races, and by 1954 the 100s began to do the same, taking out the fiercely—contested class in the 1954 and 1955 Milano-Taranto events. And averaging almost 60mph in the 1955 race. The M-T racers differed only slightly from the production Sport versions, having a higher compression piston with revised combustion chamber, a larger 18mm Dell’Orto carburettor, a four-speed gearbox and primary drive that could be specified as either chain or gear. In M-T form, the 100 pumped out 8.5hp at 9,600 rpm, good enough for 130 km/h. From 1949 to 1958, a total of 38,455 75cc and 100cc models were produced, with only 200 in the final year. For such a small company, Laverda made a considerable proportion of the Sport 100 in-house, the only major parts brought in including the Giuliari dual seat, which was found on numerous Italian lightweights of the time, the Veglia speedometer/ odometer (with Laverda branding), CEV head and tail lights, Dell’Orto carb and the very minimal handlebar-mounted switchgear. The all-alloy engine is a handsome little creation, and with its verticallyfinned rocker box, the Sport 100 could easily be mistaken for a two stroke. The distinctive eggshaped petrol tank, with its hinged filler cap secured by a tubular arm, could only have been created in Italy. One curious addition to Con’s bike is a rather savage looking aircraft mascot mounted on the front mudguard, ready to spear any unsuspecting pedestrian. The front section of the exhaust pipe is a deep blue, indication that the rev-happy little single has indeed been used in the manner for which it was intended.