Classic Racer

ICONIC METAL: LAVERDA 1000 V6

One of the most fabled bikes ever to take to the track, it could have been the beginning of a whole range of advanced Laverda road bikes.

- Words and photograph­s: Phil Aynsley

This stunning and striking machine was born on the racetrack but could have spawned a host of road-going Laverdas. What happened?

AFIERI'S ORIGINAL CONCEPT WAS FOR A V6 SPORTS-TOURER ROAD BIKE WITH A MODULAR ENGINE DESIGN THAT COULD ALSO PROVIDE V4 AND V-TWIN MODELS. THE EXCELLENT OUTPUT OBTAINED IN EARLY TESTING (120HP, THEN 140HP – EQUIVALENT BHP/LITRE TO CONTEMPORA­RY F1 MOTORS) CONVINCED THE FACTORY TO DEVELOP THE BIKE AS AN ENDURANCE RACER INSTEAD.

?? ??
?? ??
?? ??
?? ?? Above: This bike is the one raced in the Bol d'or and has remained in the Laverda family's collection. The only other running example was owned by the late Cor Dees in the Netherland­s, who used his skills as a machinist (and the stock of parts he bought from the factory) to complete the original Milan Show/gruppo Zanini limited edition mock up (1991) bike he had bought from an Italian collector in 2007.
Above: This bike is the one raced in the Bol d'or and has remained in the Laverda family's collection. The only other running example was owned by the late Cor Dees in the Netherland­s, who used his skills as a machinist (and the stock of parts he bought from the factory) to complete the original Milan Show/gruppo Zanini limited edition mock up (1991) bike he had bought from an Italian collector in 2007.
?? ?? Right: Pietro Laverda on the V6 during demonstrat­ions at Sydney's Eastern Creek in 2017: a glorious sound!
Right: Pietro Laverda on the V6 during demonstrat­ions at Sydney's Eastern Creek in 2017: a glorious sound!
?? ?? Top: The engine uses four-valve heads with a shallow 24-degrees included valve angle. The clutch and alternator are counter-rotating to balance out the inherent vibration of the 90-degree V6. Left: One of the most impressive sights in the motorcycle world! The 996cc 90-degree V6 was designed by Giulio Afieri (who worked for Maserati for 20 years) and was basically a scaled down version of his three-litre motor used in the Merak and Citroen SM.
Top: The engine uses four-valve heads with a shallow 24-degrees included valve angle. The clutch and alternator are counter-rotating to balance out the inherent vibration of the 90-degree V6. Left: One of the most impressive sights in the motorcycle world! The 996cc 90-degree V6 was designed by Giulio Afieri (who worked for Maserati for 20 years) and was basically a scaled down version of his three-litre motor used in the Merak and Citroen SM.
?? ?? Water and oil temperatur­e gauges and an oil pressure gauge join the traditiona­l white-faced Veglia tacho in the cockpit. Redline is 11,000rpm.
Water and oil temperatur­e gauges and an oil pressure gauge join the traditiona­l white-faced Veglia tacho in the cockpit. Redline is 11,000rpm.
?? ?? The seat unit incorporat­es the oil tank for the dry-sump motor.
The seat unit incorporat­es the oil tank for the dry-sump motor.
?? ??
?? ??
?? ?? The bike only raced the once (due to a lack of developmen­t resources and a rule change limiting motors to four cylinders from 1979) but its top speed of 283kph (176mph) was 30kph (19mph) faster than the next best competitor! Due to lack of time to refine the new rear suspension/swingarm, the engineers estimated that the uni-joint between the gearbox and driveshaft would only last nine hours – it failed at eight-and-a-half!
The bike only raced the once (due to a lack of developmen­t resources and a rule change limiting motors to four cylinders from 1979) but its top speed of 283kph (176mph) was 30kph (19mph) faster than the next best competitor! Due to lack of time to refine the new rear suspension/swingarm, the engineers estimated that the uni-joint between the gearbox and driveshaft would only last nine hours – it failed at eight-and-a-half!
?? ??
?? ?? Below: The biggest change to the bike between its 1977 debut at the Milan Show and its race debut at the Bol d'or 24 hour race the following year was the replacemen­t of the underslung mono-shock suspension with the twin magnesium Marzocchis, seen here together with a much modified swingarm. Right: The down draught carburetto­rs were specially made by Dell'orto. Fuelinject­ion was tested at one stage.
Below: The biggest change to the bike between its 1977 debut at the Milan Show and its race debut at the Bol d'or 24 hour race the following year was the replacemen­t of the underslung mono-shock suspension with the twin magnesium Marzocchis, seen here together with a much modified swingarm. Right: The down draught carburetto­rs were specially made by Dell'orto. Fuelinject­ion was tested at one stage.
?? ?? The twin radiators were each housed in front of the cylinder banks. The size of the fairing wasn't a disadvanta­ge in endurance racing where rider comfort was a priority.
The twin radiators were each housed in front of the cylinder banks. The size of the fairing wasn't a disadvanta­ge in endurance racing where rider comfort was a priority.

Newspapers in English

Newspapers from United Kingdom