GIVING UP THE GHOST
At the start of the 1990s, Laverda emerged from receivership as part of the Zanini group, who looked to the old 500 twins for inspiration. The Alpino / Montjuic motor was developed into a feisty, fuel-injected, oil-cooled 668cc powerplant. Paired with a superb, twin-spar aluminium chassis developed by Nico Bakker, the resulting 650 Sport was an extremely agile machine. But before production could begin in earnest, Zanini too succumbed to financial pressures.
In the company’s next incarnation, manufacturing moved to Zane under new ownership. The reorganisation delayed production by two years, which means that by the time the 650 Sport was available in the shops it had stiff competition from Ducati’s twins. Even so, the 668’s performance was sufficient to spawn several spin-off models – several using a less expensive tubular steel frame – like the roadster Ghost and the halffaired Diamante.
Even in its earlier incarnation as an aircooled 500, that engine could feel harsh and raspy. If it was going to power a true 750 sportster then it needed significant updates – which were delivered in 1997 as the748cc water-cooled 750S, rapidly followed by the tuned and up-specced Formula. The result was plenty of power (92bhp) and speed (140mph) in a dynamically accomplished chassis. Again, half-faired and roadster models joined the line-up.
And if you’re in any doubt about whether these bikes are ‘real’ Laverdas, rest assured that in many respects they inherited many of the characteristics of their forebears. Like the earlier 750 SF / SFC twins, the 750 S and Formula are hard-riding, high-revving scratchers.
All that torsional rigidity translates to first-class steering and handling… and an unforgiving ride for the pilot. The brakes are brilliant, but patchy build quality meant warranty problems across the board, from fuel pump failures to cylinder head and gearbox issues. Engine cooling and lubrication were improved for the Formula, and the clutch strengthened – but that means you’ll need a strong left hand to spend all day in the saddle.
The 750S and Formula bikes looked like they could compete with a GSX-R or ZXR, but they simply couldn’t survive being thrashed around track days by owners who weren’t prepared to give them constant attention. A reputation for poor reliability sealed the firm’s fate and, in 2000, Aprilia bought what was left of Laverda.
In enthusiast ownership, the 668/748 twins have fared rather better. The perceived lack of top end power is less of a problem for ‘classic’ owners – although, to be fair, many riders still race these machines. A quarter-century of production racing has produced an abundance of expertise and several significant mechanical upgrades. It takes some patience to track down the correct components for each specific model, mind, as there was something of a mix-andmatch philosophy going on with different frame and engine options.
You still need to be a certain sort of motorcyclist to appreciate the Zane twins, too. Even the roadgoing Ghost / Strike offers a ride which is on the far side of ‘firm’, with engine characteristics that might kindly be described as ‘fierce’. You’ll need to shelve your mechanical sympathy to push the rev-hungry engine to almost 8000rpm, where torque finally peaks. Ear plugs might be advised: this was never a quiet motor. As with the big Laverda triples, a full day in the saddle reveals who’s boss: it’s the bike!