Laverda 1000 3C Triple
(Page 2 of 4)
July/August 2007
By Robert Smith
The built-up crankshaft was supported on four roller bearings with a ball bearing on the timing side and an extra outrigger roller bearing in the primary cover. The front-mounted generator was gone, replaced by a crankshaft-end alternator.
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There were some teething problems, including crankshaft fractures resulting from the “rocking couple” vibration inherent in a 120-degree triple.
Fixing the pistons 180 degrees apart (the outer two rise and fall together, with the center piston 180 degrees out of phase) solved the problem, and gave the triple its unique 1-2-3-miss exhaust note — but also resulted in the classic “buzz” associated with “up and down” engines.
3C Evolution
Though no distributor had been appointed at that stage, the first 1000s arrived in the U.S. in early 1973 as personal imports — now fitted with a steel gas tank and 3-into-1-into-2 exhaust.
Meanwhile in Europe, UK Laverda importer Roger Slater had combined tuning parts used in the highly successful factory production racer version of the triple and was fitting them to stock 3CLs. The result was a 95hp rocket ship that Slater persuaded the factory to build as a production machine. Laverda also adopted Slater’s suggested name for the beast: Jota, after a Spanish folk dance in triple time. But that’s another story…
3C Today
Few Laverda 3Cs have survived the ravages of time, intemperate riders and shade-tree wrenchers. Though a Laverda triple’s mechanical construction would be familiar to any modern motorcycle mechanic, when introduced it was pretty new-fangled for those used to working on Brit twins and Harleys.
Many early bikes were set on the path of an “upgrade” to Jota specification by inexperienced owners, leading to unfortunate consequences. Especially vulnerable were — and still are — the camshaft towers, which can become distorted if not carefully assembled. Laverda triples also have a limited engine oil capacity in the wet sump and prefer regular refreshing. That said, the engines are generally bulletproof in use and capable of very high mileage if the primary and cam chains are also replaced every 20,000 miles or so.
This 1974 example surfaced thanks to Italophile Laverda restorer and ex-SCCA racer Scott Potter (www.motolaverda.us), who found it leaning against a shed — where it had been for 20 years — in Dallas. Initially, Scott says, “I figured I’d restore it and keep it for myself.”