62 :OLD BIKE AUSTRALASIA
LAVERDA 1000 3C
sealing the compartment in which it operated, and
in any case, the unit came from Bosch in Germany.
Despite the labour and component problems, the
1000s continued to be built in small numbers, and in
late 1973 a revised version, the 3C, appeared. Up
front, the drum brake had given way to twin 280mm
front discs with Brembo calipers, although the
Laverda drum remained at the rear. Other small
changes included the use of Nippon Denso switches
on the handlebars in place of the previous Lucas
switches, accompanying the Nippon Denso speedo
and tachometer that had been used on all the
1000s. Handlebars were an adjustable racing style
made by Brevettato, which could be altered tochange the angle of the handle itself. The front fork
was still the 35mm Ceriani, which was scarcely up to
the job of handling the weight and power and was
eventually replaced by a 38mm version. Two Voxbell
horns relaced the single horn on the original 1000.
No fewer than sixteen colours were listed for the
1974/75 1000 3C, which carried a price tag in USA
of $3,400 – or around double that of a CB750
Honda. Regulations were becoming stricter and
more universal, and for 1975 the 3C complied, with
the gear change moving from right to left, via a
crossover shaft behind the engine.
The 1000 had enjoyed considerable endurance
racing success in Britain, with energetic support
from the British importer Roger Slater, and it was
largely at his behest that in 1976, Laverda produced
the most famous 1000 triple of all, the Jota, named
after a lively Spanish dance. With the special 4C
camshafts fitted as standard and a British made
exhaust system, the Jota was tested in England at
140 mph, making it the fastest “standard”
motorcycle available, but at £2300, also amongst
the most expensive. From initially being a UK-only
model, the Jota gradually became available in other
markets. Later models were fitted with an
hydraulically-operated clutch in place of the cable.
The triple continued in 1000 3CL and Jota form,
with cast alloy wheels replacing the spoked items
and a rear disc brake, until 1981, when the 180-
degree crankshaft design was laid to rest and
replaced with a new 120-degree design which also
had the capacity punched out to 1200cc, but that’s
another story.Three Dell’Orto
PHF32A carbs, with
accelerator pumps,
supply the mixture.MAINOwner Elvis Centofanti
enjoying a spin.
LEFTHandsome cover hides
triplex chain primary drive.Choke lever under the front
left side of the fuel tank.RIGHTThe
Laverda’s
distinctive
exhaust note
comes out here.There’s a family resemblance to
the 750, but only superficial.
Note the right foot gear change.