“Encouraged by the racing success of the 750 S and 750 SF during 1969 and 1970, Moto Laverda created the 750 SFC (C for Competizione) for 1971. It was the success of the SFC in endurance racing from 1971 to 1973 that did much to create the Laverda reputation for robustness and exceptional all-round performance.” The bright orange colour scheme of the factory racers would become an SFC (and ultimately a Laverda) trademark. Although it was always a limited edition model, when the factory stopped racing the 750 twin after 1973 the SFC continued, incorporating many of the developments derived from three successful years of racing. The 750 SFC was, therefore, a true racing machine that could be ridden on the street.” Ian Falloon, The Laverda Twins & Triples Bible (Veloce, 2007)

“The SFC was very competitive with the Ducati 750 SS. There was nothing between them on the track. Ducati worked on the 750 SS’s development harder, that’s all.” Roberto Gallina, Laverda factory Formula 750 team manager in the 1970s as told to renowned Laverda expert Tim Parker.

 The 750 SFC was made in batches. The example being offered for sale, engine and frame # 17084, is from what’s now commonly referred to as the 1974 16000-17000-series. Of the 222 built in that series, 100 examples were believed supplied to the USA with several unique features including twin Laverda-branded Nippon-Denso instruments, “Jota” bars, indicators, a single “Sebring” mirror and a “square” tail light. # 17084 is a North American market SFC.

# 17084 has recently been restored by master craftsman Gregg Rammel of Northville, Michigan with the goal of bringing it back as it would have left the factory. This means a zinc-coated frame, the right fasteners, and the right tank and side panel decals. The indicators and mirror are not installed.

 And much more to the point, it has not been over painted and polished. The seller bought the bike from the original owner who at some point had re-painted all that was factory orange, a ready-to-fade red. Fortunately, the bike was otherwise close to factory specification with 90% of its original components and the engine and transmission otherwise well maintained, and still with very few miles.

 This example is thus the very-next-best-thing to an original, unrestored machine. It needs nothing. And like its contemporary head-on competitor, the Ducati 750 SS, it’s street legal, achingly rare, gloriously noisy with its factory 2-into-1 megaphone exhaust, and arguably as statuesque and classically beautiful. What it has over the 750 SS is that it has an electric starter!