Laverda mainly built small motorcycles and agricultural machinery when Massimo Laverda studied the American market in 1964 and pushed for a big twin. Designer Luciano Zen drew a 650 cc engine, inspired by the Honda CB77. At the insistence of American importer Jack McCormack (American Eagle) it eventually became 750 cc. A 650 prototype stood at the Earls Court show in November 1966; the crankshaft was then changed from 180° to 360°.

Production of the 750 began in 1968. The engine was known as heavily built and reliable. In 1970 came the SF (‘Super Freni’, super brakes) with big drum brakes.

On the track the SF made an immediate impression: in 1970 it took first, second and third places in the Oss 24 hours. With the SFC (the ‘C’ stands for competizione) came wins in 1971 in the Oss 24 hours and the Barcelona 24 hours (Montjuïc). In 1973 Van der Wal and Strijbis won the Zandvoort 6 hours on a Laverda.

How many 750s were built in total differs by source: the English Wikipedia says about 18,000, Motorcycle Classics (2008) about 15,817.

750 GT (1968–1974): the touring version, approx. 52 hp. 750 S (1969): sportier.

750 SF (from 1970), with SF1 (1973, 36 mm Dell'Orto carburettors), SF2 (1974, Brembo front disc brake) and SF3 (1976, cast wheels and rear disc brake). According to Motorcycle Classics SF3s were still sold into 1977. The GTL (1974–1977) was a calmer touring version.

750 SFC (1971–1976): hand-built production racer, recognisable by its orange colour and half fairing. 549 were made in series: 23 pre-series, then 78, 58, 122, 100 (for the USA) and 168. The last series had electronic ignition; the last 33 got cast wheels.

According to the Laverdamania buyer’s guide these engines often leak oil at the head gasket and at the back of the crankcase. Ticking at the top can point to wear of crankshaft, piston rings or rockers. Early crankcases with separate cylinders can crack, and frames can crack at the rear engine mounting.

Watch the bearings: of the sprocket carrier, the wheels, the left side of the crankshaft and the camshaft. Air leaks at the inlet rubbers cause a poor idle.

The German magazine Motorrad mentions vibration that often comes from a poorly balanced crankshaft, wrongly set ignition or carburettors that are not in sync. On models from 1973 the exhaust balance pipe can touch the ground in corners. A bent steering stop often points to a fall.

The clutch is heavy, the switches are mediocre and the drum brake of the early models fades under hard use (BikeSocial). Parts for the 35 mm Ceriani front fork are scarce.

Engine parts are mostly still available according to BikeSocial; sheet metal and panels are harder. In Germany Orange Cycle Team (Dom-Esch) has a large stock, partly from the factory. In Scotland there is Laverda Scozia. The old British specialists Slater Laverda and Three Cross Motorcycles have closed. The international club iLOC and Laverdamania have workshop information.

Price indication 750 SF: in 2019 BikeSocial gave a range of 5,500 to 8,500 pounds. Sales in 2025 on classic.com averaged around 5,600 pounds (small sample). Roughly €6,000 to €10,000.

The SFC is a completely different category: Gooding sold a 1974 SFC in 2024 for 56,000 dollars and a 1971 SFC in December 2023 for 107,800 dollars.