Fuel tank

Although numerous types of steel fuel tank have been used over the years, they are all mounted in the same way. Perhaps the most interesting tank is the one used on the earliest machines which had a Triumph-type luggage rack fitted. (This rack used four screws to mount it with captive nuts). Some early machines had rubber knee pads glued to them.

The last type of mudguarding fitted to the Twin with rubber mounted front. Other components do differ

Laverda 650 Vicenza

The Triple's mudguarding for those using Marzocchi forks. Ceriani fork guards are different and similar to those used on the Twin

The last type of mudguarding fitted to the Twin with rubber mounted front. Other components do differ

The Triple's mudguarding for those using Marzocchi forks. Ceriani fork guards are different and similar to those used on the Twin

The fuel caps were originally screwed-on in a traditional way. Most models, however, feature a bought-in press-clamp type. This chrome cap is easily removed from the machine with screwdriver blade — watch the paint. Always make sure the tank can breathe — check the cap's seal (only new caps are available).

From the very early days Laverda have used proper screw-on round tank badges (except SFC). Up until the advent of the 1000, the screw-on tank badge stated the engine capacity, thereafter, to economise on badges, the well-known green-white-red plain 'Laverda' statement was all that could be seen. Early 1200s used an untypical sticker and ugly 'customising' stick-on strip. Later 1200s used a new-look, handsome screw-on badge to continue the heritage. (Certain SF3s used some much earlier '750' statement badges to use up stock!). Machines with pin-striping will find it unsatisfactory even though it was factory applied.

No factory paint specifications are available, although new tanks do come in a factory finish.

Tanks are located at their fronts by two rubber button-bushes which locate on two welded on brackets just behind the steering head. The tank should be pushed fully onto these bushes. The rear of the tank rests on two rubber pads, on the Twins, which sit on two circular posts which just stick out of the top tubes. The Triple's tank, on the other hand, sits on two rubber domes which are located in the two near-vertical tubes in the middle of the frame. On both models the tank is held in place by a rubber band which pulls the tank forward over a little clip on the trailing edge of the tank although very early Twins used two metal tags instead. (SFC tanks were glass fibre, now considered to be unsatisfactory. These tanks had stick-on badges of various types. Alloy tanks must have been made locally for they were not supplied by the factory).

Seat

Various seats have been used over the years — in fact, in some territories, machines came with two!

Most early machines had non-swing seats which were located to the rear top frame tubes by two bolt-on brackets and two spear-brackets welded to the frame. The seat is removed by undoing the two nuts and bolts to the rear of the underside of the seat (found to the rear of the rear shocks' top mounting) and then pulling it up and to the rear, to clear the two spears welded to the frame just behind the rear end of the fuel tank — a crude fixing. The front of the seat had two cuts in the glass fibre or steel pans to locate the spears — these cuts in the glass fibre version enlarge over a period of time and soon the spears will not hold the seat. A repair is then necessary.

All cast wheel machines (except SFC] have a swing seat which pivots on a pin which is held by a split pin. The lock-catch is bolted to the frame by two setscrews. Removal of both the seat and lock-catch from the frame is very straightforward and requires no further explanation. (Broken lock-catches cannot be repaired — replacement is the answer). The seat tail, of glass fibre, remains fixed to the machine when the seat pivots. It is fixed to the frame by three nuts and bolts — the chrome screw head in its top-centre does not fix it. Find the two bolts either side of it, and the one 'inside'. Remove these and it will come free.

Only GTLs came with swing-seats but without the complicated tail and lock-catch. Their removal is quite straightforward once the seat is pivoted. Police machines came with a single 'buddy' seat — its fixing is straightforward too.

The SFC uses an integral seat/tail rear lamp in glass fibre. This whole unit is fixed in a very similar way to the non-swing seat using two side/rear nuts and bolts and two frame-mounted spear-brackets. Before its removal, disconnect the rear lamp.

NOTE: Loose covers are not available from the factory. Seat damage means a full re-upholstery job; this means you will lose your Laverda label on the rear of the seat.

Always remove the across-seat grab handle. It is uncomfortable and would not hold anyone on! It is fitted only because it is a legal requirement!

It is difficult to change one type of seat fitting for another. Frame brazing will be necessary to achieve suitable bracketry.

Side panels

Once again numerous types of side panel have been used. All Twins have used bolt-on steel panels; most SFCs use glass fibre panels with two bolts per panel rather than one, although early SFCs

Here's the rubber band tank holder

The hinged seat on all cast wheel machines. This one must be a BTZ ignition Triple because of the tool tray, a component not fitted to CD! machines

At present replacement seat covers are not available

This 1979 Jota has a stick-on label. Some models use stencilled labels instead

The world's best motorcycle centre stand

The Anniversary 1200's fairing is adequately fitted by three brackets. Here is one of the two handlebar clamps used steel panels too.

Some early machines used a 'plastic' knob to fix the panel while all the others use a chromed, slotted screw. Little can be said except that it is essential that the rubber washer be fitted to the inside of the panel, and that the rubber stop is fitted in the frame in its top rear corner. Always do up all the panels just more than finger tight, but only just — that way they will not fall off the machine when it's in motion.

All Triple panels are plastic and they locate into three rubber grommets fitted to brackets on the frame. Nothing further can be added here, suffice it to say that it is important that each lug is properly located in its grommet — this can be deceiving. Triple panels can fly off at high speed!

Each panel has soft metal badges fitted to it, except the SFC which uses stickers (if anything). These badges are a press-fit into drillings in the panel. The lugs are fixed with speed nuts then bent over. Their removal is possible but great care is necessary if they are to be saved. Bend the lugs carefully with a knife blade. If the lugs break, it is possible to glue the whole badge back on again with adhesive such as Araldite.

Some Triples use extra stickers on these panels, but some later ones use badly sprayed factory stencilling. UK made transfers are available. Metal badges are now being used too.

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  • SEMHAR
    How to economise the fuel of motorcycle?
    6 years ago
  • Petra
    How to remove laverda 750 seat?
    3 years ago

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