1974 SFC

The 3CE was a performance version of the 3C modified and sold in the UK by Slaters.
Upgrades included open silencers, parallel fork yokes ala 750 SFC and, I think, high comp pistons and 4C cams.    The 3CE was also fitted with the solo seat. 

Here's page 1 of the article in by Dave Minton from the December 1975 edition of "Motorcyclist" which, incidentally, also shows the bike fitted with the new style instrument mount.
 

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Laverdalothar said:
I feel that last one at least is in line with Piet's comments: 3CL was a 1976 Model, but produced in 1975. So - if the 3CL came originally with the alloy bracket, a 3C/1 produced late in 1975 could have had it from new, too. Production normally changed in Summer and the 1976 Model were produced after the summer brake. Not sure when you ordered yours, but that might explain the overlap.
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... I have to disagree: The 1000 3C manual from April 1975 has already the alloy bracket in the parts list, as well as the 750 SF2 manual from May 1975!!!
Ciao, Gert
 
It sounds pretty much like a pre-Jota. This too should have been a factory release worldwide I reckon.
I came to realise a long time ago that the factory never really had a spec for anything much, and models were always a mix of what was being tried, what was left in the parts bin and everything in between, even instrument brackets it seems.
 
That is a rumor denied by Piero Laverda at several ocasions... And I think it is really not true, at least until the factory got bankrupt.

The reason why there were mixes of parts at the same time has more to do with regulations or the certificate of the ministry of transport in each country, the preferences of the importer etc. Laverda in the 70's knew exactly what they were using with the bikes, but they were flexible to produce bikes in different configurations according to local legislations/regulations or orders of the distributor or the customer. Hence the 3C/E (E for England I do believe), the Mirage etc. etc., the different A-cams (A12 for Switzerland and I think France, A11 for the rest of the world).

 
Laverdalothar said:
That is a rumor denied by Piero Laverda at several ocasions... And I think it is really not true, at least until the factory got bankrupt.

The reason why there were mixes of parts at the same time has more to do with regulations or the certificate of the ministry of transport in each country, the preferences of the importer etc. Laverda in the 70's knew exactly what they were using with the bikes, but they were flexible to produce bikes in different configurations according to local legislations/regulations or orders of the distributor or the customer. Hence the 3C/E (E for England I do believe), the Mirage etc. etc., the different A-cams (A12 for Switzerland and I think France, A11 for the rest of the world).
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Also, but very far from only. And that only became more and more so as time went by and a certain standardisation set in.
A cams are for triples, so late in production.

Paul
 
Laverdalothar said:
I feel that last one at least is in line with Piet's comments: 3CL was a 1976 Model, but produced in 1975. So - if the 3CL came originally with the alloy bracket, a 3C/1 produced late in 1975 could have had it from new, too. Production normally changed in Summer and the 1976 Model were produced after the summer brake. Not sure when you ordered yours, but that might explain the overlap.
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I agree.
My comment was directed at the implication that Jim's, produced in '75, couldn't have been thus fitted, originally.

"My 3c is a 1975 model and has the alloy bracket.

  Jim"


"'cos the original broke... ?  Lots of these have been retro-fitted, hardly any of the originals left."
Piet
 
Jim that's a golden story that you bought your 3C new and still have it, I wouldn't get too hung up on what manuals or advertising material may portray a new model in a handbook really those photo's are a reflection of the mystery the bike you buy maybe.
The press release photo for the first discbrake 3C (a pale blue bike in the photo) was in fact a drumbrake bike that had its front end replaced with forks and double disc wheel then the large headlight replaced with the smaller more fashionable 180mm headlight we are all familiar with ND switches instead of the old lucas switches and if you have a keen eye you will even see the crankcase breather spigott entering the underside of the aircleaner.
This bike in the photo is 1236 my own Aussie drummer is 1232 and I know of drummer 1238
This photographed bike then became the bike pictured in the Laverda 3C handbooks.
There you are some trivia to keep you all awake!!!!!
 
Paul Marx said:
A cams are for triples, so late in production.

Paul
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A cams (A11 mainly) were used in all triples from the first model or even Prototype in 1973 until the 120? Jota in 1982. They changed it when the RGS came to market (RGS had F1) in 1983. In some markets even RGS might have been fitted with A11 or A12, nut sure.

However, one needs to see the bikes not as different models but evolutions until a major upgrade (or marketing needs...) suggested a new name. Everything in between was an evolution of the old model (Major parts are the same like engine, frame).

F.e. there are 750 SF with Smith clocks and with those of ND, with rubber knee pads on the GT/SF Tank and with the longer Tank from the SF1, with Bosch or Lucas switches etc.. The SF is one of the best examples of these evolution steps in my eyes: startet of with Smith, Bosch and knee-pad-tank and ended with SF1 specs except for the engine upgrade (sometimes late models are refered to as SF(0), which was never an official factory name; I use it quite often to refer to the late SF Models with ND/LUCAS/SF1 Tank). Not because they had it laying on the shelf, its because of innovation or change of supplier.

The only bike I can absolutely confirm they used old stock to build new bikes is the 1000 SFC. Some were built with Smith clocks, laying on the shelf for 10+ years...
 
Ok, let's put it another way and more clearly maybe Lothar.

By the time the triples came out, Laverda already had a certain history of large bike production and development so what was true for the triples was already the result of an evolution.

The desiderata of importers and local legislation played a growing role as time went by and were already influent when the first triples rolled out of Breganze.
Not so earlier when the 650/750 twin production started when Moto Laverda began to discover foreign markets.
The early bikes were very much " which part is in front on the shelf today " which is why there is a very tenuous relation between what's on the bike and what's in the sales brochures not to mention the various "history" books.

Paul
 
Tippie said:
We will have to send this one to instrument bracket arbitration!
Can anyone enlighten me on what a 3CE is. We never saw this model designation in Australia.
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Dealer special.

OK, so the alloy bracket was fitted to '75 models, dunno why I lucked out with my '75 with pressed bracket.  Can't imagine that it has been retro-fitted, I'll eventually find out how long it lasts.  My consolation is that the later ones are just as fragile, just in a different area... :D

piet
 
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