Written by an owner, a certain Marco Pasquali. Translated from the original Italian, with certain of the original words/phrases in brackets.
But sentiments I share (not least, "its spicy and sometimes difficult nature").
"I can speak from personal experience since I've owned one since 2001.
Mine is the final series, sold to race in the Trophy Series that should have been held in 2000, but which never got going because of the financial difficulties of Laverda (which was bought by Aprilia and then closed shortly afterwards when Piaggio bought Aprilia).
I've done many miles on the road, and I've also done a few outings on the track and a few time trials. Believe me, it's an incredible bike in so many ways, a bike/chassis (ciclistica) that's first-class (sopraffina), but is touchy (sensibile), nervous, rapid through the bends if you move your body. Frightening braking. Thanks to the Brembo cast iron fully floating racing brakes, no other bike of those years brakes so hard.
The engine is much more powerful and faster than you think, especially when fitted with the open exhausts, electronics and camshafts of the Trophy kit - which is even more developed (spinti) than the already well developed standard parts.
The Formula has larger valves than the standard 750S, has more compression and has the head and inlet ducts machined. Its behaviour is that of a racing bike. It has to be kept revving if you want to go fast. You only have 2000 useable revs between 7500 and 9500, but it really goes a long way (li fa veramente tanta strada) considering that it's still only a 750 twin-cylinder based on a 1970s design. But don?t think that it struggles to hold the pace with much more powerful bikes around the curves of the passes of the Appenines.
But it has some limits: it's uncomfortable and quickly tires you out; it vibrates a lot; it has a ridiculous turning circle (I don't know how they got it homologated). The handlebars practically don't turn and you have to steer hard or you won't make tight corners - dangerous if you're on the wrong side or you need to avoid an obstacle at the last moment.
Overall it consumes very little. It has a great range given the huge tank with the filler under the passenger seat. The tank is underneath what is nothing more than a plastic cover for the voluminous airbox. This lowers the center of gravity and makes for good handling, but I repeat: only if you get used to riding it as it wants. If you get carried away (uno si fa trasportare), or if you want a smooth and uncommitted ride, it's not the right bike for you. You want tyres with a pointed profile and not the standard 120/60 on the front - with that I've never been able to find a good way to ride it.
It?s a rigid bike. It tends to jump over potholes and you have to adjust the suspension according to your own needs and the type of asphalt you will encounter. Luckily the Paiolis are adjustable in compression, extension and preload, both front and rear - and the adjustments are perceptible. The electrical system is delicate, never wash it with a jet washer, a bike to be maintained by an expert of the brand. And use good oil and spark plugs. The battery should always be kept fully charged or you may have cold starting problems.
Otherwise, the motorbike goes very well and I have never regretted 1 day of having spent so much to put it in the garage. With that money, you could buy an R1 and have money left over to fill it up all summer. But when you get to the pass, all eyes are on it. It's beautiful, it's refined and it's got an exotic, atypical motorbike feel to it. Only put one in the garage if you know you can compromise with it and that you can forgive its spicy and sometimes difficult nature."
But sentiments I share (not least, "its spicy and sometimes difficult nature").
"I can speak from personal experience since I've owned one since 2001.
Mine is the final series, sold to race in the Trophy Series that should have been held in 2000, but which never got going because of the financial difficulties of Laverda (which was bought by Aprilia and then closed shortly afterwards when Piaggio bought Aprilia).
I've done many miles on the road, and I've also done a few outings on the track and a few time trials. Believe me, it's an incredible bike in so many ways, a bike/chassis (ciclistica) that's first-class (sopraffina), but is touchy (sensibile), nervous, rapid through the bends if you move your body. Frightening braking. Thanks to the Brembo cast iron fully floating racing brakes, no other bike of those years brakes so hard.
The engine is much more powerful and faster than you think, especially when fitted with the open exhausts, electronics and camshafts of the Trophy kit - which is even more developed (spinti) than the already well developed standard parts.
The Formula has larger valves than the standard 750S, has more compression and has the head and inlet ducts machined. Its behaviour is that of a racing bike. It has to be kept revving if you want to go fast. You only have 2000 useable revs between 7500 and 9500, but it really goes a long way (li fa veramente tanta strada) considering that it's still only a 750 twin-cylinder based on a 1970s design. But don?t think that it struggles to hold the pace with much more powerful bikes around the curves of the passes of the Appenines.
But it has some limits: it's uncomfortable and quickly tires you out; it vibrates a lot; it has a ridiculous turning circle (I don't know how they got it homologated). The handlebars practically don't turn and you have to steer hard or you won't make tight corners - dangerous if you're on the wrong side or you need to avoid an obstacle at the last moment.
Overall it consumes very little. It has a great range given the huge tank with the filler under the passenger seat. The tank is underneath what is nothing more than a plastic cover for the voluminous airbox. This lowers the center of gravity and makes for good handling, but I repeat: only if you get used to riding it as it wants. If you get carried away (uno si fa trasportare), or if you want a smooth and uncommitted ride, it's not the right bike for you. You want tyres with a pointed profile and not the standard 120/60 on the front - with that I've never been able to find a good way to ride it.
It?s a rigid bike. It tends to jump over potholes and you have to adjust the suspension according to your own needs and the type of asphalt you will encounter. Luckily the Paiolis are adjustable in compression, extension and preload, both front and rear - and the adjustments are perceptible. The electrical system is delicate, never wash it with a jet washer, a bike to be maintained by an expert of the brand. And use good oil and spark plugs. The battery should always be kept fully charged or you may have cold starting problems.
Otherwise, the motorbike goes very well and I have never regretted 1 day of having spent so much to put it in the garage. With that money, you could buy an R1 and have money left over to fill it up all summer. But when you get to the pass, all eyes are on it. It's beautiful, it's refined and it's got an exotic, atypical motorbike feel to it. Only put one in the garage if you know you can compromise with it and that you can forgive its spicy and sometimes difficult nature."
thanks for posting - can you put it on the ILOC site ? 
One or more of the piston rings where broken or something similar. As it was still under warranty, Hubi got all the spare parts from the factory and repaired it.
- came out of the factory a bit more refined (ECU/fuelling/ignition) than my 1999 (registered) bike.
