On BAT, ex-Michael Moore 1974 Laverda 750 SF2RR

Very interesting bike. The custom triple clamps offer considerably less trail than std - wonder that the rake of the new frame is? And note the size of the exhaust right through to the mega - bigger dos not always = better! Single disc is an interesting choice - wonder if it suffers from twisting under brakes?
 
This is a very interesting bike very professional build and appears to be well sorted, lots of time and effort put into it. Price? I hope the owner/builder gets what he considers a fair price. That said a Laverda race bike is a tough sell, particularly in the USA. Laverda enthusiasts are becoming as historic as the bikes they love. I have been to 4 AHRMA events in the past 4 years and never saw a Laverda either on or off the track.
If it was a Ducati of similar vintage, well the sky is the limit on possibilities of the selling price. The post has many links detailing the build and bike history it's all there including the warning to Laverda owners. AHRMA, what class would you run it in?
 
martymoose said:
Size of the exhaust set against a full blown flow bench from memory, so is perfectly matched. Why would a single disc setup induce twisting in the front?
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Looks like a 300 or 310mm disc. Stanchion wall thickness, front axle size and clamping of the old 38mm Cerianis is, at best, only marginal. This is an example of where a (sturdy) fork brace would be justified.

piet
 
martymoose said:
Size of the exhaust set against a full blown flow bench from memory, so is perfectly matched. Why would a single disc setup induce twisting in the front?
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For the same reason you can feel it markedly on a big single sided drum - never noticed it on my SF1 brake but on an SF with the earlier brake hard braking resulted in the need to push hard against the left bar to counteract the pull to the left. I'm just guessing but reckon a big single disc would do the same at racing speeds. As Piet says, fork brace a must.
 
78jotadave said:
I have been to 4 AHRMA events in the past 4 years and never saw a Laverda either on or off the track.
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78jotadave said:
AHRMA, what class would you run it in?
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From my days competing in AHRMA (now a couple of decades ago), a single front disk is permitted in 750 Sportsman which allows modified frames on street models, 750 Formula allows two period disks and calipers. 750SFC was classed and forced to enter as 750 Formula despite street model legality. I ran the Trackmaster framed SF2 based bike built by Chris A in Sportsman with one disk and fairing removed and the SFC in 750 Formula. Back then there were often several Laverdas on the track at nearby and major (e.g. Daytona and Steamboat) AHRMA events (Tim P, Larry S, Chris A, Harry S, me, among others) but times moved on!
A quick scan through the 2021 AHRMA handbook suggests the classes would be the same now. As a like model to the pre-1972 SF750, this bike would compete as 750 Sportsman but could bump up a class too.
 
I read a little more of the AHRMA rulebook

"10.5.4 REQUIREMENTS AND MODIFICATIONS FOR SPORTSMAN
a) The frame must be a pre-’73 production type (period tubing type). Frames by
Trackmaster, Champion and Rickman are permitted; “Rob North” or Rickman
roadrace types are not.
b) The production street engine must be used."

So it would not be eligible for Sportsman with that frame - I was eligible with the permitted Trackmaster frame.
 
This is a bit of a thread resurrection, but I don't check here frequently and I looked to see what had been happening.

The fabricated sheet steel triple clamps on the SF2RR are the same offset/width as those on a Tonti Guzzi, and IIRC I probably used around 26 degrees for the rake angle on the frame. The bike was built for AHRMA F750. The engine/exhaust was developed on an "engine only" water brake and was at about 74hp. The primary pipes are a smaller OD than is the tail pipe between the collector and megaphone. I bored the RD350 hub and the Ceriani forks for a tubular 25mm axle, and the front rotor is a 12"(?) JFZ item for a dirt-track car. It seemed to have enough brake for my slow speeds with the 48mm Brembo triangular caliper.


At this very moment I'm in the process of selling the eurospares.com domain to a company in England that sells parts for older high-end euro/UK automobiles. However, I have registered a new domain

www.motoconstructor.com

and that is pointing to the old Euro Spares files so you should be able (for now) to get to the 750 articles using


I've had the domain for over 25 years (and my Laverda email list hosted at micapeak.com will have its 25th birthday next month, though the traffic is pretty sporadic of late). I never planned on it growing to 2.35GB/16600+ files, so I'm going to try and come up with a plan for a makeover to go with the new domain name before I do any significant changes. My email address of the last 25+ years is going away with the domain, but I'll get the "contact me" info at the bottom of each page changed over first thing so people can email me that way.

Henry did a very nice job of cleaning up the SF2RR, it never looked that nice when I raced it (paint was bought in after I took it apart for the last time and it never went back together). IIRC he told me it had an outing or two with AHRMA and he and the rider were very pleased with it. I do not know who purchased the bike from Henry or if it is being raced.

Marty, ever since your visit here in SF my wife and I have added "wooly jumper" to our clothing vocabulary. :)

Please share the word about the change of domain for my website.

cheers,
Michael
 
Michael Moore said:
This is a bit of a thread resurrection, but I don't check here frequently and I looked to see what had been happening.

The fabricated sheet steel triple clamps on the SF2RR are the same offset/width as those on a Tonti Guzzi, and IIRC I probably used around 26 degrees for the rake angle on the frame. The bike was built for AHRMA F750. The engine/exhaust was developed on an "engine only" water brake and was at about 74hp. The primary pipes are a smaller OD than is the tail pipe between the collector and megaphone. I bored the RD350 hub and the Ceriani forks for a tubular 25mm axle, and the front rotor is a 12"(?) JFZ item for a dirt-track car. It seemed to have enough brake for my slow speeds with the 48mm Brembo triangular caliper.


At this very moment I'm in the process of selling the eurospares.com domain to a company in England that sells parts for older high-end euro/UK automobiles. However, I have registered a new domain

www.motoconstructor.com

and that is pointing to the old Euro Spares files so you should be able (for now) to get to the 750 articles using


I've had the domain for over 25 years (and my Laverda email list hosted at micapeak.com will have its 25th birthday next month, though the traffic is pretty sporadic of late). I never planned on it growing to 2.35GB/16600+ files, so I'm going to try and come up with a plan for a makeover to go with the new domain name before I do any significant changes. My email address of the last 25+ years is going away with the domain, but I'll get the "contact me" info at the bottom of each page changed over first thing so people can email me that way.

Henry did a very nice job of cleaning up the SF2RR, it never looked that nice when I raced it (paint was bought in after I took it apart for the last time and it never went back together). IIRC he told me it had an outing or two with AHRMA and he and the rider were very pleased with it. I do not know who purchased the bike from Henry or if it is being raced.

Marty, ever since your visit here in SF my wife and I have added "wooly jumper" to our clothing vocabulary. :)

Please share the word about the change of domain for my website.

cheers,
Michael
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Is the SF2RR the infamous Potter bike?
 
I only had one Laverda racer which had several versions. The early version (as seen in my profile photo) used a stock frame, and the final version with my own chassis is the one that went to Scott, along with the street SF2 that he did pay for.
 
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