Built by French Laverda enthusiast Laurent Cahuzac, this beautiful machine is presented in the classic Café Racer style, a look that is currently undergoing a healthy resurgence as part of the modern customising scene.

This stunning motorcycle is based on a reinforced 1981 Laverda 3CL frame with modified headstock as well as special Ceriani GP Racing 41.5 mm front fork and incorporates a 1975 Laverda 1000cc engine.

The 180-degree triple with standard specification pistons and A11 cams has been rebuilt. Gaskets, seals, bearings and chains are new. The carburettors are rebuilt. The electrical system includes a DMC2 programmable ignition system as well as an Odyssey PC545 battery and the wiring harness is brand new.

Noteworthy features include a custom made alloy Todd modified fuel tank, Ducati 900SS inspired seat-unit and alloy mudguards, adjustable Jota handlebars, rear-set footrests, new wheels with stainless steel spokes, a special exhaust system and many custom made billet aluminium parts.

This stunning two-wheeled work of art runs very well, comes with a normal French registration document and can be viewed by appointment in the South of France.

The first Laverda 1000 prototype, shown at the Geneva show in 1969, was little more than the 750 twin with an extra cylinder. It retained the 750 twin's chain-driven single overhead camshaft layout with the starter behind the cylinders and a belt-driven generator in front.

In 1970, Massimo Laverda and Luciano Zen decided to develop a new prototype using the latest in cylinder head design. The cylinder block was spigoted into a new crankcase of massive strength, and was topped with a new cylinder head with narrowly angled valves operated by dual overhead camshafts being driven by a toothed v-belt on the right side of the cylinders.

The built-up crankshaft was supported on four roller bearings with a ball bearing on the timing side and an extra outrigger roller bearing in the primary cover. The front-mounted generator was gone, replaced by a crankshaft-end alternator.

There were some teething problems, including crankshaft fractures resulting from the "rocking couple" vibration inherent in a 120-degree triple.

Fixing the pistons 180 degrees apart solved the problem, and gave the triple its unique 1-2-3-miss exhaust note - but also resulted in the classic "buzz" associated with "up and down" engines.

Few Laverda 3Cs have survived the ravages of time, intemperate riders and shade-tree wrenchers. Though a Laverda triple's mechanical construction would be familiar to any modern motorcycle mechanic, when introduced it was pretty new-fangled for those used to working on Brit twins and Harleys.

Many early bikes were set on the path of an "upgrade" to Jota specification by inexperienced owners, leading to unfortunate consequences. Especially vulnerable were - and still are - the camshaft towers, which can become distorted if not carefully assembled.

Laverda triples also have a limited engine oil capacity in the wet sump and prefer regular refreshing. That said, the engines are generally bulletproof in use and capable of very high mileage if the primary and cam chains are also replaced every 20,000 miles or so.

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