Wow! For a Laverda poster?
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GoFaster
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1982 Laverda 1200 TS
Bid for the chance to own a 1982 Laverda 1200 TS at auction with Bring a Trailer, the home of the best vintage and classic cars online. Lot #162,574.
bringatrailer.com
Maybe if Evel Knievel were using it when the photo was taken, it might be worth $10 USD to me!1982 Laverda 1200 TS
Bid for the chance to own a 1982 Laverda 1200 TS at auction with Bring a Trailer, the home of the best vintage and classic cars online. Lot #162,574.
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They booted out the Indian FTR750 too.
Possible solution is for Harley and Indian to make new versions available to folks to purchase at the local dealers - if that is what the rule makers require. Continue to "play the game" so they can "stay in the game".
A bit of a difference here: Jim Hall's Chaparrals could not be purchased through your local car dealer and driven on the street (although a few managed to get a Lola or a McLaren from those days registered for the street).
Yes, it's a picture of a bike.
I have friends that raced the Laverda's back in the day.
And Evel quite using them in 1970.
I got my first bike in 1971 (when I was 14), a new Honda CL 175.
I've been some sort of a mechanic/racing gear fabricator/Engine and chassis modification person ever since before that with Go Karts & Mini Bikes & off road vehicles.
Youtube has a video or two on Jim Hall and the Chaparrals. Jim actually is explaining things in the video. The video is unbelievably interesting and shows how some guys are just ahead of their time. He invented so much in racing it is mind boggling. Also, he did it with old, old tech and lots of hard work.
Just think what might have happened if NASCAR had not banned the aero cars in the early 1970's.1970 in essentially a car that you could buy from the local Dodge Dealership:
(which there seems to be some evidence of it being able to run 236 MPH in a straight line & had actually been "de-tuned" for NASCAR):
The 200 MPH Dodge
by Tom Jensen April 18, 2023
Buddy Baker’s record-breaking Dodge Charger Daytona is now on display in the NASCAR Hall of Fame as part of our “NASCAR 75: Moments and Memories” exhibit.
One of the six featured cars in the NASCAR Hall of Fame’s newest Great Hall exhibit, “NASCAR 75: Moments and Memories” is a very special 1969 Dodge Charger Daytona. Known to Chrysler Corp. engineers as serial No. DC-93, this is the first car to lap a closed course at more than 200 miles per hour.
On March 24, 1970, during testing at Alabama International Motor Speedway (now Talladega Superspeedway), Buddy Baker (NASCAR Hall of Fame Class of 2020) turned a lap of 200.447 mph in this high-winged, swooped-nosed Dodge. Baker’s lap not only broke the once-unthinkable 200-mph barrier, but it was also more than 30 mph faster than the pole speed for the 1970 Indianapolis 500.
Now owned by Scott Borchetta, DC-93 was the subject of a meticulous, multi-year restoration by Hall of Famer Ray Evernham (Class of 2018) and his team of craftsman. The NASCAR Hall of Fame is extremely grateful to both men for allowing us to display this priceless piece of racing history.
Buddy Baker, nicknamed “Leadfoot,” was Chrysler Corp.’s choice to attempt to exceed 200 mph on a closed course, which he did. Photo courtesy of NASCAR Archives & Research Center
DC-93 has a long and colorful history. It began life as a 1969 Dodge Charger 500 that was used as a magazine test car on the West Coast. Unfortunately, it was stolen, stripped of many of its parts and later found perched on cement blocks in the Watts section of Los Angeles.
Chrysler officials reclaimed the stolen car and shipped it out for repair. Nichels Engineering in Indiana rebuilt the hulk and made it into a proper NASCAR stock car, intended to be used for research and development. Fitted with the Daytona’s rear wing and special aerodynamic nose, DC-93 was tested on the 4.75-mile oval at Chrysler’s Chelsea Proving Grounds in Michigan, where it purportedly topped 205 mph in the summer of 1969.
The huge rear wing on the back of the 1969 Dodge Charger Daytona smoothed out airflow at the rear of the car on fast NASCAR superspeedways. Photo courtesy of Tom Jensen
The chassis for this car was also raced at NASCAR superspeedway events by a variety of different drivers, including Hall of Famers Bobby Allison (Class of 2011) and Bobby Isaac (Class of 2016), as well as Dan Gurney, Paul Goldsmith and Charlie Glotzbach. But it’s main claim to fame was Baker’s barrier-smashing 200 mph run at Talladega.
Baker, characteristically, was humble after running his record-setting lap. “Gosh, it’s the best feeling I’ve had in a long, long time,” said Baker. “This is something that no one can ever take away from you, being the first guy to run 200 mph on a closed-course circuit.”
Talladega was built by NASCAR founder and Hall of Famer William H.G. France (2010) in part to be a track where speed records would be set. That’s why the track is the longest oval in the sport, and why it was banked 33 degrees in the corners, something Baker said he didn’t even notice at speed.
“Well, believe me, when you’re running 200 (mph), it feels just like it’s flat, because it takes every bit of the banking to run this speed,” said Baker. “We’re just tickled to death to be able to come down here and break the record.”
The smile on Buddy Baker’s face says as much about his accomplishment as the speed recorded on a tire that came off his record-setting Dodge. Photo courtesy of NASCAR Archives & Research Center/CQ-Roll Call Group via Getty Images
France himself was on hand to witness Baker’s record-setting run, as was NASCAR’s chief timer and scorer, Joe Epton, who brought his timing equipment from Atlanta International Raceway (now Atlanta Motor Speedway), where a NASCAR Grand National Series race had been rained out the previous weekend. If Baker was going to set the record, NASCAR wanted to make sure it could certify the mark. The sanctioning body even inspected Baker’s Dodge prior to the test to ensure it was legal.
The morning began wet, but the weather improved and the track dried by early afternoon, allowing the test to proceed. Baker patiently brought his Dodge Daytona up to speed during the full day of testing, eclipsing the 200 mph mark with a lap of 200.096 mph on his 30th circuit around Talladega. Four laps later, Baker hit 200.447 mph, which became the track record.
When Buddy Baker broke the 200-mph barrier, his car carried No. 88 on the right-side door, but no number on the left side, so that’s how Ray Evernham and his crew restored the car – exactly as it set the record in 1970. Photo courtesy of Cassie Townsend
Getting the record run certified by NASCAR played a key part in the story, as Baker would tell The Huntsville (Alabama) Times in a 2010 interview. “There’s a lot of people say they climbed Mt. Everest on the backside and nobody saw it,” Baker told the newspaper. “To be the first official (lap above 200 mph), that’s what matters to me.”
Baker was accompanied to his record-setting Talladega run by a cadre of Dodge engineers, who fine-tuned the winged Dodge Daytona as the day went on, trying to coax ever more speed out of it. In a 2001 interview, Baker recalled a conversation he had with Dodge personnel on the day he eclipsed the 200-mph mark.
“After we broke the 200-mph barrier, I said: ‘Let's go to it and really set 'em a record,’” Baker recalled telling Dodge officials. “They said the next barrier is at 300 mph and asked me, ‘Do you want to break that one?’ I said, ‘No. Scratch my name off that trophy.’”
After we broke the 200-mph barrier, I said: Let's go to it and really set 'em a record.
— Buddy Baker
Powering the 200 mph Dodge Charger Daytona was one of Chrysler Corp.’s legendary 426-cubic-inch engines known as the Hemi. Photo courtesy of Tom Jensen
That day in Talladega turned out to be one that would stick with Baker for the rest of his racing career, an important accomplishment in the sport’s history and one that no one else could claim. Other folks would eventually go faster, but Baker was the first to eclipse the 200-mph mark.
“Dodge picked me to run the first official 200 mph lap at Talladega,” Baker said in the book “Flat Out and Half Turned Over – Tales from Pit Road with Buddy Baker.” “We had all run 200 mph before, but not officially. When they did pick me to be the one, there was a lot of bellyaching from the rest of the guys driving Dodges. We got a lot of press. It wasn't a big deal for me back then, but it became a big part of my life.”
Plan a visit to the NASCAR Hall of Fame and purchase tickets at nascarhall.com/tickets.
Tom Jensen
Tom is the Curatorial Affairs Manager at the NASCAR Hall of Fame. For more than 25 years, he has been part of the NASCAR media industry.
How much faster & better would we have advanced in automotive, military and the space industries? As well as many others (for materials like carbon fiber, Kevlar, metal alloys for strength & lightness, etc, too).
That was a major mistake IMHO.
Never been a more boring engine to either ride, or just listen to as a bumblebee clone Japanese Inline 4 BLAH
Send them all to the crusher.
LMAO... I rode a 750 Honda with bore kit, open header, bigger carbs and no intake box and man alive did it howl out on the mountain passes. (Shifting gears with exhaust note sound.) WHaaaaaaaaaaaaa whhaaaaaaaaaaaaaaaaaaaa whaaaaaaaaaaaa... LoL. I loved ripping through the gears at night. No bumble bee sound there.Never been a more boring engine to either ride, or just listen to as a bumblebee clone Japanese Inline 4 BLAH
Send them all to the crusher.
We used to buy up the old Honda's and take em to the swap-meets
.Then charge guys $1 or 2 a swing with a 10# sledgehammer to beat them into the ground.
We'd make a bundle every time. LOL
cool story, broWe used to buy up the old Honda's and take em to the swap-meets
Then charge guys $1 or 2 a swing with a 10# sledgehammer to beat them into the ground.
We'd make a bundle every time. LOL
Savages..! LOL... I can see it too. A crankcase hit would be worth $5 and a gas tank $10 all other parts a dollar or two.We used to buy up the old Honda's and take em to the swap-meets
Then charge guys $1 or 2 a swing with a 10# sledgehammer to beat them into the ground.
We'd make a bundle every time. LOL
My pride as an 18 year old was a used Laverda Montjuic 600. Loved that bike, even though it had an electrical system that reliably predicted rain a day in advance or so. Also owned 2 Ducatis, the first one also had a temperamental electrical system, the second one (mid 90s) was awesome.
Also rode the big Laverda Jota. I remember the clutch being designed for werewolf hand-paw strength.
But I have to say the most intoxicating engine sound ever to me was a 6 cyl Honda CBX. And the Valkyrie 6 cyl was also pretty cool (albeit heavy as a mother_..).
Magneti Marelli S.p.A. electrical was the Italian twin of Joseph Lucas Ltd. electricals. (NOT GOOD!)
For that wonderful 6 cylinder sound prior to the 1978-1982 CBX, there was the Italian
Benelli Sei
From Wikipedia, the free encyclopedia750 Sei (based on the Honda CB 500 with 2 extra cylinders)
 | |
| Manufacturer | Benelli |
|---|---|
| Production | 1972–1978 |
| Assembly | Pesaro, Italy |
| Engine | 747 cc air-cooled inline-6 |
| Bore / stroke | 56 mm × 50.6 mm (2.20 in × 1.99 in) |
| Compression ratio | 9.8:1 |
| Top speed | 200 km/h (120 mph) |
| Power | 76 hp (57 kW) @ 9000 rpm[1] |
| Transmission | 5-speed, wet clutch |
| Suspension | Front: 38 mm Marzocchi telescopic forks Rear: Twin shock |
| Brakes | Front: Twin disc Rear: Drum |
| Tires | Front: 3.50 H 18 Rear: 4.25 H 18 |
| Weight | 235 kg (518 lb) (dry) 255 kg (562 lb) (wet) |
| Fuel capacity | 23 L (5.1 imp gal; 6.1 US gal) |
Benelli 750 Sei
[edit]The Benelli 750 Sei was the first production motorcycle with a 6-cylinder engine and had two model releases.[3][4] De Tomaso intended it to become Italy's premier sporting motorcycle and wanted it badged as a Moto Guzzi. On its launch, it received tremendous publicity overshadowing all other Italian bikes of that year. It started the trend of angular designed motorcycles moving away from traditional round forms.[5]
The engine was based on the four-cylinder Honda CB500, but with two extra cylinders.[6][7] The cylinder head fins of the Sei were squared off to provide a cosmetic individuality, but otherwise the engine is in most respects obviously derived from the Honda. The "angular, bold design" was by Carrozzeria Ghia.[8] It produced 76 bhp (57 kW) at 9,000 rpm, had a top speed of around 127 mph (204 km/h) and was one of the smoothest European tourers.[1][9]
Despite the extra cylinders, the Sei's width was kept to a minimum by siting the alternator (which, on the Honda, is at the left-hand end of the crankshaft) behind the cylinders. Cooling was improved by having air passages between the cylinders; the Sei had three Dell'Orto VHB 24 mm carburetors (the Honda CB 500 had four, for four cylinders).[7] The vehicle appeared to reviewers as heavy and cumbersome but handled surprisingly well, and had a unique signature exhaust note from its six mufflers.[10]
Production Frame numbers started at 5000.
Production figures were as follows ;
Series 1 . 1974 293 #5001-5293
1975 1,479 from # 5294
Series 1 ,2 1976 87 from # 6774
Series 2 1977 283 from # 6861
1978 1,058 from # 7145
Sei 900 Series 1 1978 23 # 100001- 100023 Series 1 1979 515 # 100024- and up Series 1/2 1980 322 # 100539- and up Series 2 1981 312 # 100861- and up Series 2/3 1982 176 # 101174- and up Series 3 1983 26 # 101351- and up Series 3 1984 106 # 101377- and up Series 3 1985 25 # 101484- and up Series 4 1986 200 # 101510- and up Series 4 1987 88 # 101710- and up Series 4 1988 0 # 101798- and up Series 4 1989 85 # 101799- and up Total production 1878
The Benelli 750 Six / 900 Six remained the only six-cylinder motorcycle in production until the entrance of the Honda CBX in 1978.
Benelli 900 Sei
[edit]![[icon]](https://en.wikipedia.org/wiki/File:Wiki_letter_w_cropped.svg "[icon]") | This section needs expansion. You can help by adding to it. (May 2012) |
 | |
| Manufacturer | Benelli |
|---|---|
| Production | 1979-1989 |
| Assembly | Pesaro, Italy |
| Predecessor | Benelli 750 Sei |
| Engine | 906 cc air-cooled inline-6[11] |
| Bore / stroke | 60 x 53.4 mm[12] |
| Top speed | 120 mph[11] |
| Transmission | 5-speed, wet clutch |
| Suspension | Front: 38 mm Marzocchi telescopic forks Rear: Twin shock |
| Brakes | Front: Twin disc Rear: Single disc |
| Wheelbase | 56 inches (1,422 mm)[11] |
| Dimensions | W: 25.75 (654 mm)[11] |
| Weight | 549 lbs (249 kg)[11] (wet) |
Benelli 900 Sei SportIt was later released under the "Sei Sport" name, with a larger bikini fairing.
Last edited:
The Benelli Sei was an utter wet dream when I saw a few. I was too young and too cashless to even remotely contemplate one - as with all six cyls they had a reputation for very expensive maintenance... odd because they were known to basically be 1.5x Honda 4s put together.Magneti Marelli S.p.A. electrical was the Italian twin of Joseph Lucas Ltd. electricals. (NOT GOOD!)
For that wonderful 6 cylinder sound prior to the 1978-1982 CBX, there was the Italian
Benelli Sei
From Wikipedia, the free encyclopedia
750 Sei (based on the Honda CB 500 with 2 extra cylinders)
The Benelli Sei is a series of motorcycles that were produced by Italian manufacturer Benelli, and masterminded by automotive designer Alejandro de Tomaso, from 1973 to 1989.[2] Two models were made, with 750 and 900 cc displacement. The 750 was the first production motorcycle with a six-cylinder engine.
Manufacturer Benelli Production 1972–1978 Assembly Pesaro, Italy Engine 747 cc air-cooled inline-6 Bore / stroke 56 mm × 50.6 mm (2.20 in × 1.99 in) Compression ratio 9.8:1 Top speed 200 km/h (120 mph) Power 76 hp (57 kW) @ 9000 rpm[1] Transmission 5-speed, wet clutch Suspension Front: 38 mm Marzocchi telescopic forks
Rear: Twin shockBrakes Front: Twin disc
Rear: DrumTires Front: 3.50 H 18
Rear: 4.25 H 18Weight 235 kg (518 lb) (dry)
255 kg (562 lb) (wet)Fuel capacity 23 L (5.1 imp gal; 6.1 US gal)
Benelli 750 Sei
[edit]
The Benelli 750 Sei was the first production motorcycle with a 6-cylinder engine and had two model releases.[3][4] De Tomaso intended it to become Italy's premier sporting motorcycle and wanted it badged as a Moto Guzzi. On its launch, it received tremendous publicity overshadowing all other Italian bikes of that year. It started the trend of angular designed motorcycles moving away from traditional round forms.[5]
The engine was based on the four-cylinder Honda CB500, but with two extra cylinders.[6][7] The cylinder head fins of the Sei were squared off to provide a cosmetic individuality, but otherwise the engine is in most respects obviously derived from the Honda. The "angular, bold design" was by Carrozzeria Ghia.[8] It produced 76 bhp (57 kW) at 9,000 rpm, had a top speed of around 127 mph (204 km/h) and was one of the smoothest European tourers.[1][9]
Despite the extra cylinders, the Sei's width was kept to a minimum by siting the alternator (which, on the Honda, is at the left-hand end of the crankshaft) behind the cylinders. Cooling was improved by having air passages between the cylinders; the Sei had three Dell'Orto VHB 24 mm carburetors (the Honda CB 500 had four, for four cylinders).[7] The vehicle appeared to reviewers as heavy and cumbersome but handled surprisingly well, and had a unique signature exhaust note from its six mufflers.[10]
Production Frame numbers started at 5000.
Production figures were as follows ;
Series 1 . 1974 293 #5001-5293
1975 1,479 from # 5294
Series 1 ,2 1976 87 from # 6774
Series 2 1977 283 from # 6861
1978 1,058 from # 7145
Sei 900 Series 1 1978 23 # 100001- 100023 Series 1 1979 515 # 100024- and up Series 1/2 1980 322 # 100539- and up Series 2 1981 312 # 100861- and up Series 2/3 1982 176 # 101174- and up Series 3 1983 26 # 101351- and up Series 3 1984 106 # 101377- and up Series 3 1985 25 # 101484- and up Series 4 1986 200 # 101510- and up Series 4 1987 88 # 101710- and up Series 4 1988 0 # 101798- and up Series 4 1989 85 # 101799- and up Total production 1878
The Benelli 750 Six / 900 Six remained the only six-cylinder motorcycle in production until the entrance of the Honda CBX in 1978.
Benelli 900 Sei
[edit]
900 Sei
This section needs expansion. You can help by adding to it. (May 2012)
In 1979, by which time Benellli had sold 3,200 vehicles, Benelli developed the 750 Sei into a 900 cc motorcycle by increasing bore and stroke,[6] with six-into-two exhausts and a small bikini fairing taken from the Moto Guzzi Le Mans. Less than 2,000 were made over four model releases.[7] Described at the time as "outrageous"[13] or a "flashbike". Flashbikes tended to be "rare, expensive, European, quirky, handsome and high performance".[14] It had an original MSRP of $3,995.[11]
Manufacturer Benelli Production 1979-1989 Assembly Pesaro, Italy Predecessor Benelli 750 Sei Engine 906 cc air-cooled inline-6[11] Bore / stroke 60 x 53.4 mm[12] Top speed 120 mph[11] Transmission 5-speed, wet clutch Suspension Front: 38 mm Marzocchi telescopic forks
Rear: Twin shockBrakes Front: Twin disc Rear: Single disc Wheelbase 56 inches (1,422 mm)[11] Dimensions W: 25.75 (654 mm)[11] Weight 549 lbs (249 kg)[11] (wet)
Benelli 900 Sei Sport
It was later released under the "Sei Sport" name, with a larger bikini fairing.
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See I used to go for free to the local HD dealer and see whether they were using plastic oil catch pans or the ubiquitous pie pan to catch oil under each new Harley on the showroom floor. Then get on my Honda or Yamaha and ride home. My Vance and Hines 4 into 1 was no bumble bee either. I can understand why guys would be willing to pay to take out their frustrations.We used to buy up the old Honda's and take em to the swap-meets
Then charge guys $1 or 2 a swing with a 10# sledgehammer to beat them into the ground.
We'd make a bundle every time. LOL
pallas
Member
BMW E27, Honda CX500, Suzuki DR650SE and a Vespa GTS300 here...
but does anyone actually *ride*? did this yesterday with my brother, me on my fjr, he on his bmw rt (former cop bike):
https://maps.app.goo.gl/oh1EL3AS878Qj8hT9
https://maps.app.goo.gl/oh1EL3AS878Qj8hT9