Laverda Jota 1980 Motor Bike Original & Rare (Slaters) Great condition!

This is a rare opportunity to buy a Slaters Laverda 1980. with matching  numbers Reg MMG 672W    

Part of a large Collection Chassis LAV 1000/3cl 12571 OM  Engine 7329    

A really Iconic Machine. Last owner since 1993 and less than 200 Miles since.  

Previously registered on Swiss Plates; it has been unused for many years. it is a time warp 80's Muscle bike.   Tank recently damaged and awaiting paint . Was black but could be repainted Orange.   Fully re commissioned when I purchased it twenty years ago. it had a complete engine rebuild with new pistons and full top end rebuild in 1999.    This was a true road rocket and runs  incredibly well.  

Bike currently in Spalding  being readied to ride  The bike can be delivered at cost.

Please Text us on  07720 400402  or Phone 0207486 7999

Can deliver UK   Europe at Cost  of fuel tolls etc 

 Roger Slater had initially built the LAVERDA Jota conceiving it as a UK-only model based around the Laverda 3C.  LAVERDA were known to build big and fast bikes and the Jota was considered by many to be the 'World's First Superbike'.  

The Laverda Jota was. for a brief but golden spell in the late 70s. the most powerful and fastest production motorcycle that money could buy. It was rare. expensive. exotic and drop-dead gorgeous.   Besides being fast. it also handled well thanks to Marzocchi suspension and Brembo brakes. The bike had higher compression pistons. beefier cams and less restrictive (read ?ˆ?loud?ˆ™) exhausts. It exceeded speed of over 145 mph.

Judged no 20 of  ?ˆ?The Best?ˆ? overall motorcycles of all time.  Read two separate write ups of similar Jota motorcycles !

http://www. complex. com/sports/2011/03/the-50-greatest-motorcycles-of-all-time/laverda-1000-jota

Three Dell'Orto carbs feed the Jota's three snarling cylinders. and helped it reach 146mph. It was the first production bike to crack 140mph. and it won the UK's Avon Production race series in '76.   The clutch has to be manhandled but the Jota is a reliable bike with good parts availability; owning one can be a pleasure.

ENGINE Air-cooled dohc 6-valve tripleCAPACITY 981ccBORE X STROKE 75 x 74mmCOMPRESSION RATIO 10:1INDUCTION Three 32mm Dell?ˆ™OrtosMAX POWER 90bhp @ 8000rpmTRANSMISSION/DRIVE 5-speed/chainFRAME Tubular steelFRONT SUSPENSION 38mm telescopic MarzocchiREAR SUSPENSION Twin Koni dampers. adjustments for preload and rebound dampingFRONT BRAKE 2. twin-piston Brembo calipers. 280mm discsREAR BRAKE Double-action Brembo caliper. 280mm discFRONT WHEEL 3. 00 x 18in; cast aluminumREAR WHEEL 3. 50 x 18in; cast aluminumFRONT TYRE 100/90 x 18inREAR TYRE 120/90 x 18inWEIGHT 237kg with 4 litres fuelFUEL CAPACITY 20 litres

Here is a contemporary report of John Fallons Jota

The Laverda Jota 1000 made a big impression upon its launch in 1976. Producing 90hp and clocking speeds of over 140mph. it was the fastest production motorcycle to date. Roland Brown takes the Jota for a spin in the present day?ˆ¦  The charge along the traffic-free country lanes was thrilling ?ˆ” just the sort of ride that helped forge the Jota legend. Whenever the throttle was open. the result was fierce acceleration. a howling three-cylinder soundtrack and plenty of vibration through the clip-on bars. Through the bends. the bike?ˆ™s firm ride and pitching shook my kidneys. twitched the handlebars and sometimes made me feel as though I was trying to hang onto an uncontrollable wild animal. That image of brutal power accompanied by marginal high-speed handling was one that made Laverda?ˆ™s mighty triple one of the iconic superbikes of the Seventies. as well as one of the fastest. Of all the mighty superbikes of that fast changing decade it was arguably the fastest and best. combining Italian character. design flair and chassis rigidity with Japanese style levels of multi-cylinder power and sophistication. And some vital input from Britain too. it shouldn?ˆ™t be forgotten. The Breganze factory?ˆ™s UK importers. Herefordshire based brothers Richard and Roger Slater. famously created the model by tuning the 981cc engine of the standard 3CL triple with hot cams and high-compression pistons. as used by factory endurance racers. and naming the result Jota after a Spanish dance in three-four time. Free-breathing pipes completed a snarling beast that produced a claimed 90bhp at 8000rpm. The big. heavy Laverda?ˆ™s handling did not quite match that of its compatriots. Ducati?ˆ™s 900SS and Guzzi?ˆ™s Le Mans. The Jota needed plenty of muscle to steer quickly. and could weave at high speed when pushed really hard. But its reasonably stiff frame and taut suspension gave cornering performance which. combined with its acceleration to a top speed of 140mph. put the triple ahead of all opposition bar trick-framed specials. That performance was emphatically confirmed on the racetrack. where Slaters?ˆ™ ace rider Pete ?ˆ?PK?ˆ? Davies wrestled a Jota to three National production race championships in the late ?ˆ™70s. The Jota?ˆ™s ferocious performance. racing success and subsequent adoption by the Breganze factory did much to establish Laverda as a star of the Italian industry. Ironically much of the model?ˆ™s reputation for wildness was exaggerated. and previous Jotas I?ˆ™ve ridden have been more rider-friendly than this very clean but less than fully sorted example. It was always a man?ˆ™s machine. though. the Jota; or at least a bike for riders physically big enough to cope with a stretched-out riding position. a tall seat. and a wet weight figure of 237kg that made it a handful at times. That dohc motor was always the Jota?ˆ™s main attraction; the key to its all-conquering horsepower and muscular. barrel-chested look. That was certainly true of this very clean machine. first registered in 1980. which was finished in Laverda?ˆ™s traditional orange paintwork. without the half-fairing that the model often wore by that time. The Jota?ˆ™s endurance-race cams and high-compression pistons contributed to an output of 90bhp ?ˆ” and to a 140mph top speed that for a time was unmatched by any rival. This bike?ˆ™s powerplant fully lived up to expectations. too. It started at the press of the button (Laverdas. with their partly Japanese electrics. were generally among the more dependable of Italian bikes). burbling a rich three-pot sound through its minimally silenced pipes. For a tuned motor it ran reasonably well at low revs. responding respectably cleanly through its bank of 32mm Dell?ˆ™Ortos. As the revs rose towards the 8000rpm redline it came alive. storming forward with an exhilarating. high-pitched howl and with a force that made me grip those juddering clip-ons tightly. (They were nicknamed Jota bars after their toothed method of adjustment. not the way they transmitted the 180-degree crankshaft engine?ˆ™s vibration. ) In a straight line the Laverda was magical. Its sheer speed and presence more than made up for a raw. almost crude feel that brought to mind the company?ˆ™s background as a maker of agricultural machinery. Corners were a rather different story. The ride was very firm to the point of being twitchy. On a route that mostly consisted of narrow Suffolk roads near the base of Made In Italy. the Italian classic specialist whose boss John Fallon had kinly lent me the bike. the Laverda was sometimes a handful despite its thoughtfully added steering damper. Its Koni shocks were too firm despite being on their lowest preload settings. and over some bumps had me wondering whether I was about to punch a Jota-sided hole in a roadside hedge.   Fortunately the excellent brakes prevented that happening. The triple Brembo discs. plumbed with braided hose. lived up to the Italian specialist?ˆ™s reputation. The blend of Metzeler?ˆ™s ME33 and ME99 on its 18-inch wheels provide plenty of grip. too. though I didn?ˆ™t manage to ground an engine cover. as can happen when the big triple is cornered very hard. When correctly set up the Laverda was certainly capable of handling well. as one contemporary magazine?ˆ™s tester confirmed. ?ˆ?There is absolutely no use in making it the world?ˆ™s fastest bike if it is not possible to use the performance safely. and the Jota?ˆ™s capabilities here are such that we found ourselves willing. and able. to ride the bike through corners considerably faster than we are normally accustomed to without frightening ourselves or passers-by. he wrote. I finished my ride having enjoyed a Jota that was gloriously fast. loud and aggressive. but which required some suspension tweaking in order to approach its full Seventies magnificence. When so many classic bikes inevitably fail to live up to their reputations. though. it?ˆ™s no bad thing to find a machine that fits its hairy image. If riding this Jota was a bit scary at times. it was certainly a thrilling experience.

The first motor has bore for race 75x74 milimeter and the compression ratio was 9:1. the gears were increased to straight teeth and frontal grafts 5 speed. ignition was electronic Bosch with increased pick-up.  The plan of the new three cylinders met initially with some difficulty. The motor had to resume the bicylindrical one aesthetically. with the cooling fins a lot drawn near. but they gave rise of the initial problems.  The positioning of the cranks with those lateral ones were pushed to 360?° and that one in center to 180?°. In this way the vibrations are reduced and that made the drainage of Laverda 1000 as a first exemplary with the exhausts draining of 3 in 1. But the whims of the ignition cost Laverda a series of callbacks from the initial customers. The bike remained more or less unchanged until 1979 when. in anticipation of new European noise legislation. the factory changed both main bearing and cylinder head specifications. leading to a rash of mechanical failures which blighted the 1979 season bikes. Sorted for 1980. and gaining better electrics and a hydraulic clutch. the bike was beginning to show its age against the new generation of DOHC Japanese superbikes in both power and feel. the raw delivery of the big triple feeling rough against the smoother oriental fours. For the 1982 season Laverda redesigned the crankshaft for a 120-degree firing angle. changed from the original 180-degree set-up. The 120 Jotas were much smoother and more civilised. but many owners feel the original 180 motor with its raw. brutal power delivery was closer to the spirit of the real thing.  Laverda also came out with a bigger specification later with the 1200 cc(pic below) with improved ergonomics.  Laverda Jota 1000  Year of Manufacturing ?ˆ“ 1980   Engine - 981cc. Air cooled. four stroke. transverse three cylinder. DOHC. 2 valve per cylinder.    Capacity / Bore x Stroke - - 75 x 74 mm / 10. 0:1 Induction - 3x 32mm Dell'Orto carbs  Ignition / Starting - Borsch electronic Max Power & Torque - 97 hp (70. 7 kW) @ 7800 rpm /90 Nm @ 7000 rpmTransmission / Drive - 5 Speed / chain Front / Rear Suspension - Coils springs /Dual shock absorbers. 5-way adjustable coil springs Front / Rear Brakes - 2x 280mm discs 2 piston calipers / Single 280mm disc 1 piston calliper  Front / Rear Tyre - 100/90-18 / 120/90-18   Dry Weight - 238 kg Fuel Capacity- 20. Litres  Consumption average - 38. 5 mp/g (12. 3 km/l)  Braking - 100 - 0 - 39. 9 mStanding £ Mile - 12. 8 sec / 106. 9 mp/h (172. 0 km/h)Top Speed - 145. 4 mph

In central London for collection or delivery at cost - please call on 020 7486 7999 or on 07720 400 402

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