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ThenThe result was that an already quick machine became even faster. When the bike came to market in 1968, the bore had become 80mm for 750cc, and the crank spacing 360-degrees, like a British twin. However, we run engines on the dyno until power begins to fade or, in the case of the Jota, until misfiring begins. It is a riders' bike, the kind of machine that comes into its own on fast and twisty roads. The seat height is remarkable—nearly three feet above blacktop level.Those with shorter-than-average legs will haveadifficult time maneuvering tight quarters at toe-dabbing speeds.The sand-cast engine cases, already impressively massive, now have extra ribbing. Engine reliability problems surfaced in 1979 and were principally associated with crankshaft bearing and cylinder head changes. 1000/1 spoke wheel, front double disc brake, rear drumbrake, 38 mm Ceriani front fork and an almost vertically mounted rear shock absorber. When so many classic bikes inevitably fail to live up to their reputations, though, it’s no bad thing to find a machine that fits its hairy image. That was certainly true of this very clean machine, first registered in 1980, which was finished in Laverda’s traditional orange paintwork, without the half-fairing that the model often wore by that time. The Breganze factory’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.

The semi-solo saddleOn balance the Laverda Jota is a narrow-spectrum motorcycle, aimed at the sporting set whose predilections run to things Italian, and who insist Europeans know best. The ride isn't windless, however; the air-stream coming off the bubble catches the rider at mid-helmet. Since the end of World War II, the Laverda company of Breganze has been making a name for itself worldwide by building machines which embody the high-spirited principles so beloved of the Italians. Online sales and quotation service is currently only available to UK customers. Somewhere between Braddan and Ballacraine I realised that, were it not for the fact that Mac was toting a nervous pillion, plus occasional hold-ups from the odd meandering course-learner's tranny, the RS and mo/wouldn't be in the line up come Parliament Square. By modern standards, the handling feels heavy and slow, and the Jota’s estimated 90hp (less for the later low-compression models) is unimpressive compared to a contemporary sport bike.Then he thumbs the 1,000cc triple’s starter. The tarmac shudders as the beast comes alive with a bellow, its raucous beat echoes off the pub wall and stray gusts of exhaust beat at my face.

A series of fast turns is huge fun on the Jota: big engine braking aids the setup, firm pressure on the bars initiates predictable counter-steering, and accelerating through with the engine spinning between 4,000 and 5,000rpm elicits a resonant boom from the airbox and a roar from the exhaust: an Italian concerto!Though not restored as such, Steve has carried out an engine-out repaint with the result that his Laverda Jota looks better than new.The next challenge is the clutch, which requires Popeye-sized forearms to operate. 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.
Early triples featured a 360-degree crankshaft, with the outer cylinders rising and falling together, and the center 180 degrees off. 'Mean looking and low, the Yamaha offers promise and delivers - in spades'Then the final piece of evidence came on that ride back. Like the 3C, the Jota used a three-cylinder, double overhead-camshaft layout, but it was now fitted with wider racing cams, three 32 mm Dell'Orto carburettors, a … Engine width has been reduced about two inches on the right without affecting left-side clearance.