Laverda 125 Navarro

Laverda 125 Navarro

Laverda.A name that many still makes the heartbeat and not just in Italy.The legendary SF, SFC and 3 cylinderswill remain forever in the hearts of fans, becoming in their own way oneof the best expressions of the Italian motor school of the 70s. Laverdais also a name that many will remember in the 125 class. The LZ 125series revenges even 20,000 specimens and many bikers today who havemade their bones on the legendary LZ.In the field of 125 road, Laverda wasalso a forerunner in single-brand trophies, where with her LaverdaTrophy disputed between 1984 and 1986 she saw her LB Sport and Uno givemany emotions to many young people who in those years thanks to theBreganze house , could choose to learn how to drive a motorcycle on thetrack, comparing each other safely.

Here are the models produced:

Presented at the Milan Motor Show in1977 and marketed shortly thereafter, the Laverda Lz is the result ofthe collaboration between Laverda and Zundapp - hence the acronym LZ-which combines Italian-engineered German design.

In the late 70s, Aspes with the Yuma and Malanca with the two-cylinderOB One are the 125 most performing road on the market, but it is alsocraft and decidedly extreme for the average user, which in addition toperformance also seeks a 125 reliable and daily drivable road.Quality that Aspes and Malanca certainly do not possess.

In 1977 the fashion of 125 regularity began to be surpassed by that forroad models and the Laverda brothers, with great entrepreneurial vision,immediately seize the moment.For their 125 road, they reach, in fact, an agreement with the GermanZundapp that produces the only liquid-cooled 125cc 2-stroke.An engine that thanks to the liquid cooling (with a simple radiatorcirculation) guarantees better performance and reliability, reducedconsumption and exclusivity.

The LZ therefore becomes the right compromise between reliability,performance and construction quality, thus going to gain a place ofhonor in the 125 road market.A success to which the Zundapp also participates directly with its 125road produced in Germany: the Ks 125. Lz and Ks therefore share asimilar line, similar equipment, a similar chassis and the same enginethat between the two versions is exactly the same .What changes then?The image!

Accomplice a lower selling price compared to the Zundapp (1,720,000 lirethe Lz Sport of 1981 against the 2,100,000 Lire of Ks) and thewidespread presence of Laverda dealers in Italy, Lz obtains a net salessuccess compared to the ks.However, a high price and limited circulation are synonymous withexclusivity.Here then the Ks becomes the road 125 preferred by young well-off, asthe first "paninari" of the eighties, which elect it to a real statussymbol.A fashion born in Milan thanks, among other things, to the presence ofthe Perere company that for years has been the historic Italian importerfor Zundapp.

Laverda remains therefore destined to a wider and heterogeneous publicand with more than 20.000 copies produced from 1977 to 1984, the Lzstands out as one of the 125 best-selling roads of all time.A success that lasts even after its production exit, with a strongdemand in the used market that continues for years.

During the seasons various details are modified such as saddle, tail,tank cap with key, square headlamp to replace the round one and forkwith provision for the second front disc brake.The range of colors is also enhanced and various versions arealternated: Sport, the best-selling, distinguishable from the fairing,Elegant, characterized by the black livery with rims and gold trim,Standard, practically a sport without a tailor and Custom, with longerfork and handlebars high.The Lz is also produced in the version for adults of 175cc, which isidentical for everything unless, of course, for the displacement.

Among the defects that become a distinctive feature of the model weremember the very long exhaust silencer, with the chrome terminal thatgoes beyond the rear wheel and that is regularly filed on the asphalt bythose who love the easy wheelie.The change of the Zundapp engine is also distinguished by the difficultyof inserting the gears that require the movement of the entire leg toavoid running into an appalling "displaced" between a change of gear andthe other.There are several sixteen-year-olds who, in order to be able to drivetheir LZ on the highway legally, replace the side panels with theidentification of the 175cc model!

The bike in shortThe Lz line is undoubtedly pleasant in the Sport and Elegant versions.The dome gives Sport a touch of sportiness more, but also without, theLz has a nice line with the round light and the instruments that give agood show of themselves.The lighthouse in later versions will become square.

The tank, the sides and the tail are well designed and fit well to theline of the bike and vary in shape over the years.

The Vdo production instrumentation is the same as mounted on the KsZundapp. It is equipped with the classic service lights, including theexcessive water temperature.As on the Ks, the neutral light is not connected.

cycling The frame of the Lz is a classic upper single girder with double cradleclosed in steel tubes.

The suspension section features a 32 mm Marzocchi non-adjustable fork atthe front and two Sebac shock absorbers adjustable in spring preloadcombined with a steel swingarm.

The front brake is a 260 mm fixed-disk Brembo with single-pistoncaliper, while at the rear a 160 mm drum is used.Over the years the fork is equipped with the predisposition to mount asecond front disc.

The alloy wheels have 7 spokes and both are 18 ".

Engine The engine of the Lz is exactly the same mounted on the Zundapp Ks.Characteristic of the engine is the presence of liquid cooling withthermosiphon circulation, ie with natural circulation without a waterpump.Equipped with electronic ignition and 5-speed gearbox, the Zundappengine is the most refined on a 125 road.

The thermal unit maintains cooling fins, but mainly for aestheticreasons.The carburetor is a valid Mikuni VM 28 served by a large filter case.There is no automatic mixer.The exhaust system is characterized by a rather long terminal.

The engine delivers 18 hp to the wheel at 7500 rpm for a top speed of120 km per hour.

Marketed since 1984, the LB, where Lb means Laverda Breganze, followsthe successful Lz series that is kept in the list.As for the previous model, Laverda presents the Lb in differentversions: Sport, Road;Sand and Custom.

The sales price in 1984 is Lire 2,750,000 and for the Sport version thecolors available are white with red inserts, frame and wheels paintedred or white with blue inserts, frame and wheels painted blue.

The Lb, especially in the Sport version equipped with a fairing, is abeautiful bike, but technically it is inferior to the best competitionthat in the market of 125 road in 1984 is called Aprilia Stx and GileraRv.In fact, both adopt better components (especially the RV), a 16 "frontwheel, rear suspension with a single progressive shock absorber andtechnically more advanced engines with features, which in the case ofRV, even include electric starter.

The 125 high-performance cars see the affirmation of the fast Hrd thatbecome the Bimota 125 road and Malanca that with its Ob One Racingreaches the pinnacle of the production of its powerful twin-cylinder.Unfortunately, they are unreliable and really extreme motorcycles foreveryday use.

Between the 2 liquid-cooled times, the Lb is therefore found to be amiddle ground between the aforementioned 125 road and the simpler Lz,Garelli Tsr and Fantic Strada Sport.

With the Lb Sport, Laverda inaugurated in 1984 the first Laverda Trophyfor a 125 road.A nice idea that will be picked up by Honda, Gilera and then also byCagiva.

The bike in shortThe frame with a "diamond" structure dominates the line of the Lb andhelps to make it without a doubt very original.The spoiler with the spoiler of the Sport version makes the Lbaggressive and has a decidedly more sporty look than the small domemounted on the previous Lz.

The radiator has a protective grille in black plastic that continueswith a tip matching the bodywork.The tank, the sides and the tail are well designed and fit well to theline of the bike.The Sport is also equipped with a seat cover for the passenger thatmakes it very sporty and reminiscent of the Laverda Rgs.

The Japanese production instrumentation with two square-shapedinstruments does not have a particularly attractive look.It is equipped with numerous service lights, but is still inferior tothe best competition.The electric blocks are classic Cev of good workmanship, common to other125 road of the period.

cycling The frame of the Lb is a new "diamond" structure with a tubular uppertrellis and characterized by a different steering geometry compared tothe frame mounted on the previous Lz.

The suspension section features a 32 mm Marzocchi non-adjustable fork atthe front and two Sebac shock absorbers adjustable in the spring preloadcombined with a new steel rectangular swingarm.

The front brake is a 260 mm fixed-disk Brembo with single-pistoncaliper, while at the rear a 160 mm drum is used.There is the possibility of mounting a second front disc, as for thebikes that run in the Laverda Trophy.

The wheels have the following dimensions: 80 / 100-16 at the front and18 at the rear.

Engine The LB engine is deeply revised compared to the Zundapp unit mounted onthe Lz.Laverda technicians modify the crankcase which now has the crankcases ofdifferent shape (losing the characteristic "Zundapp" brand) and are madeappropriate modifications to the transmission, which maintains a 5-speedgearbox, and in general to the internal gears.

The thermal group remains the previous Zundapp mounted on the Lb, but inaddition to being revised internally, it is also enriched with directlamellar admission into the cylinder.The liquid cooling with thermosiphon circulation remains, ie withnatural circulation without a water pump.

The carburetor is now a Dell'Orto PHBH 28 in place of the previousMikuni VM 28 SS that mounts the Lz and is equipped with an automaticmixer.The exhaust system is unpublished.

LB 125 UNO - 1985

Presented at the Bologna Motor Show of 1984 and marketed starting fromJanuary 1985, the LB Uno, where LB means Laverda Breganze, is the directevolution of the Lb Sport presented in 1984 and updated with a new framein square tubes, a new mono shock absorber rear and a new 16 "frontwheel.

The price in 1985 is Lire 3,393,820 and the colors available are white /red and black / red.

Looking at the Lb, the admirers of the house of Breganze will notice acertain resemblance with the flagship of the house, that is the 1000 Rgs.However, exactly as for the Rgs which is already affected by itspresentation of a line outdated, even the Lb One accuses a somewhatdated line.

Curiously, despite the adoption of a 16 "front wheel, the Lb Uno adoptsa new chassis with a steering geometry that remains unchanged comparedto the previous Lb and therefore more suitable for an 18" front wheel.The result, according to the tests of the time, is a slightly nervousmotion of front end in the fast corners and that requires continuousadjustments of trajectory.

The Lb Uno is used for the Laverda Trophy in the 1985 and 1986 seasonswhich will also be the last of the Trofeo.The Lb Uno is replaced in 1986 by the more modern, but commerciallyspeaking unlucky, Gs Lesmo.

The bike in shortExcept for a new radiator fairing and new side panels, the Lb Uno lineremains quite similar to the previous Sport.On the whole, the few modifications made and the new colors adopted makethe Lb Uno line more streamlined and aggressive than its progenitor,although it remains that dated aspect that also afflicted the Sport.

The left side hides the voltage regulator and the fuses, while the rightone allows you to keep an eye on the battery level and to remove thesaddle and also to access the air filter casing.

The level of finishes is only discrete and a certain approximation isclear in the assemblies and above all in the confusing arrangement ofthe cables behind the steerer tube.The instrumentation and the old-fashioned anti-theft alarm system, whichrequires a different key from the ignition key, are decidedly cheap andmoped.Better the electrical controls produced by the CEV and common to otherbikes of the period.

cycling The new frame of the Lb Uno is an open cradle in square steel tubes thatincorporates the design of the frame mounted on the previous Sport.

The suspension section features a new 32 mm Marzocchi fork withanti-dive adjustable in three positions and a Sebac adjustable shockabsorber in the preload that works with a progressive suspensioncombined with a steel swingarm.

The front brake is a 260 mm fixed-disk Brembo with single pistoncaliper, while at the rear a 160 mm drum is used.

The wheels have the following dimensions: 80 / 100-16 at the front and18 at the rear.

Engine The engine of the Lb Uno is revised compared to the engine mounted onthe previous Lb Sport, but continues to use the same crankcase with5-speed gearbox that still derives from the Lz engine produced byZundapp.

The Lb Uno adopts an unprecedented heat group with cylinder barrel thelight alloy with 4 lights and direct lamellar admission into thecylinder.Liquid cooling with thermosiphon circulation is maintained, ie withnatural circulation, therefore without water pump.The head is reviewed and now the compression ratio is 14: 1

The fuel system provides an Dell'Orto PHBH 28 carburettor (as for the LbSport, but calibrated differently).New exhaust system with chrome terminal.

Although it was a good engine in the early 80s and had the merit ofbeing the only liquid-cooled 125 2T, the engine of the LB is in 1985 bynow old and unlike the competition not only does not have a drain valve,but not even the balancing countershaft, electric starter and sixthgear.

In any case, the power supply is good and the engine also proves ratherelastic.The maximum power measured at the wheel is 17.05 hp at 8250 rpm and themaximum speed is 129.496 km / h.

GS 125 LESMO - 1986

Presented at the Milan Motor Show in November 1985 and marketed sinceMarch 1986, the GS Lesmo is the evolution of the previous LB Uno.Presented with original lenticular wheels, reminiscent of those mountedon the Gilera Kz and Kk, the Lesmo is then put into production with theclassic alloy wheels to avoid homologation problems.

The Gs Lesmo differs from the previous Lb for the gritty trendy linewith maxi-bike dimensions that leads to a decided change of course withrespect to the motorbike setting that the Lb still had in common withits Lz progenitor.

The price in 1986 is of 488,000 lire keys and the colors available areblack / white with red / green profiles, black saddle and black or red /black rims with golden profiles, black saddle and black circles.Then a third white / red color is presented with red / green profiles,red saddle and white circles and alternatively, in the same colorscheme, but with red / blue profiles.

In 1986 the queen of 125 road is the Gilera Kz.The home of Arcore can also count on the beautiful and well finished Rv,which remains in the list.Aprilia offers the As-R that although from the aesthetic side is a mereupdate of the previous Stx, from the technical side boasts a new andpowerful Rotax engine that makes it very fast.Cagiva presents the Aletta Oro S2 which incorporates the beautiful lineof the previous S1 with the presence of electric start.Honda with the well-known Ns-F combines Japanese quality with Italianstyle.Laverda therefore proposes itself in a fierce market and does so with amotorcycle that is too expensive compared to the competition that istechnically superior to it.

The Gs Lesmo is therefore a nice and well finished 125 road, but thebudget constraints (in fact it is very dark years for Laverda) requireLaverda designers to make do as they can for the chassis and the enginethat although finally adopts the sixth gear, unfortunately, it mustrenounce the exhaust valve and the electric start. Gs Lesmo will follow the GSR, which although presented in 1987, is neverput into production.The heir will then be the Navarro of 1990.

The bike in shortThe GS Lesmo line is very pleasant.The new imposing headlight incorporates the front turn signals andsupports the mirrors and on the whole offers good protection.The dome is then a unique set with the two small side fairings thatleave the engine widely visible.The front ferrule is well profiled, which joins the two side fairingswell.

The tank (this is a reservoir cover, being the real reservoir hiddenfrom view) forms a unique set with the fairing, the saddle and the sidepanels that go to close the tail very well combining the headlamp andthe rear lights in one.Note the particular shape of the saddle and that has a raised seat forthe passenger to which they are still dedicated two comfortable handles.

The quality level is generally better than the LB and certain detailslike the supports for the aluminum footrests and the flange thatsupports the rear disc clamp positioned under the same disc that arevery racing are valuable.However, some details like the ancient anti-theft system, the very roughgolden paint used for the brake disc spokes, the calipers and theswingarm and a low level of quality of the components used, are not upto the best competition.

The new instrumentation with a white background is very racing and iscertainly more modern than the one that mounts the Lb, but is stilllower than what is now even the best fifty.Even the handlebar controls look old-fashioned and are less thancompetitive.

cycling The frame of the Lesmo remains the same square steel tubes seen on theLb One although the steering tube is stretched down and inclined by halfa degree more, the trail increases by 10 mm and the wheelbase is muchlonger.All for the benefit of greater stability which was a weak point of theprevious Lb One.

The suspension section maintains a slender 32 mm Marzocchi fork, but nowequipped with anti-dive adjustment.New the rear swingarm always made of steel that adopts a suspension witha shock absorber updated with a different leverage than the Lb Uno.

The braking system uses the front of a new pair of 240 mm Brembo fixeddiscs served by single-piston calipers and at the rear of a single 240mm disc served as a single-piston caliper mounted under the disc itself.

The alloy wheels adopt Pirelli tires in the following sizes: 100 / 90-16at the front and 110 / 80-18 at the rear.

The weight detected is 135kg.

Engine The engine of the Lesmo unfortunately remains the same as the previousLb One and therefore devoid of the latest technical refinements that thebest competition has.Important accessories such as the exhaust valve, balancing countershaftand electric starter are unfortunately not foreseen.

Compared to the unit mounted on the LB Uno a new thermal group isadopted with direct lamellar induction, a new exhaust system and a newcalibration for the carburetor that remains the tried and testedDell'Orto PHBH 28. The cooling system is now improved. boasts anunprecedented electric pump for the circulation of the coolant and thegearbox that now boasts at last 6 gear.

The delivery is certainly more robust than the engine mounted on the Lband also the elongation gains over 1000 rpm, but the adoption of the 6thgear means a worsening of the maneuverability of the gearbox.

The maximum power at the wheel detected is 18.63 hp at 9500 rpm (17.05hp at 8250 rpm the LB Uno) and the maximum speed 136.520 km / h, muchimproved compared to 129.496 km / h detected by the LB Uno.

Presented in 1990, the Navarro 125 is produced by the "Nuova MotoLaverda", a cooperative that at the end of the 80s took over themanagement of the Breganzese company.Laverda entered, in fact, in controlled administration in 1986 with theLaverda family, which unfortunately leaves the scene.Following a handover that sees a Milanese financial company try torevive the company, but fate does not smile at Laverda and theinitiative does not continue.Towards the end of 1988, the Laverda brand is then taken over by acooperative formed by 70 former employees who try to bring the brandback to life.

The Cooperative then signs a commercial agreement with Cagiva for thesupply of their engines which are the following: C12 R engine forNavarro 125, Blues 125 engine for Toledo 125 and finally the 50cc engineof the enduro 50 Cocis and K3 for the Gaucho 50 For the new productionthe Cooperative therefore chooses Spanish names, which according to themare indicated for the relaunch of Laverda's production.To complete the launch of the production, two new 700cc twin-cylinderengines are also set up: the enduro El Cid (which resembles the Navarrolines and which remains in the prototype state) and the custom Hidalgo.Unfortunately for the Cooperative, the recovery is a complete failureand production stops shortly thereafter.

The Navarro is put on sale at the price of Lire 5,980,000, a decidedlyhigh price for a bike that is technologically obsolete and that inaddition to the engine also has much of the components in common withthe Cagiva Freccia C12R, also, in 1990 , an old 125.In addition to the white / red / purple livery, the Navarro is marketedin a black / green livery.

The Navarro is therefore today a 125 road appreciated by collectors forits original line, the result of the French designer Jamel Mecheri, andfor its rarity, since at that time no 16 year old wanted it and thecopies sold are not more than a few hundred .

A final glorious finish for the great Laverda that with the first roadLZ 125 powered half of Italy.

Thebike in short

Looking at the Navarro, one can understand why he did not like it then.Too original and nonconformist.Too for the 16-year-old type who dreams of racing bikes or high-poweredroadways.If it is true that a conventional line can sometimes seem trivial, it isequally true that a line too anticoformista can sometimes be simplyugly.

Jamel Mecheri has undoubtedly created a soft line, with a generous frontsizing, a narrow waist and a small tail.The bike seems almost to appear as a bodybuilder, with very wideshoulders and narrow waist.The fairing extends partially covering the sides of the bike and thenhooks up to the two side fairings which allow the expansion to be seen.The saddle and the tank cover (which conceals the real plastic tank) arejoined to the hull, forming a structure that hides the frame from view.The tail has instead more minimalist dimensions that contrast with theimpressive front of the Navarro.The couplings and the quality of the plastics are of fairly goodquality.

The components are practically all Cagiva.The electric blocks, the handlebars, the upper plate of the fork and thearrows.The mirrors are instead of Vitaloni, the same mounted on the Gilera Mxr.The instrumentation is a Cev designed specifically for the Navarro, butalthough it is complete in its endowment is dated compared to thefuturistic look that the bike wants to transmit.

cycling

The frame of the Navarro remains the same square steel tubes withdiamond structure now introduced on the Lb.Modifications are made to accommodate the new engine and reinforcementsin the swingarm attachment area.

The suspension department sees a new 35 mm Marzocchi fork and at therear a single arm steel swing arm combined with a single shock absorberupdated in the linkage.

The braking system is the same as the C12R and sees at the front asingle 298 mm floating disc served by double piston caliper and at therear a 240 mm single disk served as a single-piston caliper mountedunder the disc itself.

The hollow spoked alloy wheels are also the same with 3 spokes of theC12R and adopt Pirelli tires in the following sizes: 100 / 80-16 at thefront and 130 / 70-17 at the rear.

The weight measured is 129 kg.

Engine The Navarro engine is the same unit mounted on the Cagiva C12R andcharacterized by the electronically controlled CTS valve and the 7-speedgearbox.

The thermal unit remains the same 60433 (code printed on the cylinder)of the C12 and so also the power always entrusted to a 28 mm PHBHcarburettor.The exhaust system with aluminum expansion and final is instead designedspecifically for Navarro.

The power measured at the wheel is 29.33 hp at 10500 rpm and the topspeed of 158 km / h, a result given by the lack of good aerodynamics ofthe bike.

Source 125stradali.com

Dane techniczne: