Short test Laverda 668

Posted on by admin

Menus

Short test Laverda 668

Alta moda

Laverda 668: Italian chic for those special moments in life.

It seems done. The got a new name L.averda 668 entered the class of motorcycles with its own charm, which is not too lush, and with which it could finally achieve its breakthrough. Because what was initially sold under the name 650 Sport and later changed to the name Formula 650 has little in common with the 668 – at least externally.

Buy complete article

Short test Laverda 668

Short test Laverda 668
Alta moda

668 these extremely hard vibrations are alien.

However, the strong and extremely annoying jerking below 2500 revs has remained. Because this lower speed range cannot even be used when coasting, the 668 forces you to switch to constant gear even at a slow pace. And switching actually means work at Laverda. It starts with the extremely stiff clutch, which causes pain in the left wrist after just half a day of testing. And where modern transmissions just want to be tapped with the tip of the left toe, the 20-year-old Laverda switch box requires a proper kick. In addition to the structural problems inside the box, there is also an extremely poor lever arrangement of the shift linkage. Due to the unfavorable angle, very little force can be transmitted to the shift drum, especially when downshifting. If the gearshift is not exactly accurate, you will often find yourself between the individual gear steps.

Once you get used to the peculiarities of the gearbox, you can enjoy the positive things about the 668 drive. For example the Weber-Marelli injection system. The four-valve engine reacts spontaneously and directly to even the finest movement on the extremely smooth throttle grip. There is sufficient power at all times, even if the measured values, especially in acceleration, drop significantly compared to the 650 Sport. But the reason for this is less to blame for the yellow Italian with her slightly lower peak performance than the external circumstances. The Siberian temperatures prevailing at the time of the test inevitably lead to a worse result than when, like the 650 Sport, measured at a midsummer 34 degrees. In addition there is the braking parachute in the form of a thickly lined winter fur. This also explains the higher consumption values ​​of the 668, which are still within an acceptable range.

Regardless of the measurement conditions, the Laverda 668 looks super sporty, but doesn’t want to have too much to do with this profession. Anyone who comes up with the idea of ​​comparing it with a Ducati 748 will be disappointed. The Laverda, on the other hand, can compete with a Ducati 750 SS at any time. At almost the same price, it is equipped many times more elegantly than its compatriot: four-valve technology, injection system, light metal frame and fully adjustable spring elements from White Power, everything appetizingly packaged in an elegant yellow plastic bowl.

Because the Laverda engine is not one of the uncompromising high-performance athletes, it does not matter that the chassis develops little sporty ambition. The suspension elements, unchanged from the 650 Sport, are pleasantly comfortable. There doesn’t seem to be any bad road surface for the 668. Thanks to soft springs, low damping levels and excellent responsiveness, the Laverda can effortlessly iron even third-order streets.

The only disadvantage of this soft tuning: Even with less brutal braking maneuvers, the upside-down fork compresses too far. So the front wheel not only loses important suspension travel, especially on bad, wavy roads, but also the accuracy leaves something to be desired due to the strong movements of the chassis.

On the other hand, the Laverda shows its best side on well-developed sections. Although it wants to be turned in with a little force when driving at a brisk ride, once in an inclined position, it will steadfastly draw a clean path. It also drives at full throttle on the motorway without the slightest bit of sugar in the steering. The Brembo brake system copes with the tasks set for it not quite so casually. Easy to dose at the rear, the two 320 millimeter discs at the front require a lot of hand strength.

The beautiful Italian is therefore not entirely without flaws. And there was one point in the appearance of the 668, which was not a cause for criticism, but initially caused a headache: the sense and purpose of the rear footrests on a beautiful single hump. After asking the importer Ronald Marz, the riddle was quickly cleared up: The Laverda 668 is officially sold with a seat cushion that can be used instead of the rear hump cover. In addition, March equipped the two headlights with H4 lamps before the first examples were delivered at the end of February at a price of 16,840 marks.

Leave a Reply

Your email address will not be published. Required fields are marked *