Almost exactly three quarters of a century later, with a spirit of enterprise and feeling the need to improve the situation of an economically underdeveloped region which had suffered badly from two world wars, in October 1949, Pietro's grandson Francesco founded Moto Laverda S.A.S.

Assisted by Luciano Zen, and after hours of running the normal agricultural business, Francesco had started in 1947 to design a small motorcycle.

To prove this, right from the beginning they modified their bikes in order to race them in distance and endurance events like the Milan-Taranto, the Giro d'Italia and the Cavalcata delle Dolomiti.

In 1951 upon their first entry in the Milan-Taranto, the 75 cc Laverdas finished 4th, 5th, 6th and 10th in their class, racing against renowned marques like Ducati, Moto Guzzi, Alpino, Verga, Cimatti, Navarra, Ardito, Capriolo and Ceccato.

The brand was now sufficiently strong and well known, and Francesco's son Massimo had just returned from the USA where it was clear that sales were dominated by large capacity British and American hardware suited for long-distance traveling.

After this first appearance, Luciano Zen and Massimo Laverda retreated until April 1968, working hard in order to prepare the bike for production.

The true birth of Laverda as a serious big bike brand occurred with the introduction of 750 cc; its appearance halted sales of the recently introduced 650.

[2] Distinguished by its characteristic orange paint which would become the company's race department colour, its smooth aerodynamic fairing and upswept exhaust, the SFC was Laverda's flagship product and best advertisement, flaunting pedigree and the message of durability, quality, and exclusivity.

While launching their new 750 cc (46 cu in) model range in 1968, the company turned its attention to a new three-cylinder powerplant, which was first shown as a prototype at the Milan and Geneva shows in 1969.

[3] After extensive testing, modifications, and mechanical engineering, the company finally unveiled the new liter-class, three-cylinder bike in competition at the Zeltweg race in Austria.

The bike that went into production shortly later in 1972 was recognisable as a motorcycle of the modern era, but it was still configured in a conservative layout, sharing some of the features of the earlier SF/SFC models, such as the high-quality alloy castings and distinctive styling.

[7] In 1977, Laverda unveiled a V6 at the Milan Show, and went on to enter it in the 24-hour Bol d'Or race held at the Paul Ricard circuit in France.

[8] Laverda launched a smaller 500 cc twin cylinder eight-valve entry-level machine named the Alpina in 1977 (quickly renamed Alpino due to trademark infringement and Zeta in the USA).

Laverda attempted to update their product line by introducing the RGS sports tourer in 1983, with features such unbreakable Bayflex plastic mouldings; fuel filler in the fairing; integrated but removable luggage (Executive version), and adjustable footpeg position.

[9] Underneath the new skin were engines and technologies that were ten years out of date and overpriced when compared to the lighter, faster, cheaper and more advanced Japanese bikes.

Flirtations with a highly complex aluminum framed, 350 cc three-cylinder two-stroke and the unsuccessful V6 endurance racer consumed resources that the small factory could not afford.

In 1993, millionaire Francesco Tognon bought everything, thus saving the company and setting up what looked like the first serious attempt in a decade to relaunch the brand.

These bikes were outfitted with Weber-Marelli electronic fuel injection, Brembo Gold Line brakes, fully adjustable Paioli suspension (White Power on some models), hollow spoke Marchesini wheels and a modern beam or trellis frame.

Within a year and a half, a larger, water cooled 750 appeared with a new engine in an aluminum beam chassis developed by frame specialist Nico Bakker.

At successive international motorcycle shows, Laverda displayed mockups of new models they were planning to build, including an all new, 900 cc liquid-cooled three-cylinder engine; The 750 roadster variants Ghost and Strike; the Lynx, a small, naked roadster with a Suzuki 650 cc V-twin engine; and finally the 800TTS trail/enduro, which aimed to take on the likes of the Cagiva Gran Canyon and Honda Transalp.

In 2003, Laverda presented a new SFC prototype, based on a heavily revised Aprilia RSV 1000 at the Milan EICMA motorcycle show.