1983 Laverda RGS 1000

7 Апр 2015 | Author: | Комментарии к записи 1983 Laverda RGS 1000 отключены

Laverda 1000

Related Content

MidAmerica at Motorcyclepedia Museum

MidAmerica Presents the Premier Motorcyclepedia Spring Festival and Antique

1957 Douglas Dragonfly

A Douglas Dragonfly on display other classic motorcycles at the Vintage Motorsports.

Team goes to Vintage Motorcycle at Mid-Ohio

Team Obsolete is set to two rare historic bikes to Motorcycle Days Mid-Ohio 19-21.

The art of the motorcycle at The MotoJones

Total production: 2,500

Engine: 981cc DOHC inline triple

Top speed: (period test)

Transmission: chain final drive

(wet): 556lb (253kg)


Miles ridden:

Oil consumption: None

Price $5,650 (1983)/$5,500-$8,500

We tend to covering our own motorcycles. Yet a steady of requests to feature my daily 1983 Laverda RGS 1000 us it’s a perfect candidate for The Experience, where we look at the — warts and all — of living with a motorcycle.

When I saw my first RGS some 25 years ago, I it was one of the most exotic motorcycles I’d laid eyes on. Its arrest-me-red screamed “Look at me!” and its bodywork fit like a fine suit. From its solo with removable tail to its shaped front fairing its super-cool automotive-style fuel that seemed an organic of the bike, it looked like else on the road.

And then was the sound of its 3-cylinder engine, a Lamborghini V12; throaty, — simply spine tingling. It was a and auditory delight, and I swore some day I’d own one.

Those of self-made promises are, as of us know, more often than fulfilled. Time, and a never-ending parade of newly-discovered delights tend to distract our and we move on.

Five years however, I got a call from Potter, a skilled mechanic a love for all things Italian, two-wheeled and four, and for Laverdas in (check out his Laverda restoration at www.motolaverda.us ). I casually mentioned my love for an RGS, and some later Scott called a fellow Laverdisti was selling his but high-mileage 1983 RGS. “I I’ve found your Scott said. “That’s said I, “but I don’t any money.” “You don’t he continued, “I think I’ve your RGS.”

Tenderly kept but enthusiastically it had some 45,000 miles on it yet almost perfect. The owner interested in selling his RGS to just any on eBay. He didn’t want to see it or go to someone who’d simply let it sit or, yet, abuse it.

He wanted it to go to the person, someone who would it and appreciate it, as he had for some 10 years.

usually beats logic in my and this was a bargain I knew I’d repeat. Next thing I I was meeting Scott in Tulsa, between my Kansas home and his digs, and picking up my “new” RGS 1000. The dream was real.

RGS beginnings

The Laverda RGS was among the all-new designs produced by Laverda in Breganze, Italy. Laverda built his first in 1947-1948, and began serial of a 75cc single, the Turismo, in By the mid-1960s he’d been by son Massimo, who pushed for a large-capacity to augment the company’s small and 200cc twin.

A 654cc went into production in and was almost immediately enlarged to Using brought-in Bosch components and the best of available it was a well designed, reliable, crafted machine that an immediate market and pushed forward.

No sooner had the twin introduced then Massimo and engineer Luciano Zen began on a liter-sized three-cylinder engine. A was shown in 1969, and series began in 1972. Powered by a DOHC triple, the Laverda was successful in European endurance and spawned a number of high-performance including the now legendary Jota, in 1976 was the first production to be timed at over 140mph.

a few years later, however, was in trouble. Its big triples were being eclipsed by faster, and cheaper multis from As a small company with resources, Laverda could be competitive with the pounding might of the Japanese.

But it could still design and high-quality motorcycles for riders who something more than the UJM, something with value and quality.

It was in that that Laverda introduced the RGS for the year. Featuring a new frame with flowing, almost red clothing, it was a visual sensation. came from the same triple as before, but for the RGS, and all triples from 1982 on, the three throws were now at 120 degrees instead of the previous 180

The primary reason for this (still a huge point of amongst Laverda collectors, of whom divide themselves 120 and 180 camps) was a desire to civilize the While the 180 crank was loved for the beat it created, it was also A 120 crank has perfect primary so that’s the direction Laverda There was, however, one and that was the issue of a “rocking from the new arrangement.

The rocking force is akin to a woodsman a log, but running back and across the log, from one end to the while rotating it. This vibrations and other secondary so Laverda used large mounts to isolate the engine the frame.

Although praised as the exotic it was, the RGS failed to a particularly active market. loved it, but many Laverda shunned it, considering it too civilized to be a Laverda. And it was expensive. At a time you could get a Kawasaki GPz 1100 for or a Suzuki GS1100ES for $4,350, an RGS a list price of $5,950. And it was a 1.5 seconds slower than other two through the 1/4 mile.

built about 2,500 and only sold some 250 in the U.S.

Variants of the RGS included the Executive, fully equipped integrated bags and “bat to keep your hands and the sinister-in-black, 95hp hot-rodded RGS

The RGS was phased out in 1985 and replaced by the SFC Considered by some to be the ne plus of Laverdas, the SFC had the high-performance Corsa revised RGS-like bodywork, and brakes, suspension and new instruments. it was probably the best Laverda Unfortunately, it was an expensive, almost design. The market had moved on, and were something of an anachronism.

The Breganze-built Laverda rolled out of the in 1988.

Riding an RGS today

I’m completely comfortable on my Laverda not everyone finds it an inviting First off, at a shade 550lb wet, it’s and at low speeds it feels like it that weight high.

The to the bars is long, while legs have a somewhat short reach to the foot Fortunately, the foot pegs are thanks to a trick mounting that can be rotated 360 degrees for combinations of vertical and horizontal I’ve got mine at 6 o’clock, and perfect for my 6ft frame.

Properly an RGS is an easy starting, easy machine. Turn on the ignition, the petcock, pull the handlebar-mounted thumb the starter button and it instantly, its 32mm Dell’Ortos delivering a nice charge of and air.

The choke rarely to stay on for more than a few before the engine clears its signaling it’s ready to It takes a little throttle to keep it from stalling, as it idle until fully but the engine pulls cleanly and with only the shortest up.

The shift into first is if a bit clunky, and moving away rest you immediately feel the bulk. Yet like many of its ilk, the RGS lightens up quickly as rises. Truck-like handling at gives way to a balanced feeling at and it gets better from

Roll through the gears and get the RGS up to and it’s a different machine: powerful and utterly stable.

Max comes on at 8,000rpm, and the triple playing in the upper atmosphere of its rev Although mine is perfectly from 1,000rpm on up (even high-performance 4C cams), it absolutely as the revs climb, its exhaust morphing from a slightly braap to a raucous mechanical drop the throttle, and the sound on the is nothing short of magical.

Gear shifts are smoother the you spin the engine, but even they’re not what you’d buttery smooth, and you have to with conviction. At slow speeds the transmission is downright yet it does shift precisely, shifts being the exception.

me the open road

Where the RGS really shines is on the open It’s a grand touring in the best Italian tradition, and rock solid. It’s a workout when you try and hustle the RGS really tight bends, but a 60in wheelbase that’s surprising; a Yamaha R6 it ain’t.

But it a twisty two-lane blacktop and run for hours, happily devouring the A factory oil cooler keeps the running comfortably cool, and be surprisingly comfortable, too, as the long stretch to the bars isn’t as extreme as it seems on blush.

Laverda 1000

The riding position a comfortable crouch, and the fairing just short of my visor, clear visibility if maybe a bit of noise as the air comes up over the and hits my helmet. When really windy or rainy, I can down behind the fairing if I although that’s not a particularly proposition for more than a few

I find I ride mostly the seat configured for solo as I like having something to my … against. Plus, the seat cowling also for a handy glove box. large enough to hold my and the occasional magazine, or my wallet and an pair of gloves.

And when time for two-up riding, a simple matter of removing the slipping off the rear cowling and it’s a saddle for two. handy and very nicely it’s surprising more didn’t pick up on the idea.

is ably assisted by triple disc brakes, a pair up and one in the back. Yet while the front are impressively strong and responsive, the is wooden. I blame the old rear hose — most likely swelling and absorbing pressure should otherwise be operating the — but it’s a condition other owners mention regularly.

So far, I’ve put around miles on the RGS, mostly in my round-trip commute and short like our local 300-mile breakfast run to the Flint Hills, and a round-trip ride to Wisconsin for the Road America Motorcycle last June. That included some five in pouring rain, and the RGS never a beat and never put a foot

Fuel economy is surprising, the RGS routinely returning figures in the 40s, and that’s at sustained of 80mph-90mph. A steady 70mph around 50mpg. My urban is so infrequent it doesn’t really much influence.

But maybe the thing about owning a is getting plugged into the community, about as active and a group of owner-riders as you’re to meet. Since buying my RGS become good friends not with previous owner but also the bike’s original John, who picked it up brand new in the very first RGS sold on the Coast. He’s even me his original bill of sale!

built, fast, comfortable, and, to my eyes at least, beautiful, it’s a surprisingly proposition, a machine to be ridden not hidden in the garage for fear of its hair. MC

Laverda Lessons: Your Triple Alive

I swear by my Laverda, they’re not for the of heart. Why? In a word,

Although well made, triples require an engaged willing to give them and routine attention. Valves to be checked every 3,000 which requires removing the and tank to remove the cam cover. And if any need adjusting, you have to the cam chain and then remove the to replace any adjusting shims.

Cam are best replaced about 15,000 miles, ditto for the chain and the clutch flex There is no oil filter, per say (see right), just a screen, and the oil screen requires dropping the system (and replacing the crush seals). As a result, Laverda triple owners their oil every 1,000-1,500 dropping the exhaust every change or so to clean out the oil screen.

I’ve never found any in mine, but I’ll keep the program anyway — it’s insurance.

Countershaft splines if the final drive sprocket too loose, but press-fit “oversize” are available.

The electric Veglia is notoriously unreliable, especially the aftermarket Witt DMC ignition if you want your triple to run A resistance filter improves the but not always.

Likewise the fuel in the cool automotive-style instrument rarely works accurately, in my case, after replacing the unit. Electrical components are top-shelf, mostly Bosch or and reliability is excellent.

Laverdas essentially hand built, and to a high standard, leading owners to call them the BMW. Bikes with miles on their original are common. They love to be hard, but demand to be properly when the ride’s over.

are readily available and suprisingly and an active owners community help you keep yours Assuming, of course, you don’t a little garage time. — Backus

Recommended service

Oil Every 1,500 miles/clean oil every third oil change

Air Replace every 4,800

Valve adjustment: Check 3,000 miles

Spark Replace every 4,800

Ignition timing: Check 4,800 miles

Cam chain Check every 3,000 replace every 15,000

Sample parts prices

Laverda 1000
Laverda 1000
Laverda 1000
Laverda 1000
Laverda 1000
Laverda 1000
Laverda 1000


Tagged as:

Other articles of the category "Laverda":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.