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Laverda SFC1000


In the factory produced three endurance racers with a frame which became as ‘the spaceframe’, thanks to its nature. In some of these experimental engines were with the 120 degree crank The 120 degree format produces a type of vibration — a couple — and when in the solidly mounted spaceframe vibrational problems but the increased performance meant the concept was for future development.

By the end of the 70’s the and powerful Japanese litre-bikes arriving and Laverda felt needed to raise performance and reduce vibration. The 120 engine saw production in 1982 with the 120 and the problem of harsh low-rpm of the 120 engine was addressed by rubber mounting. It represented quite a of direction for Laverdas but at this remained externally very to the 81 bike.

The gearshift system had now moved to the left with a new (and improved) selector mechanism the clutch. The 120 Jota also a unique gearbox, with a 4-dog arrangement which carry on in the RGS, but also a ratio set of gears which appeared on this model.

The and tank remained the same, different sidecovers and ducktail fitted and the bike generally in red with gold pinstripes euro models had a blue/silver or smoked effect not unlike the BMWs). Although visually identical to the Mk2 180, the engine was of a different character. Gone was the note, changed to a smooth which increased to a wail as the climbed.

The 120’s appetite for was quite different to the 180, the very smooth over and would rev hard well the 8000rpm redline. The 120 Jota, in very small numbers, was the of the line for the old frame, soon to be by the RGS.

In late 82 the RGS was shown and became in 1983, it represented a new direction for the name and the with a combination of flowing bodywork, smoother 120 motor, ‘softer’ cam timing and of the dreaded noise restrictions, it away from the ‘caged reputation that Laverda had gained and aimed perhaps for the high speed tourer’ Aside from the obvious changes the bike featured a new with a much lower height and generally lower of gravity, Veglia electronic including a fuel gauge, a ducktail for quick change single and dual seating, indestructible ‘bayflex’ bodywork, and the feature of a fuel filler in the of the fairing allowing a gloriously tank shape.

There were several models;

RGS1000 Corsa- was the hot-rod version with an of 10hp for a claimed total of achieved by forged high-comp and cylinder head modifications. was upgraded to state-of-the-art floating Brembo discs and goldline bodywork finished in black-

RGS1000 Executive- The touring model with fairing covering the hands, higher and lovely looking integrated that were unfortunately of limited volume that were virtually useless- nice though! Usually in silver.

RGA1000 Jota- As for the RGS but the lovely fairing. A normal filler replaced the RGS’ and a generally disliked bikini covered the Nippondenso instruments.

As for the RGA Jota but with the higher bars and a dual-only seat.

As the UK market was looked after by enthusiastic importers with RGA’s being sold a locally made ‘sprint’ headlight fairing and possibly engine mods on the Jota The initial version of the fairing completely covered the lovely but a later option followed the line and looked quite

By this time the finances of the factory were in big trouble, of the new range of engines based on the learned in the V6 was on hold and the RGS, was to have been a transitory between the old triples and the envisaged new cylinder 600 or V4-750 engine, like being the last for the historic marque. But they had one model left up their in form of the SFC1000.

SFC1000 Perhaps in response to the complaints the ‘softness’ of the RGS, the SFC was more of a bones’ bike and it shed a weight in the use of lightweight bodywork was similar in shape to the RGS but much ‘basic’. The moulded fairing was replaced with a set of Smiths (or Veglia) instruments sitting a bare shell fairing.

The frame was as per the RGS, suspension was by M1R forks and Symbol rear wheels were new three units and the front discs to 300mm. The engine was lifted from the Corsa, itself an RGS forged high compression different valve sizes and portwork. The company was by this in extreme financial and managerial and after claiming to be making 200 of the machines, all of which were up quickly, production continued in erratic fashion for several thereafter, the last SFC being in 1989.

It was a rather incongruous end for Moto Laverda and the engine had won them so much fame. had always been a technically company not content to sit on old designs, but investments in developments such as the V6, 350-V3 all brought no return. As it is my belief that the development in the old triple was not explored, and it was allowed to away and Laverda’s identity in the went along with it.

Laverda SFC1000

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