Laverda 1000 Jota-Laverda

19 Мар 2015 | Author: | Комментарии к записи Laverda 1000 Jota-Laverda отключены
Laverda 1000

This Italian Flashbike has amperage behind its high-voltage It’s called horsepower, the that sparks 11-second and makes the kind of speed has the scenery backing up in a hurry. Now who to be Italian to understand that?

sport bike with a Its handling is slow and stable, its stiff-legged, its seating position the road-racing hunker-down-on-it, its mechanical both interesting and unusual. So the twist?

This 1982 squirts through the quarter-mile in secondsand its 115-mph terminal exceptional for any bike, is especially for a machine with such gearing. Only a few muscle-bound geared 10 to 15 percent lower can it: the Suzuki GS1100 and Ka-tana, and the GPz1100 and KZ1000.

This and quickness originate in a series of changes. Although a cursory will uncover little, the Jota contains no fewer 227 component changes. A new cylinder that’s an adaptation of the head by the factory on the 1976 works is primarily responsible for the performance

The 70-degree valve angle is the as that of former models, but the chambers are shallower and the valve 2.0mm larger. These new valves are the same works offered as a racing modification 1976. New camshafts feature more lift, which power at lower engine

The pistons have a flattened yet still retain a relatively 9.6:1 compression ratio.

our pre-production test machine was with spigot-mounted carburetors, units will be rubber Engineers incorporated rubber not to isolate the carbs from vibration but to stop engine from being transmitted to the in hot weather. The ignition advance of the Nippondenso-made solid-state control added in 1981, peaks suddenly at very low engine it’s not the slower advance of Bosch units.

As a result, hot intake mixture the idle speed to rise to advance the timing, which increases the idle speed. representatives report that the mounting has cured this racing idle, which was in our machine.

The all-roller-bearing engine a new oiling system. A high-volume circulates large quantities of oil very low pressure the way previous did, but the Jota has a new full-flow oil with a disposable cartridge. The oil through a cooler on the frame’s downtubes.

The 1982 crankshaft is new. The generator, secured by an bolt rather than a is on the right, and Laverda lengthened the left end to mount the ignition Laverda has added an outrigger bearing at the clutch to ensure the triple-row chain is held in

The starter clutch, located on the keeps the starter motor’s chain disengaged except cranking.

The sand-cast engine already impressively massive, now extra ribbing. The clutch, to reduce a rattle when runs under an outer with sound-deadening ribs. modifications help the Jota with EPA noise regulations.

The is now hydraulically actuated, the first of this type we’ve tried. The lever operates a cylinder, and a fluid-coupling hose to the slave cylinder in the engine The hydraulics can be retrofitted to earlier 750 Mirages and Jotas.

An important alteration in the electrical has provided much greater cornering clearance. A new, Nippondenso three-phase alternator increased output replaces the unit. In the switch, ignition were moved to the left-hand as noted above.

Engine has been reduced about two on the right without affecting clearance. Extremely aggressive can grind the cases, but only passing the safe-riding threshold.

big, the Jota has a fairly seating position. The high and pegs are close to the seat; the narrow tank provides room for the knees; and the low bars a short stretch across the The seat height is remarkablenearly feet above blacktop with shorter-than-average legs haveadifficult time maneuvering quarters at toe-dabbing speeds.

For our preferences, the Jota handlebar was too low and too far for long-term comfort. The wind help keep the rider’s off his hands and arms, but the fairing up this onrushing support. The isn’t windless, however; the coming off the bubble catches the at mid-helmet.

The bar, though is adjustable for angle. In terms of the bar is good since the rider can get on it, even though it provides leverage.

The Jota’s short, hard seat drew the ire of staffer who spent more an hour on it. It’s far too hard for American riders. The seat’s slope toward the gas tank riders, especially short from sliding forward to take the load off arms and The semi-solo saddle

does let the rider stretch, but it passengers to little more a quasi-comfortable short hop. The Mirage seat is offered as an at no extra charge.

Footpeg and positions situate the rider’s of gravity directly over the This allows the rider to around easily. That’s a Thing because the bike its tall profile, heavy and short handlebar needs of power-assist from the rider to cornering.

At frisky speeds on roads the Jota’s slow and steering response demands concentrationthe rider must turning early enough to the motorcycle on the desired line. As one insisted, if a rider doesn’t how to countersteer he’ll learn or the corner. Once it’s on the Jota has confidence-inspiring stability.

and bumps don’t upset the steadiness; any deviation from an line in the middle of a corner deliberate, forceful inputs.

Our front tirea 4.00H x 18 Gordonadded to the bike’s strenuously steering. The Gordon is an excellent tire, giving a nice of traction and wear qualities at the of heavy steering. Jotas out of Laverda’s factory with possible sets of tires: The mix is 50 percent Dunlop TT100 and 50 Pirelli; half the Pirellis are half Phantoms.

Our sources at Laverda claim the steers considerably lighter the 100/90V x 18 ribbed Phantom. Our with these tires on motorcycles would substantiate The Phantom, however, doesn’t the Gordon’s large full-lean and doesn’t wear as well.

Slater, the U.S. distributor for Motorcycles, points out that dealers will install the tires of the rider’s choice at no charge.

Laverda 1000

The air-charged, remote-reservoir shocks, new for ’82, with spring preload adjustments, non-adjustable damping. Although the is likewise non-adjustable, the Marzocchi controls wheel movement well under a variety of providing excellent road-holding and a ride. The fork has some and the ride at the rear is moderately for riders over 140 pounds.

In respect, heavier riders be the happier ones.

Jota Hohta, for the uninitiated) is the name of an old gypsy dance in which one gaily in rapid triple This Italian motorcycle with its triple cylinders, its own vibro-jitterbug. Buzzing is present at every engine speed.

intrusive is the handlebar vibration. Our Jota had its crankpins set at 180 degrees two up, one Laverda has built 120-degree with the crank-pins set in even and we would imagine the interest in cranks relates to the present propensity for shaking.

The Brembo brakes on our test machine heavy lever pressure. sheer stopping power was good enough to squeal the 4.00-section front tire.

New aluminum carriers mate to premium lightened rotors and the old integral disc carriers. The reduce unsprung weight, easing the task of the suspension

The hydraulic clutch lever be a paragon of lightness, at least in But, strangely, the lever was extremely heavy, and the hydraulics to obscure the exact take-up for engagement/disengagement. These high together with the engine make riding the Jota distances wearisome.

The engine has a lot of punch and it pulls eagerly off idle. Throttle response is At 6000 rpm the engine begins to power with real and carries strongly to redline. Yet the is deceptive.

The power feels of Superbike acceleration, but keep the needle elevated and you’ll see the around you back up in a hurry.

possible that the Jota can more horsepower than it did on our dyno, where a combination of spark plugs and too-rich hurt upper-rpm power Since we were supplied an incorrect primary gear our dyno-calculated rpm figures proved percent highthe engine a maximum horsepower reading of at 7690 rpm, well the engine’s 8500-rpm redline.

we run engines on the dyno until begins to fade or, in the case of the until misfiring begins. the Jota clocked its 11.9-second under the same conditions in it ran at the dyno.

The Jota comes with two very tidy mirrors that mount to the You’ll not see them in the accompanying Sadly, the mirrors fell to the Jota’s hurried schedule.

First it was rushed to Cycle for photography, then carted off to an race where it crashed, and after much attention to the magazine for a road test. We saw the tool kit, but we’re it is very complete. Moto went to great efforts to a new rider’s handbook especially for the market.

The tool kit fits an under-seat tray and the handbook can be in the storage area in the seat’s which, like the tool is accessible by lifting the hinged and seat.

On balance the Laverda is a narrow-spectrum motorcycle, aimed at the set whose predilections run to things and who insist Europeans know For example, they won’t and wouldn’t want a sidestand to cornering clearance or a digital-readout to distract them. The Jota has ground clearance, high-effort requirements, locomotive cornering a race-type seating and, most important, enough to be a genuine Superbike.

Laverda 1000
Laverda 1000
Laverda 1000


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