Laverda RGS1000 Executive

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Laverda 1000 RGS
Laverda 1000 RGS

Motorcycle Enthusiast RGS1000 Test October 1983 by Mick Walker

Ever their introduction, the Laverda and 1200 triples have closely bridged the gap between the and Japanese motorcycle industries.

is to be seen not just from the things such as switchgear, and the level of finish, but the type of that Laverda are aiming at.

the RGS in city traffic or country lanes and you will be sadly — but take a motorway, or a ‘A’ road, and you will what makes the RGS tick power! It has the almost unique to sustain extremely high speeds. Never have I a motorcycle which is always faster than it appears.

For what seems like 70 turns out to be 85; at first I thought it was error, but no, the Laverda actually is quicker than the rider it is.

On collecting the RGS from Moto in South London I was faced riding it all the way across the capital, so to the heaviest of the metropolis traffic I chose to pick up the South and head for the Blackwall Tunnel and to the Mil as I was making Cambridge my first This first ride showed up what has already explained above. Until I the Mil the Laverda was not behaving, and wasn’t at all in a happy frame of mind.

about the machine felt The sheer size made progress more difficult in the traffic, and I began to think was one road test that I not enjoy.

To make matters it was an extremely hot July day and I was wishing I could be riding another somewhere cooler. Finally the Mil and upon joining it I could sense the RGS change its mood. the annoyance of being strangled by the traffic, it suddenly responded to the of the open road, transforming into a rocketship, which to make its rider want to into the horizon at a great of knots.

This in turn the very best out of the bike. was the heavy feeling, everything to come together. Even at llOmph, the wind force on the is no more than at [llOkm/h] high speed curves the feeling the bike is on rails and [95km/h] 60mph the riding becomes just right.

In the weight is taken off the rider’s making riding a pleasure

Long before reaching my I was beginning to fear for my licence such is the deceptive progress at speed. Slow down to the limit on the motorway, and you seem to be along. Without doubt [llOkm/h] 70mph the RGS is not giving of its and whilst in my possession it seemed to be urging its rider ‘faster,

The Mil exit to Cambridge arrived quicker than expected, the view that you are actually much faster than

The machine I tested had over [12,500 miles] on the clock and it had been the Laverda importers’ bike, and later Moto demonstrator, had stood up remarkably in particular the engine unit never in my hands felt the bit stressed.

It should be mentioned this bike was not completely and had several alterations which Vecchia can carry out for customers. include silencers, which had changed for Jota ones. of the air filter assembly, which I was improves mid-range power. To fit the silencers the centre stand has to be leaving only the side

In line with the alterations the jets are changed from the 108 to 130.

The standard RGS fairing-mounted had been removed to reduce shake (latest RGSs stronger fairing subframes). Vecchia had strengthened the attachments for the Fork gaiters fitted to protect the fork stanchions.

lines throttle cable and a grab rail to fit with, or the seat hump.

I had studied the RGS in November 1981 upon its at the Milan International Motorcycle At the time whilst I was inspecting the bike I got into conversation the South African Laverda who was very enthusiastic about the new so I found it interesting to put the static into motion some months later in the form of road test.

The RGS is a combination of and brute power. The actual of tune is however more than the Jota. The compression is lower at 8.8 to 1. Bore and … are the at 75 x 74mm. The chain-driven dohc has two per cylinder.

Carburettors are Dell’Orto PHF 32s accurator pumps. Fuel for the RGS is three-star. Even though it is not as tuned as the Jota it is still to the point where an inexperienced could easily be punished for a this is a machine which respect.

Compared to other superbikes when stationary or slowly, it seems top heavy; speed this feeling — the faster the bike is In many ways it is closer to a multi than an Italian Not just the engine design and equipment, but its suitability as a motorway rather than the usual back-lanes scratcher’s delight.

This is also apparent in its consumption, the RGS in the trim it was tested attained [11.35 litres per 25mpg, and whilst the standard can be stretched to the late thirties still does not compare say a Guzzi or Ducati V twin. To be the Laverda was ridden at speeds all other bikes would be to follow, but 25mpg and the weight at low are its two main problems.

Where it is superior to other Italian (besides its high-speed motorway is the standard of its ancillary parts, in particular. The space-age layout is the finest in the whole industry. Not too but just the right blend. console houses ultra instruments.

Gone are the familiar Denso large round dials, and in their place a new layout made by Veglia. the years Veglia have much criticism from the press, most of it fully But this time they come up with a complete which is actually better anyone else’s — those currently made in

It comprises of a 240km/h/150mph speedo. An tacho which is red-lined at Both these are large, to read, AND accurate. No waivering-just performance.

Complementing the two main are oil temperature, and fuel gauges. last one was a real boon, with warning lights for lights, indicators and mainbeam.

All in all the console gets my marks for the one I’ve yet come across. The switches are the normal Nippon items found on other models — again Instead of the usual single master cylinder on the throttle there is a matching one on the left-hand

This is for the hydraulic clutch. to the earlier Laverda triples is lighter, but it is still not a one finger Perhaps its about the lightest we a right to expect with all power to contend with!

The are of the clip-on variety. In this is one word of warning — do not all your keys on a ring in the way with your ignition If you do on full lock this of keys will foul the handlebar cover (situated on top of the and your ignition will be off.

This only to happen on left lock.

doubt the bike’s strongest always rotate around cruising. The fairing makes an contribution in this area as it you from the wind buffeting associated with high-speed This normally on a long run can be tiring. As mentioned earlier the stability matches that of else on the road.

But do not expect to be able to throw the through a series of tight S quite simply it is the complete to that of the 500 Morini I tested month. In that test I out that if you ride the Morini on a its good points remain hidden. Do the same with the RGS and it shines, but take it into territory and you will be wasting time. The main reason is the two bikes have, I am sure, designed for completely differing

The lightness of the Morini is its advantage on a back road, and its disadvantage on a This is reversed with the Its top heaviness and sheer size against it on the back roads but assist its ability to maintain an cruising speed on the motorway.

set up for a long sweeping’turn it does not an inch. When I first up the bike I thought that Davies and Roger Winterburn supermen to actually race and win on triples.

But thinking now, as I am the test, I’m sure at a circuit like Silverstone or with their straights and curves, the Laverda could be put to an advantage over more lighter bikes which not have the same absolute and ultra high speed On the club circuit at Cadwell however it would be a brave man who would manage to get a Laverda up the front.

One thing above all attracted attention to the RGS — the filler which is situated in the Everyone who saw it remarked in some way this. The uncanny thing was it had an on pump attendants who referred to you as not ‘Mate’. At first most would not believe I actually the fuel ‘in there’.

On a serious note I wondered would happen if the machine was in an accident, as all that was protecting the leading to the main tank was the No one likes talking about but I wondered what would nevertheless. Perhaps any reader who could write in!

The Judolux headlight (which I am sure is the item as in a Guzzi LM11) was of a disappointment, although it’s a H4 60/55 W it’s not as powerful as the performance, all the other aspects of the equipment were first The twin horns were and fully in keeping with the performance potential.

Starting hot or cold was always a affair, whether this remain so in winter I cannot but one of the most important things on my of priorities is ease of starting the RGS got 10 out of 10. Cold starting procedure was choke, two pumps of the throttle press the button and away it go. Another important requirement is the of finding neutral, again the got top marks.

The gearbox itself was — not the extreme of say most drive changes, but clunky Against this however was never any missed gears or neutrals.

The amount of power available makes talking torque seem a wasted suffice to say that it was never The engine unit is the real of this bike, and only two drawbacks. The first one concerns advance and retard mechanism. is automatically set at either fully of fully retarded, and could be when going slowly by in or going out. Not a major but one you could tell existed.

The concerns vibration which exists between 4 and 5,000rpm. mainly surfaced through the and fairing.

Although lower the Jota (780mm against seat height is still a too much for all but the tallest rider.

Laverda 1000 RGS
Laverda 1000 RGS

grounded during the period of the I do know that in racing the of the engine covers are a problem, but for road use this problem most likely not be noticed at The factory quotes the ground at 120mm.

The full cradle is supported by a square box-section arm. Of the type which specialists sell as an extra for the Jap multi. Tyres, again no to have to purchase better for the Laverda as it comes already with Pirelli Phantoms, MT29 100/90 V18, and MT28 120/90 V18. To the power to these tyres a 630 is used.

Like most Laverda use a plastic final chain guard.

The attractive six-spoke wheels are FPS items to certain Ducati models. the Brembo brakes need no except to say that on the RGS they are not so effective as usual. This have been due to the large OR the extra weight having to be The disc size is 280mm for all discs, which like all units are in cast iron.

The Marzocchi front forks really needed to absorb the output and braking system.

There is very little in fact only the exhaust footlevers, fork cable and horn covers.

In line the sporting stance of the handlebars and (which incidentally has a tinted rear sets are fitted. most machines with a pillion passenger can easily be This is where the size of the RGS is unlike when having to it around at a standstill.

I once tried to park it in a street an adverse camber, and found I push it out again from the — you have been

When carrying a passenger the carrying compartment behind the seat is lost. This had for a packet of sandwiches and a shirt and about all.

An extremely little goody for the RGS to improve its as a touring mount is offered by of Chinnor Road, Bledlow, This is a Krauser pannier kit, at Ј30 plus vat, includes replacement rear plus the various black mounting bracket. This means that a rear can be fitted as well.

The range in trim is I would guess 175 miles [280km], but in the modified I tested this was only over 100 miles [160km].

the test I experienced no troubles at in fact the bike gave the of lasting longer than of its competitors.

Besides motorcycles also are a leading producer of agricultural vehicles and have put quality before quantity. of this they were the of the Italian producers to use foreign where Italian items not to their standard. On the RGS you will besides those already Nippon Denso ignition and various Bosch electrical

Besides the tool kit, a handbook accompanies each this also includes a list of torque setting for frame and engine items. are also included a portion for servicing, and service stickers as — very much a car handbook in this area. One footnote amongst all the very information was the following: ‘Never an animal on this motorcycle’.

I’ve seen some hints in various handbooks, but that one!

Maintenance in the handbook the factory recommend at [3,800km] 2,400 miles including changing both the oil and at this time. Both the hydraulic and front brake cylinders have see-through checks and cap removal is simplicity The swinging arm has one central grease The rear chain is of the ‘O’ type and is also endless.

To remove the battery, the following to be removed, seat, tool left side cover, brake fluid cylinder and the air rubber tube from side curb to filter The battery is a 12 volt, 24 amp hour. is transistorised and no kickstart is fitted hence the man size battery.

had been established in the UK for a considerable in fact many enthusiasts that the first Laverdas to be were the 750 SFs. But a handful of 200 were sold in the early — can anyone remember An added advantage is that of the dealer network have selling Laverdas for a long and even with the change of Slater Bros to Three (trading under the Laverda UK most dealers stayed so there is good service and back-up.

A road tester’s is to report in an unbiased way, and I’m a self-confessed back scratcher it does not blind me seeing the merits of each make and model, where it and who its best suited for. The RGS is Jap than Italian, and is a longdistance, muscle bike which in the circumstances is perhaps the best is for continental style motorways, or A’ roads.

To illustrate is a trip I made one evening Wakefield to Wisbech — [200km] 130 miles, almost all or A’ roads. Without trying to go quickly I managed to be 30 minutes faster than before — yes the RGS is extremely at high speed. Truthfully not an ideal bike for a dealer to as a demonstrator because its virtues are not likely to get anywhere near the during a ride around the

Use one for a week and you begin to fall in — but watch your For that reason only I was to hand the RGS back.

Price including taxes.

Source Enthusiast RGS1000 Road October 1983 — by Walker

Laverda 1000 RGS
Laverda 1000 RGS
Laverda 1000 RGS
Laverda 1000 RGS

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