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Difference between revisions of "Laverda RGA"
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As a riding proposition I found the RGA well to my liking. Maybe the slightly raised handlebars could do with being a touch flatter, but the seat is firm and nicely supportive (although there was a quiet winge about vibration on the back perch from my pillion). Engine vibrations do make their presence felt in the midrange, but not so much that it becomes a problem. Compared to the old 180s, the 120s are like double thick cream. The position of the front footrests is adjustable thanks to a clever rotating boss arrangement; on the debit ide, access to the battery is still very difficult. | As a riding proposition I found the RGA well to my liking. Maybe the slightly raised handlebars could do with being a touch flatter, but the seat is firm and nicely supportive (although there was a quiet winge about vibration on the back perch from my pillion). Engine vibrations do make their presence felt in the midrange, but not so much that it becomes a problem. Compared to the old 180s, the 120s are like double thick cream. The position of the front footrests is adjustable thanks to a clever rotating boss arrangement; on the debit ide, access to the battery is still very difficult. | ||
The centre stand is easy to use, mainly because it isn't high enough to lift the front | The centre stand is easy to use, mainly because it isn't high enough to lift the front tire clear of the ground, so you have to watch where you're parking the bike. The side stand is a little too long, as well. But the rest of the machine exudes an air of quality; the metallic blue paint on our tester aroused a lot of favorable comment, and was set off nicely by the neutral grey cast wheels. There's a conventional filler cap in place of the RGS's somewhat radical teapot-spout effort, and the titchy fairing will offer some wind protection to the tank-hugging types among you. | ||
The RGA came about as a result of pressure from the British importers Three Cross for a cheaper RGS. By ringing the changes in this way, a new lease of fife has been given to the venerable three-pot Laverdas. Although the latest generation of Laverdas leans more toward grand touring than sports motorcycling, the basic character remains amazingly un-diminished. If there is any criticism to be made, it is that the cycle parts are falling behind the standard of the power plant; high-speed weaves are still not a thing of the past, whereas by rights they should be. All the RGA needs is better suspension (easily cured) and a lower centre of gravity (not so easy). | The RGA came about as a result of pressure from the British importers Three Cross for a cheaper RGS. By ringing the changes in this way, a new lease of fife has been given to the venerable three-pot Laverdas. Although the latest generation of Laverdas leans more toward grand touring than sports motorcycling, the basic character remains amazingly un-diminished. If there is any criticism to be made, it is that the cycle parts are falling behind the standard of the power plant; high-speed weaves are still not a thing of the past, whereas by rights they should be. All the RGA needs is better suspension (easily cured) and a lower centre of gravity (not so easy). | ||