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Difference between revisions of "Laverda RGA"
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[[Image:RGA.jpg|thumb|350px|Laverda RGA]] | [[Image:RGA.jpg|thumb|350px|Laverda RGA]] | ||
The [[Laverda|Laverda]] RGA bit me, once. Once was enough, though. Enough to bring back a few unpleasant memories of Laverdas gone by; enough to detune most riders for a little while at least. | The [[Laverda|Laverda]] RGA bit me, once. Once was enough, though. Enough to bring back a few unpleasant memories of Laverdas gone by; enough to detune most riders for a little while at least. | ||
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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). | ||
As it stands, the RGA is a John Wayne among motorcycles, big and tall with a heavy punch, a mean thirst and a knack of getting the gals. Only the legs are a bit wobbly. | As it stands, the RGA is a John Wayne among motorcycles, big and tall with a heavy punch, a mean thirst and a knack of getting the gals. Only the legs are a bit wobbly. | ||
== RGA Performance == | == RGA Performance == | ||
*Top Speed — 136mph | |||
*Standing quarter mile — 12.4sec | |||
*Fuel Consumption — Hard cruising, 31 mpg — Hard riding, 29mpg | |||
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*Air-cooled DOHC six-valve in-line 120-degree triple. | |||
*Capacity*981 cc. | |||
*Bore x stroke*75 x 74mm. | |||
*Compression ratio*8.8:1. | |||
*Induction by 3 x 32i Dellorto carbs with accelerator pumps. | |||
*Three-into-two exhaust. | |||
*Wet sump lubrication. | |||
*Bosch electronic ignition. | |||
*Wet multiplate hydraulic clutch. | |||
*Primary drive by duplex chain. | |||
*Final drive Izumi chain. | |||
*Five-speed gearbox. | |||
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*Duplex cradle, Marzocchi forks and rear shocks (air/gas, 5-way preload), triple Brembo cast iron 1 lin disc brakes. | |||
*59.5in wheelbase. | |||
*31.5in seat height. | |||
*5in ground clearance. | |||
*29m width. | |||
*86in length. | |||
*4.4gal fuel tank. | |||
*550Ibs with 1 gal petrol. | |||
*Tyres*Pirelli Phantoms, WO/90V18 front. J20/90V18 rear. | |||
We asked Slater Bros of Bromyard in Herefordshire (the official Laverda parts suppliers) to give us the retail prices for a representative selection of RGA bits. Items of note: much of the bodywork is made of the amazing new material Bayflex, which is virtually indestructible and which allows parts such as the front mudguard to be bent double without damage. So although the prices for these items may seem high, in practice there should never be any need to replace them. All prices include VAT. | We asked Slater Bros of Bromyard in Herefordshire (the official Laverda parts suppliers) to give us the retail prices for a representative selection of RGA bits. Items of note: much of the bodywork is made of the amazing new material Bayflex, which is virtually indestructible and which allows parts such as the front mudguard to be bent double without damage. So although the prices for these items may seem high, in practice there should never be any need to replace them. All prices include VAT. | ||