Laverda 000 Corsa
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| Laverda 000 Corsa | |
| Manufacturer | |
|---|---|
| Production | 1984 |
| Engine | Four stroke, transverse three cylinder, DOHC, 2 valve per cylinder. |
| Compression ratio | 10.0:1 |
| Top Speed | 136 mph |
| Ignition | Borsch electronic |
| Transmission | 5 Speed |
| Suspension | Front: Marzocchi air assisted forks Rear: Dual Marzocchi air assisted forks, 5-way spring preload |
| Brakes | Front: 2x 280mm discs 2 piston calipers Rear: Single 280mm disc 1 piston caliper |
| Front Tire | 100/90-18 |
| Rear Tire | 120/90-18 |
| Weight | 253 kg / 558 lbs (wet) |
| Fuel Capacity | 22 Liters / 5.8 US gal |
| Manuals | Service Manual |
It could reach a top speed of 136 mph.
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, transverse three cylinder, DOHC, 2 valve per cylinder.. The engine featured a 10.0:1 compression ratio.
Chassis[edit | edit source]
It came with a 100/90-18 front tire and a 120/90-18 rear tire. Stopping was achieved via 2x 280mm discs 2 piston calipers in the front and a Single 280mm disc 1 piston caliper in the rear. The front suspension was a Marzocchi air assisted forks while the rear was equipped with a Dual Marzocchi air assisted forks, 5-way spring preload. The 000 Corsa was fitted with a 22 Liters / 5.8 US gal fuel tank.
Photos[edit | edit source]
Overview[edit | edit source]
Laverda RGS1000 Corsa
The Laverda lineage is that of a noble late arrival. The brothers Laverda built their first motorcycle, a 7S0 twin, in the 1960s. With success on the racetracks, it won them a reputation for high performance and good engineering. Then came the 1000cc triple, typified by the raucous and very rapid Jota. With its 180-degree crankshaft - two pistons up, one down -the first generation triple was also somewhat raw-boned. Some vibration, as well as an enigmatic exhaust note, was the inevitable result. Laverda eschewed such compromise engineering as balance shafts, and made sure everything was well made and well screwed together. When they tackled the vibration in order to tame the wild thing they had created, they did so with a major re-engineering job.
On the current 'second-generation' triples, not only is the engine mounted in rubber, the crankshaft is now 120 degrees (with all pistons evenly spaced). It has smoothed out more than the exhaust note. The RGS is the result, and the Corsa is its sporting incarnation; a bike that clothes the punch of three big pistons in the sleekest of sheaths.
The bike is, as far as possible,
a two-wheeled equivalent of a designer Italian sports car, with a
twin-camshaft rev-hungry engine and RG-Studios original and aerodynamic
bodywork in the classically elegant mode ... a veritable Ferrari on two
wheels. Tell that to a man who is experiencing the high-speed performance of
the one-litre Laverda, and he will scoff at the insulated remoteness of a
car-borne equivalent. One hundred and forty mph really feels like it when
the wind is plucking at your back, and you can hear the distinctive wail of
the robust three-cylinder exhaust note being swallowed up in your wake.
The process of civilization has
given the RGS a quieter engine and a more subdued exhaust, to go with the
new tailored image, not to mention new noise regulations of the 1980s. Not
that that RGS is subdued. With 95 horsepower and a wind-cheating shape, it
can run with the best of them, and top 140mph. The Jota's bad manners and
vibration (as well as some of its urgency) have gone, replaced by a maturity
that has broadened the power band to compensate. The later, smoother Laverda
engine pulls strongly from low to high revs, and is well-mannered all the
way.
Price as well as breeding
separates the Laverda from the Japanese opposition. It is significantly more
expensive, and in some ways rather old-fashioned. It has, for example,
traditional twin rear shock absorbers, where its Oriental rivals have
multi-adjustable rising-rate linkages operating single units.
The performance figures did not keep pace with the power war. The Italian factory at Breganze is too small to play that game. However, their market is among connoisseurs, who know that a bike with a good standing-quarter-mile time and a fearsome top speed is not necessarily better at traversing long distances at sustained high average speeds than a well-bred, well-balanced and amply powerful Italian thoroughbred.
| Make Model | Laverda RGS1000 Corsa |
|---|---|
| Year | 1984 |
| Engine Type | Four stroke, transverse three cylinder, DOHC, 2 valve per cylinder. |
| Displacement | 981 cc / 59.8 cu-in |
| Bore X Stroke | 75 x 74 mm |
| Cooling System | Air cooled |
| Compression | 10.0:1 |
| Induction | 3x 32mm Dell'Orto carbs |
| Ignition | Borsch electronic |
| Starting | Electric |
| Max Power | 97 hp / 70.7 kW @ 7800 rpm |
| Max Torque | 90 Nm / 66.3 lb-ft @ 7000 rpm |
| Transmission | 5 Speed |
| Final Drive | Chain |
| Front Suspension | Marzocchi air assisted forks |
| Rear Suspension | Dual Marzocchi air assisted forks, 5-way spring preload |
| Front Brakes | 2x 280mm discs 2 piston calipers |
| Rear Brakes | Single 280mm disc 1 piston caliper |
| Front Tire | 100/90-18 |
| Rear Tire | 120/90-18 |
| Wet Weight | 253 kg / 558 lbs |
| Fuel Capacity | 22 Liters / 5.8 US gal |
| Consumption Average | 32 mpg |
| Braking 60 - 0 / 100 - 0 | |
| Standing ¼ Mile | 11.8 sec / 112.7 mph |
| Top Speed | 136 mph |
| Road Test | Group Test 1985 Motosprint |