Category: Laverda

Lightning Strikes Twice: 1984 Laverda RGS1000 for Sale

1984 Laverda RGS 1000 Silver L Side

Wow, another RGS for sale, this time in silver!

Laverda’s RGS was basically a set of new clothes and a new mission for their rough-and-ready three cylinder engine. Earlier triples were famed for being brutal, “manly” bikes: some race-prepped examples apparently featured multiple steering dampers to keep them properly under control! Thrown around by the scruff of their neck, the Jotas and 3C’s that ventured onto the race track ground down ancillary covers and generally terrified riders and competitors alike.

1984 Laverda RGS 1000 Silver R Side Engine

But, unable to really keep pace with the merciless progress of the Japanse Big Four, who had begun to put something called “handling” into their street bikes, Laverda headed in a different direction. They capitalized on the perceived style and sophistication and their Italian racing heritage to create a machine that didn’t try to compete directly with the sometimes boring perfection coming from Japan…

1984 Laverda RGS 1000 Silver Dash

I spent the weekend baking in the heat and humidity of South Jersey, watching vintage motorcycle raceing, so I have Laverda on the brain today. I post these up whenever I find them, but they really are actually pretty rare. This one looks very well maintained by a knowledgeable owner: I know there are mechanics out there that can be counted on to do good work on these, but you can’t argue with the Slater name when it comes to Laverda!

1984 Laverda RGS 1000 Silver R Side Rear

From the original eBay listing: 1984 Laverda RGS1000 for Sale

I’ve owned this Laverda for several years, and am unable to give it the riding time it deserves as I have several other motorcycles as well.  This motorcycle is currently registered in my name in the state of California.  It is really in excellent condition and I cannot find any dents, dings, or scratches.  There are no known mechanical issues with the bike.

The following upgrades have been done to this bike that now has 16,181 original miles:

Wolfgang Haerter slip-on mufflers – sounds great! (I have original mufflers)
DMC ignition
530 chain and sprocket conversion (have originals)
Stainless steel brake lines
Ikon shocks (have original Koni’s)
Gustafson windscreen (have original)
Odyssey battery always on a tender
Front brake rotors have recently been machined within tolerance and there’s no pulsating.
I have a shop manual for this model, along with the owner’s manual and tool kit.

It’s had, within the last 250 miles, a major service done by a mechanic who used to work with Slater’s in England.  This included:

Valve adjustment using new shims
Complete rebuilding of carburetors
New cam blocks
Brakes bled
Oil change
New cavis fuel lines
New intake manifolds
New head gasket
New choke cable
The cam chain was checked and found to be well within spec.

This is as close to a new RGS as can be found after 30 years, and truly runs very well.  Please pm me if you’d like any additional detailed photos.

1984 Laverda RGS 1000 Silver L Side Engine

Perhaps a bit too subtle for me in what looks like nearly flawless silver, but it’s very classy, has been very well cared-for, and features sensible upgrades that should enhance reliability and long-distance capability. Except for the mufflers: those are, I’m sure, intended as a safety feature…


1984 Laverda RGS 1000 Silver R Side

Fast and Classy: 1984 Laverda RGS 1000 for Sale

1984 Laverda RGS R Side

With most of the places I’d actually want to go on a motorcycle currently at least an hour away, the advantages of sport-touring and grand touring motorcycles are becoming more and more appealing. And you might think that “Italian exotic” and “touring” would be mutually exclusive concepts, but Laverdas typically incorporate the very best components, and are famed for being overbuilt and well-engineered, if slightly heavy.

1984 Laverda RGS L Side Rear

This durable quality means they were fast and stable, if not particularly nimble when used in anger. The early twins did well in endurance racing, and the SFC of the early 1970’s is one of the most collectible bikes of its era. The triple that followed was originally an unruly beast, with a funky, uneven firing order that made for exciting power and a howling exhaust note, but wasn’t so good for the feeling in your hands and feet, or the fillings in your teeth…

1984 Laverda RGS Engine Detail

Later Laverdas like this one are considered a bit tame by those standards, but are still far more emotive than glassy-smooth modern triples. The RGS introduced in the early 1980’s was an attempt by Laverda to recast their slightly moribund powerplant as an exclusive gentleman’s grand touring bike. It was really the perfect way to justify a performance deficit when compared to cheaper, newer Japanese bikes: “How fast is it? Well I’ve never felt the need to prove anything to anyone. I’ve certainly never raced it… And anyway, just listen to it!”

From the original eBay listing: 1984 Laverda RGS1000 for Sale

This is a 1984 Laverda RGS 1000 rare motorcycle. The motorcycle runs well, however this classic beauty would be best in the hands of an experienced motorcycle rider who is familiar with this type of bike. The motorcycle is sold as is with a good title and NO RETURNS. There is no warranty and buyer accepts the bike without guarantee. The buyer should know that the motorcycle is intended for motorcycle aficionados familiar with Italian made bikes and in particular Laverda’s.

1984 Laverda RGS Front wheel

A starting bid of $10,000 seems about par for the course for these. The price seems fair, but demand for these is limited and the seller may have to wait a while for the right buyer. The paint looks a bit faded, but the images are very washed out, so that may just be poor photography, not a flaw with the bike.

It would, of course, look better in classic Laverda orange.

It may not be as sexy as a 1970’s Laverda, but it’s still very distinctive and usable, both excellent qualities to have in your classic steed.


1984 Laverda RGS L Side

1981 Laverda 1000 Jota

1981 Laverda Jota L Side

Another Laverda just popped up for sale! There’ve been so many of these lately, you’d think they were easy to find in nice shape.

They aren’t.

Laverda was never all that popular in the US, and they’re correspondingly rare. There aren’t a ton of shops that specialize in them, but in this internet age, there’s plenty of information and a strong online community. These are well-built bikes, and many owners are comfortable turning a wrench on them.

1981 Laverda Jota R engine

The Jota, one of the most iconic Laverdas, isn’t really even a factory model. It was a hot-rod 3C whipped up by Slater Laverda in England and was introduced in 1976. The name “Jota” refers to a Spanish dance in triple-time, and the bike is, in typical Laverda fashion, brutal, slightly heavy, and very stable at speed.

Of course I want one.

1981 Laverda Jota Dash

This one’s supposedly a real-deal Jota, although I’m not sure he’s clear on exactly what he has… From the original eBay listing: 1981 Laverda Jota 1000 for Sale

Laverda 1000 Jota 120° (The real Jota)

This bike have been in my garage for the last 15 years.

The motor is in great condition, completely overhauled just before I put the bike away.

The chassis could use some service, it’s still in running condition.

Please look closely on the pictures.

The bike has no battery, it died of high age.

The bike has a new electronic ignition system, the standard comes with the bike but it makes the bike almost impossible to start.

I assume the seller actually means it’s a 180° bike, since it’s actually the later, post-1982, 120° version that’s more tame and not a “real Jota…” The original Jota featured the 180º crank with “one up, two down” pistons that basically ran like a four with a miss. Nevertheless, the configuration gave big power and manageable vibration…

Update! Since I started writing this, the seller has corrected his “degree” mistake in the eBay listing!

From the photos, it looks like he’s got the original fairing as well, should you want to return it to the factory style. I prefer the naked look, but that bulbous fairing should make for a more practical ride… As if a burly, vibrating Italian triple from 1970’s is anything like practical…

As always: do your homework. 3C’s are not inexpensive, but they’re far less than a nice Jota and it’s not difficult to fake one.


1981 Laverda Jota R Rear


Laverda Week Continues: 1988 Laverda SFC 1000 for Sale

1988 Laverda SFC 1000 L Front

Wow, it’s positively raining Laverdas this week! This particular example is pretty rare on these shores: I’ve never actually seen one for sale here, and the 1988 year is interesting, since I was under the impression that Laverda stopped making bikes after 1985… Maybe it was first titled in 1988, after sitting in a dealer showroom for a couple years?

The SFC 1000 was really a last-gasp grasp for past glories from a brand that had been eclipsed by cheap speed from the Land of the Rising Sun. A retro-styled motorcycle that predated Ducati’s SportClassic range and even Moto Guzzi’s 1000S, it was introduced in 1985 and based on the sport-touring RGS, itself an evolution of the 3C triple and Mirage.

1988 Laverda SFC 1000 Dash

The SFC name was meant to evoke the “Super Freni Competizione” of the 1970’s, Laverda’s off-the-shelf racer that terrorized endurance racing in the day, and terrorizes the bank accounts of fans who want one today. Although that bike was a barely streetable animal powered by a race-tuned parallel twin, this one features the “civilized” 120° version of Laverda’s triple and should be a far more refined beast, in spite of the name and racy looks.

The big triple was a hulking machine for hustling around a racetrack, but could achieve some serious lean: I’ve got a vintage biker mag with a picture of one that’s been leaned over far enough to ground a hole clear through the generator cover…

1988 Laverda SFC 1000 Right Close

From the original eBay listing: 1988 Laverda SFC 1000 for Sale

Very clean, with upgrades–all easily reversible to full factory-original, if desired.

Imported by me from New Zealand in 2010.

Never dropped, raced, or mistreated.

I am the second owner since new.

New coils, wires, plugs, timing chain, electronic ignition, custom slanted intake manifolds, Mikuni carbs, lubricants, bar-end mirrors, battery, throttle cables, grips, windshield, air filters, tune-up, rear brake caliper rebuild, sprockets, X-ring D.I.D. chain.

Valves meticulously adjusted.

Custom Mikunis by Mike Nixon.

Custom manifolds by Red Cawte.

1988 Laverda SFC 1000 Engine Detail

The interesting thing about bikes like the SFC 1000 and the later Mike Hailwood Ducatis, they were basically outdated bikes tarted up with racy looks to move units. But now, as classics, they look and feel the part of vintage motorcycles, but benefit from the constant development that kept these machines relevant throughout their long lives.

Mileage is pretty low for a bike like this, and it looks to be in nearly flawless condition. The seller indicates that bike was imported from New Zealand, so beware of any titling issues in your state before you bid.

Oh look: a big white tach. I’m sold!


1988 Laverda SFC 1000 R Side

Fast and Orange: 1984 Laverda RGS 1000

1984 Laverda RGS 1000 R Side

I am only just recently coming around to the fully-faired style of the Laverda RGS, although this particular bike could easily make a convert of anyone, with beauty that is far more than skin-deep.

1984 Laverda RGS 1000 L Side Rear Wheel

The RGS was the final iteration of Laverda’s chest-thumping three-cylinder engine. While the later 120° crank versions introduced in 1982 were somewhat more “civilized” when compared to the earlier jackhammer-y 180° versions, they were still hugely emotional powerplants that made plenty of power.

1984 Laverda RGS 1000 Front

Faced with the onslaught of cheap speed from Japan, Laverda managed to adapt: they were never really lightweight, cut-and-thrust bikes, and most of their racing success came as a result of their natural stability and durability. So it made sense for the company to pitch their roadbikes at the sport-touring end of the riding spectrum to well-heeled buyers who wanted a bit of class, some comfort, real character, and the exclusivity of an Italian motorcycle.

1984 Laverda RGS 1000 R Side Engine

The RGS may have been the last of the line, before Laverda’s resurrection in the 1990’s, but what a way to go! Reading the seller’s description, it’s clear that this one is very special: at first blush, it looks like a repainted RGS, but there’s much more going on here than meets the eye.

From the original eBay listing: 1984 Laverda RGS 1000 TT1 for Sale

I have had several 180 Jotas, some RGS 1000s, a 1200 Mirage or two and the occasional SF.  My general report would be that the 120 triples are a little too civilized for my taste.  Augusto has fixed that!  It is probably not much help but this thing reminds me of a cup car.  I can readily see how just watching the wrench let the clutch out on this one might cause the weak at heart to step back and be content to watch.  This motor feels more like a worked 180 triple and comes on the pipe around 4K like a two stroke.  You aren’t taking a summer trip on this one.  Your neighbors will not like this bike.  I haven’t really measured the fuel consumption but I’d say “cup car” again for a clue.  If you are an RGS guy you will understand when I say that I can’t imagine managing this motor without the suspension and brake upgrades.  Fortunately Laverda was always on the case on frames.  The only thing they changed on the handful of factory TT1 race bikes was to go to chromoly to save a very small amount of weight.  This was at the top of European Formula I in 1982 and not for the faint of constitution.  I am trying to quit.  I’m down to just over a dozen from three times that.  Step right up if you think you are up to it.  People that make these available often refuse to sell to me, offended about how I  might use them after they “saved” them for decades.  Love to see it at the track myself.

The motor went to Augusto Brettoni’s works and was brought up in every regard to the factory TT1 specs.  The compression ratio is 11:1 pistons (9:1 RGS), 3 36mm carbs (32mm stock), the TT1 high lift cams with increased overlap, 41mm inlets (39.5) and 35mm exhausts (35), ported and flowed head, lightened crank, close ratio gear box and 3 into one exhaust.  105 hp at 8250 (~80 stock).

1984 Laverda RGS 1000 Front Wheel

The seller’s description hits all the right notes for me: “your neighbors will not like this bike.” I always figure that type of thing is a fair exchange: “I hate your noisy leaf-blower that you use do blow dust into my yard and you hate my exotic, Italian motorcycle. So I’d say we’re about even. Oh, and by the way: your son thinks I’m way cooler than you.” Bidding is just below $6,300 with the reserve not yet met, which is no surprise to me, considering the work that’s gone into this very singular motorcycle.

I’d prefer a lighter blue for the number plate and headlight surround, more of an inversion of the Gulf livery. And those brackets used to mount the more modern Brembo calipers up front look a little off, but there’s otherwise little to complain about here. Honestly, I expect this bike to sell well, and I wish I were in a position to buy it. I’d definitely fulfill the seller’s wish and take this thing to the track once in a while.


1984 Laverda RGS 1000 L Side


1974 Laverda SF1 for Sale

1974 Laverda SF1 R

The SF1 is one of my favorite classics: Laverda’s answer to the sportbike question posed by bikes like Guzzi’s V7 Sport, Ducati’s 750GT, and Norton’s Commando. The Italian manufacturers of the period seem to have been drawn to v-twins, but Laverda’s parallel-twin configuration offered compact packaging, elegant looks, and famous durability.

1974 Laverda SF1 L Front

Interestingly, Laverdas in general have a reputation for bucking the stereotype that European machines are unreliable and temperamental. They may have been expensive, but they were built using the best available components: if a part was made in-house, it was made to a very high standard, and parts from outside manufacturers were chosen based on quality and performance, including Bosch ignition components and a Nippon-Denso starter for reliability.

1974 Laverda SF1 Gauge

Laverda’s overbuilt twin may have been on the heavy side, but was famed for its stability and reliability and racing versions did very well in endurance events. Early bikes like this one featured Laverda’s huge 9” drum front brake that was very powerful for the time and led to the bike’s name: “SF” stands for “Super Freni” or “Super Braking”.

1974 Laverda SF1 L Side Rear

Unfortunately, this is yet another in the growing trend of very spare eBay listings: 1974 Laverda SF1 for Sale

Very nice Laverda SF1.  Has been sitting in a museum, but ridden three years ago.  Ran well when parked.  Will need a new battery and maybe the carbs cleaned.  This motorcycle is in nice shape except for the seat.

At least we know the seller is an Italiophile: if you are sharp-eyed, you might notice what looks like a grey and black Laverda Jota in the background has been featured before on this site, along with what appear to be the back ends of a Fiat Spider and a Lancia Scorpion there as well. Hopefully that’s some indication that the owner knows what he’s doing when it comes to older Latin machinery.

1974 Laverda SF1 Engine

These bikes have a different sound than v-twin Moto Guzzi or Ducati of the period, but are unmistakably distinct from parallel twins from the UK. For collectors, the earlier, drum-braked models are very desirable. Obviously, the move to double front disc brakes on later SF’s was a welcome step forward in terms of performance, but the huge drum on the front of earlier bikes represented the pinnacle of the drum-braking technology and does provide plenty of stopping power when properly set up.

1974 Laverda SF1 Seat Rip

The $8,500 asking price is on the high side for an SF, but not outrageous: the bike appears to be in excellent shape, barring the easily repaired tears in the seat and the fact that it isn’t orange. Back when I was bike shopping, Laverdas like this ran about $5,000 when you could find them, and I often wish I’d waited for one to show up before I plunked down my cash.


1974 Laverda SF1 L Side


1977 Laverda Jota

$_57 (2)

We have heard this story before. The Importer of “Fill in the Blank” manufacturer goes to the bosses as “Fill in the Blank” and tells them he needs a better product. The bosses at “Fill in the Blank” take one of their current production bikes, add some (power, displacement, fancy color), give it a new name, ship it to said Importer, and a legend is born. In this story, Fill in the Blank is Lavarda, the British importer was Roger Slater, the production bike is the 3C, and the new Legend is this 1977 Lavarda Jota.

$_57 (4)

From the seller

This bike was set up to race but never got the chance at Riverside in the 80’s (AMA changed the requirements) so I am told by the previous owner. The bike was completely disassembled and modified slightly. If you look close on the pictures you will notice the frame was reinforced in the air filter area. No longer can the original air box be installed. If you look close at the exhaust down tubes you will see another reinforced cross tube unnatural for a Laverda. These mods stabilize the bike at higher speeds evidently. There are custom made foot levers for the gear shifting and the brake, one off pieces. The rear disc brake you can see was also modified in an upside down nature. One off parts to accommodate the mounting. All the modifications are done with forethought and implementation. The powder coating on the frame, wheels, and fork sliders is very thick and shiny. Best I have ever observed. Actually unusual in a good way. This bike sounds incredible, idles perfectly, and runs like a Jota should. Handles beautifully. It is robust and throaty. The paint is excellent. One imperfection on the back tail piece. This is a hair line crack emanating along the mounting screw. Probably overtightened at one point. Tires are in good shape.

$_57 (5)

From the factory the Jota came as a 3 cylinder, DOHC engine displacing 981cc. It was fed fuel through 3 32mm Dell’orto. This produced a published 97hp at 7000 rpm and a top speed of 131 mph. Stopping was done with a pair of twin disk up front with 2 pistons per disk, a single disk out rear. With the modifications that the seller listes above, I would guess all these factory numbers have be surpassed.


More from the seller

This is a July 1977 Laverda Jota. This particular bike was originally sold in Southern California. I bought it a couple years ago and thought I would put it to use here it Texas…..Now for what is not there. There are no turn signals, and the wonderful Vox bell horns are not there either. So, most likely you have to call or email Wolfgang Haerter in Canada to procure the parts.


$_57 (3)

Lavarda has always had a reputation of building a quality produce, Italian or not. This 1977 Lavarda Jota has had some work done to an already great platform. The new owner will appreciate what was done to originally assemble this bike, and also what has happened since it left Italy. BB


The Real Deal: 1974 Laverda SFC for Sale

1974 Laverda SFC L Side

Of all the motorcycles being brought back from the dead these days, the only one I really want to see again is Laverda. But I wouldn’t want to see them reincarnated as some boutique retro-clunker with dual shocks, styled to look like an old bike with a sort-of new engine and a price aimed at born-again-bikers with a contrary streak or dewey-eyed nostalgists who “owned one back in the day.”

1974 Laverda SFC Dash

I’d love to see a modern sporting machine that embodies the classic Laverda virtues: stability, durability, and speed. And orange. Yeah, as far as I’m concerned “orange” is a virtue.

And machines like this 1974 SFC are why I want to see them resurrected. [Thanks to our reader George for forwarding this along to us!]

The SFC was a racing special developed from the standard SF1, a 650 and later 750cc parallel-twin machine introduced in the late 60’s to compete in the US against bigger American and British bikes. Laverdas had a reputation for being durable and overbuilt and performed well in endurance race events. What componenets they didn’t manufacture in-house, they sourced from the very best names in the business, and the results have a distinctly international flavor: Ceriani suspension from Italy, Bosch ignition components from Germany, and a Nippon-Denso starter from the Land of the Rising Sun.

1974 Laverda SFC L Detail

The SFC was a true homologation special, filled with serious race parts and then tuned to make them sing: they produced between 71-80hp, depending on the year and only 549 were ever produced. They came with road-legal equipment, but the bike was really best suited for the track.

From the original eBay listing: 1974 Laverda SFC for sale

This is a genuine Laverda 750 SFC. It was on the 750 SFC Registry maintained by Marnix Van der Schalk when I bought it seven years ago from a noted private collector. It is one of the 100 or so made for the US market featuring full instrumentation and Jota style bars. It is a street legal race bike.

The previous owner bought it in its restored condition and did not know for sure who restored it, but he thought Lance Weil worked on it. Whoever did it spared no expense or effort in this meticulous and correct restoration. I regret to say that I have ridden this gem less than 10 miles- I consider myself a curator of this bike. I have other Laverdas that I actually ride.
After riding it last I changed the oil, drained the tank and carbs, and fogged the engine with marine fogging oil. I leave it in gear and every week or so I turn the engine over manually with the rear wheel. When I did start and ride it I found that it lit up quickly with an alarming snarl from the two-into-one race pipe ( I will include the street exhaust system). It revs very quickly when goosed, making a sound that sends shivers down the spine. The clutch works properly, as do all of the gears. I am a Laverda fan, having owned nine of them, and I can vouch for the fact that the SFC is something special.
Please study the pictures. You will see the new wiring and electrical parts, the magnesium hubs and gear selector cover, the new rotors, switches. You will also note the damaged paint on the rough fiberglass inner side of the fairing. That was from a leaking master cylinder. There is no battery in it now.
1974 Laverda SFC R Engine

The owner sounds very knowledgeable and is clearly a Laverda enthusiast: for those of you who don’t know, Lance Weil was considered to be the Laverda tuner in the US, and any bike he worked on is generally considered to have been touched by the hand of god. I only wish he’d included a video clip of the bike starting and running so we could all share the sound of that exhaust.  With less than 600 made over their entire six-year run, this is a very rare, collectible machine and the $50,000 asking price reflects that. He’s already had one offer so that price, while shocking at first glance, is clearly reasonable for someone.

Unfortunately for me, I can’t afford a $50k motorcycle and my dreams of owning a new one aren’t likely to be realized anytime soon: the Laverda name was bought by Aprilia, who seem to have no intention of developing the brand. It’s not hard to see why: they already have a selection of modern sportbikes and sport-touring machines in their stable and a line of classy, retro-sport bikes with Moto Guzzi. Laverda would just cut into the sales of one or the other… But it’s a shame, because I’d like to think there’s room in the motorcycling world for just one more Italian bike brand, especially if they could produce machines as stunningly orange as this one…


1974 Laverda SFC R Side


1982 Laverda Jota 120 for Sale

1982 Laverda Jota 120 R Side

Laverda’s Jota began as a semi-authorized hot rod upgrade to the standard Laverda three-cylinder 3C. Envisioned and created by Slater Laverda in the UK, it was a ragged, unruly beast, and the 180° motor made plenty of power, but ran like an inline four with one cylinder hacked off the end… So basically, it was all kinds of awesome. Eventually, the Jota became more of a GT in 1982, with a new 120° crankshaft that smoothed out the power and made the bike a bit more civilized, but something of the bike’s soul was lost and enthusiasts seem to prefer the earlier, less-refined version.

1982 Laverda Jota 120 L Side

In the same way that the V7 Sport and LeMans Guzzis are often not what they seem, it’s important to make sure your prospective Jota isn’t just a tarted up 3C. Not that a tarted or hotted-up 3C is a bad thing, mind you. I’d be happy to have one, but it shouldn’t cost Jota money. Although these days, values of all Laverdas seem to be on the rise…

1982 Laverda Jota 120 L Engine Detail

From the original eBay listing: 1982 Laverda Jota 120 for Sale

This is a very nice Jota 120.  Not sold in the US but I have a valid title.  The motorcycle just had over $2000 worth of work – new tires, battery and tune-up.  Runs very well and ready to ride.  Odometer is in kilometers.  Located in Richmond, VA.

1982 Laverda Jota 120 Dash

While not as fire-breathing as the classic Jota with the 180° engine, this should still be a bit of a beast by modern standards. The switch to a new crankshaft may have tamed Laverda’s triple slightly, but that’s sort of like saying you had your Bengal tiger declawed…

I’m personally not a fan of the two-tone grey and black paint on this example, but it’s also less likely to draw unwelcome attention from the gendarmes [po-po, five-oh, one-time] or bystanders. Probably right up to the point you hit the starter. I prefer the earlier bikes, but this looks like a very nice, original example and would make a great GT machine, with that big fairing and famously overbuilt, torquey motor.


1982 Laverda Jota 120 L Front

1984 Laverda RGS for Sale

1984 Laverda RGS L Side

Well this is pretty cool: just earlier this week, I found a Laverda RGA. Today, it’s the higher-spec RGS. The RGS was pretty much the end of the line for Laverda’s fire-breathing triple, and really the end of Laverda, until their rebirth in the 90’s with a brand new line of parallel-twin engines.

Unable to compete with the might of the Japanese in terms of pure performance and refinement, Laverda traded on their Italian “Lamborghini of motorcycles” cachet to re-imagine their hairy-chested triple as a GT for well-heeled, discriminating buyers bored with the “characterless” fours from Japan. And this transformation makes a certain kind of sense: Laverda made their name in endurance racing, and their bikes are famously durable.

1984 Laverda RGS Dash

The 981cc RGS featured available hard bags and a full fairing, with an interesting filler door set into the side of that fairing, instead of in the top of the tank, as well as complete instrumentation.

From the original eBay listing: 1984 Laverda RGS for Sale

For Sale is a single owner Laverda RGS. The condition is very good – always kept in heated storage, ridden regularly and I would not  hesitate to ride it to Wolfgang’s this summer…as I have many summers before. This bike has never been apart for anything except normal maintenance; valve adjust, clutch. brakes etc. It is not as fresh as the day it rolled out of TT Motors – it needs  to get  “freshened” up but does not need any major components The bike has always been well maintained and sprockets,all  chains, and associated rubber bits are “recent” <3-5 years with less than 5000 miles.

Mileage is currently under 33,000, odyssey battery, usable tires, paint is good for 30 years old, a few spares including original exhaust, original tools, DMC ignition, Koni shocks (Ikon maybe…). Missing front indicator will be reinstalled.

1984 Laverda RGS R Engine

While I’m not as big a fan of the 80’s styling [although it is growing on me], there is generally something to be gained by buying the final incarnations of a car or bike. Namely: most of the bugs have been worked out of the design. And if there’s been some performance loss over the years, often earlier cams and other parts can be installed to restore whatever’s gone missing.

This particular example doesn’t include too much in the way of details, but it sounds like a sympathetically maintained, one-owner machine. Certainly a big plus with a machine like this. The reserve hasn’t been met yet, but with bidding below $6,000 that’s no surprise. Depending on the seller’s expectations, this very usable classic could be a great opportunity to get into Laverda ownership.


1984 Laverda RGS R Side