Factory RGS 1000 Executive info and hello from California

Flickin through some old ILOC mags, LVV184, Jan 2005, I found an article on an Exec in the US belonging to an Eric Todd Trosper of Kenosha, Wisconsin. He has 0012, his is silver and features on the front cover.

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Hi Scrumpy

I remember Eric from our MSN Laverda forum, pretty sure he is still around, and I am pretty sure he still posts on Michael More's Laverda email list. Not sure if he is presently a member of laverdaforum

my own 1984 RGS Executive came from Chicago as well, that is where I bought mine.....

Paul LeClair
 
true,not that Krausers or most panniers are,and with a pillion suit the legs better.
 
I wish the second owner of my RGS had left the Executive package fitted by the first owner, I think it looks great. Second owner hated the bags so he sold the lot. Is any of that still available? All the requisite holes for mounting (including holes in the fairing for the batwing extensions) are there.
 

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Hi Murphus

Wolfgang carries reproduced Executive fairing extenders in fiberglass, sometimes has the bags and bag mounts in stock.

Wolfgang just left for Germany and Italy today, back April 16ish

Paul LeClair
 
Paul LeClair said:
Hi Scrumpy

I remember Eric from our MSN Laverda forum, pretty sure he is still around, and I am pretty sure he still posts on Michael More's Laverda email list. Not sure if he is presently a member of laverdaforum

my own 1984 RGS Executive came from Chicago as well, that is where I bought mine.....

Paul LeClair
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Something about Laverdas Paul owners just don't want to let them go. I regret even selling non running projects! In the latest edition of LVV there is an article by another Canadian, Steve Troupe, and his long association with Laverdas.
 
Sorry, not a lot of updates here. Between two jobs and school, well, I'm swamped. I did manage to buy the May 1984 issue of Rider Magazine with the test of an "RGS 1000 Executive," that's not even a true Executive so far as I can tell! It's red with gold wheels and even lacks the appropriate Executive emblems on the side covers. Could Laverda really have been OK with a standard RGS being represented as a legitimate Executive in the magazine tests for all to see? I suppose few would have know the difference. From what I've learned hanging around here, it's an absolute possibility and something that only contributes to the theory that Laverda was pretty "loose." Too funny!
To thicken the plot, John from Britalia Motors mentioned that he bought and sold the Laverda RGS magazine testbike, although he mentioned it being from another magazine, I can't help but wonder if John's testbike was THIS testbike from Rider Magazine. I don't see Laverda having too many RGS 1000 testbikes in '84.

http://www.ebay.com/itm/MAY-1984-RIDER-MAGAZINE-MOTOR-SCOOTERS-LAVERDA-RGS-1000-EXECUTIVE-TEST-/261391421975
 
TripleCPro said:
Could Laverda really have been OK with a standard RGS being represented as a legitimate Executive in the magazine tests for all to see?
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I doubt it would have really mattered, they only made 200 of them, look at any bikes that were handmade from small companies and you will find inconsistencies in the "specs", gives the rivet counters something to squabble about, they are just a rgs with added on bits of shit, its not like theyre anything special, well they are obviously to those that love them, don't get me wrong, I like them, but at the end of they day they are a rgs with panniers and old man bars
 
78jotadave said:
Justin I think the bike was probably originally sold by TT Motors in Bezerkley Ca. TT motors was a good shop back in the day, Cheers Dave
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I was perusing the thread for a mention of Bay Area dealer references - There also was Britalia Motors in San Jose....later...didn't peruse long enough. Britalia couldn't find a red RGS when I bought mine in 1985. They had the Blue RGA and a Silver RGS that sold just after I saw it, when I returned to buy it was gone. I stopped at a Suzuki dealer on the way home who said he'd make me a smokin deal on the new GSXR and I mentioned I wanted a Laverda...he told be that John Gallivan had one in Berkeley and I went home, called and put a deposit on it - in person.
 
I am doing a 1981 1200 in the US.  It has Jota pistons, 4C cam, larger collector for exhaust and jota pipes.  Can you suggest the internals for the carbs?  Elevation here is 700 feet.
 
It's going to be a bit down on compression with 75mm pistons in an 80mm bore.

I am doing a 1981 1200 in the US.  It has Jota pistons, 4C cam, larger collector for exhaust and jota pipes.  Can you suggest the internals for the carbs?  Elevation here is 700 feet.
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In Spain I lived at sea level and also at 3000 feet, never had to adjust jetting to compensate for altitude changes.

My carb suggestion for a high comp 1200 180 would be:
130 main jets (maybe even 125s)
K1 needles
65 pilot jets
NGK B9ES plugs (some folk swear by the warmer B8ES even with high comps, up to you)

If you need to turn the mixture screws further out than 1.5 to 2 turns you need bigger pilot jets
Conversely if you need to screw them almost all the way in then you need smaller ones, but 1200s ran 65s as standard even with restrictive exhausts.
 
Grant said:
In Spain I lived at sea level and also at 3000 feet, never had to adjust jetting to compensate for altitude changes.

My carb suggestion for a high comp 1200 180 would be:
130 main jets (maybe even 125s)
K1 needles
65 pilot jets
NGK B9ES plugs (some folk swear by the warmer B8ES even with high comps, up to you)

If you need to turn the mixture screws further out than 1.5 to 2 turns you need bigger pilot jets
Conversely if you need to screw them almost all the way in then you need smaller ones, but 1200s ran 65s as standard even with restrictive exhausts.
Click to expand...

I live at about 3,300 feet above sea level, here in Calgary, Alberta, Canada.

Grant's recommendations are on the money. I do use the slightly warmer NGK B8ES, slightly smaller main jets 127.5 I believe, and slightly smaller pilot jets, 60's at the moment. I find the 65's will make it an instant starter but smelly rich at idle.

also have a look at which slides are in the carbs, and how  badly worn they may or may not be. The choke plungers will also need a look, whether they are properly adjusted and whether the rubber tips are worn out or not. Consider prying the rubber tip out of the plunger, carefully, flip the tip over to get a fresh sealing surface, and reinstall.

Paul LeClair
 
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