2009 Aprilia RSV4 Bike ..

13 Апр 2015 | Author: | Комментарии к записи 2009 Aprilia RSV4 Bike .. отключены
Aprilia RSV4 R

Unless you were a majority in Microsoft AND knew a Honda or dealership owner on a first

2009 Aprilia RSV4

Unless you were a majority in Microsoft AND knew a Honda or dealership owner on a first basis, your chances of a super sports V4 during the 25 years were close to Think about it, since the of the Honda VF1000R of the mid-eighties, V4 ownership meant having greenbacks and stature to access unobtainable RC30’s, RC45’s or, much later, the even Ducati Desmosedici RR.

For two decades, souls around the globe been force-fed in-line triples and V-Twins, told were pure bliss, and led to believe they weren’t anything special. Well after just one session on the new RSV4 I thought. Wow!

a great engine layout!

something smaller than current SuperSport 600’s and a power bonus of 50-60 hp losing nothing in terms of flickability. Sounds too good? Aprilia always knew how to wow us. did so close to 10 years ago with the “Mille”, a sport tool too good to be a first try by what was at the a scooter maker. Fast to the wonderful (but not fully 2003 RSV 1000 (which I love dearly).

Now, are at it again, shocking the world an hyper-advanced scoot that leave engineers in Japan their heads in disbelief.

The behind the RSV4 is much than the crazy chain and cam drive of the V4 motor. Leo Mercanti, new boss in the post-Ivano Beggio felt that a flagship tool was a must for a comeback by a known for its (2 …) GP wins. The from big mama Piaggio secured and work on the engine from a clean sheet of more or less.

As much as I want to believe Aprilia engineers sought the possible configuration, I guess the company’s love affair narrow angle Vee’s Mille had 60 degrees between its played a big part in the decision to go for a 65 degree angle V4. Conceptually every outstanding feature of smashing bike derives this unique engine

More than anything it’s the sheer compactness of the bits between the conventional spar frame that evident the moment you swing a leg the RSV4. this thing is Ducati Twin narrow. it side to side, and it feels yet light.

It’s a looker but this shouldn’t be a surprise to fans. The offspring of the Venice company always had an avant-garde and uber-designer Miguel Galuzzi with the man behind the cute Mulhacen, Jose Gonzales, now pushed the limits even The minimal MotoGP-style bodywork is at some points, while areas are almost ornate.

The pointy tailpiece with its fins, for instance, is simply The front end has an angry animal which suits the RSV4 fine. There’s also a bit of exposed mechanics to keep the happy.

Not sure this charm will be universal as I can imagine that some find the design a bit extreme. gothic, but Galuzzi and Co. have crafted a SuperSport tool isn’t easily forgettable, and is no mean feat these

Neither is it easy to craft a riding experience that is so It all starts with the size, or specifically, the lack thereof. as it is, the tiny Aprilia doesn’t cramped when you swing a leg My assigned mechanic peels the warmers while I blip the then I put my feet on the pegs taking off and I make a mental high pegs!

But this is forgotten in a hurry as the V4 purrs through the lower end of the While warming myself and the up, the sheer friendliness of the new mill even from ridiculously low — is remarkable. Just as is the non-too-extreme relationship between and bars.

Compared to other Italian big bore SuperSports F4), the riding position is far being punishing.

While shifting my way around the track, the response from as low as 3000 rpm is Chalk one up for the precise ride-by-wire programming. Up to 7-8 K the power grows in fashion while remaining controllable, at least in the middle mode (there are three control positions: Track, and Road).

Things start to get interesting as I get to know “upside Misano” a bit better (circulation was from clockwise to counter-clockwise two seasons ago). At my first to seriously flick the thing the right hander at the end of the start/finish I almost find myself on my when the RSV4 reacts to my input furiously. The brain some more recalibration the RSV4 is not only 600 small but 600 nimble!

After a mental it’s easy to start and turning in well beyond the I would expect riding an

Time for more serious cable stretching (can we say that with ride-by-wire?) and still on the middle “S” setting, 9,000 rpm things get emotional The creamy power delivery all foamy, and the V4 kicks in hard. not a banshee scream, ZX-10 neither the berserk hammering of the twin, the RSV4 has its very own power supply quality.

The effective, but uneven, engine order’s got you thinking the rpm’s are low, but the revcounter needle is at 13,000. Hold the throttle on and the rev limiter slows you down before going into fuel-cutting mode.

Banging at bore through the gears 2nd gear Tramonto to the 6th gear the RSV4 shakes its head while gathering speed in fashion, until it’s for a decisive peel off at 120+ Even at those speeds, the remains highly responsive to changes, and yet the front end feels planted and surefooted.

The next requires some deep while leaned over, and the demonstrates a healthy appetite for hard-to-digest situations. No worries of it under at 100! The last in this trio of decreasing turns requires me to really her over, and after two-three I am dragging my knee all around it.

thing instills confidence, in

Back in the pits it’s for some mingling with the staff. As a gearhead myself, an in depth tech talk the pros and cons of buckets versus finger followers 1000RR?) is pretty interesting. had to apply some funky treatments like DLC (diamond carbon) to the valve gear in to obtain the amazing compactness of the while maintaining a good

Seeing the complexity of the cam drive is impressive, but, more anything, it’s the tiny of the airbox that surprises me. I thought that you needed a bit of airbox volume to make big but this one seems to hug the variable throttle throats really Looks like I am onto as the Aprilia staffers mumble:… as you can see, it works”…. It sure just not so sure how.

The not so obvious advantage is that the tank that goes it can be extremely slim.

As you can see, are plenty of gizmos at work First, the drive-by-wire (DBW) that, in case you haven’t following the latest sportbike means that the cable just an electronic sensor and the opening of the butterflies is handled by a electric step motor. The DBW that it’s also easy to create three engine response maps, or

In the case of the RSV4 you have a power / no limits T (for position, an S (for sport) that simply softens delivery in the first three where engine power can available traction, and finally, R (for road), a setup transforms the power delivery to levels for rainy/low traction

The variable length trumpets help with getting the torque over the widest rev Experienced race mechanics be happy to hear that the version we tested here has geometry adjustment possibilities. steering head angle and swingarm pivot position, and engine height.

Easy to get here, but Aprilia just had to all this into the first of 1,500 bikes in order to get WSB The suspension for this top-of-the-line is pretty trick, too, Ohlins suspenders front and which are fully adjustable, but to the latest wares from lack hi low speed circuits. sampling the extreme control and of these luxury Swedish I don’t see a need for speed adjusters, myself.

Back on the it’s time to start a bit while still on the “S” map. The people were happy to out that some of their own (and very quick) testers (such as ex-MotoGP Alex Hoffman) have their fast times on the S, than T, setting. And indeed, the two main clusters of 2-3rd turns at both ends of you can nail down the power hard in S mode without concern.

At the same time, as you switch to for the quicker stretches, you get full 180

The braking department is well care of too, again more emphasis on control than outright power. The seems to lie with the pad’s as the hardware is essentially the same as on the 1098, which threatened life every time you to caress the lever (the is also softer than the In any case, brake as late as you all the power is there if you need it, and the 43mm Ohlins fork it all on with aplomb.

Un-official lap are never supplied at launches, but by at my photographs I was able to learn I was lapping at around 2:00 my second session at the “new” 1:50 is a pretty quick lap on a 1000 here, so if a very racer like me got to 2:00 so quickly, and without feeling I was pushing that hard, kudos to the extreme user and downright efficiency of this new

When pushing harder and my braking and gearchanging into spaces, I found my only criticism: the stiffish gear 98% of the time I actually liked the defined clicks, but after two false neutrals I have to say things could be improved. of the blame might be on the not-so-smart, facing gear change (pivots in front of your

Never liked them. I always preferred levers rotate with your On a tool like the RSV, on a linkage style gear is a mistake.

One last session, and time on the full afterburners “T” I immediately notice the RSV4 harder in the lower gears, the front wheel with Alas, the extra oomph second gear corners it difficult to keep a tight I can fully understand why this while exciting, can also get in way when trying to set good

On the other hand, if you need proof that an uneven order does work and Vees do put the power down, it is. Even on the T setting, the RSV4 digs the tires into the

If Japan’s big-four are the masters of the four, and Ducati the magicians of then Aprilia are surely in coming forward with new and stuff and making it all work. The I think about this and the amazing riding experience it together with the fact it was born in a small but passionate RD the more I feel respect for guys.

With a price tag 40% than any current in-line the exotic Factory version be on the expensive side, but it surely on all the hype, and left this pilot with one indelible Well done.


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