2010 Aprilia RSV4 Factory

17 Янв 2015 | Author: | Комментарии к записи 2010 Aprilia RSV4 Factory отключены
Aprilia RSV4 Factory

2010 Aprilia RSV4

Motorcycles developed on the race then refined for street use are all us. Kawasaki’s official brief for its line is that they are ready, and Honda’s CBR1000RR was by a team whose leader directly from the company’s program.

Yamaha’s World championship-winning machine features a borrowed from MotoGP and Suzuki’s GSX-R range has been associated with the racing activities. Just we’ve had BMW join the fray its S1000RR —a machine that racing even before it available to the public.

And there’s the RSV4 factory. a motorcycle allows steering head and alterations as well as the usual adjustments. Its new V-4 engine features “fly-by-wire” throttles and variable-length ducts to optimize torque across an operating range extends beyond 14,000

Small and compact (although heavy at about 460 pounds), the might have been specifically for Max Biaggi, the rider who has it to four wins so far this The racing intent is so clearly by Aprilia’s new bike that it met some resistance from the community. Because Aprilia’s new focuses specifically on winning there was at least one official from the competition about its

But the Noale factory is really RSV4s in quantities that meet the homologation requirements, so can stop the company from the bike. The Factory version its sophisticated specification is clearly the model necessary to qualify the for FIM competition, and as such runs a lofty $20,999 retail

But Aprilia is also fielding an R version, which does the factory’s Ohlins suspension the adjustable steering and engine-mounting and even without the variable-intake As a result, the R version is stickered at a more reasonable $15,999.

Bayly rode the RSV4 on the track at the machine’s international (Click Here) and liked it the rain that marred the Neale outlined all the technical of the new bike, so we’ll refer you to article. Meanwhile, we’ve had one to ride on the road, and the real for us is, does this make a street machine?

Expert only

Since a track-focused with over 150-horsepower at the wheel is not suitable for beginners, nor for intermediate riders, we’ll with those parts of our smartcycle format, and proceed on the that only expert would consider one of these fast, very expensive, dedicated sportbikes.

You’d expect a fairly riding position on a machine this, and you get it, but my main concern the ergonomics—even at 6-foot-five—is the hard It’s a real plank for a day in the and while we understand the need to the seat height low, a more padding would be

The footpegs are high at 15.75-inches off the (seat height is 32.75-in), and the are low, but the seating position compares favorably with and it is similar to the competing literbikes in the When we picked up our test the ride was brutally firm, having been set up for someone’s test and not restored to the factory settings.

After softening the spring preload and dialing out a bit of at both ends of the bike, the improved dramatically, but it’s going to be as plush as a tourer. Nor it be. Anything that compromises bike’s lightning turn-in and light handling characteristics mar an otherwise brilliant chassis.

thing changes direction in a way completely belies its weight. And once it’s heeled the bike feels rock and eager to add more lean if called upon. There’s of cornering clearance, and communication the tires’ contact patches is and reassuring.

It doesn’t take long to that one can barely tap the bike’s on the street.

To nobody’s big surprise, plenty of power. The V-4 makes torque at low to middling revs, enough throttle, and then climbs its extensive rev range ever-increasing intensity. It pulls through the bottom end of its operating and then takes off like a

The top-end hit on this thing never-ending, and it was surprising in its vehemence after time.

The shifter a touch mechanical, and its short began to hurt my left after a while, but gear were positive and quick. a slipper clutch to damp loads during quick and I could feel the mechanism during fast upshifts, there was a brief re-engagement at the lever.

Finding neutral at was a challenge, and even looking for it coasting to a stop produced over-shot selections. But you learn to with it. Out in the canyons, where you thinking about gear as much as you are path control and placement, the gearbox just an extension of your foot.

Having so much power and a chassis to accompany it presents challenges. What’s appropriate for the road? When the bike like it could take a much quicker than you do, is it smart to pick the pace up?

It all on the run-off room, I think. And in the there isn’t much of it.

Of that’s the recurring question literbike ownership. Could you be as fast on a 600? In the case of the Factory, it’s almost as if you on a 600. That’s pretty how it feels to muscle around in the

A 600 with a turbo.

The public are another matter. Although the has enough flexibility to manage and even a little easy there are aspects of its character become problematic. The sound and levels are much better 5,000 rpm, and if you spend time below that speed, the exhaust sound is not harmonious.

In fact, there are resonances that become wearing, particularly if your aren’t tightly in place. And the delivery at sub-5,000rpm wasn’t seamless, either. The RSV4 is mechanically pretty loud, so down the freeway between and having the sound bounce as you go can become tiresome.

I, for one, began to feel for the car drivers.

Thinking that the intake-tract system was aimed at generating more top-end (a point that seems to been proven by dyno of the RSV4R model, which is of the system and has peculiar dips in the curve not shared by its Factory I tried running the bike in in the Road calibration mode—the of the three choices provided by its menu. To no avail.

I’m not sure if kind of rough and noisy is typical of all RSV4 Factorys. else has written about it, and reviews have remarked on the midrange power delivery. these writers did not ever in heavy traffic, forced to run at throttle openings at low speed.

as far as I’m concerned, I’d rather ride about anything else in situation to avoid repeating the

Other manufacturers can calibrate machines for smooth and refined delivery even at low engine when there is very torque being produced. BMW and also use variable intake and geometry control to enhance delivery across the range, and of them pull smoothly and from low engine speeds.

As I said, perhaps this was an exception. But in any event, it’s that motorcycles designed the track in mind ought to most of their time For sure, I’d advise any aspiring owner to consider the bike as a track day toy.

Unless, of that person lives that never experiences traffic.

Despite the issues I on the Southern California freeways, the Factory is undoubtedly a remarkable by Aprilia, reflecting not only the extensive road racing but also its design and engineering


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