2011 Aprilia RSV4 Factory APRC SE Sport Rider

13 Янв 2015 | Author: | Комментарии к записи 2011 Aprilia RSV4 Factory APRC SE Sport Rider отключены
Aprilia RSV4 Factory


First it was Ducati its 1098R introducing the company’s DTC Traction Control) to the masses. The somewhat rudimentary system measured the difference in front and wheel speeds to determine how power to pull back. BMW took it a step further its own internally branded version of DTC Traction Control) on its groundbreaking S RR, which took lean into the equation via a gyro

Kawasaki was the first of the Japanese to counter with its own S-KTRC on its latest ZX-10R, utilizing algorithms to crunch the information various sensors to actually wheelspin before it occurs, and adapt when it does. to say, the level of sophistication electronic riders aids is at an astronomical rate.

We were impressed with the performance of RSV4 Factory model year, with the all-new V-four handily beating all in our annual Bike of the Year test. The engine’s broad of power combines with an character to launch the Aprilia out of with unmatched authority — but we help wondering what the would be like with a TC system to assist the rider’s at getting the maximum performance out of the new steed.

Well, the wait very long. And not only did add adjustable traction control for but also a slew of other rider aids aimed at useful tools for the rider to get the racetrack (and twisty as quickly as possible. Interestingly, are two models in Aprilia’s USA lineup are equipped with the company’s rider aid technology: the top-of-the-line Factory APRC SE (the acronym representing “Aprilia Ride Control Special which we tested here), and the APRC, which is the standard R (sans variable-length intake Öhlins suspension, forged wheels of the Factory version) the APRC electronics.


Last RSV4 Factory was equipped three different riding (Road, Sport, Track) consisted of different engine for various conditions. The new Factory SE model includes that system, but adds an impressive package that is stunning in its and adjustability.

Chief among the numerous aids in the APRC package is the ATC Traction Control). Utilizing a gyroscope as well as accelerometers to both longitudinal (front to and lateral (side to side) rates, the Aprilia’s powerful IAW 7SM ECU takes that data with relative speed front and rear wheels, selected, and — unlike any previous yaw angle change rate how much and how quickly the rear end is out during a slide) to determine how wheelspin is acceptable. And unlike other TC systems, the ATC manipulates the plates — there are no secondary throttle only primaries controlled via the initial power reduction, and resorts to ignition advance as a last resort.

Another with the Aprilia TC system is it can be adjusted to any one of eight positions (or off) on the fly at any time via two small, accessible paddles on the left bar. This means instead of having to come to a (or at least closing the throttle and in the clutch as with the BMW DTC) and scrolling through the dash to get to the TC settings in order to make a simple tap with either index finger or thumb is all required to change the setting.

other TC systems have form of wheelie control to optimize acceleration, the AWC (Aprilia Control) system is unique in it is separately adjustable to one of three or switched off. By measuring acceleration and comparing the front/rear speeds, the system determines a “wheelie condition” is present, and engine torque primarily by ignition advance. Of note is even if the AWC is turned off, the ATC only allow a wheelie for a of 30 seconds (sorry stunters), and it inhibit wheelying if it determines the lean angle has exceeded 25

The new Aprilia is also the first to be equipped with a launch function to enable easier starts. The ALC (Aprilia Launch allows the rider to launch at 10,000 rpm (in Level 1 or 2) or 9500 rpm 3) by limiting rpm to those levels the clutch is engaged; just the throttle wide open, and on feeding out the clutch for your

The ALC also limits wheelspin and while the clutch is being fed and then allows a slight of wheel lift for maximum The ALC automatically disables itself the rider either shifts second gear or exceeds 93 The dashboard also features a new display that features more important to a track more prominently on the LCD panel.

rider aid increasingly making its way production sportbikes is the quickshifter, and has joined the club with its own AQS Quickshift System). Like quickshifter systems, the AQS adapts its cut” time to how fast the is accelerating; both ignition and injector timing are pulled to allow the transmission to accomplish the without allowing excess fuel to damage the catalyzer.

2011 Updates

Overshadowed by all the upgrades are other important to the RSV4 for 2011 to boost A revised internal oiling improves cooling and lubrication at rpm, and the gear-driven counterbalancer now in roller bearings for less First- through third-gear ratios are spaced nine closer together for better although it requires a taller gear because of the shorter drive ratio.

A new butterfly valve and motor are better to work with the ride-by-wire and the exhaust muffler canister was with a new shape and construction more than four from the previous version. has provided a new 200/55-size rear Supercorsa SP tire to help put the TC-managed power to the ground.

The Aprilia’s ride-by-wire throttle up the RSV4 with a quick as it automatically opens the throttle slightly when you hit the starter The 65-degree V-four settles a fairly high 1500-rpm and swinging a leg over the Aprilia’s diminutive but supportive saddle ergos that are definitely for those over six feet

While most of the info on the LCD is easily distinguishable at a glance, the are nearly useless (although than the Ducati 1198’s); its obvious hard-core sporting the Öhlins suspension is sophisticated and enough to allow a fairly ride on the highway while remaining composed at an aggressive with firm settings. And Aprilia made some detail changes in an attempt to the RSV4’s fuel economy, it remains a rather thirsty hard riding will the fuel consumption into the range, and even mellow only brought the numbers up to mpg, meaning a range of 145 per tank of gas at best.

Tightening up the of the lower three gear has helped overall acceleration, but the effect of the closer-ratio gearbox is a taller first gear. off from a stop requires a lot clutch slip than and any low-speed trolling through will have your hand getting a bit of a workout. The first gear also hard launches a bit trickier, a deft clutch hand to get the acceleration.

And unless you’re accelerating hard, it’s best to avoid using the AQS and the clutch for the first two upshifts, as the time is annoyingly long at cruising speeds that the becomes very jerky.

of launches, the ALC does help — although not so because of the rev limiter, but more of the wheelie control. Because of the first gear, it’s to release the clutch too soon in the of a race start, which would result in an unintended the ALC is able to sense a wheelie and blunts power at the right to keep the wheelie from out of hand while still good acceleration.

Aprilia RSV4 Factory

Launching at 10,000 rpm though Level 1 or 2) is a bit much in our opinion, as it to be overly hard on the clutch. Level 3’s 9500-rpm limiter is a bit the traction control seems to be intrusive, making us think this stage is made for in wet conditions.

And the traction control on the is probably the best we’ve yet as far as transparency during intervention. the higher settings from 8 to Level 4 are fairly heavy-handed, 3 is when the fun starts, as the system let the rear tire spin enough to allow some and unlike the BMW S 1000 RR that to pump on the rear suspension, or the ZX-10R that starts to get a feeling in the rear, the ATC’s is very subtle.

Level 2 and Level 1 allow enough that you’d better be to pick the bike up onto the fat of the tire in slower corners, you could be forced to file a plan with the FAA if you’re not As with the other TC systems, the ATC is not a at the lower intervention levels, and not suffer fools lightly.

mavens will scoff at the comparatively weak 152-horsepower reading (at least when got the 170-plus-horsepower class gorilla BMW to with) and its middling quarter-mile (the tall first hurts it here), but what shown in the numbers is how quickly the revs and how well-matched the gearbox are to its power. And this isn’t to imply that the Aprilia has a powerband, either; as evidenced by the chart, the RSV4 sports a flat torque curve allows you much more in which gear to use in a certain Although we sometimes used the engine mode in traffic, all times we preferred the right-now response of Track mode, on the street.

Get the Aprilia in the meat of its powerband and start banging upshifts the AQS, and you suddenly find the distance between corners has much quicker than planned. The RSV4 accelerates a ferocity off the corners that is a match for even the fastest and powerful inline fours. In its fairly short wheelbase and mass combine with the power to make the Aprilia wheelie-prone — which makes the AWC a welcome aid.

The AWC makes all other control systems seem a bit or inconsistent by comparison. While the BMW to be either too heavy-handed (cutting abruptly) or hands-off, and the Kawasaki’s a bit inconsistent, the AWC is much more and subtle in its intervention.

Adjustable to different levels (or shut the Aprilia’s wheelie control lets you dial in how much you’d like — and when it activate, it doesn’t slam the end to the ground like the BMW. 3 basically keeps the front on the ground, Level 2 lets the end loft slightly off corners gently bringing it back to and Level 1 lets you look a hero before it reins in the in a controlled manner. Again, the AWC is not a in the lower levels; it is possible to over backwards in the lower going over major changes if you’re not careful.

the Aprilia might suffer at the end of a straight to more powerful it will make up most of time on the brakes and on corner The Brembo monobloc radial-mount and dual 320mm discs excellent stopping power and although we wished for a bit more to their response; a bit more effort that we’d was required for major stopping Nonetheless, the powerful brakes with what is probably the stock slipper clutch we’ve tried so far and the RSV4’s front-end feel to allow corner entries that be tad risky on another bike.

Combine all this with is probably the most agile chassis in the class, and you have the for a bike that is hard to While not the lightest-steering bike once the turn is initiated, the simply carves into with a precision that on telepathic. Line changes can be with barely any effort, and the in the corner that open up as a add up to more speed on the exit.

Technology for the Masses

It’s obvious that we were impressed with the Aprilia Factory APRC SE (despite its moniker). The RSV4 Factory was a fantastic bike, but the addition of the refined electronic rider aid we’ve yet tested has put its performance on a new level. Yes, the entrance fee is a bit at $22,499 MSRP, but this is the yet to current racing technology you can buy.

And the fact that included on a bike that’s a superb performer easily it worth it in our opinion. SR

Aprilia RSV4 Factory
Aprilia RSV4 Factory
Aprilia RSV4 Factory
Aprilia RSV4 Factory


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