2011 Aprilia RSV4 Factory APRC SE Sport Rider

10 Фев 2015 | Author: | Комментарии к записи 2011 Aprilia RSV4 Factory APRC SE Sport Rider отключены
Aprilia RSV4 Sport Bike


It’s become an old to say that racing improves the but if ever that applied to any it’s the new Aprilia RSV4 APRC SE — as in Aprilia Ride Control Special

This alphabet-soup version of unique RSV4, which hitting the marketplace in 2009 has the benchmark by which all other are currently measured, was launched at in October, exactly eight after Max Biaggi cemented the of excellence to the Italian bike by Aprilia’s first ever Superbike Championship at Imola. The Emperor followed that up a later with the manufacturers’ for the Piaggio Group’s main brand, winning the final of the season at Magny-Cours. Later same month, the chance to cut laps of the Jerez GP circuit the APRC, of which just 350 will be built and clothed in SBK title-winning livery, gave a demonstration of how the various electronic that helped turn bike into a World have been so effectively to customer use by the RD; team led by ex-Cagiva 500 GP designer Romano Albesiano.

immodestly admit to having an in assessing how well this had done, having covered 20 of Mugello in 2009 aboard first-generation factory Superbike as as riding its title-winning successor at the new racetrack in Spain. One of the significant between the two bikes — apart from the benefits of an 10 horsepower and five percent torque from one year to — was in the electronics.

These been patiently refined by Aprilia over the past 18 with three engineers occupied on mapping the various on an ongoing basis, using their counterparts at Aprilia had already developed for the RSV4 and before that the 250 GP two-strokes on the company’s traction control was developed. So, for example, midway Max’s march to the world this season, Aprilia an anti-wheelie control to the RSV4 for the first time. That is one of the several electronic rider added to the APRC streetbike now on at an inevitably quite steep $1500 more than the RSV4 Factory to which otherwise mechanically identical for a couple of improvements.

These aren’t very — Aprilia got it pretty right first time and include a revised internal oil to improve cooling and lubrication, the gear-driven counterbalancer now runs on bearings for reduced friction. The three ratios in the six-speed have been lowered to acceleration still further, also closed up by nine overall to one another — the Aprilia is still geared long, so you need to be travelling over 125 mph on it before pulling a sixth gear.

We only fifth at Jerez on standard gearing without venturing near 13,700 rpm, at point the engine starts to as the soft-action rev limiter comes in. At the rpm peak, the Aprilia simply building revs and holds a engine speed. Whereas on the RSV4 Factory the rather direct-action gearchange was the one thing I care for, on the APRC is miles better, not only it now has the linkage it always should had, but also because fitted with one of the best powershifter systems I’ve yet on any streetbike.

With the more extreme version of the three available modes (the others are and Road) selected, the Aprilia cleanly from as low as 3000 rpm on throttle. This is doubtless to a combination of the electronically controlled intakes and the exhaust powervalve, but as builds smoothly the engine alive at 6500 rpm (when the is wide open) and accelerates hard with a very delivery to the 14,200 rpm redline.

I to spot the transition point at rpm when the velocity stacks off the throttle bodies for more up high, but failed — just do. With the same 180 at the crank at 12,250 rpm as the Factory, is just as fearsomely fast and rideable a Superbike with as the RSV4 has been from the Except, now, it’s better.

The APRC’s exhaust is new, restyled to look and sound better (this is an bike, after all!), saving four pounds to before. It incorporates a new butterfly valve better adapted to the throttle, and also offers breathing. Finally, Pirelli’s new 200/55-17 Diablo Supercorsa SP rear tire is mounted on the 6.0-inch forged aluminum OZ as before.

Although this is as being a product of World development, that’s not strictly since none of the seven teams has opted to race it, in spite of Pirelli pushing quite hard to do so by constantly it for testing. So, instead, the Italian has imposed il gommone (literally, the BIG on the FIM Superstock series support where it was the mandated control everyone had to use all through 2010.

While side grip is improved with the fatter footprint, especially matched to a taller profile and slightly front, there’s little that the bigger rear detracts from the ease in the sweet-steering Aprilia from to side in a chicane or esses. if the grip from the Pirellis is the race-developed rubber proved a partner in showing the SBK-derived software to best advantage.

For the Aprilia has become in APRC is the single most intelligent I’ve ever ridden, to the electronic rider aids have been developed so on Biaggi’s and teammate Leon superbikes. Aprilia demonstrated various systems very at Jerez, adding successive of electronic control so that you really identify how each one and to what extent each of the interacted with one another.

happened with the AQS (Aprilia Shift) powershifter permanently which operates by reducing advance for an instant and then it when the next higher has gone in. Ditto the variable-idle-speed braking control, which in with the ramp-style slipper worked better than on most racebikes I’ve

This allows you to brake on the superb radial Brembo and just tap back two, or even four gears in succession without any sign of or chatter, by just fanning the lever and of course without blipping the throttle. Outstanding.

The APRC package uses Aprilia labels an automotive sensor platform, complete twin gyrometers and twin to communicate to the ECU the dynamic state of the allowing it to adapt the engine parameters accordingly. First up was the ATC Traction Control), offering a of eight different levels 8 the most intrusive and 1 the least that’s if you don’t switch it off accessed via the twin thumb on the left clip-on.

This system offers two big improvements other TC packages, the first that you can adjust it on the go without and turning the engine off or even the throttle, as many comparable require. Also, it incorporates an setup that allows the ATC to when you’ve installed a make or size of rear

Aprilia RSV4 Sport Bike
Aprilia RSV4 Sport Bike

I started out on level 8 knowing it be super-intrusive, except I then the first two laps trying I could to make it work, success — or so I thought! was no sign of any of the stutter you get from the on other TC programs as the ignition out briefly once the rear starts spinning.

That’s instead of cutting the spark as bikes still fitted throttle cables do, the Aprilia’s setup simply retards the and closes the throttle-body butterflies as as it’s told by the various that the rear wheel is Then in restoring drive it so in an equally smooth way that’s stepless. Working through the settings I got down to 2, which I gave the best combination of and acceleration — one downside is if you can’t hear the TC cutting out all a bit of guess work.

Next system up was the AWC (Aprilia Control), and after scaring stiff at Mugello last with two sixth-gear power on the Biaggi Superbike at a speed the said was 180 mph both times, I was to see how this system was going to There are three different from 1 to 3, with the latter the intrusive and not really worth

But 2 was just magnificent, allowing me at that slow last to get the Aprilia lined up straight pulling the trigger, then past the pits with the wheel hovering about six above the ground. Going to 1 this offered less and so wasn’t as effective — still have to be standing on the trying to force my body over the front wheel to it stay down, whereas in 2 I just stay in the seat and down behind the screen.

The electronic aid the APRC offers is the one I didn’t like — ALC Launch Control). Ideally, the point of the system is that you come to the line, wait for the to change while winding the hard open and then dump the clutch and let the electronics care of dealing with the The APRC’s launch control, all other motorcycle offerings, holds revs at a set value the clutch is completely let out and is not launch in the accepted competition sense.

But that slight disappointment (on a program I doubt many will end up using), I have to say APRC package is an extremely piece of empirical development from the racetrack to the highway though I suspect most of these bikes are going to be bound. At the stage you’re that sort of money to buy a you really can’t afford not to another $1500 to get the benefits of electronic wizardry, because the sum of its holds a great deal than that in value. The RSV4 Factory was already an exciting and rewarding bike to hard and fast on but the APRC riding aids package it even more rewarding to — as well as a whole lot too.

Like I said, improves the breed.

An extensive of race parts are available for the including the camshafts, dashboard and ECU here.


2011 RSV4 Factory APRC SE

Aprilia RSV4 Sport Bike
Aprilia RSV4 Sport Bike
Aprilia RSV4 Sport Bike
Aprilia RSV4 Sport Bike


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