Aprilia RSV4 Factory Ash On Bikes

7 Апр 2015 | Author: | Комментарии к записи Aprilia RSV4 Factory Ash On Bikes отключены
Aprilia RSV4 Factory

Aprilia RSV4 Factory


There-s always an sense of excitement when a introduces a completely new bike a sector it-s not been in And when that bike is a high performance superbike, the is as powerful as it can ever be. Is the new bike to feel different? Can it possibly be up to the

Do they really understand needed?

Click on image for Aprilia has history of course in this, unleashing the RSV Mille the twin-cylinder superbike sector the towering prowess of Ducati Honda and Suzuki were attempting the same, and if the Noale didn-t quite cut it on the track, as a bike it was right on the pace the start, an awesome achievement in as it was the company-s first big capacity of any description.

Yet the new V-four RSV4 had form on the track before the launch of the production road version: the previous week Max had put it on the Qatar podium on both promising if anything even than the RSV twin had managed a ago.

There-s certainly no of ambition: 25 million euros been poured into the of the RSV4 with the aim of creating the one superbike. Yup, the very in this of all classes. The design started with a clean and no preconceptions of what an Aprilia needed to be, with both the and engine.

But they did want it to be the compact superbike with centralised mass, and their track performance calculations unequivocally that a four-cylinder would be quicker than a or a triple, taking everything account. This led them to the layout, as the narrowest design and the helpful with regard to the of other components.

The engine designers though a 90 degree V-four so they eliminate the need for a balance while the chassis designers something shorter to fit the longest they could into a wheelbase. A compromise was reached, the 65 V-four with one balance very short and narrow(225mm compared with typically for a four), less vibration an inline four with balance shafts but more to make. At first a 60 degree V was but this meant the inlet had to be angled too sharply and performance was making it more difficult to the 180PS, 115Nm figures set itself.

The full technical low will be on here shortly, but the line is, Aprilia achieved its power and torque figures, at and 10,000rpm respectively, from the motor.

While the chassis too as a blank sheet of paper, inevitably it was going to involve a aluminium frame as Aprilia was on the experience of its enormously successful division, which has won 40 world titles over the years. The concentrated on minimising weight, so the has ended up being only 4 per heavier than the RSV Mille-s having to cope with more power and being 40 per cent stiffer torsionally.

is also despite having adjustability than any other bike, with a variable head angle, fork (which can differ from the angle), swingarm position and engine position. And with suspension fitted, all the usual spec spring and damping options are available too.

Overall a weight of 179kg is although it-s unclear what this includes as defined as kerb weight would make the bike ahead of the competition) but also that it-s without or fluids, not how you-d like to it at the kerb. If it-s dry weight, makes the RSV4 a little than some of its rivals on but generally these numbers are or meaningless anyway.

Much of applies to the Factory version of the a lower spec version become available probably in although its final specification yet been decided on.

The whole is neatly packaged in styling by Galluzzi, head of Aprilia-s and also known as the man who shaped the Ducati Monster as well as other machines including the Raptor. The look as unmistakably with a triple headlamp that has the outer lights above the pressurised air intakes. The has lost some of the excessive of previous Aprilias, and instead its minimalist tail section compact, muscular and aggressive.

Up to in style and on the spec sheet but what really matters is how the rides, sounds and feels. Our was at the Misano circuit, home of the San round of both SBK and MotoGP where, to our disappointment, it was raining for of the day. Still, if anything is a of a superbike-s finesse, feedback and it-s a wet circuit made more slippery by the rubber down during a recent car

Despite the RSV4-s compact it accepts riders as tall as my without having to fold unnaturally, although you do feel up on top the bike, more so than the for example but still more with the machine than on a Fire it up and the motor responds with a deep, almost note, surprisingly loud and angry. Sends tingles up spine before you-ve pulled the clutch in.

Out into the This is when you need delicacy in throttle response: 1000bhp per tonne, a wet track and a patch the size of your too much power when you asked for it and they-ll need to the Hubble telescope to find And remember, this is a fly-by-wire early versions of which oddly disconnected.

Well, the is accurate, faithful and you-d not tell it-s a chain of between you and the butterflies — it what you want, when you and by how much you want. And when you much more, boy does it

Aprilia RSV4 Factory

Corners might be a feast of concentration and tiptoeing, but get the bike out and on the straight and this is more than motorcycle. It is searingly even by superbike standards, and the difficulty of comparing one bike on a wet in Italy with another on a dry one in I-ll stick my neck out and say the will annihilate a GSX-R1000 in a line. Is it up to manic Ninja

I can-t tell, not yet, but in the same game. And it-s that with levels of low and thrust that give it a feel, which means, if it-s even quicker the seat of your pants is on. In the wet I was circulating quickest by short-shifting way the 14,200rpm red line, but that be the case in the dry on many circuits, so does it pull in the lower

The engine is deliciously smooth and not in an antiseptic, electric motor of way, but creamy and strong just enough vibration to let you it-s busy. And those that do get through are chunkier an inline four-s — the is there, and so is the tactility and sound, a tier of riding satisfaction might not matter on a race but which is an important facet of the experience. In short, it feels like a rev happy V-twin a Jurassic sound track.

You additional control, as with a through a mapping switch offers either track-oriented response, normal road use or wet weather use that cuts by 25 per cent. The gentle option in our wet conditions wasn-t necessary as the control is good enough in the setting. The track option is very aggressive, so much so even Aprilia superbike Shinya Nakano thought it was too — it scared the crap out of me.

In fact I suspect even in the dry riders will go better and be comfortable on the track with the setting.

Keeping the revs a degree does help the gearchanging. Most of the time the swop without fuss, but the motor to its ceiling and the selection clunky and lurching, at odds the general finesse of the bike.

down early as you brake for a and, despite the slipper and additional help from the management opening the butterflies on the to reduce pumping losses, the braking is strong enough on (such as at low-friction Misano) to the back end snaking and losing without even touching the brake. You can feel through the the clutch basket twitching on its as this is happening, like the is talking to you.

It-s all a contrast to the low engine braking of the R1, so if you happen to swop between the two probably need to re-adapt to the of taking different lines bends. But learning a bike is the satisfaction, and when it responds as as the RSV4 you-re not going to to stop.

There-s little more intimidating on a bike a sopping wet track ahead a pair of gold-coloured Brembo penetrated by dinner plate discs up front. These are stoppers, more suited to a fully loaded 747 than a motorcycle, yet with a couple of fingers they worked beautifully, teasing the tyre to the of its grip then holding it right there, on the edge, and releasing progressively as the bike-s in to the turn. I never bothered the rear, partly because so many you couldn-t tell it was doing, partly because the braking was as much as the rubber take anyway, but also the front brakes inspired so confidence you didn-t feel the for a support act.

This would be an astonishingly motorcycle as a development of a long of superbikes, which exactly all of its opposition until the BMW S 1000 RR the battle. But as a rookie upstart, sheet first attempt, is going to cause some upsets. I-m perfectly prepared to be about it sitting up there its rivals in performance terms as the were as far from ideal as could be, but I have the feeling if I am wrong, it-s because I-m back and the RSV4 is actually better.

Now pass me the next one and a day please.

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

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