Full Test: 2010 Aprilia RSV4 R CycleOnline.com.au

18 Апр 2015 | Author: | Комментарии к записи Full Test: 2010 Aprilia RSV4 R CycleOnline.com.au отключены
Aprilia RSV4 R

Full Test: 2010 RSV4 R

Section: Sports Post: Alex Gobert

brings visitors the first test of Aprilia’s RSV4 R to see how it stacks up against the Factory


type: 65° V4, DOHC, four per cylinder

Bore x …: 78 x

Displacement: 998.9cc

Compression 13:1

Transmission: Six speed

(claimed): 180hp

Torque 85ft-lbs

Frame type: spar, aluminium, adjustable position, swingarm pivot and steering stem angle

(front/rear): Six split-spokes, aluminium 17 x 3.5 / Five split-spokes, aluminium 17 x 6.0

Tyres (front/rear): Metzeler Interact 120/70 ZR 17″ / 190/55 ZR 17″

(front/rear): 2 x Brembo Monobloc piston caliper, radially twin floating 320mm discs / Brembo two piston, caliper, 220mm brake

Weight (claimed): 184kg

height: 845mm


Price: $23,990 + orc

Warranty: 24 unlimited km

Colour options: or White

Availability: March

Test bike from: Sample Automotive

There are so beautiful things about RSV4, the market’s lone four-cylinder superbike coming out of the Italian factory in Noale.

the look of the bike displays elegance in both the up-spec and the R model that we have on this week, with minimal differences setting apart.

The good news for who have been waiting to see how the R up to the highly acclaimed Factory is that it’s performance to far in arrears.

Priced at $23,990 + the R model features the exact engine as the Factory, however it Showa forks and a Sachs rather than Ohlins, engine cases instead of it doesn’t have the adjustable or swingarm geometry, or the variable ducts.

Other differences a swap for cast aluminium of forged magnesium wheels, the assortment of carbon-fibre and other details that make up the are also absent.

So, the question now is, at less than the Factory, the R perform anywhere near as as the more expensive version of the RSV4 model?

Generally it does. But when you’re deep into the technical on the Factory then there are things that are just

The fact that you can adjust the so much more is a great for racers to start with, but a nice little additive for day riders who like to experiment geometry.

You can scratch those options the R, but then again if you’re with the standard geometry have no worries ignoring upgrade.

The pieces of carbon-fibre and details such as not having Racing logos on selected remove some of the beautiful from the R that the factory however you can’t say the R isn’t a looking bike in its own right.

major difference is the suspension and which make up the majority of the differences while riding these parts are some of the vital aspects of the chassis.

firing up the engine and clicking gear, memories of my Full of the Factory immediately come to as I give it a quick blip of the to hear the sweet V4 engine

The engine is everything I remember, even sweeter by the fact I just swapped the RS 125 to climb one of Aprilia’s new RSV4 R that’ll its superbike assault alongside the

Torque is very much a key to engine as you power through the and out of them. Even while on where the power starts to in through the rev range, there’s no that it comes on from the bottom.

It pulls harder around 4000rpm, builds at 6000 and accelerates hard as you from 8000 all the way to around before up shifting.

The RSV4 R amazing in black, only minimal features of the Factory.

As the Factory, there are three modes to select from Sport or Track) with being the least powerful of the and limiting the bike to output around 135 horsepower of its claimed 180

Rode mode is usable and has an amount of ponies to get you by in traffic, Sport mode is a comfortable for the street that has a smooth response and crisp fuelling. there it’s the Track which is pretty self although it is usable in the real as well if you roll on the gas smoothly.

All of is operated via a switch doubling as the button on the right handlebar.

the engine is the same as the Factory difficult to tell them however the lack of the variable ducts take away the power at higher rpm judging by the in the seat of the pants.

It’s not that it feels much slower, more the Factory tends to have last gasp of grunt you’re required to click the gear, something that really help on the race when it comes to posting laps. Apart from the you can’t notice much of a on the street.

One of the major things I on the R considering I’m testing it in the warmer months is the heat that the runs at. You can feel it externally, but the indication comes via the sky-rocketing gauge on the dash, where it up around the 100 degree Celsius if you’re sitting behind vehicle anywhere under

Once you’re in clean air or that speed then fine, otherwise you’ll to be a little careful in the summer of where you’re situated in

The instruments are identical to the Factory and as efficient as ever via its left switch, something that to the emotion and feeling that onboard a high class superbike.

The riding position is the on both the R and the Factory.

Also to the Factory I’d earlier tested is the position that stands off the ground, is narrow, but has plenty of for all sizes of riders. The seat’s footpegs are in a racey position, and the to the handlebars is quite short – is great for me at 168cm tall. If into travelling long you’ll probably want an seat for added padding

The mirrors are also quite with only a slight of the elbow required to see directly you.

Now for the section you’ve waiting for… the suspension and handling.

First of all, you’re pushing to the absolute you’re not going to feel a lot of between the Showa/Sachs suspension of the R or the on the Factory.

Yes, Ohlins cool, but we mustn’t forget Showa and Sachs have own rightful racing heritage and no doubt that they how to build sportsbike suspension.

The noticeable difference is that the forks aren’t quite as as the Ohlins, which actually it slightly more composed on the You brake for the turns, the front quicker than the Ohlins, and it settled upon turning the corner.

Only when on a race track would you likely notice any limitations in the forks, although we didn’t get to put the R through it’s paces on this time around.

The rear shock is stiff in to the forks, which enables the to steer through the corners quick without unbalancing the too much.

I say too much because it bounce off select bumps and you a slight tap in the rear, however handling on smooth, long, bends is something that you have to sample to fully

There’s no denying that harsh at times, but considering the build quality and joy that the provides I’d be willing to put up with a kick in the rear as I search for the roads.

Having heavier add unsprung weight, however you wouldn’t notice this the quickest change of direction, likely on the track as you extract all you can get the bike at speed.

Overall the R is kilograms heavier than the most of which you’ll at a standstill while holding up the and then also on the tighter where you’ll input lean angle and have to it back up again.

The R doesn’t the carbon or the detail of the Factory, but still a hot motorcycle.

I’m a big fan of styling and has most definitely hit the nail on the in this department, the look of the being the most closely to its World Superbike contender on the

Whether it’s the R or the Factory you’ve got your eye on, you’ll be with the performance. However, if you do that bit of extra cash to out on your new ride, the Factory is the extra money.

Like I at the top, it’s not so much the overall performance apart a bit of extra steam and a ‘different’ from the suspension, more for the detail and look of the extra But that’s just me, I’ve been one for bragging rights.

And the thing about the R compared to the Aprilia has this model to test throughout the country. Aprilia Australia’s website and your test ride to see what it’s like for

You’ll love every of the ride.


has utilised and designed the narrow V 65-degree four-cylinder engine for the range, a configuration that the manufacturer says is ideal for performance, mass centralisation and balance.

World Superbike hero Max has proven that the engine is in race trim, with the of the engineers to make the engine in its nature compared to the traditional fours.

The RSV4 R’s engine is to the one slotted into the Factory, means that all the technical are exactly the same as what we in the Factory’s Full Test.

The V4 is the key to the RSV4’s soul.

Besides the configuration that makes the V4 unique around the world, the advantages of the Aprilia four-cylinder include that it’s integrated into the frame, optimal mass centralisation and inertia for benchmark agility, slimness.

Its overall width is to that of a twin cylinder with huge benefits in of ergonomics and aerodynamics, and the compactness of the makes a very over cylinder layout possible, large bores and subsequently valves, helping the engine more freely and achieve engine speeds.

The engine was developed by Aprilia’s Research and division, aiming at producing performance and rideability, while with the strictest reliability and standards. Aprilia’s V4 design the most powerful calculation currently available on the market, in a highly optimised engine

By slightly opening the angle of the V respect to a 60-degree V engine), the could make use of the larger to optimise the inlet ducts and engine efficiency.

The unique system makes extremely heads possible (measuring 250 mm high at the rear), especially in the beneath the frame spars, are much narrower than otherwise be possible.

The lateral chain drives the intake only and follows an optimised for improved timing precision and durability. A gear pair at the of the cylinder bank transmits to the exhaust camshaft.

This made it possible to obtain an compact head in the exhaust The V4 is even more compact the V60 Magnesium twin mounted on the RSV R. A countershaft dampens vibrations more than in a 90-degree V

The crankcase is a monobloc configuration integrated cylinder liners for rigidity and consistent performance.

The and frame aren’t adjustable on the R, but look top shelf.

Aprilia’s Factory engine features ride-by-wire technology. There is no connection between throttle and the throttle valves, which are controlled by a latest generation control unit.

Each has a dedicated servo unit the two relevant throttle bodies. means that the two banks subsequently the quantity of fuel can be managed independently.

This technology immediately the rider who, thanks to the mapping that can be controlled from the handlebar, can change the delivery mode, and thus the temperament, at any time.

The fuel uses two injectors per cylinder. One is placed downstream of the throttle and a “shower” injector is placed in the working only at high and revs.

A butterfly valve in the further optimises power

The transmission was also designed to the most advanced criteria. To the racing soul of the V4 engine, a gearbox is used, with a wet clutch disc equipped a mechanical slipper system to engine braking torque and stability under hard

The chassis is what stands out as the difference between the R and Factory with differences throughout the marking the difference in price.

mass is just one of the strengths of the R chassis. To achieve this every single aspect has optimised down to the tiniest

As on a racing machine, the fuel is positioned so that the majority of the sits under the saddle bike balance and cancelling out differences between full and tank conditions.

The front-end is one of the differences between the R and Factory, it retains the Brembo Monobloc

In keeping with consolidated traditions, the aluminium frame of the R exploits the strength and flexibility of and pressed elements, which are together in a structure setting new in terms of balance and dynamic The result is maximum torsional and flexional stiffness optimised for bike control.

The swingarm uses the same constructional as the frame and offers the same balance between flexional and stiffness to contribute to the extraordinary capabilities of the RSV4 R.

The frame or don’t have the adjustability of the but unless you’re planning to the bike or are a serious track day you really won’t feel the to adjust it even if you had the option.

The construction technology of the frame and allows them both to flaunt the naturally gleaming of aluminium, yet another feature is increasingly rarer in production that contributes to pure look of the RSV4 R.

Compared to the Factory model, the R has 43mm Showa forks with spring preload and hydraulic and rebound damping.

It also has a Sachs rear absorber that was developed experience learned directly on the It boasts a piggyback nitrogen (separate and mounted on the body of the and adjustable spring preload, and rebound damping and length, the height of the rear end of the bike to be to modify the set-up to suit riding styles and tracks.

also a Sachs steering mounted as standard fitment.

The system is made up of monobloc front callipers by Brembo, currently represent the state of the art in brake systems.

The dual floating steel discs low profile rotors and asymmetric shaving approximately 500 grams the front wheel, in turn unsprung mass. The floating is fastened to the flange with six only in order to minimise and weight.

A Sachs shock fitted to the R replaces Ohlins on the Factory.

The brake pump is the type to improve lever and response accuracy.

The Brembo brake system uses a stainless steel disc a two-piston calliper mounted onto the swing-arm.

Cast alloy wheels are fitted than the forged magnesium of the Factory, adding a slight of weight to the ride but remaining attractive with six split-spokes at the and five at the rear.

Mounted on wheels are Metzeler Racetec tyres, replacing the Pirelli SP rubber that comes on the Factory out of the showroom.

The instrument is of a mixed type, featuring an tachometer with the usual of warning and indication lights, as as a digital readout featuring a gear indicator, clock, two trip metres, a fuel metre, average and current consumption indicator, time, top and average speed.

From to the inside, Aprilia has put its best forward with the design of the range, with the R model in black like our test or a sweet white colour.

way, it looks unreal.


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