Aprilia RSV4 RF correctly tune setup landing gear

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Aprilia RSV4 RF correctly tune setup landing gear
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Aprilia RSV4 RF correctly tune setup landing gear

Aprilia RSV4 RF correctly tune setup landing gear

Aprilia RSV4 RF correctly tune setup landing gear

Aprilia RSV4 RF correctly tune setup landing gear

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Aprilia RSV4 RF correctly tune setup landing gear
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Comparison test Aprilia RSV4 RF vs. Kawasaki H2R.

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Space design: at speeds of well over 300 km / h you are happy to have the “seat wedge” on your rump. You then sincerely hope that it just won’t break off now.

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Space design: at speeds of well over 300 km / h you are happy to have the “seat wedge” on your rump.

You then sincerely hope that it just won’t break off now.

Aprilia RSV4 RF correctly tune setup landing gear
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Kawasaki H2R.

Aprilia RSV4 RF correctly tune setup landing gear
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Kawasaki H2R.

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Comparison test Aprilia RSV4 RF vs. Kawasaki H2R.

Aprilia RSV4 RF correctly tune setup landing gear
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Comparison test Aprilia RSV4 RF vs. Kawasaki H2R.

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Tire warmers down and quickly check the settings again. At the end of the day time is running out and the test crew has to work hard.

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On the racetrack, fuel consumption is an almost irrelevant criterion. Still, the H2R only wants the high-octane, expensive material. And not too short of it!

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Technician Karsten is looking for a place for data recording.

Aprilia RSV4 RF correctly tune setup landing gear
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The route is divided into four sections.

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Data recording.

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Comparison test Aprilia RSV4 RF vs. Kawasaki H2R.

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Form follows function: For once, the saying is true, because without the specially designed wings, the H2R would have too little contact pressure.

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As the speed increases, the corresponding numerical value lights up red. Not only does it look chic, it is also easy to read.

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18.5 liters of fuel fit into the nicely drawn tank. Its shape allows a clean knee grip and great lateral support.

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The cockpit of the RSV4 RF differentiates between a normal and a racing display. In the “Race Cockpit”, the gear and lap time are large, the speed is displayed less on the lower left.

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A clever solution: while driving, the traction control can be adjusted using the plus (thumb) and minus switch (index finger).

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Italian design is just awesome! Or really want to disagree with someone looking at this stern?

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Racing in series: the control head and pivot point are variable.

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Racing in series: the control head and pivot point are variable.

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Aprilia RSV4 RF.

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Aprilia RSV4 RF.

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“Humans are creatures of habits. You learn to deal with power.” Arne death.

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Kawasaki H2R.

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The compressor wheel rotates at full load at 9.2 times the crankshaft speed. So that it doesn’t tear the engine apart, it had to be built with extra thick walls.

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There are volume limits to be observed on almost every racetrack. The wicked Kawasaki H2R blows them all up with ease.

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Measured values: power on the crankshaft, measurements on Dynojet roller test bench 250.

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Aprilia RSV4 RF correctly tune setup landing gear

Correctly tune the Aprilia RSV4 RF
Driver assistance systems and chassis

Content of

The guys from PS tested on the racetrack how to properly tune the chassis and electronic driver assistance systems of the Aprilia RSV4 RF.

Volkmar Jacob

11/08/2016

There is dead silence. At that moment you would hear the proverbial pin drop. Then finally the flag rises, the start signal. Accompanied by the cheering calls from their teams, around two dozen determined amateur racers sprint across the home straight to the bikes in Le Mans start style. Almost at the same time, the engines come to life and roar their sound into the vastness of the Croatian mountains. The hectic scramble in search of a free line begins. On the first attempt, two pilots get caught with their bikes – the race was canceled. But the second attempt went smoothly, and with the special permission of the race training organizer Actionbike (fat mercy!) We can now mingle with the gyrating crowd of the two-hour endurance race. At the end of an informative test day at the Automotodrom Grobnik near Rijeka, we check the settings for the 2016 Aprilia RSV4 RF under real racing conditions.

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Driver assistance systems and chassis

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With ABS, traction and wheelie control, different driving modes, launch control and fully adjustable suspension elements, the Aprilia RSV4 RF numerous setting options. In addition to what is currently feasible, a few features are missing: semi-active chassis, blipper function of the automatic switch, slide control, variable engine brake, cornering ABS. But the RSV4 gets along perfectly even without these extras and is an absolutely inspiring and extremely nimble whet.

The starts with the launch control should also work in a fix. At least that’s what the manufacturer promises. With the support of data recording, we check the acceleration with and without start-up help for the first time: What is faster? In addition, we are of course also checking all levels of the other driver assistants of the Aprilia RSV4 RF again.

Aprilia RSV4 RR in the Nordschleife crossover test

SECTION

What a difference to the mostly conservatively tuned ABS systems of Japanese brands: The Aprilia RSV4 RF allows the forward somersault on each of the three levels! A cause for concern? Yes and no. Yes, because the RSV4 does not offer a position that prevents rollover in all positions. And no, because two conditions have to be met at the same time for take-off: lots of grip and abrupt, strong grip on the brake lever. At the tamest level (three), however, the pilot must consciously provoke a rising tail with this method. With common delays – even in everyday sporting activities – the rear wheel stays on the ground and the system begins to regulate long before the rear rises into the air. The driver feels the intervals by pulsing the lever. This position is ideal for experiencing what a working ABS feels like.

At level two, the system regulates much later, but still well before the front wheel locks. It is our recommendation for sporty appearances on country roads and racetracks, as the regulating intervals that begin announce a rising rear end. At the first stage, we don’t make the ABS work. It obviously only regulates when the wheels are locked and is therefore particularly recommended for very experienced pilots. Deactivating the ABS system of the Aprilia RSV4 RF via the off function is not necessary in our opinion.

Aprilia Traction Control (ATC)

Short change of location from the piste to a lonely country road. Last third of a first-gear curve, speed around 70 things, ATC level four: the pilot opens the shower early and far. The Aprilia RSV4 RF fires brutally and with the front wheel slightly raised in an inclined position from the corner. Traction and wheelie control are a competition, offering maximum propulsion. Pure racing spirit! We dedicate an extra chapter below to the wheelie control, here first the ATC.

In order to determine our favorite country road level mentioned, we work our way up to it step by step. In the softest position (eight), medium lean angles are sufficient, and the control lamp in the cockpit flickers – even with the throttle closed. The system understands the wheel circumferences at the front and rear, which change to different degrees in curves, as slip and begins to regulate. Therefore, this level is only suitable for a function test. On seven a similar picture, possibly the right setting in wet conditions. In positions six and five, the traction control of the Aprilia RSV4 RF intervenes much later. They are ideal for approaching even sharper levels if the system slows down the forward drive too much.

Back on the slopes. We didn’t try positions two, one and off. Why? Especially on the Rijeka course with its incredibly high grip level, the system intervenes terribly late or not at all. Because we didn’t want to sink the Aprilia RSV4 RF in the gravel, we owe these positions. Level three works perfectly here. It allows powerful thrust out of the corners and at the same time prevents the rear wheel from breaking out due to too much slip.

Aprilia Wheelie Control (AWC)

The story of the AWC is quickly told. The system works by comparing the speed of the front and rear wheels. This means that the Aprilia RSV4 RF’s wheelie control does not recognize an abruptly rising front until very late – a backflip cannot be ruled out. If you switch from overrun to full load in the ideal torque range, you will definitely get off if you do not close the throttle in time. The same applies to unicycle dance with the aid of the clutch. Things look much better with acceleration wheelies that occur during normal driving. Since the front wheel rises slowly here, the electronics can intervene in good time. We like the first of three levels best. It regulates gently, with short intervals, thus enabling crisp and safe gasping.

Driving modes

With the settings “T”, “S” and “R”, the Aprilia RSV4 RF offers three driving modes. They only regulate the throttle response and power delivery, they have no influence on the other driver assistance systems. The maximum output also remains the same. According to the manufacturer, the abbreviations stand for track, sport and race. With the “Sport” setting, the Aprilia changes its load significantly, and with “Race” it hardly gets out of the quark because of sheer gentleness. Strange, actually this attitude should be much more aggressive. Maybe this has to do with the fact that “R” used to stand for Rain? Did the Italians mix up something when voting? No matter, our tip for both the race and the country road is clearly “T”.

Automatic switch

The quickshifter of the Aprilia RSV4 RF does not offer any setting options, switching off is also not possible and a blipper function is also missing. But upshifting without the clutch works extremely well and reliably, so we give it a lot of extra praise.

Aprilia Launch Control (ALC)

Press both traction control buttons (plus and minus) simultaneously for about three seconds with the bike stationary, the launch control is armed. Pull the clutch, engage first gear, full throttle! The superbike now turns 12,000 rpm when stationary. Now neither engage the clutch too quickly (speed drops in the cellar) nor let the clutch slip too long (friction disks smoke). Even with electronic assistance, it takes a lot of practice to get started. Because the system regulates slip and wheelie inclination, but the decisive meters are gained – or lost – with the clutch. The MotoGP riders also use launch control in unison. As the television pictures show, even the world’s best drivers sometimes fail at the start.

Therefore we practiced several times on each of the three levels and accelerated a few times even without ALC. Result: In the crucial sprint to 150 km / h – after that you can’t do much wrong – there is a half-second or a good ten meters between the best and worst acceleration. The winner is the sharpest level one with 5.1 seconds (attention, wheelie control deactivated!) Just before the sprint without ALC (5.2 seconds). This is followed by the middle stage two with 5.5 seconds before the third with 5.6 seconds. With this setting, you subjectively have the feeling that you are not making any progress due to the sheer control processes on the Aprilia RSV4 RF. But as a glance at data recording shows, this impression can be quite deceptive.

landing gear

As Aprilia announced shortly before the editorial deadline, the Monoshock has been given a stronger spring and a little more rebound damping since 2016. Therefore, our setup tip cannot be transferred to the “RR Race Pack” model from 2015, which is basically the same. The basic setup of the compression stage was a bit too tight for the country road, which is why we opened it up completely. As long as no nasty edges or nasty wrinkles spoil the asphalt strip, you can live with it. But only on the slopes is the part in its element and offers incredible reserves. The fork of the Aprilia RSV4 RF works a little less tightly, but is also blessed with plenty of damping reserves. The appealing part is convincing across the board and provides a lot of feedback. This is also unique in combination with the handy chassis. Like the characteristic growl of the V4 – real rumble of hell.

Just a gimmick? V4-MP app

The free Aprilia app “V4-MP” logs into the on-board electronics of the V4 models from model year 2015 (Superbike and Tuono) via Bluetooth and offers a variety of interesting information: g-forces (lateral and longitudinal acceleration), lean angle, currently called up power and torque, throttle valve opening.

In addition, the app also provides the usual information such as current speed, average speed, engine speed, current consumption, average consumption, gear display, battery voltage and water temperature. The smartphone (Android or iOS) displays four freely selectable pieces of information at the same time. In addition, 15 race tracks are stored, which have a preset corner-by-corner setup for traction and wheelie control. In other words, the driver assistance systems regulate differently depending on the curve. However, individual adjustments are also possible. The system saves all data, they can be read out and transferred to a computer or laptop as a text file.

The 15 slopes include many GP routes such as Assen, Donington, Imola or Jerez. If these courses are still within reach for the inclined Central European, it will be more difficult with the overseas systems: Laguna Seca, Phillip Island, Sepang. According to the description, users can also track other routes and email them to the Piaggio group. Apparently, this service is not used or maintained because there are no new slopes on our freshly downloaded app. If you still want to use the V4-MP intensively, you need a smartphone holder including a power supply. The bottom line is that the app is a nice gimmick with additional benefits. Because it offers information that the normal would otherwise not easily get. In addition, the stored corner-by-corner settings may be of use to one or the other hobbyist for better performance.

Setup (dry conditions)

The complete setup for the racetrack and country road in the tabular overview is available in the download PDF (at the bottom).

New slick mix from Pirelli

For a few months now, Pirelli’s professional slick “Diablo Superbike” has been on the grid with a new, harder compound (SC 3). The other mixtures remain, the most recent is an additional variant. Originally developed for the long distances of the World Endurance Championship as well as very aggressive asphalt, the identical skin has also proven itself, according to the manufacturer, in sprint races in the Superbike IDM – at least on the front wheel. Even in cooler temperatures, the rubber should work perfectly. As part of this test, we had the opportunity to try out the new mixture. At the front we fitted the Aprilia RSV4 RF with the Pirelli Diablo Superbike SC 3, at the back with the SC 2. In fact, the new skin worked perfectly. Grip, feedback, accuracy, stability, durability: everything is great.

Action bike “Gold cup”

According to the statements of all race training organizers, the Actionbike company offers most of the races within the multi-day track days. The level ranges from brave beginners to really fast pilots. Held for the first time in 2016, Actionbike continues the license-free “Gold Cup” 2017. The start is in four classes, they cover a wide range of bikes. In addition to fame and honor, there are also cash and material prizes to be won. Original: One of the sponsors donated a small gold bar to each of the winners.

The routes are also interesting. The action takes place on European slopes such as Misano, Slovakiaring, Hungaroring, Most, Brno or Rijeka. According to the organizers, those who do not feel like running will get enough driving time during the regular turns. More information at www.actionbike.de

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