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- Absolut Diva
- Ultimate evolution of hypersport from Noale’s firm
- Discovery
- In the saddle
- On track
- Part-cycle
- Braking
- Conclusion
- Colors
Absolut Diva
Ultimate evolution of hypersport from Noale’s firm
A benchmark in the Superbike Championship, the Aprilia RSV4 boasts a unique engine and a record that is no less. Praised for its impetuous mechanics and efficient electronics, Noale’s hypersport is reinventing itself through in-depth evolution.
Reason for existence of Noale’s firm, sport is the soul of Aprilia and the competition recognizes 54 world titles. Powered by a Rotax twin-cylinder when it was created in 1998, the 60 ° V-block of the RSV 1000 then developed 128 hp at 9,250 rpm and 10.3 da.Nm of torque at 8,000 rpm.
To follow the development of the competition with four cylinders, the machine is magnified in 2009 by the adoption of a completely new mechanics V4. New and explosive, open at 65 °, the double V-twin delivers 180 HP at 12,500 rpm and a force of 11.5 da.Nm at 10,000 rpm. And hyper-sport also added the services of electronics derived from racing. Thus, she has since grabbed 7 trophies, becoming the undisputed star of the Superbike World Championship.
For 2015, the sports diva is once again descending from its firmament for a new version for the general public. And this is an important development, always guided by the experience acquired in competition. In fact, we are testing the ultimate version called RF (Factory), on the Misano circuit, in race condition.
Discovery
The stewardship is to match: one machine per pilot and heating blankets required…. just to savor the machine from the first curve. And given the level of the Italian, these moments are precious to try to identify the full potential of the stylish missile. Because the RSV4 is also a chiseled aesthetic, which changes only slightly on this vintage. We won’t complain, appreciating a less enveloping but more protective fairing, visually and physically lighter. The sidewalls reduce their surface area and the hoof has gills also optimizing cooling. The front is refined, the lights redesigned, less heavy and integrating LEDS, just like the mirrors those of the indicators. Due to a higher air box, the 18.5 liter tank is modified. The general line does not change, mingling taut curves and sharp angles into an elegant running dress. Minimalist, the buckle still incorporates a slender passenger footrest, hiding the seat of the latter under a seat cowl with short wings.
We find the superb and massive double beam aluminum frame whose polishing contrasts with the reinforcements and plates with surfaces left untreated. This art foundry encloses the masterful V4, now sporting black magnesium lower housings. The Aprilia block presents many and major evolutions, this to, once again, follow the race for performance..
First of all, the air box has a quasi-vertical filter element, perpendicular to the air flow, in order to minimize the pressure losses and to maximize the flows and the pressure in the variable intake ducts. The latter benefit from a dedicated circuit for each module. For better mechanical efficiency, we tried to lighten the components and moving parts, reducing the total weight of the block by 1.5 kg. The cylinder heads are redesigned and machined (no longer injected), for increased precision and their triple-layer seals. To keep up with the increased engine load, the valve seats are deeper. The distribution takes again the mixed kinematics with chain and pinions allowing very compact cylinder heads. In order to increase the maximum rotation speed (+ 1000, i.e. 14000 rpm), the four valves per cylinder are now made of titanium (33 mm intake, 26 mm exhaust). The return springs of the first are oval coil, pushers and cups have been lightened. Forged camshafts have a new profile and reduce their mass by 500 grams. Ditto for the crankshaft which also sees its crankpins reduced to 36 mm in diameter. And the new Pankl connecting rods are lighter by 400 grams in total.
As on the previous model, the one-piece crankcase is aluminum with integrated cylinder liners to provide maximum rigidity. And to maintain performance without loss beyond the maximum threshold and reduce energy losses related to internal pressures in the crankcase, the latter is perforated, allowing the oil to be dispersed more efficiently. This new lubrication system distributes the lubricant regardless of the inclination of the engine. The piston oil jets have been replaced and the pump is made of magnesium. Finally, the gearbox loses weight and gains a new staging, always accompanied by a shifter to go up the gears without disengaging..
Also completely redesigned, the exhaust line and now equipped with two lambda probes (one per cylinder bank) and sees the operation of its modified valve. Finally, more powerful, the ECU precisely manages the engine in the maximum speed zone.
This beautiful set makes gain 26 hp, bringing power to 201 units at 13,000 revolutions and 11.5 da.Nm at 10,500 rpm, for less than 210 kg ready to pounce. Thus, the Aprilia RSV4 enters the closed club of machines of more than two hecto-nags, joining the BMW S 1000 RR, Kawasaki ZX-10R, Yamaha R1, Ducati 1299 and MV-Agusta F4 1000 RR…. The gotha of hyper-sport in a way.
Of course, the cycle part evolves accordingly. For more stability on relaunching, the banana swing arm, in large section aluminum, is extended by 14 mm. However, the wheel axle is only retracted by 6 units. The rear is raised, the hunting reduced (103.6 against 105) with a lesser offset but a more open column angle: 24.9 ° (+ 0.4 °). In short, we manage the horses in addition but we leave them short reins in order to maintain optimal handling. For the more picky, welcome to the variable geometry motorcycle! As on the old Factory version, all 2015 versions now allow extensive customization of the chassis: column angle, height of the motor in the frame, height of the swingarm and therefore ground clearance.
Three versions of the machine are available: RSV4 RR, the same with Pack Racing and the RSV4 RF, limited series of 500 copies worldwide. The latter adds a specific livery and numbered plate to the race pack. The latter includes forged aluminum wheels and suspension and steering damper Ohlins.
The generic version still has a 43 mm inverted Sachs fork adjustable in any direction and base forged in aluminum. One steering lock also limits unwanted movements of the front axle. At the rear, a shock absorber of the same origin can also be set in preload, compression, rebound and length (wheelbase).
To stop the competitive Transalpine, Brembo radial M432 monobloc calipers with 4 opposing pistons attack a 320 mm double floating discs (lightweight stainless steel on RF). All controlled by radial master cylinder and reinforced braided brake hoses. The opposing retarder, a Brembo 2-piston floating caliper grips a 220mm slab. The Bosch 9MP disconnectable ABS, less than 2 kg, is adjustable on 3 intervention levels and has the RLM anti-dribble system. Finally, a Pirelli SuperCorsa SC in 120/70 and 200/55 fits the Italian to better stick it to the asphalt.
Particularly attractive, the RSV4 does not present any notable defect, except or or two pods, in its presentation. Only the surfaces of the cylinder blocks and center crankcases still show a rough finish, and the upper triple tree has a less flattering balling. The latter welcomes with more elegance the adjustment elements of the fork. Likewise, column cap and remote contactor give more attention to the presentation..
In the saddle
The seat height gains two millimeters, at 847 mm from the ground, tilting the pilot on the bracelets barely raised. On board, it’s a racing atmosphere, with a distinctive position dedicated to performance. Under the eyes, we find the LCD counter unit with an orange background, next to a large tachometer. The screen has two different displays, road or circuit. In this last mode, ergonomics give pride of place to sport, highlighting chrono and gear engaged, then indicated, engine map chosen, anti-slip level, engine temperature and, at the bottom left, the tachometer.
The new ECU manages the different engine modes more finely. We find the "Track" and "Sport" maps accompanied by a new "Race" profile (and more Rain). The latter offers optimized operation on the track, with engine brake control reduced to a minimum to limit interaction with the braking equipment during sustained deceleration..
APRC technology always optimizes the efficiency and pleasure of piloting the Aprilia. AWC (wheeling control), ALC (starting assistance) and ABS, all adjustable, when stationary, on three levels and disconnectable. And of course, ATC (anti-skid) whose on-board computer takes into account the speed of each wheel via front and rear sensors, but also the inclination of the motorcycle (dynamic position) … it can also be modulated according to 8 values and at any time, via the pallets on the left stalk, where all of these assistances will be generally configured.
Complete without complexity, these menus are quite easy to use. Only a certain display latency can still annoy.
On track
After these essential mecha-technological digressions, it’s time to take the practical exam of the Italian stallion. The weather is ideal and the circuit has just been re-surfaced…. What to binge shamefully…. but also preserving the frame of certain constraints whose management would have been interesting to evaluate.
It’s time to activate Noale’s Mechanical Scala. Aaaah, that sound! Less outrageous than its Bologna competitor, Aprilia’s vocals are a delight. Hoarse, deep but mastered, the Diva heats up the collectors. Everything is ready for launch…. Go !
The RSV4 has lost none of its engine extension, quite the contrary. The availability of the block is impressive, especially as the maximum speed gains 1000 revolutions. On this point, the amount of work on the block is clearly noticeable: no loss at high speed, only the shiftlight will be able to call you to order. The layout is approached in the second and third gear most often, with sometimes endless climbs in speed. The superior verve of the V4 is clearly noticeable. Not that its old version was timid, far from it, but this new vintage places even higher the level of general performance. At 8000 rpm, the block comes out 20 hp more than the old V4! Devoid of inertia, torquey, the double V-twin makes the machine spring from every curve, leaving a comma of rubber on the impeccable asphalt of the circuit. The electronics work wonderfully, transparently, allowing everyone to play with the machine. The latter collects the go-around by systematically unloading the steering gear, under the control of its steering damper and the anti-wheeling adjusted to the most permissive. The overall efficiency is formidable, optimized by a flawless operation shifter. Stacking gears at the end of the straight just reveals a box that’s a little stiffer than before. Nothing annoying, nor enough to tarnish the pleasure of taking the replica superbike.
So all you have to do is concentrate on the trajectories, which the RSV4 traces with the scalpel of its very precise cycle part. Intuitive, it is placed with the eye and at the slightest pressure exerted on its controls. Perfectly neutral on the corner, the Aprilia spins nimbly towards the next curve, accompanied by the melodious rumble of the V4. At 220 km / h (gps) flush with the vibrator, the rapid curves highlight the perfect handling of Noale’s hyper-sport. The sequences demonstrate excellent agility and this ease of handling greatly reduces fatigue on the handlebars. We then try to optimize our braking by seeking, lap after lap, to push back the limits and absorb the increasing power of the decelerations produced by the Brembo system. Progressive and providing an excellent feeling, the calipers deliver an impressive force; Sometimes lessened by a slight blur of the front axle on the most optimistic lever sockets.
In general, this RSV4 seems more sensitive to the movements of the pilot, mechanical stresses and possible defects in the coating. On this last point, we have had little time to judge. For other aspects, on the other hand, the beautiful Italian is a little more lively, see lively when the constraints accumulate, forcing to break down the phases of piloting. In short, a good bike requires a good rider and you quickly take care to raise your level to try to follow that of your mount. Slightly more braked hydraulics should also improve this feeling..
All this does not prevent us from appreciating Aprilia at its true value. The dynamic potential is masterful and, as long as one applies, the machine works with a purely enjoyable efficiency. You can change your trajectory on the angle as you wish, take the brakes there without parasitic reactions and restart the catapult without fear of the plethora of livestock which burst from the Italian block. In a way, a pragmatic version of the theoretical "total control", dear to a Japanese brand ….
To push the Aprilia experience to its climax, the manufacturer integrates, as an option (400 €), the telemetry V4- MP. This technology makes it possible to connect a vehicle to an on-board smartphone, linked via the Internet to the manufacturer’s multimedia platform. It is then possible to intervene from your smartphone, on the settings of your RSV4, or benefit from additional assistance to improve your driving on the circuit. The latter can be chosen from the database and then allows you to benefit from the best settings for the chosen route. Useful or more incidental, everyone will judge the usefulness according to their expectations or their level:
With "the Active electronic septup", Via the smartphone’s GPS, the system recognizes the position of the motorcycle on the circuit at all times and automatically modifies the electronic settings (traction control, anti-wheeling, engine mapping, etc.). Thus, for the anti-slip, the system will adapt your choice, at each turn of the layout, to a maximum variable -2 / + 2 of the anti-slip values retained, without deactivating it of course..
The Adaptive race assistant " provides real-time suggestions to achieve the best track everything. it is then possible to configure the settings of the “ideal” lap for each circuit, according to the different levels of grip and performance of the pilot. The application analyzes the behavior of the pilot in real time and provides assistance, for example indicating the need to brake or the possibility of accelerating ….
And with "Immersive virtual telemetry": the smartphone records the data coming from the motorcycle and translates the rider’s performance on a sophisticated graphics engine. The data can then be downloaded to analyze the performance on each lap.
Part-cycle
If the geometry has adapted to the increased performance of the V4, the elements composing it vary little. Always as lively, agile and intuitive, the RSV4 provides real ease and ease of handling, whatever the size of the pilot. Its high-end suspensions will allow everyone to fine-tune the settings adapted to their wishes..
Braking
Powerful, enduring and delivering a precise feeling, the on-board equipment is at the forefront of efficiency. Bosch ABS seems invisible as its work is transparent. The assembly makes it possible to delay the grip of the lever as well as possible and to keep the brakes on the angle for a long time.
Conclusion
With this opus, Aprilia is refining its spearhead, giving it the arguments to meet the competition in the segment. The power is there but above all, the RSV4 retains its unparalleled engine character, its intuitive cycle part and its enviable electronic efficiency. The victories acquired in the race only legitimize the performance of the machine dedicated to the public. In fact, production is still very closely related to competition. Especially since the RSV4s now feature the chassis settings formerly reserved for the Factory alone …. The civilized superbike hardly claims any more road use. Barely more accessible, its half-handlebars hardly push for long trips and even less for tourism. On the other hand, to cut the chrono and chisel your piloting, it is one of the very best thin-blades..
But Aprilia still has an advantage. Now you can acquire it for 17.200 € in RR version (APRC included), which makes it particularly competitive. If the Swedish blonde-gold suspensions and forged wheels catch your eye, you’ll have to go out € 2,299 more to add the Racing Pack. Finally, if only exclusivity suits you, the numbered RSV4 RF and its specific livery will charge you € 20,999…. Or less than the first Factory !
There is no shortage of competition in the segment. Let’s stay in Italy: the Ducati 1199 Panigale and Panigale S claim € 20,990 and € 25,990. Let’s switch to Austria where a KTM RC8 R is exchanged for € 16,800. But without electronics or adjustable geometry. Direction Bavaria or the S 1000 RR requires, excluding options, € 17,450. Let’s go to Japan where the new Yamaha R1 M is billed at € 22,999, the Kawasaki Ninja ZX10R ABS at € 17,199
As you will have noticed, the Aprilia RSV4 RR plays perfectly in position. Accessible, highly efficient and efficient, it will be the choice of pilots for whom we do not compromise on style, efficiency and even less on mechanics. To assert your personality, nothing better than a character machine. And in good Italian, the RSV4 does not lack.
Strong points
- Racy aesthetics
- Engine character and availability
- Improved performance
- Efficient electronics
- Agility of the chassis
- Adictive and elegant sound
Weak points
- Vivacity to be tested on imperfect coating
Aprilia RSV4 technical sheet
Colors
- RSV4 RR: Black / Gray – Black
- RSV4 RF: Superpole graphic
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