Aprilia RSV4 R APRC ABS in the test

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Aprilia RSV4 R APRC ABS in the test
Gargolov

Aprilia RSV4 R APRC ABS in the test

Aprilia RSV4 R APRC ABS in the test

Aprilia RSV4 R APRC ABS in the test

Aprilia RSV4 R APRC ABS in the test

35 pictures

Aprilia RSV4 R APRC ABS in the test
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The new Aprilia RSV4 R APRC ABS in the test.

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The new Aprilia RSV4 R APRC ABS in the test.

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technology & future

Aprilia RSV4 R APRC ABS in the test

Aprilia RSV4 R APRC ABS in the test
When the earth shakes at the push of a button…

The pressure on the button makes the earth shake and the walls shake. This V4 superbike is hot for a new lap, now has ABS and new brakes that slow the Aprilia more brutally than ever. Whether the other modifications have made the good even better?

Roman Kirschbauer

04/11/2013

Wrooop. Bang. Wrooooooooooooop. The Hockenheimring becomes a concert hall. A motorcycle roars around the track with vehemence. This is goosebumps acoustics. This uniquely powerful sound, this evil grumbling, reflected by the lane boundaries and the grandstands. You want to jump around with delight and applaud like in MotoGP. There is nothing to be seen. Not yet. But the roar gradually gets louder, then the sound rolls over. Suddenly an ever larger but graceful silhouette burns through the Sachs curve: the V4 orchestrator is approaching that Aprilia RSV4 R APRC ABS.

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Aprilia RSV4 R APRC ABS in the test

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When the earth shakes at the push of a button…

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Making good even better

Despite the almost identical appearance of the previous model – the front section has been slightly redesigned – the Italians have worked extensively on the Aprilia RSV4 R APRC ABS, trying to make the good even better in the latest version. To do this, they first lowered the seat height, the swing arm mounting and the engine by five millimeters each. The bike’s center of gravity moves lower, which tends to reduce the tendency to stoppage during harsh braking maneuvers. With a new exhaust, a modified engine mapping and a reduction in friction and pumping losses at the V4 core, the engineers also found a nominal 4 hp more power, which was not shown on the test bench run. The power and torque curves of the old and new models are almost completely identical. But 177 hp is still more than enough.

The grip isn’t that great today anyway, so the test conditions were just mixed: ice paw weather in spring. The fact that the Aprilia RSV4 R APRC ABS can be pulled on the ride-by-wire cable with motivation is largely thanks to the rubbers. The Pirelli Supercorsa SP give clear feedback and strive for acceptable detention conditions with an operating temperature that is surprisingly high for these conditions. They harmonize perfectly with the Aprilia RSV4 R APRC ABS.

Assistants more extensive than ever

The electronic helpers of the Aprilia RSV4 R APRC ABS are useful for getting the tires to work in the first place. They support the driver in exploring the limits. And the assistants are more extensive than ever: optimized launch control, three-stage wheelie control, a modified eight-stage traction control, three engine mappings (road, sport, track) and the latest expertise of the 1000 series: a Bosch anti-lock braking system, which can be divided into three depending on the area of ​​application Sensitivity levels can be adjusted – regardless of the selected motor mapping. A rollover detection is of course applied. However, this turns out to be a surprise egg, walking a tightrope between play, fun and excitement in the most defensive level three. In armed mode one, it is switched off anyway.

The new Brembo monoblock brake callipers can be finely adjusted using the hand brake pump, which is also new. If you pack properly, the coverings claw into the panes so tightly that you think you have thrown an anchor weighing tons. That’s awesome. The downside of the brute deceleration performance: the rear wheel of the Aprilia RSV4 R APRC ABS bounces upwards and back on the ground when braking hard, repeatedly leaving the asphalt – despite the described chassis geometry optimization. The once highly praised precision and stability is threatened, at least on the brakes of the V4 motorcycle. Because with the up and down of the 200 tire, the rear starts to waggle nervously over part of the braking distance. Although this did not lead to a worrying wedging of the hindquarters in any of the emergency braking, but that is certainly not stable directional stability.

To what extent this shortcoming affects the real racer when hunting for the last hundredth, a test on the racetrack of Alcarras will clarify. Because apart from this peculiarity, the brake is a stunner, so the starting situation for a strong performance of the Aprilia RSV4 R APRC ABS is still good. This is also supported by the superbike skills that have been refined over the years.

Fantastically balanced chassis of the Aprilia RSV4 R.

The Italian has always been known for her fantastically balanced chassis. No other bike can be chased down the slopes with such precision and ease. The 213 kilogram Aprilia RSV4 R APRC ABS shoots confidently as if on rails through wide and narrow arcs. All of this has a strong character and is accompanied by an orchestral V4 rumble. This engine concept remains a real announcement in the field of athletes. As evenly as the engine pulls up between 3,000 and 13,000 revolutions, continuously increasing its power – and thanks to a fat shovel of torque – even the rookie can surf out of the corners with verve.

If you want to carefully approach the limit, choose road mapping. In this, the response behavior of the Aprilia RSV4 R APRC ABS is smoother and the torque is reduced. In the sport setting, the first two gears are still reduced in performance. The following applies to track mode: fire at will!

A superbike is not a sofa

Ergonomically, one encounters the familiar – that is, uncompromising sportiness. A superbike is just not a sofa. It takes less than five minutes later in city traffic for the wrists to report uncomfortable strain. Above 70 km / h, the wind pressure is sufficient to support the upper body. The extremities survive a three-hour test drive at Easter without injuries or joint pain. The damping of the Aprilia RSV4 R APRC ABS also responds well to patched roads despite the super sporty and tight basic set-up. Praiseworthy!


Aprilia RSV4 R APRC ABS in the test


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Bold and voluminous: the RSV4 APRC ABS from Aprilia.

And how does the more precisely tuned traction control fare? Well, it regulates it early at the entrance to the bend and lets it draw lines on the tire when you accelerate out of it. Trying out the different levels of sensitivity unfortunately hardly provides any information in these conditions, the grip level is probably too low. After all: the automatic gearshift of the Aprilia RSV4 R APRC ABS, which makes the clutch for upshifting superfluous from 4000 revs, works perfectly and enables rapid gear changes.

In general, the new Aprilia RSV4 R APRC ABS is still the old one: a 177 hp superbike with so much character, charm and dynamism that you just want to have it. The new brakes with ABS are definitely a step towards perfection, even if the last bit of coordination is still missing.

Braking in a practical test


Aprilia RSV4 R APRC ABS in the test


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Stop stop The Brembo monoblocks are finely adjustable decelerators.

First the theory: The brakes in the new Aprilia RSV4 R APRC ABS are equipped with the latest Brembo monoblocks including a new hand brake pump. In addition, the Italian is now delaying with a Bosch ABS that uses the current 9MP sensor. The on-board computer offers three levels of sensitivity: level three is intended for wet conditions or adverse road conditions. Dry roads are piloted in level two, experienced pilots switch to level one for racing on the racetrack, in which the rear wheel lift detection is deactivated.

In practice it looks a little different: four measurements per mode were taken on dry asphalt from a speed of 100 km / h. It is hardly surprising that the best deceleration values ​​are achieved in the sharp race track set-up. With a maximum average deceleration of 9.8 m / s², the Aprilia RSV4 R APRC ABS brakes at the highest level – especially in view of the short wheelbase and the front-wheel-oriented seating position. The mean value of all four measurements also gives a great performance at 9.5 m / s².

Rear wheel takes off even in rain mode

It is surprising that, contrary to expectations, the rear wheel does not stay on the ground in the rain setup and tester Jelicic has to open the brake for two measurements to avoid a rollover. This mode apparently only works with very poor coefficients of friction in the rain. With an average deceleration of 8.8 m / s², the Aprilia RSV4 R APRC ABS brakes even better in this mode than in level two intended for normal road use, which comes to 8.4 m / s². However, in this mode the rear tire always remains on the ground.

In the braking measurements from 70 km / h with jumps in the coefficient of friction (sand fields), the most defensive level three of the Aprilia RSV4 R APRC ABS achieved the best average average deceleration of 7.8 m / s² compared to 7.6 m / s² in levels one and 7 , 5 m / s² in stage two.

Technical specifications


Aprilia RSV4 R APRC ABS in the test


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Aprilia RSV4 APRC ABS performance diagram.

engine
Water-cooled four-cylinder, four-stroke 65-degree V engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 48 mm, regulated catalytic converter, 420 W alternator, 12 V / 9 battery Ah, mechanically operated multi-disc oil bath clutch, (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 42:16.
Bore x stroke 78.0 x 52.3 mm
Displacement 1000 cm³
Compression ratio 13.0: 1
rated capacity
135.3 kW (184 hp) at 12500 rpm
Max. Torque
117 Nm at 10,000 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, steering damper, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston -Fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed caliper, ABS, traction control.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 200/55 ZR 17
Tires in the test
Pirelli Diablo Supercorsa SP

Dimensions + weights
Wheelbase 1420 mm, steering head angle 65.5 degrees, caster 105 mm, spring travel f / r 120/130 mm, seat height * 840 mm, weight with a full tank * 213 kg, payload 193 kg, tank capacity / reserve 18.5 / 4.0 liters.
Warranty two years
Mobility guarantee two years
Service intervals 10000 km
Colors yellow, black, white
Price 17 103 euros
Additional costs around 287 euros

Readings
Performance
Top speed1 290 km / h
acceleration
0-100 km / h 3.1 sec
0-140 km / h 4.8 sec
0-200 km / h 7.8 sec
Draft
60-100 km / h 3.5 sec
100-140 km / h 3.4 sec
140-180 km / h 3.3 sec
Speedometer deviation
effective (display 50/100)
49/98 km / h

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