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Aprilia top test

Aprilia RSV4 1000 Factory

Are there 33 world championships or are you mouthing too much? No matter! In any case, the Aprilia RSV4 comes up with a captivating design and independent engine concept to teach the assembled sports world to fear.

It was not just since Silvio Berlusconi that we have known that modesty is not necessarily one of the primary Italian virtues. Quote Aprilia press release: Aprilias RSV4 hits the slopes and roads with a single goal: to win. Aha! Then everything is clear. A decree on this matter will probably follow no later than the next Italian EU presidency.

Aprilia top test

Aprilia RSV4 1000 Factory

RSV4 Factory for this season’s athlete. That is an impressive serve indeed. A design with the finesse of Italian haute couture, an engine concept that even the world market leader Honda would like to have, and proportions that degrade some of its competitors to the point of being chubby: Anyone who comes face to face with Aprilia’s new star is inevitably fascinated. Still, there would be a tiny problem. The country road is not a race track, the entrance to the courtyard is not a pit lane and the top test is not a championship run.

?? Kaalong ??, the first course. As is unfortunately widespread nowadays, with a loud bang. And it gets louder. As soon as the gear wheels mesh, the mechanically loud, irregular grumbling of the 65-degree V4 with the 180-degree crank pin offset of the legendary Honda RC 30 takes on an unmistakable dull undertone. There is no doubt that the neighborhood will also enjoy it early on Sunday morning. During a nice chat, from visor to bedroom window, you can explain that an exhaust flap maintains the etiquette when idling, but when driving the V4 lets its bassy sound scream out loud to the world and therefore the bad conscience rolls along in residential areas. The blonde in the convertible, on the other hand, will be impressed at the traffic light by the short bursts of double-declutching while in gear. By the way, the friends in green and white measure while idling, only when stationary.

Driving dynamics

Made small: Big drivers have a hard time folding up on the RSV4.

As far as the speed is concerned, the measurement methods are known to be much more extensive. So should one or the other future RSV4 owner get carried away with pulling out all the stops in terms of driving dynamics, the cardboard will probably be gone quickly. Aha, the new Mords V4 is cracking up, many will now think? And are wrong. No, despite the loud, shirt-sleeved 1000 cubic centimeter V4 presentation, despite the mighty peak performance (179 hp), despite the variable intake manifold, ride-by-wire and three mappings for rain, sport and racetrack use, it’s not about engine performance. pure violence and unheard-of acceleration. The true RSV4 story is above all (see technical information) the story of a very unbelievable chassis. ?? Super short tank, extremely active riding position, feels like a MotoGP bike. Great ??, wrote colleague Mini Koch in the logbook. And thus met the impression of the many pilgrims who were allowed to sit in the editorial underground car park and thoughtfully turned the throttle.

However, those who were lucky enough to be out in the wild with the RSV4 experienced more. He experienced a previously unknown synthesis of a maneuverability never known in the big bike class and at the same time remarkable stability, which is by no means common in times of powerful bridge frames, fork tubes and swing arms. How does that feel? Anyone who has ever driven the Aprilia RS 250 knows what is meant. Suddenly there is no longer just one, but umpteen ideal lines in the curve. Any of them seem possible. Turning in and the very tight line are child’s play and, together with the transparency on the rear wheel, encourage you to accelerate as early as possible. But in contrast to the small 250, we’re talking about a real pull on the chain. Because even if the new Aprilia 1000, compared to the best in its class, usually lacks between five and ten hp as well as several newton meters of torque and a few tenths of a second, it is V4 enough, man and machine with power to accelerate.

As a result, the RSV4 dives from bends of all kinds like Olli Kahn after a sharp penalty shot. And to stay in the picture: What then follows is a mighty discount, the RSV4 and driver become the plaything of the unleashed four-cylinder powers. But wait, the picture is not entirely correct. The ball can only go straight and is not in control of its trajectory. The Aprilia, on the other hand, is able to change direction at lightning speed at any time and even at speeds far beyond 200 km / h. A property that gives long country road curves a new quality. Turn in, put down? and can correct it at any time: Like the active driving seat position, this property is imported directly from racing. It goes without saying that a tight chassis design is an integral part of this circuit philosophy, and the Varianta italiana even more so. And in fact, the direct and transparent manners of the RSV4 would probably not be achievable with the Japanese mainstream cuddly chassis design. On the other hand, because of the hard spring of the Ohlins shock absorber and the hard seat cushion, especially on the edges and heels, the Aprilia lacks the comfort that superbike drivers appreciate in everyday life.

Weaknesses and strengths

The 43er Ohlins fork, on the other hand, surprisingly dominates the entire repertoire of the finest feedback, perfect damping and sufficient reserves so that the question arises, how much factory material really is in this? Factory ?? plugged. And how much of these qualities will be retained in the later and significantly cheaper standard version (price around 16,000 euros, presumably available from autumn), the ones without Ohlins spring elements, the adjustable Ohlins steering damper and the light ones Forged wheels have to get by. The excellent handling will probably suffer a little because of the heavier wheels. The brilliant Brembo monobloc calipers on the front brake, on the other hand, should be set as well as the on-board computer, whose information levels can be conveniently selected from the left end of the handlebar.

So much so good. But it’s not all pure driving dynamics that characterize the RSV4. Because although it pulverized all previous top athletes’ scores on the top test course, fine adjustment is still necessary for everyday use. For example, with the injection coordination. A smoother throttle response, especially in track mode, is on the wish list. A more direct and linear translation of the ride-by-wire, because the current design gives the driver the feeling of having too much play in the throttle cable, which makes jagged gear changes difficult. A more effective slipper clutch too. In addition, not everyone will like the pronounced mechanical sound (especially after the start). Or the "starting weakness", which results from the long first gear in racing and the tired power development in the lower speed range. In short: Despite all the enthusiasm, there is still a lot to do. And yet: In sum, the RSV4 Factory can appear with a broad chest. As Mini said: ?? The RC 30, finally in big! ??

Technical specifications

Aprilia

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 40:16.

Bore x stroke 78.0 x 52.3 mm, displacement 1000 cm3
Compression ratio 13: 1
Nominal output 132.4 kW (180 hp) at 12500 rpm
Max. Torque 115 Nm at 10,000 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression traineeship damping, steering damper, two-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression stage damping, double disc brake at the front, Ø 320 mm, four-piston -Fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed caliper.

Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Pirelli Supercorsa SP tires tested

Dimensions + weights
Wheelbase 1420 mm, steering head angle 65.5 degrees, caster 105 mm, spring travel f / r 120/130 mm, permissible total weight 401 kg, tank capacity / reserve 17.0 / 4.0 liters.

Data service
Service intervals 10,000 km
Oil and filter change every 10000 km / 4.0 l
Engine oil SAE 15 W 50
Telescopic fork oil SAE 5
Spark plugs NGK-R CR9EB
Idle speed 1400 ± 100 / min
Two year guarantee
Color red / black
Price 19.503 euros
Additional costs 287 euros

Noticed

more
+ Smooth-running clutch, because Aprilia, like all Japanese now, relies on cables instead of hydraulics.

+ Chic brake pump with an integrated expansion tank for the rear brake.

+ Fine carbon fenders and side panels.

+ Turn signal switch can no longer be confused with horn.
+ Steering head angle by eccentric, swing arm by threaded spindle and
Motor individually adjustable through inlets on the brackets.

minus
– Idle speed fluctuates when the engine is hot.
– The engine heats up the frame in the knee area, especially in city traffic, and the manifold of the rear cylinder heats up the left ankle.
– Boot heels rub against the aluminum swingarm.
– Luggage storage at the rear frame impossible.

Conclusion

Hats off, the risk was a success! Presenting a completely new, independent and instantly convincing super sports car is a big undertaking for a small motorcycle manufacturer like Aprilia. There has never been so much thoroughbred racing machine ex works. However, the RSV4 is not really finished yet. And there are better super athletes for everyday life. From Japan.

Technical information – Always the chassis?

History doesn’t repeat itself? Are you kidding me? Are you serious when you say that! The parallels between the presentation of Aprilia’s first superbike, the RSV Mille from 1999, and the RSV4, born in 2009, are obvious. Then as now, the engine was initially the focus of interest (ten years ago a V2 with the unusual 60-degree cylinder angle, today a V4 with a 65-degree cylinder angle). And again it becomes apparent what happened a decade ago: The history of the RSV4, like that of the Mille, will primarily not be an engine story, but a chassis story, because this is where it shows its qualities.

At first, this is less spectacular, but by no means less exciting. Nevertheless: there are no superlatives to be announced. 179 hp is a solid performance, but not a record. And the way in which the V4 develops its performance is by no means brutal, but typically V4 pleasantly inconspicuous. A spectacle, on the other hand, is the presentation on the top test course. Already the Mille, the RSV4 impresses with its superb handling and at the same time inspiring stability and accuracy and sets one record after the other.

How come 1420 millimeters wheelbase, 65.5 degrees steering head angle, 105 millimeters caster, 204 kilograms with a full tank? These are not record values, but average. The suspicion remains that the Aprilia chassis developers, with their 33 Grand Prix victories, on the one hand know how to do it, and on the other hand are ready to implement this knowledge consistently in the production vehicle. And a second point is important: with both the Mille’s 60-degree V2 and the RSV4’s 65-degree V4, they rely on compact, narrow engine dimensions with a favorable center of gravity, a short crankshaft and centralized masses. This in turn allows the design of the geometry and spring elements that make this performance possible. Seen in this way, the RSV story has always been an engine story. Even without new test bench top values.

The competition

Ducati 1198 S.
Two-cylinder, six-speed, 163 hp, weight 197 kg, 0 100 km / h: 3.2 seconds, vmax: 285 km / h, consumption: 6.0 liters
22,245 euros *

KTM 1190 RC8 R.
Two-cylinder, six-speed, 170 hp, weight 199 kg, 0-100 km / h: 3.2 sec, vmax: 280 km / h, consumption: k. AT..
21,195 euros *

Yamaha YZF-R1
Four-cylinder, six-speed, 182 hp, weight 214 kg, 0 100 km / h: 3.2 seconds, vmax: 285 km / h, consumption: 5.9 liters
15,140 euros *

* Additional costs included

MOTORCYCLE measurements

Performance
Top speed * 295 km / h

acceleration
0-100 km / h 3.2 sec
0-140 km / h 4.8 sec
0 200 km / h 7.8 sec

Draft
60-100 km / h 3.7 sec
100-140 km / h 3.6 sec
140-180 km / h 3.8 sec

Speedometer deviation:
Effective (display 50/100) 49/98 km / h

Tachometer deviation:
Display red area 14000 rpm
Effective13600 / min

consumption
at 130 km / h 6.8 l / 100 km, country road 6.6 l / 100 km
Theor. Range of the country road 258 km
Normal fuel type

Dimensions + weights
L / W / H 2050/750/1130 mm
Seat height 845 mm
Handlebar height 850 mm
Turning circle 6760 mm
Weight with a full tank 204 kg
Payload 197 kg
Wheel load distribution f / r 50/50%

Because the only difference between the racetrack and sport modes is the responsiveness, a common curve is sufficient. The rain mode R is much tamer. Tea power delivery is homogeneous, but by no means record-breaking, the temperament in view of the long secondary transmission (up to 308 km / h) manageable.

Driving dynamics

Fast slalom
A phenomenon! As handy as a top 600, the RSV4 waggles very stable with record lap times and enormous speed through the fast slalom.

Slow slalom
And another record. With 25.9 seconds, the RSV4 pulverized the old KTM record by 1.5 seconds. And that although it accelerates rather cautiously from a standing start at low engine speeds and the electronic throttle valve control only implements the driver’s commands with a significant delay. But the outstanding performance when changing direction as well as its stability and accuracy clearly cover up these weaknesses.

Circular path (Diameter 46 meters)
The stable chassis and the very adhesive Pirelli Supercorsa SP2 allow large inclines with good feedback. Low set-up torque when braking.

Brake measurement
The Brembo Monobloc four-piston system is very easy to dose and the pressure point remains constant. Nevertheless, the deceleration values ​​are below most super athletes, because the brake has to be released because of the constantly lifting and prancing rear wheel.

MOTORCYCLE – How to scoring

engine
Even if that sounds presumptuous: The new 1000 cubic centimeter V4 represents only lower average in the strong competitive environment. This applies to the pure driving performance, which suffers from the long gear ratio. But it also applies to good manners, because both the response and the load change behavior do not reach Japanese standards. The gearbox is good, the starting behavior is difficult. There is still a lot of room for improvement here.

landing gear
The absolute highlight of the RSV4, even if this is not reflected in the everyday-oriented scoring. Simply because the single-seater flops in handling with a pillion passenger. If you exclude this point and the suspension comfort, the Aprilia practically only gets top marks. It should not be concealed, however, that the lack of comfort in the long run can make even the most fascinating athlete very exhausting.

everyday life
Not much can go here! No points for the single-seater for ergonomics pillion, zero for luggage storage: Sports motorcycle fans will not look back on the Aprilia. The poor visibility in the rear-view mirrors, on the other hand, can be just as annoying in the long run as the combination of a clear 17-liter tank and a good thirst. In terms of equipment, at least adjustable footrests, such as those offered by the competition, are missing in this price range.

security
Actually everything is in order: great brakes, fine control, hardly any set-up moment, which is also due to the great, but hard-wearing Pirelli Supercorsa SP. When it comes to braking with a passenger, there is a problem for known reasons. For the time being, ABS is probably not a topic in Italy.

costs
The V4 is quite thirsty, the German importer cannot yet name the exact inspection costs, a 1000cc super sports car naturally eats tires: The RSV4 has nothing to order in this chapter.

Price-performance
Given the cost price of around 20,000 euros, there isn’t much to reap here. However, you get a fascinating and completely independent motorcycle for your money.

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