PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

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PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

22nd photos

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Picture gallery, TunerGP: The best racing Aprilia RSV4 R.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

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Grebenstein RSV4 R. Lap time: 1.43.667 min.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Zweiradtechnik Grebenstein, Hermann-Drechsler-Str. 1, 07548 Gera. www.zt-grebenstein.de

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

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The bench (Sebimoto) offers a lot of space. No comparison to the production bike, which pilots who are around 1.80 meters tall or more have to fold up a lot.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

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The funnel-shaped structure (arrow) accommodates the pneumatic motorcycle stand.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

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Quick-release fasteners on the brake hoses for quick changes. Except for thicker panes and durable coverings, the stoppers correspond to the
series.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

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Thanks to self-made quick-change devices, a complete wheel change only takes about ten seconds.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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The strategy? Always full attack!

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

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WSC Neuss. Lap time: 1.43.614 min.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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WsC Neuss, Am Hummelbach 30, 41469 Neuss. www.wsc-neuss.de

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Like the other two Aprilias, the bike has a full titanium exhaust (EVO) from Akrapovic including a carbon muffler. The Aprilia tuners obviously agree on this measure.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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The data recording is on the accessory triple clamp (standard offset). The colorful buttons on the handlebars vary, for example, the TC and the motor mapping. They can also be used to switch the ignition on and off.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Outrageously expensive, but extremely effective Brembo brake mix.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Specially made, combined water / oil cooler with huge cooling capacity.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Picture gallery, TunerGP: The best racing Aprilia RSV4 R.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Peuker & Streeb. Lap time: 1.43.853 min.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Peuker & Streeb, Bachstrasse 3, 75334 Straubenhardt. www.peuker-streeb.de

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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The Aprilia engine suspension offers a special chassis technology. The drive is a little deeper in the frame, which technician and ex-racer Michael Rapp promises a narrow line selection and better handling.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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A combination of Aprilia Stocksport ECU and Power Commander controls the engine.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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If the racing alternator does not generate enough juice, the battery charger (right on the frame) is used.

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R
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Do-it-yourself system for quick and easy wheel changes. Cost: 600 euros

PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

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Picture gallery, TunerGP: The best racing Aprilia RSV4 R.

Aprilia RSV4 R at PS-Bridgestone-TunerGP

Armada Arrabbiata

Content of

Attention, extra hot! At this year’s TunerGP, three of the rare and noble Aprilia RSV4 Rs rolled into the start. A feast for the eyes and ears. And for full-throttle racetrack junkies.

The Aprilia RSV4 R never topped the hit list of sales figures. But despite the false start at its presentation in autumn 2009, when the international press blew the engines in rows because of faulty connecting rods, the R.SV4 R a small but loyal fan base. On average, the racer rolled off the dealer’s farm 266 times a year between 2010 and 2015. Although more and more amateur racers are ironing the Aprilia RSV4 R on the racetracks, the bike is still comparatively seldom seen there. Completely wrong! Because the Aprilia is a first-class sharpening iron that exudes pure racing spirit despite the recent withdrawal from the Superbike World Championship. We were all the more excited about the TunerGP, as three teams registered with the Hammerbike from Noale.

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PS-Bridgestone-TunerGP 2016 Racing-Aprilia RSV4 R

Aprilia RSV4 R at PS-Bridgestone-TunerGP
Armada Arrabbiata

Aprilia RSV4 R from Zweiradtechnik Grebenstein

Let’s first take a look at the master machine of this year’s German Endurance Cup (DLC). After the 2014 title and the runner-up title last year, the boys and girls from Gera struck again this year: winner of class 4, third in the overall ranking. “We pay particular attention to a comfortable driving position,” explains team boss and Aprilia dealer Karsten Grebenstein. “It is extremely important that the pilots sit relaxed during long turns.” The seat (Sebimoto) actually offers a lot of space. No comparison to the production bike, where pilots who are around 1.80 meters tall have to fold up a lot. Another key criterion is reliability. “The engine hardware is completely standard,” admits Grebenstein. “We only dismantled the drive, measured it and reassembled it accurately.”

The Thuringians made changes to the periphery. The electronics from the Aprilia racing department now determine the injection duration and ignition timing. Although the electronics box (APX II) allows all kinds of interventions, the team drives with the standard setting. “In long-distance races, extensive changes to the electronics are not decisive for the war,” says the boss.

How vigorously the pilots accelerate from the corners decides whether they win or lose. In this point the Grebenstein-Aprilia of the current vintage shows a small weakness. The horsepower times hunter and former Moto2 World Championship rider Arne Tode notices that the electronics slow her down a little when she is powering out of corners on the last groove: “Despite deactivated traction control, you can feel fine interventions that prevent maximum acceleration.” In the end, interventions cannot be determined on site. However, they appear to take place in areas that normal mortals cannot reach. Because the other PS testers do not detect any undesired regulation of the electronics. In a direct comparison with the other two Aprilias, only a little punch is missing from medium speeds.


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Aprilia RSV4 R from Zweiradtechnik Grebenstein. Lap time: 1.43.667 minutes.

The performance diagram (page 41) confirms this subjective impression. The mobile Dynojet test bench, an integral part of the TunerGP since the beginning, attests the Aprilia 196 hp on the crankshaft. That is not a top value, the competition sends 201 HP (WSC Neuss) and 205 HP (Peuker & Streeb) into the race. But the Grebenstein-V4 serves its punch nicely linear, neither drops nor peaks in performance disturb the chase through the speed range. This also plays a major role in long-distance races. In addition, the racer goes to the gas, which also protects the stamina.

The chassis also contributes to this. The Lausitzring, with its sometimes coarse wrinkles, shakes the load through a lot. A key point is the target entrance curve, peppered with nasty bumps. But in the end, hardly any bike is spared. And what the Aprilia von Grebenstein can do in the curves is simply wonderful. It allows the tightest lines, angles lightly and precisely, even on the brakes. In addition, it is extremely stable when tilted and provides a lot of feedback. For this performance, the technicians modified the series spring elements and raised the front and rear a little. In order to preserve sufficient braking stability and traction and to minimize the wheelie tendency, they also lengthened the chain and moved the bike all the way back.

The blunt brake may not really fit in with the effective changes to the chassis. Except for thicker panes and other coatings, the system corresponds to the series. The pressure point remains stable and the effect is remarkable. But the effort required for battle anchors is huge. “It’s all a question of the toppings,” grins Grebenstein. “We ride long-distance pads. They can easily withstand an eight-hour race. “

The team is particularly proud of the self-made tank (volume: 24 liters) and the quick-change devices for the wheels, which were also developed in-house. “At the guest start at the World Cup last year in Oschersleben, we were fourth fastest at the pit stop. A complete service with changing wheels and refueling ideally only takes about 20 seconds. ”By way of comparison: the factory teams need 12 to 15 seconds for this exercise. Grebenstein is planning a deployment in the Magdeburg Borde again this year. Start: August 27th. We keep our fingers crossed!

Aprilia RSV4 R from WSC Neuss

As a TunerGP newcomer, the company WSC Neuss made a pilgrimage to Lusatia. Owner Roland Matthes had a posh 2016 RSV4 R in his luggage. The dealer from North Rhine-Westphalia also left the innards of the V4 in series condition. He only meticulously adjusted the timing to the factory setting. In addition, the bike, like the other two Aprilias, has a full titanium exhaust (EVO) from Akrapovic including a carbon muffler. The Aprilia tuners obviously agree on this measure. The engine control is carried out by a Superstock factory ECU that has been adapted to the changes. A specially made, huge cooler takes care of the thermal well-being. “It increases the cooling capacity by around 35 percent,” says a pleased Matthes. “Even when the outside temperature is around 25 degrees, we mask it off a little. The part has enormous reserves. “

Times driver Arne also has reason to rave about. “The RSV4 takes on the gas very well,” he beams. “This allows me to control the power at the exit of the corner perfectly, which is very pleasant. In terms of timing, however, that doesn’t bring any advantages. ”A look at the lap time record confirms his assumption. The three Aprilias are very close together with lightning-fast 1.43 laps, a maximum of two tenths separate the trio. This means that the Italians join the top-class Superbike test field at this year’s TunerGP. Only the powerful Wilbers-BMW S 1000 RR from the Superbike-IDM (217 PS) and the small Yamaha YZF-R1 (212 PS) managed 42 times (see PS 08/2016).


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Aprilia RSV4 R from WSC Neuss. Lap time: 1.43.614 minutes.

This density proves the consistently high quality of the bikes. The WSC Neuss-Aprilia is no exception. However, their chassis had to be turned inside out for this. The initially softly tuned spring elements ironed away the nasty waves and edges of the Lausitzring like no other machine – great! In return, the RSV4 drove a bit wide lines at the corner exit, but overall that was within acceptable limits. It wasn’t until our fast ex-racers pulled the cable nastily that the bike reached its limits. “In the chicane after the back straight, the front sags at the corner entrance. In addition, the rear of the car buckles when exiting the bend and the RSV4 turns wide, ”complained the racing drivers unanimously. “This means that you can only accelerate very late. In addition, the Aprilia moves clearly with the handlebars when accelerating, and comes across when braking hard. “

Uff, pretty heavy criticism! WSC Neuss takes care of the radical cure itself: tighten the damping of the revised spring elements at the front and rear, and increase the static negative spring travel of the shock absorber from four to 18 millimeters for better braking stability. “Much better,” assure the racers. “But the bike still doesn’t allow super-tight lines like the other two Aprilias.” This may be due to the pivot point that has been lowered by a millimeter. A flatter swing arm theoretically offers better traction and more stability, but this is at the expense of handling. But overall, the chassis is now at the absolute top level.

This is especially true for the brakes. The system comes from Brembo and includes a pump (Racing PR19), calipers (Racing XA7G) and 6.5 millimeter thick discs. The biters are awesome: ultra-stable pressure point, super-transparent, extremely effective, unbreakable. But that has its price. The complete system is already scratching the 15,000 euro mark – you don’t indulge in anything else.

Aprilia RSV4 R from Peuker & Streeb

Such expensive components come from the Aprilia RSV4 RR Racepack (built in 2015) from the Baden-Wurttemberg dealer Peuker & Streeb is not used. Nevertheless, the brake mix of original calipers equipped with titanium pistons, 17 mm Brembo brake pump (adjustable force-travel ratio) and 5.5 millimeter thick Moto Masters discs is also impressive. This station wagon can even cope with hard braking attacks without complaint. Only one-finger brakemen want a little more toxic coverings and more bite – a matter of taste.

The Aprilia engine suspension offers a special chassis technology. The drive is a little deeper in the frame, which technician and ex-racer Michael Rapp expects a narrow line selection and better handling. In fact, the Italian – similar to the higher Grebenstein bike – stabs the desired line and is super easy in the corners. Curve dance at its finest! Apparently there are several ways to get there with the superbike.


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Aprilia RSV4 R from Peuker & Streeb. Lap time: 1.43.853 minutes.

The IMA accessory triple clamps also offer different setting options. Their offset (“offset”) can be varied, which affects the geometry (caster, wheelbase). “We tried back and forth, but the standard position works best,” Rapp concludes.

The suspension specialist also experimented with the setup of the suspension elements. With similar success as WSC Neuss at the beginning: great on bumps, flop in corners. Although the mogul slope is tempting, the chassis in Lausitz should not be set too soft. In case of doubt, it is better to accept a little restlessness and hunt around the slope with laser precision and plenty of cushioning reserves for shooting out of the corners. This also applies to the already mentioned, tricky section of the route at the start / finish entrance.

Only after the event did the author find out about a secret line in this passage: stay as long as possible inside. Shit, why didn’t anyone say that before! On my next trip to Lausitz I have to try this line!

Until then, we will dedicate ourselves to the drive. Like the two RSV4s from the competition, this bike does not require complex engine tuning. “Factory racing parts pack a lot of power into the V4,” says the Peuker & Streeb technician. “But then the engine has to be overhauled every 2500 kilometers, which is quite time-consuming and expensive. It’s just not worth it for hobby racers. ”He’s right. Especially since the engine punches formidably even without expensive special parts and lets its 205 horses off the leash wonderfully evenly. In addition, the Italian goes to the gas – at least in driving mode “S”. This is made possible by a revised air intake system and an air filter with a high flow rate, as is also used in the Superbike World Championship. There is also a racing alternator in the engine, which means that the drive revs up faster. The whole thing is neatly coordinated with a Power Commander in conjunction with the Stocksport ECU, and the racetrack burner is ready. Extra hot – like the other two.

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