Posted on 10.11.2015 by admin

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Race bike Altzschner-Aprilia RSV4 Factory APRC

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On the slopes, the Aprilia RSV4 Factory is already one of the fastest superbikes ever. The Italian pedigree bike is particularly brilliant on the chassis side. Which tuning actually makes sense?

Blood, sweat and tears. “Ralf Altzschner sums up the last weeks and months in which he completely turned the 2012 Aprilia RSV4 factory inside out. “We planned the full program for this project from the start,” explains the North Rhine-Westphalian dealer. -Therefore, he worked closely with his buddy -Markus Eschenbacher, who as the chief technician in the Aprilia Superbike factory team has immense know-how. He advised Altzschner to make extensive changes to the chassis. “The standard chassis would not bring the 200 HP of our engine onto the road,” says Altzschner, who likes to pull the cable himself and often. So he adapted the entire geometry to the new power: the standard swing arm lengthened by 40 millimeters, different triple clamps with less offset for longer caster, steeper steering head angle, different position of the motor and swing arm. Finally, the racer went to the test bench to be measured. Very brave steps when you consider that the series chassis of the RSV4 is one of the best in the world.

TIn fact, due to the chassis changes, the superbike loses a bit of handiness even on the carbon wheels that have been mounted on a trial basis, and it lacks its playful ease. But with a slightly increased physical effort, the RSV4 continues to arrows around the slope on any lines and allows course corrections even in an inclined position – so the all-clear. In addition, it continues to move steadfastly in the corners and remains super stable. The Italian only begins to stir slightly in the notorious parabolic steroids curve, the high-speed links in Hockenheim. Not a big deal, but noticeable. Possibly also a consequence of the World Championship Superbike fork “FGR” from Ohlins. The rock-hard professional part guides bumps directly into the chassis and causes some unrest. It delivers great feedback for that. The front tells the pilot exactly what the asphalt has to offer. This means that the braking points can gradually be set later and even deep braking in corners is no longer frightening.

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Race bike Altzschner-Aprilia RSV4 Factory APRC
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Altzschner-Aprilia RSV4 Factory APRC.

Because nothing comes from nothing, as is well known, Messrs Altzschner and Eschenbacher also made a huge effort on the engine side: re-ground camshafts, revised intake ports and valve seats, increased compression, lighter connecting rods, pistons of exactly the same weight, reduced pressure equalization between the cylinders, finely balanced crankshaft, and and and and . The electronics also replaced the men. In the RSV, material sends the electrons through the lines. “It will take time until you get through the complicated engine control”, asserts Altzschner. “The control unit offers an infinite number of setting options for the entire on-board electronics.”

The stoppers work much easier, but at least as effectively – here, too, there is some material from the World Cup, with the pliers from the Yamaha works team. In conjunction with the other components, the delay is at its best. Only the hand strength is a bit high. In the end, not only did blood, sweat and tears flow into the renovation, but also a hefty 65,000 euros. This sum doesn’t just make the tester cry!

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Race bike Altzschner-Aprilia RSV4 Factory APRC

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