![]() Sachs monoshock adjustable in: hydraulic compression and rebound damping and spring pre-load, 130 mm travel/Upside-down double-braced aluminum swingarm Öhlins TTX monoshock with Smart EC 2.0 electronically managed piggyback, fully adjustable in: spring pre-load, wheelbase, and hydraulic compression and rebound damping. 43 mm stanchions, with TIN surface treatment Aluminium radial caliper mounts, adjustable in hydraulic compression and rebound damping and spring pre-load, 125 mm travel Sachs fork, 43 stanchions, adjustable compression and rebound, travel 127 mm/Smart EC 2.0 electronically managed Öhlins NIX fork. 4 Marelli 48-mm throttle bodies with 8 injectors and Ride-By-Wire engine management.Ħ-speed cassette type gearbox Gear lever with Aprilia Quick Shift electronic system (AQS) Nonetheless, there’s still all of the magic that has made the RSV4 a fan favorite.Ģ021 Aprilia RSV4/RSV4 Factory Specificationsġ099cc liquid-cooled 65º V4, DOHC, four valves per cylinder, airbox with front dynamic air intakes. The new swingarm design is said to be stiffer, but without an older one to try back-to-back, it really is next to impossible to tell. It’s a precise chassis, allowing you to put the bike exactly where you want it, time after time. I’ve long been a fan of its stability under braking and the confidence it inspires when fully leaned over. The RSV4 has always been a fine-handling motorcycle, and this latest version continues the tradition. Of course, I could have lowered the TC setting further, but with the sketchy conditions we were facing, self-preservation triumphed over bravery. When it did, the intervention was noticeable, but not annoyingly so – Aprilia has done a good job dialing in the electronics to be as unobstructive as possible. ![]() With the Aprilia Traction Control switched to level 4 (of 8), there would be a safety net there in case my right hand got a little overzealous. ![]() The feedback from the tires all the way through to the bars let me know in incremental steps if the rubber was ready to go faster. But it’s that comfort on the bike that made it easy enough to spin some warm-up laps before riding hard. Not ideal riding conditions, especially with Pirelli Diablo Supercorsa SP street tires without warmers. Which is good, because our ride day was cold and damp. ![]() Of course, you have different riding modes – six total, three street settings and three track settings, with one setting in each being completely customizable. All three engine maps give full power, with the difference being the immediacy in which it’s delivered. Level 1 was slightly too aggressive for my taste around a tight track, but if this were, say, Mugello, it might be my preferred setting. Power delivery is as smooth as it’s ever been, but for the tight confines of Laguna, engine map 2 (of 3) smoothed the power out just a hair more to my liking. All the while your left foot is dancing all over the shifter, and every time the next cog is clicked nice and clean with the improved quickshifter. You’re picking up serious speed by the time you’re cresting the wild turn 1 hill before on the brakes hard for the tight turn 2. Ripping around Laguna, the small bump in torque results in power wheelies when coming out of the tight turn 11 onto the front straight, but the wheelie control makes sure the front wheel gently comes up, then gently comes back down again. Like getting reacquainted with an old friend, only this time an old friend who’s decided to hit the gym and make good on their new year’s resolutions. Familiarity is the first impression I get after just a couple turns around Laguna Seca.
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