Lane News Editorial
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The main aim of the Aprilia RSV 1000 R project was in fact to increase on-track performance with a new engine, frame and swing arm. The overall layout is new: it is lower (-25 mm) shorter (-35 mm) and more compact. And the revolutionary design is new, with improved aerodynamic penetration. Aprilia says the RSV 1000 R sets a new benchmark for road sportbikes due to its technology and its extraordinary performance. But also important is the further development of the concept of “total rideability” which has always characterized this bike. Attention to ergonomics and easy rideability make the rider feel immediately at ease with the bike so that he can quickly and almost effortlessly reach faster lap times on the track..A less demanding ride is less physically and mentally tiring, faster and safer ride, during which the rider can keep his concentration higher for longer. These are determining factors for race performance, but are also important on the road.
The RSV 1000 R is Aprilia's new benchmark for road supersport bikes. Here are the project's distinctive characteristics item by item in creating an all new bike from the groud up:
Attention was paid to every minimum detail of this refined bike with its aggressive, unmistakable look. The new RSV 1000 R strikes a balance between quality, technology, components and finish.
The design of the RSV 1000 R is lower and more compact with an unmistakable aggressive look. Not design for design's sake, but design at the disposal of technology and performance. Every detail has been designed not just to be pretty, but above all to be effective. Finding the best possible air system for the V60 Magnesium engine has meant fundamental changes to the front. The air scoop has been placed in the middle of the windscreen, the point where the dynamic pressure is greatest. A fundamental factor for the bike's performance therefore also becomes a fundamental part of the design. The front headlamp insert is split with four lamps which work together in pairs thus getting rid of that unpleasant “Cyclops effect” typical of many modern sportbikes.
The RSV 1000 R is smaller, lower and slimmer, and this dimensional compactness is its strong point. All this without forgetting ergonomics which has always distinguished the RSV range.The slender tail quickly converts from a one-seater to a two-seater. It is extremely compact and one of the most characteristic features of the bike. The compact rear LED light provides excellent brightness despite its extremely moderate dimensions. Even seen from behind, the RSV 1000 R is immediately recognizable. The quest for the cleanest possible line and maximum aerodynamic penetration has led to elimination of the traditional turn indicator lights. The front ones are now incorporated in the rear-view mirrors, and the rear ones are built into the tail. So no protrusions for a perfectly clean line able to cut through the air like no other. Thanks to these stratagems and long studies in a wind tunnel, the RSV 1000 R further improves the already exceptional CX of the RSV Mille 2003, which drops from 0.306 to 0.3.
The cylinder heads with magnesium covers have been completely redesigned. On-track experience was put to good use to improve their fluid dynamic efficiency and optimize combustion. In particular, the squish areas between the exhaust and intake valves have been made bigger. Thanks to this new design, best performance is obtained with a single spark plug, which at the same time increases combustion efficiency precisely due to the greater turbulence.With the new layout, it has even been possible to distribute the cooling liquid more evenly around the combustion chamber which leads to more constant efficiency and reliability.
Optimization of the ignition-injection system mapping has also led to ideal combustion even at low loads and low speeds. As well as new cylinder heads, there are also new camshafts and new valve springs. The lubrication circuit has also been completely redesigned in this delicate area, not only to improve lubrication itself, but also to minimize viscous drag and consequent power loss.The intake ducts have been redesigned to match the throttle bodies perfectly. The exhaust duct has also been redesigned: it now has an oval section to facilitate the passage of exhaust gases towards the silencer.
To improve the air supply to the “V60 Magnesium” the intake section has been completely redesigned. An air scoop, known as the “Air Runner”, has been placed in the middle of the windscreen, right where the dynamic pressure is greatest and perfectly in line with the bike. A duct passes through the headstock to bring the pressurized air to the filter casing, which holds a good 10.3 litres. A choke inside the duct, controlled by the electronic control unit, regulates air flow, thus providing the engine with the right amount of air at the right pressure at all revs. In this way, the engine performs better and provides a spurt unknown to the Aprilia V2 up to now. In fact the rev limiter has been upped to 11,000 rpm.
The mighty voice of the V60 Magnesium is muffled by two Helmotz resonators with different volumes which lower the intake noise at the most critical revs. The airbox also houses a new air by-pass stepper motor which acts on an electronically controlled valve and sends air downstream of the butterfly valve thus making it easier to cold-start the bike and stabilizing the engine idling speed.The Air Runner also acts as a structural component. Thanks to two light aluminium arms it holds the windscreen and the front headlight, therefore doing away with unattractive supports.The new panel filter ensures less air resistance, therefore improving engine efficiency. It also costs less as a spare part than the previous RSV filter, leading to lower running costs.The air intake section has been completely revised: the engine can now count on an injection system with 57 mm throttle bodies and a single injector per cylinder. Thank to the Air Runner the pressure in the airbox increases as the bike runs faster leading to a 3% gain in power at maximum speed
.A new electronic control unit, made together with Siemens VDO, manages the whole engine. It receives all the vital parameters from 15 sensors in real time (temperature: air and liquid; pressure: atmospheric, airbox and oil; Lambda sensor; rotation sensors: driveshaft, camshaft, throttle and rear wheel; position sensors: kickstand, clutch and idle; battery voltage) and redistributes them instantly to the actuators. A 36-minus-2-tooth wheel is coupled to the driveshaft, which is therefore able to manage the engine with greater precision (every 10°, rather than every 60°).
All the data passes through a CAN line (Controlled Area Network) to the instrument panel, which acts as an autodiagnosis terminal. In the event of a malfunction, the mechanic will be able to identify the problem immediately. The CAN line uses two wires only to transmit all this data, which enormously simplifies the electrical system and keeps the overall weight of the bike down.
The reliability of the RSV 1000 R has grown along with its performance. New high resistance specially designed rods have further increased the robustness of the engine. But the V60 Magnesium is not only more powerful and robust, it is also lighter than the old V990 thanks to the use of special materials, such as magnesium for the cylinder-head covers and clutch cover. The RSV 1000 R is fitted with a close ratio gearbox which, more than ever before, allows the rider to get the full exceptional performance from the V60 Magnesium. The result is even more aggressive acceleration and exhilarating gear changes off the bends, which may be experienced both on the road and on the track. The engine responds absolutely brilliantly even at the highest gears thus increasing the sportiness of the bike and riding fun.
Times change, riding styles change and bikes must change too. For this reason, the frame and swing arm assembly has been designed specifically not only to ensure maximum performance, but also to allow riders to manage slides perfectly (when entering and leaving bends). Each component has been made more compact and optimized to adapt it to the new bike layout. The rear suspension linkage has been redesigned, the saddle frame is fixed vertically to the bike frame in order to decrease its thickness in the under-saddle area by 3 cm. The suspension supporting crossbars are cast and not extruded, so that they are better shaped around the rear suspension and contribute further towards perfect mass centralization.
The new RSV 1000 R swing arm has been designed using the know how acquired in motorbike GPs. It is also made with extruded Peraluman and cast Al Si 7. Its double banana shape leaves space for the new double-silencer exhaust system to pass through. Again in this case, sections and thicknesses have been optimized using finite-element analysis. The RSV 1000 R swing arm weight has been decreased by a good 400 grams, to 4860 grams, well under the 5 kg threshold taken as reference for this particular component.
The Sachs mono-tube shock-absorber is fitted with a separate piggy back nitrogen cylinder built into the body. It has adjustable rebound, compression, preload and length in order to lift and lower the rear axle according to the required settings, rider's preferences and other adjustments made. Among the optional components is a continuous tyre pressure measuring system, to keep the alignment under control according to the suspension settings.
The rear braking system is a Brembo Gold Series with 220 mm diameter stainless steel disc and two-piston (32 mm diameter) calliper. Both the front and rear systems use braided metal lines taken from the aeronautics industry, which eliminate the irritating pressure smoothing effect of conventional lines and ensure maximum braking precision.
- Dashboard: mixed
type (digital-analogue). It receives all its data from a CAN line
and is an integral part of the autodiagnosis system due to its memory.
It has all the indicators of the previous model (including self lap-timing
with a 40 lap memory), an extremely modern compact design and a drastically
decreased weight (down from 560 to only 220 g). Its functional characteristics
have been improved: all the functions are controlled by three convenient
keys. The LED lighting may be set to three levels: white in the analogue
area and red in the digital area.
RSV 1000 R FACTORY
callipers •Fully adjustable Öhlins fork •Adjustable
Öhlins shock absorber
The rear braking system is a Brembo Gold Series with 220 mm diameter stainless steel disc and a two-piston (32 mm diameter) calliper. Both the front and rear systems use braided metal lines taken from the aeronautics industry, which eliminate the irritating pressure smoothing effect of conventional lines and ensure maximum braking precision.
The exclusively designed forged wheels deserve a particular mention, since they are definitely one of the most distinctive parts of the bike, not just aesthetically, but also technically. They are forged from Anticorodal 6061 aluminium using an 8,000 ton hydraulic press. This technique produces wheels without defects or the porosity which may always result from the casting process, and gives them exceptional mechanical characteristics. Finite-element analysis was used to find the best design, which came out to be a front wheel with six spokes and back wheel with five which split in two towards the rim. This was not just an aesthetic choice; this structure provides excellent lateral and torsional rigidity (thus keeping the suspension stable).
As with the whole RSV 1000 R project, performance becomes beauty in this case too. The weight saving is exceptional: about 25% less for each wheel compared with the lightest wheels on the market made using the traditional aluminium casting technique. Inertia too is consequently 25 % lower than for cast aluminium alloy wheels. The maniacal care taken over the RSV 1000 R Factory project has not overlooked even the most insignificant details. The wheels are anodized and not painted. This leads to a further weight saving on this essential component and ensures they keep their characteristic colour for the whole life of the bike. Furthermore the technical wheel data is not embossed, but carved into the wheel itself, consequently removing more material and further weight. Aprilia has also homologated a 5.5 inch rear wheel (6 inches are standard). The smaller section central rim channel gives additional support on bends, better handling, and better bike response, especially on the track.