Aprilia explored four different frame options before deciding on this one. One of the four options included exotic materials that rendered the option too expensive and Aprilia had to scrap this despite the fact it would have been the best option. The final chassis is made of cast and pressed aluminum that’s been welded together. This new chassis is considerably stiffer than the old RSV model but features the same high shiny finish. The new swingarm weighs 11.2 pounds. Another interesting weight issue is the fact that Aprilia once again was able to reduce unsprung weight by reducing the weight of the wheels by 2.2 pounds. Aprilia says it is now on the very limit of how light a motorcycle wheel can be before vibration and stability become an issue.
The 999.6cc V4 engine is just brutally powerful and the delivery of those 180 horsepower happens at a blisteringly fast pace above 10,000 rpm. At 12,500 rpm the full onslaught is available and the aggressive but very entertaining to use rev limiter allows for nice progression between close corners without the need to shift up and lose time.Claudio Lombardi, who is the main architect of the new Aprilia V65, preached his gospel to us at the press conference. Lombardi explained about the polar movements of the V4 inertia and a perfect balance even surpassing a V90 by a margin. Aprilia chose the V4 over both the V2 and in-line four concepts simply for the fact it was the best for balance and power. Leo Mercanti once again reminded us that this project has been carried forward by a Piaggio investment so the choice of a V4 was absolutely to ensure the new RSV4 could have as strong a birth as possible. The V4 60 was explored first, but Lombardi and his team found that only V65 would ensure the right shape airbox for the power Aprilia was looking for. The V65 layout also allows for a larger bore in the future. To illustrate Lombardi explained that the 1000cc V4 has a width of 225mm, while an in-line four is 400mm. With narrowness ensured on the outside, Aprilia also wanted a high compression inside. The 13:1 compression ratio was achieved through usage of something called Squish valves. Lombardi explained that the RSV4 features a very efficient post combustion system. Reed valves installed near the exhaust ducts are the enabling innovation here. Finally the RSV4 uses electronically controlled variable length intake ducts enabling shorter duct at higher revs and longer at lower revs where the final difference is of 35mm.
The 999.6cc V4 engine is just brutally powerful and the delivery of those 180 horsepower happens at a blisteringly fast pace above 10,000 rpm. At 12,500 rpm the full onslaught is available and the aggressive but very entertaining to use rev limiter allows for nice progression between close corners without the need to shift up and lose time.Claudio Lombardi, who is the main architect of the new Aprilia V65, preached his gospel to us at the press conference. Lombardi explained about the polar movements of the V4 inertia and a perfect balance even surpassing a V90 by a margin. Aprilia chose the V4 over both the V2 and in-line four concepts simply for the fact it was the best for balance and power. Leo Mercanti once again reminded us that this project has been carried forward by a Piaggio investment so the choice of a V4 was absolutely to ensure the new RSV4 could have as strong a birth as possible. The V4 60 was explored first, but Lombardi and his team found that only V65 would ensure the right shape airbox for the power Aprilia was looking for. The V65 layout also allows for a larger bore in the future. To illustrate Lombardi explained that the 1000cc V4 has a width of 225mm, while an in-line four is 400mm. With narrowness ensured on the outside, Aprilia also wanted a high compression inside. The 13:1 compression ratio was achieved through usage of something called Squish valves. Lombardi explained that the RSV4 features a very efficient post combustion system. Reed valves installed near the exhaust ducts are the enabling innovation here. Finally the RSV4 uses electronically controlled variable length intake ducts enabling shorter duct at higher revs and longer at lower revs where the final difference is of 35mm.
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