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Sunday, December 2, 2012

MOTORCYCLE MODIFICATION | Extreme Modification Motorcycle2013

of the motorcycle 2, we can keep score. that the two were in bike into the category of extreme modification because he has a strange appearance. when compared with the modification of another motorcycle.
XTREME MODIFED MOTORCYCLE
Extreme Modifed Harley Davidson



MOTORCYCLE MODIFICATION | Extreme Modification Motorcycle
MOTORCYCLE MODIFICATION | Extreme Modification Motorcycle
MOTORCYCLE MODIFICATION | Extreme Modification Motorcycle
of the motorcycle 2, we can keep score. that the two were in bike into the category of extreme modification because he has a strange appearance. when compared with the modification of another motorcycle. harley davidson of color in the paint with air brush has a unique character. namely using the concept of choper. and the blue harley davidson was using the concept of the modern modifications. because we can see a lot of accessories that use high technology, such as the audi system installed on the bike. please if you are interested in, treat your eyes to look at this bike.

Download workshop manual aprilia rs 125

This manual provides the information required for normal servicing. This publication is intended for use by aprilia Dealers and their qualified mechanics; many concepts have been omitted on purpose as their inclusion would be superfluous. Since complete mechanical explanations have not been included in this manual, the reader must be familiar with basic notions of mechanics, as well as with basic repair procedures.

Without such familiarity, repairs and checks could be ineffective and even hazardous. Since the repair and vehicle check instructions are not exhaustive, special care must be taken to avoid damage and injury. Piaggio & C. S.p.A. undertakes to constantly improve the design of its products and the relevant literature to ensure maximum customer satisfaction. The main technical modifications and changes in repair procedures are communicated to all aprilia dealers and agencies worldwide. Such modifications will be entered in subsequent editions of the manual. Should you need assistance or clarifications about the inspection and repair procedures, please contact the aprilia SERVICE DEPT., they will be glad to give you any information on the matter, or supply you with any detail on updates and technical changes applied to the vehicle Download workshop manual aprilia rs 125here
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Custom Motorcycle Mirrors Fits Most Harley Davidsons, Suzuki, Honda, Kawasaki Cruisers, Touring Bikes, Sport Bike, Cafe Racers, Electric Scooters side rear view mirrors motorcycle - Free Adapters

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motorsport | motoGP news update | superbike | motorcycle modification | Looking ahead to Rossi's last day at Yamaha

The attention is on Valentino Rossi's impending switch to Ducati, but Toby Moody considers the Yamaha team he's leaving behind. And also assesses 125cc sensation Marc Marquez

Seven years ago this weekend, Valentino Rossi got his backpack, jumped on his Austin Powers Repsol Honda for the very last time and rode into the history books as an ex-works HRC rider. He walked away, of his own volition, from HRC who'd made the three cylinders forward, two cylinders back Honda V5 that had conquered every race but three from two seasons in MotoGP.

We all thought it was brave, even I thought he might win three races at a push during his first season on a Yamaha, but he proved me wrong and smoked 'em. Max Biaggi rode the race of his life at Welkom in 2004 and still finished second.

We go to Valencia for the final MotoGP race of 2010 already knowing Valentino will ride for Ducati, following the August announcement by Gabriele del Torchio

As one Ducati person said to me this week: "We are trying to prepare for it all, but we really don't know how big it's going to be."
Valentino Rossi
Valentino Rossi © LAT
I said that even if it's not big, it'll still be massive. He knew exactly what I meant, making his eyes wide open, staring into the distance in the realisation of what his workload is going to be like in 2011.

The Mohammad Ali of motorcycle racing is joining Ducati, and it's getting closer and closer for them - under a week to go before he tests the GP10 on Tuesday and Wednesday.

However, as the first half of this column has thought about 2011, spare a thought for the Yamaha guys who are losing a rider, an inspiration, a friend. For some of the more emotional Yamaha people, it'll be akin to watching a recently lost girlfriend/boyfriend move in next door with their new one.

But just like the emotion of Rossi breaking his leg at Mugello, no-one's died, the world will keep spinning the right way, and back in Tavullia those close Italian friends still at Yamaha will still see him and text him, albeit not quite be the same.Yamaha has put a historic effort into turning itself around to win five titles in seven years. But just as it did it for Rossi, it's still doing it for Jorge Lorenzo now, while Ben Spies hopes that in 2012 he might take the title in his third year of MotoGP - just as Lorenzo did.

One has to admire the foresight of Yamaha to sign Lorenzo and put him into the lion's den with Rossi and let them battle it out - which led to the hardest decision of all, letting one of the greatest marketing devices walk out the door for whatever reason it was.

So spare a thought for not what is going to happen next Tuesday when Rossi throws his leg over a Ducati for the very first time, but for the Yamaha guys this Sunday afternoon when he rolls into the garage for the final time - or, they hope, into parc ferme as the winner just like he did on the Honda in 2003. In fact, it's probably just as well there isn't any testing on Monday as many may struggle after a huge party following a long season.Hold that thought. Now, not since 1997 have I given so much time during a season to ferreting around a 125 team's garage while on my paddock wanderings. It's the Finnish-run Ajo Motorsport garage with Marc Marquez and the super-nice German-with-the-Italian name, Sandro Cortese that I've visited. There are some great guys in the garage from all over Europe - Finns, Germans and Spaniards. Young guys, old guys, new guys, race-winning mechanics and a world champion with Emilio Alzamora who's trying to 'win it' all over again with Marc, some 11 years after he won it himself at Buenos Aires in 2012.

Talking about nationalities, my hero when growing up was, like Aki Ajo, a Finn. Keke Rosberg won the 1982 F1 title; I couldn't put my finger on why I liked him, but this 10-year-old just thought he was cool. Scruff of the neck sideways driving, Ray Ban Aviators, golden locks over an Ibiza tan and pretty girls. To then sit in his 1983 Monaco-winning car when I was just 11, it fixated me on motorsport to this day.

In the mid-'90s I worked for many years in rallying at the British and world level, and I got to work with the Finns with their no bull, 'just get it done' attitude. Life was just great around them.

125cc team boss Ajo is a very humble Finn, but when he's talking he has that slightly broken English with the odd word missing; those long 'verrrrrys' and 'Silverrrrr-ston' pronounciations I think are great, sparking memories in my head.

However, I've had to urge myself to not hark back into the depths of my memories where everything is rose coloured due to the spectacles, but instead remember what a tremendous battle this year's 125cc championship has been, irrespective of the outcome between Marquez and Nico Terol this Sunday. Pol Espargaro has put the line in the sand for having the most amount of speed, but alas at times not quite enough of it tempered.

Terol is a wise cookie though, with more experience than the others he's battling. Is he now regretting not riding at the Sachsenring even though he got the all clear for his still-recovering bad back. Maybe he had a chat to Kevin Schwantz who was there that day and had a look at his crippled wrist. Fair play to Nico though, it takes a brave man to shy away from racing when there is the chance of a championship; see Niki Lauda at Fuji in 1976.
Marc Marquez
Marc Marquez © LAT
From Le Mans this year, round three, Ajo was not quite gushing, but massive in his praise for his new rider. Little did we know at that point that he would go on to beat Rossi's records - he had yet to even win a race! Into the autumn after being knocked off at the first turn at Aragon, and having a proper teenager's strop in the gravel trap as the field sped away, Marc fought back in Asia with three victories.

75 points as the others rode out of their skin and still got beaten. They probably went to the airport never so disappointed to have ridden the best race of their lives. Welcome to Max Biaggi's world from Welkom 2012This kid is really something special. A jewel who could well be beating a 30-year-old Lorenzo in 2017. Just as Lorenzo won his first ever 125 race seven years before winning the MotoGP title, so Marquez could do the same.We're more than a decade on from Valentino Rossi smoking the 125cc class; Marc Marquez is the new star. Anyone who drops it into the gravel trap on the out lap, limps it back to the pits where, for a moment, proper chaos ensues, and then keeps cool enough to not play it safe, fights hard and risks his points lead to cut through and win on the last lap, is someone exceptional.All this from a lad who isn't even old enough to order a pint of beer to celebrate. Indeed, have we ever had a Spaniard with a Finnish head? Aki Ajo and Emilio Alzamora may well have found one.

Roll on Valencia and appreciate it before we get into next season, Yamaha and 125cc championship alike.

2012-2013 Ducati Monster 796 test drive

His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Associate Editor does it all and has the scars to prove it.
Italian motorcycle manufacturer, 2012 Ducati Monster 796 First Ride has released its first new model of the season: the 2011 Ducati Monster 796. This mid-range street bike fills the void between the entry-level personality of the Monster 696 and the advanced road performance of the Monster 1100. With a base price of $9995, the 796 is a sensible choice for motorcyclists looking for an amusing and easy-to-maneuver motorbike that’s ideal for jaunting in-or-around the city.

2011 Ducati Monster 796 The beauty of the Monster line is that the basic architecture of the bikes, including the chassis, air/oil-cooled V-Twin engine configuration, and sleek minimalist body panels are shared between models. However a closer look reveals there are some key differences between this one and its siblings.

The primary difference that distinguishes the mid-level Monster is its use of a 4-valve, 803cc V-Twin, identical to the unit employed in the Hypermotard 796 street bike. Compared to the other Monsters this engine is in a higher state of tune, employing an 11.1:1 compression ratio (versus the Monster 696/1100’s 10.7:1 ratio) courtesy of pistons with a different crown shape. Fuel is received from a 3.8-gallon fuel tank through 45mm throttle bodies, each equipped with a single fuel-injector. Exhaust is piped through a 2-1-2 stainless-steel configuration that terminates with twin shorty-style under-tail mufflers. Each header pipe is fitted with an oxygen sensor which ensures optimum engine running conditions.
A six-speed transmission and a hydraulically-operated APTC clutch control the engine’s power through a chain drive. Furthermore the clutch is bathed within the engine’s oil supply enhancing reliability and reducing noise as compared to the racing-style ’dry’ clutches used on the 1198 Superbike. The clutch also incorporates a slipper/back torque limiting functionality which helps prevent the rear wheel instability during downshifts at high rpm.

The engine is cradled in a lipstick-red steel trellis frame. It attaches to a reworked subframe which is compatible with passenger grab handles that are available as a Ducati accessory ($129). The 796 also gets the same well-crafted single-sided aluminum swingarm as used on the more expensive 1100 model.

Suspension is comprised of a Showa inverted fork and an Sachs hydraulic shock that is mounted directly between the frame and swingarm without a linkage. Although the fork doesn’t offer any damping adjustment, the shock provides spring preload and rebound tuning abilities.

The 796 rolls on a pair of beautiful black 5-spoke cast-aluminum wheels featuring a small red pin stripe around the edge to draw attention to them when in motion. Attached to the front wheel is a pair of 320mm brake discs clamped by a radial-mount four-piston Brembo calipers. Rear brake consists of a solo 245mm disc pinched by a twin-piston caliper. Both brake systems are powered hydraulically through stainless-steel lines. Anti-lock brakes are also available as an option on the new machine however pricing is TBD. Lastly, the wheels are shod with Pirelli Diablo Rosso tires in sizes 120/70-17 front and 180/55-17 rear. Hop into the seat and the first thing you’ll notice is how similar it feels to the smaller 696 model. The bike feels short and skinny, which makes it easy to manhandle on the road. The seat height measures 31.5 in. above the ground which is 0.4 in. lower than the 1100, and 1.2 in. taller than the 696. Grabbing a hold of the aluminum handlebar isn’t as much of a stretch compared to other Monsters courtesy of the bar risers that elevate the bar position by nearly an inch.

Thumb the starter button and the new Ducati fires to life with deep, thumping exhaust note. Surprisingly, the 796 doesn’t get the same sleek slimline switch gear as used on some of the Italian manufacturer’s other new street bikes, including the Streetfighter. Instrumentation is comprised of a small, yet functional, white-backlit LCD display that is both easy to read and quickly operated via the switchgear on the left handlebar.Clutch lever pull is light and offers 4-way lever position adjustment to accommodate different sized hands. The clutch also delivers an ample level of feel for riders who might not have a lot of experience launching a motorcycle. The lower first gear ratio only adds to its user-friendly demeanor when pulling away from a stop. Switching between the remaining five gears was smooth and trouble-free, though we wish the gearbox felt tighter.

Twist the throttle and this Monster delivers a much more robust spread of power compared to the smaller 696. Sure, it won’t win any drag races against a modern liquid-cooled sportbike, yet it will still surprise you with just how much torque it cranks out at low-to-mid rpm. The engine has plenty of juice to loft the front wheel in first gear and is capable of bursts of speed whenever it’s revved out to redline. While the engine delivers a bit of vibration, it never becomes annoying, even at freeway speeds.

In terms of handling the 796 feels every bit as nimble as its smaller sibling. Direction changes can be accomplished with a light touch of the handlebar. The center of gravity also feels low which aids in steering and railing around corners. Though suspension spring rates are calibrated for lighter riders, when pushed this Monster still delivers enough grin-inducing performance for even an experienced, sport-oriented pilot. The bike we rode came equipped with the optional ABS system. By default the system is always on, but you can disable it easily by navigating through the menu system on the instrument display. Braking power and feel is adequate and we appreciated the added confidence provided by the ABS. But we were more impressed by the fact that you can quickly turn it off with a few clicks of a button if you‘re feeling mischievous. We also appreciated that the position of the brake lever could be moved based on rider preference.

MOTORCYCLE MODIFICATION | NEW DUCATI MONSTER 796 ( 2012)

The 2012 Ducati Monster 796 will be slotted into the calendar amid the 696 and 1100 models, both of which will still be produced. The new Monster is powered by an air-cooled Desmodue 796 engine, which aboriginal debuted in the Hypermotard 796 in backward 2009.
MOTORCYCLE MODIFICATION | NEW DUCATI MONSTER 796 ( 2011 ) REVEALED

MOTORCYCLE MODIFICATION | NEW DUCATI MONSTER 796 ( 2011 ) REVEALED
DUCATI MONSTER 796 ( 2012) PICTURE




MOTORCYCLE MODIFICATION | NEW DUCATI MONSTER 796 ( 2011 ) REVEALED
( 2012) DUCATI MONSTER 796

According to Ducati, the Monster 796 produces 87 hp at 8,250 rpm and has 58 ft-lb. of torque at 6,250 rpm, compared to the Hypermotard 796’s 81 hp at 8,000 rpm and 55.7 ft-lb. at 6,250 rpm.Like its beyond sibling, the M1100, the Monster 796 has a single-sided swingarm. The Ducati Monster 796 will be accessible in backward April as an aboriginal 2011 model.

The Ducati Monster 796 will be available in June at a price of $9,995. The Logomania Monster Art accessories are available for $599.99, but Ducati North America is offering a free kit with the purchase of a new 2009 or 2010 Monster 1100 or 1100S at participating dealers until June 30.

Aprilia RSV4 WSBK In 2012end R Street Version

Aprilia which went on to become champions in the arena of the World Superbike Championship (WSBK) last year, are now bringing their racing technology to a mass version of the RSV4 R 2011.
Technology nicknamed Aprilia Performance Ride Control (APRC), this is a multifunctional regulator that has applications traction control, wheelie control, launch control until the quick shifter.
For information, traction control made by Aprilia is the only system that can be set up to eight different step without having to release his grip while driving gas. So while speeding, the rider can still setting his horse!
Then there’s the wheelie control, which serves to reduce the symptoms or the front wheel wheelie by lowering the front of the motor. This function itself can be set with three different step.
While the launch control function is intended for maximum acceleration without any motor symptoms more spin, and quick application to function as a gear shifter shifter is ultra fast.
Not only that, the motor development in the lubrication system, and the teeth of three who claimed to have better acceleration than the previous version. Even a lighter exhaust system was also implemented in RSV4 R 2011.
by the way, the APRC had previously been introduced in the arena EICMA Show 2010 on models sold RSV4 Factory APRC limited. But for the version of the RSV4 R 2011, the APRC has become his standard system.

Motorcycle RSV4 Factory APRC 2012-2013

RSV4 Factory APRC
Created with the single-minded goal of being simply the best on the track and on the road, since its inception the Aprilia RSV4 has astonished the world with its looks, technology and performance.

The first 65° V-4 engine ever in a sports production bike, a chassis worthy of a 250 GP, Ride By Wire, multimap engine management: all these are accomplished achievements for the Aprilia RSV4, that tops unique architecture and specs with Aprilia’s signature excellent rideability brought to the next level.
But records are made to be broken. Thanks to the unrelenting efforts of the Aprilia R&D department and a very close collaboration between Racing Department and production, the Aprilia RSV4 has made a giant leap forward.
The RSV4 Factory APRC is a milestone in the history of super sport bikes. All of the racing expertise and indications gathered during the successful 2010 season of World Champion Max Biaggi were brought together in a bike that sets a new standard for future road bike development.
Unique adjustable traction control capable of self-adjusting to suit different types of tyres, wheelie control, launch control, quick shift: these are the RSV4 Factory APRC’s new features that raise the bar in track performance even further up.
Aprilia’s technological supremacy meant that every aspect of the electronic management system for the RSV4 Factory SBK, with which Max Biaggi dominated the 2010 World Superbike Championship, could be developed in house. As a result of the innovative know how developed on the circuit and the close collaboration between the team, the Racing Division and the manufacturing division, the transfer of this technology from the track to production was practically instantaneous. This is how the Aprilia people were able to turn out the fastest, most effective bike on the track, a bike whose only goal is to post the fastest lap.
State of art technology
This new technology is brought together in the APRC (Aprilia Performance Ride Control) package, basically the state of the art in dynamic performance control, a multi-patented system that makes Superbike winning technology available to professional racing riders and hobby riders alike. All this comes in an easy to use, intuitive package.
Aprilia RSV4 Factory APRC’s improvements are not limited to the electronic management system. The 65° V4 engine offers improved lubrication and closer spaced gears for better acceleration. The new, lighter exhaust features an advanced butterfly valve management system to suit the Ride By Wire mapping for improved breathing and efficiency throughout the RPM range.
In addition, the Aprilia RSV4 Factory APRC is the first super sport bike sporting the homologated new-generation extra performance dual blend 200/55 tyres developed in collaboration with Pirelli based on the expertise gathered on World Superbike racing circuits.
All of the innovations on the Factory APRC
The new features introduced in the Aprilia RSV4 Factory APRC in detail:
APRC Aprilia Performance Ride Control, the electronic management package including:
- ATC: Aprilia Traction Control automatically adjusts to different types of tyres, with 8 settings conveniently selectable while racing from a joystick on the left handlebar without turning down the throttle;
- AWC: Aprilia Wheelie Control with three settings;
- ALC: Aprilia Launch Control, for use on the track only, with 3 settings;
- AQS: Aprilia Quick Shift, for ultra-fast shifting without closing the throttle or using the clutch.
Dual display mode for instrument panel display: ROAD and RACE;
New exhaust is lighter and offers improved performance;
Optimised gear ratios for the utmost track performance;
Improved engine lubrication;
New, exclusive 200/55 dual blend rear tyre.
APRC APRILIA PERFORMANCE RIDE CONTROL
This is the most significant among the new features of the Aprilia RSV4 Factory APRC, a technology platform that is one step above any other systems available in the market, not yet available on all racing bikes. The transfer of know-how from racing to production has resulted in an electronic management system that is extremely sophisticated but also intuitive and very user friendly.
The APRC package uses an automotive inertial sensor platform with two gyrometers and two accelerometers allowing the ECU to recognise the dynamic conditions of the bike and adapt the engine management parameters accordingly. The rider can adjust any component of the APRC system independently at will.
ATC: the traction control system of the future
The ATC- Aprilia Traction Control undoubtedly is one of the greatest strengths of the APRC package. This is a fully innovative traction control system developed from an Aprilia patent, mainly focussed on helping the rider improve his lap times. Thanks to the inertial platform and the Ride By Wire pioneered by Aprilia, the ATC not only reduces torque when the rear wheel slips but lets the rider control tail sliding when exiting a bend, giving him a better feel for throttle control, depending on lean angle.
Aprilia ATC is quickly, easily activated from the instrument panel menu and offers 8 settings. When the ATC is enabled, the rider can change setting in an instant at any time using a joystick on the left handlebar to suit track, pavement or tyre conditions, without closing the throttle and keeping his hands on the handlebar, as in professional motorcycle racing. This way, the system can adjust to every single bend of any track so as to meet the specific requirements of any rider, including the most expert ones.
The other incredible achievement of Aprilia technology is the system’s “learning capacity”. Current traction control systems are designed and optimised for a single size and type of tyre. This limit frequently cancels the benefits of traction control. Aprilia Traction Control (ATC) has overcome this limit: a procedure activated by the rider enables the system to learn the tyre radius and final ratio adopted on the bike to obtain fine-tuned traction control.
AWC: stability at top acceleration
Exploiting the full power of modern superbikes down to the very last HP is every rider’s dream. Aprilia’s AWC (Aprilia Wheelie Control) has achieved extraordinary results. Thanks to the exclusive Aprilia patented Wheelie Detection System, the AWC is able to “tell” when a wheelie begins and ends and kicks in to smoothen wheel contact with the road. Smooth, soft wheelie management avoids harsh power cuts or pick-up, providing perfect acceleration control. Again, the AWC system is activated from the instrument panel and can be adjusted independently from other control systems choosing from three settings to better meet rider requirements.
ALC: the best holeshot
The perfect start is yet another racer’s dream, because a good start frequently means you’re half way towards a victory. When the lights go out, handling the huge power of modern superbikes is no easy task. Unless the bike handles it itself to offer its best starting performance. The ALC (Aprilia Launch Control) system ensures an instant start as the lights go out, applying full power to the road to assist the rider in this critical moment of the race. All the rider needs to do is give full throttle and release the clutch as he normally would and shift gears. The ALC has three settings that can be selected from the instrument panel menu, then it must be “armed” at standstill, by squeezing both traction control buttons on the left handlebar joystick at the same time.
AQS: record-breaking shifting
When you’re after the utmost lap performance, you can’t afford to waste even one thousandth of a second in an apparently simple operation like shifting. RSV4 Factory APRC is the first Aprilia bike that comes with the Aprilia Quick Shift as standard. Basically, the quick shift shortens spark advance for an instant and then gradually restores it, making for super-fast shifting with no need to close the throttle or use the clutch. The system works hand in hand with the new closer spaced gearbox to limit RPM drop during shifting for faster lap times. To optimise AQS performance, Aprilia engineers have fine-tuned power cut timing based on shifting RPM.
THE MOTORCYCLE
A combination of superior mechanical and electronic technologies can only lead to excellent rideability. “Factory” is the key word that evokes the world of racing and special bikes, for special riders who demand top sport riding performance. Prestigious materials, an ultra-sophisticated suspension and the APRC system make the RSV4 Factory APRC quite simply the most advanced and highest performance sports bike on the track.
The RSV4 Factory APRC aims to be the perfect tool for riders who demand top track performance from their bikes. Sophisticated, valuable, refined – this bike is the best in motorcycling technology worldwide. In addition to the structural and mechanical refinement of the RSV4 Factory – in this MY2011 – we have prestigious materials, modifications to make it lighter and increase engine performance, and the APRC package which allows dynamic management of the bike on a professional level with an easy and intuitive interface.
This project is designed for those who want top riding performance on the track at a price/equipment ratio unequalled in its class.
RSV4 Factory APRC is the RSV4 at the nth power, direct descendent of the World Superbike winner.
RSV4 Factory APRC highlights:
• APRC fitted as standard
• Fuel system with variable length intake ducts
• Advanced exhaust butterfly valve management
• 3-point adjustable chassis
• Öhlins fully adjustable front fork
• Öhlins fully adjustable shock absorber
• Öhlins adjustable steering damper
• Wheel rims in forged aluminium
• Carbon parts
THE ENGINE
While the incredible APRC system is without a doubt the most important new feature introduced with this latest version of the RSV4, there has also been a raft of significant updates made to the engine of the RSV4 Factory APRC, drawn from experience in competion to improve its already legendary technical and mechanical characteristics.
Aprilia RSV4 is the only production super sport bike using a narrow 65° V four-cylinder engine with unique features. Extremely compact, as slim as a twin-cylinder to fit in an ultra-compact chassis, the 65° V4 engine was and still is the epitome of Italian engineering ingenuity.
The Aprilia 65° V4 engine specifications in short:
Engine capacity: 999.6 cc
Architecture: 65° V4
Crankcase: monobloc with integrated crankcase liners
Timing system: 4 valves per cylinder (Titanium and Nymonic) operated directly by a camshaft driven by a mixed chain/gear system, lateral timing chain, central gear train
Fuel system: Electronic injection with 2 injectors per cylinder and integrated independent Ride by Wire system for each bank. Three mappings selectable from handlebar.
Antivibration countershaft
Compression ratio: 13:1
Transmission: 6-speed direct-control cassette type gearbox
Clutch: Multiplate wet clutch with mechanical slipper system
Electronic management: Magneti Marelli control unit managing ignition, injection and Ride by Wire system, and variable length intake ducts
APRC system for dynamic control
The narrow V architecture translates into an engine that is incredibly compact in length, offering advantages in terms of mass centralisation and an extremely high performance chassis (short wheelbase, long swingarm).
The innovative timing system (with the chain camshaft driving only the intake camshaft, which in turn drives the exhaust camshaft via a gear) has made extremely compact heads (just 250 mm at the rear of the engine) especially in the area beneath the frame spars, which are thus much narrower than would otherwise be possible.
A countershaft dampens vibrations even more than in a 90° V engine.
The monobloc crankcase with integrated aluminium cylinder liners ensures maximum rigidity and consistent performance.
The electronic management system is another example of the 65° V4 engine’s technological supremacy. Full Ride-by-Wire technology eliminates any direct connection between the throttle grip and the throttle valves, which are entirely controlled by a latest generation Marelli control unit that also controls the ignition and the 8 injectors (the 4 secondary fan pattern injectors come into play at high loads).
Each bank has a dedicated servo unit actuating its own two throttle bodies only. This means that the aperture of the throttle valves and, as a consequence, the quantity of fuel injected, can be controlled independently. This solution, applied here for the first time ever in a production bike, opens up practically infinite possibilities for power delivery control and works hand in hand with the APRC system.
The transmission has also been designed to the meet most advanced criteria to offer the maximum performance possible. To underscore the racing soul of the 65° V4 engine, it is mated to a cassette gearbox with a wet sump lubrication system (with oil in the crankcase). The wet clutch features a mechanical slipper system for optimised engine braking torque control and stability under hard braking.
The 65° V4 was one of the most advanced engines in the world at the time of its debut. The new RSV4 Factory APRC underwent a number of refinements and further improvements based on the world superbike racing experience with the factory bike. The new exhaust and engine mappings make for optimal power delivery. Lubrication has been improved at critical points, the countershaft runs in ball bearings rather than plain bushings and the head cooling circuit has been reviewed for optimal operating temperatures and long-term reliability.
Combustion chambers and cylinder-piston fits have also been revised for optimal engine performance. The three lowest gears are spaced closer for extra speed out of bends. The advanced exhaust butterfly valve management system improved delivery in the low rpm band and reduces emissions while preserving the engine’s thrilling sound.
CHASSIS
The bike retains the unique chassis and swingarm solutions that make it the world’s first “race ready” V4 superbike. In order to boost chassis performance and make it match the rider’s tastes, or features of the track, Aprilia RSV4 Factory ensures a combination of adjustments that are pretty much infinite. The multi-adjustable suspension, taken for granted on a motorcycle of this level, are combined with three chassis adjustments: headstock position and rake (through interchangeable bushings), rear end height, swingarm pin height and the engine position in the frame.
Suspension
The Öhlins Racing upside-down fork has 43-mm diameter stanchions and is titanium nitride coated to minimise friction. The wheel travel is 120 mm. As on a racing bike, the fork allows millimetre-precise adjustment for hydraulic compression and rebound damping and spring preload.
The Öhlins Racing rear shock absorber was developed from experience learned directly on the track. It features a piggy back nitrogen canister (separate and mounted on the body of the unit) and adjustable spring preload, compression and rebound damping and length, allowing the height of the rear end of the bike to be altered to modify the set-up to suit different riding styles and tracks. Wheel travel is 130 mm.
Wheels and tyres
The effort to shed as much weight as possible and offer the best feeling led to implementation of new, ultra-light forged aluminium rims.An almost obsessive pursuit of top performance resulted in an exclusive, innovative dual blend tyre developed in collaboration with Racing Department, R&D and Pirelli. The racing sized 200/55 ZR17 tyre offers a better contact pattern in bends, shaving precious tenths of a second of lap time – a technology unique to this bike.
Componentry
A real Superbike is special not only as far as performance is concerned but also for the care it is built with. With regard to the RSV4 Factory APRC, the details say it all: no other “race ready” motorcycle has ever been built with such care and attention. The attention paid to its construction not only satisfies the desire for beauty. A motorbike built like the RSV4 Factory APRC is in any case gorgeous, but most of all aims at achieving the goal: to win. This is why every detail was thought out to increase performance and functionality, reducing the weight and considerably increasing the product’s quality and finish.
The livery is impressed on the contrast between red and black, the Aprilia sports colours, with a third “nuance” represented by the visible carbon fibre theme generously distributed on this precious Factory APRC version.
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Aprilia RSV4 Factory Road OVERVIEW 2013

A revolutionary project and a unique history of victories on the racetrack have come together to create the RSV4. A supersport with absolutely exclusive racing technology, developed around the 4 narrow V cylinder engine developed from the technical knowhow that has led Aprilia to victory on racetracks all over the world. Aprilia RSV4 hits the racetrack and the roads with one goal only: to win.
Aprilia RSV4 Factory Road 33 championships, 254 MotoGP World Championship wins and 8 Superbike victories : over the last two decades Aprilia has become a modern motorcycling legend. The bikes from Noale have dominated tracks the world over thanks to the genial design, courage and extraordinary abilities of the technicians who pursued innovative solutions by experimenting, innovating and sometimes revolutionising technical schemes that seemed to be unchangeable. Aprilia RSV4 Factory, the bike that brings Aprilia back into the 2009 Superbike World Championship, is the product of this immense technical knowhow. It is a highly technologically advanced motorcycle, conceived for racing and for this purpose designed and developed by Aprilia together with the marque’s Race Division, the largest and most advanced of its kind in Europe and one of the most important in the world. aprilia rsv4 factory
Aprilia RSV4 Factory Road is a racing machine that, in line with the Aprilia tradition, follows a completely innovative approach in its design and construction. Its narrow V engine, the use of stateoftheart electronics,plus its lightness and extreme compactness are only a few of the features that make it unique in the world. Aprilia RSV4 Factory is designed and built with the same philosophy adopted by the Aprilia race division. This is why RSV4 Factory is the most “complete” Superbike racing replica, ready for those who want to venture onto the track with a class leading motorcycle.
Aprilia RSV4 Factory Road The engine of the RSV4 Factory is the most innovative and powerful Aprilia has ever built. It is a super compact 999.6 cc 65° Vfour cylinder engine designed for maximum power (180 CV), where powerplant engineering comes together with the finest materials and the most advanced electronic control solutions. Aprilia’s engine, in fact, uses a Ride by Wire multimap technology, a solution that opens up new frontiers for engine management, with practically infinite possibilities for further development. Besides the triple map Ride by Wire system, a sophisticated electronic injection system with two injectors and adjustable height ducts are fitted.
Aprilia RSV4 Factory Road is an absolute supersport motorcycle, the most complete bike available on the market for bike fans, and its chassis confirms this: designed for the racetrack, it has adjustment features that are typical of racing motorcycles. The adjustable geometry chassis allows parameters such as the position and inclination of the headstock, the height of the swingarm pin and even that of the engine to be changed. The construction technology is also motorsportsderived: the RSV4 Factory chassis and swingarm are made of aluminium with variable section castings and pressings. The components are the stateoftheart in motorcycling technology: Öhlins Racing fork, rear monoshock and steering damper, Brembo monobloc callipers, forged aluminium rims.