2 ❘ MOTOR CYCLE NEWS SEPTEMBER 24, 2008
NEWS
New RSV4 is 25 kilos lighter V4 to come in base and Factory spec – and a V4 Tuono is already being designed! chris.newbigging @motorcyclenews.com
A
PRILIA has revealed its all-new 180bhp, 190kg RSV4 superbike built to destroy the Japanese opposition. The company has worked hard to get the RSV4’s weight down by significantly less than any rival. Every part came under close scrutiny from engineers. The rigid, stressed member engine also helps, and the compact frame has been carefully designed to provide rigidity without adding unwanted weight. The new bike was revealed 11 years after Aprilia unveiled the RSV1000, and the unveiling marks the firm’s return to WSB (see pages 4 and 5 for more on Aprilia’s plans). Two versions of the bike are to be offered – a highspec RSV4 Factory seen here, and a lower spec, cheaper RSV4-R. The Factory comes with Ohlins forks and shock absorber, forged aluminium wheels and fourpiston, radially-mounted monobloc Brembo calipers. Aprilia hasn’t announced which of these parts will change for the R version. Pirelli Diablo Supercorsa tyres should provide the grip to match the chassis’ capabilities. The RSV4’s 999cc 65° V4 is the first superbike engine to be produced in-house by Aprilia, and is only the third engine of the company’s own design and manufacture. Aprilia is still being coy about the engine’s exact performance and specification, but hinted that it will be about 180bhp for the road bike. Weight has yet to be officially announced, but an Aprilia spokesman told MCN that fully-fuelled it weighs 190kg – 25kg less than the Honda Fireblade. Although unconfirmed, insiders suggest prices for the two versions of the RSV4 will be about £14-15,000 for the Factory model and about £12,000 for the standard bike. The V4 was chosen to give a powerful, compact package. The engine is a long-stroke design which Aprilia says gives better breathing as well as allowing a narrower crankcase, helping to build an aerodynamic package. The cylinder blocks are cast as one piece for rigidity, and the gearbox is a cassette design so it can be removed complete without the need to split crankcases to change gear ratios for rac-
ing. A slipper clutch is standard too. The crank is a conventional 180° design with pairs of pistons rising in equal intervals. A cable-operated clutch, banishes problems with clutch fluid deteriorating from exposure to heat. The rear brake master cylinder/ reservoir is integrated and moved away from the engine, solving a similar fluid boiling problem. The RSV4 features Aprilia’s own fly-by-wire electronic throttle control, which is a refined version of the system on the RS3 Cube MotoGP bike. The entire electronic system is created in-house, and while it doesn’t feature it as standard, the ECU has the capability for traction control. Race teams will be able to unlock the feature, and future incarnations of the bike could easily be offered with it as standard. The ECU is infinitely programmable so the power delivery can be set up exactly as you want it. The inlet trumpets are variable in length to give extra low and mid-range torque as well as competing with rivals in top-
The exhaust looks huge in this picture but in the metal the silencer is much less obtrusive. However, don’t be surprised if Aprilia offers a sexier alternative as an option.
It’s hard to believe, but a pillion seat clips on to that tiny seat unit. Between the fins is a black plastic panel, which is removed and replaced by a small pad that is supported on the subframe and sits over the fins.
‘Problems with boiling clutch and brake fluid are solved’ end horsepower. Each bank of two fuel injector bodies has its own independent servo, so they can be controlled independently. The airbox fills the front half of the ‘tank’ – the petrol tank actually starts at the filler neck and extends under the rider’s seat (like a MotoGP bike) in the name of mass centralisation. It’s most noticeable on the race bike, where the pump and fuel hose is visible above the rear shock. The RSV4’s frame and swingarm are made from thick-walled aluminium and variable section sheets. The bike is the first in its class to offer adjustable engine mounts as standard. The motor has 10mm of vertical adjustment to raise or lower the centre of gravity, using mounting plates slotting into the chassis.
High-spec Factory version has forged aluminium wheels
ONLINE WATCH THE VIDEO
Exclusive view of the launch at motorcyclenews. com/RSV4
The RSV4’s airbox fills the front half of the ‘tank’. The tank proper starts at the filler neck
Grills under seat are removed to bolt in passenger footpegs
34 â?˜ MOTOR CYCLE NEWS SEPTEMBER 24, 2008
ROAD TEST Mid life crisis? What mid-life crisis? Trevor Franklin savours the character of the Rocker-C
SEPTEMBER 24, 2008 MOTOR CYCLE NEWS ❘ 35
www.motorcyclenews.com
‘This is everything a Harley should be’ There’s no way any Harley could turn a committed sports bike fiend into a Hog fan. But that’s what the Rocker-C has done to our Trevor... trevor.franklin @motorcyclenews.com
I
T doesn’t matter what type of bike we ride, motorcycling is a buzz. Our choice of bike usually reflects our personality and desires. Take me, for example: a balding, antiestablishment, 46-year-old miserable sod. I love superbikes and sports 600s because they fulfil my need for adrenalin, power, speed, handling and good looks. But never in a million years had I dreamt of owning a Harley-Davidson. To many confirmed sports bike riders they are ditch-pumps or ready-made boat anchors. They are motorcycles and they serve a purpose, and for those reasons I respect anyone who buys one. But they sure ain’t my cup of tea. Trouble is, I also admire anything created to look different. I dig ‘specials’ regardless of creed.
To me, a roadgoing MotoGP bike is the ultimate, but heavily-modified creations by the likes of Orange County Choppers are equally loin-stirring. Why? Maybe it’s because under every motorcyclist’s helmet there’s an underlying desire to own something special, unique… especially when it works. And it’s for these reasons that I have fallen head over heels for Harley-Davidson’s Rocker-C. I first rode one at its world launch in New York, in late 2007. I was smitten from the off and couldn’t wait to get hold of one in the UK to prove to doubters that this new machine is as good as I had made it out to be. So what is the Rocker-C? Well, it’s from H-D’s Softail range of bikes with hidden rear suspension (it’s mounted horizontally under the bike) to give the impression of an old-fashioned rigid rear end. What sets the Rocker-C apart and starts to create its gorgeous, uncluttered, ‘chopper’ look, is a rear mudguard that seems
to float unsupported while hugging the huge 240-section rear tyre. And that’s just for starters. A raked-out front end with a skinny, tall, 21-inch wheel synonymous with movie choppers like Captain America from Easy Rider, is distinctive and eye-catching. (Except it’s actually a 19-inch wheel that’s been made to
‘Design touches make the most ardent sports bike nuts smile’ look like a 21in by the clever use of wide-spaced fivespokes and a tall tyre profile). By using this smaller wheel, Harley has made the RockerC supremely stable at all speeds and at any angle allowed by the feet-forward pegs and their lean angle sensors. Tight cornering at, say, mini-roundabouts and turning out of junctions across the flow of traffic needs throttle commitment and slightly more muscle input through
the bars. If you don’t ‘drive’ the Rocker-C while banked, the front wheel will tip in because of the raked forks and long wheelbase. It’s no great problem, though, because after an hour’s posing through town you’ll be making such clean moves instinctively. Stability is also good due to the two near-perfectly sprung rear shocks and compliant chromed forks. They are neither solid nor super soft because the suspension was designed for American roads which are, mostly, worse than our own. The Rocker-C can, therefore, handle anything it rolls over and give a sumptuous ride. I get the feeling H-D would have liked to keep the svelte front end uncluttered by brakes. It ended up fitting just one small disc – and although this and its fourpot caliper perform admirably around town, at motorway speeds more lever pressure is needed far earlier than you would expect. More than a hint of rear brake is required – but then you are trying to haul up nigh-on 320kg of assorted metals, minus rider. That’s some weight, which, surprisingly, you don’t notice until braking time. Seriously, you can fight through
The badge, the rumble, the style... it’s all part of the allure traffic on this Harley like the best despatch riders. More design touches shine through to make even the most ardent sports bike nut smile in appreciation. Look closely and ask yourself where the switchgear wiring is. The answer, my friend, is not blowing in the wind, because they’re routed through the handlebars. And why is there no pillion seat when pillion pegs are fitted? Aha! The pillion seat, or rather ‘pad’, is hidden under the main seat ready to be attached to a similarly hidden fold-out frame. Very clever and not so uncomfortable, either – a good job, because females love the Rocker-C’s looks and will badger for a ride.
Now look closer. Can you see the cunningly-hidden details? Look again at the headlight and picture an imaginary line from there, along the top of the tank to the seat. And another, from the base of the seat to the end of the swingarm. There must be a name for this kind of style in design studios around the world. Dunno what it is, but in my mind it’s bloody magical. Now soak up the glorious coat of stunning, deep blue paint with flame detailing and the acres of stainless, polished and chromed metals. Now you’ll maybe understand why bike licence holders and nonmotorcyclists alike openly Continues over
Franklin reckons the clean lines of this Harley are a joy to behold
50 ❘ MOTOR CYCLE NEWS SEPTEMBER 24, 2008
SPORT
Hayden: ‘I need a fresh start. I In signing for Ducati, the former World Champion hopes to show Honda the folly or their ways… and that the Desmosedici isn’t a one-rider bike No wonder he’s got a smile on his face. Nicky Hayden has a whole new world to look foward to with Ducati
matthew.birt @motorcyclenews.com
N
ICKY HAYDEN is aiming to prove the doubters wrong on two fronts in 2009 after completing his long-expected switch to Ducati, partnering reigning world champion Casey Stoner. Hayden wants to show Honda that it was a mistake for the Japanese factory to cut him loose after six years’ loyal service in its official factory team. And he also aims to establish that the Ducati is not a one-rider bike that only Aussie Stoner can win races on. Hayden will replace Italian Marco Melandri, who walked out halfway through a two-year contract because of his nightmare failure to master the GP8.
Loris Capirossi and Alex Barros also failed miserably to match the blistering speed of Stoner, who won the 2007 world title in dominant fashion with 10 wins. Now Hayden is the latest big name to try to tame the Ducati. The American’s longexpected switch to Ducati was confirmed last week, less than 24 hours after he’d claimed his first podium finish in the storm-lashed inaugural Indianapolis GP. MCN asked the 2006 world champion for his thoughts on the move to Ducati.
Does it worry you when you see the trouble other riders have had trying to be competitive at Ducati?
“Yeah, sure, I’ve thought a lot about it. Stoner was the only guy in the world who could ride that bike when I made the decision. Since then Toni Elias came alive and got some good results but I realise it’s a risky move. I know that some guys went there and have been miserable.”
What makes you think you can buck the trend?
“I’m banking on my style being similar to Casey’s – dirt track background and aggressive style. Also being a bigger rider I hope it can work. The bike’s fast and I like that part of it. Sure it’s a worry but I guess I’ll find out on Monday after Valencia [his first test]. So I just pray it works because I really want
it to. I’ll just go in there and do whatever it takes to try to adjust to it and make a fresh start. I realise it’s never going to be a Honda.”
How excited are you at the prospect of working with Casey?
“I’m looking forward to being team-mates with Casey. He wanted me, he pushed for me, and already having talked to him a bit, I think that it can be to my advantage to have a good team-mate.”
What’s he told you about the bike?
“Not one thing. We have talked more about the team, what they’re working on and the GP9. More about how he liked the carbon fibre chassis and how he was fast on it.”
‘Some people think Casey is a fiery dude but I like that’ NICKY HAYDEN
You’ve had teammates like Valentino Rossi, Dani Pedrosa and Max Biaggi, so Casey shouldn’t be a problem to share the garage with?
“I think so, and I’m looking forward to that. I think there are advantages to having a team-mate you get on with. It would be unreal to beat
Casey on that bike, but I think there are times to be able to work together with a team-mate and share information. I get on well with Casey. I like his style. Some people think he’s a fiery little dude. He’s got a lot of passion for it. He’s not there to try to be a cool guy. He says what he feels.”
Have you had a chance to talk to Filippo Preziosi, who seems to be the real brains behind Ducati’s success?
“I was amazed when I met that guy. I was certainly blown away. People talk about the bike being his baby and it really is. That guy seems like a pure genius. It’s quite a different system at Honda. There’s one guy and he has his one job. But this guy does it all. He does the chassis, the engine and the software. It’s crazy the amount he can do, so I’m really impressed by the guy.”
Did he give you any hint of what to expect?
“Not a whole lot. I think he was asking me what I feel. I talked with him before I signed because he wanted to know how I ride a bike and what I think about different things. They want to make sure they plug into the right guy. Casey winning races and being so fast is great, but in one sense it’s almost bad for the company because some people think it’s a bike only Casey can ride.”
When did you first make contact with Ducati ?
“Everybody knows it’s been in the works. But it wasn’t a done deal until just before Brno [August 17] really. And I would actually say it was
GOLD AND GOOSE
DOVI ’S WARNING FOR PEDROSA AND PUIG Andrea Dovizioso has already made it clear he won’t be intimidated by Dani Pedrosa and his mentor and manager Alberto Puig in 2009. The Italian will be confirmed as Nicky Hayden’s replacement during this weekend’s Japanese GP at the Twin Ring Motegi. At the recent inaugural Indianapolis GP, JiR Scot Honda rider Dovizioso showed off a helmet with the words ‘Don’t Be Afraid Of The Dark’ emblazoned across the top of it in bold yellow letters. It has been confirmed to MCN that the message was for Pedrosa and Puig and a
Hayden, left, with his replacement Andrea Dovizioso source close to the former world 125 champion said: “It signalled that he won’t be
messed around or worried by any tactics on the other side of the garage.”
58 ❘ MOTOR CYCLE NEWS SEPTEMBER 24, 2008
SPORT
1
MAX SURVIVES MONSTER CRASH
Biaggi (left) is clouted by the Honda of Kenan Sofuoglu (centre) launching them both in the air
BIAGGI showed Aprilia’s investment will be worthwhile after a spectacular performance in front of his legions of fans in Vallelunga. In race one Biaggi claimed second after an epic fight with Haga, then walked away from one of the biggest first corner crashes in WSB history in race two. Speaking to MCN, just minutes after the crash, Biaggi said: “I think it was Corser who touched my front brake. He closed the door on me, maybe he didn’t see me, but the move was too hard. As I was crashing one guy hit me and then two or three times as I was in the air something hit me – maybe my bike. It was a big crash and I am sore. I will go to the medical centre now.”
Max’s up-and-down weekend Biaggi picks himself up after vicious Vallelunga crash to sign WSB deal with Aprilia michael.guy @motorcyclenews.com
M
AX Biaggi has signed a £2m deal to race for Aprilia in World Superbikes in the same weekend as having one of his biggest ever crashes. Biaggi, who walked away unscathed from the 140mph accident, will be charged with turning the all-new Aprilia RSV4 in to a race winner after signing a twoyear deal worth over £1m per year that will see him lead the squad throughout 2009 and 2010. The contract ends months of speculation on Biaggi’s future. Up until the Donington Park round two weeks ago, Biaggi was strongly linked to replace the out-going Troy Bayliss at Xerox Ducati until archrival Noriyuki Haga secured the coveted ride. This left Biaggi with seriously limited options, having been exiled from the majority of Japanese manufacturers and out of favour at BMW after reportedly asking for too much money. Biaggi’s deal is expected to see him link up with his former 250GP boss Gianluca Montiron, who has
emerged as red-hot favourite to be installed as boss of Aprilia’s new WSB assault. Montiron oversaw Biaggi’s three world 250GP titles with Aprilia from 1994-96, and is evaluating his 2009 options having been frozen out by Honda in MotoGP. Montiron has run Hondas in MotoGP since 2003, and was a leading figure in the Camel Pramac outfit Biaggi rode for alongside Makoto Tamada in that season. He
‘The deal will see him lead Aprilia’s squad from 2009-10’ formed the JiR outfit in 2004, but HRC has refused to supply him with an RC212V next season. He confirmed to MCN on Friday that he was in serious discussions about spearheading Aprilia’s return to WSB. He said: “I am considering the future. Aprilia in World Superbikes is one of the possibilities.” Since the beginning of 2008, Aprilia’s V4 Superbike has been undergoing comprehensive testing. Test
riders Alex Hoffman and Alex Debon have completed tests at Valencia and Mugello with some encouraging results. Hoffman is currently sidelined with leg and shoulder injuries following a supermoto crash, which has given current WSB man Roberto Rolfo the opportunity to ride the bike. Rolfo first rode the V4 Aprilia at Mugello and then again at Valencia last week, where he is reported to have set a 1:34.2 lap – good enough for a front row grid position at the Valencia race this year and nearly a second faster than race winner Noriyuki Haga’s fastest lap. Although the deal has been officially confirmed by Aprilia, Biaggi is unable to speak about his future with the Italian manufacturer due to his current contract with the Sterilgarda Ducati squad. He wasn’t at the launch of Aprilia’s RSV4 race and road bike in Rome on Saturday, and isn’t expected to be able to comment on the deal until his Sterilgarda contract expires at the season’s end. Rumours that Biaggi would test the Aprilia on Monday after the race at Vallelunga were incorrect. But MCN learned that Aprilia made an approach to Yamaha who
3
The two riders continue to cartwheel alongside the track. Amazingly, both walked away
tested at the track with Sylvain Guintoli three weeks ago about joining them at the test, but after initial contact did not pursue the chance to share the track. Biaggi is expected get his first ride on the bike after the final round of the championship in Portugal at the beginning of November, before heading to the official
‘top teams’ test in Kyalami, South Africa in December.
BIAGGI’S TEAMMATE
Speculation on who will be Biaggi’s team-mate was rife at Vallelunga, with four main candidates emerging. Shane Byrne is an outside bet to rejoin the company he raced for in MotoGP in 2004. Test rider Alex Hoffman is mid-
way through a two-year deal, but injuries from a recent supermoto crash may have jeopardised his future with the team. Current 250GP rider Alex Debon is also an Aprilia test rider and remains in the frame for the ride along with Italian Roberto Rolfo. Rolfo has spent the last three years in WSB and now races for Hannspree
Altea Honda, but has already completed two successful tests on the Aprilia RSV4.
ONLINE MORE CRASH PICS
See the crash footage at www.motorcyclenews/ wsbcrash
SEPTEMBER 24, 2008 MOTOR CYCLE NEWS ❘ 59
www.motorcyclenews.com
2
Carnage as Biaggi (centre) is skittled down the track and Sofuoglu goes over the handlebars
BIAGGI’S 250 APRILIA WINS 1994
Having ridden for Aprilia, Biaggi switched to Honda in 1993, but was back with the Italian manufacturer in 1994 when he began his famous relationship with the Chesterfield Aprilia squad. Won the 250GP title in his debut year with five wins and nine podiums.
1995
Biaggi dominates in his first title defence. He is off the podium just once in the 14-race season and takes a total of eight wins to beat Tetsuya Harada to the title by 63 points.
1996
Biaggi edges out Honda’s Ralf Waldmann by six points to take the ’96 crown. Biaggi takes nine race wins out of 15 plus two podiums, but DNFs in Austria, Italy and Brazil, making the championship a close-run thing.
4
Anyone fancy a second-hand exKenan Sofuoglu WSB Fireblade? Needs some work...
Biaggi (4) back in his 250GP days with Aprilia
APRILIA’S WSB FORM 1999
Aprilia debuts in WSB with the RSV1000 ridden by Peter Goddard. Despite the V-twin making 150bhp, gear shift and clutch failures leave him 12th.
2000
Troy Corser is taken on as rider; mid-season changes make significant improvements to the bike including more manageable throttle response. Corser finishes third in the championship with five race wins.
2001
Aprilia re-signs Corser along with 500GP race winner Regis Laconi. Corser scores a double win at Valencia and eight more podiums to claim fourth in the championship. Laconi wins at the final race of the year but finishes the season down in 11th spot.
DPPI
2002
Noriyuki Haga returns from 500GPs to ride the Playstation Aprilia. In a year dominated by Colin Edwards (Honda) and Troy Bayliss (Ducati) the Japanese rider claims seven podiums to finish fourth in the final standings.