APRILIA RSV4 FactoryPress Launch
Misano, 31 March-3 April 2009
Romano AlbesianoPiaggio Group Director of Motorcycle Engineering
Brief: to create the missing link between the track and the road.
GOAL: To build the fastest bike on the track
Limitations: None!
Focal points for development
Starting from a blank sheet of paper meant being able to explore every possible solution in terms of
engine and chassis technology, remaining faithful to Aprilia's commitment to the pursuit of total
performance built on experience gained on the race track and, in this case in particular, drawing from
the victorious heritage of the RSV
- Mass integration and balancing
- Performance profiles tailored specifically for results
on the track
V2Momenti polari di inerzia
65° V4: The starting point
The first task: defining the best possible solution together with the chassis and suspension engineers and the
race division
Defining the heart of the bike
Defining the engine: the most delicate decision in the project, which would determine every aspect of the bike.
The goals were established for weight, dimensions and,
most crucially of all, how the engine was to be
integrated into the frame architecture (in terms of
centres of gravity and polar moments of inertia)
V4
65° V4: The starting point The engine had to:
1. Remain faithful to Aprilia's commitment to setting new benchmarks for handling, stability and speed
The result of painstaking studies conducted together with the
vehicle engineers to define optimum solutions for centre of
gravity and moments of inertia and to determine the ideal
locations for the engine and other components2. Ensuring class beating performance in terms of power output and power delivery
Identifying the character to give the engine, to allow the rider to make full use of the potential of the
engine itself and the vehicle, offering a levels of performance never experienced before off the racetrack.
Initial proposal for engine layout
Initial proposal for engine layout
65° V4: The starting point
State-of-the-art virtual systems were used to simulate laps on a circuit with a variety of in-line and V
configuration 2, 3 and 4 cylinder engine layouts, to identify the respective advantages and disadvantages of
each engine and their effectiveness in terms of global performance.
Models were then built with
dimensions, centres of gravity, polar
moment of inertia locations, engine
characteristics and all other
parameters necessary to assess the
behaviour of the vehicle.
The engineers opted for a 65° V4 engine layout, the core around which every other aspect of the bike took
shape
- The engine sits perfectly in the frame, optimising mass distribution and significantly
improving dynamic balance
The perfect engineering solution to achieve a chassis architecture that allows the engine to express its full potential
In light of these significant advantages, the higher development and manufacturing costs were deemed worthwhile
- Less vibration that an in-line 4
65° V4: The starting point
Why a 65° V4?
- Narrower than any other 4 cylinder layout
Claudio LombardiRSV4 Engine project manager
Luigi Dall’IgnaEngineering Director for the Aprilia Racing Division
10
V= SUPREME COMPACTNESS
V4: 225 mm
L4: 400 mm
65°65°
The angle of the V has been opened up
relative to the old twin cylinder unit to
65°, to optimise the intake ducts and
maximise the fluid dynamic
efficiency of the engine.
The angle of the V was also determined
by the chassis architecture: once the
overall dimensions were calculated, the
maximum swing arm length was
defined.
A 65° V offers ample scope for further
development, allowing bigger bores
that would be impracticable for space
reasons in an in-line engine
65° V4 - Engine architecture
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Minimised external dimensions and balancer countershaft to attenuate
vibration.
The result is an engine that vibrates less than an in-line 4.
65° V4 - Engine architecture
“Reed valves”, installed for the first
time ever near the exhaust ducts, to
allow air into the exhaust gas and enable
combustion of harmful HC and CO
emissions.
- Non-structural components in magnesium alloy
- Aluminium monobloc crankcase
To keep the weight of the engine down, the following solutions were used:
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65° V4 – Cylinder Head & Camshafts
The gear pair at the centre of the cylinder bank transmits drive to the exhaust
camshaft. This innovative solution reduces the external dimensions of the
cylinder head on the exhaust side.
Timing system with lateral chain and central gears to minimise head size
in the area underneath the frame spars. Together with the 65° V layout, this has
made it possible to achieve overall dimensions comparable to a twin cylinder
unit of equal capacity.The lateral timing chain drives the intake camshaft only, resulting in a
compact layout while ensuring the high timing precision necessary and chain
durability.
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65° V4 - Performance
The fluid dynamic efficiency of the engine has been optimised by fine tuning the shape and size of the intake and
exhaust ducts with mono and three dimensional modelling software used by the Racing Division.
Every single component has been rationalised, resulting in a maximum power of 180 bhp and 115 Nm of torque.
This, together with the adoption of 32 mm intake valves in titanium, has made higher engine speeds possible
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Monodimensional simulation software allowed the engineers to evaluate a number of
different configurations for the exhaust system to strike an acceptable compromise
between performance, emissions reduction and noise.
The improvements in mechanical efficiency (reduced friction losses) have been
made possible by:
- Minimising the amount of oil used for lubrication and for feeding the
crankshaft and connecting rod bearings
-Motorsports-derived crankshaft oil gallery design for
minimising oil pressure.
- Minimised weight for all rotating and reciprocating components
- Reduced power losses due to internal pumping effects into the engine
65° V4 - Performance
Two injectors per cylinder: one located down stream of the
throttle valve for excellent responsiveness at lower engine
speeds, due to its vicinity to the intake valve and another in
the airbox, which starts to work at higher loads and engine
speeds, for more effective fuel atomisation and
vaporisation and increased power output.
A butterfly valve in the exhaust controlled by the engine control unit enables the
use of a lower back pressure silencer while complying with noise emissions legislation.
Aprilia's racing experience was put to use to define a particularly
caompact combustion chamber with sufficiently large squish
values to enable the use of very high compression ratios
65° V4 - Performance
16
65° V4 - Race prototype solutions
The cassette gearbox is a solution used in race prototypes to allow rapid gear ratio
replacement and shorten gearbox maintenance times.
The desire to create a race-ready V4 superbike led Aprilia to adopt uniquely advanced solutions.
The technological excellence of the V4 engine is complemented by
electronically controlled variable length intake ducts.
At low revs and loads, the long duct favours torque and smooth power
delivery. When the rider requests maximum performance, the upper section
of the intake duct rises and separates from the lower part: the duct is
therefore shortened and optimised for maximum power delivery.
The multiplate wet clutch features a mechanical slipper clutch system for maximum
engine braking torque control and motorcycle stability under hard braking for
greater precision in setting the bike up for corners and maintaining trajectories.
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65° V4 - Electronic engine and vehicle management
Triple engine mapping selectable by the rider from the handlebar, to
change the power delivery mode of the engine and the character of the bike on
the fly.
• TRACK: no compromise on the circuit. Unleashes the full 180 bhp of fury at the
slightest twist of the grip. Recommended for expert riders in ideal grip conditions
• SPORT: for first timers on the track, for limited grip conditions or for pure fun on
the road. Smooth power delivery. Torque limited in the first 3 gears for greater
bike control. For an exciting but less challenging ride
• ROAD: for enjoyable ride: power limited to approximately 140 bhp in all gears.
Greater rideability in all conditions.
FULL RIDE BY WIRE
Full Ride by Wire: no direct connection between the throttle grip and the throttle valves, which are controlled by a
dedicated latest generation dual processor Marelli control unit which manages the torque produced by the engine by
controlling air, fuel and ignition.
Each cylinder bank has its own dedicated servo motor which exclusively operates the respective two throttle bodies only
for independent management of the two cylinder banks and of the quantity of fuel injected into each pair of cylinders.
While this solution has been tried and tested by Aprilia, it has never been applied before on such a powerful production engine,
thus opening up practically infinite possibilities for power delivery control.
RSV4 RbW system
Hi S
peed
H
i S
peed
C
AN
lin
eC
AN
lin
e
MAPMAP
1
Sens A/B
V Supply
7sm ECU7sm ECU
MAPMAP
2
Sens 3/4
DC Motor 2
V Supply
RbW2RbW2
Intake ductsIntake ducts
Sens 1/2
DC Motor 1
V SupplySens C/D
Sen
s
Air cutAir cutV
Su
pp
ly
DC
Moto
r
ValveValve
ExhaustExhaust
DemandDemand
Instrument panelInstrument panel
RbW1RbW1
Romano AlbesianoPiaggio Group Director of Motorcycle Engineering
Luigi Dall’IgnaEngineering Director for the Aprilia Racing Division
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Chassis architecture: The perfect balanceYears of world class racing and victories are encapsulated in a racing chassis
developed by the Aprilia research and development division in close collaboration
with the racing division, with construction solutions and a degree of adjustability that
only racing prototypes can boast.
RSV4 FACTORY embodies the essence of its race sibling, setting the benchmark
for compactness and agility in its class.
Centralising the masses perfectly was a fundamental prerequisite in the
definition of the chassis and the layout of the bike's components.
Everything was built around the engine to bring the centre of gravity of the
engine itself as close as possible to the centre of gravity of the vehicle.
The result: unparalleled handling, stability and speed through the
curves.
As in MotoGP prototypes, the tank is located so that the majority of the fuel sits under the saddle, optimising bike
balance and cancelling out handling differences between full and empty tank conditions.
The weight distribution is on a par with that of a genuine race machine, for a bike that is perfectly balanced and easily tailored to
suit the preferences of each individual rider
Chassis: explored solutions
Prima ipotesi layout
Prima ipotesi layout
Ipotesi Telaio componibile
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The unique construction technology allows both the frame and the swing arm to
proudly flaunt the naturally gleaming colour of aluminium, meaning that the bike
even looks like a race prototype.
Cast and pressed aluminium elements are welded together to create a frame that
beats even the benchmark twin cylinder RSV 1000 in terms of stiffness.
Torsional and flexional rigidity have been optimised for perfect feeling and control
and to allow the rider to handle Superbike levels of power with confidence.
Made from aluminium using unique construction technology, the frame of the RSV4
Factory weighs just 10.1 Kg - a lightness only matched by racing bike frames.
Chassis architecture: Frame
Comparative frame rigidity V4 - V2
With engine
Weight (Kg) +4 %
Torsional rigidity (Kgm/deg) +39 %
Yaw rigidity (Kg/mm) -16 %
Longit. flexional rigidity +16 %
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Millimetre-precise adjustability
Adjustable CHASSIS parameters are:
headstock position and steering rake
rear end height and swing arm pin height
engine position in frame
To exploit the full potential of the chassis and allow the bike to be tailored to the style and preferences of the rider or the
characteristics of the track, the RSV4 FACTORY offers practically infinite scope for adjustment
Introducing capabilities never seen before
on a production bike.
RSV4 FACTORY is a true track-ready bike.
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Lightness
The forged aluminium wheels, featuring an all-new design, contribute
to a further weight reduction of approximately 1 Kg compared with the
twin cylinder RSV 1000 Factory, for improved agility through the curves.
Together with the new brake disc, they contribute to minimising unsprung
mass and rotational inertia, improving responsiveness and precision in setting
the bike up for curves.
Advanced modelling systems have been used to optimise chassis element
cross sections and thicknesses. The swing arm weighs just 5.1 Kg,
for improved shock absorber function and allowing the rider to read the
road surface more precisely.
Comparative swing arm rigidity V4 - V2
Weight (Kg) +12 %
Torsional rig. (Kgm/deg) +23 %
Yaw rig. (Kg/mm) +64 %
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The new upside down Öhlins Racing front fork has 43 mm stanchions and a
titanium nitride coating. Wheel travel is 120 mm.
The fork features micrometrically adjustable hydraulic compression and
rebound damping and spring preload.
The progressive rear
suspension includes a new
Öhlins Racing piggy back
design shock absorber with
adjustable spring preload,
compression travel and
length. This allows adjustment to
the height of the rear end to
tailor the setup to different
riding styles and circuits.
Wheel travel is 130 mm.
Adjustable Öhlins Racing steering damper for
impeccable high speed stability and millimetre
precision in setting the bike up for curves.
Millimetre-precise adjustability
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Awesome stopping power
Radial monobloc Brembo callipers: powerful, modulable and fade
resistant
The 320 mm dual floating discs were developed specifically for this
bike.
A low profile steel rotor and asymmetric cross-drilling offer improved
modulability while lightening the front wheel by approximately 500
g.
The floating retainer is fastened to the flange with 6 pins only in order to
minimise inertia and weight.
A radial brake pump is used to improve precision and lever feel.
The Brembo “Serie Oro” rear braking system features a new 220 mm
stainless steel disc and a two piston calliper.
A racing pump is used with a lightweight reservoir.
Miguel GalluzziDirector of the Piaggio Group Style Centre
Just a few, simple and bold styling elements emphasising the unique engineering qualities of the
chassis and engine and merging them as aesthetic features in their own right.
Extreme compactness: smaller, narrower and sleeker than any bike of this
class has ever been.
An almost obsessive research of perfect ergonomics, a trademark of all Aprilia
motorcycles.
Extensive aerodynamic studies to minimize surfaces without compromising
aerodynamic efficiency.
Performance becomes design
No concession to purely aesthetic choices: the design and engineering of
each component fuse in an unparalleled symphony of function for the
track.
Performance becomes design: every detail is conceived for functionality and performance. Nothing has
been added for the sake of beauty alone, with each aspect giving shape to the technology within.
Brief: Style serving technology
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The tapering lines of the ultra-compact tail fairing seems to
melt away into space, while the LED taillight, embedded under
the tail, offers outstanding lighting power.
Unique personality
The needs to optimise dynamic intake system feeding the V4 dictated the extra-large
air intakes, which not only develop considerable overpressure in the airbox (approx. 35
mb at 280 km/h), but also completely separate the headlamps from the bottom of the top
fairing. The result is a look that is unique, technological and unquestionably aggressive.
The triple headlamp design is inspired by the original Aprilia maxi-sportsbike, the 1998
RSV.
The parabolic headlight mirror was developed using state of the art calculation systems to
ensure maximum light efficiency at night-time conditions together with minimised
weight and dimensions.
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