Italian V-Force
ITALIAN V-FORCE
ROUNDUP
THE CELL-PHONE CAMera is just one of the many little electronic
devices that is clearly playing havoc with the usually secretive development departments at motorcycle manufacters. The computer-enhanced photoillustration below is an example, because it was based on a low-res photo of Aprilia’s all-new “Race Machine,” captured in what appeared to be the Aprilia design center in Noale! The forthcoming superbike is a completely in-house design based around the narrowangle V-Four engine shown at Milan last year (Roundup, February, 2007).
The 999cc engine, despite its slightly larger 65-degree Vee angle, is more compact than the Rotax-built 60degree V-Twin used in the current RSV1000 range. Titanium intake valves are complemented by Nimonic exhaust valves, the latter a refractory (highly heat-resistant) nickel-chrome alloy in the same family as Inconel and popular for use in aerospace. The cam drive uses a laterally mounted chain to drive sprockets on the ends of intake cams, with betweencylinder
centrally mounted gears transmitting motion to the exhaust cam of each bank. The 65-degree layout opens up the intake tracts for better airflow than narrower architecture, while the cam drive allows the head to be extremely compact in the exhaust area. Not only would this permit the engine to be mounted farther forward in the chassis, shorter exhaust ports also mean less heat is transmitted to the heads, improving power and durability.
Use of a balance shaft suggests fully rigid mounting of the engine as a stressed member in the aluminum chassis. Claimed output in Superbike racing trim is 210 horsepower. Nothing less than 165 at the rear wheel would do for a street version.
Aprilia was clear that the flyby-wire throttles, each cylinder bank with its own dedicated butterfly servo, would be used to manage power output. The Italian company gained extensive experience with such systems from the RS3 Cube threecylinder MotoGP effort circa 2003, and spoke of using this technology for traction control on the Superbike.
At this point, there isn’t much else known about the real hard parts of Aprilia’s
V-Four Superbike. But with parent-company Piaggio’s money finally making its way to the engineering and development department (an impressive place full of dyno cells and rolling-road test equipment), combined with Aprilia’s extensive and largely successful roadracing background it is hard to imagine the bike would be anything but competitive. Aprilia may have teetered on the brink of financial oblivion prior to the 2004 buyout, but it looks like it is coming back strong. Mark Hover
