VOL. 56 ISSUE 1 JANUARY 8, 2019 P111
aboard the V4 R gradually becom-
ing more and more impressed by it.
This is quite some motorcycle.
For while it shares the same tech-
nical basis as the more prosaic but
still super-performing V4 S, this is
a very different motorcycle to ride.
Firstly, of course, because of the
engine, which, thanks to its shorter-
stroke format measuring 81 x 48.4
mm—as opposed to 81 x 53.5 mm
for the S-model, remembering that
an 81mm cylinder bore is the largest
diameter allowed for Superbike rac-
ing—already has a greater appetite
for revs, even before the V4 R's
adoption of a 2.4-lb lighter back-
wards-rotating forged steel crank-
shaft, plus titanium conrods and
34mm intake valves (with 27.5mm
steel exhaust valves).
This not only lifts the revs ceiling
to that amazing 16,500 rpm limit,
but also allows the V4 R to pick up
revs harder and faster exiting a turn.
It's aided in that by the same Twin
Pulse firing order as on the D16
MotoGP bike, obtained via a 70°
crankpin offset together with a 90°
V4 cylinder angle, with the two left
cylinders essentially firing closely
together, followed by the two right
ones in a 0°, 90°, 290° and 380°
firing order.
This makes the V4 R sound just
like the MotoGP Desmosedici V4,
complete with the same chilling
(Below L-R) The latest generation of Brembo Stylema calipers adorn the
V4 R. This is the first production streetbike to have wings fitted. (The Aprilia
RSV4 FW of 2018 had them, but you couldn't ride it on the street.) The V4 R
gets the same dash as the V4 S, which debuted earlier this year.
Turn-in stability is superb on the V4 R.
