SYLVAIN GUINTOLI'S APRILIA RSV4
RACER TEST
P96
of them, Melandri six)—essen-
tially thanks to a massive end-
of-season spurt in development
aimed at refining the electronics
package and chassis setup of
the most powerful motorcycle in
the paddock.
The chance to experience that
performance for myself came
during one of Aprilia's repeat
visits to the Mugello racetrack to
develop its MotoGP contender
for 2015. It had been two years
since I last rode the Aprilia (Max
Biaggi's half-point title-winning
season) and the difference in
setup and architecture between
his and Guintoli's bike was im-
mediately noticeable. Compared
to Biaggi's very-'90s stance—a
thick rear seat pad to push him-
self forward to load up the front
wheel with his body weight—the
French World Champion's title-
winner has a much more rational
riding position. I could feel I was
sitting lower in the Aprilia, which
also felt longer, but still pretty
slim. Plus it didn't feel quite as
nervous as the Biaggi bike, and
best of all had a race-pattern
gearchange, rather than the
street-pattern shift that Max
never persuaded himself to stop
using. But that impression wasn't
just down to the riding position,
as I discovered in my post-ride
debrief with Albesiano, who was
the man responsible for over-
seeing the creation of the RSV4
when development began back
in 2005.
"For 2014 we altered the chas-
sis geometry to get better race
pace, at the expense of qualify-
ing times," said Albesiano. "So
the bike is indeed lower and has
a longer wheelbase [56.9 in. to
57.6 in.], with more conservative
steering geometry [a 24.8-de-
gree head angle with 107mm
trail] aimed at increasing rear tire
life."
Aprilia also found more top-
end horsepower, with over 240
bhp at the gearbox at 15,000
rpm according to Albesiano.
That's 10 more than before but at
the expense of a little less down
low.
The Aprilia RSV4
that Sylvain
Guintoli rode to
the 2014 World
Superbike title.
