The MV Agusta model line-up is expanding with the introduction of the new Brutale and the 920 engine. This incredible naked motorcycle, which will be available in late February, has enamored the motorcycle world with its unique design that has been to date unequaled.

With the launching of the new Brutale, the most beautiful and powerful naked is now within reach of an even larger number of riders whom have always dreamed of experiencing the emotions only the MV Agusta Brutale can deliver.

The principle characteristics of the new Brutale are:
• Four cylinder engine with radial valves
• Magneti Marelli 5SM engine control module
• Traction control with 8 levels of intervention
• Tubular steel frame coupled with aluminum side plates for maximum torsional rigidity • Single sided swingarm with a adjustable Sachs rear shock
• Marzocchi upside down 50mm adjustable front forks
• Brembo racing radial calipers
• New single piece seat that is both lower and narrower.

The Design

A Brutale that is easier to use than ever before but with the same maniacal attention to detail that one has come to expect from MV Agusta. Just one look at the tubular steel frame, the anodized handlebars with pivoting clamps, the pure form of design of the shift and brake levers, the single sided swingarm and unique wheels and it clear why the Brutale is the most beautiful naked in the world. The two available color schemes are black and white.

A masterpiece of Italian Design, the attention to detail and monochromatic color schemes helps to highlight the technical details like the over-under side mounted exhaust and the original MV Agusta frame design integrating tubular steel and aluminum side plates.

The Engine

The 4 cylinder 16 radial valve MV Agusta engine has reached a new level of evolution and technology. The 921cc, a new engine displacement for Brutale, finds the perfect balance between power and drivability.

The new displacement of the legendary 4 cylinder is obtained with a new bore and stroke ratio with a focus on optimizing the power curve of the Brutale to be even more manageable while at the same time offering the class leading power.

The new four cylinder MV Agusta matches 129 horsepower with a broad torque curve, incredible levels of power have never been this easy to control.

The crankshaft of the BRUTALE is shared with the 55mm stroke unit in the 1090RR as well as the 2nd order engine balance shaft and the optimized oiling system and the oil cooled generator.

The BRUTALE has a number of dedicated engine components including the new cylinder block and 73mm pistons as well as a cooling system with the radiator catch tank which is now at the same pressure as the atmosphere helping to keep the engine temperature under control even in the most extreme track or city driving conditions.

The intake system breaths through a bank of 46mm Mikuni throttle bodies working together with the hyper sophisticated engine management system. The Magneti Marelli 5SM ecu controls the fuel injection, ignition and the various maps.

The double engine map (Normal and Sport) allows the rider to tune the engine management system to the conditions and coupled with 8 position variable traction control the BRUTALE can be ridden to the limit while always remaining under control.

2011 MV Agusta Brutale Specs:

Engine

Type:
Four cylinder, 4 stroke, 16 valve

Timing system:
“D.O.H.C”, radial valve

Total displacement:
921 cm3 (56.2 cu. in.)

Compression ratio:
13:1

Starting:
Electric

Bore x stroke:
73,0 mm x 55,0 mm (2.87 in. x 2.17 in. )

Max. horse power – r.p.m. (at the crankshaft):
Full power version: 96 kW (129 HP) at 10500 r.p.m. – Lim. 11600 r.p.m. / Restricted power version: 72 kW (97 HP) at 10500 r.p.m. – Lim. 11600 r.p.m.

Max. torque – r.p.m.:
Full power version: 95 Nm (9.5 kgm) at 8100 r.p.m. / Restricted power version: 87 Nm (8.7 kgm) at 5500 r.p.m.

Cooling system:
Cooling with separated liquid and oil radiators

Engine management system:
Magneti Marelli 5SM ignition – injection integrated system with Mikuni throttle body; induction discharge electronic ignition; sequential timed “Multipoint” electronic injection

Clutch:
Wet, multi – disc

Gear Box:
Cassette gearbox; six speed, constant mesh

Primary drive:
50/79

Gear ratio (Full power version):
First gear: Speed*
13/38
109.7 km/h (68.1 mph) at 11600 r.p.m.
Second gear: Speed*
16/34
150.8 km/h (93.6 mph) at 11600 r.p.m.
Third gear: Speed*
18/32
180.3 km/h (111.9 mph) at 11600 r.p.m.
Fourth gear: Speed*
20/30
213.7 km/h (132.7 mph) at 11600 r.p.m.
Fifth gear: Speed*
22/29
243.2 km/h (151.0 mph) at 11600 r.p.m.
Sixth gear: Speed*
19/23
265.0 km/h (164.5 mph) at 11600 r.p.m.

Final velocity ratio:
15×40

Electrical Equipment

Voltage:
12 V

Alternator:
350 W at 5000 r.p.m.

Battery:
12 V – 8.6 Ah

Dimensions and Weight

Wheelbase:
1430 mm (56.30 in.)

Overall length:
2045 mm (80.51 in.)

Overall width:
775 mm (30.51 in.)

Saddle height:
825 mm (32.48 in.)

Min. ground clearance:
140 mm (5.51 in.)

Trail:
103,5 mm (4.07 in.)

Dry weight:
190 Kg (418.9 lbs)

Fuel tank capacity:
23 l (6.07 U.S. gal.)

Performance

Maximum speed:
Full power version: 265 km/h (164.5 mph) / Restricted power version: 245 km/h (152 mph)

Frame

Type:
AlS Steel tubular trellis (MAG welded)
Rear swing arm pivot plates: material

Aluminum alloy:

Front Suspension

Type:
“UPSIDE – DOWN” telescopic hydraulic fork with external and separated adjustment of rebound and compression damping and of spring preload

Rod dia.:
50 mm (1.97 in.)

Travel on leg axis:
125 mm (4.92 in.)

Rear Suspension

Type:
Progressive, single shock absorber with rebound damping and spring preload adjustment

Single sided swing arm: material:
Aluminium alloy

Wheel travel:
120 mm (4.72 in.)

Brakes

Front brake:
Double floating disc with Ø 310 mm (Ø 12.2 in.) diameter, with steel braking band and steel flange

Front brake caliper:
Radial with 4 pistons – Ø 32 mm (Ø 1.26 in.)

Rear brake:
Single steel disc with Ø 210 mm (Ø 8.27 in.) diameter

Rear brake caliper:
With 4 pistons – Ø 25,4 mm (Ø 1.00 in.)

Rim

Front: Material / size:
Aluminium alloy 3.50 ” x 17 ”

Rear: Material / size:
Aluminium alloy 6.00 ” x 17 ”

Tires

Front:
120/70 – ZR 17 M/C (58 W)

Rear:
180/55 – ZR 17 M/C (73 W)

Fairing

Material:
Thermoplastic

In fact, it is essentially a longer-travel ER-6n, albeit with a more sophisticated inverted fork, an asymmetrical “gullwing” aluminum swingarm, retuned engine for broad midrange power, and with unique looks. The Versys and ER-6n also share many features with their fraternal-triplet sibling, the Ninja 650R. But while the Ninja 650R and ER-6n have identical, peakier versions of the same engine, the Versys has revised intake and exhaust cams, a 10.6:1 compression ratio instead of 11.3:1, and redline set 500 rpm lower at 10,500.

The Versys’ face is as distinctive as ever, now with dual stacked headlights. Its semi-double-cradle, high-tensile steel frame is adorned with new plastic, ranging from a re-sculpted fairing, radiator shroud, engine covers and rear fender. Observed fuel economy from its 5-gallon tank ranged from a low of about 37 mpg during some heavily loaded, high speed, into-strong-wind riding, up to 54 mpg.

Motorcycle Riding Apparel

• Helmet: Arai RX-Q
• Jacket: Tour Master Motive
• Gloves: Cortech Scarab Winter
• Pants: Firstgear TPG Escape
• Boots: Sidi Discovery

Specifications:

Engine: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement: 649cc
Bore x Stroke: 83.0 x 60.0mm
Compression Ratio: 10.6:1
Cooling: Liquid
Fuel System: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: Digital CDI
Transmission: Six-speed
Final Drive: O-Ring chain
Frame: Semi-double cradle, high-tensile steel
Rake / Trail: 25 degrees / 4.3 in.
Wheelbase: 55.7 in.
Front Suspension / Wheel Travel: 41mm hydraulic telescopic fork with stepless adjustable rebound and preload / 5.9 in.
Rear Suspension / Wheel Travel: Single offset laydown shock with 13-position adjustable rebound damping and adjustable spring preload / 5.7 in.
Front Tire: 120/70×17
Rear Tire: 160/60×17
Front Brake: Dual 300mm petal discs with two-piston caliper
Rear Brake: Single 220mm petal disc with single-piston caliper
Overall Length: 83.7 in.
Overall Width: 33.1 in.
Overall Height: 51.8 in.
Seat Height: 33.1 in.
Curb Weight: 454.1 lbs.
Fuel Capacity: 5.0 gal.
Colors: Metallic Spark Black

The Bonneville’s 865cc eight-valve DOHC parallel twin has been tuned for performance in the Thruxton and delivers 69hp thanks to its revised camshaft profile and high-compression pistons. Handling is composed and precise too, with 41mm forks and chromed twin shock absorbers adjustable for preload and delivering a tailored sporting ride to match the looks.

Engine

The Thruxton’s 865cc, air-cooled, twin cylinder power plant, the most powerful of Triumph’s twin cylinder line-up, has a peak power output of 70PS (69bhp) delivered at 7400rpm and peak torque of 70Nm (52ft.lbf) arrives at 5800rpm. The engine shares the same 360° firing interval as the Bonneville, as well as featuring ‘hot’ camshaft profiles and a compression ratio of 9.9:1.
Fuelling

The Thruxton features a fuel injection system designed for clean running and to meet Euro 3 legislation. The retro styling remains uncompromised though, as fuel injectors are cleverly concealed by throttle bodies designed to look like traditional carbs.
Handlebars

The Thruxton’s handlebars are one-piece tubular chromed steel bars and are set to give a sporty riding position. The stylish bar-end mirrors, engineered specifically for the Thruxton, come as standard.
Chassis

Wrapping the motor is a precisely crafted chassis that inspires confidence; its harder edge delivering real sporting character. The sturdy, preload adjustable 41mm telescopic forks and twin rear shocks give superb suspension action and compliance while sharper steering geometry, a wheelbase of 1490mm and 18 inch aluminium-rimmed front wheel all aid steering input.

Brakes

A fully floating 320mm front disc and twin-piston brake caliper provide powerful, but sensitive, braking performance.

Highlights

• Authentic cafe racer styling
• Tuned 865cc parallel-twin developing 69PS
• Classic spoked wheels with light alloy rims
• Powerful 320mm fully-floating front disc brake
• Two-year unlimited mileage warranty as standard.

The 2011 Kawasaki Vulcan 900 Custom and Custom Special Edition cruisers are a distinctive mix of back-in-the-day style and up-to-date imagery; an aggressive flat handlebar and forward footpegs. Stylish cast wheels, including a solid-look rear wheel, complete the classic V-twin look. These stylish Kawasaki motorcycles have more to offer than just good looks. Like its siblings, the Vulcan 900 Custom has a fuel-injected 903cc engine that produces descent roll-on acceleration not quote rivaling the get-up-and-go of much larger motorcycles, yet it’s wrapped in a nimble chassis that lets it turn and handle more easily than a heavyweight motorcycle.

The Kawasaki 900 Custom has a unique, edgy design that stands out from the crowd. Kawasaki engineers and designers concentrated on delivering a motorcycle with a customized appearance typically found only on more expensive two-wheel offerings. A larger rear tire, light-looking front end accentuated by a thin 21-inch cast wheel, and sculpted bodywork top the standout features of the 2011 Kawasaki Vulcan 900 Custom.

Balancing the lightweight look of the front end is a low, wide rear wheel featuring a 180mm tire on a 15-inch cast wheel that gives the rider the feeling of sitting on a one-of-a-kind, made-to-order motorcycle. A matte black frame provides an understated framework for the Kawasaki artistry that is the appealing and gutsy, fuel-injected V-Twin Vulcan 900 Custom. Its stylish aesthetics grace a platform that’s perfect for customization with Kawasaki (or other) motorcycle accessories.

The Vulcan 900 Custom SE comes with all the trappings of an expensive handmade creation for a fraction of the cost and none of the maintenance headaches.

It features a special black-out treatment on the air cleaner, engine cases, exhaust and forks and the Vulcan 900 Custom SE is finished off with a Special Edition Ebony color scheme mixing flat and high gloss black paint features.

Motorcycle Specs

• Engine: Four-stroke, liquid-cooled, SOHC, four valves per cylinder V-twin
• Displacement: 903cc / 55.1 cu. in.
• Bore x stroke: 88.0 x 74.2mm
• Compression ratio: 9.5:1
• Maximum torque: 58.2 lb.-ft. @ 3,500 rpm
• Cooling: Liquid
• Fuel injection: DFI with dual 34mm Keihin throttle bodies (2)
• Ignition: TCBI with digital advance
• Transmission: Five-speed
• Final drive: Belt
• Frame: Double cradle, high-tensile steel
• Rake / trail: 33 degrees / 7.2 in.
• Front suspension / wheel travel: 41mm hydraulic telescopic fork / 5.9 in.
• Rear suspension / wheel travel: Uni-Trak® swingarm, 7-way adjustable spring preload / 4.1 in.
• Front tire: 80/90×21
• Rear tire: 180/70×15
• Front brake / rear brake: 300mm hydraulic disc / 270mm hydraulic disc
• Overall length: 94.7 in.
• Overall width: 35.2 in.
• Overall height: 44.1 in.
• Seat height: 27.0 in.
• Curb weight: 610.8 lbs.
• Fuel capacity: 5.3 gal.
• Wheelbase: 64.8 in.
• Color / Special Edition: Metallic Dark Red/ Flat Ebony (SE)
• Warranty: 12 months

The engine upgrades bump the power output six-horsepower to an even 140 hp at 10,500 rpm, and the maximum torque is up a bit too, from 70.8 to 72.3 pound-feet at 9,750 rpm. It’s not a huge increase, but that’s an important margin to Ducati when it’s competing in our AMA Daytona Sportbike races against the screaming 600s from Japan.

The Evo benefits from Brembo monoblock brake calipers this year, and these binders provide stunning retardation without any of the grabby characteristics we remember from some early 1098s. Aided by a steering damper that is also new for the Evo, the 848 handles with remarkable accuracy and stability. Apart from a slight soft spot at about 3,000 rpm, the L-twin has quite a broad spread of power, and the smaller reciprocating masses in the 849cc version reduce vibration at both low and ultra-high revs, making it less of a shaker than the bigger engine. With long exhaust canisters fitted to meet increasingly stringent sound levels, the 848 Evo produces a more subtle version of the classic Ducati drone, but it’s still an inspiring soundtrack to the rider.

The 848 Evo simply responds to inputs with immediate changes of direction, adopting lean angles according to pressure at the bar, and holding them with unshakable poise. You can ride a favorite stretch of road hard without the 848 showing any sign of exertion, and you get the distinct impression it might be encouraging you to go faster.

At $12,995 for the Dark model (red or white costs another grand), the 848 Evo is pretty competitive against the rest of the sportbike field. Its real-world performance is on a par with anything out there, and only dragstrips, tracks, and long, open straights will allow the literbikes (and the 1198s) to get away. This 848 Evo is a serious high-performance motorcycle.

The Shiver’s 2011 updates include a new fairing and mini windshield, wave brake rotors, and a two-inch narrower saddle for easier reach to the road. The handlebar has been lowered and the pegs moved rearward for a sportier riding posture, and valving specs for the preload and rebound-adjustable rear monoshock have been uprated for a more responsive ride. Finally, the rear wheel has been narrowed to 17 inches x 5.5 inches, wrapped in 180mm thick radial rubber.

Engine:

The Shiver’s liquid-cooled engine produces 95 horsepower at 9,000 rpm and 60 lb-ft of torque at 7,000 rpm, and is mated to a six-speed transmission with a hydraulically actuated clutch. The ride-by-wire engine incorporates three selectable modes: “Sport,” “Touring,” and “Rain.” The inverted 43mm front fork is non-adjustable and wears radially-mounted, four-piston dual 320mm floating discs. Mounted to the aluminum swingarm is a single-piston 240mm disc, and both sets of brakes feature braided metal lines. The instrument’s display modes can be adjusted using a pushbutton on the left switchgear, while engine mode can be set during closed throttle by pushing the starter button on the right handgrip.

The Shiver’s twin-cylinder engine fires up with a pleasing mechanical snarl through its twin underseat stainless steel exhaust, and the clutch releases progressively as it diverts torque to the rear wheel. Engine power distributes evenly through the rev range with a strong charge to redline, though the “Sport” mode’s throttle response might be a bit too abrupt for more sedate riders. But the razor sharp handgrip-to-rev relationship should put a grin on less cautious types. “Touring” mode offers a more manageable dynamic, while “Rain” neuters engine power enough to make it a viable option under wet conditions, or when you simply want to avoid uninvited attention from law enforcement.

Though the 2011 Aprilia Shiver fills an unusual niche for American bike buyers, its spunky engine, improved chassis, and runabout personality lend it qualities that make for a satisfying ride. More premium shocks would likely deliver a more agreeable combination of damping and handling, but as it stands, the bike’s lively acceleration and competent road manners are impressive given its $8,999 price tag. Similarly, brakes are strong, with front binders that react well to lever input and rears that operate nicely, enabling trail braking and additional stopping power when necessary. Initial bite isn’t overwhelmingly powerful (perhaps to keep less experienced riders out of trouble), but there’s plenty of decelerative force that can be summoned if the occasion calls for it.

BEGINNER RIDERS

Though it’s not a literbike and its brakes deliver stopping power with mild initial bite, the 750cc Shiver is nonetheless too powerful to be appropriate for beginner riders.

INTERMEDIATE RIDERS

Newly minted intermediate riders might find the Shiver’s performance a bit too much for their abilities, but those on the more experienced end of the spectrum will find that it delivers enough engine oomph and braking power to keep them on their toes. Don’t get too comfortable aboard the Shiver if you’re somewhere between beginner and advanced status; its L-twin engine produces plenty of power, and quick steering demands a careful touch on twisty roads.

ADVANCED RIDERS

The Aprilia Shiver packs enough performance to keep experienced motorcyclists entertained. Though its engine falls short compared to 1,000cc powerplants, the Shiver’s middleweight mill is mated to a chassis that enables responsive maneuverability and spirited riding. Brakes are powerful enough to encourage high entry speeds into turns, and the bike—especially when ridden in “Sport” mode—feels aggressive and alive, offering enough performance to make more advanced riders feel involved in the experience of piloting the Shiver.

Info: 150mph + 599cc + 110bhp + 51ftlb + Insurance group 16

The Triumph Daytona 600/650 is lighter, smoother, faster and infinitely prettier than the TT600. What’s more, Bruce Anstey won the Junior TT on one in 2003 which goes to show what improvements Triumph made to their 600cc sports middleweight contender. The Triumph Daytona 600/650 is a beauty: an involved ride with excellent handling, amazing brakes and it’s good value.

Engine

After the injection problems that let the TT600 down, the Triumph Daytona 600/650′s Keihin system’s brand new. And it’s much better. There’s still a bit of a flat spot in the midrange, but it’s not dire, and the bulk of the Triumph Daytona 600/650′s power is still very much up top but, in all, the power band’s wide, accessible for most riders and comes with smooth delivery.

Quality and Reliability

With a selection of decent components, the Triumph Daytona 600/650’s beautifully put together. The paint’s not great either. Triumph Daytona 600/650 mechanical parts are sound though.

Ride and Handling

Taking the excellent handling and brakes from its predecessor, the Triumph Daytona 600/650’s road manners are hard to fault. Suspension’s a treat too: sharp enough for the track yet smooth enough to deal with any potholes. The gearbox is a bit snatchy, though. Comfort’s better than you’d expect given the Triumph Daytona 600/650′s bigger (for a sports 600) dimensions.

Value

The Triumph Daytona 600 was sensibly priced against its rivals, coming in at nearly a grand under Yamaha’s R6. Triumph Daytona 600/650s keep their value pretty well, too, and aren’t quite as ubiquitous as the Japanese fours. Some owners pay a premium for buying British.

Info: 164mph + 749cc + 130bhp + 69ftlb + Insurance group 16

New for 2008,  With only minor tweaks for this year and a facelift, the 175mph K8 is now the smoothest and most refined GSX-R750 ever. Suzuki say it has the same claimed crank power and torque as the K6/K7 model (150bhp/64ftlb), but during MCN’s Road Test it made a staggering 133bhp at the rear wheel on our dyno. That’s 3bhp more than a 2002 R1 (it’s 3mph faster too) and 6bhp more than the old 954cc FireBlade. The GSX-R750 is still the perfect all-round sportsbike, user-friendly, fast and fun.

Engine

The few changes Suzuki has made to the GSX-R’s in-line four cylinder 750cc engine have been made to make the power smoother and more useable; power and torque remain exactly the same as before. All this adds up to a smoother power delivery but with the same voracious appetite for screaming revs, scintillating acceleration and a howling top speed. Throttle bodies have steeper injector angles and the primary injectors have eight nozzles instead of four; secondary injectors have fewer holes, down from 12 to 8. This engine delivers all the revvy excitement of a 600 but with the extra real-world torque that the extra 150cc brings.

Quality and Reliability

Suzuki motors tend to be bullet-proof and although the K8 Suzuki GSX-R750 isn’t yet old enough to have passed the test of time, you can be pretty sure it will handle years of screaming abuse. Avoid winter riding and the more pampering you can give it the better.

Ride and Handling

New three-spoke wheels are lighter than before, the wheelbase is 5mm shorter and Suzuki has built in more flex into the frame and swingarm to give the rider more feel during hard cornering. Forks get high and low-speed compression damping adjustment. Overall the GSX-R’s suspension is on the soft side, even on maximum settings, which can be limiting for really hardcore track riding. For the most part, though, the friendly set-up gives you tonnes of feel, makes it very easy to ride fast and is extremely forgiving. With a set of really sticky tyres fitted there’s very little you can’t get away with on this brilliant handling bike.

Value

The Suzuki GSX-R750 is one of the best sportsbikes money can buy, bar none and the best thing about it is that it costs just over eight grand, which is excellent value for money. It’s one of the easiest bikes in the world to ride very, very fast and seems to be one of biking’s best kept secrets. You really don’t need a 600 or a 1000 if you’re on a Suzuki GSX-R750; it’ll smoke them all.

Unique, timeless styling sculpted for wind-cheating aerodynamics. Long-distance comfort with effortless acceleration and sporty handling. A full 1340cm³ of broad, muscular torque. The Hayabusa 1300. A two-wheeled legend in a class of its own, defining balanced performance, defining Ultimate Sport.

Engine: 1299cc, 4-stroke, four-cylinder, liquid-cooled,
DOHC, 16-valve, TSCC
Bore & Stroke: 81.0 x 63.0mm
Compression Ratio: 11.0:1
Carburetor: Keihin/Denso Fuel Injection
Lubrication: Wet sump
Ignition: Digital/Transistorized
Starter: Electric
HAYABUSA 1300 Transmission: 6-speed, constant mesh

Suzuki HAYABUSA 1300 Dimensions:

Overall Length: 2140mm (84.3 in.)
Overall Width: 740mm (29.1 in.)
Overall Height: 1155mm (45.5 in.)
Seat Height: 805mm (31.7 in.)
Ground Clearance: 120mm (4.7 in.)
HAYABUSA 1300 Wheelbase: 1485mm (58.5 in.)
HAYABUSA 1300 Dry Weight: 217kg (478 lbs.) 218kg (480

Suzuki HAYABUSA 1300 Suspension:

Front: Inverted telescopic, coil spring, fully adjustable
spring preload, 14-way adjustable rebound damping
and 13-way adjustable compression damping
Rear: Link-type, gas/oil damped, fully adjustable
spring preload, 22-way adjustable compression &
rebound damping

Suzuki HAYABUSA 1300 Brakes:

Front: Dual hydraulic disc
Rear: Single hydraulic disc

Suzuki HAYABUSA 1300 Tires:

Front: 120/70-ZR-17
Rear: 190/50-ZR-17
Fuel Tank Capacity: 21 liter (5.5 gal.) 19.0 liter
(5.0 gal.) CA. model
HAYABUSA 1300 Avaliable Colors: Black/Gray, Silver/Gray.

RSV4 R is a true Aprilia, above all because it is so incredibly easy to ride, bringing superlative performance within the reach of any rider. Aprilia RSV4 R is the latest product of this winning project, a no-compromise hypersports motorcycle: ultra-technological and innovative, a machine that gives riders the means to constantly raise the bar of their own personal limits. Aprilia RSV4 has brought a wind of change into the world of hypersports bikes; Just one look and you know that its genes are made up of the same winning DNA as the bikes that have earned the marque from Noale 35 world championship titles on the racetrack.

Aprilia RSV4 R represents the beginning of a new generation of hypersports motorcycles: with its essential concept and pure design, it eschews an overfaired look in favour of body elements pared down to the bare minimum necessary for aerodynamic efficiency. This is the world’s first full scale production motorcycle with a high performance narrow V4 engine, the most revolutionary and powerful engine ever built by Aprilia. Together with the fully integrated electronics, record breaking lightness and extreme compactness, this engine gives the bike its unique, unmistakable character.

The unique characteristics of the bike are listed as follows:

* Class beating compactness
* 999.6 cc 65′deg V4 cylinder engine.
* Latest generation triple-map Integrated Ride-by-Wire
* Cassette type gearbox
* Slipper clutch
* Frame and swingarm in anodisedaluminium, as used on MotoGP machines
* Fully adjustable suspension