Real V4 versus fake V4

In the World Superbike Championship, the Yamaha R1 was top dog, but can the Aprilia RSV4 hold its own in our track-day challenge? Jane Omorogbe reports

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YAMAHA’S new YZF-R1 stormed into the superbike category earlier this year with a throaty rumble similar to the roar of a V4 engine. But the distinctive tone is simply a side-effect of the bike’s new cross-plane crankshaft and its unequal firing order. The primary reason behind it is to improve traction to the rear’s rubber when pushing the bike to its limits.

It wasn’t the only exciting superbike to be revealed this year. While Yamaha gave us its highly competitive “fake” V4, Aprilia launched a real one – the RSV4 Factory. It’s a beautiful piece of machinery that aesthetically mirrors the superbike raced by Max Biaggi. With Yamaha’s R1 road bike, you need a little more imagination to recognise the beast Ben Spies took to the world title.

When manufacturers talk about the weight of their superbikes, they can lie as convincingly as a model with an eating disorder.

Looking at the compact Aprilia, it’s easy to believe the claimed dry weight of 179kg (without fluids and petrol). Yamaha, on the other hand, has remained tight-lipped about the R1’s vital statistics, opting instead to release a fully fuelled and ready-to-ride weight figure of 206kg.

Compared with the skinny Aprilia, the R1 looks as if it’s determined not to let size become an issue. The black bodywork certainly helps it to appear slimmer, but it still looks almost twice as wide as the Aprilia. It’s also the only bike where you can read the fairing’s side stickers from head on.

A set of scales confirms the visual impact. The Yamaha weighs around 220kg (that’s 12.6kg heavier than the previous model) and the Aprilia is 16kg lighter. But if manufacturers are modest about the weight of their sports bikes, they are even more optimistic about the engine power.

With the figures measured at the crank, Aprilia promises 180bhp for the RSV4 Factory and Yamaha claims 182bhp for the R1. Testing the truth on a dyno run, the R1 smeared 172bhp on to the rolling road, but it’s disappointing to discover the Aprilia is only stronger between 5,000 and 6,000rpm. At 10,000rpm, the R1 is 18bhp stronger, and only at the top end of the rev range does the Aprilia hit back to limit the damage with 168bhp. Its peak horsepower is actually 4bhp less than the R1.

The primary goal of a 1,000cc sports bike is to be quick on the track and to score victories in World Superbikes, which boosts sales of the production version. Whether we use our bikes to commute or tour is way down the development priorities, regardless of the fact that most owners can barely imagine the skills of Spies or Biaggi, let alone put them into practice.

On the road and in the real world, sports bikes can be stunning implements of torture, so it’s no surprise that the Aprilia’s seat feels as welcoming as a plank of wood and the mirrors are as useful as a chocolate teapot. But it’s still not as extreme as some bikes (MV Agusta’s F4, for example). Legroom is adequate and the riding position is compact, but not ridiculously so.

The R1, however, is simply far more comfortable. The suspension is forgiving, the mirrors are functional, and compared with the RSV, the seat feels like a comfortable sofa.

Although your bottom may be cushioned, it will also roast on board the R1. The Yamaha blows more hot air than Prime Minister’s Questions. Despite that, it’s still the better road bike.

Both machines use a ride-by-wire fuel-injection system that dismisses the need for a conventional throttle cable, but the R1’s power delivery is noticeably smoother. Consequently, it’s tempting to ride the Italian bike in a higher gear to take the edge off the abruptness. So with the R1 stomping about in lower gears, it clearly has the edge, with its instantaneous, reliable power poised at your fingertips.

When the asphalt is perfect, the Aprilia snubs critics with its ultra-precise, super-stable steering and leaves the R1 looking almost vague. But on the (more common) imperfect roads, the standard Ohlins suspension becomes jarring, so you’ll need to either soften the rear or snatch the Yamaha’s keys.

The Aprilia is a race bike for the road, with an athlete’s thirst for fuel. It dips into the reserve tank after about 100 miles – at least 18 miles before the R1. On track, however, it excels. It’s the only litre sports bike with the stature of 600cc supersports, while the combination of Ohlins suspension and Pirelli Supercorsa semi slicks provide a surgical precision that the R1 can only dream of.

The faster you ride it, the better it gets. It’s smaller than the R1, it’s lighter, more stable and equipped with superior brakes and suspension. There is a downside, though. While the Aprilia gorges on its rubber and licks the tread clean, the R1 savours the Michelin Pilot Power tyres and clearly has room for many more miles.

Compared with the RSV, the R1 feels like a road bike on track with its soft seat, supple suspension and brakes that lack the bite of its rival. Where the RSV’s suspension was softened from standard, the R1 was stiffened to encourage stability for the track – but the Yamaha’s biggest handicap on circuit was the road tyres. Cross-plane crankshaft or not, there just isn’t enough grip to get the power down, so it’s difficult to really exploit the bike’s potential in firing out of corners.

Nevertheless, it is quicker on the straights, with a difference in power that feels much bigger in reality than the measured 4bhp. Combined with a smoother throttle response, Yamaha’s “fake” V4 is more impressive than Aprilia’s real V4 engine. But that doesn’t make it the better track bike, not with the RSV’s superior chassis.

The conclusion is simple: living with the R1 is the easiest and cheapest option. It’s considerably more useable for everyday use and you could invest the money you save on the purchase price on optimising the bike’s chassis and brakes (thus making it less useable).

It’s clearly the smartest choice for the sporty road rider. But that doesn’t change the fact that the RSV4 Factory is sex on two wheels and it’s the closest thing on the market to a real race bike.