RSV4 RR V ZX-10R
Litre-class supremacy
NOW THERE IS NO denying the fact that litre class bikes are at the highest echelons of the two-wheeled stratosphere, and for very good reason. For a moment, forget the insane power outputs, ability to outrun rockets and electronics that would seem in place in a coldfusion laboratory. Forget all that. Just think about taming all that horsepower. Why go for one then? For the same reason you would go for an Aventador or a 488GTB (if you are loaded enough, that is). Never mind the fact that you would never be able to explore even 80 per cent of their potential on our roads. Just having access to all that power makes you want to get one. It’s not logical, but logic has never been the gateway to fun, has it? Power has always been a great aphrodisiac.
Maybe you might not be able to wake a litre-class monster most of the time but on the rare occasion you do, you should be able to revel in that insane rush of adrenaline, that momentary shift in the time-space continuum. On occasions like these, the electronics do save your skin every single time (we are talking close to 200bhp outputs here) but they do suck out some of the soul of the bike. So what you are left with essentially, are bikes that deliver everything at warp speed but at anything less than that, you miss out on the most important factor – the thrill of riding.
Now I was lucky enough to spend some time with one such ballistic missile – the Kawasaki ZX10R. I had the bike for close to a week and I was blown away, not by the manic power but by how easy she was to ride and how well the electronics seemed to control that heady output. Therein lies the problem for me. The nannying electronics take away the true nature of the bike. You see, I want to be scared while riding a superbike, I want to feel fear, exhilaration and all associated emotions while riding such a bike fast. On this, I didn't realise
THE ELECTRONICS DO SAVE YOUR SKIN EVERY SINGLE TIME YOU WIND ONE UP
I was touching 230kmph until I glanced down. Honest mistake. I believe the bike should make you work for the revelry; the Ninja is too effortless and dare I say, robotic.
The Aprilia on the other hand is an advanced course in insanity. The very first Aprilia I rode was the manic Tuono V4 RF and that bike made me weep in joy. When I rode the ZX-10R, comparisons were inevitable and hence the Aprilia RSV4 RR that you see in these pages.
The RSV4 has that heady V4 mill nestled in a sublime chassis, which with the requisite electronic aids makes it a tempting prospect. But, if you are in the market for a litre class bike, you simply cannot overlook the sheer brilliance of the Jap machines, specifically the updated 2016 Kawasaki Ninja ZX10R which now gets a revised chassis geometry, Showa BFFs and amazing electronics that include a 5-axis inertial measuring unit and cornering ABS. So what we have here are two fantastic machines that seem closely matched on paper but are quite different to ride. Let’s find out more.
On paper, both motors make around the same power and torque figures. On the road, they couldn’t be more different. The Aprilia’s 999cc V-four motor imbues V-twin characteristics which makes it quite torquey from mid revs. The Ninja’s 998cc in-line four makes most of its power felt post 8000rpm. At 197bhp, the ZX-10R might lose one bhp to the RSV4’s 198bhp power output but the Ninja has one trick up its sleeve. It boasts of Ram Air technology which at high speeds has cold air being forced into the engine via an intake between the twin headlamps. This boosted air creates a turbocharged effect and can push power up to 207bhp.
ln the handling front I both bikes are closely matched. qhe radical phowa Balance cree corks with the revised front chassis geometry make the Ninja’s front end more agile while delivering tons of feedback. qhen there is the R-level traction control and other electronikery to make sure things don’t get out of hand. doing fast is a highly controlled and stable experience thanks to the lhlins electronic steering damper that keeps the front in check. qhe Brembo jRM radial calipers are astounding and frankly the best bit of kit I have sampled till now. qhe Aprilia ops4 might miss out on the phowa Bcc and jRM monobloc calipers but it weighs OM kilos lighter than the wu-NMo. And as you know, weight is the definitive factor when it comes to performanceI both in acceleration and dynamics. qhe ops4 oo is kitted well in the form of fully-adjustable 4Pmm pachs upside down forks and adjustable rear mono shock. Add a couple of lakh more and you get the ops4 oc which gets lhlins race-spec suspension and adjustable lhlins dampers in place of the non-adjustable unit you get here. qhe ops4 feels more agile on the move
THE ZX-10R MIGHT LOSE ONE BHP TO THE RSV4 BUT THE NINJA HAS ONE TRICK UP ITS SLEEVE
while the Brembo j4PM monoblocs provide excellent stopping power and feedback as they have less weight to retard. It also gets the AmoC pystem (Aprilia merformance oide Control)I which includes 8-stage qraction controlI theelie controlI Launch control, all of which can be configured and deactivated independently.
then it comes to performance both bikes do deliver. vou have to rev the wu-NMo over RMMMrpm to get it to wake up. iike other in-line foursI it makes explosive power at high revs and with the tall gearing, leaves you playing with the first two gears most of the time. But once up to speedI with the ram air kicking inI it accelerates like none other. vou’re pushed back against the seat stop as you experience momentary tunnel vision with just the flickering red rev limit lights flashing in front of you signalling the next gear change. mut up with this and within four changes you will be pushing ORMkmph in no time. qhe ease with which the wu-NMo achieves this is astounding. iethal is an understatement. It is like a scalpel that will get the job done without drama. qhe in-line wail is
intoxicating but not as much as the gravelly rumble of the s-four motor of the Aprilia. qhis particular RSV4 is fitted with an SP end can that makes it sound like a factory race bike. It is intoxicatingI the way the s-four roar reverberates throughout the hills of our favorite proving ground. qhe overcast skies seem to love the soundtrack and join the party.
taiting for the skies to clearI we park them together and the design theme is uncanny. Both bikes follow the same set of rules – arrowshapedI forward-mass silhouette with sharp edgy elements. qhe wu-NMo feels a tad understated even with the new graphics. qhe ops4 manages to stand out despite its compact dimensions. ItDs pure sex on two wheels. qrust the Italians to deliver such oomph which seems restricted to bikes coming from the buropean subcontinent.
Both sport an aggressive stanceI though on the Ninja your feet seem to be placed higher. dood for corneringI not so much for city riding. But then again these bikes aren’t intended to be ridden sedately. ln the roadI the Ninja’s digital cockpit has more drama than the ops4’s analogue and digital unit. At warp speedI it lights up like the neon lights of a sex shop in Amsterdam. ItDs unmissable.
qhe skies clear and now itDs time to hop on to the Aprilia. qhe ops4’s s-four is an absolutely glorious motor. Brimming with exoticaI it makes more torque and most of it is available low down so your exit speeds out of a corner are faster and more explosive. Both offer hair-raising acceleration but on the ops you get to feel a part of the action not once but twice. qhe power surge comes in two stages, the first threatening to rip your arms apart and when you think you have survived thatI the second one absolutely mauls you. vou canDt imagine riding these bikes without the crazy array of electronic aids. qhe ops4 feels edgy for the urban crawl where the buzzing motor and vibrations can be a bother. Compared to the wu-NMo’s surgical precisionI the ops4 feels like a siking sword.
Both bikes are closely matched to pick out a clear winner. rltimately it boils down to your preference. qhe hawasaki wu-NMo is a brilliant machine and its host of electronics will make up for your lack of skill behind the bars. qhe high horsepower ceiling will even let noobs get away with ham-fisted throttle openings. qhe problem is the very same electronics which save your hide also deprive you of the sensory experience associated with riding a missile. ItDs not a deal-breaker as it is civilised in other areasI which makes it more liveable. It is also terrific value, retailing at ` 16.4 lakh (ex-Delhi).
qhe Aprilia ops4 oo is a raw sensory experience and it delivers even at 4Mkmph. It offers explosive delivery at mid revs and fits you like a glove. It can get a bit lairy at times but then that’s what makes the ops4 oo evocative and a favourite among seasoned riders. At ` OM.VV lakh (ex-aelhi) it might not offer the best value but it pulls at your heartstrings. And isn’t that what a bike is supposed to do?
Special thanks to Kunal Dangat for letting us have a go on his Aprilia RSV4 RR