[sportrider - features] - Italian Sportbike Comparison Test | Italy's Best

[Ninjette Newsbot]

Yeah, we know what some of you more astute Sport Rider readers are thinking: “Didn’t you just test these same three bikes not too long ago?” A cursory glance at the comparison test in the October 2012 issue (“High-End Hardware”) would show two of the bikes to look the same—the Aprilia RSV4 Factory and MV Agusta F4RR—while the other is only slightly different (Ducati 1199 Panigale S).

Oh what a difference a year makes.

While the RSV4 Factory and F4RR may look the same externally, there are numerous internal changes beneath the skin for 2013 that have the potential to significantly improve performance over their predecessors. And the 1199 Panigale R is Ducati’s racing homologation model replete with updates aimed at increasing its capacity as a superbike competition platform. The alterations to all three gave us sufficient reason to bring them back together again to see which of these Italian thoroughbreds really has the goods.

NEW FOR 2013
Bradley covered the details of Ducati’s new 1199 Panigale R in his first ride story from the June 2013 issue (“Progress Makes Perfect”). To briefly recap, the biggest changes from its standard Panigale brethren are the DES (Ducati Electronic Suspension, which also comes standard on the S model in 2013), titanium connecting rods, lighter flywheel, shorter gearing, an adjustable swingarm pivot, a smattering of detail changes to fueling maps, and a lot of carbon fiber—oh, and a full Termignoni race exhaust and fueling EPROM chip are included with the bike. While those changes may sound minor, Bradley reported that the Panigale R was a whole different animal.

The Aprilia RSV4 Factory returns for 2013 with ABS as standard, utilizing the latest Bosch 9MP system. It can be adjusted to three different settings (Level 1 Track, Level 2 Sport, Level 3 Rain) that can be combined with any of the three different engine maps (Track, Sport, Road). Level 1 Track has the minimum amount of intervention, while the other two settings also have RLM (Rear Lift-up Mitigation) that acts progressively according to speed. The APRC (Aprilia Performance Ride Control) system has also undergone some changes, with numerous subtle revisions aimed at making the system even more transparent; both the ATC (Aprilia Traction Control) and the AWC (Aprilia Wheelie Control) have been refined and tweaked for even better performance.

The fuel tank was enlarged, both to make room underneath for the ABS unit and to increase volume for better range (something we complained about with the previous version), with capacity increasing to 4.9 gallons from 4.5 gallons. Braking has been upgraded as well, with new Brembo M430 radial-mount monobloc calipers and a new radial master cylinder up front, and a newer twopiston Brembo caliper out back.

Subtle alterations to the engine’s position in the frame, together with a slight change in swingarm pivot height (both are adjustable, as well as the steering head angle) were done to improve braking stability. Changes to the inside of the 999cc V-four engine to reduce internal friction plus a slightly different exhaust design bring a claimed additional four horsepower and 1.2 footpounds of torque over last year’s version.

The MV Agusta F4RR returns for 2013 with the same ultra-short-stroke, radial valve, 998cc inline-four-cylinder engine with variable-length intakes, but includes some important changes. Like the Ducati, the connecting rods are now titanium, and the F4RR also finally joins the rideby- wire throttle ranks courtesy of an all-new Eldor electronics package. This provides four different engine performance maps: Normal, Sport, and Rain, plus a custom map option that allows you to select one of three default settings in each of the following parameters: Throttle Sensitivity, Maximum Engine Torque, Engine Response, Engine Braking, and RPM Limiter. Traction control is adjustable to eight levels, plus off; and a new EAS (Electronically Assisted Shift) system allows wide-open gear changes.

The suspension is Öhlins’ latest electronically adjustable units very similar to the Ducati, and the front brake calipers are Brembo’s latest M50 monobloc units—again, basically identical to the Ducati. The Öhlins steering damper also boasts both manual and electronic control, where damping is automatically adjusted according to speed.

STREET COMPROMISES
Okay, so let’s be frank here: none of these machines have any compromise in their design for street use. They’re all intended to provide maximum performance on the racetrack, and thus make you put up with a lot of issues in exchange for that speed.

Of the three, the Aprilia is the least torturous when not riding at crazy lean angles with blood in your eyes and your hair on fire. Oh it’s not without its drawbacks, the biggest of which is the ultra-tall first gear necessitated by the ultraclose- ratio transmission; you’ll be in for a lot of clutch slipping from stoplights. But other than that, the tight ergos for anyone near six feet tall, and its thirsty engine (good thing for the larger fuel tank, as the RSV4 averaged a dismal 27 mpg), the Aprilia is surprisingly hospitable on the street. Its old-school Öhlins components offer an acceptable ride even when adjusted to racetrackfirm settings, and the electronics menu is fairly easy to navigate.

Although Ducati has upgraded the rear exhaust header heat shield on the 1199 R (incidentally, a free update to all Panigale owners) so that it no longer fries your thighs—merely warms them—the V-twin was still a cantankerous bike to live with on the street. The stiff spring rates mean you can soften up the suspension via the intuitive dashboard menu only so much, and dialing back the damping only made the Ducati pitch-happy on the brakes or throttle. The seat is worse than sitting on a four-by-four after 15 minutes, and the mirrors flop and vibrate so much that they are basically useless. And expect to garner a lot of attention from law enforcement if you decide to run the boomingly loud Termignoni exhaust.

The MV is nearly as easy to live with on the street as the RSV4 Factory, but despite the welcome addition of electronic Öhlins suspension, the F4RR’s dashboard menu is still frustratingly laborious to navigate, especially in the suspension settings section. Although the previous abrupt throttle response has been mostly cured when running in Normal mode, the F4RR now suffers a nasty flat spot at 10,000 rpm (and a slightly less-bothersome one at 7000 rpm) that really hurt its drives off the corners in the canyons. And the underseat exhausts still tend to make your backside uncomfortably warm.




TRACK READY
In order to let these track-oriented machines really cut loose in their intended environment, we segued to the ultra-fast pavement of Willow Springs International Raceway’s 2.5-mile, nineturn main course. After outfitting all three bikes with Dunlop’s excellent U.S.-made D211GP-A DOT race tires (the dominant tire at Willow’s big track), we came away impressed by not only how quickly the Italian trio got around the circuit, but also how close their times were.

The MV still has the rock-solid chassis that provides excellent feedback when leaned over that we remember from last year’s version. The engine is also still a beast, cranking out almost 10 more horsepower than the next closest bike (Ducati), and feeling just as fast as another bike we can think of with similar peak power figures (BMW S 1000 RR). The F4RR has the potential to really shake up the literbike status quo—although also in a literal sense, as it vibrated excessively (“Were we riding a sportbike or a jackhammer?” griped Bradley).

Unfortunately that potential is stifled by an overly aggressive power delivery (exacerbated by the aforementioned 10,000-rpm flat spot) that can get even the Öhlins suspension all wound up. Add to that a new traction control system via the Eldor ECU that is woefully inadequate; even at its least intrusive level, the TC would cut power over moderate bumps or wheelspin. We ended up turning the system off, which helped lap times, but it also resulted in excessive wheelspin and/ or extreme care in many sections due to the engine’s belligerent power delivery. To top it all off, the F4RR’s brakes also were the least preferred of the group, with high effort, not enough power, and poor feel heading the complaints list (the MV’s excessive heft possibly contributing here), and a powershifter that was very inconsistent at best.

It’s hard to believe that titanium rods, a lighter flywheel, a 500-rpm-higher rev limit and a twoteeth- shorter rear sprocket can make such a huge difference in a bike’s performance. But with the Panigale, those changes transform the bike into a serious contender that inhales pavement like no twin-cylinder should. No longer are you forced to put up with quirks and inconsistencies in the Ducati’s powerband; as Bradley put it, “With the standard Panigale I was often stuck between gears—with the new gearing and added power, I never had that problem.” Curiously, the Panigale R suffered less of the nervousness entering a corner that we experienced with the standard model, and it was the easiest to flick into a corner by a large margin. Plus the Ducati’s brakes are still the best of the lot, a feeling confirmed by our AiM Solo data acquisition.

The Panigale R probably would’ve been even closer lap-time-wise to the Aprilia, but for a couple of shortcomings. Foremost was that the Ducati lacked the complete and balanced feel of the Aprilia; if you got the rear suspension working just right, it seemed like the front would be thrown off balance, and vice versa. There was never a total faith in the bike that enabled you to confidently flick the bike swiftly into a corner— there would always be one portion that wasn’t working quite right, enough to cause some doubt to creep into the handling picture. The other was a small chatter in Willow’s ultra-fast turn eight that we couldn’t tune out, which lost it some time both there and onto the following front straight. Aprilia didn’t mess with the basic engine and chassis architecture of the RSV4, and for good reason. The RSV4 Factory has that balanced, cohesive feel of a sportbike that functions together on all levels. It doesn’t steer the quickest, or have the most power; what it does have is a confidence-inspiring combination of stability, chassis feedback, and a wide spread of usable, quick-revving power that enables the rider to push harder without feeling like he’s tiptoeing on the precipice of crashing. The Aprilia’s traction control is probably the most transparent system we’ve tried so far; in its least-intrusive levels, it allows smooth, controlled slides while still powering forward—even on a well-used tire that’s seen better days.

That the RSV4 could turn the quickest lap times with several disadvantages—its engine falls a little flat on top, resulting in a six mph deficit to the other two at the end of Willow’s front straight, and it could still stand to lose some weight— speaks volumes about how a well-balanced package that is easy to ride fast can easily overcome a spec sheet deficit.

PERFORMANCE TO PRICE
Although the 1199 R commands a $6000–$7000 premium over the Panigale S model, both the Aprilia and MV Agusta have identical sticker prices to last year, despite the upgrades to both. And yet the overall performance of all three sets the bar higher than ever before for these upscale literbikes. Granted, the Ducati and MV still leave some potential behind on the table—work those kinks out and either would be a standout performer.

But the Aprilia once again has shown that it’s already got everything sorted out. And the improvements instilled into the RSV4 Factory only strengthen its position atop this trio. And judging by our last Bike of the Year comparison back in 2010, it may still be on top of the sportbike world. Quite an achievement for the least expensive bike in this group.

OPINIONS

ERIC NUGENT
Asking to choose between these three bikes is like asking me to go to Randy’s Donuts and only pick one donut—a man should never be put in that situation. Like a trip to Randy’s, while all three were amazing to ride, I had to pick just one, and that one was the RSV4 Factory. The bike is extremely smooth, handles like a dream, and has a linear power delivery that pulls for days—which makes you glad the brakes feel like they could stop a Mack truck. It’s a win-win situation! The Aprilia and an apple fritter!

BRADLEY ADAMS
Every time we test a group of bikes like the ones we’ve tested here, I walk away more and more impressed. I don’t think I’m living in the honeymoon stage either; these bikes really are that good—hold, I guess, for the MV’s electronics, which put the F4RR at a disadvantage in this comparison and were the butt of our trackside jokes. The Aprilia’s electronics, in contrast, are the best I’ve used to date. Add to that system an extremely linear power delivery and sweet exhaust note and you have our deserving winner. As for the Duc, I would’ve crowned it king had it made for a better street bike; there’s something about the R model’s engine that speaks perfectly to my right wrist, but also something about that seat that tells me I’d go deaf to those benefits in a matter of miles.

KENT KUNITSUGU
I can remember the time when bikes like these were labeled “overpriced underachievers,” but that is no longer the case now. All three pack serious performance that will stand toe-to-toe with any sportbike out there—and possibly come out on top. After being impressed with the MV Agusta last year, I had high hopes for the latest version; but unfortunately the new electronics are not up to par. The Panigale R amazes me with how different it is from its 1199 brethren with just a handful of changes, but it still has that unbalanced feel that prevents me from really getting excited about it. The Aprilia RSV4 Factory has the best electronics I’ve ever ridden bar none, which only adds to its stellar performance…and it’s the cheapest one in the bunch. Go figure.




APRILIA RSV4 FACTORY ABS

TEST NOTES
+ Best electronics ever
+ Flexible, powerful engine
+ Most balanced package
– Still needs to lose weight
– Still down on top end
– Ultra-tall first gear
x Least expensive bike the most fun to ride

SUGGESTED SUSPENSION SETTINGS
FRONT: Spring preload - 8.25 turns out from full stiff; rebound damping - 12 clicks out from full stiff; compression damping - 13 clicks out from full stiff
REAR: Spring preload - 25mm from top of spring to end of threads; rebound damping - 16 clicks out from full stiff; compression damping - 14 clicks out from full stiff




DUCATI 1199 PANIGALE R

TEST NOTES
+ Engine puts other Panigales to shame
+ Best brakes in the sportbike world
+ Better handling than standard 1199
– Handling still a little busy
– A little pricey
– Exhaust is loud
x Could easily be a contender with more development

SUGGESTED SUSPENSION SETTINGS
FRONT: Spring preload - 6.5 turns out from full stiff; rebound damping - 14; compression damping - 9
REAR: Spring preload - 6 threads showing; rebound damping - 12; compression damping - 12




MV AGUSTA F4RR

TEST NOTES
+ Monster, quick-revving engine
+ Solid, stable chassis
+ Electronic Öhlins suspension
– Engine powerband too aggressive
– Navigating electronics laborious
– Needs to lose weight
x Excellent performance potential stifled by various parts

SUGGESTED SUSPENSION SETTINGS
FRONT: Spring preload - 12.5 turns out from full stiff; rebound damping - 13; compression damping - 10
REAR: Spring preload - 41mm from top of spring to end of threads; rebound damping - 12; compression damping - 12

SPECIFICATIONS

2013 Aprilia RSV4 Factory ABS 2013 Ducati 1199 Panigale R 2013 MV Agusta F4RR MSRP $22,999 $29,995 $24,998 ENGINE Type Liquid-cooled, 65-degree DOHC V-four Liquid-cooled, 90-degree DOHC V-twin Liquid-cooled, transverse DOHC inline-four Displacement 999cc 1198cc 998cc Bore x stroke 78.0 x 52.3mm 112 x 60.8mm 79.0 x 50.9mm Induction Weber Marelli EFI, 48mm throttle bodies, dual injectors/cyl. Mitsubishi EFI, elliptical throttle bodies equivalent to 67.5mm, dual injectors/cyl. Mikuni EFI, 49mm throttle bodies,dual injectors/cyl. CHASSIS Front suspension 43mm Öhlins inverted cartridge fork, 4.7 in. travel 43mm Öhlins NIX30 electronic fork, 4.7 in. travel 43mm Öhlins NIX30 electronic fork, 4.7 in. travel Rear suspension Single Öhlins shock absorber, 5.1 in. travel Single Öhlins TTX36 electronic shock absorber, 5.1 in. travel Single Öhlins TTX36 electronic shock absorber, 4.7 in. travel Front tire 120/70ZR-17 Pirelli Diablo Supercorsa SP C 120/70ZR-17 Pirelli Diablo Supercorsa SP 120/70ZR-17 Pirelli Diablo Supercorsa SP Rear tire 200/55ZR-17 Pirelli Diablo Supercorsa SP 200/55ZR-17 Pirelli Diablo Supercorsa SP 190/55ZR-17 Pirelli Diablo Supercorsa SP Rake/trail 24.5 deg./4.1 in. (105mm) 24.5 deg./3.9 in. (100mm) 23.5mm/3.9 in. (100mm) Wheelbase 55.9 in. (1420mm) 56.6 in. (1437mm) 56.3 in. (1430mm) Seat height 33.1 in. (841mm) 32.5 in. (825mm) 32.7 in. (830mm) Weight 465 lb. (211kg) wet; 435 lb. (197kg dry) 421 lb. (191kg) wet; 394 lb. (179kg) dry 469 lb. (213kg) wet; 442 lb. (200kg) dry Fuel consumption 26–32 mpg, 27 mpg avg. 28–34 mpg, 31 mpg avg. 27–33 mpg, 28 mpg avg. PERFORMANCE Quarter-mile 10.205 @ 143.39 mph 10.168 @ 147.47 mph 10.868 @ 145.44 mph Roll-ons 60–80 mph/2.94 sec.; 80–100 mph/2.81 sec. 60–80 mph/2.39 sec.; 80–100 mph/2.60 sec. 60–80 mph/2.90 sec.; 80–100 mph/2.88 sec. Lap time 1:25.3 1:25.9 1:26.2


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