MotoGP machines are home for innovative technologies and many radical methods are implemented to achieve the best result in a MotoGP race. This series features the long lost but radical motorcycles that appeared in the MotoGP paddock but didn't live up to everyone's expectations. Let's take a look at Aprilia's RS Cube- The Most savage motorcycle of the 990cc era.
Aprilia took everyone by surprise by announcing their entry into the premier class paddock in 2002 with a 4 stroke mean machine. Aprilias were famous for their two stroke 125's and 250's, but nobody expected a 4 stroke GP bike from the Noale factory. Aprilia teamed up with British engine manufacturer Cosworth to develop and build the heart of the RS3 (As it's actually called). Aprilia opted for an innovative triple cylinder engine with pneumatic valves and a counter rotating crankshaft, absolutely radical at the time of introduction. Aprilia's Jan Witteveen explains the reason behind the selection of the triple engine:
Of course, triples were approximately 10 kilograms lighter than 4 or 5 cylindered engines which was an absolute advantage. Aprilia employed a Ride-by wire throttle system and Traction Control for the first time in MotoGP. Initial impressions were, sloppy. The Ride-by wire was unreliable and snatchy, the traction control needed more fine-tuning as it was a more nascent technology. The chassis had endless Chatter (Unfavorable vibrations) on both ends of the bike, and the bike tended to wheelie more easily than a bicycle.
Noriyuki Haga, Aprilia's factory rider for 2002 crashed the bike 28 times during the entire season. Colin Edwards once claimed that the bike was born bad, and had too many issues to be resolved before the riders can use it safely.
On the flip side, the Pneumatic valved Ride by wired triple engine produced a whopping 225 Horsepower, making it the most powerful engine in its era. The engine had the perfect character: loads of torque in the lower RPM's, unforgivably brutal power on the higher ones. Aprilia employed it's intelligent fuel injection system and auto-clutch programs in it's compact ECU which worked well when compared to the sloppy ride-by wire system and traction control. The bike featured top of the line suspension and chassis equipment- Ohlins 45mm USD's and Ohlins rear shock, Aluminium Twin-spar chassis and Brembo Brakes.
However these didn't work in harmony with each other, making the power of the motor virtually unexploitable. Aprilia's plan of making a street legal RS3 were cremated soon after the factory closed it's doors on the MotoGP paddock. However, Aprilia returned to the GP Paddock with a more refined and meticulous testing and development program for it's new contender, The RS-GP. Aprilia used a modified ART machine fitted with a Dry Clutch, pneumatic valve-train and even a Seamless Shift Gearbox to analyse the various stressed that a GP machine's part has to endure to provide optimum feedback and exceptional performance on the track.
They tested out various new parts including new Chassis, new swingarms and high power versions of the Superbike derived V4 engine. The test mules piloted by Alvaro Bautista and Stefan Bradl (Pronounced Sh-tefan; Deutsche!) completed one full season on the tracks, with an all new bike ready to be tested in Qatar later this month.
Will Aprilia's new venture be a success? or will it end up in a corner of the Museum as the Cube did? Stay tuned for the 2016 season to know more!
By: Suraj
Aprilia took everyone by surprise by announcing their entry into the premier class paddock in 2002 with a 4 stroke mean machine. Aprilias were famous for their two stroke 125's and 250's, but nobody expected a 4 stroke GP bike from the Noale factory. Aprilia teamed up with British engine manufacturer Cosworth to develop and build the heart of the RS3 (As it's actually called). Aprilia opted for an innovative triple cylinder engine with pneumatic valves and a counter rotating crankshaft, absolutely radical at the time of introduction. Aprilia's Jan Witteveen explains the reason behind the selection of the triple engine: It's completely new and the Japanese wouldn't try this out so this makes us stand out, and the 330cc bore per cylinder means that technology and parts can be directly inherited from the 3.5 litre Jaguar V10 engine built by Cosworth (which has a 350cc bore per cylinder). The latter reduces development costs and time.
Of course, triples were approximately 10 kilograms lighter than 4 or 5 cylindered engines which was an absolute advantage. Aprilia employed a Ride-by wire throttle system and Traction Control for the first time in MotoGP. Initial impressions were, sloppy. The Ride-by wire was unreliable and snatchy, the traction control needed more fine-tuning as it was a more nascent technology. The chassis had endless Chatter (Unfavorable vibrations) on both ends of the bike, and the bike tended to wheelie more easily than a bicycle.
Noriyuki Haga, Aprilia's factory rider for 2002 crashed the bike 28 times during the entire season. Colin Edwards once claimed that the bike was born bad, and had too many issues to be resolved before the riders can use it safely.On the flip side, the Pneumatic valved Ride by wired triple engine produced a whopping 225 Horsepower, making it the most powerful engine in its era. The engine had the perfect character: loads of torque in the lower RPM's, unforgivably brutal power on the higher ones. Aprilia employed it's intelligent fuel injection system and auto-clutch programs in it's compact ECU which worked well when compared to the sloppy ride-by wire system and traction control. The bike featured top of the line suspension and chassis equipment- Ohlins 45mm USD's and Ohlins rear shock, Aluminium Twin-spar chassis and Brembo Brakes.
However these didn't work in harmony with each other, making the power of the motor virtually unexploitable. Aprilia's plan of making a street legal RS3 were cremated soon after the factory closed it's doors on the MotoGP paddock. However, Aprilia returned to the GP Paddock with a more refined and meticulous testing and development program for it's new contender, The RS-GP. Aprilia used a modified ART machine fitted with a Dry Clutch, pneumatic valve-train and even a Seamless Shift Gearbox to analyse the various stressed that a GP machine's part has to endure to provide optimum feedback and exceptional performance on the track.
They tested out various new parts including new Chassis, new swingarms and high power versions of the Superbike derived V4 engine. The test mules piloted by Alvaro Bautista and Stefan Bradl (Pronounced Sh-tefan; Deutsche!) completed one full season on the tracks, with an all new bike ready to be tested in Qatar later this month.Will Aprilia's new venture be a success? or will it end up in a corner of the Museum as the Cube did? Stay tuned for the 2016 season to know more!
By: Suraj