TVS Apache RTR 180 ABS

Overview of TVS Apache RTR 180 ABS

TVS Motors have launched the Apache RTR 180 ABS in Indian market. This is the first Indian bike to feature ABS (Anti-lock Braking System). In terms of looks it is almost same like the regular Apache 180 except new stickers and decals. It has been priced at Rs.9000 more than the non-ABS version. The Apache RTR 180 ABS is available in only white shade with orange decals. The bike is available at TVS dealerships across the country.
Technical Highlights of TVS Apache RTR 180 ABS
Anti-lock Braking System technology is an integration of a HECU (Hydraulic Electronic Control Unit) and Independent Wheel Speed Sensors which help determine when a wheel is likely to get locked. When the brakes are applied hard, the wheel tends to lock. At this point, the HECU takes over instantaneously and modulates the brake pressure continuously to keep the Apache RTR 180 ABS in the most effective braking zone while ensuring precise maneuvers.
Sensors on the front and rear wheels independently monitor the speed of rotation at all times and can sense the risk of wheel lock whenever the brakes are applied. If the sensors communicate an impending wheel lock, the HECU modulates the braking pressure and prevents it, therefore reducing the risk of the rider losing control of his Apache. When the ignition is turned ‘ON’, the Apache RTR 180 ABS does an automatic self-check, which is indicated by the blinking of an LED on the console and the speed sensors monitor the wheel speed and send signals continuously to the HECU.
The Apache RTR ABS is also equipped with Rear Wheel Lift-off Protection  (RLP) system which regulates deceleration when the bike is likely to lift off during emergency braking situations and takes over control, with no loss of stopping distance. With the RLP system continuously monitoring and controlling the braking, the bike gives the best stopping performance. The bike comes with an ‘ABS-Off’ switch, which disables the ABS technology, enabling the rider to showcase his capabilities on the Apache RTR, in controlled conditions. In an effort to enhance the ‘thrill of biking’ in the TVS Apache RTR 180, the company has fitted the bike with an all-new 3 phase Full DC lighting system and an efficient energy management system.
Official Statement by Mr. Murali Srinivasan, General Manager
“With this new, compact motorcycle Antilock Braking System (ABS), which has been developed by Continental’s Chassis and Safety Division in collaboration with TVS Motor Company, we have further strengthened our presence as a strong international supplier in the Indian automotive industry. ABS for motorcycles emphasizes our philosophy of ‘Intelligent mobility and safety for everyone’. It is a vital and decisive step on the road towards “Vision Zero,” when safety is evolved to such a level that there are no more serious accidents on the road. In view of globally available technologies, safety is non-negotiable. It is gratifying for Continental that we have associated with an Indian manufacturer to give India her first motorcycle with ABS technology,” Mr. Murali Srinivasan, General Manager (Chassis and Safety Division), Continental said.
Engine & Performance Figures Of Apache RTR 180 ABS
The Apache RTR 180 ABS is powered by the same 177.4cc engine which generates 17 Bhp of maximum power with 15.5 Nm of maximum torque. The new 177.4cc mill is a bored out variation of the 160cc mill, and has a longer stroke too. The peak power is produced at 8500 rpm, similar to RTR 160, though the peak torque is now produced at 6500 revs. The aerodynamic air scoops add to the design plus it ensure Air is directed towards the engine unit to help better cooling efficiency. TVS claims the new apache RTR 180 to reach 60kmph from standstill in 4.15 seconds and top speed as 125kph.
Looks & Styling Of Apache RTR 180 ABS
The TVS Apache 180 ABS adorns a new graphic scheme to distinguish itself from its smaller siblings, with RTR emblazoned boldly on the tank scoops. The front forks and the gas reservoirs for the rear shocks are now painted in a new golden shade and the clip-ons have a new RTR 180 emblem at the centre. Stylish alloys, unique grab rails, classy silencer, larger & sharp lined fuel tank, all these elements combine perfectly to give Apache RTR 180 ABS a sporty eye-catching looks. Apart from the New White tachometer the rest of the instrument cluster is same like the RTR 160 with Digital blue backlit Speedometer. The rear is also same with LED tail lamps, re-styled silencer and CBZ X-treme type split grab rail.
Ride & Handling Of Apache RTR 180 ABS
New Apache RTR 180 ABS's wheelbase is longer than the old Apache RTR 160 by a good 40mm, making it substantially more stable and confidence inspiring than its earlier iteration when leaned over. RTR 180 ABS feels more stable and planted both in straight line as well as around bends. The engine fairing design shows the amount of detailing gone into its development plus add into aerodynamic design.
It employs a forged brake lever and gear lever set which delivers great looks and also lighter in construction. It also comes with removable rear fender - a first in its class. The riding posture on the RTR 180 ABS is forward set up one which brings a huge difference in ride quality. A pillion rider will also feel more comfortable sitting on a RTR ABS because of its forward set foot pegs and elegantly designed unique grab rails. RTR's specially developed race crouch mirrors provide better angle and safety besides looking great too.
Main Features Of TVS Apache RTR 180
- Digital Speedometer which looks very cool especially at night.
- Petal shaped disc brakes which not looks good but also helps in better braking.
- Bigger RTR sticker on the tank scoops - the main sign to know that this is a RTR 180.
- Naked chain cover which gives it a true racing bike touch.
- LED tail lamps - looks good but TVS should have changed it - the same one is featured in Apache 160's.
- Clip on handlebar for various positions.
- Service and battery indicator.
- The digital display has a feature to test the top speed achieved.
- You can also test your 0-60km/h timing on the digital display.
- RTR 180 logo near the clip-on’s
- A wider rear tyre
- New white back light for the speedometer
- ABS (Anti-lock Braking System)

Aprilia MANA 850 ABS

The Aprilia Mana is the state of the art in motorcycle technology. Only Aprilia, with its legendary technical skills, would have dared take on a challenge of this entity. The Aprilia Mana 850 is so advanced and so unique that it simply cannot be compared with any other motorcycle. The Mana takes all the stress from motorcycling while injecting more satisfaction and more fun into riding under all conditions, from commuting to sports touring on the open road. All you need to do to enter a whole new world is press the button on the handlebars.
Its revolutionary Sportgear transmission is electronically controlled to deliver unrivalled riding pleasure. So whatever your riding style, and whatever the road conditions, the Mana is the bike you will want to be on.
The transmission management system offers a choice of three “Autodrive” mappings plus a manual, seven speed, sequential gearshift, so you can be absolutely certain to find the perfect ratio for any traffic condition and riding preference. Whether you are just nipping across town or blowing away the cobwebs on a winding country road, the Aprilia Mana always delivers the ideal response and the same unique riding satisfaction. Whatever the conditions, and whoever the rider (even the most demanding), the Mana guarantees a perfect, peak-efficiency ride that lets you discover hitherto unknown potential.
The Mana’s compact, sporty and ecological 90° V twin engine is the perfect partner for this type of transmission. It is compact, powerful and ecological. Pace-setting power and torque mean brilliant performance, especially in acceleration. Virtually no other naked can keep up with a Mana as it pulls away from the lights! Yet the Aprilia Mana 850 is so amazingly easy to ride that blistering performance is well within the reach of any rider. The technology that Aprilia has developed for the Mana 850 is truly ‘rider-friendly’ and amazingly easy to use. The clutch lever has gone, replaced by an electronic control system that leaves you free to relax and enjoy the ride. The sequential gearshift can even be operated by a simply handlebar control as well as by the classic pedal.
As with all Aprilias, accurate design of the chassis guarantees top level handling. The Mana 850’s tubular trellis frame gives the bike impressive strength and torsional rigidity, and a single piece aluminium swingarm and advanced suspension delivers road holding to satisfy even the most demanding sports rider. Top quality brakes add to active safety by ensuring impressively short stopping distances.
The following are the characteristics that make the Aprilia Mana unique:
• 90° V twin engine with four valves per cylinder, Euro 3 homologated;
• sportgear transmission: electronically controlled sequential gearshift offering two shift modes seven speed manual or Autodrive with three mappings: Touring, Sport, and Rain
• storage compartment with non-scratch lining, large enough for a full-face helmet, with mobile phone holder, toolkit & document holder, and 12V power socket;
• under-seat fuel tank;
• brakes with radial calipers;
• 43 mm upside down fork;
• offset monoshock with spring preload and rebound adjustments;
• steel trellis frame with single piece aluminium swingarm;
• twin spark ignition;
• electronic fuel injection with single throttle body;
• latest generation two channel ABS system (ABS version only)
DESIGN
With its exclusive, unmistakably Italian styling, the Mana 850 embodies the perfect combination of elegance and practicality. As with all Aprilia nakeds, the Mana’s high-tech components make an essential contribution to overall design. 
The 16 litre tank is located under the seat, lower than normal, to distribute weight more evenly and lower the bike’s centre of gravity. The “traditional” tank location is occupied instead by an illuminated storage compartment that is lined with non-slip, non-scratch material and big enough to house a full face helmet. The compartment also incorporates mobile phone storage and a 12V power socket. 
The Mana is the first motorcycle ever to provide fully integrated helmet storage, a unique and immensely practical advantage, especially for urban commuting and short trips. The compartment is opened electrically by a convenient switch on the handlebars. The lid opens under the control of a hydropneumatic damper that prevents accidental opening while the bike is in motion. A manually operated lever under the passenger seat is provided to release the compartment lid in the event of a flat battery.
ENGINE
There can be no doubt that the Mana engine has opened new horizons in the world of motorcycling, featuring as it does a twin cylinder layout, electronic fuel injection, bags of torque, and above all a revolutionary transmission system that completely replaces the conventional mechanical gearbox and delivers a whole new motorcycling experience even under sport riding conditions.
To develop this amazing new engine, Aprilia has relied on the expertise of the world’s top designers and all the skill of its own R&D department.
Mana: the future of the gearbox
The most interesting aspect of the Mana engine is without a doubt its primary drive system, based on an electronically controlled, sequential transmission that offers the rider a choice of control modes.
Riders can choose from two options:
- Sequential mode: The rider decides for himself when to change gear, either using the conventional pedal or a switch on the handlebars. A servo mechanism shifts the main pulley to change between the seven gear ratios amazingly quickly. During deceleration, if the rider omit to change gear manually, the control system intervenes to change down automatically, preventing engine speed from dropping below the set threshold and providing another valuable aid to active safety.
- Fully automatic mode (Autodrive): Sophisticated electronics assume control over everything, and the CVT transmission keeps the engine running at maximum torque speed for optimum pickup and acceleration. The Sportgear transmission offers a choice of three mappings:
Touring: for minimum consumption and maximum usability.
Sport: for top performance with blistering acceleration
Rain: for use on wet or slippery roads
- Semi-Autodrive mode allows the rider only to change down independently. This is particularly useful for overtaking at maximum torque revs or for boosting engine braking when riding down a hill.
You can switch from Autodrive to Sequential mode and back at any time, irrespective of riding conditions. The handlebar gearshift control can also be disabled from the dashboard.
The 90° V engine, chosen for torque and power delivery, is the perfect match for this type of transmission. Delivering 76 horsepower at the crank and well in excess of 7 kgm of torque (at 5,000 rpm), the engine produces an extremely flat power curve that translates into plenty of ready power even at low revs.
FRAME
The robust steel tube trellis frame sets new standards for this class of machine and ensures top level handling in line with the characteristics of the innovative engine. The single piece aluminium swingarm is damped by a monoshock that is laterally offset to free up space for the exhaust pipe behind the engine and make the motorcycle more compact. The Mana has a wheelbase of only 1,463 mm, extremely short for a naked, even a sports model.
SUSPENSION
The 43 mm upside down fork slides easily and features an optimised setup for excellent performance even under sport riding conditions. 120 mm of front wheel travel lets you tackle all sorts of road surface.
BRAKES
Impressive stopping power is delivered by the very best braking technology currently available, developed in-house by Aprilia. Radial calipers with 4 pistons are the state of the art for motorcycle brakes and ensure maximum active safety under all braking conditions. The generous front discs are 320 mm in diameter, the standard size for Aprilia’s big bikes, and are complemented by a single 260 mm rear disc.
A sophisticated two channel ABS system maximises the Mana ABS’s already impressive levels of active and passive safety by preventing wheel lock on slippery surfaces and improving braking performance.
ACCESSORIES
Your Mana 850 can become even more versatile, exclusive and unique with the dedicated accessories that Aprilia has designed to satisfy all your needs, from around-town commuting for work or shopping to weekends away and even long journeys.
Adjustable windscreen for stylish protection in all weathers, even at high speeds. Generous side cases personalised with the Mana logo, City 35 litre top box with matching paint finish cover and passenger backrest, robust steel luggage rack for an extended carrying capacity and perfect weight distribution.

Aprilia RSV4

A revolutionary project and a unique history of victories on the racetrack have come together to create the RSV4. A supersport with absolutely exclusive racing technology, developed around the 4 narrow V cylinder engine developed from the technical know-how that has led Aprilia to victory on racetracks all over the world. Aprilia RSV4 hits the racetrack and the roads with one goal only: to win.

33 championships, 254 MotoGP World Championship wins and 8 Superbike victories : over the last two decades Aprilia has become a modern motorcycling legend. The bikes from Noale have dominated tracks the world over thanks to the genial design, courage and extraordinary abilities of the technicians who pursued innovative solutions by experimenting, innovating and sometimes revolutionising technical schemes that seemed to be unchangeable. Aprilia RSV4 Factory, the bike that brings Aprilia back into the 2009 Superbike World Championship, is the product of this immense technical know-how. It is a highly technologically advanced motorcycle, conceived for racing and for this purpose designed and developed by Aprilia together with the marque's Race Division, the largest and most advanced of its kind in Europe and one of the most important in the world.

Aprilia RSV4 Factory is a racing machine that, in line with the Aprilia tradition, follows a completely innovative approach in its design and construction. Its narrow V engine, the use of state-of-the-art electronics,plus its lightness and extreme compactness are only a few of the features that make it unique in the world. Aprilia RSV4 Factory is designed and built with the same philosophy adopted by the Aprilia race division. This is why RSV4 Factory is the most “complete” Superbike racing replica, ready for those who want to venture onto the track with a class leading motorcycle.

The engine of the RSV4 Factory is the most innovative and powerful Aprilia has ever built. It is a super compact 999.6 cc 65° V-four cylinder engine designed for maximum power (180 CV), where powerplant engineering comes together with the finest materials and the most advanced electronic control solutions. Aprilia's engine, in fact, uses a Ride by Wire multimap technology, a solution that opens up new frontiers for engine management, with practically infinite possibilities for further development.
Besides the triple map Ride by Wire system, a sophisticated electronic injection system with two injectors and adjustable height ducts are fitted.

Aprilia RSV4 Factory is an absolute supersport motorcycle, the most complete bike available on the market for bike fans, and its chassis confirms this: designed for the racetrack, it has adjustment features that are typical of racing motorcycles. The adjustable geometry chassis allows parameters such as the position and inclination of the headstock, the height of the swingarm pin and even that of the engine to be changed. The construction technology is also motorsports-derived: the RSV4 Factory chassis and swingarm are made of aluminium with variable section castings and pressings.
The components are the state-of-the-art in motorcycling technology: Öhlins Racing fork, rear monoshock and steering damper, Brembo monobloc callipers, forged aluminium rims.

Aprilia RSV4 Factory is the new benchmark in the street legal superbike sector. The unique characteristics of the bike are listed as follows:
- Compact, innovative design
- New - and unique - 65° V-four cylinder engine
- Multi-adjustable perimetral aluminium alloy frame
- Adjustable engine position relative within frame
- Asymmetric aluminium swingarm
- Öhlins Racing full adjustable fork and rear monoshock.


DESIGN. The quest for ultimate compactness
Creating the most compact, innovative and gorgeous supersport bike on the market: a tough and intriguing challenge for Aprilia's style department! This is how RSV4 Factory was created, a motorcycle that sets new performance and riding standards while opening new horizons in ultra-sports motorcycle design. Just a few simple and distinctive styling elements highlight rather than conceal the specific technical features of the Aprilia RSV4 Factory. Its frame and engine stand out as fundamental elements of the motorbike's design.

In line with Aprilia traditions, the design of RSV4 Factory does not focus merely on looks but it serves technology and performance. Every detail has been conceived not just to be unique and beautiful, but also and above all to be efficient.

The needs of the optimised dynamic intake system feeding the V4 defined the strong-charactered front, with extra-large air intakes that not only develop considerable overpressure in the airbox (approx. 35 mb @ 280 km/h), but also completely separate the headlamps from the bottom of the fairing. This results in an absolutely unique style, never seen before on a sports motorcycle. The look of the RSV4 Factory is absolutely original, technological and definitely aggressive. The triple headlamp cites the original Aprilia maxi sportsbike, that RSV that set new standards for sports twins in 1998.

Smaller, lower and narrower than any 4 cylinder bike before,the RSV4 Factory's extreme compactness is its strength, together with an almost obsessive pursuit of perfect ergonomics (crucial for perfect riding control), which has always distinguished Aprilia's road and World Championship dominating motorcycles.
In depth aerodynamic studies minimised surfaces without compromising the bike's class-leading aerodynamics. The spectacular, ultra-compact tail fairing is one of the most distinctive features of this motorcycle. The LED taillight merges stunningly into the tail, offering excellent luminosity. Even the rear of the RSV4 Factory is absolutely unmistakable.


ENGINE. An exclusive 65° V4
The pursuit of maximum engine performance in a supersport motorcycle must be accompanied by a perfectly positioned engine in the frame. Mass centralisation, swingarm length and optimum weight distribution are ingredients for achieving the most competitive bike, together with the pursuit of maximum power and perfect power delivery.

Aprilia engineers have known for years that a narrow V engine layout is the ideal technical solution for obtaining a class-beating chassis architecture that emphasises the performance of the engine. It is no coincidence that the RSV 1000 twin, launched in 1998, is still universally acknowledged as the sports motorcycle with the best chassis ever. Even the multiple race-winning RSA 250 GP motorcycles (5 world championship victories in the last three seasons) produced by Aprilia's race division have a V engine. Aprilia was able to draw from its extensive expertise gained in years of unrivalled supremacy in the Motorcycle World Championship; hence, when the time for defining the new Superbike came, after evaluating all possible solutions, a narrow V engine was chosen. A 65° V-4 cylinder engine, the only solution that could ensure unparalleled performance, enabling the outstanding chassis architecture that has defined all Aprilia racing motorcycles for the past twenty years.
Besides the exclusive configuration that makes the 65° V4 unique around the world, the technical advantages of the Aprilia four-cylinder engine can be summarised as follows:
- Perfectly integrated into the frame, with optimal mass centralisation and minimised inertia for benchmark agility.
- Absolute slimness, its overall width is comparable to that of a twin cylinder motorcycle, with huge benefits in terms of ergonomics and aerodynamics.
- The compactness of the engine makes a very oversquare cylinder layout possible, using large bores and subsequently larger valves, helping the engine breathe more freely and achieve higher engine speeds (14,000 usable rpm).

The engine was entirely developed by Aprilia's Research and Development Division, aiming at offering record performance and ridability in compliance with the strictest reliability and quality standards.
Aprilia's V4 design exploited the most powerful calculation programmes currently available on the market, resulting in a highly optimised engine layout. By slightly opening the angle of the V (with respect to a 60° V engine), the designers could make use of the larger space to optimise the inlet ducts and maximise engine efficiency. The RSV4 engine has class-leading fluid dynamics attributes that no narrow V engine can match.

The unique timing system makes extremely compact heads possible (measuring only 250 mm high at the rear), especially in the area beneath the frame spars, which are thus much narrower than would otherwise be possible. The lateral timing chain drives the intake camshaft only and follows an optimised path for improved timing precision and chain durability.

A gear pair at the centre of the cylinder bank transmits drive to the exhaust camshaft. This solution made it possible to obtain an extremely compact head in the exhaust area. The V4 is even more compact than the V60 Magnesium twin mounted on the RSV 1000 R.
A countershaft dampens vibrations even more than in a 90° V engine. The crankcase is a monobloc configuration with integrated cylinder liners for maximum rigidity and consistent performance.

Electronics of the Future
Aprilia's RSV4 Factory engine features full Ride by Wire technology. There is no direct connection between throttle grip and the throttle valves, which are completely controlled by a latest generation Marelli control unit.
Each bank has a dedicated servo unit actuating the two relevant throttle bodies only. Hence the two banks, and subsequently the quantity of fuel injected, can be managed independently. While this solution has been tried and tested by Aprilia, it has never been applied before on such a powerful engine, thus opening up practically infinite possibilities for power delivery control. This technology immediately benefits the rider who, thanks to the triple mapping that can be controlled directly from the handlebar, can change the engine delivery mode and thus the motorcycle's temperament at any time.

The fuel supply uses two injectors per cylinder:one injector is placed downstream of the throttle valve and a "shower" injector is placed in the airbox and starts working at high loads and revs. The technological excellence of the V4 engine is complemented by electronically controlled variable length intake ducts. At low revs and loads, the long duct favours torque and smooth power delivery. When top performance is required, the upper part of the intake duct raises, thus shortening the duct and leaving the engine free to express its full power potential. A butterfly valve in the exhaust further optimises power delivery.

The transmission was also designed according to the most advanced criteria. To underscore the racing soul of the V4 engine, a cassette gearbox is used, with a multiplate wet clutch disc equipped with a mechanical slipper system to optimise engine braking torque and ensure stability under hard braking.
Lastly, in order to minimise weight, Aprilia's new engine makes large use of ultralight materials; all valve covers and external housings are made from magnesium.

The V4 engine in short:
Engine capacity: 999.6 cc
Architecture: 65° V4
Power: 180 HP (132.4 kW) at 12,500 rpm
Crankcase: monobloc with integrated cylinder liners
Timing system: 4 valves per cylinder (Titanium and Nymonic) operated directly by a camshaft driven by a mixed chain/gear system (lateral timing chain, central gear train)
Fuel system: Magneti Marelli electronic injection with 2 injectors per cylinder and integrated independent Ride by Wire system for each bank. Three mappings selectable from handlebar. Electronically controlled variable length intake ducts
Antivibration countershaft
Maximum rpm: 14,100 rpm
Compression ratio: 13:1
Transmission: 6-speed direct-control cassette gearbox
Clutch: multiplate wet clutch with mechanical slipper system
Exhaust system: 4 into 2 into 1 headers with oxygen sensor and single silencer with integrated catalytic converter and butterfly valve.


CHASSIS. Aprilia's entire racing know-how
A unique engine like Aprilia V4 could be nothing but combined with an extraordinary chassis that stresses the uniqueness of this motorcycle. Years of races and victories at the top level melts into a racing chassis implemented by Aprilia's research and development department, with construction solutions and adjustments that only racing prototypes can boast.
RSV4 Factory reaps the rewards of Aprilia's entire racing experience.

Perfect mass centralisation was a must when the RSV4 Factory frame was being developed. Everything was designed in order to achieve the best possible result, starting from the tank position (crucial for riding) with most of the fuel under the saddle in order to optimise motorcycle balance and eliminate any riding differences between full and empty tank.
There is no doubt: Aprilia RSV4 Factory is a true track-ready motorcycle, and a front/rear weight distribution of 52/48 confirms this.

Frame
In line with Aprilia race division traditions, the RSV4 structure uses castings and aluminium pressings that are welded to create a far more rigid frame than that of the RSV 1000 twin, which was already a benchmark. In particular, torsional and flexural rigidities were optimised in order to offer perfect feeling and control as well as the ability to handle high power outputs such as those of the Superbike version.

Notwithstanding the higher performance, the RSV4 Factory frame weighs almost the same as the RSV, at only 10.1 kg, a lightness matched only by racing frames. The special construction technology also allows both the frame and the swingarm to show the natural and shining colour of the aluminium, which makes the appearance of the RSV4 Factory very similar to that of a racing prototype.

Designed using the knowledge acquired during GP racing, the spectacular swingarm of the RSV4 Factory, like its frame, is made by combining castings (the internal part and the swingarm pin/wheel connection areas) with aluminium bent sheet elements (the external part) to form a very rigid but super light box section capable of minimising the moving masses, exalting the reactivity and sensibility of the motorcycle to the suspension adjustments. The asymmetric conformation, with an arch section on the right side and a reinforcing arch on the left, made it possible to implement an exhaust system with optimised internal volumes without penalising the rigidity of the swingarm. Here too, FEM modelling was used in the design process to optimise cross sections and thicknesses. The swingarm of the RSV4 Factory weighs only 5,100 grams, close to the absolute standard threshold for this technical element.

The desire to offer the first four V cylinder "race ready" superbike in the world led Aprilia to find unique solutions that will hardly be found on competitors' bikes even in the years to come.
In order to boost chassis performance and make it match the rider's style and wishes, or features of the track, Aprilia RSV4 Factory ensures a combination of adjustments that are pretty much infinite. The multi-adjustable suspensions, taken for granted on a motorcycle of this level, are combined with adjustments of the headstock position and rake (through interchangeable bushings), the rear end height, the swingarm pin height and - introducing a new capability exclusive to this bike - the engine position in the frame.
Aprilia RSV4 Factory is the most highly adjustable production motorcycle in the world, just like a real race bike.

Suspension
The Öhlins Racing upside-down fork has 43-mm stanchions and is titanium nitride coated to minimise friction. The wheel travel is 120 mm. Like in race motorcycles, the fork allows precision adjustment for hydraulic compression and rebound damping and spring preload.
The Öhlins Racing rear shock absorber is equipped with a “Piggy Back” nitrogen canister and can be adjusted for spring preload, compression and rebound damping and length, thus allowing the height of the rear end of the bike to be changed to adjust the set-up to the different riding styles and tracks. The wheel travel is 130 mm.
The motorcycle is also equipped with an Öhlins Racing adjustable steering damper.

Brakes
The front system is without a shadow of a doubt the best system available on the market. Brembo monobloc radial callipers are the state-of-the-art in racing braking systems thanks to their power, high modulability and fatigue resistance.
The dual 320-mm diameter stainless steel floating discs are completely new and were developed by Aprilia specifically for this motorcycle. A rotor with reduced height and asymmetric perforation were used, allowing the braking power to be improved and the front wheel to be lightened by approximately 500 grams. The floating retainer is fastened to the flange with 6 pins only in order to minimise inertia and weight.
The brake pump is the radial type to improve lever feel and response accuracy. The rear braking system is Brembo “Serie Oro” with 220-mm diameter stainless steel disc and two-piston caliper, with racing-type pump and integrated tank.

Rims
The search for greater lightness led to implementation of new forged aluminium rims. The original design further decreases the weight (approximately 1 kg less than the RSV 1000 twin) which, together with the new brake discs, minimises unsprung mass and rotating mass inertia, benefiting motorcycle responsiveness.

Components
A real Superbike is special not only as far as performance is concerned but also for the care it is built with. With regard to the RSV4 Factory, the details say it all: no other "race ready" motorcycle has ever been built with such care. The attention paid to its construction not only satisfies the desire for beauty (a motorbike built like RSV4 Factory is in any case gorgeous), but most of all aims at achieving the goal: to win. This is why every detail was thought out to increase performance and functionality, reducing the weight and considerably increasing the product's quality and finish.

The following components are worth pointing out:
- Instrument panel: the mixed type (digital-analogue), it receives all the information from the CAN line and becomes an integral and crucial part of the self-diagnosis system as it is fitted with memory. It is a real onboard computer, fitted with a dot matrix display inserted in a minimal, extremely modern and compact design that provides all the information relating to the use of the motorcycle, including: shift light, engaged gear indication, indication of the engine map being used and chronometer with time storing memory. Its functionality was improved to reach a level that is even better than that of the best products available on the market, all use modes are controlled from the left hand switchgear unit so the hands can always remain on the handlebar.

- the front headlamp uses three elements that call to mind of the first RSV 1000 twin, proving to be perfectly integrated, even from the structural point of view, with the top fairing and creating a very distinctive front. The parabolic mirror was designed with modern calculation systems that led to an excellent result: maximum visibility at night with reduced weight and size.

- The electrical system was designed in order to achieve maximum functionality, rationality and minimum weight: the result is an extremely clean and compact layout that makes maintenance operations easier and is preset for use on the racetrack as the parts dedicated to the headlamps can be easily removed. Even the turn indicators - with the front indicators incorporated in the rear view mirrors and the rear indicators in the license plate holder – can be removed quickly for use on the track, the real hunting ground of Aprilia RSV4 Factory.


ACCESSORIES
A complete range of accessories is available for Aprilia RSV4 fans:
- Akrapovic racing exhaust system
- Öhlins TTX36 rear shock absorber
- adjustable footpegs
- racing half-handlebars
- fairing protection pads
- high top fairing
- fairing caps for rear mirrors
- rear stand pins
- license plate retainer cover
- motorcycle cover
- dedicated stand
- carbon heelrests
- tank cover with backpack
- tail fairing bag
- carbon exhaust system protection
- carbon fairing pullers.

Bajaj Pulsar 250 CC Will Have Single Cylinder Engine

Bajaj has been doing great with its Bajaj Pulsar range of bikes in India. It’s one of the high selling bikes in India and is quite popular especially with youth in India. We brought you a story about Bajaj Pulsar 250Kawasaki Ninja 250R however seems to be the bike which matches the specifications which were suspected to be of Pulsar 250 back then. CC back in March 2010. Eventually it has come out to be a different bike. As per some ancillary sources, Bajaj was about to sell a 2 cylinder 250 CC bike in India, which was mistakenly identified to be a Pulsar. The truth is that the two-cylinder engine pulsar has not been on Pulsar product range so far.
As per the recent information, Bajaj will soon be launching a 250 CC single cylinder variant of Bajaj pulsar to compete with the Honda CBR250R and other 250 CC performance bikes scheduled for launch in the year 2011. One such expected launch is Yamaha FZ250 which may come around mid 2011.

Bajaj-KTM Street Bikes To Be Launched In India Soon!

There have been many rumors regarding the collaborative product but recent official talk about the bikes is that the price-tag of the motorcycle will be over ₹ one lakh. The range of street bikes will feature engines of capacity 125cc and more. The launch is somehow definite in the cities of Europe by the end of this year and the welcome season of 2011 will be the time for India to host some launches from the team. Bikes will be sold through Bajaj Autos Pro-Biking showrooms.

It is news that the first launch from Bajaj-KTM will have a price tag over ₹1, 00,000. But not sure whether that bike will have an engine of 125cc or over 200cc. That shall continue remaining mystery for we people. Hope to see much powerful and superior bikes over those which we have we have already available in the market these days.

Another news from the team is that they are going to launch a series of imported bikes from KTM in Indian market in the upcoming years. This will definitely boost competition with Kawasaki which is looking to launch powered bikes in Indian market. The only similarity between Kawasaki and KTM will be the partner Bajaj Autos, India

Gold plated chopper qualifies for world’s most expensive!

When hearing about the world’s most expensive chopper you usually get the “what, is it gold plated?” reaction and we can understand the irony, but it seems that someone did think at gold plating a chopper with 24 karats gold and ask $500,000 for it. The thing does look like a work of art, but we wouldn’t go as far as calling it a jewel. Isn’t this too much?

RSR FUEL CALIBRATION

The most difficult aspect of tuning whether it is fuel injection or carburation is getting the fuel delivery curves exactly right for your application. In the case of fuel injection this means getting your base map exactly correct for the various combinations of manifold pressure and engine rpm. RSR provides you with the tools necessary to completely map your engine. We realize that you do not have a $200,000.00 computerized dyno facility or a $10,000.00 exhaust gas analyzer. Our AUTOCAL software gives you both digital and analog read-outs of air/fuel ratios and engine load factors to speed your developmental process. You can manually edit point by point your base fuel map using these digital and analog read-outs or you can use the autocalibration mode and let the electronics write your base map during actual driving or dyno runs. By using the autocalibration mode and fine-tuning individual points in the manual edit mode you will be able to make a fuel map perfectly suited for your particular application. If you are unable to use a portable PC while the vehicle is moving we offer an inexpensive portable onboard readout of real-time air/fuel ratios and a booklet showing you how to use this display to develop your base fuel map. Using this portable display while driving and a computer to program your ECU you will be able to fully develop your base fuel map without the need for expensive and difficult to obtain dynamometer time. If you have access to a sophisticated dynamometer you can shorten your development time simply by using the on screen displays shown in the AUTOCAL program which tell you exactly how much fuel to add or subtract at any given point in the base map. Fuel calibration is a difficult process which cannot be completed on a dynamometer alone. Actual driving cycles are necessary to adjust your programming to provide accurate transition fueling. Whether you use our portable air/fuel ratio meter or take a ni-cad powered portable PC along for the ride you will have to drive the vehicle to perfect the fuel injection program. RSR calibrates specific systems but we cannot develop the programming for every possible application. Our software and support instrumentation will allow you to quickly perfect the RSR system on your particular vehicle.
ON-BOARD DIGITAL AIR/FUEL RATIO METER
This is the best investment I ever made Powered by The vehicle's 12 volt system this meter is directly connected to the Bosch Lambda oxygen sensor located in The exhaust system. The meter has a 10 L.E.D. display consisting of three green, four yellow, and three red lights. These lights represent a digitized instantaneous readout of air/fuel ratios ranging from 16~8:1 to 10.3:1. I can instantly 'see' My airifuel ratio and make adjustments based on this information. There is no need to look at The spark plugs or to guess if the motor is 'rich' or 'lean' at any one point to include transitional fueling. On closed loop RSR fuel injection systems the display will show oxygen sensing as well as all other functions such as accelerator pump fueling and high speed fuel cut-out on deceleration. Using this on-board meter I can quickly develop A base map.
FUEL INJECTION COMPONENTS
FUEL INJECTION FILTERS: Fuel injectors and injection fuel pumps should not be operated without filters designed specifically for fuel injection. Gas tanks and in-tank filters cannot be trusted to provide the filtration necessary to guarantee trouble-free long term operation of pumps and injectors. The fuel pump must be prefiltered to a 70 microns or less and the fuel injectors to an even finer degree (5 microns). Do not use any 'billet aluminum' style filters that use sintered bronze or paper elements as these are too restrictive and do not provide the filtration capacity necessary.
FUEL INJECTOR SIZING: To select a proper injector for your application you need to know the intended peak horsepower and of course the number of injectors in the system. We use the well agreed upon Brake Specific Fuel Consumption (BSFC) figure of .5 lb fuel/hp. hour for most engines. For example on a 3OOhp 8 injector RSR system: 3OOhp x .5 lb fuel/hp hr.: 150 lbs fuel/hr. 150 lbs fuel/8 injectors : 18.75 lb/hr injectors @ l00% duty cycle. A conservative correction factor would be to run the injectors at a 70% duty cycle as you should never hold the injectors wide open or 'static'. To calculate the injector size divide the calculated static figure of 18.75 lb/hr by .7. This gives you 26.76 lbs/hr or a 25 lb/hr injector. In this application your injectors would be using a 70% duty cycle to maintain a constant 300 hp. A simple formula is
Horsepower x .5 lb/hr. = lb/hr per
.7(# of injectors)----------injector
If you wish to correlate cc's per minute to lbs/hr. lO5cc per minute equals 10 lb/hr. Thus an injector that flows 315cc per minute flows 30 lb/hr.
The RSR Fuel Injection System is calibrated at 51 psi of fuel pressure at 0" vacuum. If you use A Adjustable Fuel Pressure Regulator you can calculate alternative injector delivery rates, stated in lbs/hr by using the following formula:

Electronic Fuel Injection

Electronic Fuel Injection can be broken down into three types: (1) Pure speed density systems; (2) Mass flow sensing systems; and (3) Closed loop oxygen sensing in either mass flow sensing or digital speed density format.
Of the three, pure speed density systems are the Simplest. These designs are preprogrammed to a set of RPM, load and throttle angle (H-Alpha) values which totally control fuel delivery. If you change cams, bore, stroke, or even exhaust systems the calibration is out the window as these systems are noncorrecting. You must reprogram with a computer or attempt gross movements with screw type potentiometers to set your calibrations. If you have read of theWeber-Marelli system on the factory Ducatis you are well aware of these systems problems. If you are right on they work fine, but differing conditions or mechanical changes render them useless.
Mass Flow Sensing systems are extremely accurate, delivering fuel according to actual air consumed. Bosch LE Jetronics (Flapper-Valve) as installed on BMW K75 and K100’s are of this type. Although they are accurate and reliable, these designs severely limit airflow and are very slow responding. high performance was not a consideration in their design. A second type of mass flow sensing is either hot wire or hot film designs which use heated elements to measure input air mass. They are not suitable for high performance use for three reasons:
(1) They are subject to false output signals due to pulsation’s in the inlet tract which provide unwanted cooling events to the hot sensor element.
(2) Mass flow meters cannot be located near the inlet valve or turbocharger impellers thus they require a lengthy inlet tract with a single-point restrictive entry. This precludes the use of individual velocity stacks.
(3) Mass flow systems were conceived as accurate emissions controls, not high performance systems.
By far the best high performance design is the RSR variation... The Closed-Loop Speed Density Design. This design eliminates restrictive flapper valves and hot wire flow meters allowing individual velocity stack inlet tracts. The preprogrammed speed density design allows you complete freedom to program all variables but due to its closed-loop oxygen sensing capability it automatically corrects and adapts to changes to cams, displacements and exhaust systems. The oxygen sensor is preprogrammed to enter the driving cycle at precise points and will automatically adjust your fuel base map memory. This means that the RSR system actually has an infinitely variable, ever-changing, three dimensional fuel delivery curve instead of a single preprogrammed set of values.
EXCLUSIVE FEATURES OF THE RSR SYSTEM
ELECTRICAL CONNECTORS - All connectors are triple silicone seal waterproof connectors - These parts will withstand the most severe abuse.
WIRING - The heaviest gauge practical wiring is used to minimize resistance losses and to provide the maximum fatigue resistance. SENSORS - All sensors are Automotive O.E.M. quality.
1. Throttle Position Sensor (T.P.S.)
2. Air Temperature
3. Oil/Water Temperature
4. Manifold Absolute Pressure Sensor (M,A.P.)
5. Idle Air Control Motor (I.A.C.)
6. Oxygen Sensor
Should you have a sensor failure, these parts are available at any auto parts store, General Motors dealer or AC-DELCO outlet in the world.
INJECTORS - Bosch exclusively - The best in the world. We use eight injectors on inline fours to cover the fuel requirements of the most highly modified normally aspirated and turbo motors.
FUEL PUMP - The best and most reliable fuel injector pumps in the world. Fuel delivery adequate for 300 to 450 hp depending on the intended application.
PRESSURE REGULATOR - Bosch - preset to regulate fuel pressure for your application. Preset in all applications for 51 psi at zero inches of vacuum .
FUEL RAILS - Fuel rails are actually fuel reservoirs or accumulators. Therefore, all RSR designs pass fuel past the injectors in a large capacity rail and never dead-head the fuel off of a 'T' at the injector. By flowing fuel past the injector we also help cool the injector and the fuel. Designs which dead-head fuel at the injector are subject to heat soak and vapor lock.
ECU - Electronic Control Unit - To do your own calibrations you can use any IBM PC or compatible with RSR software and User Interface to set all ECU values with an extremely powerful AUTOCAL calibration software program. Instead of changing brass jets and getting soaked with gasoline you just tap computer keys. The program is written in conversational English but a basic knowledge of IBM MS DOS is required.
SOPHISTICATED DATA LOGGING - The RSR fuel injection ECU also functions as a data logger. You can preprogram your ECU to record engine operating conditions and either download this data to an external printer or read the data or manipulate it from the files created. This feature alone is worth as much as a $2,500.00 to $20,000.00 racing data logger from RACEPACK or CRANFIELD.
POPULAR MISCONCEPTIONS
The one criticism is that insofar as digital control is concerned that closed loop systems are too slow reacting for high performance'. While this may be true of some O.E.M. systems it is by no stretch of the imagination true for the RSR digital closed loop design. We have total control of our closed loop oxygen sensing (Lambda) functions. The RSR system can be totally programmed in the following areas:
1. To act as closed loop (oxygen sensing) or open loop (pure speed density) system.
2. To choose the rpm at which the system enters and leaves the closed loop mode.
3. To choose the engine operating temperature at which the system enters the closed loop mode.
4. To determine the percent of throttle opening at which the system leaves the closed loop mode (typically 50%)
5. To determine under which load or acceleration conditions the system will exit closed loop.
6. To reset the target point for closed-loop operation i.e., cause it to run richer or leaner than the normal 14.7 to 1 air/fuel ratio (stoichiometry).
As you can see the RSR system is quite complex in its approach to closed loop operation. Its ability to run open loop at idle and low rpm allows you to install longer duration cams which admit too much free oxygen and confuse the 0-Sensor in these ranges. If you are running leaded racing gas you cannot run a closed-loop system as the lead will foul the oxygen sensor. In this case you can simply program the ECU to run in the open loop mode and plug off the oxygen sensor port. The benefit of closed loop operation however is the systems ability to constantly adjust itself to maintain a stoichiometric fuel ratio of 14.7:1. The RSR system can automatically modify the base map figures over 50% to insure this air/fuel ratio is maintained. This ability of the system to program itself in closed-loop operation means that it will automatically adapt itself to changes in cams, exhaust systems and even displacement changes.
TECHNICAL DESCRIPTION OF RSR SYSTEM COMPONENTS
1. Electronic Control Unit (ECU). The RSR ECU is powered by the vehicle's 12 volt system. The unit is contained in an aluminum anodized and hermetically sealed rectangular structure that measures 5 x 5' X 1.2'. The ECU is connected to the fuel injection wiring harness by a quick detach 23 pin connector which receives signals from the various sensors. The ECU also has a three pin connector for the IBM PC/Compatible software interface using the RSR AUTOCAL Calibration Software. The ECU contains the instructions or programming which controls the electronic fuel injection. These instructions cannot be 'lost' if you lose battery voltage or disconnect the unit. The ECU is protected against high voltage inputs and is really only susceptible to damage if operated, as with most electronics, at extremely high temperatures. The ECU should not be mounted in direct proximity to engine or exhaust heat. Temperatures should not exceed a maximum 150 degrees Fahrenheit. Typically the ECU is mounted as far away from engine heat as possible. On a motorcycle the ECU is normally mounted in the tail section or under the seat . The ECU receives inputs from sensors which measure manifold pressure, coolant temperature, air temperature, throttle position, engine rpm and battery voltage. In addition to these parameters the RSR ECU also measures the oxygen content in the exhaust system with a Bosch Lambda sensor. This device is designed to provide real-time feedback allowing the ECU to constantly tailor the programmed instructions so that the air/fuel mixture is maintained at a constant 14.7 to one ratio. Stoichiometry or 14.7 to one is the chemically correct point at which the most complete burn or combustion takes place. By operating in the oxygen sensing or closed loop mode the optimum in economy and general driveability will be achieved. The ECU also controls the engine's idle speed both during warm-up and normal operation as well as air by-pass during closed throttle deceleration. The ability of the ECU to control air bypass through the idle air control motor gives the RSR system complete predictability under all conditions with no need to have separate choke mechanisms or air bleed screws. The RSR ECU is a true microprocessor based system which has extensive RAM and ROM memory capabilities to handle up to 8 injectors operating as high as 16,000 rpm. Other fuel injection systems which do not offer closed loop control of both idle as well as mixture strength are little better than 'electric carburetors'. The RSR system is a truly sophisticated fuel delivery system that is more akin to an OEM automotive system in terms of the advanced electronics, programming and material construction.
2. Fuel Pump. The RSR system uses specially designed pumps capable of delivering enough fuel for 450 horsepower. Typical automotive fuel pumps are not designed for fuel injection purposes. Even a high output pump like a Blue Holley race pump which is rated at 90 plus gallons per hour cannot generate enough pressure to be used with fuel injection. The Holley pump may be capable of generating 9 psi but a fuel injection system with an initial 51 psi of line pressure will have to deliver 71 psi of pressure under 20 pounds of boost with a racing turbocharger set up. RSR uses either roller style or gerotor style fuel injection pumps depending on the final application. Depending on their requirements our pumps typically can supply 30 to 45 gallons of fuel per hour. All fuel injection pumps will have an amperage draw of approximately 5 amps per hour. Each injector draws approximately 1 amp so a four injector system would draw an additional four amps under full utilization. In this case your charging system will need to support 9 amps without discharging the battery. Automotive applications have virtually no trouble in this regard but motorcycles need to be looked at on a case by case basis.
3. Fuel Injectors. RSR uses Bosch pintle style injectors These give the best atomization and widest spray pattern of any injector. We only use saturation style or high impedance injectors that have coil (Ohm) resistance of 12 to 16 Ohms. Low impedance injectors (2 to 3 Ohms) will not work with your RSR ECU. Disc style injectors are some what less efficient but will work with the RSR system. The fuel injector employs an electric solenoid which is triggered by the ECU for en opening duration of 1.5 to 16 milliseconds (Ms). Due to physical operating limits injectors are not reliable below 1.5 Ms as fueling at this low threshold will become erratic and unpredictable. At the other end of the range the injector should never be held open longer than 16 Ms. If the injector stays continuously open we say the injector is going 'Static'. This static figure or Ms value varies with the engine rpm because as the rpm increases there is less and less time for the injector to open and close. For example at 14,000 rpm the injector goes 'Static at 4.28 Ms. This is 60 seconds x 1,000 Ms divided by 14,000. Unfortunately the injector cannot, due to physical limitations, open and close instantly so a corrected 'Static' figure is less than this figure. This means at 14,000 rpm you cannot hold the injector open longer than 4.28 Ms or the injector will stay open all the time and go 'Static'. Understanding the physical limits and flow rates of individual injectors is critical to a fuel injection systems success.
4. Fuel Pressure Regulator. RSR uses Bosch fuel injection regulators. We set all of our systems at a nominal 51 psi of fuel pressure above manifold pressure. Fuel not used by the engine must be returned to the gas tank preferably above the fluid level in the tank which keeps the 'fuel-head pressure' from influencing injector rail pressure. This by-pass fuel must be returned to the fuel tank and not looped back to or 'T'ed' into the fuel pump entry. 'Looping' the return fuel to the pump will cause the pump to overheat. The purpose of the fuel pressure regulator is to maintain a constant supply of fuel to the fuel injectors. The regulator has a diaphram which is connected by a vacuum line to the inlet manifold below the throttle body butterfly. By referencing fuel pressure to manifold pressure the system will maintain a constant 51 psi above manifold pressure whether it is at 28 inches of vacuum or 30 pounds of boost. At 30 psi of boost the line pressure would be 81 psi or exactly 51 psi above manifold pressure. Because we are using a digital control of the fuel system we must use a fuel pressure regulator to keep fuel delivery a constant for accurate fuel delivery.
5. Manifold Absolute Pressure Sensor (M.A.P. Sensor). The RSR system uses AC-DELCO M.A.P. sensors in one, two or three bar pressure ranges. One bar sensors are for normally aspirated applications (28 inches to zero inches of vacuum). For turbo or supercharged applications two bar (to 15 psi boost) or three bar (to 30 pounds boost) are available. On engines with low vacuum signals that do not approach 28 inches of vacuum the AUTOCAL Software interface allows rescaling to improve resolution during the development of your base fuel map. The RSR ECU constantly monitors the engine's manifold pressure using the super accurate pressure transducer. By mounting the M.A.P. sensor externally we are able to achieve a threefold advantage over other fuel injection systems which count the pressure transducer inside the ECU. First, we are able to easily switch one, two or three bar sensors depending on the application without having to use a different ECU. Secondly, any pressure transducer or M.A.P. sensor must be mounted close to the inlet manifold. Using a standard 5/32 inch vacuum line this distance should not exceed 18 inches. If you mount the ECU in the passenger compartment or in the tail section of a motorcycle this vacuum line would have to be much longer than 18 inches causing a loss of signal and resolution making the fuel injection less accurate and predictable. The RSR external AC-DELCO M.A.P. sensor can be mounted close to the inlet manifold and the ECU can be mounted separately in its optimum location. Thirdly, any M,A.P. sensor must be counted above the inlet manifold to prevent the condensation and accumulation of gas, oil, or water vapors at the M.A.P. sensor. The accumulation of these liquids will render useless any pressure transducer after a short period of time.
6. Throttle Position Switch (T.P.S.). The T.P.S. in the RSR system is used primarily to signal the ECU to initiate accelerator pump fueling. In addition the T.P.S. signals the ECU when throttle openings exceed 50%, the point where the programming kicks the ECU out of closed loop or oxygen sensing mode. The T.P.S. additionally will tell the ECU that under deceleration when the butterfly is closed the idle air control motor should open to by-pass air to prevent engine stalling. Unlike N-Alpha Systems which measure throttle angle as a major proponent of the preprogrammed fueling the RSR system does not use the T.P.S. for this function. If the T.P.S. fails you would only lose the accelerator pump and the above mentioned features but the machine would still operate.
7. Idle Air Control Motor (I.A.C.). All RSR systems feature an I.A.C. which allows you to use programming to set the idle speed during cold start warm up and normal operations. This feature eliminates the need for manual chokes or idle air by-pass screws. In addition under high speed deceleration with the throttle closed the I.A.C. will automatically by-pass air to prevent the engine from stalling. This computerized control over your idle circuit is the most sophisticated method of controlling these operating conditions. Should you chose not to use the I.A.C. or should the I.A.C. fail all RSR throttle bodies have provision to set the butterfly manually for idle air by-pass. Failure of the I.A.C. will not stop the operation of the RSR system. The I.A.C. is a standard AC-DELCO part available worldwide.
8. Engine (Oil or Water) and Air Sensors. The RSR system measures both coolant and inlet air temperatures. Using AUTOCAL software you are able to program the specific needs of your application in regard to warm up and other operating cycles. These sensors are easily obtained AC-DELCO parts which are extremely reliable in operation. Were you to damage a sensor, cut a sensor wire or otherwise render a sensor inoperative the RSR injection system would continue to operate. Without sensor input you would lose only the sophisticated programming which calibrates final injector timing on temperature variations.
9. Oxygen Sensor. The oxygen sensor is a measuring probe for determining the oxygen content of the exhaust gas. Since the amount of the oxygen in the exhaust indicates precisely how complete the combination of the air-fuel mixture in the cylinders is, the oxygen sensor feedback in closed-loop operation enables virtually complete combustion to take place. When in closed-loop the sensor tells the ECU to maintain mixture at 14.7 to I air-fuel ratio, giving fantastic mileage and very smooth running.
10. Throttle Bodies. All RSR systems are designed for maximum air flow. We assume your application is oriented towards high performance at a level above existing carburation. No matter how accurate or sophisticated the RSR digital fuel injection, if the throttle bodies are undersized optimum air flow will be limited and peak power will be compromised. RSR offers a wide range of throttle bodies to cover any possible application. All RSR systems are port injection i.e. the fuel injectors are located in separate inlet tracts, not in a common throttle body or plenum. Our throttle bodies are designed for true port injection and are not carburetor replacing throttle body injection units. Throttle bodies are 4Omm
11. IBM PC/Compatible AUTOCAL Software Interface. All our RSR systems use a nine pin serial cable to connect your PC directly to the RSR ECU. A user friendly software program called AUTOCAL is used to recalibrate or tune your RSR fuel injection system. AUTOCAL stands for automatic calibration. This means our AUTOCAL Software has the ability to automatically, through a set of adaptive programming algorithms write a base fuel map for your particular machine. A basic knowledge of IBM PC DOS is required to operate this software. There is no need to be afraid if you have zero knowledge of PC operations as the AUTOCAL program is extremely user friendly. Even if you have a phobia concerning computers you will find that taking just 30 minutes to learn how to turn on the computer, insert the AUTOCAL disc and follow some simple instructions is far easier than soaking your hands in gasoline and changing brass jets. Two versions of AUTOCAL are available. The user version comes with your RSR system. This allows you to make quantitative changes in each of the various programming functions. This allows you complete control over the base fuel map and certain other functions but does not allow you to change the shape of many of the program curves, response times or program boundaries. Our optional developmental software allows complete control both quantitatively as well as qualitatively. Using the AUTOCAL Developmental Software you can change the shape of warm up curves, air temperature correction curves and any one of 36 separate program menus and sub functions. This is an extremely powerful developmental tool that takes some time to become proficient with. Using the AUTOCAL Developmental Software you will have total control over your ECU programming and be able to calibrate the fuel delivery perfectly for your application.

ABS ( Anti-Lock Braking System)

ABS was first developed in 1929 for aircraft and entered into general use on automobiles in the 70’s. In 1981 BMW introduced ABS on a motorcycle. Early in the 21st century, ABS is now becoming more routinely available on motorcycles, either as standard equipment or as an option.

But what the heck is ABS? To begin with, an Anti-Lock Braking System incorporates computerized sensors to determine when a wheel is on the verge of locking-up. It then gives instant instructions to the brakes to release and re-apply braking pressure (pumping) a whole bunch of times per second, while you are steadily engaging the brakes.

What results is slowing and/or stopping without skidding. (A skidding tire has less traction than one that is not skidding).

And they are very easy to use. In an emergency situation on an ABS bike, just apply the brakes hard! Do not manually pump your brakes. 

That’s the good news.

On the other hand, many experienced riders can bring their non-ABS bike to a stop faster than an ABS equipped bike, by way of well-practiced, efficient, front and rear braking — particularly on clean, dry pavement. The question is can you do that under the stress of a life-threatening, panic-braking scenario? And even more to the point, how refined are your emergency braking skills on wet or dirty roads?

If you have attended a motorcycle event in which BMW was one of the participating vendors, you may have seen their demonstration and/or video where they compare the braking performance of ABS and non-ABS equipped bikes on flooded pavement. The demo-motorcycles are equipped with outriggers, to prevent the bikes from completely going down. The bikes are each ridden into several inches of water whereby they apply emergency braking. The non-ABS motorcycle loses control, falls over onto the outriggers and spins out. However, the bike with ABS makes a controlled, straight-line stop.