Aprilia RS250 Chesterfield Replica

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Aprilia RS250 Chesterfield Replica
Production 1996
Class Sport Bike
Two stroke, 90° V twin-cylinder, with laminar suction and exhaust valve. Separate lubrication with variable automatic mixer
Compression ratio 12.00 (+/- 0.7) : 1
Top Speed 209.5 km/h / 130.2 mph
Horsepower 70.0 HP (52.2 KW) @ 11900RPM
Torque 28.03 ft/lbs (38.0 Nm) @ 10750RPM
Ignition CDI
Spark Plug Standard - NGK BR9ECM
racing - NGK BR10ECM
cold climate - NGK BR8ECM
Battery 12v 4Ah
Transmission 6 Speed, direct drive
Suspension Front: Ø40 mm Inverted fork with adjustable rebound and compression damping.
Rear: Magnesium alloy swingarm. Monoshock with resevoir, adjustable extension, compression and spring preloading.
Brakes Front: 2 x Ø298 mm discs, 4 piston calipers
Rear: Single Ø220 mm disc, 2 piston caliper
Front Tire 120/60-17
Rear Tire 150/60-17
Wheelbase 52.99 inches (1346 mm)
Length 77.99 inches (1981 mm)
Width 27.2 inches (691 mm)
Seat Height 31.1 inches (790 mm)
Weight 140 kg / 309 lbs (dry), 167 kg 368 lbs (wet)
Fuel Capacity 16.5 L / 4.4 US gal
Manuals Service Manual

The Aprilia RS 250 Chesterfield Replica was a liquid-cooled, two-stroke, single cylinder Sport Bike motorcycle produced by Aprilia in 1996. Max torque was 28.03 ft/lbs (38.0 Nm) @ 10750 RPM. Claimed horsepower was 70.0 HP (52.2 KW) @ 11900 RPM. It could reach a top speed of 209.5 km/h / 130.2 mph.

Engine[edit | edit source]

The engine was a Liquid cooled cooled Two stroke, 90° V twin-cylinder, with laminar suction and exhaust valve. Separate lubrication with variable automatic mixer. The engine featured a 12.00 (+/- 0.7) : 1 compression ratio.

Drive[edit | edit source]

Power was moderated via the Oil bath, multiple-disc, with lever control on handlebars.

Chassis[edit | edit source]

It came with a 120/60-17 front tire and a 150/60-17 rear tire. Stopping was achieved via 2 x Ø298 mm discs, 4 piston calipers in the front and a Single Ø220 mm disc, 2 piston caliper in the rear. The front suspension was a Ø40 mm Inverted fork with adjustable rebound and compression damping. while the rear was equipped with a Magnesium alloy swingarm. Monoshock with resevoir, adjustable extension, compression and spring preloading.. The RS250 Chesterfield Replica was fitted with a 16.5 L / 4.4 US gal fuel tank. The bike weighed just 140 kg / 309 lbs. The wheelbase was 1370 mm / 53.9 in long.

1996 Aprilia RS 250 Chesterfield Replica[edit | edit source]

The 1996 MY Aprilia RS 250 Chesterfield Replica mainly addresses racing fans, boasting a graphic scheme that closely resembles the one found on House of Noale's offiacial Superbike Championship machines. In all other departments, it has the same features found on the base RS 250.

In the tech/engine department, it sports a liquid-cooled, two-stroke, 249cc, single cylinder powerhouse paired to a six-speed manual transmission, and can produce a claimed 70 horsepower and 38 Nm of torque.

Photos[edit | edit source]

Overview[edit | edit source]

You don't need to be Max Biaggi to get your socks blown off by the new RS250. But you do need to be to find much wrong with it. At the world launch of the stunning 250 at Misano the RS seemed to have it all: a fast motor; an exquisite chassis and, perhaps more than anything, the looks and detailing worth flogging granny for. All it lacked was the presence of the newly-crowned 250 world champion himself to give the bike his the Noale marque's lengthy experipersonal seal of approval. We've been waiting a long time from 50cc super shoppers to whizzo for Aprilia's 250 screamer. Despite 125s and world championship 250 trials and GP competition bikes, the eagerly-expected 250 road bike seemed to be the firm's Achilles heel. Over the last few years reports of 250 prototypes seizing or proving otherwise unreliable repeatedly found their way back to the UK. And for a variety of reasons Aprilia struggled to make a reliable V-twin stroker competitive with the class-leading RGV Suzuki. Ultimately, Aprilia gave up, instead surprisingly turning to Suzuki itself three years ago to forge a deal whereby the Japanese manufacturer now supplies a version of the proven RGV engine, redesigned to Aprilia's spec, to power the RS. However ironic, it's certainly an effective move. Although the engine remains essentially RGV, top end, exhaust, ignition, cooling and overall gearing changes make the engine in the RS both noticeably different in character and more potent on the road or track. And, gearing aside, the track (or maybe a glass display case) is where it belongs. Below 8000rpm you'd be better off on a bike with less than half the power: the RS kickstarts reluctantly, idles splutteringly and then burbles asthmatically until the revs approach five figures. That's the price you pay for the all-singing, all-dancing fireworks at the top of the range. But cog down or patiently wind the tacho needle over nine and the twin pipes crispen and the bike canters forward, faster and faster like a true racetrack refugee. It's all over, suddenly, at 12 thou — then you notch up a gear for more: bouncing like a screaming maniac between ten and ll,50()rpm; keeping one eye on the tacho, your foot on the gear lever and your heart in your mouth. It's completely addictive, hooliganistically noisy and, Aprilia claims, a smidgen faster everywhere than the RGV. Its only problems on the track were gear ratios that are slightly too wide, especially in the lower gears, to always keep within the edges of that powerband. Although the gearbox itself is identical to the RGV's, a one tooth smaller rear sprocket raises overall gearing but also has the effect of spacing the ratios a touch wider. But on the road it's unlikely to make any odds. Where the RS really comes into its own is on the brakes and into corners. Here the RS makes all previous racer-rep stroker 250s seem five years out of date. And it does so with style. The Aprilia may carry a premium price tag but it's the no-expense-spared approach the firm has taken to the bike's chassis and cycle parts that will make the outlay worth it.

Aprilia's 'RGV' DON'T BE FOOLED by the 'Aprilia Racing' on the cases. The RS engine is built entirely by Suzuki and, bar a handful of crucial Aprilia design changes, is mechanically identical to the RGV250. (Quite why Suzuki cooperated with Aprilia to build a direct competitor to its RGV remains a mystery. Aprilia says Suzuki didn't consider the RS a rival and RGV sales are now so low Suzuki says its future is in different types of bike.) Barrels, crank, clutch and gearbox are all identical to the RGV, however new heads featuring reshaped combustion chambers (which hike compression to a whopping 13.2:1 over the RGV's 7.3:1), enlarged coolant channels, all-new expansion chambers and a reprogrammed ignition 'black box' make the RS engine a markedly more potent beast. Aprilia is claiming a peak of 69bhp for the RS - eight bhp over the RGV -plus a power curve supposedly better throughout the entire range. Gearbox and clutch are also stock RGV but the Aprilia wears a slightly smaller rear sprocket which has the effect of raising overall gearing (even on the test track's long straight the RS was still short of the redline in top but showing 200kph, or 125mph, on the speedo) and exaggerating the spacing between the ratios. Fears about longevity should be quelled by the news that in Italy the bike is being offered with a three year warranty. The UK is expected to follow suit. On the launch, 15 bikes were caned mercilessly all day long without a single seizure expect. The bars are quite flat and widely spaced and, though the pegs are so high they're impossible to ground even on the track, the seat is such that it's not too cramped. The RGV seems much more compact but in truth it s the little Aprilia that is shorter, lighter and lower. Once aboard you're instantly at home. The RS's light and low down weight allied to steering that is slightly slower than the RGV make the machine extremely predictable and easy to get on with. And it just gets better the faster you go. The brakes are absolutely astonishing, with the power to loft the rear wheel with just two fingers and the sensitivity to confidently trail deep into corners. But overall it's the balance between the super-rigid frame and top-quality, multi-adjustable suspension that impresses most. Though a couple of kilos lighter than the RGV, the sensuous pressed aluminum frame gives the RS a solidity and integrity the RGV somehow lacks. The inverted Marzocchis up front inspire complete confidence as does the rising rate rear shock once the compression damping is wound right off (via a convenient knurled knob poking from the side panel) — even if the super-grippy Pirelli Dragon rear tire did cut up alarmingly during the session. Put that lot together and you've got one of the best-handling and least daunting road bikes ever built. All of which would be fine for a special or the sort of bike destined only for proddie racers but the telling class of the RS250 is not only what it does but how well it's been put together. The styling speaks for itself. From whatever angle you view it, the RS250 is mouth-wateringly beautiful. But when you go through its component parts, one by one, it gets better yet: the alluringly-sculpted front mudguard; the perfectly-blended headlight; the slim and smooth (but useful) mirrors; that fantastic pressed and welded sheet aluminum frame and 'banana' swing-arm; the neatly machined footrest hangers and the lovely forged and polished aluminum heel protector plates. Not to mention the svelte seat unit complete with closely-fitting pillion cover under which lives the two-stroke filler and a useful sandwich compartment. It's these things, the attention to detail, the flourishes of design and the quality finish (a few peely stickers apart) that really ensures the RS250 will blow the RGV into a cocked hat. Neat welding, polished aluminum and (admittedly fake) carbon fibre abounds. Plus of course, there's the unique (and gimmicky) LCD lap-timer which doubles as the temp gauge in the console. Phew, there's so much to the RS, so much style, flair and potential pub boasting to it that, in a way, how the bike goes is almost irrelevant. But, having ridden it, the RS turns out to be faster (just), handles better, is better braked and, for my money, is much more fun than the RGV too. If any bike is going to come close to the Ducati 916 for sheer desirability this year, the RS250 is surely it. And against the 916s £11,000 price tag, the little Aprilia is an absolute steal.

Phil West

Source Bike 1995

Make Model Aprilia RS 250 Chesterfield Replica
Year 1996
Engine Type Two stroke, 90° V twin-cylinder, with laminar suction and exhaust valve. Separate lubrication with variable automatic mixer
Displacement 249 cc / 15.2 cu in
Bore X Stroke 56 x 50.6 mm
Cooling System Liquid cooled
Compression 12.00 (+/- 0.7) : 1
Lubrication Oil pump with separate circuit
Induction 2 x Ø34 mm Mikuni 34 SS flat side carburetors
Fuel Type Lead-free petrol, R.O.N. minimum 95
Engine Oil Recommendation IP MAX 2T COMPETITION, or any high-quality oil meeting the ISO-L-ETC++ or API TC++ specifications
Air Filter With polyurethane filter element
Ignition CDI
Spark Plug (tandard - NGK BR9ECM, racing - NGK BR10ECM, cold climate - NGK BR8ECM
Battery 12v 4Ah
Starting Kick
Max Power 52.9 kW / 72.5 hp @ 11900 rpm
Max Power Rear Tire 47.2 kW / 64.3 hp @ 10400 rpm
Max Torque 40 Nm / 4.08 kgf-m / 29.5 lb/ft @ 10750 rpm
Clutch Oil bath, multiple-disc, with lever control on handlebars
Transmission 6 Speed, direct drive
Gear Box Oil Recommendation IP FC, SAE 75W-90, or any high-quality oil meeting the API GL-4 specification
Final Drive Chain, sealed, jointless, DID 520 V6
Gear Change With pedal (L), 1st low, other 5 high
Final Reduction 14:42 (1:3.0)
Gear Ratio 1st 11:27 (1:2.454) / 2nd 16:26 (1:1.625) / 3rd 17:21 (1:1.235) / 4th 22:23 (1:1.045) / 5th 24:22 (1:0.916) / 6th 25:21 (1:0.840)
Primary Reduction 23:59 (1:2.565)
Front Suspension Ø40 mm Inverted fork with adjustable rebound and compression damping.
Front Wheel Travel 120 mm / 4.7 in
Rear Suspension Magnesium alloy swingarm. Monoshock with resevoir, adjustable extension, compression and spring preloading.
Rear Wheel Travel 130 mm / 5.1 in
Front Brakes 2 x Ø298 mm discs, 4 piston calipers
Rear Brakes Single Ø220 mm disc, 2 piston caliper
Front Wheel 3.5 x 17 in.
Rear Wheel 4.5 x 17 in.
Front Tire 120/60-17
Rear Tire 150/60-17
Rake 25°
Turning Circle Ø 4.09 m / 13.4 ft
Dimensions Length: 1880 mm / 74.0 in Width: 690 mm / 27.2 in Height: 1080 mm / 42.5 in
Wheelbase 1370 mm / 53.9 in
Seat Height 810 mm / 31.9 in
Ground Clearance 135 mm / 5.3 in
Dry Weight 140 kg / 309 lbs
Wet Weight 167 kg 368 lbs
Fuel Capacity 16.5 L / 4.4 US gal
Reserve 3.5 L / 0.9 US gal
Braking 60 Km/h / 37 Mph - 0 12.9 m / 42.3 ft
Braking 100 Km/h / 62 Mph - 0 36.8 m / 120.7 ft
Standing ¼ Mile 12.50 sec / 172.5 km/h / 107.2 mph
Top Speed 209.5 km/h / 130.2 mph
Road Test Tuttomoto Test