Shift Shaft Support Aprilia Racing RSV4 Tuono

Variable AFAM chain kit consisting of Steel 525   Factory configuration: Front sprocket: 61801-16 / Chain: A525XHR3-G 110L / Rear sprocket: 35807-41Please select your variant     Chain type: 525 Description: Xs-Ring Hyper Reinforced (XHR3) Colour: Gold Pitch (P): 15.875 mm Width (W): 7.85 mm Bush type: Solid Pin type: --- Roller diameter (R): 10.2 mm Pin diameter (D): 5.38 mm Internal plate thickness (T): 2.6 mm External plate thickness (t): 2.4 mm Internal plate height (H): 15 mm External plate height (h): 14 mm L1: 23.1 mm L2: 24.2 mm Tensile strength: 4890 daN Weight: 2.06 kg per 100 links Standard link: MRS Standard rivet: Seal type: Xs-ring       Fits the following models APRILIA RSV4 (2021 - 2022) APRILIA RSV4 1000 RF Racing Factory (2015 - 2018) APRILIA RSV4 1000 RR (2015 - 2020) APRILIA RSV4 1100 RF Racing Factory (2019 - 2021) APRILIA RSV4 1100 RR (2019 - 2020) APRILIA RSV4 Factory (2022 - 2024)

Factory configuration AFAM chain kit consisting of Steel 525Front sprocket: 61801-16 / Chain: A525XHR3-G 110L / Rear sprocket: 35807-41     Chain type: 525 Description: Xs-Ring Hyper Reinforced (XHR3) Colour: Gold Pitch (P): 15.875 mm Width (W): 7.85 mm Bush type: Solid Pin type: --- Roller diameter (R): 10.2 mm Pin diameter (D): 5.38 mm Internal plate thickness (T): 2.6 mm External plate thickness (t): 2.4 mm Internal plate height (H): 15 mm External plate height (h): 14 mm L1: 23.1 mm L2: 24.2 mm Tensile strength: 4890 daN Weight: 2.06 kg per 100 links Standard link: MRS Standard rivet: Seal type: Xs-ring       Fits the following models APRILIA RSV4 (2021 - 2022) APRILIA RSV4 1000 RF Racing Factory (2015 - 2018) APRILIA RSV4 1000 RR (2015 - 2020) APRILIA RSV4 1100 RF Racing Factory (2019 - 2021) APRILIA RSV4 1100 RR (2019 - 2020) APRILIA RSV4 Factory (2022 - 2024)

AFAM SPROCKET 35807 525 C45     Fits the following models APRILIA RSV4 (2021 - 2022) APRILIA RSV4 1000 APRC R (2012 - 2013) APRILIA RSV4 1000 APRC R ABS (2013 - 2014) APRILIA RSV4 1000 APRC SE Factory (2011 - 2012) APRILIA RSV4 1000 APRC SE Factory ABS (2013 - 2014) APRILIA RSV4 1000 Factory (2009 - 2010) APRILIA RSV4 1000 R (2010 - 2011) APRILIA RSV4 1000 RF Racing Factory (2015 - 2018) APRILIA RSV4 1000 RR (2015 - 2020) APRILIA RSV4 1000 V4 R APRC Tuono (2011 - 2013) APRILIA RSV4 1000 V4 R APRC Tuono ABS (2013 - 2014) APRILIA RSV4 1100 RF Racing Factory (2019 - 2021) APRILIA RSV4 1100 RR (2019 - 2020) APRILIA RSV4 Factory (2022 - 2024) APRILIA V4 1100 RR Tuono (2015 - 2020) APRILIA V4 1100 Tuono (2021 - 2023) APRILIA V4 1100 Tuono Factory (2015 - 2020) APRILIA V4 1100 Tuono Superpole (2021 - 2024)

AFAM SPROCKET 35807 525 STEEL C45N   Fits the following models APRILIA RSV4 (2021 - 2022) APRILIA RSV4 1000 APRC R (2012 - 2013) APRILIA RSV4 1000 APRC R ABS (2013 - 2014) APRILIA RSV4 1000 APRC SE Factory (2011 - 2012) APRILIA RSV4 1000 APRC SE Factory ABS (2013 - 2014) APRILIA RSV4 1000 Factory (2009 - 2010) APRILIA RSV4 1000 R (2010 - 2011) APRILIA RSV4 1000 RF Racing Factory (2015 - 2018) APRILIA RSV4 1000 RR (2015 - 2020) APRILIA RSV4 1000 V4 R APRC Tuono (2011 - 2013) APRILIA RSV4 1000 V4 R APRC Tuono ABS (2013 - 2014) APRILIA RSV4 1100 RF Racing Factory (2019 - 2021) APRILIA RSV4 1100 RR (2019 - 2020) APRILIA RSV4 Factory (2022 - 2024) APRILIA V4 1100 RR Tuono (2015 - 2020) APRILIA V4 1100 Tuono (2021 - 2023) APRILIA V4 1100 Tuono Factory (2015 - 2020) APRILIA V4 1100 Tuono Superpole (2021 - 2024)

AFAM RLK SPROCKET 35808 520 C45N STEEL For conversion to 520:   Fits the following models APRILIA RSV4 (2021 - 2022) APRILIA RSV4 1000 APRC R (2012 - 2013) APRILIA RSV4 1000 APRC R ABS (2013 - 2014) APRILIA RSV4 1000 APRC SE Factory (2011 - 2012) APRILIA RSV4 1000 APRC SE Factory ABS (2013 - 2014) APRILIA RSV4 1000 Factory (2009 - 2010) APRILIA RSV4 1000 R (2010 - 2011) APRILIA RSV4 1000 RF Racing Factory (2015 - 2018) APRILIA RSV4 1000 RR (2015 - 2020) APRILIA RSV4 1000 V4 R APRC Tuono (2011 - 2013) APRILIA RSV4 1000 V4 R APRC Tuono ABS (2013 - 2014) APRILIA RSV4 1100 RF Racing Factory (2019 - 2021) APRILIA RSV4 1100 RR (2019 - 2020) APRILIA RSV4 Factory (2022 - 2024) APRILIA V4 1100 RR Tuono (2015 - 2020) APRILIA V4 1100 Tuono (2021 - 2023) APRILIA V4 1100 Tuono Factory (2015 - 2020) APRILIA V4 1100 Tuono Superpole (2021 - 2024)

AFAM Sprocket Base 61801, 525, 20CrMnTi     Fits the following models APRILIA RSV4 (2021 - 2022) APRILIA RSV4 1000 APRC R (2012 - 2013) APRILIA RSV4 1000 APRC R ABS (2013 - 2014) APRILIA RSV4 1000 APRC SE Factory (2011 - 2012) APRILIA RSV4 1000 APRC SE Factory ABS (2013 - 2014) APRILIA RSV4 1000 Factory (2009 - 2010) APRILIA RSV4 1000 R (2010 - 2011) APRILIA RSV4 1000 RF Racing Factory (2015 - 2018) APRILIA RSV4 1000 RR (2015 - 2020) APRILIA RSV4 1000 V4 R APRC Tuono (2011 - 2013) APRILIA RSV4 1000 V4 R APRC Tuono ABS (2013 - 2014) APRILIA RSV4 1100 RF Racing Factory (2019 - 2021) APRILIA RSV4 1100 RR (2019 - 2020) APRILIA RSV4 Factory (2022 - 2024) APRILIA V4 1100 RR Tuono (2015 - 2020) APRILIA V4 1100 Tuono (2021 - 2023) APRILIA V4 1100 Tuono Factory (2015 - 2020) APRILIA V4 1100 Tuono Superpole (2021 - 2024)

AFAM Sprocket Base 61802, 520, 20CrMnTi   Fits the following models APRILIA RSV4 (2021 - 2022) APRILIA RSV4 1000 APRC R (2012 - 2013) APRILIA RSV4 1000 APRC R ABS (2013 - 2014) APRILIA RSV4 1000 APRC SE Factory (2011 - 2012) APRILIA RSV4 1000 APRC SE Factory ABS (2013 - 2014) APRILIA RSV4 1000 Factory (2009 - 2010) APRILIA RSV4 1000 R (2010 - 2011) APRILIA RSV4 1000 RF Racing Factory (2015 - 2018) APRILIA RSV4 1000 RR (2015 - 2020) APRILIA RSV4 1000 V4 R APRC Tuono (2011 - 2013) APRILIA RSV4 1000 V4 R APRC Tuono ABS (2013 - 2014) APRILIA RSV4 1100 RF Racing Factory (2019 - 2021) APRILIA RSV4 1100 RR (2019 - 2020) APRILIA RSV4 Factory (2022 - 2024) APRILIA V4 1100 RR Tuono (2015 - 2020) APRILIA V4 1100 Tuono (2021 - 2023) APRILIA V4 1100 Tuono Factory (2015 - 2020) APRILIA V4 1100 Tuono Superpole (2021 - 2024)

This kit is compatible with: Aprilia RS 660 and Tuono 660 APRILIA RSV4 and APRILIA TUONO V4 Model years 2021 to 2024 with Euro 5 engine, and includes the following functions: Front headlight emulation, tail light emulation, as well as a bypass plug to eliminate the side stand switch If applicable, lap time display in the dashboard if a compatible lap timer module is installed (not included) This kit was developed by AndroidX and manufactured by IRC. IMPORTANT: Track use only, no road approval / no warranty.   Scope of delivery: Ignition switch / kill switch adapter wiring harness to repurpose the kill switch Installation instructions ⚠️ IMPORTANT: For track use only. No road approval, no warranty.

Lazmonsta Racing RSV4 / TUONO rearsets developed for track use compatible with RSV4 & TUONO V4 2009–2025 high-strength AlZnMgCu 1.5 F53 engineering-grade aluminum for high static and dynamic loads racepace material thickness double surface hardness increased via hard anodizing with 500 HV, resulting in excellent corrosion protection thanks to hard-anodized surface the grip of the machined serrations on the foot pegs does not wear smooth excellent operability thanks to dual FAG ball bearings in brake and shift levers exceptional grip through precision-machined foot peg serrations individual adjustment for a more comfortable riding position adjustable and crash-protected shift lever by popular request: foot pegs with reduced diameter (−7 mm) lowest position now even more comfortable (−3.5 mm) fast spare parts availability thanks to in-house production MADE IN GERMANY

Please select your preferred variant, as well as the matching accessories for installation and successful operation!This is a complete, ready-to-fit kit consisting of the rotor, the alternator coil including the corresponding mounting plate, and the alternator regulator. The kit is supplied pre-configured with all the necessary connectors.In short: the significantly lighter rotor, with its smaller radius, leads to considerably reduced gyroscopic forces on the crankshaft. The effect is immense: Easier tip-in, especially in chicanes Significantly faster matching of engine speed when downshifting under braking, resulting in: Faster downshifting Less instability, a more stable rear end More time and comfort when turning in Later braking Improved response to throttle input, faster acceleration The typical power gain is around 5–6 hp, though this varies from engine to engine.This kit uses a rotor with a 45mm diameter and a weight of just 198g. This not only reduces the effective weight of the crankshaft, as the new rotor is 78% lighter than the original rotor (890g), but above all reduces gyroscopic forces due to the significantly smaller radius of 45mm instead of 120mm. Here's an example to illustrate the effect: a standard rotor at 14,000 rpm reaches a rotational speed of 320 km/h due to its larger radius, whereas the kit rotor reaches just 120 km/h. The main performance benefits stem from the fact that a lighter rotor with a considerably smaller radius is much easier to accelerate and decelerate. Most racing alternators also use a smaller rotor, but compared to ours, usually with significantly fewer windings in the coil, resulting in uneven and relatively low power output. In addition, the original regulator is typically still used, which is not designed for excess power at the necessary rpm ranges and can only convert this excess into harmful heat. Our alternator kits also use a small rotor, but we use particularly efficient, fine wire for our windings. This allows us to deliver strong and consistent power output starting from lower rpm (approx. 4,000 rpm). Another key feature lies in the switching system of our special alternator regulator. Once the desired voltage is reached, no further electricity is generated at the crankshaft. This results in a considerably cooler and more durable regulator. Therefore, never use our alternator kits with the original regulator. Particularly in view of the specific requirements regarding the necessary capacity reserves in conjunction with a racing alternator, we recommend using a LiFePO4 supply battery with a minimum of 7.5 Ah, preferably 10 Ah. We advise against using a lithium polymer battery in combination with a racing alternator. To remove the original flywheel, you will need a puller. Pullers and LiFePO4 batteries are available here in the shop. Important installation notice for racing alternator kits from BDK Race Engineering A BDK racing alternator kit replaces your motorcycle's rotor, stator and regulator/rectifier with a significantly lighter unit designed for racing use. This provides a noticeable reduction in rotating mass – but requires careful installation and involves changed operating behaviour. To ensure your kit works reliably from the outset, here is an overview of the most important points. Who should carry out the installation? Installation should be carried out by an experienced mechanic – someone who is confident working on the engine and the vehicle's electrical system. Specifically, this includes: Removal of the alternator cover, flywheel/rotor, starter clutch and stator, including securing the Woodruff key (rotor key) Removal and refitting of the ignition pulse sensor (pickup), maintaining the original installation position Working with thread locker and specified torque values according to the manufacturer's instructions Cleaning sealing surfaces, correctly fitting new gaskets and locating dowels, and sealing the cable grommet Professional crimping of the spade connectors and fitting of the connector housing Connection and fusing of the regulator/rectifier in the vehicle electrical system, plus measurements with a multimeter in AC and DC What matters during installation Thread locker is mandatory: All screws must be fitted with thread locker and tightened to the specified torque. Failures have already occurred due to missing thread locker – this is the most common avoidable mistake. Only use the supplied regulator: The standard regulator must never be used with a racing alternator. The regulator body must have a permanently clean earth connection. Regulator mounting: on a flat metal surface exposed to airflow, away from exhaust heat. One mounting point bolted, the second secured with a cable tie. Pay attention to cable management: Route the stator and pickup wires and secure them with the original clamps as done from the factory – free of chafing, with sufficient movement clearance, and not pinched. A chafed cable causes a short to earth. Connectors: Every spade connector must click audibly into place. The order of the three stator wires is not important – a secure fit is what counts. Fusing and switched positive: An intact fuse (30 or 35 A depending on kit) must be fitted in the positive line. The signal wire must be connected to a switched 12V positive supply so that no standing current flows when parked. Follow the original installation instructions: Sequence, torque values, gasket part numbers and cable lengths are model-specific and are detailed in the enclosed BDK instructions. What changes during operation A racing alternator deliberately delivers less charging output than the standard system. Depending on the kit, it only starts charging from around 3,000 to 5,000 rpm; prolonged running at lower engine speeds will discharge the battery. This results in three fixed rules: Always start with a fully charged battery, using at least a 7.8 Ah LiFePO4 battery, ideally 10.4 Ah. After each session, remove the fuse at the regulator, disconnect the 12V supply, or use a battery disconnect switch – otherwise deep discharge may occur. Never start or run the bike with the battery disconnected or the regulator unplugged. This will damage the alternator. The green LED on the regulator indicates that charging is taking place – a useful quick check before and after each session. Diagnostics The installer should be able to independently check with a multimeter: the fuse and switched positive supply, continuity between the stator pins (present between each other, none to earth), the AC voltage between the stator pins at a constant engine speed, and the charging voltage at the battery. This allows almost all faults to be narrowed down within a few minutes – often to something minor such as a blown fuse or a connector that hasn't clicked into place. The specific target values can be found in the troubleshooting section of the enclosed instructions. If you're unsure That's not a problem – in this case, please have the installation carried out by a specialist workshop or an experienced racing mechanic. If you have any technical questions about your kit, we'll be happy to help; just get in touch with us. Please note: This is racing equipment intended exclusively for competition and track use and is not approved for use on public roads. In its development, performance takes priority over durability; as is common for racing parts, the manufacturer provides no warranty or liability for these parts, in particular not for consequential damage. Your statutory rights against us as the seller remain unaffected. The original installation instructions from BDK Race Engineering supplied with the product are authoritative for installation.

Please select your preferred variant, as well as the matching accessories for installation and successful operation! This is a complete, ready-to-install kit including a reworked new alternator cover, consisting of the rotor, the alternator coil with the associated mounting plate, and the alternator regulator. The kit is supplied pre-fitted with all necessary connectors. This kit includes an elaborately CNC-machined and significantly lighter rotor including ignition timing marks.In short: the significantly lighter rotor with a smaller radius results in considerably reduced gyroscopic forces on the crankshaft. The effect is immense:- Easier tipping into corners, especially in chicanes- Significantly faster matching of engine speed when downshifting under braking, resulting in:* less instability, more stable rear end* more time and comfort when turning in* faster downshifting* later braking possible- improved response to throttle input, faster acceleration- The typical power gain is approximately 5-6 hp, but this varies from engine to engine. The main performance benefits stem from the fact that a lighter rotor, which also has a significantly smaller radius, is much easier to accelerate and decelerate. Most racing alternators also use a smaller rotor, but compared to ours, usually with significantly fewer windings in the coil, resulting in uneven and relatively low power output. In addition, the original regulator continues to be used, which is not designed for excess power at the necessary engine speeds and can only convert this into harmful heat. Our alternator kits use smaller rotors with particularly effective magnets and a particularly efficient wire winding for the coil. This allows us to deliver strong and consistent output from lower engine speeds (approx. 4000 rpm). Another highlight lies in the switching system of our special alternator regulator. Once the desired voltage is reached, no further electricity is generated at the crankshaft. This results in a significantly cooler and more durable regulator. Therefore, never use our alternator kits with the original regulator. Our regulator features a 20-turn potentiometer for adjusting the maximum output voltage (turning counter-clockwise increases the output voltage). Particularly for the specific requirements regarding necessary capacity reserves in connection with a racing alternator, we recommend the use of a LiFePo4 supply battery with at least 7.5 Ah, preferably 10 Ah. We advise against using a lithium polymer battery in combination with a racing alternator. To remove the original flywheel, you will need a puller. Pullers and LiFePO4 batteries are available here in the shop. Important installation notice for racing alternator kits from BDK Race Engineering A BDK racing alternator kit replaces your motorcycle's rotor, stator and regulator/rectifier with a significantly lighter unit designed for racing use. This provides a noticeable reduction in rotating mass – but requires careful installation and involves changed operating behaviour. To ensure your kit works reliably from the outset, here is an overview of the most important points. Who should carry out the installation? Installation should be carried out by an experienced mechanic – someone who is confident working on the engine and the vehicle's electrical system. Specifically, this includes: Removal of the alternator cover, flywheel/rotor, starter clutch and stator, including securing the Woodruff key (rotor key) Removal and refitting of the ignition pulse sensor (pickup), maintaining the original installation position Working with thread locker and specified torque values according to the manufacturer's instructions Cleaning sealing surfaces, correctly fitting new gaskets and locating dowels, and sealing the cable grommet Professional crimping of the spade connectors and fitting of the connector housing Connection and fusing of the regulator/rectifier in the vehicle electrical system, plus measurements with a multimeter in AC and DC What matters during installation Thread locker is mandatory: All screws must be fitted with thread locker and tightened to the specified torque. Failures have already occurred due to missing thread locker – this is the most common avoidable mistake. Only use the supplied regulator: The standard regulator must never be used with a racing alternator. The regulator body must have a permanently clean earth connection. Regulator mounting: on a flat metal surface exposed to airflow, away from exhaust heat. One mounting point bolted, the second secured with a cable tie. Pay attention to cable management: Route the stator and pickup wires and secure them with the original clamps as done from the factory – free of chafing, with sufficient movement clearance, and not pinched. A chafed cable causes a short to earth. Connectors: Every spade connector must click audibly into place. The order of the three stator wires is not important – a secure fit is what counts. Fusing and switched positive: An intact fuse (30 or 35 A depending on kit) must be fitted in the positive line. The signal wire must be connected to a switched 12V positive supply so that no standing current flows when parked. Follow the original installation instructions: Sequence, torque values, gasket part numbers and cable lengths are model-specific and are detailed in the enclosed BDK instructions. What changes during operation A racing alternator deliberately delivers less charging output than the standard system. Depending on the kit, it only starts charging from around 3,000 to 5,000 rpm; prolonged running at lower engine speeds will discharge the battery. This results in three fixed rules: Always start with a fully charged battery, using at least a 7.8 Ah LiFePO4 battery, ideally 10.4 Ah. After each session, remove the fuse at the regulator, disconnect the 12V supply, or use a battery disconnect switch – otherwise deep discharge may occur. Never start or run the bike with the battery disconnected or the regulator unplugged. This will damage the alternator. The green LED on the regulator indicates that charging is taking place – a useful quick check before and after each session. Diagnostics The installer should be able to independently check with a multimeter: the fuse and switched positive supply, continuity between the stator pins (present between each other, none to earth), the AC voltage between the stator pins at a constant engine speed, and the charging voltage at the battery. This allows almost all faults to be narrowed down within a few minutes – often to something minor such as a blown fuse or a connector that hasn't clicked into place. The specific target values can be found in the troubleshooting section of the enclosed instructions. If you're unsure That's not a problem – in this case, please have the installation carried out by a specialist workshop or an experienced racing mechanic. If you have any technical questions about your kit, we'll be happy to help; just get in touch with us. Please note: This is racing equipment intended exclusively for competition and track use and is not approved for use on public roads. In its development, performance takes priority over durability; as is common for racing parts, the manufacturer provides no warranty or liability for these parts, in particular not for consequential damage. Your statutory rights against us as the seller remain unaffected. The original installation instructions from BDK Race Engineering supplied with the product are authoritative for installation.

The intelligent cooling system for consistent engine temperatures, optimal performance, and maximum durability – fully plug & play, proven on the racetrack, and reliable. Benefits Faster achievement and maintenance of operating temperature No more power losses for operating the water pump Controlled cooling after shutdown Increased engine stability under extreme temperatures Reduction of system-related wear Main Technical Features Easy Installation Complete plug & play system – no modifications required, pre-configured for your specific vehicle. Automatic Temperature Control The IEC controller always keeps the engine in the optimal temperature range – for consistent performance and reduced wear. Proportionally Controlled Cooling Water pump and fan smoothly adapt their output to actual engine heat – efficient and quiet. Cooling After Shutdown Cooling remains active even after the engine is turned off to reliably prevent heat build-up. High-Quality Components Professional wiring harness, robust connectors, and temperature-resistant silicone hoses ensure long service life.   IEC Kit Contents Aprilia Tuono V4 Factory 17+ (Euro 4) 1. Electric water pump MT-WP110-DHYM 2. IEC control unit MT-ECU-DHYM 3. Silicone coolant hoses 4. Plug & play wiring harness 5. LED status ring Installation Overview 1. Remove fairings and drain coolant. 2. Remove OEM hoses and install MONZATECH hoses including pump (observe flow direction). 3. Mount the IEC control unit above the battery and connect all wiring as per instructions. 4. Mount the LED status ring on the handlebar and route the cable neatly. 5. Fill and carefully bleed the cooling circuit. 6. 📄 Installation Manual / Download Quick Specs Vehicle Aprilia Tuono V4 Factory 17+ (Euro 4) Control Proportional control for pump and fan – automatic temperature regulation Installation Plug & play, vehicle-specific wiring harness, high-temperature resistant silicone hoses Maintenance Fully automatic operation, no manual adjustment required Note Never run the pump dry – thoroughly bleed after filling Important: The IEC system continues cooling even after engine OFF, preventing overheating by active post-cooling. Compatible with Aprilia Tuono V4 Factory 17+ (Euro 4). Brand and model names are used for identification purposes only.

The intelligent cooling system for consistent engine temperatures, optimal performance, and maximum durability – fully plug & play, proven on the racetrack, and reliable. Benefits Faster achievement and maintenance of operating temperature No more power losses for operating the water pump Controlled cooling after shutdown Increased engine stability under extreme temperatures Reduction of system-related wear Main Technical Features Easy Installation Complete plug & play system – no modifications required, pre-configured for your specific vehicle. Automatic Temperature Control The IEC controller always keeps the engine in the optimal temperature range – for consistent performance and reduced wear. Proportionally Controlled Cooling Water pump and fan smoothly adapt their output to actual engine heat – efficient and quiet. Cooling After Shutdown Cooling remains active even after the engine is turned off to reliably prevent heat build-up. High-Quality Components Professional wiring harness, robust connectors, and temperature-resistant silicone hoses ensure long service life.   IEC Kit Contents RSV4 Tuono V4 2021+ Euro 5 1. Electric water pump MT-WP110-DHYM 2. IEC control unit MT-ECU-DHYM 3. Silicone coolant hoses 4. Plug & play wiring harness 5. LED status ring Installation Overview 1. Remove fairings and drain coolant. 2. Remove OEM hoses and install MONZATECH hoses including pump (observe flow direction). 3. Mount the IEC control unit above the battery and connect all wiring as per instructions. 4. Mount the LED status ring on the handlebar and route the cable neatly. 5. Fill and carefully bleed the cooling circuit. 6. 📄 Installation Manual / Download Quick Specs Vehicle Aprilia Tuono V4 Factory (2021 – 2024) Euro 5 Control Proportional control for pump and fan – automatic temperature regulation Installation Plug & play, vehicle-specific wiring harness, high-temperature resistant silicone hoses Maintenance Fully automatic operation, no manual adjustment required Note Never run the pump dry – thoroughly bleed after filling Important: The IEC system continues cooling even after engine OFF, preventing overheating by active post-cooling. Compatible with Aprilia Tuono V4 Factory 2021–2024 (Euro 5). Brand and model names are used for identification purposes only.

This kit is compatible for the APRILIA RSV4 and APRILIA TUONO V4 and contains two front axle protector two rear axle protector Milled from Polyoxymethylen (POM) plastic. POM is one of the typical engineering thermoplastics with good mechanical properties and high dimensional stability as well as excellent sliding and wear characteristics. Press fit: axles in the oven at 80 ° C / protectors in the freezer for 12 hours, then carefully hammer into the axle with a wooden interlayer and heavy hammer! ⚠️ NOTE: For race track use only. No type approval (ABE), no warranty.

BDK Electric Water Pump – Complete Kit for converting to a fully electric, temperature-controlled coolant circulation system. Flow rate up to 20 l/min and a service life of over 20,000 operating hours. Ideal for racing conversions, engines without a mechanical pump, or projects with optimised thermal management. Advantages complete solution – all core components for electric pump operation included fully temperature-controlled regulation (start point and maximum temperature adjustable) no power loss from a mechanical pump max. flow rate 20 l/min (compact design) long service life: tested for 20,000 h 20 mm hose connections Technische Hauptmerkmale Flow rate max. 20 l/min Service life tested for 20,000 operating hours Temperature control Two adjustment potentiometers on the controller:– Start temperature: 35–45 °C– Maximum flow: 55–65 °CLinear increase in flow between these two points Sensor Temperature sensor 1/8" x 27 NPTF (tapered thread) Connections 20 mm hose connections (inlet/outlet) Wiring harness / colours red: switched +12 V • black: earth (may also earth the sensor mount) • yellow: sensor • green: negative for pump Important note on scope of delivery This kit does not include vehicle-specific fitting parts such as model-specific brackets, coolant hoses, adapters/reducers, sensor adapter pieces, end caps/blanking plugs or engine block seals. Such parts must be selected, manufactured or adapted specifically for the vehicle. Suitability / target group This conversion requires your own technical skill (e.g. positioning the sensor at the cylinder head outlet, possibly cutting threads/making adapters, bypassing or removing the original pump, removing the thermostat). For this reason, the kit is recommended for experienced mechanics and enthusiasts only. Keep an eye on the temperature As the pump is designed for max. 20 l/min, the coolant temperature should be closely monitored after conversion – particularly under high load, in hot ambient conditions, or on the racetrack. Power requirement to note 1.25A / 15W   Scope of delivery 1. Electric water pump (20 mm connections) 2. Temperature sensor (1/8" x 27 NPTF) 3. Water pump controller 4. Wiring harness with connectors 5. Rubber mounting bracket for attachment Installation overview 1. Fit the temperature sensor close to the cylinder head outlet; cut a thread/make an adapter if necessary. 2. Bypass or remove the original water pump; seal the mating surface on the engine block with a suitable end cap/blanking plug. 3. Mount the pump so that the inlet or outlet is as vertical as possible (to avoid air pockets); note the flow direction (arrow). 4. Remove any thermostats that would restrict flow below the start temperature. 5. Set the controller (start 35–45 °C / max 55–65 °C), fill the system and bleed it carefully – never run it dry! 6. 📄 Installation instructions   IMPORTANT: This kit does not include vehicle-specific brackets, hoses, adapters or seals. Proper conversion requires your own modifications. The maximum flow rate is 20 l/min – the coolant temperature should always be closely monitored after the conversion. Current draw 1.25A - monitor within your own system (alternator / battery / settings) and adjust the setup if necessary  

Supports you during rear wheel changes by keeping the chain in position on top of the swingarm and protecting it from dirt. This kit is compatible with: Aprilia RSV4 Aprilia Tuono V4 Kit contents: 1 x PETG chain holder 1 x bolt 1 x washer ⚠️ NOTE: For race track use only. No type approval (ABE), no warranty.

APRILIA Racing Coolant Reservoir Kit This kit is compatible with: Aprilia RS 660 and Tuono 660 Aprilia RSV4 Aprilia Tuono V4 Kit contents: Sturdy aluminum mounting bracket Chemically and temperature resistant 250 ml coolant reservoir with screw cap Cable ties ⚠️ NOTE: This product is intended for race track use only. No type approval (ABE), no warranty.

High-quality two-part puller for the original rotor of the Aprilia RSV4 with Kokusan alternator (from model year 2013 with APRC models).

APRILIA Racing Frame Protectors – RSV4 / Tuono V4 This kit is compatible with: Aprilia RSV4 Aprilia Tuono V4 Kit contents: 2 side-mounted protector pads 4 bolts incl. sleeves CNC-machined from solid Polyoxymethylene (POM). This high-performance engineering thermoplastic offers excellent dimensional stability, low friction, and outstanding wear resistance. ⚠️ NOTE: For race track use only. No type approval (ABE), no warranty.

IRC Downshift Blipper for all Aprilia RSV4 and Tuono V4 models. For models without APRC or a factory-installed quickshifter, please select the IRC Upgrade Kit for Aprilia Blipper in the dropdown menu (choose “NO” under OEM quickshifter). This applies primarily to 2009–2014 model years. When downshifting, the IRC control unit delivers a gear- and RPM-dependent throttle blip, eliminating the need to use the clutch when shifting down. The IRC shift sensor, designed for both push and pull directions, also sends the necessary signal for the factory ECU’s quickshifter functionality. All key parameters can be adjusted individually: Shift pressure for upshifts Shift pressure for downshifts Blip duration (time) Blip threshold (trigger force) Sensor direction: push / pull These settings can be tailored for the intended use (e.g. road or racetrack) as well as the leverage and geometry of the rearset configuration. The installation kit, including pre-assembled wiring harness and linkage hardware, is fully plug-and-play and fits any rearset with minimal modifications – even in setups with reverse shifting. No road approval (no ABE)2-year manufacturer warranty Installation notice IRC components interface directly with your motorcycle’s engine management and sensor systems. Installed correctly, they deliver reliable performance for years — so here is what matters most. Installation should be carried out by an experienced mechanic who is confident working with the electronic components of modern motorcycles: Ignition coils Throttle position sensor (TPS) Gear position sensor Throttle grip / twist grip sensor Demand sensor Fuel injectors Equally important during installation: Work carefully — seat all connectors fully, keep contacts dry and corrosion-free, observe torque values. Mind the cable management — route wiring free of chafing with sufficient slack, away from hot and moving parts, and secure it properly. Follow the IRC installation instructions — sequence, pin assignment and operating parameters are product-specific. Be able to read fault codes — most irregularities after a modification can be narrowed down within minutes. A solid understanding of the rest of the motorcycle’s electronics and of how the components interact is just as valuable. If you are unsure, have the installation done by a specialist workshop or an experienced racing mechanic — and feel free to contact us with technical questions. These products are intended exclusively for racing and track use and are not approved for use on public roads. Damage caused by improper installation, deviating settings or inadequate cable management is excluded from the manufacturer’s warranty. Warranty conditions This product is covered by the international warranty conditions of IRC S.r.l. Download the IRC international warranty conditions (PDF)

MONZATECH Electric Water Pump WP030 – compact, rugged electric water pump for cooling combustion or electric engines. Up to 30 l/min at 0.8 bar – designed for applications up to 30 hp. Important: This listing is for the pump only – no controller, temperature sensor, wiring harness, hoses, or other accessories included. Benefits high flow in a compact package: 30 l/min at 0.8 bar suitable for applications on engines up to 30 hp rugged design for demanding use versatile fitment (e.g., motocross, enduro, tourer, supersport) ideal as an upgrade/replacement or as a base component for custom cooling builds Key Technical Features Application For engines up to 30 hp (combustion or electric) Max flow rate 30 litres/minute Reference pressure 0.8 bar (at max flow rate) Motor DC motor Material Nylon Weight (pump) approx. 340 g Scope of delivery note This offer includes the pump only. Not included: controller, temperature sensor, diagnostic LED, wiring harness, hoses, brackets/adapters (unless explicitly listed separately).   What’s in the box 1. MONZATECH Electric Water Pump WP030 (SKU: MT-WP030) 2. Pump only – no controller, no temperature sensor, no wiring harness, no hoses Quick Installation Overview 1. Integrate the pump into the cooling circuit (mounting position and hose routing are application-specific). 2. Connect electrically according to your setup (DC pump). 3. Fill and bleed the cooling system thoroughly. 4. 📄 Manufacturer page / details Quick Facts Part / SKU MT-WP030 Type Electric water pump (DC) Max flow rate 30 l/min Reference pressure 0.8 bar Application Engines up to 30 hp Material Nylon Weight approx. 340 g (pump) Shipping data (manufacturer) Weight 0.6 kg • Dimensions 30 × 30 × 15 cm Shipping time (manufacturer) 7–10 working days Important: This listing includes the WP030 pump only. For temperature-based control you will need an additional controller and a temperature sensor (not included). Final fitment (hose sizing, mounting, brackets) depends on the vehicle/project. Universal application. Brand and model names are used for reference only.

MONZATECH Electric Water Pump WP070 – powerful, compact electric water pump for cooling circuits of combustion or electric engines. 70 l/min at 0.8 bar (manufacturer specification). Important: This listing includes the pump only – no separate IEC controller/ECU, no vehicle-specific wiring harness, no hoses, and no kit accessories. (Note: certain sensors may be integrated inside the pump – see technical data.) Benefits high flow capability for demanding use: 70 l/min at 0.8 bar no mechanical power draw from an engine-driven pump (electric pump concept) compact packaging for easy installation in tight spaces extremely rugged build: CNC-machined aluminium (incl. impeller) + carbon structure ideal as an upgrade/replacement or as a base component for temperature-controlled cooling builds Key Technical Features Max flow rate 70 litres/minute at 0.8 bar (manufacturer specification) Current draw approx. 4–4.5 A at free-flow (reference value) Construction Fully made from 5-axis CNC-machined aluminium, including the impeller Seals Viton seals/O-rings for high operating temperature resistance Lightweight design Central carbon body (5-ply twill, 200 g/m²) for maximum weight saving Hydraulics Centrifugal pump fluid-dynamics optimized via CFD simulations (as per datasheet) Sensors (internal) Integrated Hall sensor in the DC motor and a temperature sensor; combined with internal electronics for efficiency optimization Motor / drive Automotive-proven DC motor; components include brass brush-holder parts and a stainless shaft with wear-reduction coating Pump body size approx. 55 mm × 115 mm (compact packaging for easy installation) Weight (pump) approx. 615 g (datasheet value; may vary by version) Rated application motorcycle/automotive applications up to 100 kW (manufacturer statement) Scope of delivery note This offer includes the pump only. Not included: separate IEC controller/ECU, vehicle-specific wiring harness, diagnostic LED/status ring, sensor holder/external sensor kit, hoses, brackets/adapters (unless explicitly listed separately).   What’s in the box 1. MONZATECH Electric Water Pump WP070 (SKU: MT-WP070) 2. Pump only – no separate controller/ECU and no kit accessories (harness/hoses/sensor holder etc.) Quick Installation Overview 1. Integrate the pump into the cooling circuit (mounting position and hose routing are application-specific). 2. Wire according to your setup (DC pump); ensure proper fusing and secure routing. 3. Fill and bleed the cooling system thoroughly. Do not run the pump dry. 4. 📄 Manufacturer page / details 📄 technical data sheet 📄 wiring diagram Quick Facts Part / SKU MT-WP070 Max flow rate 70 l/min (manufacturer specification) Reference pressure 0.8 bar (manufacturer specification) Current draw approx. 4–4.5 A (free-flow reference) Materials CNC aluminium (incl. impeller) + carbon central body Seals Viton Body size approx. 55 × 115 mm Weight (pump) approx. 615 g (datasheet) Rated application up to 100 kW (manufacturer statement) Shipping time (manufacturer) 7–10 working days Important: This listing includes the WP070 pump only. Features such as target-temperature control, after-run cooling, or thermostat-delete concepts depend on the complete system (e.g., when paired with a suitable controller/ECU). Universal application. Brand and model names are used for reference only.

MONZATECH Electric Water Pump MWP-110) – high-performance electric water pump designed for maximum cooling capacity in a compact package. Free flow rate: 110 l/min (12 V, datasheet). Important: This listing includes the pump only – no separate controller/ECU, no vehicle-specific wiring harness, no hoses, and no kit accessories. (Internal sensors may be integrated in the pump – see technical data.) Benefits very high flow capacity: 110 l/min (free discharge, datasheet) no mechanical power draw from an engine-driven water pump (electric pump concept) compact packaging – overall dimensions minimized for easy installation premium build: 5-axis CNC-machined aluminium (including impeller) + carbon fibre central casing high durability via Viton sealing and wear-optimized motor components Key Technical Features Free flow rate 110 l/min (datasheet) Power / current draw 5.5–6 A (datasheet, free discharge) Construction Fully manufactured from 5-axis CNC-machined aluminium, including the impeller Seals Viton sealing gaskets and O-rings to withstand operating temperatures Lightweight design Central casing made of carbon fibre (5-ply 200 g/m² twill laminate) for minimal weight Pump body size 55 mm × 138 mm (datasheet) Weight (pump) 740 g (datasheet) Sensors (internal) Integrated Hall sensor in the electric motor and a temperature sensor; together with control electronics for maximum cooling-circuit efficiency Motor / wear protection Italian DC motor used in automotive applications; brass-cage brush holders and a stainless shaft with nano-deposition treatment to minimise wear Hydraulics Centrifugal-pump fluid dynamics developed through design studies and CFD simulations (datasheet) Scope of delivery note This offer includes the pump only. Not included: separate controller/ECU, external sensors/display, diagnostic LED/status ring, vehicle-specific wiring harness, hoses, brackets/adapters (unless explicitly listed separately).   What’s in the box 1. MONZATECH Electric Water Pump MWP-110 (WP110) 2. Pump only – no separate controller/ECU and no kit accessories (harness/hoses/sensor holder etc.) Measurement / Test Notes (datasheet) Test conditions (curves) Results shown @ 12 V free flow, with inlet/outlet silicone hose length 0.5 m each and head Δh = 0.5 m (datasheet) Installation tests Temperature vs time graphs comparing “stock pump vs MonzaTech electric pump + electronic management” are documented (e.g., Ducati Panigale V4, Tenere 700) Quick Installation Overview 1. Integrate the pump into the cooling circuit (mounting position and hose routing are application-specific). 2. Wire professionally (DC pump), ensure proper fusing and protect the harness from heat/abrasion. 3. Fill and bleed the cooling system thoroughly. Do not run the pump dry. 4. 📄 Manufacturer page / details 📄 technical data sheet 📄 wiring diagram Important: This listing includes the MWP-110/WP110 pump only. Features such as target-temperature control or after-run cooling depend on the complete system (e.g., when paired with a suitable controller/ECU). Universal application. Brand and model names are used for reference only.

NGK Iridium CR10EIX No. 6482 Minimum order quantity: 4 10 mm thread Hex size 16 mm 19 mm thread reach Iridium electrode NGK iridium spark plugs currently represent the highest-quality technical solution available. They feature an iridium alloy on the center electrode, which is laser-welded using a special process. The precious metal iridium is one of the hardest metals in the world, with a melting point of 2450 °C, making it particularly resistant to spark erosion. The use of this metal results in an average doubling of service life compared to conventional nickel spark plugs. ATTENTION: Please only use spark plugs that are explicitly specified by your motorcycle manufacturer in the owner’s manual or clearly approved by the spark plug manufacturer for your specific model. Using incorrect spark plugs may cause damage to your vehicle! ⚠️ ATTENTION: For track use only. No ABE, no warranty.