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2021 Aprilia RSV4 Factory | First Ride Review

May 4, 2021 mcnews Leave a comment

2021 Aprilia RSV4 Factory review — The 2021 Aprilia RSV4 and RSV4 Factory (above) were completely redesigned. (Photography by Larry Chen Photo)

Aprilia’s RSV4 is a bike that, like a fine wine, only gets better with age. Racing has always been a driving factor in the design of Aprilia’s sportbikes. The RSV4 was introduced for 2009 to compete in World Superbike, and Max Biaggi stood atop the podium nine times that season and won the championship in 2010. Four years later, the RSV4 was ridden to another WSBK championship by Sylvain Guintoli.

With racing in its DNA, it’s only natural that advancements made on the track influence design and engineering of models ridden by the general public, from advanced electronics to downforce-producing bodywork. The Aprilia RSV4 and RSV4 Factory underwent a ground-up redesign for 2021, giving us an opportunity to see how this racy red Italian wine tastes a decade on.

It’s been a few years since I through a leg over a RSV4, so I was interested to see how the folks back in Noale, Italy, improved an already great motorcycle. And what better place to stretch its legs than the legendary WeatherTech Raceway Laguna Seca in Monterey, California, home of the famous Corkscrew. Laguna Seca has a long history of Superbike racing, plus it’s a favorite track for many of us. If only the fog weren’t so cold and damp, conditions would have been perfect.

Before we get to how the bikes work, let’s take a look at what’s new. Last year, Aprilia’s two RSV4 models had engines with different displacements, with the FIM-homologated RSV4 1100 RR boasting 1,000cc (and a claimed 201 horsepower) and the RSV4 1100 Factory living up to its name with 1,077cc (and 217 horsepower). Aprilia simplified things for 2021, equipping the RSV4 and RSV4 Factory with the same 1,099cc, 65-degree V-4 engine — with an extra 22cc of displacement courtesy of a slightly longer 53.3mm stroke, up from 52.3 — that Aprilia says still cranks out an eye-watering 217 horsepower at 13,000 rpm and 92 lb-ft of torque at 10,500 rpm, even while meeting strict Euro 5 emissions regulations.

The V-4 architecture allows the engine to be narrow while still offering the power-producing benefit of four cylinders. To keep the engine as light as possible, the crankshaft was made lighter and the external housings, oil sump and cylinder head covers are made of magnesium. To keep the engine as compact as possible, the cam chain drives the intake camshaft and a gear on the intake camshaft drives the exhaust camshaft. To maximize the engine’s rigidity, the crankcase is a monoblock design with integrated aluminum cylinder liners. And to minimize vibration, a countershaft cancels out engine imbalances. A new Magneti Marelli ECU 11MP allows more complex algorithms to be processed at a faster speed, and a new exhaust system not only satisfies Euro 5 but is lighter than its predecessor.

With well over 200 horsepower on tap, electronics allow the riding experience on the RSV4s to be tailored the rider’s skill level and preferences. Guided by a Bosch 6-axis IMU, the APRC (Aprilia Performance Ride Control) suite does crazy fast calculations to optimize the bike’s dynamic behavior while offering a wide range of adjustability. Fifth-generation APRC includes: ATC (Aprilia Traction Control, 8 levels adjustable on the fly), AWC (Aprilia Wheelie Control, 5 levels adjustable on the fly), AEM (Aprilia Engine Map, 3 to choose from), AEB (Aprilia Engine Brake, a new feature with 3 levels that take lean angle into account), ALC (Aprilia Launch Control, 3 settings for track use), AQS (Aprilia Quick Shift), APL (Aprilia Pit Limiter) and ACC (Aprilia Cruise Control). Everything comes together with the six riding modes, with three for the street (Street, Sport and customizable User) and three for the track (Race and customizable Track 1 and Track 2).

That hardworking IMU also provides input for the Bosch 9.1 MP cornering ABS, which ensures maximum safety on the road and exceptional performance on the track. Co-developed between Aprilia and Bosch, it offers three levels of intervention and works in conjunction with Aprilia RLM (Rear Lift Mitigation) to keep the rear tire on the ground during hard braking.

We’re not done yet.

Whereas the standard RSV4 features fully adjustable Sachs suspension, the RSV4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension, with a 43mm NIX upside-down fork, a TTX rear shock and an electronic steering damper. An array of sensors and servo motors adjust compression and rebound damping automatically as you ride, adapting to changing conditions. There are two modes — semi-active and manual — and three suspension maps for each mode, and Öhlins’ OBTi (Objective Based Tuning Interface) simplifies pushbutton adjustments. Both RSV4 models are perfectly capable of delivering effective feel and control in any situation, but the standard RSV4 requires manual changes while the Factory’s setup can be changed on the fly with the touch of a button (preload must be manually adjusted on both models).

Perhaps it goes without saying that the RSV4 is smarter than I am. I’ve done a lot of racing over the years, including the Isle of Man TT, back when control was all in the wrist and I had to rely on my own brain rather than the motorcycle’s to keep me out of trouble. But things can and do go wrong from time to time, and I have come to appreciate not only the helping hand but also the convenience and customization that modern electronics provide.

Because most changes can be made on the fly, I was able to try out various setups without having to return to the paddock. Pressing a button on the right cluster below the kill switch changes the riding mode, while a four-button setup on the left makes adjustments within each mode. A lever on the bottom of the left cluster adjusts traction control, and a switch on the top of the left cluster adjusts both cruise control and wheelie control. There wasn’t much cruising going on at Laguna Seca, but there were plenty of wheelies that needed to be tamed! And a new 5-inch full-color TFT display, which offers Road and Track screens, provides an easy-to-read mission control.

Aprilia revised the RSV4’s chassis and bodywork as well. To optimize strength, rigidity and feedback, the twin-beam aluminum frame uses both cast and pressed-and-welded elements. The cast aluminum swingarm has a new lower reinforcing brace for added stiffness and uses three welded sections instead of seven, reducing unsprung weight by 1.3 pounds. Unique among production sportbikes is the degree of adjustment possible with the RSV4’s chassis, including engine position, headstock angle, swingarm pivot and rear ride height. Chassis geometry has been tweaked slightly to improve handling, and to keep mass centralized mass, most of the RSV4’s fuel is carried under the rider’s seat.

Inspired by the Aprilia RS 660, the new RSV4 is more aerodynamic, with revised bodywork, a larger windscreen and new winglets built into the double-wall fairing that provide more wind protection for the rider, more downforce and a 7% increase in airbox pressure. Revisions to the lower cowling help improve cornering agility and reduce cross wind buffeting. A new fuel tank provides more support during braking and cornering and has a deeper chin perch for getting behind the windscreen when fully tucked in. Seat height was reduced by 9mm and the footpegs were lowered by 10mm, yet cornering clearance increased by 1.5 degrees on both sides thanks to narrower pegs. All this adds up to a more comfortable cockpit, especially for someone my size (5 feet, 10 inches).

The RSV4 has always been a looker, and the new bodywork only enhances its go-fast, form-follows-function stance. The front lighting application is what really stuck out to me. New DRL light rails that run under and up the sides of the LED cat-eye headlights really make it pop, and cornering lights add visibility during nighttime riding. And the exhaust muffler looks the business. The Factory is available in either Lava Red or Aprilia Black (shown), while the standard RSV4 comes in Dark Losail. The Factory also rolls on light, strong, five-spoke forged and machined aluminum wheels rather the three-spoke cast aluminum wheels on the standard model.

After a few laps on the RSV4 Factory I realized this bike is seriously fast. The smooth nature and low growling sound of the V-4 were deceptive, making me think I was going slower than I actually was. With 80% of peak torque available in the midrange, you don’t have to rev the engine into the stratosphere to get a strong pull out of corners. And it continues to pull even harder as the revs pick up heading down the straight to the next corner. The new Brembo Stylema monoblock radial front calipers paired with 330mm rotors were perfectly capable of slowing things down. Front brake action was superb, allowing me to modulate the needed pressure to control corner entry with plenty of feel and braking power.

I started the day in Race mode, which had a rather abrupt throttle response, but switching to Street mode smoothed things right out. As the day progressed, I ended up back in the Race and Track modes because, once I found my groove, it’s never fast enough, right? Unlike the Track modes, the three road-going modes tame power delivery for everyday riding, like commuting (don’t forget the cruise control!) or riding through town on your way to the good stuff, with the APRC electronics on standby in the background.

In terms of handling, the RSV4 and RSV4 Factory are perfectly suited to a challenging track like Laguna Seca. The RSV4 has always offered positive feedback to the rider, and the latest iteration is even better, allowing me to attack corners with complete confidence. Leaned over in the middle of a corner, the bike felt planted and told me exactly what was going on. Under hard braking the RSV4 never got out of shape, and with three levels of engine braking I could explore how much to let the rear step out.

I managed to get the RSV4 out of shape a few times on hard exits, especially coming out of Turn 2. The bike started to lift the front and I could feel the rear starting to let go, but before things went pear-shaped the wheelie control and traction control kicked in and kept me from ending the day early. The quickshifter with auto-blip downshifting is almost like cheating; just move your foot and the shift is made up or down with no clutch and no hesitation (it’s adjustable too).

Although the RSV4 Factory performed exceptionally, I struggled with the bike squatting on hard corner exits. Since the day got off to a late start due to a foggy and damp morning, we lost some valuable track time. The bike I was on seemed a little out of balance front to rear, but more preload at the rear remedied the problem. Fine-tuning is part of the process when you’re trying to squeeze every bit of performance out of a race-ready sportbike.

For conoisseurs, Aprilia’s latest RSV4 and RSV4 Factory offer robust, full-bodied vintages suitable for different budgets and tastes. The standard RSV4 has an MSRP of $18,999, whereas the RSV4 Factory has an MSRP of $25,999, with the extra lira paying for the Öhlins Smart EC 2.0 semi-active suspension and primo forged wheels. Enjoy responsibly.

2021 Aprilia RSV4 Factory Specs

Base Price: $25,999
Website: aprilia.com

ENGINE
Engine Type: Liquid-cooled, transverse 65-degree V-4, DOHC w/ 4 valves per cyl.
Displacement: 1,099cc
Bore x Stroke: 81.0 x 53.3mm
Compression Ratio: 13.6:1
Horsepower: 217 @ 13,000 rpm (claimed)
Torque: 92 lb-ft @ 10,500 rpm (claimed)
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: Chain

CHASSIS
Frame: Aluminum dual-beam with pressed & cast sheet elements, cast aluminum swingarm
Wheelbase: 56.5 in.
Rake/Trail: 24.6 degrees/4.1 in.
Seat Height: 33.3 in.
Suspension, Front: 43mm USD fork, electronically adj., 4.9 in. travel
Rear: Single shock, electronically adj., 4.5 in. travel
Brakes, Front: Dual 330mm floating discs w/ 4-piston opposed radial monoblock calipers & ABS
Rear: Single 220mm disc w/ 2-piston caliper & ABS
Wheels, Front: Forged aluminum, 3.5 x 17 in.
Rear: Forged aluminum, 6 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 200/55-ZR17
Wet Weight: 445 lbs. (claimed, 90% fuel)
Fuel Capacity: 4.7 gals.

The post 2021 Aprilia RSV4 Factory | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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2021 Aprilia RS 660 | First Ride Review

October 26, 2020 mcnews Leave a comment

Those with a finger on the sportbike category’s pulse have had their gaze fixated on the Aprilia RS 660 ever since a concept of it was displayed at EICMA 2018. Rightfully so, as the RS 660 fills a vital role for the Italian manufacturer. It is its first fully faired middleweight offering, providing a street friendly but racetrack-capable alternative to the legendary RSV4 superbike. In a broader sense, the RS 660 also brings a level of sophistication and technology utterly unheard of in the class.

For decades, adding a 600cc inline-four cylinder or equivalently powered supersport model to its sportbike lineup has been the modus operandi of many a bike maker. The average 600 with their stratospheric redlines, peaky powerbands, taut chassis and racy riding positions are an absolute blast on the circuit — where they can be wrung out as intended.

2021 Aprilia RS 660 MSRP — 2021 Aprilia RS 660 in Lava Red

On the street, few of those characteristics translate positively, unless you happen to reside at the base of an unpopulated mountain road. In traffic, the committed riding position weights the wrists something fierce, compounded only by the pain of stiff suspension and anemic engine feel, unless it’s spooled up to the heavens.

Instead, Aprilia carved out a niche within the still flourishing middleweight class, rubbing elbows with the likes of the iconic Suzuki SV650, Kawasaki Ninja 650, Yamaha MT-07 and Honda CBR650R, albeit with a raised pinky due to the $11,299 price tag. While all admirable motorcycles in their own right, their performance, power to weight ratios, equipment and electronics can’t match what the Aprilia RS 660 offers. This thing is entirely different, as I discovered on our first ride, beginning in Santa Barbara, California.

The RS 660’s story begins with its all-new 659cc parallel-twin engine, producing a claimed 100 horsepower at 10,500 rpm and a peak 49.4 lb-ft of torque at 8,500 rpm. Equipped with a 270-degree firing order that’s become fashionable in European parallel-twin engine design, the 660’s engine is a spunky little firecracker and belts out a downright mean exhaust note, reminiscent of the RSV4.

With smooth bottom end and roughly 80 percent of its max torque coming online at a low 4,000 rpm, the 660 has plenty of gumption right out of the gate, delivering loads of mid-range power. Oh, what a peach this engine is, pulling with authority up to roughly 9,500 rpm, where things start to trail off.

There’s a lot of punch in that small package. Look close at the head tube and you’ll be able to see the seam right down the center.

Best yet, all of that power is delivered in a tractable, exciting and approachable way — intermediate riders will appreciate the inviting, rousing performance, while experienced riders are going to relish every ounce of power. Whether you’re in the city or hitting your favorite twisty road, you will always have punchy acceleration at your beck and call, unlike typical inline-four supersports.

The RS 660 is tame at lower rpm, and the engine decidedly difficult to lug when trawling traffic. On the opposite end of the rpm spectrum, the single counterbalancer does well to hide vibrations below 6k, but above that, buzz is felt through the footpegs. I wouldn’t consider it a deal-breaker, though.

The sporty 6-speed gearbox offers precision shifts and is equipped with a slip-assist clutch that results in an impressively light clutch pull. Separating itself from the pack further, the RS 660 is the only middleweight bike fitted with an up/down quickshifter and it is a treat to use in the canyons, allowing you to blast through the gearbox with glee. The quickshifter works well most of the time, but occasionally, you will be met with longer kill times on the upshift and slight hesitation on the downshift.

From the beginning, the tagline for Aprilia’s new P-twin was that it’s the RSV4’s powerplant with the rear cylinder bank lopped off. While Aprilia engineers took inspiration from the 999cc and 1,077cc V4 engines, the 660 is its own entity. Evidence of its RSV4 lineage is best expressed in the intake design and varied length intake funnels, 48mm electronically operated throttle bodies, high 13.5:1 compression ratio and cylinder head design, all taking more than a few pages from the RSV4 playbook. It even shares the superbike’s 81mm stroke.

2021 Aprilia RS 660 Quickshifter and Autoblipper — The RS 660 comes with a quickshifter and autoblipper standard and work well, save for a few occasional hiccups.

Helping you control everything is a Continental 6-axis IMU supported, class-leading APRC (Aprilia Performance Ride Control) rider aid package, lifted directly from the RSV4 and Tuono motorcycles. It includes 3-level cornering ABS, 3-level traction control, wheelie control, 3 throttle maps, cruise control and even engine braking management, which isn’t featured on the big bikes. In ABS level 3, the cornering function is enabled, while level 2 removes the cornering function for more aggressive riding, and in level 1, ABS is disabled in the rear only.

A total of five ride modes are standard: Commute (high intervention), Dynamic (sport riding) and Individual (customizable). Diving into the dash and switching from Road to Race will reveal the preset Challenge and custom Time Attack ride modes, that replaces your speedometer with a lap timer on the instrument panel.

All of those parameters can be quickly adjusted from the full-color TFT display found on several Piaggio models, but its easily navigable interface is updated for this application.

The street isn’t a place to test traction control or ABS limits, but I sure am glad to have those aids watching over my shoulder, especially when rolling through dusty apexes in the canyons. I stuck with Dynamic mode and enjoyed the crisp throttle connection, as well as the long leash for spirited riding.

What was crucial for the RS 660 platform is that the engine be as compact as possible to aid in a narrow and physically smaller chassis. A uniquely designed, lightweight aluminum twin-spar frame uses the 659cc engine as a stressed member to help save weight. Interestingly, each spar has one half of the head-tube cast into it and it’s completed when the two frame halves bolt together. Also, the cast aluminum swingarm connects directly to the engine, again saving weight.

With a leg thrown over the RS 660, it becomes apparent just how much emphasis was put on making the bike as sleek and svelte as can be. The footpeg distance is 0.72-inches narrower than the RSV4, and the subframe is 0.63-inches slimmer. Together, those dimensions make the relatively tall yet plush 32.3-inch seat height completely accessible for shorter riders. Additionally, the narrow subframe allows me to drive my weight through the footpegs, increasing control and feedback. For my 5-foot, 10-inch frame, the cockpit is spacious enough, although taller riders may disagree.

Faux riser clip-on handlebars integrated into the upper triple-clamp create a sporty yet sustainable riding position. Things can get wristy if you’re complacent on a longer ride, but it’s nowhere near as taxing as a supersport or superbike. Meanwhile, the 3.96-gallon fuel tank makes for a great anchoring point when braking or cornering. Aprilia representatives stated that they aimed for a riding position between the upright Kawasaki Ninja 650 and the racetrack-ready Yamaha YZF-R6.

Stylistically, the RS 660 references the RSV4 heavily and is equipped with LED lighting all around. Designers did add a bit of flair to the three-headlight RSV4 design by giving the RS 660 a daytime running light that extends upward on the front fairing in a “furrowed eyebrow” manner. The bike also features a functional passenger seat in standard trim, and when removed, luggage can be strapped to the bracket beneath.

A sportbike wouldn’t be a sportbike in 2020 without MotoGP-inspired aerodynamic winglets, and while the dual-layered plastics aren’t necessarily about creating down force, they are about encouraging rider comfort. The winglets are said to draw hot air away from the engine. In practice, it seems to work, as the engine’s radiant heat was rarely noticeable.

The supersport windscreen also provides a decent amount of wind protection when riding at freeway speeds, directing air toward the top of my helmet, and I can get into full-tuck comfortably.

A glance at the spec sheet reveals appropriately sporty numbers. Its short 53.9-inch wheelbase, steep 24.1-degree rake and 4.1-inches of trail pull no punches. However, this is where the Aprilia engineers have flexed their chassis knowledge against the competition — this bike is absolutely planted, translating tons of feel to the rider.

With a claimed wet weight of 403 pounds, the RS 660 tips into corners confidently and has a front end that encourages zealot-like faith. It’s light, nimble, and begs to be whipped into corners, remaining incredibly steady in every phase of the turn. Of course, Pirelli Diablo Rosso Corso II 120/70 and 180/55 rubber certainly contribute to the positive feelings. Thankfully, due to its reasonable power, the RS 660 won’t shred tires to the same degree its larger siblings will.

Handling suspension duties is a 41mm KYB fork featuring spring preload and rebound damping adjustment, accompanied by a non-linkage type KYB shock with the same adjustment abilities. The suspenders are tuned for street riding, soaking up bumps and bruises of the road nicely while still maintaining a composed and pleasurable ride. When the pace heats up, I would prefer a bit more compression damping, as sizable g-outs can unsettle things a bit. However, the all but officially confirmed up-spec Factory model will take care of that and appeal to those with a calendar full of track days.

In the front, radially mounted Brembo 4-piston calipers clamp onto 320mm floating rotors with good feel and stopping power — a noticeable improvement above the Japanese competition. In the rear, a dual-piston Brembo caliper grabs onto a 220mm disc and works well for line correction.

2021 Aprilia RS 660 Seat Height — In stock trim, the RS 660 features a relatively comfortable pillion seat. Once removed, the bracket beneath can be used to secure luggage.

To call the 2021 Aprilia RS 660 anything but a game changer is an understatement, even with a couple minor teething issues. In a traditionally budget-minded class, reflected in paired-down components, technology and performance compromises, the RS 660 is trailblazing its own path. In essence, it’s the sportbike we always needed — real-world ergonomics, an energetic parallel-twin producing useable power, a stellar chassis and a swath of top-shelf electronics. Enough faffing around, let’s get it to the track.

Nic’s Gear:
Helmet: Arai Corsair-X
Gloves: Alpinestars GPX
Jacket: Alpinestars T-GP PLUS R V3
Pants: Alpinestars Crank
Boots: Alpinestars Faster-3

2021 Aprilia RS 660 Specs:

Website: Aprilia.com
Base Price: $11,299
Price as Tested: $11,499 (Acid Gold Color)
Horsepower: 100 horsepower @ 10,500 rpm (claimed)
Torque: 49.4 lb-ft @ 8,500 rpm (claimed)
Engine Type: Liquid-cooled, transverse parallel-twin, DOHC, 4 valves per cyl.
Bore x Stroke: 81.0 x 63.9 mm
Displacement: 659cc
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 53.9 in.
Rake/Trail: 24.1 degrees/4.1 in
Seat Height: 32.3 in.
Claimed Wet Weight: 403 lbs.
Fuel Capacity: 3.96 gals., last TK gal. warning light on

2021 Aprilia RS 660 Photo Gallery:

Source: RiderMagazine.com

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Aprilia USA presents 2020 Limited Edition RSV4 and Tuono Misano collection on Facebook Live, Sunday, June 28

June 27, 2020 mcnews Leave a comment

Aprilia USA will be presenting the 2020 Aprilia RSV4 and Tuono Limited Edition Misano collection on Facebook Live. Those looking to soak up a few hours on a Sunday afternoon are encouraged to check out this broadcast featuring Aprilia’s limited edition RSV4 Superbike and Tuono Supernaked models.

From Press Release:

I would like to invite you to join me this Sunday, June 28 at 5:30pm (PST), when Aprilia USA will host a Facebook live presentation from Buttonwillow Raceway of the new Limited Edition RSV4 and Tuono Misano collection.

Join in to learn more about availability of the new model at dealerships, the model characteristics and how Aprilia’s racing heritage has influenced the creation of this iconic model: https://www.facebook.com/events/2924768980985652/

We will be hosting our first Aprilia Racers Days track experience the following morning, and I cannot wait to get on the track for my first time since February, especially on these new machines.

Source: RiderMagazine.com

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Aprilia Racers Days On-Track Demo Experience

February 13, 2020 mcnews Leave a comment

Aprilia USA announces the return of its Aprilia Racers Days track-day demo tour, where enthusiasts can ride the latest offerings from Aprilia in an environment that inspired the models. Five track-day events will provide a unique opportunity to test Aprilia sportbikes in a controlled setting with no stop signs, traffic signals or automobiles.

Check out Rider‘s 2020 Guide to New Street Motorcycles

Starting at the recently repaved Circuit of the Americas in Austin, Texas, following the MotoGP weekend in April, two other Aprilia Racers Days will follow MotoAmerica race weekends, allowing enthusiasts to ride the same tracks where professionals raced the previous weekend.

EVENT DETAILS:

Circuit of the Americas
Tuesday, April 7, 2020 (following MotoGP weekend)
9201 Circuit of the Americas Blvd
Austin, TX 78617

Road Atlanta
Monday, April 20, 2020 (following MotoAmerica weekend)
5300 Winder Hwy
Braselton, GA 30517

New Jersey Motorsports Park
Friday, May 15, 2020
8000 Dividing Creek Rd
Millville, NJ 08332

Buttonwillow Raceway Park
Monday, June 1, 2020
24551 Lerdo Hwy
Buttonwillow, CA 93206

The Ridge Motorsports Park
Monday, June 29, 2020 (following MotoAmerica weekend)
1060 W Eells Hill Rd
Shelton, WA 98584

Aprilia Racers Days events will be supported directly by Aprilia-trained technicians and product specialists, as well as partners Pirelli, Dainese and AGV to offer the best on-track experience with expert advice, performance and protection. The entry fee provides participants with an incredible track-day experience with their existing motorcycle and includes a VIP Aprilia Racers Days package, with ability to demo a new Aprilia for one of the track-day sessions, equipped with Pirelli performance tires. Attendees will also have an opportunity to be measured for a custom suit from Dainese and try out the latest track suits as well as helmets from AGV. All registrants will receive a $250 accessory voucher toward qualifying Aprilia purchases before June 30, 2020.

For tickets, visit: Aprilia Racers Days 2020

For more information about Aprilia, visit: aprilia.com

Source: RiderMagazine.com

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Aprilia Racers Days Track Program Returns for 2019

February 12, 2019 mcnews Leave a comment

Aprilia Racer Days 2019 — The factory-supported Aprilia Racer Days track-day series returns for seven events at six U.S. tracks in 2019.

Aprilia USA announces 2019 Aprilia Racers Days program–the manufacturer-led, on-track experience launched in 2018–where customers can experience the brand’s passion for speed first hand with demo ride capabilities on track. All brands and riders welcome!

With the complete 2019 range from Aprilia dedicated product specialists and track instructors, Aprilia Racers Days presents an inspirational environment for brand enthusiasts that offers an inclusive atmosphere not found at a typical track event.

Aprilia RSV4 Racer Days 2019 — The Aprilia RSV4 at a 2018 Aprilia Racer Days event. On-track demo rides will be available at all events.

Aprilia will have a fleet of class-leading V4s on-hand for participants to get acquainted with. This is a unique opportunity to ride the brand-new, 217-horsepower RSV4 1100 Factory and the Tuono V4 1100 Factory, now with semi-active suspension. Events will be supported by Aprilia trained technicians and product specialists to ensure the best riding experience.

Read our 2019 Aprilia RSV4 1100 Factory first look review

This year the program expands to six locations, each of which will be supported by Aprilia’s premium industry partners: Pirelli, Dainese and AGV. The six-stop tour takes the track at several iconic locations for seven total events. The highlight of the tour will be its stop at Circuit of the America’s following North America’s only MotoGP round. Aprilia owners, aspiring track riders and performance enthusiasts will take to the same circuit as the world’s greatest racers and put the machines through their paces in the exact environment that inspired their legendary performance. Aprilia welcomes all motorcyclists to participate in this truly unique opportunity, with the ability to test its class-leading machines in a private setting without the distraction of cars or speed limits.

For the cost of $225 (COTA is $450) for Aprilia Racers Days registration each participant will be entitled to two test ride sessions, complimentary lunch, beverages throughout activity, as well as free track day photography.

Aprilia Dorsoduro Racer Days 2019 — The Aprilia Dorsoduro 900 at a 2018 Aprilia Racer Days event. On-track demo rides will be available at all events.

Read our 2018 Aprilia Dorsoduro 900 first ride review

Aprilia Racers Days 2019 Stops:
Circuit of the Americas (Austin, TX) – April 16, 2019
GingerMan Raceway (South Haven, MI) – April 29, 2019
The Ridge Motorsports Park (Shelton, WA) – May 6, 2019
Buttonwillow Raceway Park (Buttonwillow, CA) – May 6, 2019
New York Safety Track (Jefferson, NY) – May 25, 2019
New York Safety Track (Jefferson, NY) – May 26, 2019
Barber Motorsports Park (Leeds, AL) – June 10, 2019

Read: First Track Day Tips & Hacks

Aprilia Racers Days events will be supported directly by Aprilia trained technicians and product specialists, as well as partners Pirelli, Dainese and AGV to offer the best on-track experience with expert advice, performance and protection. The cost of participation in the events will not only qualify for an incredible track day experience with your existing motorcycle, but also include a VIP Aprilia Racers Days package, up to two test ride sessions, and special giveaway items throughout the program. Participants will also receive $250 accessory voucher for qualifying purchases before June 30, 2019.

For more information: aprilia.com
Tickets available at: https://aprilia.ticketspice.com/aprilia-racers-days-2019

Source: RiderMagazine.com

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2019 Aprilia RSV4 1100 Factory | First Look Review

November 29, 2018 mcnews Leave a comment

For 2019, Aprilia’s RSV4 superbike will be available in two versions: the RSV4 RR, which returns unchanged from 2018, and the RSV4 1100 Factory, a new model that boasts a larger, 217-horsepower V4 engine, a titanium Akrapovic exhaust, updated suspension, brakes and electronics, generous use of carbon fiber and more.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

The Aprilia Style Centre sought to make the RSV4 1100 Factory look unique and recognizable. The exclusive matte-black bodywork is complemented by carbon fiber fenders, side panels, exhaust guard and new MotoGP-inspired aerodynamic winglets, which are contrasted by the lighter matching color of the titanium exhaust pipe and forged aluminum wheels.

Widening the bore of the V4 engine from 78 to 81mm while keeping the 52.3mm stroke unchanged increased displacement from 999.6cc (as on the RSV4 RR) to 1,078cc, and output has been boosted from 201 to 217 horsepower and from 85 to 90 lb-ft of torque (claimed). Compression ratio is unchanged at 13.6:1. Other changes include a higher-flow oil pump, a double oil jet to reduce piston temperature, optimized valve timing and taller fifth and sixth gear ratios. The electronic injection system now uses a throttle valve support with a more aerodynamic profile for improved fluid-dynamic permeability, and the Magneti Marelli 7SM ECU has a new specific map with limiter management set at 13,600 rpm. The exhaust system features an optimized manifold layout and a lightweight Akrapovic silencer.

The RSV4 chassis has received changes as well. The forged and molded aluminum frame features adjustable engine position, headstock angle, swingarm pivot and rear ride height. Changes to the steering bushings and offset of the steering yoke has reduced the wheelbase by 4mm, bringing the front end closer to the rider to increase load on the front wheel, and the swingarm has been made stiffer. The fully adjustable Öhlins NIX fork has 5mm more travel, and it is complemented by the fully adjustable Öhlins TTX shock and steering damper.

Brakes have been upgraded from Brembo M50 front calipers to lighter, more efficient Brembo Stylema calipers, which are fitted with higher-friction pads and can be combined with carbon air ducts to keep operating temperature under control for consistent performance under extreme conditions. Curb weight of the RSV4 1100 Factory with a full tank is 439 pounds thanks in part to the titanium exhaust and new ultra-light Bosch lithium battery.

The RSV4 1100 Factory is equipped with throttle-by-wire and the fourth generation of the APRC (Aprilia Performance Ride Control) electronic control suite, which includes:

ATC: Aprilia Traction Control with eight levels, adjustable on the fly (without having to release the throttle) by using a joystick adjacent to the left grip
AWC: Aprilia Wheelie Control with three levels, adjustable on the fly
ALC: Aprilia Launch Control with three settings, for use on the track only
AQS: Aprilia Quick Shift for clutchless, open-throttle up- and downshifting
APL: Aprilia Pit Limiter to select and limit the top speed allowed in pit lane at the track or simply to make it easier to comply with posted speed limits on the road
ACC: Aprilia Cruise Control

In addition to the fourth generation APRC system, the RSV4 1100 Factory is equipped with Bosch’s 9.1MP multi-map cornering ABS, which works in conjunction with the Aprilia RLM (Rear Liftup Mitigation) system. Each of the three cornering ABS maps can be combined with any of the three engine maps (Sport, Track, Race), allowing riders with different experience and skill levels to find the best possible combination for their style. The three maps deliver full power but differ in terms of throttle response and engine braking. The full-color TFT instrument display is brighter and has two selectable screen pages (Road and Race, both with night and day backlighting).

Available as an accessory is V4-MP, Aprilia’s multimedia platform that lets you connect your smartphone to the motorcycle via Bluetooth. It offers true corner-by-corner electronic settings calibration system with data that can subsequently be downloaded to your laptop (or displayed directly on the smartphone) for analysis. V4-MP has a new connection protocol that minimizes smartphone battery consumption and offers infotainment.

Pricing and availability for the 2019 Aprilia RSV4 1100 Factory are TBD.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

Source: RiderMagazine.com

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