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2021 Aprilia RSV4 Tested | Motorcycle Review

May 21, 2021 mcnews Leave a comment

Aprilia RSV4 and RSV4 Factory Review

When Aprilia bought the superlative RSV4 to market in 2009, the collective superbike fraternity was left rather embarrassed. The RSV4 was the first superbike to combine 250cc GP chassis philosophy with superbike speed, and when you put it against the CBR1000RR or Yamaha YZF-R1 of its day, it looked like a 600 in comparison.

It was a dozen years ago when the Aprilia RSV4 was first released
2009 model pictured

The superbike game has changed drastically since that time. Bikes have become blindingly quick and more tech-laden than ever, but like a young man who has spent the past decade or so in the gym and eating well, the RSV4 has matured into an athletic, muscle-bound beast but it hasn’t forgot the good manners and cheeky charm that won journalist’s hearts and rider’s wallets right when the GFC was in full swing.

The new RSV4 has a similar feel to the original but, make no mistake, this is no simple Bold New Graphics makeover. You can ride away on the $31,290 base model RSV4 with cast aluminium wheels and conventionally-adjusted Sachs suspension, while the premium RSV4 Factory with lighter forged aluminium wheels and electronically-adjusted semi-active Ohlins Smart EC2 suspension will set you back $38,490 by the time you ride it out of an Australian Aprilia dealership this June. The RSV4 band of brothers is here to knock off arch rival Ducati in the Oversized Superbike Showdown.

2021 Aprilia RSV4 Factory and RSV4 sibling

The only difference between the two models is the aforementioned wheels and suspension, and also paint choices (we’ll get to the benefits of the Ohlins vs Sachs in a tick). Everything else is the same across each bike, which includes a now 1099cc V4 motor with a lighter crankshaft packing a pants-tightening 217 hp at 13,000 rpm and 125 Nm or torque at 10,500 rpm.

1099 cc – 81 mm bore x 53.32 mm stroke – 217 hp at 13,000 rpm

The great thing for Aprilia is they’ve managed to get the donk through the Euro5 emissions regulations without losing too much in the way of midrange torque. As the old saying goes, “if you want more inches, stroke it”, and that’s exactly what Aprilia has done by going from 52.25 mm to 53.32 mm to accompany the MotoGP-specific 81mm bore.

Rennie on the 2021 Aprilia RSV4 at Laguna Seca

Compared to the 2020 RSV4, the ’21 edition maintains more torque from 4500 rpm right up 13,500 rpm, with a substantial increase from 5000 to 8000 rpm, right where you’ll spend most of your time on the street and right where manufacturers like Honda and BMW got so hurt with their Euro5 emissions performance block.

Without sounding like a regurgitated press release, I can tell you from the hot-seat that the new motor spins up with serious pace. From the almost dead stop of Turn 11 at Laguna Seca, the forward momentum delivered by the new motor is substantial. The ’21 rips through the rev range much quicker than before, although I will hold off on my opinion on absolute top end performance as Laguna’s front straight is about a quarter of what Mugello’s is like, where I rode the 2019 RSV4.

Helping this mammoth amount of power is the mix of new twin 48 mm throttle bodies, fuel injectors, new ECU and revised throttle maps via the Aprilia Performance Ride Control (APRC) suite. I’m not going to sit here and pretend like I know exactly what’s going on beneath me with regards to all those sparky things, but suffice to say the new bike, yes it’s faster, but the throttle is much smoother in how it applies the torque to the tyre, which makes just getting on with the job of riding that much easier.

The electronics at last feature engine brake control, bringing the RSV4 into line with the bike that was modelled on it in the RS 660, and gives the RSV4 equal footing with the current generation of superbikes. The APRC system, complete with its Bosch IMU, features three preset riding and three programmable modes in which you can alter everything from engine braking to traction, launch, and wheelie control, Cornering ABS, slide control, cruise control, and Aprilia has developed an all-new quick-shifter for utterly seamless full power gear shifts.

APRC system (Aprilia Performance Ride Control) that includes engine maps (AEM), engine brake control (AEB), traction control (ATC), wheelie control (AWC), launch control (ALC), cruise control (ACC), speed limiter (APT). 6 riding modes (3 Road, 3 Track)

Aprilia’s crammed a shitload of information into the five-inch TFT dash, but like the APRC systems that have gone before the ’21 edition, Aprilia’s engineers have done an excellent job on the user experience and design interface so you can get to the settings you want quickly, make the changes you want and just get on with riding.

Rennie on the 2021 Aprilia RSV4 Factory at Laguna Seca

The motor and the electronics are impressive, but what stands out more is what made the original RSV4 so good—its ability to decimate corners. Aprilia has fitted their first production inverted swingarm for the ’21 RSV4, which they claim is a massive 30 percent stiffer and saving 600 grams of unsprung weight. The result is the RSV4 gives such beautiful feel on the side of tyre, especially when you start dialling the power back in past the apex.

6-speed cassette type gearbox Gear lever with Aprilia Quick Shift electronic system (AQS)

The 2019 edition was no slouch here, but it used technology and thinking from a number of years ago. The inverted swingarm theory was taken from Aleix Espargaro’s RS-GP machine and was clearly a masterstroke, helping the RSV4 rail with the fluidity of a 600 but the power of a (bigger) superbike.

Airbox with front dynamic air intakes. 4 Marelli 48-mm throttle bodies with 8 injectors and Ride-By-Wire engine management.

Aprilia’s really gone to town on the aerodynamics for the RSV4. New LED lights, similar to the RS 660, adorn the front of the bodywork, while revised downforce winglets either side of the fairing help keep the front wheel down under acceleration and increase braking stability when it’s time to heave on the Brembos.

A wider windshield and an increased area for your chin to sit on when in a full tuck has been developed, and makes this iteration far more comfortable and less tiring to ride. To that end, the engineers have lowered the seat height by nine millimetres and the foot-peg position is 10mm lower, while amazingly giving you an extra 1.5-degrees of lean angle when cornering, not taking 1.5-degrees away.

You don’t feel as cramped on the 2021 RSV4, which is something taller riders will love. The original development rider for the RSV4 was pint-sized Max Biaggi—in fact you could say the RSV4 was made for Max so he could go and win Aprilia a couple of WorldSBK crowns. It now appears Aprilia is listening to riders of taller stature, as at 183 cm tall I found the new machine to be an almost ideal fit.

Now. The big elephant in the room. Is the Factory still worth the dosh over the base model? Yes. But there’s a but.

Standard bike has Sachs fork ∅ 43 stanchions, adjustable compression and rebound, travel 127 mm

I remember when I was at AMCN years ago and we rode the base and Factory back-to-back and within two corners you could tell everyone would go for the Factory. But that was before the advent of electronic suspension, and in that time the Sachs suspension has improved out of sight.

RSV4 Factory has Smart EC 2.0 electronically managed Öhlins NIX fork. ∅ 43 mm stanchions, with TIN surface treatment Aluminium radial calliper mounts, adjustable in hydraulic compression and rebound damping and spring pre-load, 125 mm travel

While sending it around Laguna, I was perfectly happy with the base model’s conventional suspension. I knew exactly what was happening as I didn’t have the computer constantly changing the suspension beneath me, like what happens when you’re in dynamic mode on the Factory.

The base model was quite the revelation, but once we put the Factory in manual mode on the dash where you could individually pick your rebound/compression, the ride became much more predictable. That allowed the lighter wheels on the Factory to really shine in the change of direction, giving the Factory a clear advantage over the base model.

RSV4 Factory gets forged aluminium alloy wheels, completely machined, with 5 split spoke design

However, the difference is not as big as you may think, and if you don’t need electronic suspension (which I suspect many do not), you’d be just fine to save your cash and go for the base model (and buy some lighter wheels with the money you’ll save because god knows you don’t need to make the engine faster).

I must admit I’m a little disappointed in the colour option for the base in the rather drab grey and silver, whereas the Factory gets two choices of Aprilia’s traditional racing colours of purple, black and red or the current MotoGP-style black and red. For that reason alone, I think more riders will gravitate towards the Factory, but don’t let that saw you alone because the base RSV4 is a truly excellent machine.

Aprilia’s really nailed this one. They’ve modernised an already classic superbike design and made a compelling case for top Italian superbike (or top superbike overall, for that matter). It sounds incredible, goes like a bat out of hell and rails corners like no one’s business, be it in base or Factory modes. Every couple of years the superbike moves a step forward, and the RSV4 is certainly at the head of this year’s class.

Aprilia RSV4 Factory: Technical Specifications [RSV4 data in brackets]
Engine type	Aprilia 4 longitudinal 65° V4 cylinder, 4-strokes, liquid cooling system, double overhead camshaft (DOHC), cooling system, double overhead camshaft (DOHC),
Bore and stroke	81 x 53.32 mm
Capacity	1,099 cc
Compression ratio	13.6:1
Power	217 HP (159.5 kW) at 13,000 rpm
Torque	125 Nm at 10,500 rpm
Power supply	Airbox with front dynamic air intakes. 4 Marelli 48-mm throttle bodies with 8 injectors and Ride-By-Wire engine management.
Transmission	6-speed cassette type gearbox Gear lever with Aprilia Quick Shift electronic system (AQS)
Clutch	Multi plate wet clutch with mechanical slipper system
Primary drive	Straight cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659)
Secondary drive	Chain: Drive ratio: 41/16 (2,562)
Controls management	APRC system (Aprilia Performance Ride Control) that includes engine maps (AEM), engine brake control (AEB), traction control (ATC), wheelie control (AWC), launch control (ALC), cruise control (ACC), speed limiter (APT). 6 riding modes (3 Road, 3 Track)
Chassis	Aluminium dual beam chassis with pressed and cast sheet elements Available adjustments: headstock position and angle, engine height, swingarm pin height Smart EC 2.0 electronically managed Öhlins steering damper [Sachs steering damper]
Front suspension	Smart EC 2.0 electronically managed Öhlins NIX fork. ∅ 43 mm stanchions, with TIN surface treatment Aluminium radial calliper mounts, adjustable in hydraulic compression and rebound damping and spring pre-load, 125 mm travel [Sachs fork ∅ 43 stanchions, adjustable compression and rebound, travel 127 mm]
Rear suspension	Upside-down double braced aluminium swingarm; Öhlins TTX monoshock with Smart EC 2.0 electronically managed piggy-back, fully adjustable in: spring pre-load, wheelbase and hydraulic compression and rebound damping. 115 mm travel [Sachs]
Wheels	Forged aluminium alloy wheels, completely machined, with 5 split spoke design. [Aprilia in aluminium alloy wheels with 3 split spoke design]. Front: 3.5”x17” Rear: 6”x17”
Tyres	Front: 120/70 ZR 17 Radial tubeless.
Tyres	Rear: 200/55 ZR 17 (alternative: 190/50 ZR 17; 190/55 ZR 17) Radial tubeless.
Dimensions	Wheelbase: 1435.8 mm
	Length: 2055 mm
	Width: 735 mm
	Saddle height: 845 mm
	Headstock angle: 24.6°
	Trail: 104.5 mm
Kerb weight	202 kg (90% fuel)
Emissions compliance	Euro 5
Consumption	6.90 litres/100 km
CO2 emissions	160 g/km

Photography by Larry Chen

Source: MCNews.com.au

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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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2020 Aprilia RSV4 1100 Factory Review | Motorcycle Test

October 29, 2020 mcnews Leave a comment

2020 Aprilia RSV4 1100 Factory

By Adam Child ‘Chad’ – Photography by Snapshot

You’d think 214 bhp in the wet would be frightening, like stepping into a bull ring for the first time and running around in a red cape. That much power and force should be overwhelming in the wet – but the new 2020 Aprilia RSV4 Factory has ensured it isn’t.

This is the most advanced RSV to ever leave the Aprilia factory, and it now comes fitted with the latest electronic Smart EC 2.0 Öhlins suspension and steering damper, and alongside some clever rider aids, it makes this supersonic superbike quite usable in the wet.

Wet conditions proved the ideal testing ground for the RSV4 1100 Factory

And it’s far easier to set up, too. Its semi-active suspension now has three ‘active’ modes and three ‘static’ modes, which are electronically adjustable from the buttons on the left ’bar.

You could argue Aprilia is a little late to the game given the major manufacturers already have electronic semi-active suspension. But, to quote Aprilia directly, “We would never use semi-active suspension until the stopwatch demonstrated an improvement in terms of lap times. That time has come. After two years of development in close contact with Öhlins technicians, and thanks also to experience gained with the Tuono V4 1100 Factory, semi-active suspension now features on the top-of-the-range RSV4 1100 Factory.”

The Factory features Smart EC 2.0 Öhlins suspension

Aprilia has extensively tested the new Öhlins electronic suspension at tracks like Imola and Mugello, and is claiming the new RSV4 1100 Factory is now half-a-second faster as a result. So 214 bhp, 177 kg dry – all sitting alongside some huge electronic advancement. I was like a kid on Christmas Eve.

We headed to a very wet Vallelunga race-track just outside Rome to put it through its paces. If it worked in the wet, I reasoned, then it’s sure to work in the dry.

Taking Your Money

It costs $38,690 Ride-Away, so Aprilia is slotting the new RSV4 factory right into the middle of the pricing war. It’s cheaper than Honda’s Fireblade CBR1000RR-R SP at $49,999 +ORC, and cheaper than its closest rival, which is arguably Ducati’s Panigale V4 S at $40,390 Ride-Away.

The 2020 Aprilia RSV4 1100 Factory edition

Interestingly the previous V4 1100 Factory, with conventional Öhlins suspension was listed at $33,990 + ORC, so you’re only paying $3000-odd for the clever electronic suspension once you factor in on-road costs. Both Kawasaki’s ZX-10SE and Yamaha’s R1M come with semi-active suspension and are cheaper again; the Yamaha at $34,999 Ride-Away and the Kawasaki at only $25,999 Ride-Away.

Power and Torque

So when did 200-plus bhp become normal? Quite recently, actually. In today’s superbike battles, if you haven’t got over 200 bhp to warm your tyres, you’re effectively bringing a knife to a gun fight.

The V4 engine remains unchanged for 2020, which means 214 bhp at 13,200 rpm and 122 Nm at 11,000 rpm. At the start of 2019, the RSV4 was upped in capacity from 1000cc to 1077cc by keeping the stroke the same but increasing the bore from 78mm to 81mm, and although power remains identical on the ‘new’ model, it’s still hugely impressive.

The 2020 RSV4 1100 Factory retains the 1077 cc V4 delivering 214 bhp

It’s not a one-trick pony either; torque from the V4 is stunning and, on paper, its 122 Nm blows away the Japanese competition. It is only edged out by the slightly larger-capacity Ducati (Aprilia: 1077 cc, Panigale: 1103 cc), with a quoted 123.3 Nm of torque.

Engine, Gearbox and Exhaust

The team that designed the fly-by-wire fuelling deserve a huge pay rise, because it’s perfect. I recently rode the new 1100 Tuono on track and couldn’t compliment the fuelling enough. It’s the same story with the new RSV4 Factory. It’s so precise, yet without any snatch. There isn’t a trace of lag, and you always feel you’re in direct management of the bike and have a perfect connection. The gearbox, combined with the up-and-down quick-shifter is also flawless.

It’s a surprise the Akrapovic exhaust passed muster with modern EURO4 restrictions

In wet and tricky conditions this is exactly what you require; immaculate fuelling and throttle response that allow you to seek out grip, with quick gear changes to moderate and optimise the force to the rear tyre. Add to that the road-legal titanium Akrapovic exhaust, and you have a sweet soundtrack to help you along. I’m unsure how Aprilia have managed to get it past the Euro regulators, but it does sound nice, even at low revs.

The engine is a peach. The 65-degree V4 provides a lovely synchronisation between usable torque in the low and mid-range, and a screaming over-run of power that ultimately hits the rev limiter at 13,600rpm. On test, in heavy rain, I simply short-shifted to give the rear full racing wet tyre a calmer time. But in dryer conditions, I let it shriek, only changing gear when the rev limiter lights flashed, logging 265km/h down the relatively short back straight.

Three riding modes offer very different characteristics

There are three engine modes to choose from: Rain, Sport, and Track. Despite the rain, everyone still opted for Sport mode; Rain mode is for wet riding on standard tyres, and we were using full race wets. Each of the three maps gives you full power, but changes the engine character and power delivery. The modes also change the percentage of engine braking, which is specific to each map.

Handling, Suspension, Chassis and Weight

For 2020 with the electronic Smart EC 2.0 Öhlins suspension and steering damper, you now have three ‘Active’ options – A1, A2 and A3 – and three ‘Manual’ options – M1, M2 and M3. Active signifies the suspension is acting according to the road and riding, and Manual is more like conventional suspension.

A1 is used for slick tyres, obviously on a racetrack, which should, surface-wise, be relatively smooth. A2 is for race or track-day tyres, again on track, but now the track is a little bumpy. And, finally, A3 allows more movement for the road on road tyres.

The Ohlins suspension offers active ‘A’ modes, as well as a more traditionally adjustable set of ‘M’ modes

The manual modes are similar but not semi-active. The modes within Active and Manual are not fixed and can be fine-tuned to the rider’s weight and skill, weather conditions, track, etc. The Öhlins steering damper is also now managed electronically.

Aprilia has simplified fine-tuning the suspension, so you don’t need to be an Öhlin’s technician to get the perfect set-up. Everything is presented via a 4.3-inch full-colour dash using the buttons the left ’bar. But Aprilia doesn’t use words like “compression” Instead, you have the option to increase or decrease “brake support”, or reduce or increase “rear support” on acceleration. You can even add or reduce “cornering support”.

Adjustability does differ from the usual compression, and rebound riders have come to expect

For most of the test ride I opted for A2; track use with race tyres. Yes, it was wet, but grip was acceptable, and Vallelunga is a flat and relatively smooth race track. On the RSV4 I immediately felt at home. Some taller and larger riders remarked on the smallish ergonomics of the RSV, but I’ve always found it roomy enough on the road. As soon as you leave pit lane, your confidence is boosted by that perfect fuelling, which means on pre-heated wet race tyres you can attack from the get-go.

Every now and then electronic suspension can take away a chassis’ natural feedback. You tend to rely on the suspension and tyres rather than feel the level of grip, but not so on the Aprilia. I’d never ridden Valleunga previously, and I soon discovered different sectors of the track have fluctuating levels of grip, which changed several times during the four-kilometre lap. But after only a handful of laps I’d worked this out, and this was all down to the superb response via the Smart EC-2 Öhlins suspension.

The Ohlins suspension still delivers a direct and intimate feel of the track surface

It was the same result in braking and acceleration. Once again, the Öhlins suspension allowed me to feel for the grip available. I could brake later and later as the conditions improved, get on the power slightly earlier, feel the rear wet tyre take the load and smoothly, and with the precise fuelling, start accelerating.

The chassis is outstanding, you can make mistakes and bring it back to a tighter line without it objecting. I couldn’t push as hard in the wet as I could in the dry, but the data showed towards to end of the day when the rain stopped, I’d achieved a lean angle of 45-degrees on those wets, and I always felt relatively safe, thanks to the feedback the chassis was giving me.

Brakes

In 2019 Aprilia upgraded the Brembo brakes from the old M50 radial calipers to the new Stylema items to put the RSV on-par with the opposition. The braking set-up remains untouched. There are three levels of ABS: Level 1, with conventional ABS on the front and no ABS on the rear; Level 2 with corning ABS front and back with rear-wheel-lift intervention; and Level 3 with corning ABS front and back and rear-wheel-lift intervention, which is more road specific.

High spec Brembo Stylema calipers are fitted, seen here with the option carbon-fibre air vents

I was immediately impressed by the feedback and lack of intrusiveness of Level 1. On par with the other very clever rider aids, you can’t ‘feel’ the system working; there is no juddering. Only in severe situations in greasy conditions did I feel the system take over, saving me from locking up the front tyre.

More toys than Santa

You have the previously rider modes, Race, Track and Sport, which give full power in each mode and simply change the engine character, responsiveness and engine brake assist. You also have the braking modes mentioned above.

Traction control offers eight levels of adjustability on the fly

But there’s more. There’s the eight-stage traction control, which is simple to change via the thumb and finger toggle on the left ’bar. It is easily altered on the fly and can also be deactivated.

More? Sure. AWC is three-level Aprilia Wheelie Control; ALC is Aprilia Launch Control; AQS is Aprilia Quick Shift; a pit lane limiter, APL, and even cruise control, ACC.

To make a 214 bhp Superbike functional and rideable in the wet takes very clever electronics and rider aids. I’ve ridden the previous model and the naked Tuono, which have very similar electronics, and both are exceptional. The only downside, and this is me being very picky, is the engine brake assist, which prevents the rear from locking up, but unlike other manufacturers’ similar systems, can’t be changed independently. In fact, it can only be changed via the three engine modes.

The Factory features a host of carbon-fibre features sweetening the deal, including the winglets

We had the optional front brake carbon air vents fitted, which are designed to cool down the calipers and maintain a consistent braking performance.

Other accessories include a full racing exhaust from Akrapovic, which requires a dedicated map supplied by Aprilia Racing. There is also a racing ECU designed for track use and to work with the dedicated racing exhaust. Cosmetically, there are a host of carbon extras to lighten the bike further and give even greater visual impact.

The Verdict

I’m struggling to find a negative, aside from the atrocious track conditions at its launch, and maybe the rather small dash – but even that is still clear and easy to read. All I have are superlatives and applause for the revamped 2020 model.

The fuelling is flawless; the gearchange, the quick-shifter, engine performance, and sound, are hard to fault. On test, the new Öhlins electronic suspension was fantastically responsive which increased rider confidence. And it’s easy to adjust and personalise, too. The electronic rider aids are some of the very best, and to top of it all off, the RSV4 looks just stunning. Aprilia doesn’t make ugly bikes.

Adam Child with the 2020 Aprilia RSV4 1100 Factory at Vallelunga

Hopefully, my track impressions transmit to the road. I can’t wait to find out.

2020 Aprilia RSV4 1100 Factory Specifications
Engine	Liquid-cooled 65° V4 DOHC 16-valve, 1077cc
Bore x Stroke	81 x 52.3 mm
Compression Ratio	13.6:1
Claimed Power	159.6 kW (217 hp) @ 13,200 rpm
Claimed Torque	122 Nm (89.98 lb-ft) @ 10,500 rpm
Induction	Four Marelli 48 mm throttle-bodies with eight injectors, RbW
Gears	Six-speed chain
Clutch	Multi-disc oil bath with mechanical slipper system
Frame	Aluminium dual beam frame with pressed and cast sheet elements
Forks	43mm fully adjustable Smart EC 2.0 electronic Öhlins suspension, fully adjustable
Shock	Smart EC 2.0 electronic Öhlins TTX monoshock, fully adjustable
Tyres	120/70 ZR17, 200/55 ZR17
Front Brakes	2 x 330 mm discs, Brembo Stylema monobloc four-piston calipers with cornering ABS
Rear Brake	220mm single disc, Brembo 2-piston caliper with ABS
Electronics	Three rider modes, APRC System (Aprilia Performance Ride Control), which includes Traction Control (ATC), Wheelie, Control (AWC), Launch Control (ALC), cruise control (ACC) and speed limiter (APT)
Instrumentation	4.3 inch TFT
Dry Weight	177kg
Seat Height	851mm
Wheelbase	1439mm
Rake / Trail	24.5°/103.8 mm
Fuel Capacity	18.5 litres
Service Intervals	10,000 km
Warranty	24 months
Website	https://www.aprilia.com/au_EN/
Price	$38,690 Ride-Away

Source: MCNews.com.au

Motorcycle News, News

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

Motorcycle News, News

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

Motorcycle News, News

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

Motorcycle News, News

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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Tag Archives: Aprilia Reviews

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2020 Aprilia RSV4 1100 Factory Review | Motorcycle Test

2020 Aprilia RSV4 1100 Factory

Taking Your Money

Power and Torque

Engine, Gearbox and Exhaust

Handling, Suspension, Chassis and Weight

Brakes

More toys than Santa

The Verdict

2021 Aprilia RS 660 | First Ride Review

2021 Aprilia RS 660 Specs:

2021 Aprilia RS 660 Photo Gallery:

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

Aprilia Racers Days On-Track Demo Experience

EVENT DETAILS:

2019 Aprilia RSV4 1100 Factory | First Look Review

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