Created around a totally new technical base, defined by the 660 parallel twin, Aprilia promise a new generation of lightweight, high-performance bikes that are sophisticated in design.
Aprilia RS 660
A return to the mid-sized engine, supported by the electronics and technology of the Aprilia Racing department.
The first born in this brand-new generation of Aprilia bikes is RS 660.
Aprilia RS 660
The light-is-right concept is behind the RS 660 project and can be summed up by its excellent weight/power ratio that makes for enjoyable riding, whether relaxed or more sports-orientated: 169 kg plus 100 HP is what Aprilia sees as the perfect formula for enjoyment on the road.
Aprilia RS 660
A new frame and swingarm in lightweight aluminium, and a new high-performance parallel twin engine accessible to everyone.
Aprilia RS 660
Inherited from the unbeatable RSV4, the electronic equipment is top class and comprises a Ride-by-Wire throttle and a six-axis inertial platform for optimum operation of the APRC electronic aids.
Aprilia RS 660
It offers five Riding Modes designed to regulate the behaviour of the electronic controls for safety and fun during daily riding, dynamic riding on the road, and extreme riding on track.
Aprilia RS 660
RS 660 also stands out for its particularly advanced aerodynamics comprising a double fairing with aerodynamic appendage function to optimise stability at high speeds, effectively protecting both rider and passenger from the air pressure.
Aprilia seems to have faith in the supersport segment with the final unveiling of its lightweight RS660 to be followed by a naked Tuono version next year.
Aprilia and Moto Guzzi have recalled 197 bikes over an issue with a dragging front brake.
The issue affects the following bikes made between 2015 and 2019 (Vehicle Identification Numbers of bikes are included at the end of this article):
Aprilia
Aprilia Dorsoduro 900
Shiver 750/900
Dorsoduro 750/900
Mana 850
Moto Guzzi
Moto Guzzi California
California 1400 Touring
California 1400 Touring SE
Eldorado
Audace
MGX-21
Dragging brake
The official notice filed wth the Australian Competition and Consumers Commission says the front brake master cylinders “may cause the front brakes to drag or bind, affecting handling and brake performance”.
“Reduced brake performance and motorcycle handling increases the risk of accident or injury to the rider(s) and other road users,” the notice says.
Owners of bikes with the dragging brake issue should contact their authorised Aprilia or Moto Guzzi dealers to book their vehicle for inspection and, if necessary, replacement of the front brake master cylinder, free of charge.
For more information, contact the nearest authorised Aprilia or Moto Guzzi dealer or email [email protected]
Even though manufacturers and importers contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle recalls as a service to all riders.
In Australia, recall notices are issued by the manufacturer and the Department of Infrastructure through a voluntary industry code under the Australian Competition and Consumer Commission.
While any recall is not good news for the manufacturer, it shows that they are largely diligent in fixing problems.
Despite hundreds of recalls by various automotive manufacturers, only the Takata airbag recall has ever been mandatory. All others have been issued by the manufacturer.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
Australian motorcycle journalist Rennie Scaysbrook may forever hold the record for the Pikes Peak International Hillclimb in Colorado after the committee decided to suspend the motorcycle category next year.
Carlin Dunne on the Ducati Streetfighter V4 prototype
In a press release, the race organisation says it needs to “gather data and analytics to review more thoroughly the impact on the overall event in the absence of this program”.
Seems like an absurd decision as there will be no motorcycle deaths next year if there is no motorcycle category!
They plan to make a decision on the future of the event after next year’s hillclimb.
Carlin’s mum
Carlin’s mum, Romie Gallardo, has said her son’s death should not detract from others chasing their “dream” of competing at Pikes Peak.
Here is her statement:
Carlin loved the mountain. ‘She’ challenged and enticed him, calling him back again and again. He gave her due respect. He was fully aware of her ability to ‘take’. With that being said, I know for a fact that he would not want the motorcycle program to end.
He would want us to learn from this tragedy. He would encourage the official accident reconstruction authorities do what they are trained to do, and for the race officials to implement additional safety precautions required.
Three days after Carlin’s crash a reporter asked me, “How do you feel about the race now?” To which I replied, “The same way I felt on June 29th, the day before he crashed.” All his life I’ve known that losing him was a possibility.
We went into this with eyes-wide-open. We were aware of the flip side of this sport. I was committed to him and his dreams. He was doing what he loved. So, who are we to take away other racers’ dreams of racing Pikes Peak International Hillclimb?
Record forever
Rennie after completing the course
Carlin’s death handed the race victory to Rennie in record time … a victory that may stand forever if the hillclimb officials totally ban the category.
Rennie dedicated his record-run video to the memory of the late Carlin Dunne.
“This was a man who helped me to no end as a mentor in my rookie year, went head-to-head with me and came out on top in 2018, and was on course to smash the lap record again this year until fate struck,” Rennie says.
“I’m honoured to have shared this race with him, and thanks to Aprilia for such an amazing team.”
Carlin’s sad fatality did not take away from Rennie’s victory and record run in the heavy motorcycle class.
The Australian, who is now working in America at Cycle News, set a record time of 9:44.963 riding a 2018 Aprilia Tuono V4 1100. He smashed the record by five seconds.
The Tuono was in “nearly showroom stock” condition.
ThePikes Peak International Hillclimb organising committee is now considering the future of the motorcycle category in the event in the wake of two other motorcycle fatalities in 2014-15 and the fourth rider death in the event’s history.
The event has run since 1916, but motorcycles did not race for 10 years from 1977-79 and 1983-90.
Organisers are investigating whether a series of bumps in the last corner caused Carlin’s bike to high-side.
Rennie’s record run
Images from Rennie’s Facebook page
Carlin’s sad fatality does not take away from Rennie’s victory and record run in the heavy motorcycle class.
The Australian, who is now working in America at Cycle News, set a record time of 9:44.963 riding a 2018 Aprilia Tuono V4 1100. He smashed the record by five seconds.
The Tuono was in “nearly showroom stock” condition.
Rennie says he would like to dedicate his record-run video to the memory of the late Carlin Dunne.
“This was a man who helped me to no end as a mentor in my rookie year, went head-to-head with me and came out on top in 2018, and was on course to smash the lap record again this year until fate struck,” Rennie says.
“I’m honoured to have shared this race with him, and thanks to Aprilia for such an amazing team.”
Details of the Aprilia RS 660 production bike have been revealed in patent drawings that show the Italian company’s intention to go turn the concept into reality.
The concept twin was revealed at the EICMA motorcycle show in Milan last November.
It is powered by two cylinders from a Tuono/RSV4 1100 engine as a 660c parallel twin.
Now, patent images have shown a planned production bike with much of the concept’s features, including MotoGP style winglets, twin LED headlights, asymmetrically mounted rear monoshock and upside-down telescopic front forks.
The concept’s suspension was supplied by Ohlins.
The Italian company said the RS 660 supersport project was aimed at younger riders.
They also said it would be the “development base for a wider range that intends to make Aprilia a key player in an extremely strategic market segment in Europe, but also in Asia and the American market”.
So the patent drawings may not necessarily be the only version to hit the market. We expect there could also be a naked version and maybe even a tourer or adventure bike.
RS 660 aero
Most notable is the aero, which is now a prominent feature of most MotoGP bikes.
Aprilia said the Concept RS 660 was developed out of a “series of aerodynamic studies” in a wind tunnel.
The aero components appear to be coming to the production model, based on the patent drawings.
With fuel economy top of mind and emissions regulations tightening, motorcycle manufacturers are looking for ways to compete and aero remains one of the biggest hurdles to motorcycles, even more so than big, bulky cars.
Aprilia’s Concept RS 660 features a unique “variable front section” which can adjust air flow direction to vary downforce.
The RS 600 has a large saddle and a comfortable riding position to suit most rider sizes. However, there is no pillion seat on the concept or the patent drawings.
It is supported by a lightweight aluminium frame and swingarm with the engine as a stressed element.
The right arm of the swingarm has a curved shape to accomodate the exhaust, while the shock absorber mount is mounted directly to the swingarm with no linkage to reduce weight.
“Horsepower sells cars, torque wins races.” The quote has been attributed to Enzo Ferrari and Carroll Shelby, among others, and while it’s overly simplistic, it does summarize the sentiment that torque does the heavy lifting. So, whether it’s leaving a strip of black rubber, dusting your friends with roost, or carrying a passenger and supplies on the road for weeks at a time, these are the torque monsters to get the job done.
Unsurprisingly, the highest torque output in motorcycling comes from the world’s biggest production motorcycle engine. The 2,294cc motor in Triumph’s Rocket III is bigger than the powerplant in many modern sedans, and that’s why it’s able to put out a stunning 163 pound-feet of torque.
Helping rein in control of that power were hefty brakes—four-piston, 310 mm dual disc front brakes from the Daytona 955i sportbike, and a 320 mm in the rear—as well as Triumph’s first use of an upside-down fork. Sales weren’t particularly impressive, so Triumph experimented with classic and tourer variants. The one you want is the Roadster, which was marketed as the “ultimate muscle street fighter.” With some patience, $8,000 will get you a three-year-old example. MSRP for a new model is $15,700, and if you’re feeling brave, you can call up Triumph tuning-legend Bob Carpenter—send him your stock head, stock cams, and $3,700, and you’ll get back a package that bumps engine output to over 240 horsepower and 195 pound-feet of torque.
Zero SR
Big numbers are one thing, but how the torque curve looks is also important. The advantage goes to electric motors: They produce peak torque from essentially zero rpm. This means that on the Zero SR, you not only got triple-digit torque figures (106 pound-feet), but you also had access to it right off the line. Zero seems to make updates every year (including the all-new SR/F for 2020), so keep your search to a 2015-plus model. That’s when the entire Zero lineup got proper components, such as a fully adjustable Showa suspension, Pirelli tires, and J. Juan brakes with Bosch ABS. You should be able to find one for about $8,000.
In the dirt, most riders are on single-cylinder thumpers ranging from 50cc to 650cc. But in 2006, Aprilia promised a revolution with the introduction of a racebike with lights powered by a compact V-twin. Thanks to advanced electronics and fuel injection, the RXV 550 produced 70 horsepower and 50 pound-feet of torque.
Unfortunately, early bikes had serious issues with the orange sealant used in the engine cases. If spotted early, you could reseal the motor and everything would be fine. If not, water would get into the oil and you’d be looking at a V-twin paperweight. Look for a 2008-plus model with an engine number of 2957 or higher with black sealant, but remember that racebike performance means racebike maintenance schedules. If the 550 is too overwhelming, Aprilia also offered an RXV 450, and for those who aren’t into getting dirty, there’s a supermoto SXV with both engine options as well. Budget $5,500 for a well-kept 550.
Half cruiser, half sportbike, the Yamaha VMAX is possibly the ultimate expression of this list. The first generation created the category and will always be remembered as a classic, but the second generation (released in 2009) is worth the extra dough if you want something to ride, not just stare at. It introduced a new aluminum frame, fully adjustable suspension, big brakes, ABS, slipper clutch, and fuel injection. The 197 horsepower and 122 pound-feet will also ensure that you won’t miss the old bike. It may not make as much torque as the Rocket III, but it makes 50 more ponies and weighs 100 pounds less. Early second-gen bikes can be found for approximately $8,000.
We often base our thoughts on visual first impressions and the details behind the facade are secondary, however it’s those small details that normally tell a different story, as I was about to find out….
2019 Aprilia RSV4 Factory 1100
The visual appearance of this tasty new Italian V4 from Aprilia was equally backed up by the specs of what’s hidden under the beautifully finished and dressed Aprilia RSV4 Factory 1100. If it were not for the lights, mirrors, and oversized titanium Akrapovic exhaust hanging out the back, I could have been fooled into thinking I was walking up to the launch of theAprilia RS-GP MotoGP bike, rather than the all-new RSV4 Factory 1100.
The bike really is a work of art, with carbon-fibre fairing components along with the now almost obligatory carbon winglets seen in MotoGP, making the the RSV4 Factory a bike you can stare at for some time. There’s also a track day accessory kit that includes a carbon air duct for the front brake system, race shift linkage kit, carbon rear guard, and a lever set with more adjustment and a nicer feel under the hand.
The 2019 Aprilia RSV4 Factory 1100 features the MotoGP inspired winglets in true racer form… despite not being race legal
The media briefing information from Aprilia’s staff certainly kept me interested in what I was about to swing my leg over the following day on Australia’s most iconic race circuit – Phillip Island.
The specs and technology that make up the RSV4 Factory’s DNA are impressive, I mean super impressive! Lets start with the heart of the machine, a 1078 cc engine that produces a claimed 217 hp at 13,200rpm with 122 Nm of torque at 11,000 rpm.
The 2019 Aprilia RSV4 Factory 1100 also boasts 217hp at 13,200rpm with 122nm of torque
That’s 16 hp and 7 Nm up on the previous RSV4, and while yes it has grown some larger pistons to achieve that claimed figure – that’s not all that has helped produce that whopping number. The new pistons and cylinder heads are finished in the CNC machine, meaning a precise and perfect finish on every motor.
New cam profiles, join new gear box components and a revised oil lubrication system that is designed for efficiency and less friction. The gearbox is a perfect marriage to the power character of the motor, with the slightly higher fifth and sixth gear helping through the higher speed turns to keep the engine driving forward.
Engine refinements on the RSV4 Factory 1100 join the new larger pistons and increased capacity
The big question was also asked, as to why Aprilia would build an 1100 V4 that can’t be raced in WSBK or even national championships around the globe? The answer, “This is a special exclusive model that represents what the passionate Aprilia owners want in their bike, unrivaled performance and technology.”
They certainly ticked that box.If you want a legal race bike there is the 999.6cc RSV4 RR with 201hp and 115Nm, which is plenty good enough numbers to work with to win races. That’s if your skill set is up to the task?
The Aprilia Performance Ride Control (APRC) system returns on the RSV4 Factory 1100
The brains driving the system (no not the rider), is as impressive as the motor details. The fourth generation Aprilia Performance Ride Control (APRC) system features eight levels of Traction Control (ATC), Wheelie Control (AWC), Launch Control (ALC) which we weren’t able to try, Cruise Control (ACC), Speed Limiter (APT), and the ultra smooth Quick Shifter (AQS) for clutchless shifts up and down through the box with a sweet auto blipper.
All of the above works perfectly with the Bosch 9.1 ABS system with three ABS settings and RLM or rear lift mitigation. What does that mean? The system has the ability to be set to allow the rear wheel to lift off the ground and not interfere with front brake pressure, this also allows you to back the bike into turns such as Turn 4 and MG. It really is a neat feature that works very well.
The RSV4 Factory features Brembo’s Stylema calipers, alongside Ohlins NIX forks
Navigation on the APRC system is really simple too, you can use one of the preset modes or create your own personal settings. Adjusting ATC is very easily done on the fly with simple +/- buttons on the left bar which is necessary with 217hp around The Island on street tyres.
A neat feature for track use is the high beam flasher doubling as a lap timer button for when you’re solo at a track day and want to know what lap times you’re doing. Another impressive feature with the data collected is you can go back and view it all after a ride with the APRC dash – not just lap times either but max speeds, lean angle, G-force, and brake pressure are recorded.
The high beam ‘flasher’ control also doubles as a lap timer for the track day addicts, as part of the highly technological package
As you would expect on a bike of this level the gold suspension can only mean one thing, Ohlins and it’s of the highest level. The front end is taken care of by Ohlins NIX forks with 125mm of travel. They are fully adjustable for spring preload, compression via the left leg, and rebound via the right leg and the separation of the damping control means less interference of each system effecting the other.
The amount of fork coming through the triple clamps was a bit too much for track use and sub 1.40 laps around The Island, making the bike quite ‘loose’ and a few times giving me a ripping case of the ‘Marco Melandri’s’ at well over 280km/h heading into Turn 1 even with the claimed 8kg of downforce at 300kmh provided by the carbon-fibre winglets.
The Ohlins front end with Ohlins multi-adjustable steering damper offer a confidence inspiring corner entry
The action and feel of the forks is very confidence building for the rider on corner entry though and at no point did I have a moment where I was wondering what the front end was doing, it was sliding a few times but thanks to great feedback from the fork it was controllable, almost fun…
A grippier front tyre wouldn’t have been a bad option on the press bikes though, but as I was told it’s how the bike rolls off the showroom floor and in that guise its pretty impressive around a circuit. There’s a new swing arm which has the same geometry as the previous model, but to deal with the extra power it’s built with stronger reinforced alloy.
Standard fitment more road orientated tyres were fitted for the test, with the RSV4 also featuring a beefed up swingarm
The wheelbase/axle position offers excellent mechanical drive grip, but also offers maximum squat force. Speaking with Byron Draper from Ohlins he said the bike in race settings operated better with a longer wheelbase, which I can concur would have felt better around the Island.
For the first time the RSV4 is now fitted with an Ohlins TTX rear shock offering 120mm of rear axle travel – the staple on race bikes for well over a decade now. If you were wanting that better track performance out of your personal RSV4 Factory I’d strongly suggest going up in rear spring rate to help finish off the faster longer turns easier. Completing the Ohlins ensemble is the multi-adjustable steering damper which I’m glad the bike had – otherwise I may have been testing it as a dirt bike after Turn 1.
The RSV4 Factory 1100 also features a Ohlins TTX rear shock, with a Brembo two-pot rear caliper
The complete brake system is from Italian marque Brembo. The Brembo Stylema monobloc four-piston radial calipers bite, and bite hard, onto the huge 330mm rotors. The feel through the radial master brake lever is amazing. I pretty much only required a single finger to brake from the ridiculous speeds this bike gets too. The rear braking is taken care of by a two-piston Brembo caliper, however the rear brake is almost obsolete with the ATC, ABS, and AWC, but did help step the rear end out into the tighter turns.
Rider ergos are very spacious, for a smaller rider maybe a little too spacious. Especially when you twist the fly by wire throttle and the rear Pirelli Diablo Supercorsa hooks up sinking you into the back of the seat, stretching your arms a little. This RSV4 Factory is 5kg lighter than the previous edition and changes direction at high speed with little fuss.
The 2019 Aprilia RSV4 also offers generous ergonomics for a spacious feel
The colour APRC dash is very easy to see and note when you’ve made an adjustment to the settings, while shift lights are nice and bright so you can’t hurt the motor by forgetting to shift. But there’s not much you can do about them mid-Stoner Turn when its asking you to shift up a gear.
So what does all this power and performance feel like on the race track? Summed up in one word: amazing. I have ridden a lot of high performance sports bikes over many years of racing and most recently testing street bikes. This Aprilia RSV4 1100 Factory is hands down the fastest thing I’ve ever swung my leg over and shifted into sixth gear on the stops.
“The Aprilia RSV4 1100 Factory is hands down the fastest thing I’ve ever swung my leg over.”
Does it feel like it has 217hp? You bet it does and going back through the APRC data after one session showed the max speed at 300km/h along with a few other laps above 290km/h. It really is that fast.
Theres a few things that left me wanting more out of the bike, but to be fair that was the dormant racer left in me, not a rider that’s going to spend $36,190 on their dream bike and spend more time admiring it, than taking it to the track to try turn back the clock by racing it.
Is bigger better? That extra 3mm in bore size certainly would suggest so and I’m sure the Aprilia customers will agree once they have a new RSV4 Factory of their own.
Aprilia longitudinal 65° V-4 cylinder, 4-stroke, liquid, cooling system, double overhead camshafts (DOHC), four valves per cylinder
Bore and stroke
81 x 52.3 mm (78 x 52.3 mm)
Total engine capacity
1,078cc (999,6 cc)
Compression ratio
13.6:1
Maximum Power
217 HP (159.6 kW) at 13,200 rpm [201 HP (148 kW) at 13,000 rpm]
Maximum Torque
122 Nm at 11,000 rpm [115 Nm at 10,500 rpm]
Fuel system
Airbox with front dynamic air intakes. 4 Marelli 48-mm throttle bodies with 8 injectors and latest generation Ride-By-Wire engine management. Choice of three different engine maps selectable by the rider with bike in motion: Track, Sport, Race
Ignition
Magneti Marelli digital electronic ignition system integrated in engine control system, with one spark plug per cylinder and “stick-coil”-type coils
Starter
Electric
Exhaust
4 into 2 into 1 layout, two lambda probes, lateral single silencer with ECU-controlled bypass valve and integrated trivalent catalytic converter (Euro 4)
Alternator
Flywheel mounted 450 W alternator with rare earth magnets
Lubrication
Wet sump lubrication system with oil radiator and two oil pumps (lubrication and cooling)
Transmission
6-speed cassette type gearbox
1st: 39/15 (2.600)
2nd: 33/16 (2.063)
3rd: 34/20 (1.700)
4th: 31/21 (1.476)
5th: 34/26 (1.307) [31/23 (1.348)]
6th: 33/27 (1.222) [34/27 (1.259)]
Gear lever with Aprilia Quick Shift electronic system (AQS)
Clutch
Multi plate wet clutch with mechanical slipper system
APRC System (Aprilia Performance Ride Control), which includes Traction Control (ATC), Wheelie Control (AWC), Launch Control (ALC), cruise control (ACC) and speed limiter (APT), all of which can be configured and deactivated independently
Frame
Aluminium dual beam chassis with pressed and cast sheet elements Available adjustments:
Headstock position and rake
Engine height
Swingarm pin height
Öhlins adjustable steering damper [Sachs non-
Adjustable steering damper
Front suspension
Öhlins NIX fork with ∅ 43 mm stanchions and TIN surface treatment. [Sachs fork with ∅ 43 mm stanchions]; Aluminium radial calliper mounting bracket. Adjustable spring preload and hydraulic compression and rebound damping. 125 mm [120 mm] wheel travel
Öhlins TTX monoshock with piggy-back, fully adjustable in: spring preload, wheelbase and hydraulic compression and rebound damping. [Sachs monoshock adjustable in: hydraulic compression and rebound damping, spring preload and centre-to-centre distance]. 120 mm [130 mm ] wheel travel.
Brakes
Front: Dual 330-mm diameter floating stainless steel disc with lightweight stainless steel rotor and aluminium flange with 6 pins. Brembo Stylema [M50] monobloc radial callipers with 4∅ 30 mm opposing pistons. Sintered pads. Radial pump and metal braided brake hose
Rear: 220 mm diameter disc; Brembo calliper with two 32 mm separate pistons ∅. Sintered pads. Pump with integrated tank and metal braided hose
Bosch 9.1 MP ABS with cornering function, adjustable to 3 maps equipped with RLM (Rear wheel Lift-up Mitigation) [can be disabled].
Wheel rims
Forged aluminium alloy wheels, completely machined, with 5 split spoke design. [Aprilia in aluminium alloy wheels with 3 split spoke design].
The straightaway at the Mugello circuit is nearly three-quarters of a mile long, and as majestic as the Tuscan hills are the only thing I can think when I first lay eyes on the track is that it’s narrower than I expected. My brain quickly stumbles through memories of the racing lore that has been written here. All of the statistics that have been created. The hundreds of thousands of people who cram into the grounds every year, Shinya Nakano’s 199-mph crash, or Valentino Rossi being undefeated in MotoGP for seven years straight.
Then another number: 217. The number of horsepower that Aprilia claims can be produced by the new RSV4 1100 Factory. At the wheel, probably around 10 percent more than the previous RSV4, which made 185 hp on the dyno. I refocus on the straight: It’s 1.1 kilometers and I can’t see the beginning or the end because of the crests in the track. Somehow, even though I’m on the property, the mystique of Mugello is still hiding something from me. Better to focus on the bike, anyway, rather than the numbers.
Aprilia’s new superbike looks very much like the one we’ve come to know over the past decade. An angry triclops face, angular lines in the bodywork, and a tiny tailsection like a wasp’s stinger. This version is also 11 pounds lighter, thanks in part to a new exhaust system and a lithium-ion battery. The combination of matte black paint and winglet loops on the front of the fairing is the main giveaway that this is the new 1100 model, using an 81mm bore for a total of 1,078cc. (That’s the same swell the Tuono got a few years ago, but the RSV’s internals breathe harder and cool better.) Luckily another thing that hasn’t changed is the raspy baritone that fires out the pipe. We journalists have already used every hyperbole to describe what an Aprilia V-4 sounds like, so I’m not going to try again. If you’ve never heard one, just imagine the most perfect engine noise you can and you’re probably close.
As I slap my helmet visor down I remember the RSV4 has a pit-lane limiter, which can be engaged to help you feel like a World Superbike racer. In the pits, anyway. It’s also modern superbikes in a microcosm—aesthetics and technologies designed to help you feel more like your heroes—and a good reminder that simply riding within your limits is usually the best solution. Especially in the paddock. I ignore the limiter function and tap the little paddles near the left clip-on to select traction control level 3, figuring I’m at least in the 70th percentile of track riders.
The first lap around Mugello is like a cruise on a perfect country road. Beautiful and, yes, still narrow. There’s something inescapable and totally intangible about Tuscany. It’s alive with perfect greenery which is periodically pierced and fractured by villages of ancient buildings. There’s a vitality that is as vibrant and new as anything in the world, stoically punctuated by towers and walls of ashen rock that were carved hundreds of years before Columbus set sail. It’s permanent, yet somehow always fresh.
Despite the romance of the scenery, the more you open the RSV4’s throttle the more inclined you are to face forward. The added displacement seems to have stemmed the top-end rush of the old engine, by simply adding midrange thrust. It’s incredibly strong, and makes not knowing my way around the track a little less awkward. Pointing horsepower in the right direction at the right time, however, that’s always the tricky bit. As usual, the RSV4’s chassis and brakes are up for it.
Side-to-side transitions are smooth and controlled, and the top-spec Ӧhlins suspenders are characteristically compliant and supportive. Stylema brake calipers from Brembo grace the front of the RSV4 (same as Ducati’s Panigale V4), and they’ve even got fancy carbon-fiber scoops directing air at them to stay cool. There’s limitless power, but I didn’t get the typical front-end feel I’m accustomed to from Italian superbikes while bailing toward apexes on the brakes. It was a little surprising, especially considering the RSV4 has always been a model of ideal superbike ergonomics and terrific comfort under pressure.
The only other source of instability seems to be horsepower provoked. In the last 20 percent of corner exit the RSV4 1100’s steadiness was a little delicate. Initially the traction control helped me smear the rear Pirelli across the pavement, but as the bike stood up a heavy bar input or bump can jostle the chassis into pumping back and forth. There’s no reason to get off the gas, and the pure quality of the chassis reins it in quickly, but even fiddling with suspension settings didn’t get to calm down. (I’m inclined to blame, at least partially, the soft carcass of the Pirelli SC1 race tires mounted to the bike, but I can’t be sure until I try the bike with different rubber.)
Those are my two main nits to pick, which is to say there is so much that was swept under the rug of my consciousness while flying around Mugello at triple-digit speeds. The quickshifter, for one, is tuned brilliantly for the track, making up- and downshifts as seamless as they are clutchless. The bike has advanced ABS too, but I never felt a whiff of it. Sometimes the dash would blink and remind me that the latest evolution of the APRC suit of rider aids was making sure I didn’t flick myself to the moon like Valentino in the Biondetti. Maybe I wasn’t riding hard enough.
And then there’s that straightaway. By the time I was wide open exiting the final corner the bike was showing 120 mph. At the top of fourth gear, around 150 mph, the front wheel would lift gently as if nodding to the pit-lane entrance. Sixth gear came along before start-finish and around the time I was cutting across the green, white, and red stripes of pit-lane exit the dash would show around 185 mph. This is where you can’t see turn one but you tell yourself slowly that it’s in the same place it was last lap. As the bike and I cleared the crest the speedo was typically showing between 190 and 195 mph, at which point the front wheels would lift off and carry for a number of yards before plopping back on the deck and shake me to sitting up into the wind.
The best part of any racetrack is the turns, but only after the straightaway at Mugello did I feel the warmth of having experienced the circuit. It felt as emotional and enigmatic as the surrounding countryside. Some of the curves are tight and some are open, but every one seems to coax you into the next. They aren’t turns to slow you down, only to dare you to go into the next one a little faster. Each lap is a workout for the senses and totally therapeutic at the same time.
As for whether or not the winglets work, all I can say is that I don’t think every MotoGP team uses them because they look cool. What I can say for sure is that the full 18 pounds of downforce applied at 186 mph is only applied at 186 mph, so if you think they’ll change your commute, you’ll be disappointed. On the other hand, if you’re thinking that it seems like similar technology as a certain winged red bike but for $25,000 instead of $40,000, I would say there’s probably a spreadsheet at Aprilia HQ that says the same thing.
It’s a brilliant machine that takes a majestic stretch of road (or preferably a racetrack) to appreciate, and you need it for the same reason you need a pit-lane limiter. Which is to say you don’t need it. But you want it for the same reason you want a pit-lane limiter, which is because it reflects the countless days, months, and years it takes to create a machine like this. A machine that can transport you from seeing a narrow racetrack laid in an idyllic valley to tasting the flavor of world-championship bliss.
Tech Spec
MSRP
$24,999
ENGINE
1,078cc, liquid-cooled, DOHC 65-degree V-4
TRANSMISSION/FINAL DRIVE
6-speed/chain
CLAIMED HORSEPOWER
217 @ 13,200 rpm
CLAIMED TORQUE
90 lb.-ft. @ 11,000 rpm
FRAME
Aluminum twin-spar
FRONT SUSPENSION
Öhlins NIX 30 fork adjustable for spring preload, rebound and compression damping (stepless), 4.9-in. travel
REAR SUSPENSION
Öhlins TTX 36 shock adjustable for spring preload, rebound, high-/low-speed compression damping, and ride height, 4.7-in. travel
Ten years after introducing the RSV4, Aprilia has produced 10 extreme RSV4 X track-only models available at €39,900 (about $A63,700).
That compares with the RSV4 RR at $25,3990 (plus on-road costs).
They will only be available online sometime in April.
RSV X extras
However, the RSV4 X features MotoGP and World Superbike components and is bound to be the closest thing to a production race bike with 165kW (221.8hp) and weighing in at a mere 165kg.
One of the highlights is the Aprilia No Neutral gearbox which has neutral below first gear.
Aprilia says this allows faster upshifting from first to second and prevents accidentally selecting neutral.
It’s the same system A prolix Racing uses on its race bikes and it is the first time it has been included in a production bike.
The RSV4 X engine comes from the RSV4 1100 Factory which increased from a World Superbike-legal 996cc to 1078cc this year by boring out to 81m.
Aprilia RSV4 1100 Factory
In Factory trim, it produces 162kW (217hp), so the X gets an extra 5.2 ponies.
The RSV4 X sheds weight tanks to a host of carbon fibre, billet aluminium levers and pegs, shedding 12kg in all.
There is also Marchesini forged magnesium wheels shod with sticky Pirelli slick tyres and Brembo GP-4 MS front calipers paired to a set of street brake rotors with T-Drive technology.
Track day
Meanwhile, Aprilia Australia is celebrating the arrival of the 2019 RSV41100RF and Tuono V41100 RF model with semi-active suspension with two special Aprilia owners track day events in April.
The first is on Monday April 8 at Phillip Island Circuit and on Wednesday April 24 at Sydney Motorsport Park.
The RSV4 and Tuono V41100 range will be on show at the track days.
Knee-and-elbow-down time!
Full day track passes are available for $225 which includes a powered garage spot, 6 x 15-20 min sessions on track and access to suspension technicians and a tyre change service. Places are limited and skill levels from Novice to Racer will be catered for.
For further information or to book your place please visit the Aprilia Australia Facebook events page or contact Paul McCann (Aprilia Australia) on 0447 233 912.
