Aprilia is very careful with its RSV4 1000 Factory. After having offered him a sulphurous 4-cylinder in V and a crazy chassis, the years of evolution have brought electronics full the face, watts and always more watts, engine capacity as a bonus and a dreaded reputation. The time has come to boost the suspensions, in order to maintain a prominent place on the hypersports chessboard.
This evo brings a little colored joy, with a decoration much more carried away than the dark dress of yesterday. War paints illustrate the lava boiling in it much better. However, the most significant added value comes from updating the equipment. Öhlins. History of challenging the Panigale V4 S with the same weapons, the damping becomes semi-active.
Aprilia was not a fan of this solution. However, he ended up adopting it, as with high lineage competitors, such as the R1-M, CBR SP or ZX-10R SE. Moreover, why would its roadster cousin Tuono 1100 Factory be the only one in the family to benefit from it … After two years of development with the technicians of the Swedish equipment manufacturer, this big RSV4 obtains the SMART EC 2.0 system. The previous vintage had a NIX 30 inverted fork and a very efficient TTX shock absorber, with manual adjustment. But the stopwatch being the only judge for Noale, the piloted suspensions won this round. They would be more effective by half a second.
In semi-active mode, the system Öhlins constantly adapts the hydraulics according to the dynamic information received by the control unit. This adaptation is supervised by 3 regulation laws. The A1 mode is intended for use on well-paved tracks with slick tires / the A2 for longer tracks. " worn out " and less racing tires / The pilot will switch to A3 for road use, where more free hydraulics are needed and enough to handle the vagaries of the asphalt with a little more flexibility.
There are also 3 manual modes, allowing the damping to settle on pre-recorded settings, without dynamic intervention. We go from M1 for the track to M2 for sport use to M3 for road use.
If everyone wants to fine-tune the response of the suspensions to their preference, Aprilia Suspension Control (ASC) allows you to customize each mode. By going through the OBTi interface, we adjust finely as if we were doing it with a screwdriver and " clicks " ; except that everything is done with the finger and electrical impulses. The steering damper is also managed by the system. Only the preload of the fork and the rear shock absorber can be adjusted manually.
Despite the additional parts due to the SMART EC 2.0 system, the RSV4 1100 Factory preserves its weight of 199 kilos fully loaded. As in every generation, this Italian confirms her extraordinary potential. His CV? A real mechanical storm. Let’s not wait and panic the senses. By typing its 4-cylinder V to 1078 cc, the Noale brand offers an impressive 217 horsepower to the 1100 RSV4 Factory. Crazy. A spoonful more than the Panigale V4, 16 more than the 1000, 89 more since the first RSV. It is no longer worth wondering if a limit will exist.
Before trying to resist the formidable power of Aprilia, let’s see what the engine manufacturers are doing. To find volume, simply push the bore from 78 to 81 mm; the stroke remains the same, with 52.3 mm. It is the same recipe used as for the mutation of the Tuono in 2015. Also big winner of the operation, the torque, up 0.7 mkg for a maximum of 12.4 mkg.
We kept the angle of the V4, the compression ratio, its hoarse and dry rumble. Then plunged your hands into the block to improve a lot of components. Let’s quickly list: new pistons, double-jet oil lubrication and increased flow, optimized distribution for the intake valves, more aerodynamic injection throttle support, new mapping, 13,600 rpm breaker, extended fifth and sixth gear , APRC re-calibrated electronics and revised exhaust. The new arrangement of the collector, the eye will pay little attention; but the Akrapovic titanium silencer supplied as standard, it can be seen and heard.
0 – Go. Under the fire of its engine, the RSV4 1100 Factory offers 305 km / h, after a pursuit of 200 km / h reached in 7.5 seconds from the start. That is, approvingly the time it takes to read this sentence, the previous one, and find a watch to verify it. 200.
End of the straight line … already? But wait another second, nab the brakes, take the Gs, turn, weld again. Confidence in the chassis may be total. Since its release, the RSV4 has been a part-cycle goddess. Forged rims, perimeter frame and large swingarm (more rigid here) in aluminum are flawless. Especially since on the Factory (and RF) versions, the position of the engine, the column angle and the pivot point of the swingarm are adjustable. Steer rings and a reduced 4mm wheelbase bring the rider closer to the front for more load. Aprilia wanted to increase control, stability, without compromising agility.
Jump between turns, transform the power, do not let the stopwatch slip away, look for another tenth …. And m ……. Missed the brake mark. Quick, crush the lever until the Brembo calipers are bruised. Who laugh at exercise. The RSV4 1100 Factory takes advantage of its evolution to swap the already excellent M50s for Stylemas, which are even more efficient. The best is still possible by picking carbon cooling scoops in the options corner. Material found as standard for the front fender, some side panels, the hood in front of the tank and the fins.
Yes, fins, or widgets. As in MotoGP and as in the special RF Limited Edition series. Aprilia thus transfers its know-how developed to the RS-GP, with the aim of increasing stability at high speed thanks to the downforce generated. In exchange, the silhouette loses its superb finesse. The dark color seeks to highlight the noble materials of the machine. But what sadness! Especially in the face of racing decorations that the manufacturer usually knows how to concoct for us.
All the changes must affect the weight ….. Yes, but downwards. With its Akra pot and a lithium battery, this RSV4 goes down to 199 kilos. Let’s start being afraid of taking such a missile on the road. Except that….
Except that the electronics keep watch. The APRC assistance pack is in its fourth generation, comprising:
– ATC: Aprilia Traction Control, traction control, adjustable in stroke without releasing the throttle, on 8 levels
– AWC: Aprilia Wheelie Control, the wheelie control system, adjustable on 3 levels, It can be adjusted while racing without cutting the throttle, like ATC
– ALC: Aprilia Launch Control, the starting assistance system adjustable on 3 levels.
– AQS: Aprilia Quick Shift, active upshift and downshift shifter.
– APL: Aprilia Pit Limiter, the speed limiter in the pits.
– ACC: Cruise control..
Now, the box also contains ABS cornering (active in bends) and RLM, an anti-lift of the rear wheel when braking.
There are also three driving modes, Sport – Track – Race, all delivering the same power but not in the same way.
All the settings and information pass through the TFT screen, which is brighter on the 1100. A new little trip to the accessory department allows us to nab the MIA multimedia platform. This allows you to connect a Smartphone via Bluetooth and then define the machine settings turn by turn; worthy of competition at high level. There is also infotainment, plus the ability to handle calls or other trinkets.
The race for power is on again. This time without bothering with the regulatory limitations of displacement. Kawasaki plays personally, with a compressor. Italy is charting a new path, very tempting to find watts. This Aprilia RSV4 1100 Factory gains engine as well as improvements on many points. The competition is excluded, while the ways of the surge on roads and circuits are widened.
M.B – Photos constructor
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sure 3 notice
RSV4 1100 Factory 2019
Model marketed in
medium: 6.50 l
305 km / h
The technical aspect
Aprilia RSV4 1100 Factory 2020
- Tank: 18.5 liters
- Width: 735 mm
- Wheelbase: 1,439 mm
- Dry weight: 177 kg
- Weight in running order: 199 kg
- Train before
- secondary by chain
- Rear axle
(81 x 52.3 mm)
at 13,200 rpm
at 11,000 rpm