Aprilia RSV4 Factory aPRC Special Edition (2010 - current): Right on track…Engine: The 65 ° V4, 999.6 cc engine delivers 180 bhp/12000 rpm and 11,7 Kgm / 10000 rpm claimed values. The selection of a V4 engine layout is due to the advantage of engine decreased dimensions.
There are three modes of engine operation, Rain, Sport, Track, available to the rider, which alter the power provided and throttle response. Rain mode is recommended on slippery road conditions, Sport for ordinary road use and Track, on track environment.
There is an eight increments traction control system, a three increments wheelie control system. Rider may choose any combination of the above settings. It is obvious that a ride by wire system is equipped also. Finally the ALC system enhances startups and AQS, the quick shifter, no throttle-off action is required during gear changes.
Actually, engine sound is powerful, sensational and ... bad. Very bad. The RSV4 alert drivers and pedestrians around the bike, that a tuned V engine is close. Not very strictly speaking, this rough sound reminds something between a tuned V2 bike engine and a very bad V8 muscle car. At the end of the day, neither the rider of the Aprilia or the drivers around will remain indifferent by this engine sound. What the rider gets by purchasing the RSV4 is also quite a lot vibrations, which accompany the V4 soundtrack.
The typical settings chosen for road use is Sport mode, traction control 4, wheelie control 2. Adjusting the engine response like this, a minimum of 2000 rpm is needed to get sufficient boost. Engine response is very linear and punchy.
The lower power band range up to 4000 rpm, is sufficient for town use, accelerating ahead of normal traffic, releasing some minor doses of adrenaline. Power delivery is also powerful at mid-range, a very fine power increase step may be noted by ultra-cautious riders.
The rev limiter intervenes at 13500 rpm. Power provided at the higher part of the power band is typical for a four cylinder 1000 c.c. engine. The RSV4 belongs to the category: the Bmw contrary to the rest of the BUNCH.
Judging the RSV4 APRC solely by the maximum provided power figure, its like a guy marrying his wife only due to her appearance. The fact that power provided is really usable indeed, is quite more important.
Generally speaking the operation of the electronic systems equipping the bike is very smooth. It really depends on the rider. The most appropriate engine mode has to be selected according to the road conditions and riding level. If these are combined successfully together, rider will hardly notice the intervention of the electronic control systems. On slippery roads however and the Track engine mode selected, applying the throttle resulted very often in an abrupt traction control intervention, which resulted in time waste for the rider.
The multi-functional display may be adjusted providing the necessary data for road or track environment.
Riding position: The seat height is great, it will not be satisfying for short riders willing to ride the RSV4 mainly on common road use. The dimensions of the bike refer to the 600 cc class standards, that means relatively small. Even the width of the RSV4 feels narrow considering a 1000 cc bike.
The weight of the bike is average 179 Kgs nominal dry, while the bike gives a relatively light feel to the rider.
Rider is placed clearly over the bike, riding position is aggressive, the clip ons are placed low, the saddle is high. These two parts of the RSV4 are quite close together, resulting in increased control of the bike.
On the road: The fully adjustable Ohlins suspensions were trimmed quite firm, due to the bike character. The word hard may also be used describing the suspension setting.
The frame may also be adjusted providing swing arm axis, headstock angle and engine positioning adjustments.
The tyres fitted at the bike are the Pirelli Diablo Supercorsa, dimensions are 120/70-17 front and 200 (!) / 55-17 rear. These road tyres are an excellent choice for the character of the bike.
City rides on the RSV4 APRC will ask for an obvious compromise. Riding position gets uncomfortable after a while, there is a considerable weight applied to the rider˘s wrists. Strangely enough, street imperfections are absorbed quite well, rider will not get an absolute racing bike feeling.
At the process of filtering the clip ons are lower than car mirrors, the height of the bike mirrors is the same with that of car mirrors. Due to the small width and dimensions of the bike, that will not result in any filtering problem.
Steering lock is average for urban rides, some planning prior to commuting maneuvering will be required. Conclusively, the RSV4 is not suitable for commuting, some urban wandering or leisure riding may be performed.
On B-roads the compact-robust bike feel is dominant. The Aprilia gives the impression that its a very muscular 600 c.c. bike. The combination of steering geometry, weight feel, dimensions with the instant - superb power delivery, create an absolutely racing superbike that will provoke riding.
Agility is excellent, cornering is ridiculously easy, despite the steering geometry which is not as extreme as the 600 c.c. class.
Riding on a slow-average pace would be out of the question for the rider. Except from the case that he is a spirited Tibetan monk. Since there are not many riders like these around…
... At the fast pace the RSV4 feels like tempting the rider. "Is that your fastest pace? Sorry, I guessed you are a faster rider. Try again if you want, there is no hurry, take your time, there is a lot to be discovered...." As a result, cornering again and again, rider gradually increases the entry speed, new marks should be set after a while. Rider has to take advantage of the exceptional agility turning in swiftly, the stability and feedback during the turn, the feedback and the electronic systems for a decent exit.
Dividing cornering into three steps, brakes are excellent, although not ABS assisted. Rider may brake very confidently indeed at the entry, probably reducing the speed more than it is necessary. Of course braking without ABS, requires some practice because braking power is immense. Turning in is very fast, a one step procedure. High entry speed may be compared only to the 600 c.c. standards.
Of course the bike is sturdy and super-stable during cornering, allowing safely very steep cornering angle. The fork provides great confidence, rider feels directly connected with the rear wheel also. Engine power is very usable, downshifting is unnecessary, rider may engage the most appropriate or the following-greater speed at the gearbox.
Rider will feel the rear wheel over steering at the exit, no problem with that except from a worn tyre after the party. Its like an “I do it like Biaggi” style. This is because the traction control lets adequate skidding before intervening.
At a racing pace, the weight of the bike creates some inertia which is obvious compared to the 600 cc supersport bikes. As a result turning in is not rapid. However a correlation to a heavy-modern supersport 600 bike, may again be performed. Stability is again top 1000 c.c. class.
Power delivery is not eye popping like the top of the 1000 cc class bike. Again, the bike loves to be ridden keeping high entry speed, selecting a flowing line. Depending on the selected engine settings and the quality of asphalt at the startup, the rider can feel the bike skidding, wheeling or …both at the same time.
On the highway the wind protection is moderate, just better than the naked class ... The National Road to the track is the only travelling destination that will be satisfying for the owner.
Two disc brakes at the front, a single disc brake rear, steel brake lines are equipped. The front monobloc radial four piston calipers are very powerful, linear, providing very good braking feedback. Lifting the rear end due to excessive braking is really easy.
Besides the fun of it, the front brake is very close to the definition of a braking anchor. A limited space is required to scrub off a serious amount of kinetic energy.
However there are some cases during road riding that an ABS would be welcomed.
The rear brake is complementary to the front, a track oriented braking perception. Power provided is moderate, feedback to the rider is relatively good.
Quality build-reliability: Quality build is excellent. During the initial presentation to the journalists in 2007, there were some engine con rod failures. This problem was resolved by the factory in a very costly and brave reaction. Since then there was not any problem reported.
Comments: No matter the superb electronic systems operation, the steering damper is a mechanic one, by Ohlins again. Due to geometry - set-up - very likely out of the rider˘s head riding, on high speed riding on roads featuring imperfections, the steering damper will definitely intervene.
Under the pillion seat an absolutely tiny storage space is provided. Sorry for the disappointment, a full face helmet will not be accommodated in there. That was an attempt to make a joke. Actually the space provided is adequate for the paperwork only. The pillion seat cover may be removed, a proper pillion seat may be placed. This will provide the necessary comfort, only for extremely short rides. Unfortunately, this website cannot advertise any specific marriage advisor…
The mirrors of the bike are fixed, rider has to adjust the glass on the inside. The design of the bike is really splendid, there are many edges over the petite body, like a small bodybuilder, or …Godzilla.
The bottom of the bike is beautifully painted in the winning colors of the 2010 Superbike champion Max Biaggi and Aprilia˘s title then.
The RSV4 APRC is an absolute bike that will fully satisfy an experienced fast rider. It combines the best from two worlds, the 600 and 1000 cc bike categories.
It is a special edition bike, only 350 are being made, which does not impresses by boasting a high power output figure. Thus it is revealed the factory effort to approach real riders, willing to discover the art of cornering, especially on track.
+Pure true-bred sensation
+Electronic control systems˘ smooth operation
-While the price tag is at the top of the category, top engine performance is average.