Sounds Good On Paper, But Does It Work? ...
Once underway the RSV4 Factory is quite composed even when you're not at the racetrack (which is more than could be said about other Italian superbikes). Steering lock is much more generous than that other Italian manufacturer's and makes slow speed manuevers much easier. Surprsingly, vibes are under control once sitting on the bike. That's thanks to the single counterbalancer.
But this bike isn't about going slow-not at all. Twist the throttle and she comes to life. The Magnetti Marelli electronics meter the fueling precisely without any hiccups at partial throttle. Power is on tap from down low on the tachometer and builds effortlessly until just shy of its 14,200 rpm redline. Some testers noted a slight soft spot around 8000rpm; likely a result of complying with Euro 3 emissions regulations. Of course, this was with the RSV4 set in the Track drive mode setting. The most aggressive of the three modes, Track unleashes all of the bike's power all of the time. Meanwhile, Sport mode dials back the torque by 25 percent in the first three gears and Road reduces overall power by 25 percent all the time.
This slim rear section of...
This slim rear section of the Aprilia doesn't even have room for a cell phone. Aerodynamically it slips through the air and doesn't cause much of a disturbance, but we don't understand why the bike's equipped with passenger pegs.
While it's not fitted with...
While it's not fitted with the company's premier TTX shock, Öhlins components still lie fore and aft. We found the suspension to be especially sensitive to inputs, with a noticeably more compliant ride just by softening the rear rebound two clicks.
This cutaway of the 4-into-2-into-1...
This cutaway of the 4-into-2-into-1 exhaust shows the path in which the spent gasses travel. Most of it is burned off in the underchamber at the base of the exhaust before escaping to the second chamber and eventually through the final outlet.
Small and compact was the...
Small and compact was the goal throughout the RSV4's design stage, including in the engine department. The 65-degree V-four layout is claimed to be narrower than the V-twin from the company's previous flagship superbike, the RSV Mille. Note the adjustable engine mounting point and magnesium engine cover.
Adjustability is the name...
Adjustability is the name of the game. This shot gives a clear view of the adjustable swingarm pivot as well as the adjustable shifter. The latter's contact point with the rider's toe can be changed via eccentric inserts in the tip.
The Aprilia's front section...
The Aprilia's front section is extremely narrow, yet surprisingly the windscreen does a decent job of protecting the rider. Not surprising are the useless mirrors that give a clear view of the rider's elbows. Dual lamps on each side handle low-beam duties, while the center light is the high-beam.
Switching between the different modes is anything but intuitive as there are no clear markings for which buttons to push. As it turns out, pressing and holding the ignition button (with the throttle closed) for a few seconds backlights the different modes on the LCD gauge cluster. Toggle through with the "Mode" switch on the left bar and, once the desired mode is found, it'll be engaged after one second of inactivity. Sound confusing? That's because it is. We found that, even in Track mode, power delivery was slightly lazy, especially compared to past Aprilias we've ridden where Sport mode (previously the most powerful of the three settings) would cause the motorcycle to lurch forward even at the slightest of throttle openings. This goes against Cathcart's initial impressions at the world intro in Italy, where he complained that Track mode was almost unrideable due to its strong power surge. A result of Aprilia using "special" models at the intro, perhaps? Who knows...
Since the RSV4 Factory takes direct inspiration from its 250cc Grand Prix counterpart, there should be one area that this motorcycle excels in above all else: handling.
This CAD drawing illustrates...
This CAD drawing illustrates how compact the engine is. A 65-degree Vee angle was chosen to give the straightest path for the intake air to flow. A 22-degree included valve angle also keeps the package compact. Titanium intake valves are needed for speeds the engine is capable of, but steel exhaust valves remain, for all things, to keep costs down.
Sure the power isn't as lethal as we were originally expecting, but the bike's agility and extremely precise handling more than make up for any of the engine's perceived flaws (not that the bike is slow by any means). That narrow engine is housed in a pressed sheet and cast aluminum chassis with a 43mm inverted Öhlins fork that offers full adjustability. Obviously an Öhlins shock lies out back (though not the TTX variety), also with full adjustability. Rather modest rake and trail figures of 24.5 degrees and 4.1 inches, respectively (for comparison, the Ducati 1098R measures 24.3 degrees and 3.8 inches) belie the almost telepathic handling capabilities. The RSV4 goes where you want it to go even before you know where you want to go. Turn-in takes but a mere thought with rock-solid stability while leaned over. Note however that the Öhlins bits are sensitive to adjustments-even two clicks in either direction changes the attitude dramatically. Get it right though and you'll soon be singing its praises. Surely the light weight of the forged Marchesini wheels account for a large chunk of this cornering nirvana, and with the gobs of confidence the front end inspires you can literally place the bike anywhere mid-corner. All of our testers were unanimous in their praise for the Aprilia's handling, with Trizzle scribbling in his notes, "Screw 600s, this thing handles like a 250!"
Braking duties are handled...
Braking duties are handled by 320mm discs on each side that are mated to Brembo monoblock four-piston calipers, each pushing two pads instead of four. The Aprilia stops on a dime, but some testers felt the stopping power was too aggressive. Note the forged aluminum wheel and Öhlins suspension.
And that's the point. We're not exagerating when we say that the RSV4 Factory is one of the best handling motorcycles we've ever ridden, production bike or otherwise. But there's more to a motorcycle than its agility. Every now and then you need to slow down and stop. That's where the 320mm discs up front come in handy. Brembo four-piston monoblock calipers each carry just two pads, but they bring the action to a halt with more than enough fervor. While the brakes are what you'd expect, lever feel leaves a little to be desired. Also, lever adjustability feels suited towards those with larger hands as even with the lever at its closest setting, reaching it with two fingers is a bit of a stretch.