The Model: Aprilia RSV4 1100 Factory
2019 marks a decade since the launch of the RSV4 Factory, by Max Biaggi back in 2009. And now the RSV4 has evolved to RSV4 1100 Factory. Even back in 2009, the RSV4 was simply the best looking 1000 cc superbike at that time and still is now. The evolution of the RSV4 1100 Factory is instantly recognizable for its carbon fibre winglets straight from Aprilia’s MotoGP bike, and a first on a road bike.
On the spec sheets, the peak power outranks anything else on the road-going superbike market, just edging its other V4 competitor, although its competitor comes out on top with peak torque.
The Engine ✔✔✔✔✔@i-Moto
Aprilia turned the RSV4 from a 999cc machine to a 1078cc. The piston diameter increased from 78mm to 81mm, while leaving the stroke unchanged at 52.3mm. Compression ratio of 13.6:1. Improvements to the injection and intake and a new engine mapping, the Magneti Marelli 7SM ECU ups the rev limit to 13,600rpm accounts for the improved power as we found out. With a fine quickshift and autoblipper-enabled gearbox shifting seems relaxed. We rode with Traction set at 8 for the test, so no one can do madness with the throttle, nor instability the RSV but the 5th and 6th gear ratios have been lengthened to reach a better top speed which was lacking in previous generations RSV4’s. Obviously the traction was set at Traction 8 as there was 30 riders mix with medias for the RSV4 Test Ride. But ideally would be from Traction 4 or lower out of the eight settings for anyone with good riding ability, but that kept me in check without hindering my riding too much as I got on the throttle like normal and got all the meter lights up like a Christmas tree out of every corners at Sepang Circuit. I did my best to get the “chicken strips” gone. As I was the fourth rider to test the RSV4, while the track condition wasn’t too great too, as the track was still damp at some parts with the SuperCorsa SP pretty slow in getting the heat up.
The titanium Akrapovic muffler give out that deep, throaty pitched roar as the engine spins its way towards peak revs.
The Ride & Brakes ✔✔✔✔✔@i-Moto
RSV4 1100 Factory gets a new front brake caliper known as ‘Stylema’ by Brembo replacing the M50’s that allows for more aggressive application.
Located behind forks, the cool looking carbon fibre cooling ducts not only look like GP-spec but gets the job done! The cooling duct also helps with the stability under braking.
Rider aids and extra equipment / accessories
As ever, there’s a top-level suite of electronic goodies, including traction control, wheelie control, launch control, quick shifter, pit lane limiter, cruise control and cornering ABS.
The Handling, Suspension, Chassis and Weight ✔✔✔✔✔@i-Moto
New tweaks to the 1100’s frame include new steering bushes that reduce the head angle and take 4mm off the wheelbase, while the Ohlins NIX forks get 5mm more travel than before and the swingarm has been make more rigid. Brembo’s latest Stylema calipers, replaces M50 calipers, and all RSV4 1100 Factory sold in Malaysia (this year 6-7 units) will get the carbon brake ducts for extra cooling the brake calipers.
Most panels remain unchanged but the RSV4 1100 Factory gains MotoGP-style winglets on the fairing for better downforce and stability at highspeed, while improving braking and reduce wheelies out of corners. That winglets are already the attention grabber. The RSV4 1100 Factory so easy ride, even compare to my own 2009 RSV4 Factory, which is already, consider an easy bike to ride.
The 851mm seat (2009 Factory is 810mm) height does feel tall when you first hop on but if you’re more than 6ft tall or taller it will feel a little cramped. I wouldn’t have any problem, even I’m small size rider while all the flicking left to right at T2 takes minimal effort. From front straight, towards T1, down shifting from 6th to 2nd even 1st for T9, the Aprilia’s slipper clutch is so seamlessly smooth without any rear wheel sliding.
The proven RSV4 chassis now with fully adjustable Ohlins NIX forks and TTX rear shock and Pirelli Supercorsa SP tyres have formed an incredibly successful team to offer handling capability like no other. The bike is so stable under hard braking, in the slow and fast corners plus under acceleration. It’s flattering, faultless and forgiving making riders of any standard feel like a superbike hero for maximum track performance. Wet weight of 199kg is 5kg lighter than its predecessor, half of that is a courtesy of a lithium battery.
The Price ✔✔✔✔✔@i-Moto
Price wise in Malaysia, Aprilia’s Malaysian distributor Didi Resources Sdn Bhd have cunningly priced its latest weapon slightly below the competitor’s S model but packed with extra goodies.
The extra top spec goodies gives RSV4 1100 Factory an extra 16hp to 217hp and offers 7Nm more torque yet weighs 5kg less that includes carbon, titanium, forged aluminium, winglets, Ohlins, Brembo and Akrapovic, you know this is going to be a special for a “First Ride” on the Sepang Circuit, as Malaysia will only be receiving around 7 units this year, priced at RM159,000.00 only!
The Overall Verdict ✔✔✔✔✔@i-Moto
Don’t call me a fanboy, but as an owner of a 2009 RSV4 Factory, this is the best RSV4 I’ve ever ridden on track, not to say mine is not fast but this RSV4 1100 Factory takes the ride experience it to another level.
The guys at Noale did wonders ten years ago by inventing the RSV4 Factory, and now Aprilia have worked wonders with this version to go head to head with its competitor.
Gallery below: Pictures from Aprilia Trackday 2019