Aprilia RSV4 Factory
On paper one of the most seductive motorcycles ever made, so what of the reality of the riding experience…?
It’s been around for so long now it’s got its own bus pass, but the RSV4 Factory really came of age two years ago when Aprilia replaced its original 1000cc V4 with a breathed on Tuono 1100 lump. At a stroke its extra oomph gave it the effortless speed to match its three-times Wsb-title winning chassis and it’s been the darling of the trackday world ever since.
As a road bike it’s never had the same runaway success, largely because it was built for a 250cc Gp-sized Max Biaggi. It’s tiny, but if you’re small and/or extremely flexible you’ll be instantly seduced by the RSV4’S evocative Motogp wail, its gut-wrenching acceleration, monstrous grip and the way it can float effortlessly from corner to corner at dizzying speeds.
Aprilia have relaxed the riding position slightly for 2021 – not for us, mind, but to give track riders more room to shuffle around and get tucked, but its new layout makes life more tolerable on the road, too. The seat is 9mm lower, pegs are dropped by 10mm and the new RSV Mille-esque fuel tank is smaller to help you get your elbows closer together in a race tuck en-route to Lidl.
Now you’re placed more inside the RSV4 and not as perched over the top. That said the Factory is no superbike super-tourer – it’s still so cramped that my arthritic knees can only bend enough to ride the pegs like Daffy Duck. Low-set clip-ons give wrists a battering, too. You’ll probably have noticed the Aprilia also has a new look for 2021 – fresh faced with LED headlights (at long last), cornering and daytime running lights, giant faired-in wings and assorted aero. The fairing lowers are cut back to completely expose the front wheel, which Aprilia say helps agility on the track and at the rear there’s a sleeker tail and a sliver of a seat for brave pillions. To get the V4 through Euro5 without sacrificing its big bhp numbers Aprilia have upped the capacity, from 1077cc to 1099cc (thanks to a 1.05mm longer stroke). Claimed peak crank power is still 214bhp, but delivered 200rpm lower in the revs at 13,000rpm and torque climbs from 90 lb.ft@11,000rpm to 92 lb.ft@10,500rpm. It has a new exhaust, which thanks to clever ceramic catalyst tech, is 400 grams lighter – that’s getting on for two pasties worth.
Despite all its engine work the power delivery doesn’t feel that different – it wasn’t exactly slow in the first place. The simple fact is you couldn’t open the throttle fully on the road before and you still can’t now. If you want to enjoy your investment to its fullest you need a track. Ride quality is still special delivery from the magic carpet shop and it still has one of the most confidence inspiring front ends of any motorcycle. Aprilia haven’t messed with its magnificent polished ali frame, but its huge swingarm is now underbraced like a Motogp or superbike… and the latest S1000RR. For the road its extra lightness, rigidity and lower centre of gravity will make zero difference to your day, other than looking funkier, but Aprilia say it gives the RSV4 extra stability under hard acceleration. Its chain adjuster slots are longer, too, to let racers play with wheelbase length.
Lean sensitive traction control, ABS and anti-wheelie are even more track-focused, thanks to a more powerful Marelli 11P IMU (debuted on this year’s RS660). It’s all kinds of clever, refined and promises to guide the Aprilia around a lap even more smartly and with less intrusion. But, there’s so much grip from the tyres and composure from the chassis you’ll never notice them in the real world. It now has six riding modes, but for everyday riding Sport is all you need. It gives the most supple and controlled ride from its electronic Öhlins, just the right amount of eagerness from the engine and the most natural levels of engine braking and wheelie control.
Its new 5-inch colour TFT display is a big improvement over the previous model’s with bolder graphics that are easier to read at a glance. But the bulky left switchgear block is laughably big. It does have cruise control, though, which your aching right wrist will thank you for on a long jaunt.
Having said all this the Aprilia is even more irrelevant as a road bike than ever and changes to the engine, electronics, swingarm and aerodynamics make little difference away from a circuit. But, for the rare moments you’ve got the road to yourself it all makes total sense.
‘You’ll be seduced by the Motogp wail, gut-wrenching acceleration…’