2021 Aprilia RSV4 1100 and RSV4 1100 Factory First Ride

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For 2021 Aprilia’s RSV4 Factory 1100 and standard RSV4 1100 get more displacement, upgraded electronics, and new aerodynamics. (Larry Chen/)

Aprilia’s RSV4 superbike has enjoyed a decade of solid racing and sales success. Throughout this time the Noale, Italy-based manufacturer has offered a price-competitive base model alongside the up-spec version. The premium RSV4 Factory and RF models have traditionally been equipped with race-grade Öhlins suspension, lighter-weight forged alloy wheels, and various carbon fiber bits. The Factory models have typically been a year or two ahead of the base RSV4 in receiving significant electronic or performance upgrades derived from the Aprilia Race Department, and that’s made them all the more enticing.

For 2021, the RSV4 1100 and RSV4 1100 Factory are equal recipients of an evolutionary platform update, which features an all new race-developed aerodynamic styling treatment; a larger-displacement 1,099cc engine; a new inverted-style swingarm; an improved Aprilia Performance Ride Control (APRC) electronic rider aid package; and a larger 5-inch TFT dash. The $25,999 Factory may still have a leg to stand on with its semi-active Öhlins Smart EC 2.0 electronically adjustable suspension, forged wheels, Öhlins electronic adjustable steering damper, and choice of two Factory edition paint schemes, but fans of carbon fiber will now need to tap into Aprilia’s line of accessories. At $18,999, the RSV4 1100 retains the Sachs suspension, nonadjustable steering damper, and cast alloy wheels of its 999cc RSV4 RR predecessor. Considering both 2021 models are endowed with a claimed 217 crank horsepower and identical APRC programming, deciding between these two superbikes has never been tighter.

Deciding between the $25,999 RSV4 Factory and the $18,999 RSV4 is more difficult than ever. (Larry Chen [email protected]/)

I had a chance to ride each of the new RSV4 models at a recent press test at Laguna Seca Raceway in Monterey, California, just a few miles inland from the Pacific Ocean. We spent the entire morning in the paddock waiting for the fog-like marine layer to lift and the track surface to dry, so lunch had yet to settle as I entered the track and rolled on the throttle, heard the sweet growl of 65-degree V-4 music, and worked the low end of the rev range to build heat in the Pirelli Supercorsa SP radials. A few corners in I gave it a full fist twist exiting turn 4 and got a seamless shift into third gear down the infield straight. Holy mackerel! I hadn’t expected so much gut-wrenching acceleration, having purposely set the bike’s APRC to its tamest ride mode for the opening lap.

Most of the riding time was spent on the top-spec RSV4 Factory, which is fit with forged wheels, electronically adjustable suspension, and an adjustable steering damper. (Larry Chen/)

During the morning downtime I’d explored the revamped and expanded APRC setting menus accessible through the bike’s dash display. The small joystick controller found on the previous RSV4 has been replaced with a more user-friendly four-button arrangement on the left switch gear cluster, so navigating the onscreen options is now far easier with a gloved thumb. With the bike stationary, you’re able to select between vehicle modes labeled Road and Race. Road gains access to street-centric features including cruise control and, if the accessory Aprilia MIA multimedia unit is installed, dash-integrated phone, music, and navigation info. Ride-by-wire engine maps labeled Street and Sport are preloaded with APRC settings suited to general street and wet road conditions, along with the ability to adjust the default APRC parameters with a User ride mode.

Selecting Race vehicle mode replaces the digital speedometer on the dash with a lap timer display and provides programmed settings suited to trackday use. There are also two user-programmable ride modes, Track 1 and Track 2, providing the means to tap the bike’s full performance potential. All customizable ride modes allow adjustment of Engine Map (throttle response and delivery), Traction Control, Wheelie Control, lean angle sensing Engine Brake Control, Cornering ABS, and Launch Control. The Factory model adds Suspension Control to the list, with a choice between A1 (active track), A2 (active track/sport), and A3 (active road), as well as manual (non-active damping) M1, M2, and M3. Each of the semi-active and manual presets can be fine-tuned to suit your riding style.

Clearly, exploring the multitude of setup possibilities would take more track time than available. Settling for the basics, I toggled Sport mode on the fly to finish the first 15-minute track session. I appreciated Sport mode’s sharper mid-degree throttle response, but the default level 5 TC held the horses on tight reins at corner exit. Applying throttle input midcorner produced very minimal acceleration until the bike was lifted upright on the exit. While this level of electronic intervention made the bike feel hobbled on the circuit, it let me get a feel for the nature of Aprilia’s TC implementation and experience the fluid manner in which the system applies power as lean angle is reduced. Track riding aside, I can imagine the benefit and sense of it all when hustling down a tree-and-fence-lined backroad. The mode’s A3 suspension default was, as expected, on the soft side for circuit use, delivering compliant bump absorption at the expense of a good bit of wiggle and weave under hard acceleration. To its credit, this mode provided an impressive degree of chassis control while ridden at a quicker pace than I typically attempt on public roads.

The RSV4 Factory’s cockpit. A new thumb pad replaces the fiddly joystick on the left clip-on, making adjustments and changes to the APRC system easier. (Larry Chen/)

Riding in Race vehicle mode for the remaining sessions, I quickly found Race ride mode TC default level 4 too intrusive, as the track was now completely dry. No problem, however; the eight-level TC can be easily adjusted on the fly within any ride mode using the thumb/index finger paddle, the same as on the previous RSV4, located on the left bar. Wheelie Control can also be changed in the same fashion using the reassigned cruise-control switch on the left cluster, with the current setting for each prominently displayed on the dash. Within a handful of laps I gained ample confidence in the APRC system and arrived at minimal Engine Map 1, TC 1, and WC 1 settings. In the process I found that even TC 2 felt a bit intrusive, which made me want finer resolution between lower TC levels while in Race vehicle mode.

That being said, with the combination of triple 1′s selected, the connection between throttle input and power delivered to the rear tire felt very direct and natural. With four times the processing power of its predecessor, the latest APRC package lends mortals superheroic powers, such as the ability to paint arcing black stripes of rubber out of the track’s tightest corners and experience the thrill of the front tucking a bit as the tire lifts at lean and hovers inches above the tarmac. Simply awesome.

Once the right combination of rider aid settings was found, the RSV4 Factory was superb on the track. (Larry Chen/)

Chassis feedback in suspension A2 demonstrated further improvement, providing greater feel for what was happening at the tire contact patch. This, along with improved exit stability and reduced fore/aft pitch under acceleration and braking, allowed me to remain more relaxed at the controls and elevate my pace. Switching to A1 may overwhelm your senses at first if you’re not accustomed to a taut race setup. Given time, the feedback and road feel you get through the bike’s touch points becomes the sportbike equivalent of reading Braille. Chassis response is superb, with light effort corner entry and innate finesse through side-to-side transitions. The downhill run out of the famous Laguna Seca Corkscrew provided the track’s best test of agility, as the RSV4 effortlessly flicked from full tilt right to left entering Rainey Curve, a section named in honor of a grand master of bike control from the pre-electronic era.

Feedback and feel is excellent from the RSV4 Factory in A1 mode. (Larry Chen/)

Toggling WC off for a few laps demonstrated the system’s value, particularly when exiting turn 11 in low gear onto the main straight. Applying the throttle as I had on prior laps took me by sudden surprise the first time through as the front abruptly snapped up. My throttle modulation to counter resulted in a less than graceful porpoise drive through the bottom three gears. Determined to get it right with a more metered throttle application did keep the front floating over the remaining laps of the session, but at the expense of optimized acceleration and perhaps of greater importance, mental taxation.

Without doubt the RSV4 combination of APRC assisted corner exits, clutchless upshifts, auto-throttle-blip downshifts, intelligent engine-braking reduction, slipper clutch, and advanced ABS conspire to ease rider workload at any given pace. Adding to this is aero bodywork that not only improves stability at speed and under braking. This works in concert with a revised riding position that puts the rider slightly lower in the bike along with a flatter/slimmer tank allowing a tighter tuck out of the wind. It all adds up to an ideal office from which to focus on the business at hand.

The manually adjustable Sachs fork on the “standard” RSV4. (Larry Chen/)

My brief session aboard the base RSV4 was an eye-opener. With its fully adjustable fork and shock dialed to track settings, I matched my quickest laps of the day while noting a slight increase in chassis stability compared to the Factory. My hunch is that this can be attributed to increased inertia due to having slightly heavier wheels. For those aspiring to a fast trackday pace I see this as a plus, whereas chasing championships requires riding the razor’s edge. With no-holds-barred engine performance providing a 5-percent increase in midrange torque over last year’s Factory model, and a mountain of performance casting a shadow on its RSV4 RR predecessor, this could well be the update of the decade.

Which RSV4 1100 is the right bike for you? It may boil down to intended use and finances. If your stock investments are up, move fast and get the Factory; it’s tough to dispute the convenience of electronic suspension, particularly on a Sunday road ride that incorporates a mix of highway and backroads. But if you’re a frequent trackday rider, don’t discount the RSV4 1100 and its screwdriver-adjusted static damping. Once dialed in, you’re on solid ground with a decade of development behind you.

2021 Aprilia RSV4 Factory 1100 Specifications

MSRP:	$25,999
Engine:	DOHC, liquid-cooled V-4; 4 valves/cyl.
Displacement:	1,099cc
Bore x Stroke:	81.0 x 53.3mm
Compression Ratio:	13.6:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	217 hp @ 13,000 rpm
Claimed Torque:	92.2 lb.-ft. @ 10,500 rpm
Fuel System:	EFI w/ 48mm Marelli throttle bodies, ride-by-wire
Clutch:	Wet, multiplate, mechanical slipper
Frame:	Aluminum dual beam main chassis
Front Suspension:	43mm Öhlins NIX fork, Smart EC 2.0 electronic management, fully adjustable; 4.9 in. travel
Rear Suspension:	Öhlins TTX monoshock, Smart EC 2.0 electronic management, fully adjustable; 4.5 in. travel
Front Brake:	4-piston Brembo Stylema calipers, dual floating 330mm discs; Bosch 9.1 MP ABS w/ cornering function
Rear Brake:	2-piston Brembo caliper, 220mm disc; Bosch 9.1 MP ABS w/ cornering function
Wheels, Front/Rear:	17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:	120/70ZR-17 / 200/55ZR-17
Rake/Trail:	24.6°/4.1 in.
Wheelbase:	56.5 in. (1,435.8mm)
Seat Height:	33.3 in. (845mm)
Fuel Capacity:	4.7 gal.
Claimed Wet Weight:	445 lb. (202kg)
Contact:	aprilia.com

2021 Aprilia RSV4 1100 Specifications

MSRP:	$19,999
Engine:	DOHC, liquid-cooled V-4; 4 valves/cyl.
Displacement:	1,099cc
Bore x Stroke:	81.0 x 53.3mm
Compression Ratio:	13.6:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	217 hp @ 13,000 rpm
Claimed Torque:	92.2 lb.-ft. @ 10,500 rpm
Fuel System:	EFI w/ 48mm Marelli throttle bodies, ride-by-wire
Clutch:	Wet, multiplate, mechanical slipper
Frame:	Aluminum dual beam main chassis
Front Suspension:	43mm Sachs fork, compression and rebound damping adjustable; 5.0 in. travel
Rear Suspension:	Sachs monoshock, fully adjustable; 5.1 in. travel
Front Brake:	4-piston Brembo Stylema calipers, dual floating 330mm discs; Bosch 9.1 MP ABS w/ cornering function
Rear Brake:	2-piston Brembo caliper, 220mm disc; Bosch 9.1 MP ABS w/ cornering function
Wheels, Front/Rear:	17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:	120/70ZR-17 / 200/55ZR-17
Rake/Trail:	24.6°/4.1 in.
Wheelbase:	56.5 in. (1,435.8mm)
Seat Height:	33.3 in. (845mm)
Fuel Capacity:	4.7 gal.
Claimed Wet Weight:	445 lb. (202kg)
Contact:	aprilia.com

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[Tiggie]

@Stu  Black & Red looks good 

[Stu]

Better than that sicky colour eh @Tiggie