Aprilia RSV-R 1000 Factory 2009 — Specifications

When Noale decides not to do things by halves, the result is the RSV-R Factory. Not just another sportbike in the catalogue, but a machine conceived for the rider who knows exactly what he's doing, who understands the word "preload" and uses a stopwatch on weekends. In 2009, this top-of-the-range version of the 60° V-twin produces 143 horsepower at 9,500 rpm and 101 Nm of torque at 8,000 rpm, all housed in a twin-spar aluminium alloy frame finished in a subtle gold that carries through to the wheels. This is no cosmetic detail: it's a signature, almost a statement of intent.

What separates the Factory from the standard RSV-R has less to do with engine figures than with the quality of its chassis package. Suspension duties are handed entirely to Öhlins — a 43 mm inverted fork up front, a rear monoshock, both fully adjustable in every direction: preload, compression, rebound, length. A double-chamber steering damper, bearing the same Swedish marque's name, completes the picture. On a machine that brushes 280 km/h, that kind of coherence between chassis components isn't a luxury — it's an absolute necessity.

The forged aluminium wheels deserve closer attention. Compared to a conventional cast wheel, the weight saving reaches 25%. On a sportbike, that reduction in unsprung mass translates into a steering agility that figures can never truly convey. Paired with Pirelli SuperCorsa tyres — 120/70 at the front and 190/50 at the rear — these rims contribute to a cohesive package designed as much for the track as for the road. The rest of the Factory-specific parts list reads like a competition preparation catalogue: carbon front and rear mudguards, carbon cooling vents, carbon fork brace deflectors, carbon lower tank covers. Aprilia didn't sprinkle carbon for show, but to bring the scales down to 185 kg dry — a figure that recalls the weight of the old RSV 1000 SP, that near-handbuilt Superbike version reserved for the initiated.

Against the competition of the era, the Factory holds its own. The Honda CBR1000RR and the Yamaha R1 played in the same power bracket, but neither offered as comprehensive an Öhlins specification as standard. The Ducati 1098 came closer to this spirit of thoroughbred engineering, but with an L-twin and a different philosophy. The Aprilia, for its part, offers a 60° V-twin that marries the compactness of a twin with a broad power delivery, accessible from mid-range, without the sense of mass of a Japanese four-cylinder. At €16,849, the price is steep; it simply reflects the real cost of the components fitted.

The 810 mm seat height and generally compact dimensions make it physically manageable for a rider of average stature, but the machine's character remains resolutely track-oriented. It is not the ideal companion for a novice discovering large sports bikes, nor for a touring rider seeking comfort and flexibility. This is a bike for the passionate, for someone who rides trackdays on Saturday and can, if necessary, ride home on Sunday. It demands commitment, and repays it a hundredfold.