Aprilia RSV4 Factory APRC 2011 — Specifications

When Noale decides to put competition in standard production, the result is quite radical. The Aprilia RSV4 Factory APRC 2011 was not born of a marketing whim; it is the logical consequence of a brand that has been racing in Superbike for years and that ended up wondering why its road customers wouldn’s benefit from the same electronic arsenal. Before it, a limited edition called Aprilia RSV4 Factory APRC had tentatively explored the ground, reserved for a few privileged individuals. Now, the APRC pack goes into large-scale production, and the bill climbs to 21,599 euros. A lot of money, indeed. But for what the motorcycle carries, the calculation deserves to be considered seriously.

The 999.6 cc V4 remains the central argument. Its 180 horsepower delivered at 12,500 rpm and its 115 Nm of torque at 10,000 rpm place the Factory APRC in the category of machines that demand respect, not deference. At 179 kg dry, it is among the lightest in its class; the Ducati 1198 SP does better on paper but operates in a very different configuration, and the BMW S1000RR of the time, heavier, relies more on more accessible electronics. Here, Aprilia targets the rider who knows what he wants and is willing to get his hands dirty with adjustments. The 845 mm seat naturally filters the public: it is not a motorcycle for beginners, and no one hides it.

What fundamentally distinguishes this version is the depth of the APRC system. The ATC traction control has eight levels and can be calibrated according to the rubber mounted on the rear, a level of refinement that was then only found on motorcycles entered in championships. The AWC manages wheelies to recover every Newton meter without wasting power in a cascade. The ALC takes over the standing starts: full throttle, clutch released, the motorcycle itself doses the acceleration on three program levels. Finally, the AQS quickshifter allows upshifting without touching the clutch or closing the throttle. All of this runs on a perimeter aluminum frame, with Öhlins suspension in a 43 mm inverted fork and a double-sided aluminum swingarm, radial Brembo Monobloc calipers attacking the two front discs, and forged rims. The engine lubrication system has been revised without increasing power, which shows that Aprilia is primarily looking for reliability in intensive use.

The heirs of this lineage, including the Aprilia RSV4 Factory APRC 2013, will go even further in electronic refinement, but the 2011 version lays the foundations with remarkable consistency. The 17-liter tank offers correct range without unnecessarily weighing down the whole, and the top speed announced at 304 km/h remains a theoretical indication on the track rather than a promise for the highway. The exhaust, slimmer than on previous versions, and the rear tire in 190/55-17 complete a whole designed primarily for the track, even if the motorcycle remains registrable and usable on a daily basis for those with the physique and technique necessary.

It is not a road bike disguised as a sportbike, nor a superbike throttled back to reassure. It is a firm proposal, intended for the experienced rider who wants to get the maximum out of a machine without compromise, provided he accepts the ergonomic constraints and the constant vigilance it imposes. For that price, the Japanese competition offers more versatility; but none sings as sweetly at high rpm as a Noale V4 under load.