Aprilia RSV4 RR 2017 — Specifications

When Noale talks about Superbike, the whole world listens. Aprilia carries with it two decades of high-level competition, and the 2017 RSV4 RR is the brutal synthesis of all that accumulated knowledge at the edge of the tracks. At €17,499, it is not for the faint of heart or fragile wallets, but for those who want a machine capable of brushing 300 km/h with the seriousness of a Swiss precision factory. This model year marks a clear break with its predecessors: Euro4 compliance provided the opportunity to completely rethink the engine, and the result on the stopwatch speaks for itself.

The 999.6 cc V4 is the heart of the matter, and what a heart. With 201 horsepower delivered at 13,000 rpm and 115 Nm of torque at 10,500 rpm, the engine leaves no room for ambiguity about its intentions. To achieve this, engineers have lightened the pistons, replaced the valve springs and segments, and eliminated the ducts of the variable intake system, which became unnecessary, recovering a valuable 500 grams in the process. A new engine control unit extends the operating range by an additional 300 rpm. Compared to the Ducati Panigale V4 or the BMW M 1000 RR that compete with it in this ultra-premium segment, the Aprilia RSV4 RR holds its own without complex feelings, with a 65-degree inline V4 that has a distinct character from its transverse rivals.

Electronics is where the 2017 RSV4 RR takes a decisive turn. The APRC pack, introduced as early as 2011, was already at a respectable level, but the integration of a Bosch inertial sensor changes the game. Traction control ATC now has eight levels of adjustment, the AWC anti-wheelie gains precision thanks to angular acceleration data, and the launch control ALC further refines its three parameters for explosive starts on the track. The bidirectional AQS quickshifter, which allows gear changes up and down without a clutch, completes an arsenal that many superbikes produced at similar prices still struggle to match. The Aprilia RSV4 RR APRC is no longer an option here; it is the very philosophy of the product. A three-level cornering ABS, coupled with a rear wheel lift-up control, finally oversees deceleration. Parameterizable, disconnectable, adjustable turn by turn via the V4-MP telemetry platform from a smartphone, this color TFT dashboard looks more like a pit-lane interface than a series speedometer.

The double-beam aluminum chassis receives fully adjustable Sachs suspension, 43 mm fork at the front, and a progressive linkage mono-shock at the rear. The geometry remains tight, with a wheelbase of 1,420 mm and a ground clearance of 130 mm, immediately placing the machine in a track logic. The seat height at 845 mm will not forgive those of modest stature. The new 330 mm front discs pinched by Brembo M50 calipers represent a real gain in braking times, and the difference is felt from the first hard braking. For 180 kg dry weight, the power-to-weight ratio is simply absurd.

The used Aprilia RSV4 RR can now be found at attractive prices on the secondary market, and this may be where its best commercial argument lies in 2024. New at its launch, it targeted a public of confirmed riders, accustomed to circuits, capable of exploiting the Sport, Track and Race maps without being caught off guard. This is not a motorcycle to learn on, nor even to progress on; it is a motorcycle to perform on when you already know how. The RSV4 RR factory remains the absolute reference in the range, but this standard RR version will be quite enough to give sweats to anyone without several seasons of track experience in their legs. Aprilia signs here one of the most complete hypersports of its generation, without compromise or half-measures.