2019 Aprilia RSV4 1100/Tuono 1100 Factory review

Cards on the table: I'm a massive Aprilia fan. In fact when I emigrated here I turfed a bunch of my kids favourite toys out of the shipping container just so I could fit my 2000 RSV Mille in there, which sits in my garage to this day.

One of the main reasons I bought it in the first place was the engine, whose lumpy blobs of low down torque ended my long-standing love affair with Japanese in-line fours. It was a whole new experience and made riding fast simple and intoxicating fun. I also liked the brand for its under-dogness – if that’s even a real word…

I wouldn’t exactly call them rare back then but they were certainly uncommon and Aprilia seemed like a small firm trying its hardest to take on the big boys in Bologna, which to some extent is still true to this day.

If our invite to the combined launch of the MY19 RSV4 1100 Factory and Tuono 1100 Factory at Sydney Motorsport Park had been delivered by hand the messenger would probably have lost an arm in my haste to snatch the envelope.

I spent the intervening time salivating about reacquainting myself with the Tuono while simultaneously fretting about how quickly the RSV4 might ping me into orbit with its bananas 217hp.

Related: 2018 EICMA: Aprilia RSV4 1100 Factory
Related: Intermot show: 2019 Aprilia line-up

Aprilia has cast off the self-imposed shackles of only making a racing-compliant one-litre superbike – partly due to the rave customer feedback about the Tuono's grunty 1078cc engine – but it hasn’t taken the easy way out and just used the same powerplant: more about that later.

For its part the Tuono Factory is largely unchanged apart from refinements to the already impressive Aprilia Performance Ride Control (APRC) electronics package, the notable update being the exciting addition of semi-active Öhlins suspension. The system adjusts both compression and rebound damping, front and rear, as well as the steering damper stiffness, although not preload or ride height settings which you still have to do by hand just like in Roman times.

Within the dash menu are three Active suspension settings, Road, Sport and Track, as well as three similar but static set-ups described as Manual. Within each of the Active settings are rider configurable parameters for firmness, brake support, acceleration support, mid-corner support and the steering damper behaviour. In basic terms, you can ask for more or less of each of these parameters and the system will work around that.

Within the three Manual set-ups the rider can also adjust values for all damping parameters which are then fixed: the difference being you do it all with a joystick rather than a screwdriver.

There’s definitely a lot to think about as well as get your head around but it’s easier to understand once you've looked at the dashboard for a while, had a play, a ride and another play. Don’t be afraid to try different adjustments either, because – thankfully – there’s a reset button if you make a right balls of it.

The Active system utilises the absolute latest Smart EC 2.0 Öhlins-developed software which analyses the dynamic condition of the bike 100 times per second and can make actual damping adjustments, via the stepper-motors attached to the suspension components, 10 times per second. That's a lot of potential adjustments in the space of a single lap.

Last year I hilariously suggested that if the Tuono got any cleverer it'd be sentient; well it bloody nearly is now! One aspect of the electronic smarts, which seems like pure science fiction, is that the computer can predict what's about to happen next and be ready for it….yes really. It's called the OBTi or Objective Based Tuning Interface and is genuine next level stuff.

It constantly measures and analyses everything the bike is doing from every data point available to it, such as engine speed, ground speed, throttle opening, throttle demand, gear selected, pitch, yaw, lean angle, brake pressure (the list goes on) as well as the rates of change of all these things.

This is only possible with a package as comprehensive as APRC, and is way more advanced than most other semi-active motorcycle systems that mainly just reacts to suspension movements.

Analysing all those data points in real time is what allows the system to predict what's likely to happen next. Let’s say the bike has been at maximum throttle in sixth gear for some seconds. It would be reasonable to assume that the next things to happen might be the throttle closing, the brakes being applied and the lean angle increasing. With this in mind the system can be ready to apply some brake support to stop the forks diving too much and then setting itself up for corner entry.

Once it’s at mid-corner, brakes off, high lean angle, the system employs mid-corner support and is then anticipating the rider getting back on the gas. As this happens and the load transitions to the rear under power the system employs acceleration support,and adjusts the steering damper stiffness too, for maximum grip and stability.

In short, it's not just waiting for stuff to happen but predicting what’s likely come next based on current data. I mean really, I wouldn't be surprised if it can also be a yellow Camaro if it wants…

After a couple of sessions the consensus was that the Track mode base settings were too soft, with some wallowing in the corners and too much fork dive: I particularly also wanted a stiffer steering damper as I'd scared myself half to death last year with a big, wind-induced tank-slapper coming onto the straight. Both me and the dry cleaner weren’t keen on repeating that particular moment.

We wound everything up a bit, rode it, and then wound it up a bit more and the differences were very noticeable. Perhaps a smooth racetrack isn't the harshest test of a system like this in reacting to the sort of bumps you’d find on the road, but certainly it felt way more planted and stable than the RR running normal suspension.

The real beauty of this of course is that it would be simple to have a set-up for every occasion from soft and squishy for freeway, compliant and controlled for road use and stiffened right up for track work. Beyond this the system is always adding margins of safety by providing better stability and grip in every phase of operation, particularly when braking and cornering, making what is already my favourite naked bike even more amazing.

So what of the RSV4? Could it be any more impressive than its naked stablemate? Certainly I wouldn't be the only person who's ever wondered what a Tuono engine in an RSV4 chassis would be like. Ducati has already opened the door to a current 1100cc superbike with the V4S.

In reality the Aprilia is actually 1078cc just like the Tuono, but their respective engines don't have any interchangeable components. What they do share is almost identical torque figures, the RSV just edging it by one at 122Nm, but what they don't is power output: the faired bike making a mind-melting 217hp in a package weighing under 200kg.

They are magic numbers at the top end of superbike production, and the cynic in me suggests that's why the RSV4 doesn't have active suspension: all those servos, computers and wiring would have to weigh a fair bit. But that doesn't stop it from being an utter weapon on the track. It’s still equipped with top line Öhlins though in the shape of NIX30 forks with 125mm travel and a class-leading TTX36 rear shock.

The ergonomics of the faired bike are naturally very different from the naked, and it took me a couple of goes for my feet to find the tucked up rear-sets which, with the tall seat and clip-ons, stretch the rider out along the top of the bike rather than sitting in it. It’s not uncomfortable or awkward in any way, but it helps get you down behind the bodywork and offers a great platform from which to control the bike as well as allowing for huge amounts of ground clearance.

Aprilia has built this to be its flagship model aimed at the most discerning rider and bill it as the fastest, most powerful and lightest machine to ever roll off the production line. Be that as it may, the thing looks like it’s doing Warp 10 just sitting on the paddock stands. The understated all-black finish with a proliferation of carbon looks utterly classy against the sand-coloured rims and then of course there’s the de-rigueur wings which look like they’ve been nicked from the MotoGP team’s parts bin. Before you poo-poo them as just a fashion accessory, it’s worth pointing out that at 300km/h they provide 8kg of down force: significant in terms of stability, grip and feel.

The brakes have certainly not been left wanting either with the addition of absolutely top-shelf Brembo Stylema monobloc four-pot radial calipers biting on 330mm discs. These are utterly phenomenal bits of kit and the first time I used them like I meant it I nearly flew out through my visor. Joke aside, coming into turn two the initial bite and power was so astonishing my outside foot came off the peg. You will not find better this side of fully fledged race kit.

Being the most exclusive version of the RSV4, the Factory comes with a titanium Akrapovic end-can the howl from which, when combined with the ferocious induction roar, proclaim to anyone in the same postcode that this is a package that means serious business.

Before ripping the tyre warmers off and heading out for the first time, I dialled in some traction control, ABS and anti-wheelie from the dash (all of which you can turn off if you're feeling that way inclined).

Related: Aprilia road bike range

Being the most powerful motorcycle I’d ever ridden I was expecting it to be something of a beast, which of course it is, but it’s so rideable too. It couldn’t feel more planted and the handling is superb, both things doing wonders for your confidence. The aPRC system is also more sophisticated than ever.

What makes it so easy to get along with, and which harks back to the Tuono, is the amount of torque on offer. Open the taps and the thing just blasts out of turns seemingly regardless of what gear you’re in. The whole experience just puts a massive grin on your face and I can’t wait to ride one on the road.

Aprilia has really upped the ante, and it’s not hyperbole to suggest these are the best things ever built by the Noale-based company.

Having said that, both bikes are pretty exclusive and, like their nearest competition, require a wedge of disposable income to acquire, although at nigh-on $34K for the RSV4 it does make the Tuono seem like a bargain at a bit over $27k.

If you want a next-gen naked bike or a sports bike look no further, and when that lottery ticket drops have one of each.

ENGINE
Type: Liquid-cooled, DOHC, 16-valve, 65-degree V4
Capacity: 1078cc
Bore x stroke: 81mm x 52.3mm
Compression ratio: 13:1
Fuel system: Four Marelli 48-mm throttle bodies with eight injectors

PERFORMANCE
Claimed maximum power: 217hp (159.6kW) at 13,200rpm
Claimed maximum torque: 122Nm at 11,000rpm

TRANSMISSION
Type: Six-speed, cassette type gearbox
Clutch: Wet multi-plate slipper
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Aluminium dual beam chassis with pressed and cast sheet elements.
Adjustable headstock position and rake, engine height, swingarm pin height
Front suspension: Fully adjustable 43mm Öhlins NIX fork, 125mm travel
Rear suspension: Fully adjustable Öhlins TTX monoshock, 120mm wheel travel
Front brakes: Dual 330mm floating discs with Brembo Stylema monobloc radial four-piston calipers
Rear brake: Single 220mm disc with Brembo twin-piston caliper
Wheels: Forged aluminium-alloy five-spoke alloy wheels – 3.5 x 17 front, 6.0 x 17 rear
Tyres: Pirelli Diablo Supercorsa SP – 120/70-17 front, 200/55-17 rear

DIMENSIONS AND CAPACITIES
Rake 24.5 degrees
Trail: 103.8mm
Wheelbase: 1439mm
Seat height: 851mm
Claimed wet weight: 199kg
Fuel capacity: 18.5 litres

OTHER STUFF
Price: $33,990 plus on-road costs
Colors: Matte black
Bike supplied by: Aprilia Australia
Warranty: 24 months unlimited kilometres

ENGINE
Type: Liquid-cooled, DOHC, 16-valve, 65-degree V4
Capacity: 1078cc
Bore x stroke: 81mm x 52.3mm
Compression ratio: 13:1
Fuel system: Four Marelli 48-mm throttle bodies with four injectors

PERFORMANCE
Claimed maximum power: 175hp (129kW) at 11,000rpm
Claimed maximum torque: 121Nm at 9000rpm

TRANSMISSION
Type: Six-speed, cassette type gearbox
Clutch: Wet multi-plate slipper
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Aluminium dual beam chassis with pressed and cast sheet elements.
Adjustable headstock position and rake, engine height, swingarm pin height
Front suspension: Fully adjustable 43mm Öhlins NIX fork, 125mm travel
Rear suspension: Fully adjustable Öhlins TTX monoshock, 130mm travel
Front brakes: Dual 330mm floating discs with Brembo Stylema monobloc radial four-piston calipers
Rear brake: Single 220mm disc with Brembo twin-piston caliper
Wheels: Three-spoke cast aluminium-alloy – 3.5 x 17 front, 6.0 x 17 rear
Tyres: Pirelli Diablo Supercorsa SP – 120/70-17 front, 200/55-17 rear

DIMENSIONS AND CAPACITIES
Rake 27 degrees
Trail: 99.7mm
Wheelbase: 1450mm
Seat height: 825mm
Claimed wet weight: 209kg
Fuel capacity: 18.5 litres

OTHER STUFF
Price: $27,190 plus on-road costs
Colour: Superpole
Bike supplied by: Aprilia Australia
Warranty: 24 months unlimited kilometres