Aprilia RSV4 R APRC ABS

There is no denying the fact that when Aprilia took the covers off its RSV4 superbike more than five years ago it had one thing in mind – World Superbike Championships. A 65-degree V4 housed in a frame not much bigger than a 600cc motorcycle made it appear the engineers first built a race bike and then scratched their heads about how to make it road legal.

Well, four manufacturer championships since 2009 and a total of 52 different world championships in its illustrious history, it’s fair to say that Aprilia knew what they were doing. However, while it had the mechanical basics of a great superbike it lacked the technological prowess of its road competitors, namely the BMW S1000RR.

In 2012 Aprilia corrected this with the introduction of its electrickery package dubbed 'Aprilia Performance Ride Control' (APRC) and in 2013 ABS was added to the package to bring it in line with its direct competitors.

The 2014 model is the third evolution of the current bike and now sports more power from its engine, a larger rear tyre (200 width up from 190), ECU tweaks and an upgraded braking package. Again there are two RSV4 models to choose from, the up spec 'Factory' edition and the cheaper 'R' version – the latter being the test mule. 

This test was always going to be a favourite of mine as I would be riding the Aprilia to my favourite motorcycle event of the year and arguably one of the best in the country – The Troy Bayliss Classic (TBC) at Old Bar, NSW. I have been to all three TBC events and every year it is getting bigger and better.

If I could digress for a second, if you haven’t been to the TBC add it to your to-do list. It may be grass-roots flat-track racing, but the stars that turn up and put it all on the line make it a spectacle that very few events have. The schedule is packed with more than 60 races over the day, each between four to six laps (final 21 laps) which is great as that’s about my attention span, so I always know what is happening.

This year, the final was won by American and current AMA Grand Champion Jared Mees, fellow countryman Henry Wiles finished second, while Aussie legend Paul Caslick rounded out the podium. Also in attendance was Aussie MotoGP star Jack Miller, Chris Vermeulen, Troy Bayliss (2014 winner), Troy Herfoss and Damian Cudlin just to name a few of the all-stars.        

Sydney to Old Bar is just over 300km up the Pacific Highway, but there was no chance I would be riding that route on the RSV4 R. My route of choice would see me travel inland and would knock the kilometres up to around 700km in basically all twisties.

The first thing you notice when you swing a leg over the RSV4 is how small it is, its more like a 600cc supersport bike than a 1000cc superbike. The riding position is very track oriented and the seat is on the hard side, but your not buying this motorcycle for comfort.

Thumb the starter button and the 65-degree V4 barks into life with one of the best notes a road bike produces – very reminiscent of a MotoGP bike. For this latest model, the 999cc liquid-cooled power plant has had peak power boosted by four ponies to a very respectable 184hp and 117Nm.

Twist the throttle and there is an abundance of low-end torque that continues to build smoothly all the way to the post 12,000rpm rev-limiter. There is no sudden powerband or humps in delivery, just an abundance of torque-driven power on tap no matter where you are in the rev-range. The power delivery is so smooth it makes the motorcycle’s acceleration deceive you, while a quick look down at the speedo makes your license whimper in fear – make no mistake this is one extremely fast motorcycle.

There are three engine-modes to choose from that are selected through the engine-start button. Race mode offers full power and the most direct throttle response, Sport mode cuts power and smooths out throttle response, while Touring is softer again in both aspects. These modes do not alter any of the other systems such as ABS or traction control.  

The ride-by-wire throttle is calibrated perfectly and on/off throttle is very gentle for an almost 200hp superbike engine. As the revs build, a quick flick of your left foot will see you slice through the six-speed cassette-style gearbox clutch-free with the aid of the quickshifter. On full song the changes are flawless, but on lighter throttle it is sometimes hesitant to change, especially on the change from second to third.

The cable operated clutch lever is quite light and the gearbox makes use of a slipper clutch that is one of the best I have felt. Fast un-revv-matched down changes result in no rear-wheel hopping. The RSV4 is geared quite tall, especially first gear, however going down a tooth on the front sprocket ($58) will fix that up immediately and something I would definitely do.

Up front you have a fully adjustable 43mm Sachs fork while the rear monoshock is a fully adjustable Sachs unit. The ride is quite rough and stiff making bumpy country roads (I did have my fair share of them) wear thin very quickly, but all that is forgiven when you’re greeted with silky smooth twisties.

Front-end feel is absolutely superb and extremely solid, there is enough confidence to trail brake right to the apex and undertake mid-corner corrections. Due to the solid feel of the front-end it is a little vague at slower speeds, but once the tempo picks up it really comes into its own. Side-to-side flickability and change of direction is a touch slower than the Ducati Panigale and S1000RR, but its mid-corner stability is well on par, if not better.

On corner exit there is an eight-stage traction control system than can be changed on the fly through a race-inspired plus and minus button system on the left clip-on. The good thing about this system is not only the unobtrusive nature of it (I couldn’t really tell when it was doing its thing – that’s good!), but also the ability to change the level on the fly with any throttle position.

Some systems require the throttle to be closed, but at the racetrack you don’t want to have to back-off – especially down the straight where you will most likely be changing it. The system will also self-calibrate to the tyre size.     

The RSV4 not only accelerates ballistically quick, but it also stops on a dime thanks to dual 320mm discs clamped by four-piston Brembo Monobloc calipers and a rear 220mm disc pinched by a Brembo two-piston caliper. Front-lever feel is good and strong without being harsh in its initial bite.

If things start to go pear shaped there is now a three-level ABS system there to help you. Level one allows rear-wheel lift while level two and three supress this and has a higher-level of intervention. When the system is activated it pulses quickly and fluently allowing the motorcycle to remain stable enough to initiate tip-in.

Other electronic systems that the RSV4 employ are a three-stage wheelie-control system and a three-stage launch-control (LC) system. The LC is activated by the simultaneous press of the plus and minus traction control buttons while at a standstill – full throttle is applied and the revs are held at around 9000rpm, allowing the rider to only have to concentrate on the release of the clutch. The wheelie control is one of the better ones going around, allowing the front wheel to hover instead of slamming back down.  

All systems can be changed and run independently of one another. Engine-modes and traction control can be changed on the fly while all other systems require the motorcycle to be at a standstill. 

The dash is a mixture of an analogue rev-counter, which I prefer over a digital one and a LCD screen. The LCD screen can be changed from a road layout to a race layout and conveys all the information you could want except a fuel gauge. It’s quite large and easy to read, but in direct sunlight the top of the triple clamp does produce a reflection, making it a little difficult to read under certain light conditions.   

Aprilia are doing specials at the moment on 2014 models, most likely due to the recent release of the updated RSV4s, which will arrive in the country in the second half of this year. The RSV4 R is priced at $23,990 ride away; while the Factory is $6000 more at $29,990 ride away.

If you splurge the extra coin on the Factory you will get Ohlins suspension, swingarm and engine mounting adjustment points and lightweight wheels. Power and the electronics package are identical. 

The RSV4 is one of the closest superbikes you will get to a pure world championship winning race motorcycle. The engine is absolutely faultless and the chassis, suspension and brakes all work in perfect harmony. It really is a wonderfully balanced motorcycle.

PERFORMANCE
Claimed maximum power: 184hp (135.3kW) at 12,500rpm
Claimed maximum torque: 117Nm at 10,000rpm
Economy: 5.9 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Aluminium
Front suspension: Sachs 43mm upside-down fork, fully adjustable
Rear suspension: Sachs monoshock, fully adjustable
Front brakes: Twin 320mm discs with Brembo four-piston radial calipers
Rear brake: 220mm disc with twin-piston Brembo caliper
Wheels: Cast aluminium; front 3.50 x 17, rear 6.00 x 17
Tyres: Pirelli Diablo Supercorsa SP; front 120/70-17, rear 200/55-17

DIMENSIONS AND CAPACITIES
Claimed dry weight: 186kg
Rake: 24.5 degrees
Trail: 105mm
Seat height: 840mm
Wheelbase: 1420mm
Fuel capacity: 18.5 litres

OTHER STUFF
Price: $23,990 (Factory $29,990)
Colours: Red or Matt black
Bike supplied by: John Sample Automotive, www.aprilia.com.au
Warranty: 24 months, unlimited kilometres