2009 Aprilia RSV4 Factory: MD First Ride

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As you can see, there are plenty of gizmos at work here. First, the drive-by-wire (DBW) throttle that, in case you haven’t been following the latest sportbike tech, means that the cable operates just an electronic sensor and the actual opening of the butterflies is handled by a software-controlled electric step motor. The DBW means that it’s also fairly easy to create three different engine response maps, or programs. In the case of the RSV4 you have a full power / no limits T (for track) position, an S (for sport) position that simply softens power delivery in the first three gears where engine power can overcome available traction, and finally, there’s R (for road), a setup that transforms the power delivery to acceptable levels for rainy/low traction conditions.

The variable length trumpets simply help with getting the most torque over the widest rev range. Experienced race mechanics will be happy to hear that the “Factory” version we tested here has endless geometry adjustment possibilities . . . including steering head angle and offset, swingarm pivot position, and even engine height.

Easy to get lost here, but Aprilia just had to build all this into the first batch of 1,500 bikes in order to get WSB homologation. The suspension for this top-of-the-line spec is pretty trick, too, with Ohlins suspenders front and back, which are fully adjustable, but compared to the latest wares from Japan lack hi & low speed circuits. After sampling the extreme control and plushness of these luxury Swedish boinkers, I don't see a need for speed sensitive adjusters, myself.

Back on the track, it’s time to start pushing a bit while still on the “S” map. The Aprilia people were happy to point out that some of their very own (and very quick) works testers (such as ex-MotoGP rider Alex Hoffman) have clocked their fast times on the S, rather than T, setting. And indeed, around the two main clusters of 2-3rd gear turns at both ends of Misano, you can nail down the power pretty hard in "S" mode without much concern. At the same time, as you switch to 4-5th for the quicker stretches, you get full 180 horses.

The braking department is well taken care of too, again with more emphasis on control rather than outright power. The secret seems to lie with the pad's compound, as the hardware is essentially the same setup as on the 1098, which threatened your life every time you dared to caress the lever (the 1198 is also softer than the 1098). In any case, brake as late as you want, all the power is there if you need it, and the hefty 43mm Ohlins fork take it all on with aplomb.

Un-official lap times are never supplied at launches, but by looking at my photographs I was able to learn that I was lapping at around 2:00 during my second session at the “new” Misano. 1:50 is a pretty quick lap on a stock 1000 here, so if a very average racer like me got to 2:00 flat so quickly, and without feeling like I was pushing that hard, then kudos to the extreme user friendliness and downright efficiency of this new RSV4.

When pushing harder and cramming my braking and gearchanging into tighter spaces, I found my only real criticism: the stiffish gear changing. 98% of the time I actually liked the well defined clicks, but after getting two false neutrals I have to say that things could be improved. Part of the blame might be on the not-so-smart, rear facing gear change lever (pivots in front of your foot). Never liked them. I have always preferred levers that rotate with your foot. On a tool like the RSV, skimping on a linkage style gear lever is a mistake.

One last session, and this time on the full afterburners “T” setting. I immediately notice the RSV4 kicks harder in the lower gears, lofting the front wheel with ease. Alas, the extra oomph exiting second gear corners makes it difficult to keep a tight line. I can fully understand why this setting, while exciting, can also get in your way when trying to set good times. On the other hand, if you need further proof that an uneven firing order does work and that Vees do put the power down, here it is. Even on the T setting, the RSV4 simply digs the tires into the tarmac.

If Japan’s big-four are the masters of the in-line four, and Ducati the magicians of V-Twins, then Aprilia are surely wizards in coming forward with new and untried stuff and making it all work. The more I think about this bike and the amazing riding experience it provides, together with the fact that it was born in a small but passionate R&D center, the more I feel respect for these guys. With a price tag 40% higher than any current in-line four the exotic Factory version might be on the expensive side, but it surely delivers on all the hype, and left this experienced pilot with one indelible memory. Well done.

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