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Driving report: Aprilia RSV4 Factory APRC SE

Biaggi’s world champion bike in an exclusive series trim

The RSV4 Factory comes as APRC SE with a bundle of improvements and electronic helpers that have only one goal: to get the most out of the racetrack.

The place is perfectly chosen. The Circuito de Jerez, with its long curved arches that require a big heart, seems almost predestined to put the new Aprilia RSV4 APRC SE (Aprilia Performance Ride Control – Special Edition) to the test.

A whole arsenal of electronic helpers is hidden behind the tumult of letters: Launch control, wheelie control, automatic gearshift and traction control (TK). Just one AT.BS missing. So put the tire warmers down, the visor closed, the station wagon pulled out, and off you go. When rolling out, the changes to the engine come to mind again: the intake ducts and combustion chambers have been revised, and the lubrication and cooling circuit optimized. The first three courses with a longer first narrower stepped. Plus a 42 chainring (previously 40 teeth) for more torque.

And the new exhaust saves the two kilograms of weight that the automatic gearshift and traction control bring with them. The first 300 pieces of the Factory APRC are called "SE" built with special decor and are around 2000 euros above the factory.

The first round is over, open fire. Turn into the first right, accelerate – and the traction control warning lamp flickers hectically. All right, it is still on the eighth and most sensitive level. Using the paddle on the left handlebars, you can easily switch from one step to the next while driving. In no time at all, it zaps up to level three, and that’s pretty good for a first sniff. You can pull on the cable at the top of the curve. The traction control intervenes, it feels like a gently pumping rear end. Zack, thanks already Automatic switch in the next course. And it follows thrust, thrust, thrust. On the rear wheel, the first standard 200 mm 17 inch tire ensures enormous grip. Sleight of hand. The Pirelli Supercorsa SP is a dual-compound tire and practically carries the SC2 compound of racing tires on the shoulder. The front tire, a 120/70 with special identification, has been adapted in outline and height to the rear tire for harmonious cornering. Works flawlessly. In the slow, narrow corner of the entrance start finish the endurance test: first gear and full shower. This time, the slip starts more violently, and instead of just reducing the pull on the rear wheel via the throttle valve as before, the system now drastically reduces the advance ignition because it has to be quick. The procedure comes tougher, but still safe. The grin under the helmet is getting bigger and bigger. Tea Lean position sensors comes from Bosch, the software was developed together with the Polytechnic of the University of Milan. With success.

Aprilia

The Aprilia automatic gearshift interrupts the pulling power when changing gears.

Tea Traction control seems to be the icing on the cake of the ingenious driving dynamics of the Aprilia RSV4. Also the three-stage wheelie control prevents the front wheel from flying too high when accelerating out.

And the launch control? Requires getting used to. When starting at full throttle, the throttle valves regulate the speed to 10,000 rpm, then just let the clutch come on with feeling. If this happens too quickly, the electronics close the throttle valve to prevent damage to the floor and the start is botched. Letting it slip for too long, on the other hand, affects the clutch. But if everything fits, quick starts close to the optimum are the reward. After all, electronics shouldn’t make driving foolproof, but rather increase performance on the racetrack. And she does it here with flying colors.

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NOTICE:

Positive:

Electronics offers a comprehensive package of traction control usable chassis simply great compactness like a 600

Negative:

ABS not yet available Space for very tall pilots perhaps a little too compact

Technical specifications

Aprilia

The Aprilia RSV4 Factory APRC SE.

Engine:
Water-cooled four-cylinder, four-stroke, 65-degree V engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 48 mm, regulated catalytic converter, 420 W alternator, 12 V / 9 battery Ah, mechanically operated multi-disc oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 42:16.
Bore x stroke 78.0 x 52.3 mm
Displacement 1000 cc
rated capacity 132.4 kW (180 PS) at 12500 rpm
Max. Torque 115 Nm at 10,000 rpm

Landing gear:
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, Rear disc brake, Ø 220 mm, two-piston fixed caliper.
Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 200/55 ZR 17

Mass and weight:
Wheelbase 1420 mm, steering head angle 65.5 degrees, caster 105 mm, suspension travel f / r 120/130 mm, seat height 847 mm, weight with a full tank of 200 kg, load 201 kg, tank capacity 17 liters.
guarantee two years
color Black red
price around 22,500 euros

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