Motorcycle News

If you’ve been following our escapades here at TopXmotor.com for a while, you’ll notice our affinity towards Aprilia’s RSV4. We’ve tested the base R version numerous times and for good reason – it’s one of our favorite sportbikes in recent memory. Not so much for one particular category, but more so because of its overall package.
We’re fond of its supremely precise chassis and its snarling, communicative power delivery. Though it hasn’t quite taken the objective victory in our literbike shootouts, many of us on staff would choose it as our subjective favorite. Now, with Max Biaggi reclaiming the World Superbike title by half a point over Tom Sykes aboard a Kawasaki ZX-10R this year, we’re taking another look at the R’s more sophisticated sibling – the RSV4 Factory APRC, the machine which took Max to his sixth world championship title.

While it shares the same aluminum frame, 65-degree, 999cc V-Four engine and sophisticated traction/wheelie/launch control as the R model, there are some significant differences between the two which gives the Factory a sharper edge. For starters, there’s the $6000 price difference ($22,999 vs. $16,999). It may sound steep, but here are the main differences between the two:

Dueling RSV4s
RSV4 Factory APRC	RSV4 R APRC
Ohlins fully adjustable suspension	Sachs fully adjustable suspension
Adjustable engine mounting points, swingarm pivot and steering angle	Fixed engine mounting point, swingarm pivot and steering angle
Magnesium valve, clutch and stator covers	Aluminum valve, clutch and stator covers
Forged aluminum wheels	Cast aluminum wheels
Electronically adjustable intake stacks	Fixed intake stacks (though wiring for the variable intake control module is included if you want to upgrade)
Pirelli Diablo Supercorsa tires, 120/70-17 front, 200/55-17 rear	Metzeler Racetec Interact tires, 120/70-17 front, 190/55-17 rear
Carbon fiber front/rear fenders and side panels	Plastic front/rear fenders and side panels
Red/black paint scheme	White or black paint scheme
Curb weight: 464.0 lbs.	Curb weight: 473.0 lbs.

The same basic 65-degree, 999cc V-Four engine is shared between the Factory and R models, but the former benefits from adjustable intake stacks and magnesium covers to increase power and shave weight.

So obviously, the big question is whether the significant price jump is worth it. Looking at the numbers, the standard R model put out 156.9 hp and 73.2 ft.-lbs of torque at 12,600 and 10,100 rpm, respectively, during our 2012 European Literbike Shootout. Meanwhile, we recently ran the Factory version on the drum to the tune of 160.4 hp and 75.8 ft.-lbs at 12,750 and 10,250 rpm, respectively. So the difference in power alone isn’t enough to make a convincing argument for choosing the Factory version.

The number to really pay attention to, however, is curb weight. Not only does the Factory model weigh 9 lbs. less than the R, but much of the weight savings comes from the forged wheels compared to the R’s cast units, which themselves, Aprilia says, are lighter than the 2010 R units. The benefits are multiplied when shaving unsprung, rotating weight, as it positively affects every performance aspect.

Not that the R is a slug by any means, but riding the Factory, especially in a racetrack setting, truly brings the weight saving measures to light. The chassis is already one of the most precise instruments we’ve sampled, which is made even more accurate with the forged wheels. Direction changes take but a mere thought to accomplish.
From a suspension standpoint, the biggest advantage the Factory Ohlins bits offer over the Sachs units of the R is the degree of adjustability. The Ohlins fork also features a Titanium Nitride coating for reduced stiction. Personally, while these things sound impressive on paper, when setup properly, neither fellow cohort Tom Roderick nor I are talented enough to notice a major difference.
The added power may not be much, but is surely welcome and delivered in the same communicative fashion we know and love. Eight traction control settings, allowing no slip or extreme slip, are easily manipulated via paddles operated by the left thumb or index finger and can be done on the fly. Then there’s the included wheelie and launch control to make its rider feel just like Mad Max Biaggi. Brembo monoblocs on both models bite with authority and feel.

Attacking corners on the racetrack is where the RSV4 Factory feels most at home.

Look again at the table above and you’ll notice the amount of adjustability on the Factory model, with engine placement, swingarm pivot and steering angle all customizable by the owner. “While they do add value to the bike and help to justify its price, how many street riders, trackday pilots or even amateur racers are truly able to take advantage of what these adjustments have to offer?” asks Roderick.

2012 Aprilia RSV4 Factory APRC Blockoff Plate

It’s a valid point, to which Tom says: “The Factory and R model RSVs look, sound and perform so similarly and offer the same electronics package that for the $6000 price difference, I'd be more than happy purchasing the R version.”
However, Tom did note, money not a factor, the Factory would be his pick, which is a unanimous choice amongst our staff. Should you be chasing lap times, its performance advantage over the R is significant, and in this money-is-no-object dream world, it would also make an alluring decorative piece to anyone’s garage. Stay tuned as we compare it to another example of motorcycle art, the MV Agusta F4 RR Corsacorta.

Aprilia SRV 850 2012 Review

09:29

Unknown

It is perfect sunshine and not a cloud in sight. I’m in Porto Ercole, Italy. I can see 200 km/h (124 mph) with more revs to go crouched behind the small windscreen. The 839cc V-Twin engine produces enough torque for black lines to be left behind me out of slow corners, but, no, this isn’t a superbike, this is Aprilia’s new bad motor scooter: the SRV 850.
Piaggio is one of the world’s largest manufacturers of scooters and motorcycles and is the best known scooter producer with its Piaggio and Vespa brand names. Aprilia and Gilera are also under the Piaggio umbrella, and the SRV 850 is a concept developed through the Euro-only Gilera GP 800 maxi scooter. The 839cc V90 isn’t the first in the Aprilia range, though, as the Mana 850 also features this engine and CVT transmission.

The Gilera GP 800 never turned out to be the success Piaggio had hoped for, so that model has been laid all but dead. The 2012 Aprilia SRV 850 is in essence a repackaged and re branded GP 800. Aprilia is definitely a better home for this scooter bruiser, as a 76-horsepower vehicle has always belonged to the motorcycle categories and you do need a full license to ride one.

The SRV 850 is very much a scooter, though, and only the performance of the engine and stability at speed resembles a motorcycle of the same capacity. The crossover effect is quite strong, but at the end of the day I’ll say this straight away, the Mana 850 is a much more exciting concept whilst also being a proper motorcycle.

There you go; the Aprilia SRV 850 is a bona fide scooter and a fine specimen of such. The seat is very comfortable and spacious with extra lower back support for the rider. The foot boards give you a range between flat and a stretched cruising position in one. The SRV 850 does comfy- and chilled-out cruising remarkably well. The large V90 engine with its automatic transmission allows you to skooch along on small throttle openings. Aprilia’s maxi-scooter proves to be much smoother than BMW’s newly arrived C 600 Sport and C 650 GT. This is also Aprilia’s main advance over all the others; the 76.4Nm (56.3 ft-lb.) of torque from the 839cc liquid-cooled engine pushes you along with a smooth automatic transmission.
I can’t help myself in saying that the SRV 850’s sportiness is more like an American muscle car than an all-out RSV4 corner hero. The handling is a bit vague and I never completely get a good feel from the Kayaba suspension through the Pirelli Diablo Scooter tires. The steel trellis frame is connected to an aluminum swing arm and creates high-speed stability and a solid feel mid-corner.

On fast corner entries the SRV 850 feels a bit top-heavy, as a rider is set on top of most of the weight rather than being a part of the chassis. Because of this it is slightly difficult to add more lean whilst you’re committed to the first part of the corner. From mid-corner and out, the SRV 850 is great as you can use all that power. The Pirelli Diablo Scooter tires are of proper motorcycle widths: a 160/60-15 rear tire and a 120/70-16 front tire reside on aluminium wheels.
The double 300mm brake discs with 2-piston Brembo calipers provide plenty of stopping power, and a 280mm brake disc calms the rear down. Using only the front brakes aren’t enough to stop the SRV 850 sufficiently, so the left-hand brake lever must be used to stop effectively after a high-speed section. The vague Kayaba suspension is the one handling feature that lets the SRV 850 down, and it loses the plot a bit over bumps at high speed.
It is fun to ride the SRV 850 fast, though, and particularly the fact that you can lay lots of power down exiting corners makes the big scooter entertaining. The sound from the massive V-Twin is remarkably scooter, and there’s not much that tells you anything about the size of the engine if you let your ears be the judge. It could just as well have been a 300cc four-stroke Single.

We’ll say this about the SRV 850…it’s awfully fun to ride fast!

The SRV 850 has a parking brake located to the right of the ignition, and it has both a centerstand and a sidestand. This SRV has one of the best available lean angles I have ever experienced on a scooter, and you really have to go fast before the centerstand touches the tarmac. Aprilia has added a convenient unlock button under the ignition to open the seat, but the ignition needs to be on. Here you’ll find the fuel cap and a 16-liter storage compartment. One full-faced helmet fits and nothing else. There is no glove compartment, either, so the SRV 850 gets a minus on the practicalities.

With its aerodynamic RSV4-like front fairing and large windscreen, you could argue the Aprilia SRV 850 is the Hayabusa of scooters. This windscreen is more for show, though, as it’s mounted solid and can’t be adjusted. To escape the wind at high speed, I had to push my bum as far back as possible to clam down completely, and it’s not a comfortable position. A full-faced helmet is absolutely the best choice if you ride many miles on the motorway.

That big V90 engine provides comfort and power on the motorway. Overtakes don’t have to be planned, it’s simply twist and go whenever needed, as the engine will quickly boost you past anything, even at high speed. The two front lights are always on, and the middle light comes on as a high beam. On the motorway the SRV 850 definitely looks like a big motorcycle in somebody’s rear view mirror.
The windscreen might not completely protect your upper body from the wind, but the lower part of the fairing does protect your legs. The tail light comes directly from another Aprilia beast, the Dorsoduro, and it sharpens up the appearance of the SRV 850’s duck bottom. A lot of the underseat storage space is taken by a large 18.5-liter fuel tank. This adds to the plus side of practicality, and the SRV 850 didn’t seem too thirsty at all on our test ride.
Conclusion

The Aprilia SRV 850 is a very unique scooter, and Piaggio has been brave to launch such a maxi-scooter. You’ve got to be quite into scooters to want one of these rather than a full-on motorcycle or even Aprilia’s own innovative Mana 850. It breaks boundaries and perhaps brings in a few new riders rather than converting motorcyclists into scootering.

The SRV 850 is perfect for cruising and long commutes. I would get the accessory top box straight away because 16 liters (4.2 gal.) simply isn’t enough space under the seat. It’s a compromise, as the big engine, large fuel tank and sturdy chassis takes up the space we’re used to on scooters. It scales in at a considerable 549 pounds, which is on the heavy side for a scooter, and the suspension isn’t great. The big engine is powerful but never intimidating and smoother than most. All in all, the SRV is an exciting newcomer from Aprilia.

The maxi scooter class may have a new king in the Aprilia SRV 850.

You can expect to see the Aprilia SRV 850 in U.S. dealerships towards the end of 2012 as a 2013 model. U.S. pricing has yet to be determined.

Highs:		Lows:
Smooth V-Twin power with seamless transmission High-speed stability Good brakes		Mediocre suspension Heavy Not as inherently practical as other maxi scooters

Aprilia Dorsoduro 1200 2012 Review

09:26

Unknown

The best way to describe the 2012 version of the Dorsoduro 1200 is to call it a lighter, more powerful version of the previous model with upgraded rider aids. Meaning, Aprilia has basically improved the Dorsoduro’s handling and added more sophistication to the traction control. New graphics distinguishes it from the original 2010-2011 model.
It’s fitting Aprilia chose to launch the new Dorsoduro in Sicily, as the tight and twisty roads suit the new bike’s personality well. It also just so happens that my arrival coincided with a Mount Etna eruption, covering the mountain in smoke and morning mist.

At the start of our ride in Sicily, considerable amounts of ash covered the road. If you haven’t ridden in ash before, let me tell you straight away that this stuff is very slippery. So ABS and traction control were welcome features.

Aprilia’s 1197cc (106x67.8mm) V-Twin engine makes similar horsepower as V-Twin superbikes from 10 years ago but isn’t nearly as high strung. Aprilia claims 130 hp at 8700 rpm and 85 ft.-lb. at 7200 rpm. The sound of the engine when accelerating with full throttle out of corners is overpowering and it goes from a nice Twin tootle to full-on superbike sound in a second. The acceleration is quite violent, and if you’re coming straight off an inline-Four 600cc sportbike you should practice caution.

In addition to traction control, the usual Aprilia riding modes are employed to help the rider tame all this V-Twin power. Sport riding mode is fierce and gives instant access to all the bike’s power and beastly throttle response. If you ask me, this mode should really be called pure unadulterated difficult fun mode. Then you have Touring mode, which in reality is where Sport mode should be. You get smooth and predictable throttle response with or without traction control. Power is subdued at low rpm and is fully released at higher rpm so that the rear wheel doesn’t spin out too fast or too early.
Rain mode is for severe weather and the max output is reduced to 100 hp. I still find myself getting really irritated each time I want to change riding modes as it’s practically impossible to do it whilst riding as throttle must be off and it takes an eternity for the system to obey my input on the starter button.

The Dorso’s riding position is very dirtbike-esque, although its saddle is a smidge more comfortable than a normal dirtbike.

Traction control is also adjustable in three levels (four if you include off), but in Touring mode, my preferred mode, I found level one or off to be most useful. Unlike the riding modes, traction control settings can be changed with ease but only when the Dorsoduro is at standstill. This is still better than the riding mode selection and change procedure.
I rode a vast part of the test with all rider aids turned off apart from the Touring engine map. This is how I like the Dorsoduro 1200 best, and despite going from great lean into early and hard acceleration, the rear wheel hardly spun enough for me to have any wish for traction control. If riding modes had been easier to change on the go or we had more breaks to split up the riding, I would have explored Sport mode with traction control set to level one a lot more.

2012 Aprilia Dorsoduro 1200 leg position

While our European correspondent Tor Sagen enjoys sticking his leg out, he reports the Dorso can just as well be ridden as a sportbike.

The seat is spartan but slightly more comfortable than a full-on supermotard. My bum did hurt at the end of the test and my knees were a bit raw from leather suit movement after moving the heavy off-road boots up and down using the supermoto riding style.

It’s easy to slide further forward than on a conventional motorcycle and also easy to slide backwards for some high-speed wind protection, adopting a clam-like seating position. The handlebar is wide with hand guards and gives very good control when riding through hairpin corners.

2012 Aprilia Dorsoduro 1200 front wheel abs

A Sachs 43mm inverted fork takes care of the front suspension, and a horizontally mounted shock sits at the back. Both are fully adjustable. You get 6.3 inches of travel on the front and 6.1 inches in back which is enough for a maxi road motard.
The brake set up is a double four-pot radial Brembo with 320mm discs front and 240mm single disc at the rear with separate ABS channels. ABS can be turned off and it’s much more fun to ride the Dorso this way, but it’s good ABS is available should you need it.
The new Aprilia wheels are said to be responsible for 5.9 lbs of the bike’s 6.6-lb. weight reduction. This reduces inertia by 15.4% at the front and 22.2 % at the back compared to the previous model. This allows for a more responsive and easier handling package through tight corners where change in direction needs to be quick when going fast. All in all, the new Dorsoduro 1200 should weigh in at just around the 441-lb. mark, which is still heavy, but at least Aprilia has reduced the weight in the places where it matters most.
The remaining weight reduction comes from a redesigned front mudguard and new license-plate holder. Pirelli Diablo Rosso II tires were fitted during our test ride and proved to be a good match for this maxi-motard capable of speeds in excess of 120 mph. These tires and the Dunlop Qualifiers will be available as standard equipment.

With lighter wheels, flicking into corners is easier than ever. Tor reports the Dorso is stable mid-turn, as well.

What we have in the 2012 Aprilia Dorsoduro is a fairly heavy maxi-motard tuned for road fun. The 2012 Dorso is no doubt a better motorcycle than last year’s model just after this minor update. The engine is smoother, the bike is lighter, and there’s even more fun to be had.
With this upgrade, one feels like Aprilia may have had half an idea to perhaps label this as the Dorsoduro 1200 Factory, but the upgrades weren’t quite enough to justify the label. It’s a good little upgrade anyway, and who wouldn’t want to shave off nearly six pounds of unsprung weight?

Highs:		Lows:
Weight reduction and better handling Decent Sachs suspension Aprilia’s V90 feels better and is a package with great potential		Riding modes selection still awkward and, for that reason, useless whilst on the move Keep reducing that weight, Noale, and we’ll have a maxi-motard sprinter eventually

Aprilia Tuono V4 R 2012 Review

09:23

Unknown

Longtime MO readers are aware of our affection for naked sportbikes. Sportier than most motorcycles but not nearly as committed as a race replica, nakeds present a balance of sport, comfort and versatility that provides a platform for any riding on paved roads. Most interesting are the liter-size streetfighters such as Ducati’s long-serving Monsters, Triumph’s iconic Speed Triple and Kawasaki’s recent Z1000. Any one of them has a grunty, wheelie-launching powerband, but all have less than 130 rear-wheel horsepower.
One of our favorite sporting nakeds has been Aprilia’s Tuono that debuted a decade ago, a nicely balanced conversion from the V-Twin RSV1000 racing platform that gave it upright ergonomics and similar engine performance, but it topped out at less than 115 hp. Now comes an all-new Tuono (“thunder” in Italian) that will blow away the powerplant in any previous naked sportbike.

Here’s proof: Our Tuono V4 R test bike cranked out 154 horsepower at its wheel, 20 horses up on even the wild Ducati Streetfighter. While altered valve timing, longer intake ducts and extra flywheel mass hint at some measure of the dreaded detuning common in streetfighter-type bikes, the Tuono’s 65-degree V-Four feels anything but. It’s simply one of the most thrilling engines we’ve ever had the pleasure of twisting its throttle.
The Tuono’s transmission’s gearing has been lowered in the first three gears, combining with a light-effort hydraulic clutch to yield low-speed acceleration unmatched by any supersport with its requisite racetrack gearing. In fact, the more rational transmission gearing is one of the treats of riding sporty nakeds – do we really need to be able to scream to 90 mph in first gear to have a capable sportbike?

You’d best be prepared when twisting the Tuono V4’s throttle. Either that or keep the Aprilia Wheelie Control function on!

The Tuono’s shorter gearing mixes perfectly with the tweaked RSV4 mill to deliver a run through a wide powerband as satisfying as anything on the road. There’s a musical surge of power that hurls the Tuono forward with a wild, grin-inducing rush. Wheelies are a joyful and inevitable result, as the Tuono’s funky front end will paw skyward even in third gear.
Although the 999cc Four can’t quite match the low-end grunt of some of its rivals, a much longer rev range (to its 12,400-rpm limit) results in a broad powerband. It really picks up the pace after 9000 rpm when it crosses the 125-hp hurdle and screams out for another 3400 revs, peaking with a galloping 153.9 hp produced at 11,600 rpm. Aprilia claims 167 hp at the crank for the Tuono and 180 hp for the RSV4, so it was surprising to see the Tuono’s power at the rear wheel nearly match the 155 hp of our last RSV4 R test bike.

While powerful motors in bikes without fairings aren’t unprecedented, the Tuono V4 is a dancer in the canyons that a VMax or B-King can’t come close to matching. The Tuono is underpinned by an aluminum chassis nearly identical to the RSV4 that won the 2010 World Superbike Championship in the hands of Max Biaggi. Also familiar is the three-way adjustable Sachs suspension that bolts in unchanged from the RSV4 R; wheels, too, are identical.

“The suspension was dialed by the time I hopped on,” comments Associate Editor Troy “Trizzle” Siahaan, “so not much to say other than you don’t always need top-shelf Ohlins bits to have a well-suspended motorcycle.”

Adding taller handlebars and comfier ergos to this superbike platform results in one of the most thrilling street rides ever. Its bars give even a feeble rider tons of leverage to bend it swiftly into a corner, and a 0.5-degree increase in rake, 2mm added trail and a slightly longer wheelbase – plus a standard steering damper – give it the composure to scythe through any turn with confidence.
Our test bike was delivered with a rear tire squared off from many freeway miles and several dyno runs, and this caused it to require a minor but constant pressure on the inside bar to continue arcing consistently through corners. Our faith in the Tuono’s chassis was vindicated after a new tire was fitted and it steered like a good sportbike should. When in their proper shape, the Pirelli Rosso Corsas are excellent.
So the new Tuono goes like hell and rails around corners. What else do you need to know?
Alphabet Soup

For one, the letters APRC. The Aprilia Performance Ride Control system is directed by two gyros, two accelerometers and a wheel-speed sensor to govern three control systems (traction, wheelie and launch) through a ride-by-wire throttle. It’s a complex electronics suite that, best of all, isn’t intrusive if that’s how you want it and can easily be switched off.

Aprilia Traction Control consists of eight levels of intervention or can be completely disabled. Switchgear on the left handlebar allows adjustment on the fly. We preferred the TC3 setting, which provided a secure safety net while intervening only when ridden aggressively.
“Its traction control is one of the most seamless systems I’ve experienced,” Siahaan raves. “The fact it can be changed on the fly with the + and - paddles is an added bonus. And there’s a discernible difference in levels as well.”
Aprilia Wheelie Control can be set to three levels, and it does a great job of bringing the front wheel down in a gentle way. This being a raucous streetfighter, our favorite setting was “off.” Also aiding acceleration is the Aprilia Quick Shifter which allows full-throttle upshifts by briefly interrupting spark to the engine. It works fairly well at street speeds, but it works best when hard on the gas.

The Tuono’s standard equipment includes an adjustable shift lever and Aprilia Quick Shift. Note the passenger grab handles integrated into the tail section.

“AQS is such a benefit to quick riding that you don’t realize is so great until you don’t have it anymore,” says Trizzle. “Although I did notice it wasn’t happy shifting at low rpm.”

A Tuono rider can choose from three engine-control maps: Track, Sport and Road modes. Track mode, naturally, has the most aggressive throttle response, but it’s still quite manageable. Sport slightly restrains torque output but retains max horsepower. The Road setting reduces power 25% across the rev range.

The Tuono boasts another rare (for sportbikes) electronic aid: self-canceling turnsignals, which will automatically switch off based on time and distance. The Tuono’s Brembo brake system is reliably capable of even racetrack abuse, although the fronts are the same as fitted to the old Tuono. As such, they consist of lower-spec two-piece calipers actuated by a non-radial master cylinder. Regardless, feedback through steel-braided lines is quite good.
“Braking power is strong and linear, with good feel at the lever,” Trizzle adds. “To me, it just goes to show that the difference between two-piece and monobloc calipers most likely will go unnoticed to the average Joe. It did for me.”
Like a good naked, the Tuono V4 performs well in general-purpose motorcycling. The Tuono has perfect ergos for this style of bike. Its moderately forward lean makes 80-mph cruising comfortable with little human-sail effect, yet it’s quite comfortable when cruising around town. And it has a reasonably good view from its mirrors for an Italian sportbike.
One nit we need to pick is its fluffy fueling below 3000 rpm, especially when cold, likely from a lean mixture to pass emissions standards. We hear throttle response can be significantly improved by fitting an Akropovic slip-on muffler ($1,545) from Aprilia’s accessory catalog, which includes access to the ECU’s “off-road-only” race map.

2012 Aprilia Tuono V4 R sporty ergonomics

We enjoyed the Tuono’s sporty yet comfortable ergonomics.

Speaking of emissions, the volume out the stock exhaust is pleasingly loud and sounds angry. It gives its rider a thrill just by blipping the throttle to hear its nasty bark, and it feels animalistic as it spits out the revs. The V-4 sounds, and is, sensational. Bonus: The Tuono’s exhaust system is 4.4 pounds lighter than the RSV4’s.

As fabulous as Aprilia’s V-Four is, it’s also very thirsty. At best, we recorded 35 mpg. At worst, mileage dropped to the mid-20s. Slurping fuel at such a rate, the Tuono’s range isn’t much more than 100 miles.

Aprilia claims a 4.5-gallon fuel capacity, but we wonder if it actually holds that much. “I had an indicated 17 miles on the low-fuel light and only managed to put 3.5 gallons into the Tuono’s fuel tank,” Content Editor Tom “T-Rod” Roderick notes.
Style Points
An important aspect of buying an Italian sportbike has always been its style and design. To our eyes, the Tuono can’t be regarded as pretty, but we find appeal in its sheer outlandishness. It plays Lamborghini to the Ferrari-ness of Ducati or MV Agusta. To Roderick, our Sunset Yellow bike looks like Bumblebee, the Chevrolet Camaro in the Transformer movies.
T-Rod also weighed in on the Tuono’s yellow-and-black seat, which he says is wrong for a few reasons. “First off, while the yellow seatlooks cool in brochure pictures, in reality the color soils easily and appears horrendous after a short period of ownership. Secondly, the seat is slippery when wearing leathers, and with the huge gap between tank and butt stop you’re sliding all over the place, especially under full acceleration. Lastly, the edges of the seat and fuel tank are sharp and dig into your thighs when leaning off the bike.”

You’re looking at our least favorite thing about the new Tuono V4 R.

If you’re okay with a more sinister color scheme, the Tuono’s Competition (matte) Black version is fitted with a slightly different seat and material.
Conclusion

Press kits are always filled with hyperbole, so we were naturally skeptical when the Tuono’s described this hyper-naked as “The king of all streetfighters.” However, our riding impressions aren’t too far off Aprilia’s bold statement. It’s relentlessly eager, always chomping at the bit. And, at $14,999, it’s quite reasonably priced for an Italian sportbike with a robust electronics package.

“The Tuono V4 R is the perfect recipe for someone looking for a comfortable all-day motorcycle without giving up any of the performance qualities of a literbike,” Trizzle summarizes. “To be able to say the Tuono is not a RSV4 detuned for the street but rather a more comfortable RSV4 should be music to anyone’s ears.”
Simply put, the Tuono V4 R is now one of our favorite sportbikes. Stay tuned to see how it fairs against its Euro rivals in our upcoming shootout!

Aprilia RS4 125 2011 Review

09:19

Unknown

The all-new Aprilia RS4 is Aprilia’s first step away from the 2-strokes that made them famous. The RS125 2-stroke will still be sold (in Europe), but the emergence of this new 4-stroke 125 shows Aprilia’s direction for the future.
Everybody knows that 2-stroke engines can produce more power than a comparably sized 4-stroke. The RS125 can be tuned to around 33 horsepower, whilst the RS4 125 can only get to about 25 horsepower with a 180cc kit. The RS4 125 can’t replace the RS125 performance-wise, but it does benefit from a reliable torquey 125cc four-stroke engine that doesn’t need a rebuild every 10,000 miles. The RS4 125 is also more environmentally friendly using less fuel and oil compared to the 2-strokes.

I tested the RS4 125 in a learner-legal version that generates 15 horsepower at 10,500 rpm. Peak torque of 8.1 ft-lb occurs at 8500 rpm. Its 75-mph top speed enables safe riding on motorways, and the engine isn’t going to blow up after long runs on the highway. The four-stroke torque curve enables cruising from 8,500 rpm and a very decent fuel range.

I, however, tested on a race track, so I spent pretty much all the time testing in the range between 10,000 and 11,000 rpm where the engine pulls much better than anywhere else in the power range. It’s a narrow range for riding fast, and I quickly found out that losing revs must be avoided at all cost. Compared to a 2-stroke, though, there’s plenty of midrange. I had lots of fun slipstreaming the other journalists on the circuit just like they do in the 125 GP championship, but it got slightly boring as soon as I found myself without anybody to chase down.
The brakes on the RS4 125 are very sharp, consisting of a 300mm disc and a 4-pot radial calliper. I hardly used the 200mm rear brake at all as, let’s face it, the speed needed to be brushed off was never great.
The RSV’s dry weight is a claimed 295 pounds, which is a lightweight for a 4-stroke but about 30 pounds heavier than an RS125.
I’m quite large for the RS4 125, but in the pictures you could briefly think that I’m on the RSV4 rather than the RS4. The suspension is not adjustable, and to my surprise Aprilia has found a good standard set-up as I had nothing to complain about chassis-wise. I presume the small motorcycle handles even better with a lighter rider, which I again presume most 16-year-olds are. The tires are of sizes 100/80-17 front and a 130/70-17 rear.

Suspension, though not adjustable, has a surprisingly good standard set-up.

I was impressed with the amount of ground clearance when leaned over, and I noticed a considerable loss of revs as soon as I went from full lean to upright position due to the taller effective gearing of the larger part of the tire. I was not aware of this initially, as I sometimes shifted up at full lean, which is natural on a large-capacity bike. But on the 125, it’s best to just use the motor’s over-rev zone to better transition as the bike is lifted upright on corner exits. There’s still not enough power to upset the rear tire, and nothing to gain until max power has been reached whilst having the bike stood up.

Aprilia offers a quick-shifter as an accessory, and there’s no doubt this is of great benefit to the small 125, as acceleration suffers on the version without quick-shifter. The RS4 125 is pretty much a premium 125 in the first place, but with the quick-shifter it’s like a superbike for the youngsters.

The pricing in the UK is not that stiff compared to the competition which mainly are the Honda CBR 125R (£3,270 OTR) and Yamaha YZF R125 (£4,249 +reg+tax). The Aprilia RS4 125 RRP is £3,999 OTR + £99 for the quick shifter. The cool little tiddler will hit American dealers early in 2012 at a price yet to be determined.
I only tested the RS4 125 on the circuit, but it’s evident that the small 125 will work as a very good road bike as well. No expensive 2-stroke oil, just fuel and very little of it. The fairing is nearly identical to the big RSV4 superbike, and two large headlights make sure this 125 looks like any other motorcycle in a cars rear view mirror. The stylish exhaust is hidden low by the fairing, and it sounds a bit more grown up than a 2-stroke.
The seat is sporty, and comfort levels are the same as on any sportbike, and this goes for the ergonomics in general. The rear seat cowling can be replaced by a pillion seat, and underneath there’s room for a few bits and bobs. The mirrors are wide and give good view of traffic coming from behind.

Seat comfort and overall ergonomics are in line with most any sportbike.

Conclusion
All in all the Aprilia RS4 125 is a proper dreambike for youngsters, but it’s also got some benefits for those a bit older who are yet without a full motorcycle license. It looks like a fully grown sportbike and has enough top speed to follow motorway traffic even in restricted form.

Any young rider should be thrilled to zip around on the RS4 125.

Scooters are a good means of transport, but the RS4 125 is for those that really want to ride in the same way as you do on a full-size sportbike. With the added benefit of the quick shifter all you do is push the starter button, engage first gear and then keep the throttle twisted whilst shifting up. Remember to use the clutch when downshifting though…

Highs:		Lows:
Big bike looks with Aprilia style and heritage Great brakes A learner motorcycle where you really do learn the ABCs of motorcycling		Slightly stiff pricing, but this goes for all the R replicas in this segment

Aprilia Dorsoduro 1200 2011 Review

09:16

Unknown

“How much is my license worth?” That’s the question I’m continually asking myself when riding this bike. As the front wheel is involuntarily pawing the sky and the rear is begging to be kicked sideways, I can’t help but answer, “apparently not much.” But I don’t care, because riding the new Aprilia Dorsoduro 1200 is worth it.
Even though I know better than to ride like a moron (usually), certain machines are still able to entice me into riding for the pure joy of being silly. Models like the Ducati Hypermotard 1100 and 796 have been around for a few years now, begging to tempt its rider into acts of hooliganism. Aprilia, too, has thrown its hat in the ring with the Dorsoduro 750. And now with Aprilia’s 1200cc Dorso variant, the company from Noale has taken a modest platform for supermoto-inspired fun and blown the doors off the category.

Despite outward appearances, the Dorsoduro 750 and 1200 actually share very little in the way of common parts. Instead of simply enlarging the 750’s engine to achieve the 1200cc displacement, all-new cases were designed to support the massively oversquare dimensions of the 1200. Bore and stroke dimensions are 106.0 x 67.8mm, respectively, making for an engine that technically has 1197cc of displacement. But in order to keep outward dimensions of the 1200 engine as minimal as possible, Aprilia switched the position of the connecting rods on the crankpin compared to the 750. The result is an engine that Aprilia claims is as narrow as its little brother. Otherwise, the 1200 is still a 90-degree V-Twin that retains its dual overhead camshafts, four valves per cylinder and a mixed gear/chain timing system, similar to that used on the 750.
The result of this rearrangement of parts from Aprilia is an engine with a torque “curve” that is practically flat starting at 4000 rpm. That means you get at least 70 ft.-lbs. of torque from the moment you start rolling all the way to redline, no matter what gear you’re in. That’s the kind of performance you feel from the saddle.
When the V-Twin is wound out, it produces 73.9 ft-lbs of torque at 7400 rpm before peaking at 8900 rpm with 115.1 horsepower, according to the Superflow Dyno at Gene Thomason Racing.

Supporting this engine is a steel trellis frame that has been strengthened in key areas compared to the 750. Aluminum side plates are used for reinforcement and as mounting points for the engine. Because the frame is a little beefier to cope with the power, it’s also slightly heavier than that on the 750 as well, though to help compensate Aprilia has lightened the subframe.

Keeping the wheels on the road are Sachs components front and rear. A 43mm fork is adjustable for rebound and compression damping, as well as spring preload. The rear shock features the same adjustability and is mounted directly to the swingarm without the use of linkages. As you’d expect on a pumped-up motard, suspension travel is quite generous — 6.3 inches (160mm) in front and 6.1 inches (155mm) in the rear. Dunlop Sportmax Qualifier tires make contact with the pavement, but we’re slightly surprised to see a 180/55-17 rear tire fitted to the six-inch wide wheel instead of a 190. Up front lies a conventional 120/70-17.
European sportbikes are known for incredible stopping power, and that’s not lost on the Dorsoduro 1200. Dual 320mm rotors up front are clamped by four-piston, radially mounted Brembo calipers that are fed fluids via steel-braided hoses. Out back is a 240mm disc and a single-piston Brembo caliper, also with a steel line.
Aprilia offers ABS as part of its Aprilia Traction Control (ATC) system on the Dorso, though it isn’t as sophisticated as the system seen on the RSV4 APRC models, using only wheel-speed sensors to modulate the amount of intervention. That point is moot here, however, as our test bike wasn’t equipped with ATC.
The Roads Are A Playground

MO’s European correspondent, Tor Sagen, spent some time aboard the Dorsoduro 1200 during the model’s European introduction. Judging by his glowing initial reaction to the bike, it’s pretty clear the Dorso 12 is just as much of a riot on the other side of the pond as it is here.
But first things first: Tor is a little taller than the usual crew here at MO, and the Dorso’s high seat feels every bit its claimed 34.3-inch height. With my 5-foot, 8-inch frame and 30-inch inseam, the tips of my toes were just grazing the tarmac. “The Dorso’s seat is taller than just about anything without an MX nomenclature, so short riders who are tentative won’t enjoy riding it around town,” says 5-foot, 8-inch Duke. Another reason it’s not a fun “around-town mobile” is because of its fairly heavy clutch lever. After repeated clutch work through town, even strong hands will start to get tired.
That’s a small price to pay, however, for a machine that actually makes riding through town an otherwise enjoyable experience. If you’re like us, you may be tempted to hop a few curbs as you slice through some traffic, but isn’t that the beauty of a motard? As typical for this supermoto sub-class, the Dorso’s seating position is rather upright and relatively comfortable. Its anodized and tapered bars are up high and wide and give the rider plenty of leverage to maneuver pretty much anywhere. The pegs are positioned rather low, and the seat is cushy enough, though it borders on the narrow side.
While a machine like the Dorsoduro 1200 can ably carve its way through town, a bike like this thrives on tearing up tight roads. With its fly-by-wire throttle, Aprilia is able to equip the Dorso with three different ride modes to suit the rider and/or conditions. It’s adjustable by pressing the engine start button with a closed throttle and then toggling through the modes.

Elbows up and foot out. The Dorso begs to be ridden this way.

In Sport mode all 115 horsepower and 73.9 ft-lbs are readily on tap with sharp throttle response that borders on being too aggressive. This is fine for experienced riders with a deft throttle hand, but we actually preferred the slightly less sensitive throttle response offered in its Touring mode, which still delivers the same amount of peak power. Even though power delivery in the lower gears is a little more relaxed, there’s still plenty of grunt to squirt you out of sticky situations or paint a smile on your face. Or, to put it in terms hooligan types can better understand, Touring mode lets you modulate power wheelies easier.

The system’s Rain mode considerably softens its power delivery, neutering an otherwise exciting ride. Perhaps it would be appropriate in super-slick, wet conditions, but it’s of no use in the dry. And if your skill level is such that you’d consider using Rain mode when it’s not wet outside, then the Dorso 12 is probably the wrong bike for you anyway.

After seeing Tor wax poetic about the Dorso 12 from its press launch, I wondered to myself if his excitement was warranted. The answer is a clear “Yes.” With torque readily available from the V-Twin engine, twisting the throttle is not only met with a rush of speed, but also a throaty and muscular exhaust note. Despite being a knee-down sportbike guy at heart, I couldn’t help but stick my leg out when attacking corners on the Dorso. It exhibits a sure-footed nimbleness despite its rather heavy claimed dry weight of 457 lbs, which will likely push the 500-lb mark with it full of fluids. Credit for its responsiveness is due to its wide MX-style bars providing plenty of leverage and an agility-enhancing 180 rear tire.
One difference between this maxi-motard and its sportbike cousins is that the long-travel suspension helps to absorb bumps and imperfections in the road that would otherwise be unsettling on a sportbike. The downside, however, is that “sportbikes with tall suspensions can sometimes steer and handle oddly,” notes Duke. “But the Dorso turns in very neutral and responds just as you intend.”

Despite its considerable weight and relatively lazy geometry, the Dorso is rather agile and enjoys being manhandled.

Yep, the Aprilia is surprisingly nimble on its toes for such a heavy motorcycle. Both suspenders do a fine job of keeping the bike arcing along whatever line the rider chooses, and should the rider want to modify their line mid-corner, it’s fine with that, too. What’s more surprising is that the Dorso’s geometry numbers wouldn’t suggest such a nimble machine. With a 27.3-degree rake, 4.6 inches of trail and a 60-inch wheelbase, on paper it’s supposed to react much lazier. Good job, Aprilia. The only small niggle comes when sustaining big lean angles, like in fast sweepers. It’s here that the front Dunlop exhibits a sensation as though the carcass is flexing.
Of course with big discs up front and Brembo calipers biting on them, stopping the Dorso 12 is hardly a problem. The Brembos may not be monoblocs, which are all the buzz these days on sportbikes, but it doesn’t matter. They offer “the difficult combination of a firm, immediately acting lever without an over-abundance of initial bite,” says Kevin.

The tidy gauge cluster actually reveals a lot. A large analog tach dominates, but the digital display has a speedo, clock, odometer, tripmeter (just one), engine temp, ride mode and gear-position indicator.

A One Way Ticket To... Fun!
By now you’ve probably guessed that we’re fans of the big Dorso. It’s such a hoot to ride that we can only ride it in small doses for fear of losing our licenses. That being said, we weren’t always goofing off during our time on board. We rode it in a wide array of environments, and one area we were not expecting it to shine was on the freeway. With a lack of obvious wind protection, save for a rather minuscule flyscreen up front, our testers were expecting to become sails at highway speeds. Surprisingly, the parachute effect wasn’t a major concern, even at speeds up to 80 mph, though your mileage may vary if your preferred helmet is an off-road lid and goggles.
Speaking of miles, don’t expect to get very many of them between gas stops. The Dorsoduro 1200 is a thirsty machine — we averaged just 30 mpg during its throttle-happy time with us. And with just a 4.0-gallon tank, you won’t get much past 100 miles before it runs dry. Being aware of gas station locations is mandatory.
Stylistically, the big Dorso is impressive to our eyes. “Aprilia really nailed the maxi-supermoto mold with this one,” Duke observes. “It looks butch and bad in its black cloak, and its slick componentry shows terrific attention to detail.”

Surrounded by flames, skulls and a coffin inside, I decided this was not the place I wanted to run out of fuel...

At $11,999 ($2000 more than the 750), you have to be nearly positive the “motard-on-steroids” category is the one for you, since the Dorso resides well within conventional sportbike territory. But if you’re looking for sportbike performance without the back-aching ergonomics, the Dorso should be on your short list of bikes.
Then again, perhaps you’re in the market for a machine like the Ducati Multistrada but can’t afford the $2500 premium for even the base model’s $14,495 MSRP (and that’s without bags). With an engine that provides very similar performance, all one would have to do is spend a little coin on an aftermarket windscreen and saddlebags for the Dorso, and you’ve got the poor-man’s version. Then you can use the savings on gas.
Whichever direction you decide to take, the smiles-per-mile ratio on the Dorsoduro 1200 will be quite high.

Aprilia Tuono V4R APRC 2011 Review

09:14

Unknown

It’s a sunny morning in Valencia, and I’m at the Ricardo Tormo circuit sipping a coffee whilst listening to 20 roaring V4-powered Tuonos being warmed up in the pit lane. One of them is mine, all mine, for the day with a dedicated mechanic – I’m being treated like a MotoGP star.
I start my first session with the traction control set at level six and then reduce by one for each lap until I’m down at level one. The Aprilia 2011 Tuono V4R is a bit of a shock to the system as it just pulls like an angry bull everywhere and stops as if a freight train suddenly started pulling it in reverse. When I’ve finished my second 20-minute session I’m experiencing arm pump and a threatening cramp in my left leg each time I brake hard. My mechanic made some rear-suspension adjustments which changed the bike a lot and made my hard riding much easier.

The V4 engine, taken directly from the RSV4 R superbike, suits the Tuono perfect with an absolute abundance of power. Aprilia has only de-tuned it slightly, down only 13 horsepower short of the RSV4 R. The Tuono is hard physical work when it hits the higher revs as I really have to push myself forward to avoid hanging after the bike by the handlebar. The Tuono munches up all the short straights at the Ricardo Tormo circuit like nothing else, and quickly it seems the whole circuit is a succession of corners with one long start/finish straight.

With the APRC traction control I can accelerate early from great lean in safety, and even on level one it feels safe despite some nice sliding action out of most corners. The only place on the Valencia circuit where there’s some room for relaxation is down the straight, but even here the enormous power and the wind pushes you back until it’s time for hard braking whilst shifting down the box.

Later in the day I preferred to short-shift up the quick shifter more to save my arms from the strain, and it hardly felt like I was going any slower. The three lower gears on the Tuono are lower than on the RSV4 R and it can be felt! Due to that great quick shifter I also made my way all the way up to sixth several times down the straight. The slipper clutch is equally good when shifting hard down to second ahead of the fast left-hander at the end of the straight. Then it’s all full throttle and sliding and a little wheelie all over again.

The Aprilia Tuono V4 R APRC we ride at the circuit has been fitted with the 200/55-ZR17 Pirelli Diablo Corsa rear tyre and aftermarket clutch and brake levers, which makes it even better than the standard I’m later riding on the road. The 200-section rear tire just offers so much grip, but still the brutal Tuono makes mincemeat of that too given half a chance.

Lean angles are absolutely of superbike standard, and there’s not much about this bike apart from the wide handlebars and the lack of a fairing that resembles a streetfighter. The one and only bike I can imagine being able to compete morally is the Ducati Streetfighter, and that has 17 horsepower less. The MV Agusta Brutale is too soft compared to this.
Despite going as fast as I could or dared, the Tuono just stays composed and is incredibly safe on the circuit. I can’t imagine ever making bad mistakes on this bike, as it forgives a rider with pity and just spits back “can’t you ride me any faster than that?” The Tuono is for those of us who like to ride fast on both the road and the track, and nobody will ever find this bike boring. It’s testosterone on two wheels.
I have never ridden any naked that feels as stable or as suited to a race track as the Tuono V4R APRC. As soon as the revs climb towards 10K rpm there’s a high-tech, roaring MotoGP-style mighty V4 sound exiting the exhaust. The rev limiter has been set to 12.300 rpm which allows for 800rpm of overrev if needed. You’ll be surprised by how mighty the Tuono midrange is from around 7,000 rpm. The lower gearing in the three lower gears just amplifies the arm-wrenching acceleration. The Tuono’s tall and wide handlebar allows for a relaxing ride on the road, but on the circuit, the V4 engine makes sure you get your arm exercise.

If you want to loft the front wheel skyward be sure to turn off the traction control.

The Tuono V4 R APRC has everything the RSV4 Factory APRC SE has got, so that includes wheelie control allowing smooth landings. Out on the road, it’s not the easiest bike to wheelie due to the ride-by-wire and sudden explosion of power. I had some fun on the motorway by pulling it up by pure power in second gear at anything between 60 and 75 mph, and just continued as far as I wanted or the revs would allow. The Tuono is definitely a big wheelie bike. Traction control must be off or you’ll be disappointed as the system quickly brings you back to earth. The traction control works by pushing the + or – button on the left side of the handlebar whilst on the move.

Whilst I stayed in Track mode for all my laps around the circuit, on the road ride I found myself on a standard Tuono V4R APRC with the 190/55 rear tire, standard levers and the traction control set to a higher level and the riding mode set to Sport, which reduces the torque in lower gears. I played around with the traction control and found level three to be really good for our riding in the mountains. It adds a safe level of traction control. Later I changed to setting one for some wheelie fun and also off. Riding hard in the corners with traction control set to level one might not be sufficient to save a situation involving gravel and oil, so I needed more traction control for a relatively safe ride.

The one and only thing the APRC suite doesn’t cater for yet are ABS brakes. Reliable sources tell us Aprilia will launch something very good to the racing ABS segment soon. I had a couple of moments on the brakes because we never reached fast enough speeds to make brakes and tires work as well on the road as on the circuit. The Tuono V4R is a bit of a handful on the road, so I recommend people to use the traction control wisely.
The seat is hard and not very comfortable, so it didn’t take too many miles before I felt a bit wooden in my seat muscles. The Tuono is that type of compromise, but it is miles more comfortable than the RSV4 R superbike. The Tuono V4R is the roadbike for the rider that would otherwise ride a supersport but with a more upright riding position. Because I tell you the power and the handling is there.
Conclusion
The 2011 Aprilia Tuono V4R APRC is possibly the most extreme streetfighter-type streetbike ever made. Aprilia have upped the ante by a large measure. The V4 engine with its 167 horsepower is one of the best in the business, and its handling is exemplary. Oh, yes, the Tuono V4R is that good.

Highs:		Lows:
Massively impressive V4 engine tuned Tuono style Handles like a superbike, nearly Impressive electronics package The Tuono truly is what it says on the box, filled with thunder and lightning, and Aprilia deserve kudos for doing it		Only comfortable relative to a full-on superbike

What is APRC

The APRC suite equipping the Tuono V4 R includes:
* ATC (Aprilia Traction Control) with eight different settings for controlling sliding when powering out of curves in relation to bank angle and throttle aperture. The system has been tweaked to make the more conservative settings even more suitable for road use, while leaving the racing spirit of the less restrictive levels intact;
* AWC (Aprilia Wheelie Control) which helps the rider maintain control in extreme wheelie conditions by gradually bringing the front wheel back to the ground, has been appropriately adapted for the different weight distribution of the Tuono V4;
* AQS (Aprilia Quick Shift), which allows instantaneous upshifts without closing the throttle or using the clutch.
* ALC (Aprilia Launch Control): Simultaneously pressing both buttons on the joystick on the left-hand handlebar arms the system, as confirmed by the specific message on the display. From this moment on, all 167 horsepower of the beast from Noale are ready to slingshot the Tuono V4 R like a missile as soon as the rider releases the clutch.
With the APRC’s Calibrating function, it is the only system of its kind on the market capable of self-adapting to tyre size and drive ratio.

Aprilia RSV4 Factory APRC SE 2011 Review

09:12

Unknown

The term high tech has never had a more suitable subject to describe outside of NASA than the Aprilia RSV4 Factory APRC SE. Traction control, launch control, wheelie control, triple ride-by-wire riding modes, quick shifter, and its even got blinkers incorporated into its mirrors! The RSV4 Factory APRC is what legends are made of.
Aprilia, by offering the APRC technology to a mainstream audience, has the recipe to shatter everything that stands in its way in 2011. You’ve got to love Aprilia’s attitude of daring to fail to succeed.
It takes guts to bring along a bike such as the RS3 Cube MotoGP bike using ride-by-wire as the first manufacturer to do so in MotoGP. It failed; Aprilia packed up its GP ambitions, rebooted its computers and came back stronger than ever in World Superbike with the RSV4 Factory and Max Biaggi.

Aprilia developed a three-cylinder Cube from scratch then binned it. Then it went about building a new V-Twin, binned it, and finally chose a V-4. It built the V-4 from scratch in-house and launched it as quickly as it could with complications, but at the same time with race wins. Finally in 2010 Aprilia won the world superbike championship with Biaggi.

Having followed this bike from the pre-concept stage to reality, I’m delighted to be able to give unconditional praise.
The RSV4 Factory APRC can be called a motorcycling virtuoso in the technical area. A combined (but competitive) effort from Aprilia, BMW and Ducati has bloodied the Japanese noses seriously in the last couple of years. Aprilia and Ducati have done it on the World Superbike circuits and BMW on the sales charts.

Now, let me tell you how good this bike is. On my very first lap the Aprilia technicians force-fed us level eight on the traction control. I thought; “how dull they are ruining my fun like this!” However they were right and I was wrong as this was the perfect way for me to ride the tightest Jerez corners using first gear, full throttle and just let the traction control automate me through the corners.
Without traction control such behaviour on your warm-up lap would end in tears guaranteed. After that I simply used the Mana (absolutely no reference whatsoever to anything else on that bike I promise) switch gear using the minus button to reach lower levels on the traction control or the plus button to go back up. A rider’s left index finger toggles the minus button, and a left thumb for the plus button which is intuitive, all while on the move.

There’s no sound or chugging or anything when the traction control kicks in. I could feel when the rear tire slipped but trusted the ATC instantly. The amount of rear wheelspin allowed is pre-determined depending on which TC level you choose. I worked my way all the way down to level one but I did a whole session using level four which suited me just fine.
Each of us had five sessions on the bike of which the first was to test traction control alone, second session to test wheelie control with traction control, third session to test launch control and the two last sessions to freely explore. That’s nearly two full hours of hardcore undiluted adrenaline pumping action.

Aprilia’s wheelie control is highly sophisticated and not only stops wheelies from happening between low-gear corners but it knows how much it should allow and how to land them soft to avoid upsetting the handling. Don’t you tell me that’s not very clever! The physicality of trying to curb a wheelie while racing is immense. Riders have to use their upper bodies like athletes forcing weight forward while accelerating and withstanding G-forces and wind resistance. Aprilia have with the AWC taken that physicality away, allowing the rider to concentrate on pinning the throttle.
The AWC has three levels to choose from, where I suspect level one is the only race one. Some front wheel lift is always allowed because as long as the wheelie isn’t too high you can still be at maximum acceleration levels. What’s really good about this from a racer’s perspective is to keep that front down between really quick directional changes in low gears while keeping the throttle wide open. A small wheelie is then accepted while you pin it and turn the bike over from side to side, landing it just in time to steer out of the next corner. And landing it smoothly to avoid upsetting the front more than the steering damper can handle. There’s gyrometer wizardry involved here, and not only sensors between the two wheels.

You can bet there’s a big smile hidden behind that tinted visor as he whips this high-tech rocket around Jerez.

How does it work? Two gyrometers and two accelerometers are at the ECU’s disposal for any data it may need for the various systems. Anything a motorcycle can do whether it is vertically or horizontally the ECU is aware. So when we stupid people do something wrong with the throttle in the wrong place the system saves us from ourselves. Through the ride-by-wire system the ECU also knows the throttle position and based on pre-calculated algorithms based on a variety of conditions (you choose the levels, computer performs to that level).
Torque is the joy and the misery of motorcycling. Too little is dull and slow, while too much in the wrong place can be dangerous. Aprilia has nearly 100% control of torque with the APRC system. The instrumentation is bi-polar with one race mode and one road mode. In race mode there’s no speed indication and the space is used to show a variety of information related to the APRC instead.

Launch control was another first for me (along with the wheelie control) and the one that’s quite difficult to get right the first time. It’s not for no reason racers practise launch control despite the fact they have done it a thousand times before. True, all you have to do is to keep the throttle fully open and release the clutch. But you still have to modulate the clutch release and, Aprilia allows three levels of how aggressively you can launch. Level one can put you in a lot of wheelie trouble if the clutch is released too quickly.
Training makes perfect, but my three goes at it were a disappointment as I was a little bit too careful with the clutch. Aprilia made sure to advise that the clutch needed some serious cooling after each launch attempt, so we did a full lap between each launch. Imagine yourself being slowly tortured as 180 wild horses are released at once. This feature is not for road use, as you have to pass 100 mph and third gear before the system cancels itself out. And while in launch mode the traction control doesn’t work.
The Aprilia Quick Shifter allows you to shift up clutch-less while keeping a wide-open throttle. I think you’ll start to see the pattern here now. Every operation apart from braking and shifting down can basically be done with full throttle!

For the Factory APRC Aprilia has added a closer-spaced six-speed gearbox for improved acceleration, plus the quick shifter which makes it into a formidable straight-line dragster.

The Pirelli Supercorsa Diablo SP tires in dimensions 120/70-ZR17 and 200/55-ZR17 were developed in the 2010 FIM Superstock championship. The main advantage with the ultra wide 200-section rear tire is its superb grip on corner exit. The contact patch is wider than ever and provides superb levels of grip when 180 horsepower wants to rip it apart. The tires are approved for speeds up to 198 mph.
More rubber that copes with more heat allows for some very long black lines up turn 4 at Jerez. The only thing that would give you more grip is a full on set of slicks. Wait for it, the RSV4 Factory APRC SE features traction control that self adjusts to new and different tire sizes, also adjusting to different final-drive gearing. There are professional high-end racing teams in the world with less sophisticated electronics than the RSV4 Factory APRC SE road bike.
The suspension consists of fully adjustable top-spec Ohlins items including the steering-damper. The RSV4 Factory has got that subtle but plentiful feel that speaks of high-quality suspension. The Ohlins fork and shock is soft enough for feel in slow corners and hard enough for ultra-fast corners.

Suspension is all top-notch Ohlins goodies, which is what you should expect in a bike in this price range.

The brakes are the well-known Brembo monoblock radial type which stops the 395-lb (claimed dry-weight) with great authority. The only way to improve these items further is to fork out around 15,000 Euro or so for the items Max Biaggi uses on his superbike. The chassis is fully adjustable as you’d expect and nimble as a 250GP racer.
The 999.6cc V-4 engine feature state of the art technology such as independently controlled throttle bodies. Max power is still 180 horsepower at 12,250rpm and 115Nm at 10,000rpm but with improved torque delivery and acceleration in the three lower gears. The new exhaust also helps to improve power delivery.
These changes shoot the RSV4 Factory like a missile out of corners. Only the Ducati 1198 can rival in the corner exit war. The engine feels and sounds great, and for such a powerhouse there’s hardly any vibration. The mechanical slipper clutch helps stopping the bike quickly, and only on two occasions during my day in the saddle could I feel any chatter while hard on the brakes.

Our tester says this bike exits corners faster than any other liter-sized sportbike.

The RSV4 Factory APRC SE can be visually distinguished by its special decals and the tricolore on the lower fairing. Those in the know will notice the new exhaust and that fat 200mm rear tire, too.
If the APRC Special Edition (only 350 to be manufactured) turns out a success (inevitable!) the technology will be fed down to both the RSV4 R and the next RSV4 Factory. Also expect an APRC system drip down to other Aprilia road products where the Dorsoduro 1200 was the first one out.
Conclusion
There are only two things the Aprilia RSV4 Factory APRC SE can’t do, and those are flying and automatically tweet your laptimes. It’s difficult to make sense of this motorcycle on paper, but actually riding it and using the myriad of features on the circuit just immediately tells you that it’s a mechanical and technical genius.

Most of Aprilia’s in-house solutions are patented and can’t easily be copied. For that reason, whoever wants to go after this gem of a superbike will need to work very hard to catch up. Don’t look at spectacular horsepower figures in 2011 because this Aprilia RSV4 Factory APRC SE will beat them all, hands down. Yes, it’s that good.

Highs:		Lows:
APRC, all of it! V-4 engine that is smooth and powerful over a wide spectrum Perfect chassis and tires		At $22,499 in the U.S., it’s an expensive special edition Limited to the 350 lucky few