A machine that has presented us with one surprise after the other, the Aprilia RSV4 Factory was earning points and achieving podiums in the 2009 World Superbike Championship (SBK) even before it hit the showrooms as a production model. Such timing denotes that the Aprilia RSV 4 was conceived as a race bike before a calmed down street able version was developed.

Our own Pascal Bastien at ease on the RSV4 at Calabogie. Watch out for the wheelies when pushing a little harder coming out of corners. (Photo: Filip Bertrand)

Well, as I found out during a track day at the Calabogie Motorsports Park (thank you, Turn2!), the wait was definitely worth it.

Take all the expertise of a renowned bike manufacturer and holder of 33 world championship titles, add the most advanced combustion, metallurgy and electronic technologies in the industry, spend some 25 million euros in R&D, and you get the road-going 2010 Aprilia RSV4 Factory, a wickedly-sexy sportbike achieving all-new levels of athleticism.

Electronics galore
The attractive fairing of the RSV4 partially hides the piece de resistance: a wonderful 999-cc V4 that I could look at and especially listen to all day long. This new engine, featuring a 65-degree angle has been developed by Aprilia’s in-house own engineering team. Expect 180 horsepower at 12,500 rpm and 85 lb-ft of torque at 10,000 rpm. Credit goes to race-derived Magneti Marelli electronic injection, forged pistons, a 13:1 compression ratio, four titanium valves per cylinder, electronically-controlled variable-length intake ducts and Throttle-by-Wire technology. At lower revs and loads, the longer ducts favour torque and smooth power delivery. When top performance is required, the upper part of the intake ducts raises, thus shortening the ducts and leaving the engine free to breather better and express its full power potential.

The rider can select from tree different ECU maps. The "R" (Rain) mode limits maximum output to 140 horsepower and dampens throttle response while maximizing traction control to prevent all type of wheelspin (prototype only and new APRC). The "S" (Sport) mode restores full power and lets traction control tolerate moderate rear-wheel slides (prototype only and APRC). Be careful in "T" (Track) mode, which literally turns the RSV4 Factory into a rocket, with instant throttle response and gobs of torque available from 2,000 rpm, and irresistible power near 10,000 rpm – enough to propel you into another galaxy!

State-of-the-art street and race bikes are more and more complex, not the thing for backyard tuners who like to play with their machine. (Photo: Filip Bertrand)

On the track, the electronics in "T" mode prove subtle yet convincingly effective, say, when shooting out of corners, particularly if you apply the throttle too early or with too much zest. You’ll positively feel the engine soften a little to let the rear tire restore some grip on the tarmac and place the bike in the right path – the famous powerslides with the front wheel slightly up in the air. This act of faith allows you to control your power exits and maximize your top speed at the end of the straightaway – the more you practice and build confidence, the easier it gets.

The arrows point to the gaps in the intake tubes, as per high rev requirements to optimize power. The gap closes for low rev (<6000rpm) street operations, and is not installed on race bikes. (Photo: Aprilia)

The 6-speed cassette gearbox primarily meets the needs of professional racing teams who need to swap rations quickly. The well chosen gear ratios of the production bike will help you find the engine’s sweet spot at all times. Shifts proved quick and easy, as on the old RSV Factory, while the mechanical slipper clutch reduces engine braking torque to ensure stability under hard braking.

Dynamic efficiency
The one-of-a-kind Aprilia RSV4 Factory sparks a near-revolution among production sportbikes with an ultra-compact chassis derived from Max Biaggi’s leading SBK ride.

Many useful adjustments can be made, such as rake, rear ride height, engine position in the frame, swingarm pivot and length (i.e. wheelbase), not to mention the excellent Öhlins suspension system with adjustable high/low-speed compression in front, compression and rebound damping at the rear, and spring preload at both ends.

Such flexibility and adaptability – normally the exclusive purview to full-fledged racing machines like those in the SBK – allows non-professional riders to fine-tune the dynamics of the RSV4 Factory. One advice, though: you should take notes and try out only one change at a time, otherwise you’ll quickly lose track of what you’re doing.

Brembo supplies state-of-the-art monobloc radial calipers up front, which proved to be sharp and powerful after the initial warm-up, as the track-oriented pads can handle the most demanding braking chores. Completing the package are hard-compound race tires, ultra-lightweight forged aluminum wheels and brackets for a race jack on the swingarm. There is no guesswork here: the Factory is a competition bike through and through.

What looks right is right. The simple chassis - suspension pair provides the stiffness in the vertical plan as well as the lateral flexibility to absorb bumps when leaned way over.  (Photo: Aprilia)

Surprisingly comfortable
The new Aprilia requires full, non-stop attention from the rider to get the most out of it on the track, with smart ergonomics that contribute to a relatively comfortable riding position compared to top-tier sportbike standards. The race-type clip-ons (not too low), wide and nicely-padded saddle and premium suspension components deliver reasonable comfort both on the road and the track, helping the rider stay fresh and focused. On the other hand, the footpegs are a bit too high and far back, the price you have to pay to prevent your toes from sticking out of your boots after just a short session on the track.

Turn2 riding instructor Éric Moffette demonstrates the technique taught be Fressie Spencer to a multitude of GP riders: head well forward and as low as possible - like Nicki Hayden for example. (Photo: Filip Bertrand)

The stylish instrument panel features a tachometer, shift light, temperature gauge, two trip meters, clock, chronometer with time-storing memory and the usual indicator lights. My only complaint is the too-small active ratio indicator, which I found somewhat hard to read at speed on the track.

Born on the track… for the track
The Aprilia RSV4 Factory is light on its feet, stable and amazingly precise, just like a 600 all out sportbike. In fact, it feels almost as nimble and agile as a 600-cc sportbike. But make no mistake: this machine is not designed for beginners, as you’ll realize when blasting through your first straightaway. That’s some mean power coming out of the V4 and only seasoned hands should try all-out acceleration.

Following a quiet first third of the rev range, the engine starts pushing like a big V-Twin at medium revs and then unleashes full 4-cylinder cavalry as it reaches top revs. Orgasmic sound effects delight the ears as the powerplant picks up speed over long stretches of tarmac (about 230 km/h right before the first corner at Calabogie). The V4 pulls really hard from 6,500 rpm all the way to the redline (13,500 rpm).

When braking or attacking corners, the RSV4 continues to display great stability. The rider enjoys excellent feedback from the road surface thanks to responsive tires, fork and shock. Still, beware of the wheelie-prone front at full throttle, especially when thunder strikes between 7,500 and 13,500 rpm. Fortunately, the premium Öhlins steering damper limits the occasional fishtailing that mere mortals may find pretty overwhelming, if not scary.

Four time World Champion Mad Max Biaggi showing off on the stock RSV4 Factory bike. He and Aprilia, the smallest manufacturer in World Superbike, are well on their way to winning both titles this year. (Photo: Aprilia)

It leaves us wanting, no needing one
The race-bred, street friendly 2010 Aprilia RSV4 Factory is quite the track day performer – sporty, stylish, compact and efficient. A true beast on track, it makes for memorable lapping sessions once you’ve learned how to use it properly – at tall order for sure. Those who crave sophisticated sportbikes will fall in love with its mind-blowing components, fit and finish, while hardcore thrill-seekers will revel in the adrenaline-pumping, goose bump-inducing performance. At $23,395, the RSV4 Factory is arguably worth every penny.

Imagine those two eyes fixated on your back and determined to get by you - a question of honour for the Roman Emperor! (Photo: Aprilia)

Plus
Ultra-potent yet civilized V4 engine
Flawlessly effective frame, brakes and suspension
High-quality components, fit and finish
Wicked style and sound effects
Less expensive than comparable Euro superbikes

Less
Tricky throttle modulation at lower revs
Wheelie-prone at full throttle
A lot of bike for a lot of money