Autodromo Internazionale del Mugello's front straightaway is intimidating. Known as the fastest stretch on the MotoGP calendar, it's neither flat nor straight. A crested slight left-hand bend just after the start-finish line often induces a top-gear chassis weave frightening to even the best racers. On any motorcycle it's unnerving—scratch that—downright terrifying. I'm a few moments away from hitting it flat out for the first time aboard the Aprilia RSV4 1100 Factory, and I can already feel the butterflies.
Tucked behind the 1100 Factory's windscreen with the throttle at full stop, a quickshifter aids a seamless change to top gear and unleashes all of the Aprilia's claimed 217 hp. At full clip, the digital speedometer reads 311 kph (a scary-fast 193 mph) on approach to the sixth-gear rise. Regardless of self-preservation instincts, I'm motivated to hold the throttle pinned. The RSV4 lofts its front wheel for a split second, gently settling back down and accelerating toward turn one. No pucker, all confidence.
Aprilia officials say the RSV4’s high-speed chassis composure is owed to a pair of aerodynamic winglets derived from the Italian manufacturer’s efforts in MotoGP. Shaped similarly to those fitted to the RS-GP prototype, these added pieces are claimed to produce roughly 18 pounds of downforce at 186 mph. Without a direct comparison of an RSV4 with and without winglets, I cannot comment on their specific aerodynamic effects, but based on my prior literbike experience at Mugello, I can confidently argue that the 1100 Factory’s chassis feels steadier than previous laps cresting the sixth-gear rise. Confidence inspiring when it matters most.
Until now, the impressive claimed power output and MotoGP-derived aerodynamics paint the picture that the top-tier RSV4 is a race-replica machine, likely with superbike homologations in mind. An increase in displacement to 1,078cc, however, will argue otherwise. Aprilia says the 1100 Factory is designed to further increase the separation between the standard RR and outgoing RF models, making it a more exclusive ownership. Not to mention, one that the Italian manufacturer calls the fastest, lightest, most powerful RSV4 ever.
Following in the footsteps of the beloved Tuono, the 1100 Factory’s engine displacement climbs by 79cc thanks to a 3mm increase of bore (from 78 to 81mm). The revised powerplant also sees a machined piston crown and combustion chamber, more aggressive intake valve timing, and longer ratios in fifth and sixth gear among other improvements. Redline has been revised, now sitting at 13,600 rpm, which is decreased from the RR’s 14,200 rev limit. In comparison to the standard model, however, the 1100 Factory makes 10 percent more horsepower and torque from idle to redline. Impressive stuff.
Even more remarkable is the engine’s tractable power delivery at corner exit. Initial throttle response is impressive, with a seamless transition between off and on throttle that doesn’t punish aggressive inputs, but still lunges out of the corner for quick acceleration. RPM climbs quickly, yet in an extremely linear manner, making the 1100 Factory a deceptively fast motorcycle. I’d argue the top-tier RSV4 builds power more smoothly than any production literbike on the market, period.
Of course, the precision of the Aprilia Performance Ride Control (APRC) ride-by-wire electronic rider aids play a role here. Toggling between each of the three riding modes—Race, Track, Sport—I settled on the most aggressive Race setting for its increased low-end grunt. In combination with the AWC wheelie control tuned to level 2 of 3, the RSV4 accelerates away from the corner while lofting the front tire inches above the ground before gently setting down upon upshifts.
After Aprilia technicians spooned on a fresh set of Pirelli Supercorsa SC1 race rubber for the late-afternoon sessions, I continuously decreased the level of intrusion of the ATC traction control. Starting on level 5, I found the system to hinder acceleration at corner exit by cutting needed horsepower, even while decreasing lean angle. Level 2 became the sweet spot. Pitching the RSV4 into Mugello’s Arrabbiata One and Arrabbiata Two—two fast, third-gear right-handers—proved the system’s capabilities. A slight trace of throttle between the corners cracked the rear end loose into a subtle drift, but never increased to anything more, even with added throttle input. Let’s just say, it’ll make you feel like a superhero.
While the RSV4’s chassis proved combative against high-speed chassis weave on the front straight, it did exhibit a slow suspension wallow under hard acceleration exiting slow corners. Slowing the rebound of the Öhlins TTX rear shock by two clicks offered slight relief, but I assume that a softer spring would resolve the issue. The rear end seems to fight to stay compressed, springing back uncontrollably as load is reduced.
The 1100 Factory’s sure-footed, confidence-inspiring feel returns at midcorner—one that puts you in control of the motorcycle, make steering corrections if needed, and trust that the front tire will stick lap after lap. There is no denying the RSV4 is heavy at side-to-side transitions, however, requiring more effort to wrestle it through tight chicanes or fast esses. Slippery footpegs are no help here either. The lack of grip through your feet forces you to compensate with your arms, raising the level of riding exertion. Aftermarket rearsets are a quick fix to the problem, but an added cost.
The motorcycle that I tested came equipped with carbon-fiber air ducts for the brake calipers, which are said to lower temperature at the Brembo Stylema calipers by as much as 20 degrees Celsius. The additional cooling is said to reduce brake fade throughout a racetrack stint. As gorgeous as their carbon weaves are, they come at an additional cost of $195 for the pair. Would I buy them? Probably not. Although I never experienced brake fade on the 1100 Factory, I cannot recall any recent experience that I did on another RSV4. And besides, the added cooling benefits don’t help the lack of feel presented through the lever.
Questioning whether the RSV4 1100 Factory is as “premium” as Aprilia claims? A $24,499 price tag will have your answer. Regardless of the cost, there’s no question the Factory is Aprilia’s fastest and most powerful RSV4 to date, and the aerodynamic winglets offer stability and another level of MotoGP technology even you could buy. Not to mention how much of a hero it’ll make you feel on the straightaways—even Mugello has nothing on this bike.
