Motorcycle specifications ApriliaRSV4 1100 Factory 2019 When going for it isn't enough

It was opening Pandora's box to break free from certain rules. Orbiting around the 200 hp mark, hypersports seemed to have found a kind of equilibrium in their madness. Except that Ducati has shaken things up with the 1299 Panigale. A missile with more displacement for more power... for the road. While a homologated version remained within the bounds of competition laws.
The 1100 Panigale V4 set the scene again. From then on, as the locks became illusory, who could resist the urge to go over the top? Aprilia, Italy's best enemy, has also embraced the vertigo by over-engineering the RSV4. Wattage all around and a dynamic bonus.

Let's not wait and panic the senses. By boosting its V-4 cylinder to 1078 cm3, the Noale-based manufacturer gives the 1100 RSV4 Factory an impressive 217 horsepower. Insane. A spoonful more than the Panigale V4, 16 more than the 1000, 89 more than the first RSV. There's no need to wonder if there's a limit.
Before attempting to resist the formidable power of the Aprilia, let's see what the engine manufacturers have done. To find volume, simply increase the bore from 78 to 81 mm; the stroke remains unchanged at 52.3 mm. This is the same recipe used for the Tuono's mutation in 2015. Another big winner is torque, up 0.7 mkg for a maximum of 12.4 mkg.
We kept the V4's angle, compression ratio and dry, throaty growl. Then we put our hands in the block to improve a number of components. Here's a quick list: new pistons, double-jet oil lubrication with increased flow, optimized intake valve timing, more aerodynamic throttle support, new mapping, 13,600 rpm breaker, extended fifth and sixth gears, recalibrated APRC electronics and revised exhaust. The new manifold layout is hardly noticeable to the eye, but the titanium Akrapovic silencer supplied as standard is noticeable and audible.
0 - Go. Under its engine's power, the RSV4 1100 Factory reaches 305 km/h, after chasing 200 km/h in 7.5 seconds from the start. Approximately the time it takes to read this sentence, the previous one, and find a watch to verify it. 200.

end of the straight... already? But wait a second longer, grab the brakes, take the Gs, turn, weld again. Confidence in the chassis can be total. Since its launch, the RSV4 has been a goddess of chassis design. Forged rims, perimeter frame and large aluminum swingarm (more rigid here) are beyond reproach. And on Factory (and RF) versions, engine position, column angle and swingarm pivot point are adjustable. Add to this the fully adjustable Öhlins suspension elements, and you've got one of the best tools in production. On the 1100, the inverted fork gains 5 mm of travel for 125 mm of stroke. The TTX monoshock and steering damper are also Swedish. New steering bushes and a wheelbase reduced by 4 mm bring the rider closer to the front for greater loading. Aprilia wanted to increase control and stability without compromising agility.
Leap between corners, transform power, don't let the stopwatch run away, look for another tenth.... And m....... Missed the braking marker. Quickly crush the lever until the Brembo calipers are bruised. Who laugh at the exercise. The RSV4 1100 Factory takes advantage of its evolution to swap the already excellent M50s for even more efficient Stylemas. Even better is possible by choosing carbon cooling scoops from the options section. The same material is used for the front mudguard, some side panels and the fins.
Yes, fins, or widgets. Just like in MotoGP and on the RF Limited Edition special series. Aprilia thus transfers its know-how developed on the RS-GP, with the aim of increasing stability at high speed thanks to the downforce generated. In exchange, the silhouette loses some of its superb finesse. The dark color scheme seeks to highlight the machine's noble materials. But how sad! Especially when compared with the racing decors that the manufacturer usually concocts for us.
All modifications must have an impact on weight..... Yes, but on the lighter side. With its Akra pot and lithium battery, this RSV4 comes in at 199 kilos. Let's start worrying about taking such a missile on the road. Except that....

Except that the electronics are on top of things. The APRC assistance package is now in its fourth generation, and includes :
- ATC: Aprilia Traction Control , an 8-level traction control system that can be adjusted during the race, without taking your foot off the gas
- AWC: Aprilia Wheelie Control , the wheelie control system, adjustable on 3 levels, it can be adjusted while racing without cutting the throttle, like ATC
- ALC: Aprilia Launch Control , the start-assist system, adjustable on 3 levels.
- AQS: Aprilia Quick Shift , active shifter for upshifting and downshifting.
- APL: Aprilia Pit Limiter, the pit speed limiter.
- ACC: Cruise Control.
The box now also includes ABS cornering (active when cornering) and RLM, an anti-lift rear wheel braking system.
There are also three driving modes, Sport - Track - Race, all delivering the same power but not in the same way.
All settings and information are transmitted via the TFT screen, which is brighter on the 1100. Another trip to the accessory section reveals the MIA multimedia platform. This allows you to connect a Smartphone via Bluetooth and then define the machine's settings turn by turn, worthy of top-level competition. There's also infotainment, plus the ability to manage calls and other trinkets.

The race for power is on again. This time, without the hassle of regulatory displacement limits. Kawasaki goes it alone, with a compressor. Italy is blazing a new trail in the quest for watts. This Aprilia RSV4 1100 Factory gains an engine and improvements on many points. Competition is out of the question, while the paths to overtension on roads and circuits have been widened.

M.B - Factory photos