Aprilia RSV4 1000 (2019-2022): A Symphony of Italian Engineering

When Aprilia unleashed the RSV4 in 2009, it redefined the superbike landscape with its racing DNA and revolutionary narrow-V4 engine. The 2019-2022 iteration of the RSV4 1000 series – encompassing the RR, RF, and Factory models – represents the pinnacle of this legacy. This isn’t just a motorcycle; it’s a MotoGP prototype with license plates. Over three years of riding and wrenching on these machines, I’ve discovered why this generation remains a favorite among track-day warriors and canyon-carving enthusiasts alike.

Design & Aerodynamics: Form Follows Fury

Slip into the saddle of the RSV4, and you’re immediately struck by its aggressive, wind-tunnel-honed silhouette. The 2021 refresh introduced integrated aerodynamic winglets within the double-wall fairing – a trick borrowed directly from Aprilia’s RS-GP MotoGP bike. These aren’t just for show: at 260 km/h (162 mph), they generate 20 kg (44 lbs) of downforce, stabilizing the front end during hard braking and reducing wheelies by 15% compared to previous models.

The LED lighting signature – triple stacked projectors with cornering lights – looks like something from a sci-fi fighter jet. More importantly, the “bending lights” actually work, illuminating apexes during night rides through mountain passes. The minimalist tail section hides a clever practicality: the subframe integrates a passenger seat that’s removable with three bolts for track days.

Engine: The Heart of a Champion

At the core beats Aprilia’s legendary 65° V4 – the only production motorcycle engine with this configuration. Let’s break down the two main variants:

1. 999.6cc RR/RF (2019-2020):
   201 HP @ 13,000 rpm / 115 Nm @ 10,500 rpm
   The “base” engine that’s anything but basic. Titanium valves and forged pistons allow a stratospheric 13.6:1 compression ratio. What’s magical is how linear the power delivery feels – no sudden hits, just a tsunami of thrust from 6,000 rpm to the 13,200 rpm limiter.

2. 1077-1099cc Factory (2020-2022):
   217-225 HP @ 13,200 rpm / 122-125 Nm @ 11,000 rpm
   The big-bore evolution adds 7% more midrange torque. New Nikasil-coated cylinders and dual oil jets keep piston temps in check during sustained high-rpm abuse. The Akrapovic titanium exhaust (standard on Factory models) sings a bass-heavy aria that’s illegal in half of Europe’s tunnels.

Real-World Performance:

• 0-100 km/h (0-62 mph): 2.8 seconds (with ALC launch control)
• 100-200 km/h (62-124 mph): 4.3 seconds
• Top Speed: 299 km/h (186 mph) – electronically limited

What’s revelatory isn’t the numbers, but how accessible the power feels. The Ride-by-Wire throttle offers three maps: - Sport: 85% throttle response – ideal for wet roads - Race: Direct 1:1 mapping – track-day ready - Track: Aggressive initial bite – for slicks and bravery

Electronics Suite: APRC – The Rider’s Co-Pilot

Aprilia’s APRC (Aprilia Performance Ride Control) system remains the gold standard. The 6-axis IMU enables features that feel clairvoyant:

• ATC (Traction Control): 8 levels (1=race slick, 8=rain)
  Unlike systems that simply cut power, Aprilia’s TC modulates torque by adjusting individual throttle bodies. During a rainy test ride in the Dolomites, Level 6 allowed controlled slides without sudden interventions.

• AWC (Wheelie Control): 3 settings
  Set to Level 1, the front wheel floats at 15 cm (6 inches) – perfect for Instagram hero shots. Level 3 keeps things church-mouse tame.

• ALC (Launch Control):
  Holds rpm at 11,000 for MotoGP-style starts. Requires disabling ABS – not for the faint-hearted.

• Cornering ABS (Bosch 9.1MP):
  The “Race” setting allows 30% rear lift before intervening – enough for trail-braking into Monza’s Parabolica.

The 5” TFT dash deserves special mention. In Race mode, it displays a bar-graph tach with gear position and lap timer. Pair it with Aprilia’s V4-MP app, and you get corner-by-corner TC adjustments – like having a crew chief in your pocket.

Chassis & Handling: Scalpel Meets Sledgehammer

The twin-spar aluminum frame’s geometry is fully adjustable: - Engine position: ±2 mm vertically - Swingarm pivot: ±4 mm - Steering head angle: 24.5°-25.5°

At 182 kg dry (401 lbs), the RSV4 feels 20 kg lighter than its spec sheet suggests. Credit goes to the mass-centralized V4 – no part of the engine extends beyond the rider’s knees. Changing direction at speed requires mere thoughts, not effort.

Suspension Breakdown:

| Component | RR/RF (2019-2020) | Factory (2021-2022) | |-------------------|-------------------------|------------------------------| | Front | Sachs 43mm USD (FGRT300)| Öhlins NIX Smart EC 2.0 | | Rear | Sachs BFRC lite | Öhlins TTX36 Smart EC 2.0 | | Adjustability | Full manual | Semi-active + manual |

The Öhlins Smart EC system on Factory models adapts in 10ms – faster than human reaction time. During a track day at Circuit de Barcelona-Catalunya, the system transformed from plush over curbs to rock-hard under braking without any manual input.

Competition: How the RSV4 Stacks Up

1. BMW S1000RR (2019-2022)

• Pros: More beginner-friendly electronics, optional M package
• Cons: 8 kg heavier, lacks the V4’s character
• Key Difference: BMW’s ShiftCam feels clinical vs Aprilia’s emotional V4

2. Ducati Panigale V4

• Pros: Brutal 226 HP, stunning design
• Cons: Desmo service costs, snatchy low-speed throttle
• Key Difference: Ducati’s V4 is a detuned race engine; Aprilia’s was designed for the street first

3. Yamaha YZF-R1

• Pros: Crossplane crank soundtrack, value pricing
• Cons: 20 HP deficit, dated electronics
• Key Difference: The R1 is a superbike; the RSV4 is a racebike with mirrors

Track Performance: At Portimão, a stock RSV4 Factory lapped 1.5 seconds faster than a Panigale V4S, thanks to its nimble chassis and smoother electronics.

Maintenance: Keeping the Beast Alive

Critical Service Intervals:

• Oil Changes: Every 6,000 km (3,730 miles)
  Recommended: MOTOPARTS.store’s 10W-50 Full Synthetic Race Oil Kit with OEM filter

• Valve Adjustments: Every 24,000 km (15,000 miles)
  Requires 0.10-0.15 mm (0.004-0.006 in) intake / 0.20-0.25 mm (0.008-0.010 in) exhaust clearance

• Chain Maintenance: Every 500 km (310 miles)
  Pair MOTOPARTS.store’s X-Ring Chain Kit with a DID 520ERV3 chain for longer life

Common Upgrades:

1. Brake Pads: Swap factory Brembos for SinterGrip™ HH+ Pads – 30% better bite when hot
2. Rear Sets: Adjustable CNC Racing Rearsets improve cornering clearance
3. ECU Flash: Unlock hidden midrange torque with the RSV4 Race ECU Tune Kit

Pro Tip:

The oil sight glass (right side crankcase) is notoriously hard to read. Use MOTOPARTS.store’s Magnetic Dipstick with level markings for precise checks.

Conclusion: The Last Analog Superbike

In an era of rider aids and homogenized performance, the 2019-2022 RSV4 1000 series stands apart. It’s raw yet refined, complex but communicative. Whether you’re chasing apexes at Laguna Seca or carving alpine passes, this Aprilia doesn’t just respond to inputs – it anticipates them. The maintenance might demand more than a Japanese inline-four, but each valve adjustment and chain lube session becomes a ritual, bonding rider to machine. For those willing to embrace its intensity, the RSV4 isn’t just a motorcycle – it’s a revelation on two wheels.

About the Author: A MOTOPARTS.store technical journalist with over 50,000 km logged on RSV4 platforms, from the 2009 prototype to the 2022 Factory. When not testing motorcycle limits, you’ll find me rebuilding 1980s GP bikes or trail riding in the Pyrenees.

Specifications sheet