Traction control is nothing new in this age of ultra modern hyper sportsbikes. Most manufacturers offer it to some extent, even if it's only available on their premium models, but Aprilia has taken one step further with its APRC (Aprilia Performance Ride Control) package.
One of the things which sets it apart from other traction control systems is it boasts Launch Control, a rider tool sure to excite the racers out there.

Both the standard RSV4 R and the RSV4 Factory are fitted with APRC which will no doubt tempt some buyers away from other brands, especially as Aprilia has kept its pencil sharp – the 'R' retails for $22,990 + ORC, and the Ohlins equipped 'Factory' retailing for $29,990 + ORC.

On the stand
Reading through the Aprilia press pack almost gave me a nose bleed. There's so much info regarding the APRC system I was sure I'd miss something. In reality it's quite easy to use, especially as everything is accessible via the Mode switch on the left handlebar.
But I'm probably getting ahead of myself here.

Looking back to when Cycle Torque tested the first generation RSV4 all who rode it were mightily impressed. Here was a bike with amazing horsepower in a package which looked and felt like a 600. I've wondered why the RSV4 wasn't a huge seller in Australia but I think this might come down to buyers waiting to see what the reliability of the first model was going to be. Other than a hiccup with connecting rods at the world launch of the first model there's been no talk of reliability issues that I've heard. In fact one of the guys racing a 2010 RSV4 in the Formula Xtreme series last year told me he had no problems whatsoever, so that makes me think any issues are well sorted.

The bike in this test is the RSV4 Factory. What sets this apart from the 'R' version is fully adjustable Ohlins forks and shock, instead of the fully adjustable Showa (lower quality?) suspension. Adjustable frame, Ohlins steering damper, tricker wheels and some carbon fibre bits and pieces also help set apart the two models.

I love V4 engines, and this baby is about as trick as they get on a road bike. It has an ultra narrow 65 degree layout, short stroke and multi everything, as you would expect.
If you like figures, it's got 132.4 kW (180 PS) and 115Nm torque. Max horsepower is at 12,500 rpm while max torque is delivered at 10,000 rpm. 48mm Weber-Marelli throttle bodies get the fuel/air mixture in (with eight injectors), controlled by the ride-by-wire engine management system. Three different engine maps are available: Track, Sport, and Road.
A six speed cassette style gearbox gets the power to the ground, with a quick shifter and mechanical slipper clutch as standard.

An alloy chassis is used, and it looks pretty much the same as the outgoing model. On the 'Factory' you can adjust the steering head angle, engine height, and swingarm height.
43mm Ohlins forks are used, and are adjustable for everything, and have Tin coating for less stiction. Down the back you get an Ohlins shock which is also fully adjustable. Aprilia offers a TTX Ohlins shock as one of its many racing accessories.

Brembo brakes adorn the bike at both ends. 320mm rotors, radially mounted, four-piston monobloc calipers. Pretty much says it all doesn't it?
Aprilia has decided to fit a 200/55-17 rear tyre on the six inch rim, which it reckons is the biggest seen on a production sports bike. That may be, but it's a big sucker in any case. Aprilia does list 190 size rear tyres if you are inclined to go smaller.
It's light too. Without battery or fluids it hits the scales at only 179kg.

What's it like to ride?
Very nice thank you.
In all seriousness this is one very fast road burner. One of the first things you notice is the very tall first gear. I'm not sure what it will wind out to but first gear does feel taller than other sportsbikes I've ridden, in recent memory at least. Like every other sportsbike on the market the riding position makes no sense on crap roads or in traffic, but makes perfect sense on sweet roads with minimal traffic. And the sweet roads is where I did most of my riding on the RSV4 APRC.

Even though the bike looks so small there's enough room for a big bloke like me to move around, although I'd like mine with an inch taller ’bars, and footpegs about an inch further back. Aprilia also offers an accessory racing screen which is taller than standard, and something I'd put on as well.
Most V4 engines are admired for their flexibility.
While Aprilia's V4 donk isn't super flexible, it can still be lugged out of a corner in too high a gear without huge complaint. It's a funny engine. On one hand it can be loped along in top gear at reasonably low speeds but when you want to ride quick it lets you know straight away that there's a racer hiding inside the crankcases. If you hold gears longer and let the engine rev nice and hard you will be rewarded with spine-tingling acceleration, and sound.
Get lazy through corners and the bike will start shuddering underneath you as the engine struggles to get into its sweet zone.

As delivered the suspension was certainly stiff. When I was caught out on a bumpy road I found the bike struggling to gain composure because of the stiff suspension. I was tempted to fiddle but luckily didn't. On my sweet test road the suspension was still quite firm, but much closer to the mark. On this road whether it be cranked over, under hard acceleration or hard under brakes, the RSV4 handled superbly. For my 95 kilos it was still firm, and lighter riders will need to soften it up for the road.
I never went anywhere near the 330km/h the sticker on the tank says the RSV4 APRC is capable of. And to be honest neither will most owners but who cares. Like any of the big capacity sportsbikes on the market, this jigger is seriously fast.

Technically speaking...
EVEN though Aprilia's APRC system is quite complex it is simple to use once you know which buttons to push.
Once activated the rider can adjust any of the settings without affecting any of the others, all while on the move. The ATC (Aprilia Traction Control) has eight settings which are adjusted via the left handlebar toggle switch. An interesting point is Aprilia says the system has a learning capacity which allows it to adjust to whatever tyre radius you have. In other words, 55 or 60 profile rear tyre doesn't affect the system because it self calibrates to suit.

A number of sensors measure the difference in wheel speed between the front and rear and reduces torque to give more traction, apparently allowing the rider to still slide the rear wheel. The torque is reduced in two different ways depending on how much is needed; if a sudden loss of grip is noted the timing is retarded to reduce engine torque, and if only a slight loss of grip is noted then the throttle bodies are slightly closed.

AWC (Aprilia Wheelie Control) has three settings allowing the rider to decide just how high the front wheel will come up. Essentially the system can detect when the wheelie is just beginning and alter power to let the front wheel ease back down softly rather than cutting power abruptly and letting the front wheel 'crash' back down. Adjusting the settings are done via the dash while the bike is stationary and it can be turned off if required.
Launch Control is something which will realistically only be used on the track. It also has three settings via dash control while bike is stationary. In essence it keeps the front wheel on the ground as you let the clutch out, even with full throttle wound on, for 10 metres or so, then gradually lets the bike fully accelerate.
Holeshots here we come.

Then there's the AQS (Aprilia Quick Shift) which allows clutchless gear shifts. A number of manufacturers offer this option and while not necessary for racing does certainly makes gear shifts easier and quicker which in turn reduce lap times.

Lastly there's the Dual Display instrument panel. On display is for the road which has the speed highlighted, and has engine temperature, traction mode etc much smaller.
When you switch it over to the 'Race' mode you have all the things you need for racing highlighted – gear indicator, chronometer, temperature, engine map, and ATC level. 

The final say
If you were to give me the choice between the RSV4 or the soon to arrive V4 Tuono I would go for the Tuono every time, only because of its friendlier riding position. If lots of track days were thrown into the mix the decision process would become a lot murkier.

Make no mistake, this bike really is a racetrack refugee, but as we've seen on numerous occasions there's more to owning a bike like this than its performance. Some road riders will be attracted to it because of its looks, gadgetry, performance and pedigree. Racers will be drawn to it for its killer engine, adjustable frame, and the APRC system.
Aprilia has got on the traction bandwagon and blown the wheels off it.