On one side, the BMW S 1000 RR, renewed for this year and which we have already tested (on the track) in the February edition. On the other side, the Aprilia RSV4 Factory, a motorcycle widely known by fans of the segment and which has been one of the fastest motorcycles on the track in recent years. We went on the road and on the circuit, so the question is simple: which one is the best?
This is one of those jobs that we really enjoy doing but that are also not easy to organize in terms of logistics, especially when done on the road and on the track. That’s why we didn’t include more brands and models and only stayed with these two fantastic ones that start our alphabet. Two European brands, one with a fantastic history in Grand Prix and SBK (Aprilia), and another that, despite having an excellent motorcycle and having already won several national titles around the world (and coming close to a world title), continues in the pursuit of glory, and we naturally speak of BMW. And as you can imagine, we won’t go into all the technical details about the technology of these machines, otherwise we would never leave here and we want to prioritize the driving sensations more.
APRILIA
The RSV4 immediately has an advantage in its V4 engine, which is the advantage of the additional displacement. It has 100 cc more than the German competitor, which makes it easier to find extra power or torque, in machines that naturally have to comply with Euro 5 regulations. On the other hand, in various championships (and in the world championship), 4-cylinder motorcycles cannot have more than 1,000 cc, so much so that in the SBK World Championship, Ducati uses a Panigale V4 R, precisely below that capacity limit.
Aprilia thus mounts a 65º V4 engine that delivers 217 hp at 13,000 rpm and 125 Nm of torque at 10,500 rpm, with the Factory version being the one with the most equipment and making a difference in the chapter of top-of-the-range Ohlins suspensions with electronic adjustment, wheels, and brakes. This RSV4 has the APRC system that includes adjustments for engine maps, engine brake, traction control, wheelie control, launch control, cruise control, speed limiter, and 6 driving modes, 3 dedicated to the road and another 3 for the track!
THE BEST Performance, effectiveness of the chassis, character of the engine TO IMPROVE Low-end engine
The frame is a double aluminum beam and the chassis allows for various adjustments in the geometry of the assembly; while the suspensions are fully adjustable and electronically controlled, as we said, it is possible to choose manual modes (the damping is fixed, like in a traditional motorcycle) or semi-active, with the systems adjusting to real-time driving. The steering damper is from the same brand and it is also electronic.
In terms of braking, top equipment is found again, with Brembo Stylema monobloc calipers, radial pump, and steel mesh hoses, with the Bosch ABS having cornering function. The wheels are forged and machined aluminum alloy, in a set with a wheelbase of 1,435.8 mm, mounting a seat at 845 mm and presenting a curb weight (90% fuel) of 202 kg. In the latest generation of the RSV4, the main improvements were the integrated aerodynamic wings with the double fairing, the new competition-derived swingarm, and the new APRC electronic package. All this (plus what we haven’t mentioned) for the price of €25,999.
BMW S 1000 RR
The German motorcycle comes equipped since its first generation with an inline 4-cylinder engine. It has been improved over the years – in terms of performance and to adapt to environmental regulations – and the current one with ShiftcCam technology delivers 210 hp at 13,500 rpm for a torque of 113 Nm at 11,100 rpm, having received several internal improvements based on the M RR and an improved quickshifter, as well as a slightly shorter final transmission.
The aesthetics have been completely redesigned and are better than ever, with new aerodynamic supports that, according to the brand, offer a downward force of 17.1 kg at 300 km/h, for maximum stability and aided in braking by the new blue M calipers, which we know are produced by Nissin.
THE BEST Performance, ease of driving, braking TO IMPROVE Vibrations, price with optional extras
The electronics have been greatly improved, in terms of Brake Slide Assist and Slide Control, and various M components have been integrated. The TFT instrumentation has also been improved and is very complete, and the geometry has been revised, and can still be adjusted for a better compromise on the track. And of course, like a good BMW, this unit was loaded with optional extras, making the final price increase by €10,000, approaching even the price of the M 1000 RR. This is due to the inclusion of the M, Dynamic, Race, and Carbon packages, among which we highlight, for example, the presence of carbon M wheels, the M seat, the Akrapovic exhaust, the electronic suspensions, the Pro driving modes, the footrest kit, the various carbon elements, etc.
We know how fans of this segment like optional extras on their motorcycles, and in this aspect, BMW fans have a lot to enjoy when configuring the S 1000 RR. It remains to be said that the BMW’s wheelbase is 1,457 mm, the rider’s seat is 832 mm from the ground, and the weight is 197 kg.
ON THE ROAD
But let’s move on to the emotions and driving sensations! Aesthetically, everything is always subjective, but it was common to hear everyone say that the S 1000 RR is incredible. Only the rear seems somewhat low and flattened, while in the RSV4 it is the opposite that happens: a super aggressive rear and a more “normal” front that looks like the RS 660, while the BMW’s wings also seem to be more consensual in design compared to those of the Italian bike, which depends on the angle from which it is viewed. The sound also depends on the user, as there are those who love the “scream” of an inline four-cylinder, but for us, the sound of the V4, and its character, is much more exciting.
Driving the Aprilia on the road is relatively easy until we switch to the BMW, which is much more accessible in terms of handling. It feels like a traditional Japanese motorcycle that we could have ridden our whole lives. It feels light, agile, relatively comfortable, but then when we accelerate it feels like we’re sitting on a rocket and we remember that we have 210 hp under us. The RSV4 is always a bit harder and demanding, and besides the V4 engine not liking low revs as much, the final transmission is also longer, so if you want to make a comeback, side by side on the highway at 120 km/h, you’ll probably have to shift down two gears on the Aprilia.
The Aprilia also offers slightly less aerodynamic protection and the side stand is more difficult to put on, especially with sport boots. On the German bike, we were very disappointed with one aspect: the vibration index that exists at certain revs. A tingling sensation that spreads through the handlebars, levers, and rearview mirrors, leaving a very blurry image of what’s happening behind us. Something that is not very understandable in a bike of this segment and price. On the other hand, we really liked the bidirectional quickshifter from BMW, easy and smooth to use, while the Dunlop Sportmart TT tires are excellent on the road, easier to take advantage of than the Pirelli Super Corsa from the Italian bike, which has an effective but harder quickshifter that requires conviction to work to its full potential.
On the road, the ease of use gives some advantage to BMW, but in faster driving, both bikes are very evenly matched and we start to notice how the engine and chassis of the Aprilia are equally very effective. It’s best to go to the track!
ON THE TRACK
We went to a track day, lowered the tire pressures of both motorcycles, and did nothing else. From there on, we had a great time in three sessions, where we were amazed by how fast these bikes go (seriously) in their natural environment! The BMW continues to be the easiest bike at a “calm” pace, but when we start wanting to set “times,” we notice that the Aprilia has an undisturbed chassis, as if the bike was truly made for this. And the faster we ride, the better it feels! The Pirelli tires are also in the right place here, and if we have time (and desire), we can start testing various riding modes and numerous suspension settings, although the stock ones are already great, the same goes for the BMW. And for those wondering, during full acceleration on the finish straight, the RSV4 has a slight advantage over the S 1000 RR, it’s just necessary to hold on to the Italian bike tightly in the face of such strong acceleration and less aerodynamic protection. In the twisty section of the track, there were also interesting differences due to the types of engines and final drive ratios: with the Aprilia, we could do everything in second gear (and shift to first in the chicane), while with the BMW, it was possible to take several turns in third gear, but with the “obligation” to carry speed through the corners so that the revs wouldn’t drop too much.
In terms of braking, a surprise! The Brembo Stylema calipers on the Aprilia are excellent, on the road and on the track, but the M calipers on the German bike manage to be even better in terms of feel and power, which is remarkable coming from a brand that had some braking problems in the World SBK Championship in 2022.
The conclusion of this work is relatively simple. The BMW is the “GS of sport bikes”! It’s easy, “comfortable,” and if you have to choose a super sport bike to ride every day, this may be a good option, despite the vibrations that bothered us at certain rev ranges. The Aprilia is always harder and more demanding, but it manages to offer a huge character and emotion, and on the track, in the pursuit of fast laps, it always seems to be more glued to the ground. In terms of economy, there are few differences, with both bikes averaging around 6.5 / 7 l/100 km, depending on the pace, and while it’s true that the BMW is more affordable, adding some optional extras will quickly surpass the price of the Aprilia, which already comes with practically everything you need as standard. Did we help clear up any doubts? We hope so, but just a piece of advice: take advantage of these types of bikes on a circuit, it will undoubtedly be much wiser!
THANK YOU MOTOVAL
For a better evaluation of the motorcycles, we needed to go to the Estoril Circuit, and it was during a Motoval Track-Day that we took the opportunity to do some sessions. This Spanish company organizes various track events in our country and we can learn about the entire calendar at neumaticosmotoval.com. Our thanks also to photographer Luís Timóteo who provided us with excellent photos of our participation on the track!
APRILIA RSV4 FACTORY
ENGINE 4-cylinder V, liquid-cooled
DISPLACEMENT 1,099 cc
POWER 159.5 kW (217 hp) @ 13,000 rpm
TORQUE 125 Nm @ 10,500 rpm
GEARBOX 6-speed
FRAME double aluminum beam
FUEL TANK 16.5 liters
FRONT SUSPENSION Ohlins NIX Smart EC 2.0 inverted telescopic fork, electronic management, 125 mm travel
REAR SUSPENSION Ohlins TTX monoshock, 115 mm travel
FRONT BRAKE double 330 mm disc, Brembo Stylema radial monobloc calipers with 4 pistons
REAR BRAKE 220 mm disc, 2-piston caliper
FRONT TIRE 120/70 ZR17
REAR TIRE 200/55 ZR17
WHEELBASE 1,435 mm
SEAT HEIGHT 845 mm
WEIGHT 202 kg
MSRP (from) €25,999
BMW S 1000 RR
ENGINE 4-cylinder in-line, liquid-cooled
DISPLACEMENT 999 cc
POWER 154 kW (210 hp) @ 13,500 rpm
TORQUE 113 Nm @11,100 rpm
GEARBOX 6 speeds
FRAME cast aluminum, self-supporting engine
TANK 16.5 liters
FRONT SUSPENSION 45 mm inverted telescopic fork, 120 mm travel
REAR SUSPENSION central monoshock, 118 mm travel
FRONT BRAKE double 320 mm disc, Nissin radial 4-piston calipers
REAR BRAKE 220 mm disc, 1-piston caliper
FRONT TIRE 120/70 ZR17
REAR TIRE 190/55 ZR17
WHEELBASE 1,456 mm
SEAT HEIGHT 832 mm
WEIGHT 197 kg
MSRP (from) 21,441 €
TESTED UNIT 31,751 €
