Two years later, Aprilia rejoined MotoGP, encouraged by the adoption of levelling-up regulations offering special concessions (including extra engines and testing opportunities) to new entrants. The new bike was a V4, with a 72-degree included angle that echoed its street bikes and racing Superbike. But Aprilia struggled for three years, short of experienced manpower and unable to afford high-level riders. When Espargaro joined in 2017 he was a reject from the factory Suzuki team. The most crippling factor, evidently, was that technical mastermind Romano Albesiano was also tasked with overall team management. It spread him thin. This cycle was broken for 2018, when Massimo Rivola was hired fresh from Formula 1 to run the team. This freed Albesiano to concentrate on engineering.
The next big step was a major engine redesign in 2020. Aprilia switched to the class-standard 90-degree V4, like KTM, Honda and Ducati. Although less compact, it offers better primary balance and most importantly more space for the fuel injection paraphernalia and airbox. A new chassis came too, to fit the different engine.
Espargaro and erstwhile team-mate Bradley Smith still had to wait. The last item on the list was reliability. For the first season, revs were restricted, and likewise performance. For 2021, the bike was closer. Reliability was improved, in spite of a boost in revs and horsepower. Faithful jockey Espargaro finished 13 out of 18 races. More significant were his results. He achieved the company’s first four-stroke podium at Silverstone, while every other finish was in the top ten. In super-close new-style MotoGP, that spoke volumes. But Aprilia was still a lowly “concession team”: other newcomers Suzuki and KTM had achieved the strong results that meant promotion.