Joined Jul 2007
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The new Aprilia RSV has a lot more than just price on its side, says Kevin Ash
Seeing how at home Aprilia looks today in the elite ranks of superbike manufacturers, it's hard to believe that it released its first large-capacity motorcycle only six years ago. Even more impressive is how that machine, the RSV Mille, attracted more buyers than high-profile bikes from long-established Honda and Ducati. Since 1997, sales of the RSV in its various forms have topped more than 27,000 and while Honda and Ducati have dominated World Superbike racing in that period, neither the 916 and its derivatives nor Honda's SP-1 and SP-2 could match the Aprilia in the showrooms.
Easy rider: the RSV is leaner and the dash is a huge improvement
This is despite criticism of the RSV's bland and bulbous styling, excessively high seat and general bulkiness. The appeal came from its searing racetrack performance, its easy-riding nature on the road and the fact that it's about 20 per cent cheaper than the equivalent Ducati.
The new RSV will do even better than the old one. It addresses every criticism convincingly while building on the outgoing model's strengths. It also maintains its price advantage at a time when sales of Honda's SP-2 have proved lacklustre and Ducati's new 999 is not selling with the vigour the company had hoped. Indeed, Aprilia's amiable president, Ivano Beggio, says that in the first year he plans to make 7,000 RSVs, a higher rate than the firm achieved with the old model.
The version we rode at the launch only served to underline the value for money Aprilia is offering. The high-specification RSV Mille R Factory features top-quality and highly desirable Öhlins suspension front and rear, the latest radially-mounted Brembo front brakes, various carbon-fibre body panels and forged aluminium wheels, which are about 25 per cent lighter than the usual cast variety. The equivalent Ducati is the 999S, which retails at £13,950 against the Aprilia's £10,699, but the real reason the RSV will be stealing 999 sales is that this Factory version is also cheaper than the stock 999 by more than £500.
Far from the price being paid in terms of performance, the Aprilia is also more powerful, producing 137bhp – that's only 1bhp more than the 999S but a full 22bhp up on the base- model Ducati. As with the old RSV it's very useable power, too, easy to modulate especially while exiting fast corners when fine control is needed to prevent the rear tyre unsticking. While the peak occurs at 9,500rpm, the motor willingly spins to the rev limiter 1,000rpm later and it's well endowed with torque in the lower regions.
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On the long main straight at the Mugello circuit, where Loris Capirossi squeezed more than 200mph out of his Ducati MotoGP bike earlier this year, the RSV's dashboard facility for recording maximum speed led to some brave attempts that ought to have ended in tears. My personal best of 161mph was surprisingly unflustered (from the bike's point of view, although my own pulse was racing madly) thanks to the astonishing brakes. Their power is incredible but they respond to the lever with such finesse that control is near absolute. Just as well, because at the braking point at the end of that straight you need to lose 100mph in 200 metres – and the point where you grab the brake lever is obscured by a crest...
These top speed attempts underlined the riding position's comfort. The new RSV is a far more compact and wieldy machine than the old, but taller riders such as myself still found it roomy and with enough space to tuck right in behind the screen. Comfort on long road trips should be reasonable, although the seat might still be too high for shorter riders – it's almost an inch lower than before but still a bit of a stretch to the ground.
The cockpit layout is a huge improvement on the previous arrangement, which was an unpleasant clash of squares and circles. The new bike's comprehensive information is displayed via an analogue tachometer with everything else digital. As well as being of much better quality, it looks neat and works well. About time, too.
The handling of the old RSV was exemplary and the new model is even better. There's been some interesting thinking behind the chassis behaviour, though. The frame and swingarm are stiffer than before, but the connection between the two has deliberately been made more flexible. According to Martin Longmore, the British head of the new RSV design project, this controlled flex improves the bike's behaviour when the rear tyre is sliding. Certainly, when I tried a lower gear than usual entering Mugello's final 180-degree turn, the combination of the clever clutch (which allows slip under reverse loadings) and this easy control meant that although the rear wheel slid during braking, it didn't lock completely and the bike stayed on line. When powering out of turns, any drift is so benign it's barely noticeable unless you're brutal with the twistgrip.
The downside is a less secure feeling when the bike's being peeled over. Where a Ducati feels rock steady, the RSV displays a hint of nervousness as it tips in. Maybe playing with the Aprilia's suspension settings will deal with this – there's plenty of scope, after all – but realistically few riders will even care, because the bike still corners with crushing speed.
Dynamically the new RSV feels more like a sporting 600 than a big V-twin – until you open the throttle, that is. Visually it's also leaner and more aggressive, but in typical Aprilia style it's still a very fussy design, with a plethora of shapes, colours and textures fighting for attention. But it's no longer bland or shapeless, and pound for pound is easily the best V-twin superbike available. And if the Factory version is still too costly, there's always the lower-spec RSV Mille R at £8,499.
Aprilia RSV [tech/spec]
Price/availability: £10,699 on the road. On sale in September. Contact Aprilia UK (01776 888670, www.aprilia.com).
Engine/transmission: 998cc, V-twin four-stroke with eight valves; 137bhp at 9,500rpm, 79lb ft of torque at 7,500rpm. Six-speed gearbox, chain final drive.
Performance: top speed 175mph (est), average fuel consumption N/A.
We like: Torque, power, handling, brakes, value, comfort.
We don't like: Styling fussiness, seat height.
this was from 04 i think
Seeing how at home Aprilia looks today in the elite ranks of superbike manufacturers, it's hard to believe that it released its first large-capacity motorcycle only six years ago. Even more impressive is how that machine, the RSV Mille, attracted more buyers than high-profile bikes from long-established Honda and Ducati. Since 1997, sales of the RSV in its various forms have topped more than 27,000 and while Honda and Ducati have dominated World Superbike racing in that period, neither the 916 and its derivatives nor Honda's SP-1 and SP-2 could match the Aprilia in the showrooms.
Easy rider: the RSV is leaner and the dash is a huge improvement
This is despite criticism of the RSV's bland and bulbous styling, excessively high seat and general bulkiness. The appeal came from its searing racetrack performance, its easy-riding nature on the road and the fact that it's about 20 per cent cheaper than the equivalent Ducati.
The new RSV will do even better than the old one. It addresses every criticism convincingly while building on the outgoing model's strengths. It also maintains its price advantage at a time when sales of Honda's SP-2 have proved lacklustre and Ducati's new 999 is not selling with the vigour the company had hoped. Indeed, Aprilia's amiable president, Ivano Beggio, says that in the first year he plans to make 7,000 RSVs, a higher rate than the firm achieved with the old model.
The version we rode at the launch only served to underline the value for money Aprilia is offering. The high-specification RSV Mille R Factory features top-quality and highly desirable Öhlins suspension front and rear, the latest radially-mounted Brembo front brakes, various carbon-fibre body panels and forged aluminium wheels, which are about 25 per cent lighter than the usual cast variety. The equivalent Ducati is the 999S, which retails at £13,950 against the Aprilia's £10,699, but the real reason the RSV will be stealing 999 sales is that this Factory version is also cheaper than the stock 999 by more than £500.
Far from the price being paid in terms of performance, the Aprilia is also more powerful, producing 137bhp – that's only 1bhp more than the 999S but a full 22bhp up on the base- model Ducati. As with the old RSV it's very useable power, too, easy to modulate especially while exiting fast corners when fine control is needed to prevent the rear tyre unsticking. While the peak occurs at 9,500rpm, the motor willingly spins to the rev limiter 1,000rpm later and it's well endowed with torque in the lower regions.
advertisement
On the long main straight at the Mugello circuit, where Loris Capirossi squeezed more than 200mph out of his Ducati MotoGP bike earlier this year, the RSV's dashboard facility for recording maximum speed led to some brave attempts that ought to have ended in tears. My personal best of 161mph was surprisingly unflustered (from the bike's point of view, although my own pulse was racing madly) thanks to the astonishing brakes. Their power is incredible but they respond to the lever with such finesse that control is near absolute. Just as well, because at the braking point at the end of that straight you need to lose 100mph in 200 metres – and the point where you grab the brake lever is obscured by a crest...
These top speed attempts underlined the riding position's comfort. The new RSV is a far more compact and wieldy machine than the old, but taller riders such as myself still found it roomy and with enough space to tuck right in behind the screen. Comfort on long road trips should be reasonable, although the seat might still be too high for shorter riders – it's almost an inch lower than before but still a bit of a stretch to the ground.
The cockpit layout is a huge improvement on the previous arrangement, which was an unpleasant clash of squares and circles. The new bike's comprehensive information is displayed via an analogue tachometer with everything else digital. As well as being of much better quality, it looks neat and works well. About time, too.
The handling of the old RSV was exemplary and the new model is even better. There's been some interesting thinking behind the chassis behaviour, though. The frame and swingarm are stiffer than before, but the connection between the two has deliberately been made more flexible. According to Martin Longmore, the British head of the new RSV design project, this controlled flex improves the bike's behaviour when the rear tyre is sliding. Certainly, when I tried a lower gear than usual entering Mugello's final 180-degree turn, the combination of the clever clutch (which allows slip under reverse loadings) and this easy control meant that although the rear wheel slid during braking, it didn't lock completely and the bike stayed on line. When powering out of turns, any drift is so benign it's barely noticeable unless you're brutal with the twistgrip.
The downside is a less secure feeling when the bike's being peeled over. Where a Ducati feels rock steady, the RSV displays a hint of nervousness as it tips in. Maybe playing with the Aprilia's suspension settings will deal with this – there's plenty of scope, after all – but realistically few riders will even care, because the bike still corners with crushing speed.
Dynamically the new RSV feels more like a sporting 600 than a big V-twin – until you open the throttle, that is. Visually it's also leaner and more aggressive, but in typical Aprilia style it's still a very fussy design, with a plethora of shapes, colours and textures fighting for attention. But it's no longer bland or shapeless, and pound for pound is easily the best V-twin superbike available. And if the Factory version is still too costly, there's always the lower-spec RSV Mille R at £8,499.
Aprilia RSV [tech/spec]
Price/availability: £10,699 on the road. On sale in September. Contact Aprilia UK (01776 888670, www.aprilia.com).
Engine/transmission: 998cc, V-twin four-stroke with eight valves; 137bhp at 9,500rpm, 79lb ft of torque at 7,500rpm. Six-speed gearbox, chain final drive.
Performance: top speed 175mph (est), average fuel consumption N/A.
We like: Torque, power, handling, brakes, value, comfort.
We don't like: Styling fussiness, seat height.
this was from 04 i think
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lol:lol:lol
