Aprilia RSV mille SP review

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Aprilia RSV mille SP review

The big prize

Exclusivity can be achieved through small quantities or an extremely high price. The Aprilia RSV mille SP offers both.

Imagine spending almost 60,000 marks on a motorcycle? and nobody notices. Nobody who asks curious questions, casts admiring glances at your darling or just turns away enviously. Gone stupid ?? or well, whatever you choose to take. Because attracting attention at all costs is one thing, owning something special is another.
For example one of 150 Aprilia RSV mille SPs worldwide. Behind its rather inconspicuous exterior is the finest genetic material from the factory superbike. Adjustable steering head angle, Ohlins chassis, variable swing arm pivot point or trim parts made of carbon fiber, the Aprilia leaves nothing to be desired. Inside her super sporty two-cylinder heart, too, all the prerequisites have been created to upgrade the Italian to a competitive superbike with comparatively little effort. Less stroke, lighter pistons, new cylinder heads with narrower valve angles and larger intake cross-sections should be good for 146 hp in conjunction with a special EPROM and the double-pipe exhaust system installed for this racetrack test. In short, the Mille SP is an athlete right down to the tip of your hair and has little in common with the cheaper basic mille.
However, the test machine cannot quite meet the high expectations. With measured 136 PS and a rather inharmonious power curve, the SP owes a lot, at least on paper. Nevertheless, the Italian knows how to put herself in the limelight on home soil in Imola. Accelerating in second gear is an uplifting experience in the truest sense of the word. After a brief drop in performance at 7000 rpm (Aprilia engineers have been working in Italy for three months on an optimal engine set-up), the SP pushes forward so vehemently that it inevitably releases the front wheel from the ground. However, the magic comes to an abrupt end 2000 rpm later, the Vau lacks a bit of maneuverability and bite around the top. On the other hand, the Racing-Vau is not stingy with vibrations. Completely different from the machines at the world presentation of the SP at the end of July in Mugello, the test motorcycle looked rough and uncultivated.
It also shows weaknesses in the lower speed tidy. Not when it comes to the power delivery of the two-cylinder, which is up to date. It interferes with the abrupt response when applying the gas carefully at the apex of the curve. Almost impossible to smoothly bridge the transition from overrun to partial load without an annoying jolt.
The chassis makes up for this with amazing handling. Especially in the tighter corners and chicanes of the demanding Imola track, the SP shines when it comes to choosing a tight line despite high cornering speed. Turn hard on the brakes, drive enormous inclines and cock the tap again early, the SP plays along perfectly. It’s good that these excellent handling properties are not at the expense of stability. Not quite with the sovereignty of a Ducati, but nonetheless reassuringly stable, the Aprilia accelerates down the mountain through the fast left curve on the tricky »aqua minerale« chicane. Crush together brutally, brake to full lean angle and swing up the mountain again. Even when jumping over the curbs of the following chicane, the SP can hardly be disturbed, the direct feedback from the chassis is crystal clear at all times.
Not quite as clear in terms of feedback, but for a Brembo system with a good bite and good controllability, the two four-piston calipers with the 320 washers go wrong. The choice of tires turns out to be a double-edged story. 120/65 in front is the name of the new formula for the Pirelli Dragon Evo. Although the mix of 60s and 70s cross-section looks quite stable in the tricky braking zones of this GP race, a noticeable loss of comfort means that the necessary confidence is lacking in a full lean angle. According to Pirelli’s head of development Salvo Penisi, changed thread angles in the carcass structure should ensure better feedback in curves in the future.
F.The relaxed seating position that is typical of Mille and the excellent wind protection of the high windshield already ensure well-being. The cockpit and switch units are also from the cheaper basic version. The sound, on the other hand, is anything but ordinary. The two rear silencers made of titanium, which are intended for sporting use on the racetrack, give off a dull rumble as the engine speed increases, so that the hairs on the back of the Italo fan inevitably stand up in awe. And that’s the least that a motorcycle should be able to do for this price: Arouse feelings? no matter how.

Conclusion –

The test motorcycle cannot quite repeat the impressive performance at the first driving presentation in July. In the sum of all properties, well above average, the vibrations and the not particularly harmonious performance curve suggest difficulties in the coordination of the sensitive competitive athlete. Once this problem has been solved, there is little show for almost 60,000 marks, but fine technology.

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