Comparison test Aprilia RSV mille against Ducati 916 Biposto against Suzuki TL 1000 R

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Comparison test Aprilia RSV mille against Ducati 916 Biposto against Suzuki TL 1000 R

Outside over?

The Aprilia RSV mille excelled in the individual test. Does it drive in the fast lane against the Supersport twins Ducati 916 Biposto and Suzuki TL 1000 R.?

She means business, the Aprilia RSV mille. With her talents, which she demonstrated in the individual test, she is aiming for the crown among the supertwins. But the competition is strong: Ducati 916 Biposto, the successful composition of aesthetics and technical finesse and current winner of the Supersport crown, as well as Suzuki TL 1000 R, Nippon’s most serious contender to the throne to date.
The Suzuki supports its intentions with a dull growl. Strong as a bear, cultivated, almost vibration-free and high-torque even at the lowest twin speeds from around 2000 rpm, your drive impressively sets the scene. The TL hangs on the gas with almost digital spontaneity and shines with impeccable driving performance and the fullest power curve on the test bench. Compliments to Hamamatsu for the best drive in comparison.
Not a bad move, but the Rotax-Twin of the RSV mille is hardly inferior to the power of the Suzuki engine, draws lush power and torque curves, the slight dents of which are hardly noticeable when driving. And the performance: Mama mia! 274 km / h top speed or 9.8 seconds to 200 km / h do not require any further comment – except perhaps praise to the aerodynamicists. Without any delay, the 60-degree twin converts every twitch of the throttle hand into propulsion with a characteristic bark. In spite of two balancer shafts, it produces robust vibrations with increasing speed, which do not interfere in sports operation, in everyday life only during long journeys in the same speed range.
The two-cylinder of the 916, on the other hand, has little vibration, but the 108 hp of the five-year-old design are no longer impressive. Well, the successor with increased displacement is in the starting blocks. After all, the Ducati Twin also hangs tightly on the gas, even if it climbs noticeably more laboriously through the rev range. The performance is still worth all honors, probably due to the good aerodynamics. The bony, but precisely gearbox with its short gearshift travel also helps a little.
But it’s not just the lack of performance that makes it difficult for the Duc to follow her fellow campaigners on country roads. The test drivers cursed the unfortunate choice of original tires (Michelin TX 15 / TX 25), which does not want to harmonize with the inherently stubborn 916, as loudly as never before. Unhandy is almost flattered, the Ducati requires heavy work with steering impulses, be it via the handlebars or by shifting weight. She actually doesn’t want to turn on the well-known toothless brakes, she acknowledges delays in an inclined position with vehement positioning. The 916 also defines self-steering in a new dimension: it uses every bump, every joint, every groove in the asphalt to change the incline and line. Everything is much easier as soon as other tires are fitted. The Pirelli MTR 01 A / MTR 08 with rear 180s fitted to all candidates for the race track classification (held on the Anneau du Rhin circuit), by the way, the standard tires of the Aprilia, transform the Ducati into a fascinating driving machine. Much more manageable, neutral in an inclined position, almost no more inclination to stand up with a much better grip. So the 916 again conveys the legendary ground effect feeling up to the greatest lean angles and convinces with good lap times.
The Suzuki leaves an ambivalent impression. At brisk country road speeds, the spring elements of the pleasantly handy TL spoil you with a lot of comfort, the bearish thrust is just as impressive as the great transmission and by far the best brakes in comparison. Unfortunately, if you drive hard, your luck is clouded by unstable driving behavior. In addition to the soft spring rate at the front and rear, this is due to the arrangement of separately deflected rotary vane damper and strut on the hindquarters. At the reversal point from compression to rebound, mechanical play in the levers – at least a few millimeters at the end of the swing arm – puts the damper out of function for part of the spring travel. The spring swings undamped, the system rocks. This effect already sets in at a medium lean angle under constant load. When changing lean angles quickly, which is actually an everyday occurrence for sports motorcycles, the soft spring elements plunge hard into the progression, only to come to rest after a little bouncing. At the same time, the important feeling for the front wheel disappears. The actually praiseworthy spontaneous response of the injection brings additional unrest in the slack chassis during load changes. What causes problems on the country road increases on the racetrack, where every change in lean angle stimulates the Suzuki to commute. After all, if it lies very diagonally, it stoically draws the narrowest paths around the curbs and thus proves its hidden potential. The TL 1000 R owes its decent lap times more to the performance of the engine and brakes. The chassis has failed a bit for a declared “V-Twin Superbike”.
In contrast to the Aprilia. Immune to load changes, it pulls its path around curves of all radii, steers itself easily and precisely, follows every request for line correction, shows hardly any set-up moment, offers unfathomable incline reserves, a new milestone, a bit like a handy 916. The sensitively appealing spring elements, Showa in front , Sachs-Boge in the back, have sporty damping reserves ready. Exemplary: the accessibility of the rear spring base adjustment. The good driving characteristics and the always safe driving experience ensure the Aprilia’s lonely top position on the country road and also on the racetrack, where it dominates its two opponents with ease.
With such bright light there must be shadows. Perhaps that is why the newly developed, elaborately manufactured Brembo brake system with screwdriver-friendly bleeder nipple on the brake cylinder sets new negative records. The braking power may be sufficient the first time you put it on, but sporty delays require the hand strength of an iron bender. It doesn’t help that the rear stop actually does not decelerate and the clutch pneumatically releases the frictional connection during heavy pushing, which prevents stamping, but also disables the engine brake. Without further ado, MOTORRAD tried a couple of carbon Lorraine brake pads, and lo and behold: The elaborately manufactured Brembo system suddenly brakes brutally and can be adjusted extremely sensitively, which also applies to the Ducati stoppers.
Otherwise, the Aprilia maintains a more inconspicuous appearance with hidden highlights. It shines with its excellent workmanship and great suitability for everyday use. Highlights such as eccentric adjustable foot levers, high-quality spring elements or the exemplary functional information center justify their price. The Mille forces its rider into a sporty squat over the long tank, but the difference in height between the handlebars and footrests is the most pleasant in comparison. So despite all the sportiness, it is also suitable for longer tours, especially since light and wind protection are among the best that this class has to offer. Despite the equipment and four-liter larger tank volume, it weighs little more than the Ducati when ready to drive and has a very balanced load on the front and rear wheels – the concept of compact, narrow-angled V-Twin and clever grouping of the attachments around the center of gravity pays off.
The beautiful and still very expensive Ducati offers the sports driver neither in its equipment nor in its workmanship open to criticism. Uncompromising rule reigns – the 916 fits athletes of all shapes and sizes like a tailor-made suit. The narrow knee joint is just as impressive as the precisely placed holding surfaces for gymnastics exercises in an inclined position. Passenger luck? Minor matter. Windbreak? Pah! A really worthwhile investment for Duc drivers is the upper triple clamp from the range of accessories from Marz (phone 07243/59300, 798 Mark), which allows the handlebars to be mounted on the top of the fork tubes. The result: a sitting posture that is far more suitable for everyday use, with almost no disadvantages in sports.
B.With so much Italian splendor, the superficially very colorful Suzuki looks almost colorless. The bottom line is that the TL offers the pragmatic features of most Japanese athletes without any particular eye-catchers, which pays off in the low price. The assembled seating position with a short tank and bearably low handlebars makes life easier for a sport driver. On the editorial scales, the TL occupies the unpopular top position with 231 kilograms, and in the overall ranking it takes second place.

Conclusion Aprilia – 1st place: Aprilia RSV mille

1st place road The Aprilia RSV mille sets the new benchmark for sporty two-cylinder engines. Excellent driving characteristics, great suitability for everyday use, a powerful dash of fascination, and all of this with a three-year guarantee. Class 1. Place racetrack outside. The Aprilia dominates with an impressive margin. The only drawback: the slack brakes. RSV mille – a big hit.

Conclusion Ducati – 3rd place

3rd place street The queen of the two-cylinder exhaustion is getting on in years. Sure, the tamburini creation wins the styling award in passing. But the fun factor in everyday life is extremely modest, the standard tires are poor and the price is too high. It turns its laps stably, precisely and precisely. On the racetrack – with proper tires – the Duc continues to impress.

Conclusion Suzuki – 2nd place: Suzuki TL 1000 R

2nd place street Actually the Suzuki is wearing the wrong garment. A little less war paint, a tall handlebar, and the comfortable, high-torque country road sweeper would be ready. Unfortunately, the lack of driving stability is a problem even in everyday use. It actually has the best prerequisites: a mega-potent engine, crisp brakes, a stiff chassis – and all for free with this immature rear wheel suspension.

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