Driving report Aprilia RSV 1000 R Factory


Driving report Aprilia RSV 1000 R Factory

Driving report Aprilia RSV 1000 R Factory

Potent thousand

Mille was yesterday, today is 1000. But not only letters were replaced by numbers. In terms of technology, too, hardly anything stayed the same.

Veni, vidi, vici ??, “I came, saw, won” ?? If this quote from the most famous of all Italians applies to a motorcycle, then to Aprilia’s first super sports car, RSV mille. Because it was fully competitive straight away. But firstly, time does not stand still, secondly, Caesar was actually a Roman and thirdly, the time is ripe for a new millennium. The now
the basic version is already called RSV 1000 R, while the nickname »Factory« is the nobler, earlier R version ?? come here-
men high-quality Ohlins spring elements, radially screwed brake calipers and light aluminum forged wheels are used ?? indicates.
You can see from the successor that this model change was a decisive step for Aprilia. Gone the
Times of lush cladding, the trend towards tightly cut plastic goods does not stop at the Italian. And some other things may seem familiar to the viewer. A little Honda VTR SP-2 in the front area, a little MV Agusta or Benelli
Tornado at the rear end, a lot of mille in the middle? and yet a coherent overall composition that shows far more clearly than its predecessor where the Factory version in particular finds its destination. On the racetrack.
Seen in this light, the varied mountain-and-valley railway from Mugello is exactly the right place to get in touch. And the ergonomic conditions of the new RSV are exactly the right sedative for the first rendezvous. Perfect knees on the narrow tank, plenty of space even for long legs, ideally cranked handlebar halves at exactly the right height: All of this runs smoothly, as with its predecessor, under confidence-building measures.
Pressing the start button reveals another similarity. Despite extensive model updates (completely new cylinder heads with valve covers made of magnesium and a central spark plug, compression increased from 11.4 to 11.8 to one, new, larger airbox, new ram-air system with central air inlet, 57 mm instead of 51 mm throttle-
cap housing, 16-bit computer, two-in-one-in-two exhaust system) the sound of the 60-degree V2 is at least during the first, short bursts of gas in the state of the-
stayed the same. Rough and mechanically very lively, the V2 starts barking like a charm
Chain dog who wants to be off the leash. 138 hp at 9500 / min and a torque of 107 Newton meters at 7500 / min
Aprilia promises. This would mean that the Rotax four-valve engine would not only be 13 hp and six Newton meters above the previous data, but also way ahead in the field of powerful two-cylinder engines.
On the first few meters, however, there are
he himself as usual. Reluctantly below
of 3000 / min, above it consistently energetic, but not excessively snappy. Sure, revs around 6000 rpm are the lower level on the racetrack, and the smoke is enough for brisk country road cruising as well as for rolling,
even if the engine still accelerates very hard, especially in this speed range. After the first round, curiosity wins
Hahn is properly cocked. As soon as the rev counter in the newly designed and much more pleasing cockpit ?? From the lap times to the battery voltage, practically everything is still possible
read off ?? When it reaches the 6500 mark, the engine really shows its muscles and tears at the chain. The RSV 1000 is now flying in the very best V2 style
tremendously forward to add a few more coals from 9000 rpm.
Simultaneously with a greed for speed unknown from the predecessor, the tone in the airbox changes. The rich hum becomes greedy slurping, until at 10500 rpm the red thunderstorm of the shift light warns to change gears. Who misses that out of sheer joy,
Only reaps the stuttering staccato of the rev limiter at 11,000 rpm. Who in time the next speed step in
requests a gearbox that needs to be shifted precisely, you can enjoy the again without wasting time
full propulsion. No question about it, the engine has grown significantly and, together with a better drag coefficient, should be good for a top speed of 280 km / h and, thanks to the new G-Kats, also for Euro 2.
It’s not quite enough for such a speed on the start-finish straight in Mugello. But over 260 km / h get up
the clock, while the Aprilia is stable over the hilltop in front of the braking point
officials. And then comes what we do
already know in principle: morbid-
ges anchoring before the next sharp right. In principle, because Aprilia’s
brilliant Brembo system from its predecessor again upgraded. In addition to the radially screwed four-piston calipers, mighty 320 mm washers and steel braided lines, a radial hand pump on the right-hand side of the handlebars ensures razor-sharp pressure point conditions on the new RSV 1000. And a very finely adjustable counterpart on the left-hand side so that, in conjunction with the pneumatic anti-hopping clutch, the gears can be downshifted without rear wheel punches.
Such exercises cannot of course be carried out without high-quality tire material, Aprilia has known that for a long time. And familiar ?? earlier at the R, today
at the factory ?? Rightly on Pirelli’s Supercorsa. Together with the richly damping and yet finely appealing Ohlins fork and the corresponding shock absorber in the rear, it paints a very transparent picture of the grip reserves that are currently available, so that the 1000s on the brakes are brought into an inclined position with light pressure at exactly the desired turning point can be.
The handling in general: It has always been good ?? and is still now
better. The Mugello course offers two left-right combinations, two right-left combinations: and each time the RSV 1000 R Factory can be easily thrown from one corner to the other with even greater handiness. Sure, the light OZ wheels (Aprilia promises 25 percent less weight than the lightest cast aluminum wheel on the market), have an easy-to-use 180 format at the rear (190 optional)
their share. But it is the fine-tuning of the centralization of the masses that produces astonishing results compared to its predecessor. New engine position, modified swing arm mount, a slightly different chassis geometry with a 0.2 degree steeper steering head, but three millimeters more wheelbase and caster: This combination brings the RSV 1000 R Factory even closer to the ideal of the modern sports motorcycle.
We gladly accept that she has lost a little of her previous composure without becoming too nervous. Especially since the price ?? Aprilia speaks of around 17,000 euros
for the R Factory and 13500 euros for
the basic version ?? measured by the
iItalian competition is still at bargain level. For everyone who’s got a real appetite: the latest Mille generation should be available at dealers by the end of September.

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Driving report Aprilia RSV 1000 R Factory

Driving report Aprilia RSV 1000 R Factory
Potent thousand

Technical data – Aprilia RSV 1000 R Factory

Engine: water-cooled two-cylinder, four-stroke, 60-degree V-engine, transverse crankshaft, two balance shafts, two overhead camshafts each driven by gears and a chain, four valves per cylinder, bucket tappets, dry sump lubrication, electronic intake manifold injection, Ø 57 mm, engine management, regulated catalytic converter, electric starter, three-phase alternator 500 W, battery 12 V / 10 Ah, bore x stroke 97.0 x 67.5 mm, displacement 998 cm3, compression ratio 11.8: 1, rated output 102 kW (138 hp) at 9500 rpm, max. Torque 107 Nm (10.9 kpm) at 7500 rpm Power transmission: primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. Chassis: Bridge frame made of aluminum profiles, bolted rear frame, upside-down fork, guide tube diameter 43 mm , adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, floating brake discs, Ø 320 mm, four-piston calipers, disc brake at the rear, Ø 220 mm, two-piston aluminum caliper 3.50 forged x 17; 6.00 x 17 tires 120/70 ZR 17; 180/55 ZR 17 Chassis data: wheelbase 1418 mm, steering head angle 65.2 degrees, caster 102 mm, spring travel f / h 120/133 mm. Dimensions and weights: L / W / H 2035/730/1145 mm, seat height 810 mm, dry weight 185 kg, tank capacity / reserve 18/4 liters. Two-year guarantee with unlimited mileage.Colours gray metallic, black, red.Price approx. 17,000 euros

Interview with Mariano Fioravanzo

Aprilia now calls the basic model »R ??, the earlier R version is now called» Factory ??. Doesn’t that create confusion? Hopefully not. The basic version is already a perfect runner and has earned the R. What is the standard behind the new RSV 1000? During the first brainstorming session in autumn 2000, we defined the goals: more power and a smaller, more compact motorcycle. We also succeeded. The exhaust system now has two rear silencers. Contrary to the trend, however, not under the bench. Why not? A silencer under the bench is heavier, it heats up the seat uncomfortably. This is particularly inconvenient for the passenger. But isn’t a motorcycle like the RSV 1000 R almost always a single-seater anyway? No not at all! We have noticed that many customers drive such a super sports car in pairs. All models are therefore delivered with both a double seat bench and a mono hump. What was the biggest problem with the development? To create more performance while complying with the new pollutant and noise standards. The RSV 1000 R has new combustion chambers, a new injection system, better engine management and, last but not least, a regulated catalytic converter. What do you expect from the new RSV 1000 R? That she keeps the high level of the old RSV. We have sold 27,000 of these in five years; this is very remarkable for a newcomer. What quantities do you expect? We are still delivering 1,300 motorcycles this year. In 2004 we want to build 5000 to 6000 pieces.

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