Race track comparison Aprilia RSV Mille RR against March Ducati 996 R

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Race track comparison Aprilia RSV Mille RR against March Ducati 996 R
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Race track comparison Aprilia RSV Mille RR against March Ducati 996 R

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No or only the smallest compromises, only pursuing the one goal of being fast on the world’s racetracks. Aprilia RSV Mille «RR ?? and March Ducati 996 R – as if they weren’t fast enough in normal conditions.

At the beginning of a development it is always easy to make great strides. However, the further the perfection progresses, the smaller the benefit per effort made. Does it make sense to add extra points to an Aprilia RSV Mille R or a Ducati 996 R, the crowns of the V-Twin creation that have been driven to the top? Let’s see, because after all, Ducati guru Ronald Marz has his “Testa Stretta ?? refined, and finally Aprilia offers such wonderful accessories for sale. Which sports driver didn’t want to know whether there was still a little bit of performance to be found? A question that can only be answered in the tough track test on the Imola and Hockenheim Grand Prix courses.
In order to be able to test the limits on the racetrack, the Graces roll in the test on street-legal, almost identical Metzeler Rennsport and Pirelli Supercorsa, whose performance comes close to thoroughbred racing tires. The test subjects trumpet strong beats from their racing mufflers, the mille a little duller, the 996 R a little harder – the power does not lie exclusively in calm.
Often, however, in wellbeing. This year, the Mille offers even more freedom of movement, improved knee grip and grip on the tank, as well as excellent wind protection for a super athlete. The March Ducati, on the other hand, relies on super sports as usual, but has a triple tree that allows the handlebars to be mounted higher up. An orthopedic blessing that comforts the lack of wind protection and the cramped space for long legs.
The two beauties are already packed with many things that make them quick and attractive: Be it particularly high-quality Ohlins spring elements, be it the fantastic Brembo brake systems with four pads per brake caliper. Carbon fiber every now and then is a matter of honor, as is excellent workmanship, the shine of which does not fade even in the dark? both can be easily undressed, the 996 R wears the even more chic underwear.
In the package with the limited edition Ducati, each of the 350 lucky buyers receives a lightweight Termignoni rear silencer and a «fast ?? Control unit for the powerful riot map. The well-known Eprom tuning is no longer available on the Testa Stretta.
Aprilia customers have to buy such features, such as the titanium-coated racing silencer or the corresponding EPROM. However, he still has a few bills in his wallet until he has spent the same amount as his Duc colleague. He can invest it in the brand new, forged wheels made of magnesium alloy or in the beautiful, precisely working levers for the reversed gearshift scheme. All of this costs around 6500 marks, but saves 16 pounds, so that the mille «RR ?? the editorial scales weighed just 202 kilograms, of which almost 104 are on the front wheel.
The March Ducati goes even further: cast magnesium rims, said triple clamp, an anti-hopping clutch and a radial brake pump with a larger brake piston, rounded off by a rear wheel cover made of CFRP and a significantly shorter secondary transmission. In no time at all, the parts drive the price to over 60,000 marks – for just 195 very well-balanced kilograms. No Ducati at MOTORRAD has ever been that light and certainly not that strong.
145 horses at 10300 rpm. Incomparable how the Monster Duc is selling its many horses. If necessary, they accelerate a bit of Ducati like a tennis racket accelerates the ball. And this flood of performance is controllable! As sophisticated, as unfiltered as the engine responds to any load commands from the pilot, it can confidently call itself the reference in matters of mixture preparation via engine management. Load change? Hard but devoid of any problem. Out of the curve? Almost provocatively simple, as if the throttle were a fine-sensory regulator for maximum grip, with which small slides can be easily controlled. Accordingly, this mountain of torque, in which you can stroll so easily, seduces even normally gifted drivers to paint fat, black lines on the asphalt. MOTORRAD guest tester Jurgen Fuchs does that anyway.
In view of the Testa Stretta monster, the mille pales a bit. This Rotax twin releases 125 hp, not a small amount in absolute terms, but what’s the noise then? After all, normal Test Mille were stronger. Particularly annoying about the test copy: the high braking torque that the motor develops in overrun mode and that is particularly annoying at high speeds. Especially since the twin, especially in racing, accelerates hard when reversing thrust and pull. Two points that screw up the tour of the spoiled Mille in Imola. For example, said braking torque robs a lot of momentum in the fast alternating curves there, which the reluctant steering Duc casually takes with it when changing lean angles.
This shows the value of an anti-hopping clutch, because the March 996, although also driven by a high-compression 1000 V-twin, behaves completely inconspicuously in push mode. And only when braking! Where the Aprilia is already wagging wildly, the March pilot can wait a fraction, then on the one hand to play out the responsiveness of his anchor system, which has been refined by the radial brake pump, and on the other hand to chop down the gears at lightning speed. And to be almost spared from a stamping, breaking rear wheel. Even if the gear changes in the gnarled Ducati gear train are more difficult and require more attention and precision on the clutch lever than those in the smooth and precise Aprilia, the 996 R driver gains time here.
Incidentally, also due to the fact that the Ducati is significantly more agile than a »normal« sister that is driven in comparison and also makes up ground on the exemplary Mille in terms of light-footedness. The lightweight wheels on the Duc work real handling miracles even at low speeds, while the already super-handy Mille benefits only marginally from the even lighter rims. Where a lot has already been achieved, expensive steps also show short lengths.
In Imola, however, the 20 additional horsepower of the Duc, which is also briefly translated, should make the largest contribution to the lead. Due to the light wheels and the high handlebars, it runs really nervous compared to the series, with mild handlebar flapping and sometimes swinging around the course. But she just storms relentlessly along the long straights and up the eternal mountains. Especially since the Aprilia reacts more unstably to the hard compressions than the Ducati.
On the other hand, convincing driving comfort on undulating Hockenheim asphalt with fabulous set-up knows how the super-taut 996 can never provide. And that‘s why we’re gaining ground on the Ducati there. Hardly any motorcycle cuts through the intricate lines of the Motodrom as lightly and precisely as the Aprilia. Even less than the Ducati, the Mille is reluctant to lean on the brakes and is less annoying with load changes, while the Ducati suddenly appears stubborn and gruff – at least in view of the pre-celebrated Mille ease. How the sensitivity of our thoroughbreds becomes evident again and again: so specialized that the character of the track can decide between victory and defeat.
W.The sensitivity of the Mille to incorrect suspension balance also matches. Or the character of their braking system, which for many is already too snappy, to others as a heavenly one-finger brake. Or the rear wheel brake of the Ducati, which brakes just above the placebo existence. It stays as it is: The Aprilia is much more suitable for everyday use even when it has been pepped up, while the Ducati is a reduced precision tool that doesn’t care about everyday life. Does anyone need the performance or the brutality uncompromising orientation of these motorcycles? Absolutely – even if it’s just to dream.

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Race track comparison Aprilia RSV Mille RR against March Ducati 996 R

Race track comparison Aprilia RSV Mille RR against March Ducati 996 R
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Conclusion

Which of the two top-of-the-range cars emerges victorious from this comparison? A question that couldn’t be more difficult to answer. In terms of performance, the Ducati is clearly ahead of the game. Ronald Marz’s private toy benefits on the one hand from this amazing punch and its sensational controllability, on the other hand from this chassis package and the not to be underestimated finishing touches such as an anti-hopping clutch for very late, punch-free downshifts, magnesium Cast rims for unprecedented handiness and a radial brake pump for the finest brake metering. However, the interested party has to let the whole thing cost over 60,000 marks. In contrast, the Aprilia, which is at least 40 kilometers expensive in the test trim, appears like a special offer. Especially since it also drives damn fast and with a shorter gear ratio would probably not look quite as slim in comparison. And the same thing applies to both: The gap to the real superbike is no longer very large.

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