Top test Aprilia RSV 1000 R Factory

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Top test Aprilia RSV 1000 R Factory

1000 instead of thousand

Stronger, lighter, faster. The Aprilia RSV mille R, now gray in honor, fell victim to this endeavor. It is the past. The future is called RSV 1000 R Factory. The top test clarifies whether it is a sad or a happy farewell.

enthusiasm. Regardless of the stage on which the new Aprilia RSV 1000 R Factory is presented, its design fascinates everyone. From wearing a suit in their mid-fifties, in front of whose office building we took a few stills, to the 18-year-old RS-125 driver who spotted her in front of the french fries stall. Whether from the front, from the side or from behind, it always cuts a fine figure. Overall, a little more delicate and with fewer beads and edges, the Factory makes the 2003 Mille look pretty old. The very voluminous and often criticized rear silencer is a thing of the past. The icing on the cake is the artfully curved stern, which is in no way inferior to that of Captain Kirk’s spaceship Enterprise.
Even while we were jealous glances when we left the photo location
the changed seating position is noticeable. The mille feeling has suffered a little. While you sat high up on the old one like on no other sports motorcycle and your legs snuggled close to your narrow waist, the seating position on the factory comes from that
very close to Japanese athletes. The seat height has shrunk from 830 to 810 millimeters, the tank is a little wider and the windshield flatter. Overall, the Factory is more comfortable than the Mille R, but the wider tank makes the new one emotionally more powerful than it actually is. For tall drivers, the comfortable days are over, when a slight "duck down" was enough for perfect aerodynamics. If you want to fit behind the cladding dome, you have to fold up small.
The consistently good impression that
the Factory delivered at its presentation is put into perspective in everyday life with lower temperatures and changing weather conditions. The Swabian Alb is not Mugello. This applies primarily to the tire-brake combination. The already very good braking system of the Mille R also received a radial pump. In combination with the steel braided lines and the radially screwed Brembo brake calipers, which each bite into the 320 millimeter brake discs with four individual pads, the result is an extremely effective, but also poisonous combination.
What on the Italian racing track with a clear pressure point, little manual force and in connection with the
sticky Pirelli Supercorsa with brutal effect, seems simply oversized in the wild. Just one finger on the lever is enough to do that
Bring the front wheel to a standstill in a flash on a slightly damp surface.
This is partly due to the supercorsa, which at temperatures of around 15 degrees never reach the required operating temperature of around 50 degrees and especially when it is wet they lack the necessary grip. A sports touring tire and the
The Mille R’s brakes, which are less toxic, would be the more pleasant choice under country road conditions.
Unfamiliar terrain flows through the intake air in the factory, which has been redesigned from front to back. Through the Ram-Air duct, which is now in the middle of the cladding ?? Honda SP-2 sends its regards? the fresh air finds its way through the control head, past the electronic flow control and into the enlarged airbox. The two throttle valves, which have grown to 57 millimeters in diameter (previously 51 millimeters), continue into the completely revised ones
Cylinder heads. Enriched with a splash of premium gasoline, the mixture is compressed to 11.8 (previously 11.4) to one before it is released from the central spark plug
ignited and discharged into the new elegant two-in-one-in-two exhaust system. The sunlight only sees the once fresh air again when it passes through the regulated catalytic converter
has pressed and can come up with acceptable emissions.
The extensive modifications to the engine of the factory bring
In the race track-relevant range above 7000 revs a significantly higher peak performance, but cannot eliminate the old weaknesses of the Mille R at 3000 and 6000 rpm. On the contrary. The poor response behavior at 3000 revs is even more noticeable in the Factory than in its predecessor. The big V2 sometimes responds to low-speed driving with abrupt acceleration by swallowing it and only provides power with a delay and with noticeable load change reactions. He then pulls up over 4000 rpm cleanly, but allows himself another short break at 6000 turns.
On the top test slalom course
the weakness is revealed very clearly. Although the cornering speeds of the Factory are at a high level, the best times that would be possible due to better handling compared to the Mille R are thwarted by the poor response behavior, which is particularly noticeable in the hairpin. Also the rear brake, which you like in slalom
used to eliminate annoying load change reactions is of no real help. An unfavorable leverage requires a lot of pressure to achieve an efficient braking effect. The old woman could do that better.
Apart from the poor response and the performance gap, the heavily revised engine consistently earned top marks. Higher peak performance and fuel consumption reduced by 0.6 liters on country roads make the progress clear. This increases the theoretical range to an impressive 316 kilometers. Once the V2 has left the 7000 mark behind, it burns off a real firework. From an increasingly hoarse
Accompanied by barking, the needle on the rev counter, which is now in a much more elegant instrument unit, clicks towards the limiter.
At exactly 10,000 revolutions, the maximum power of 133 hp is available
the clutch. That is just below the stated 139 HP at the transmission output, but fully within the tolerable range. The test bench showed that the Aprilia RSV 1000 R Factory reacts very sensitively to the air flow. Depending on the position of the two fans that supply fresh air from the front, there were differences in the peak power of up to four hp, so the ram-air system should still mobilize one or the other hp in the upper speed range.
Before the limiter puts an abrupt end to this orgy at 10600 rpm, the switch box should be operated. In contrast to the old gearbox, it shines with its very short shift travel and precise engagement of the individual gears, but must be actuated with some effort. While the often unsuccessful search for idling is annoying, the hydropneumatic anti-hopping clutch inspires. On the racetrack as well as on the country road, you can
step down the aisles without hesitation, without having to fear a rear wheel stamping.
The chassis is beyond any doubt. Like the previous model, the Factory has superb Ohlins suspension elements, an Ohlins steering damper and light OZ magnesium rims with easy-to-use 180 mm rear tires. In addition, the concentration of the masses around the focus was also new at Aprilias
Top athletes move in. A changed engine position as well as swing arm mounts and a slightly modified frame geometry ensure even better handling compared to the 2003 Mille R, as already mentioned. In return, minor losses in cornering stability are accepted, which of course are not a real problem. In the Great sports class, the Aprilia is still one of the most stable
Motorcycles. Kickback is also not an issue. Should the forehead show a slight tendency to fidget, the 20-way adjustable steering damper comes into action immediately to nip any unrest in the bud.
You can get it for just under 17,000 euros
ea great designed athlete who leaves nothing to be desired in terms of equipment. From the mount for a stand on the rear axle to the immobilizer and the lap timer, everything is on board. With its uncompromising brakes and the powerful engine in the upper speed range, the Factory makes a decisive commitment to the race track. Those who choose them, but are not exclusively out on the slopes, will be delighted with the sleek look, the increased top performance and the great handling with a laughing eye. The other eye will weep for the old Mille R, however. A more homogeneous power development, the better-to-dose brake and the softer gearbox will be missed on the country road.

Top test Aprilia RSV 1000 R Factory

1000 instead of thousand

What else caught my eye – Aprilia RSV 1000 R Factory

What else stood out PlusEffective anti-hopping clutchVery good lightElegant cockpit units with all the extras such as clock, shift light, lap timerControlled catalytic converter, very good exhaust gas valuesCouple and brake lever can be adjusted in many ways Idle speed briefly rises to 3000 rpm when the warm engine is started Overflow from the tank drips right in front of the rear wheel Chassis settings Fork: stanchions 3 rings visible, spring base pretensioned 8 turns, rebound stage 13 clicks open, compression stage 8 clicks open Strut: spring base preloaded 2 cm, rebound stage 10 Clicks open, pressure level 14 clicks open (sporty country road operation)

This is how MOTORRAD tests brake metering

MOTORRAD explains the individual criteria of the 1000-point evaluation (part 21).

A short braking distance is undoubtedly a crucial safety criterion. A good delay is therefore rewarded with a maximum of 30 points. However, every brake measurement is a synthetic test that can be precisely calculated by the tester. This means that he can adapt to the respective situation, i.e. motorcycle, tire grip, road surface etc. In practice, however, a braking maneuver often happens suddenly, then braking precisely along the slip limit is much more difficult, and high decelerations of around 10 m / s can hardly be achieved. In such situations, the controllability plays a very decisive role, which is why MOTORRAD evaluates it with the same weighting as the delay. Poor brakes leave the driver in the dark as to whether the front wheel is still sticking or is already starting to lock. Good brakes give crystal-clear feedback, and the pilot achieves decent deceleration values ​​even under difficult conditions. The braking effect should increase proportionally to the actuation forces, with a progressive effect tea dosage in the limit area is difficult. Further deficiencies can be unclearly defined or even moving pressure points, and the different effect between hot and cold brakes is not exactly helpful. The focus of the assessment is naturally on the front brake, which can transmit the vast majority of the deceleration due to the dynamic wheel load shift. Racing brakes are allowed to grab an extremely biting grip, in road traffic such stoppers are sometimes too much of a good thing, just think of terrible situations on a wet road. That’s why there is a deduction for the Factory’s braking system, which is excellent on race tracks, but with 25 points it still gets a good rating.

Conclusion – Aprilia RSV 1000 R Factory

Stronger, lighter, faster. All these attributes, which are so important for the racetrack, are united in the Factory and make it a real racer. Although it can score additional points in terms of theoretical range, payload and equipment, it lacks balanced performance characteristics for the perfect country road sweeper.

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