Top test Aprilia RSV mille

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Top test Aprilia RSV mille

Aprilia weather

Bright blue sky, sunshine, cozy warmth on the skin, in and under the tires ?? Year immeasurably precious gift at the beginning of February. And just the right weather for the Aprilia RSV mille.

She couldn’t have staged the seduction to drive better. As the rays of the morning sun danced around the corner of the house, their silver paintwork gleamed as if it were covered with gold dust. The dew on the bench vanished as quickly as the tester’s mustiness in the morning; for his cup of coffee and the jump into the station wagon he hardly needed any longer than the Aprilia from 0 to 200. Ignition key nested in the lock, press a button. Now the fire starts.
At 820 millimeters high, it sits comfortably sporty behind the unusually narrow 18-liter tank and is assembled on the fast Aprilia. You get used to the unusually placed horn and indicator switches after no more than eight senseless horn actions. The heart, the robust, modern and somewhat expansive 60-degree V2 with dry sump lubrication, injection and double ignition, has remained almost the same since 1998. Only an unregulated catalytic converter with a corresponding adjustment of the injection now ensures clean exhaust gas, with remarkable results.
Despite two balance shafts? one in the head of the rear cylinder ?? the 998 always runs with more or less powerful pounding. Which has nothing to do with annoying, high-frequency vibrations, but rather with cordiality. Those who switch from a four-cylinder to the Mille should be prepared for this; Anyone who knows the 90-degree V2 from Ducati or Honda will notice the rustic smooth running of the Aprilia engine, but will hardly be bothered by it. Especially since it can be wound up with a little feeling from 3000 rpm without whipping the chain as before. The drive only produces pithy noises when the load changes below 3000 rpm, as if the jolt damper in the drive train had hit the metal stop.
The cultivated bass that the Mille develops in the lower and middle speed range is also robust. And first of all the draft: extremely fast ?? in just 4.8 seconds ?? pushes the RSV from 60 to 100 km / h. Suspicious, a case for the MOTORRAD test workshop. Lo and behold: a cable was cut on the control unit, which affects the map. Aprilia has also changed the secondary gear ratio so that acceleration and torque are even better. The standard 17-tooth sprocket was swapped for one with 16 teeth. It’s a shame, because MOTORRAD does not evaluate the performance and consumption in this way.
A 17 tooth sprocket was not available in a hurry. But even with the 16 series, a weakness in driving is revealed, between 4600 and 6300 rpm, the torque drops by up to twelve Newton meters, which is noticeable when driving on country roads. Especially when on a warm, sunny late winter morning you don’t want to gasp accurately at the rev counter, but want to hum at low speed first. In the comparison test in MOTORRAD 6/2002, the exact values ​​will be submitted in any case.
With that we let that cloud pass and get back to more enjoyable things. With the decent workmanship of the Mille, for example, with its extensive equipment or the very good wind protection compared to other sports motorcycles, which even gives highway stages a pleasant side. Above all, it should be made clear that the standard engine also cracks violently from 6500 rpm. After all, 120 hp on the clutch are no sticking to the paper. And since the V2 is already turning 9200 rpm. A red light starts to flicker quickly and precisely when the switching speed is reached. Incidentally, this signal can be freely programmed in the lavishly instrumented cockpit and useful information such as the average speed driven can be read out.
The next gear sits in the precisely locking gearbox in a flash. Then, before the curve, a gentle sweater on the brake get up; the Brembo pliers decelerate with vehemence, but with a strongly progressive bite. For everyday driving, possibly even on damp roads, the surfaces could work a little more gently. Even when shifting down from high engine speeds several times, the driver does not have to worry about engaging the clutch. It takes place without stamping the rear wheel, thanks to the pneumatically controlled anti-hopping clutch. This reduces the impact of the engine braking torque when the throttle valves are closed.
The view leads into the curve, the Aprilia plunges into an inclined position. In a crisp sloping position, if need be. The RSV doesn’t touch down that quickly. Amazing: For a super sports car, the basic tuning of the spring elements is on the comfortable side. As soon as possible, the driver lets the engine restart; this is done with a short movement on the twist grip and a small jerk in the drive train. When the motorcycle braces itself into the mesh between the tires and the road, and the engine presses more and more out of the curve, then you can shout under your helmet.
Because words are always behind one another, it is difficult to describe how all these processes slide into one another when driving the Mille. How this creates a rhythm that does not allow a hectic rush to arise even when fully engaged. This is what sets the Aprilia apart, and this also includes the fact that its chassis strives for efficiency rather than spectacular individual actions by relying on stability rather than the last bit of maneuverability with relatively long wheelbase and caster values ​​and a moderate steering head angle of 65 degrees. However, this does not prevent the Mille from twitching the handlebars when accelerating on undulating slopes. The steering damper that the old RSV Mille still wore in 2000 is missing on the current model.
I.n very tight serpentines, the stability turns into wobbly, then it needs to be steered with a steady hand. And with sustained, hard braking, the rear of it pushes out of lane. Both peculiarities can be mitigated somewhat with plenty of negative spring travel at the rear and a lot of compression damping at the front. The Dunlop duo D 207 RR fitted ex works on the 2002 model ensures easy handling, good stability when accelerating heavily in an inclined position and, last but not least, excellent grip. The prerequisite for this, however, is that the Dunlops are warmed up well. No problem in real Aprilia weather.

Top test Aprilia RSV mille

Aprilia weather

What else caught my eye – Aprilia RSV mille

Plus cladding flanks with quick-release fasteners, coolant and oil easy to control, eccentric adjustment on the soccer levers, rotated luggage hooks and stand mountings, neatly welded frame and swing arm profiles, freedom of inclination until you drop? Also on the exhaust side Minus The rear-view mirrors only show your own elbowsDrive noises when the load changes below 3000 rpm The left panel has to be removed to refill oil No more steering damperChassis settingsFork: three to four rings of the spring based adjustment visible, compression level 0.5 of 2.25 revolutions open, rebound level 1.25 of 2.5 shock absorber: nine to ten threads visible on the spring base adjustment, compression level 5 of 24 clicks open, rebound level 18 of 24

Technical data – Aprilia RSV mille

APRILIA RSV mille data 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, uncontrolled catalytic converter, double ignition, electric starter, Three-phase alternator 400 W, battery, intake manifold injection, Ø 51 mm, engine management, 12 V / 10 Ah. Bore x stroke 97 x 67.5 mm, displacement 998 cm³, compression ratio 11.4: 1, rated output 92 kW (125 PS) at 9500 rpm, max. Torque 96 Nm (9.8 kpm) at 7000 rpm Pollutant values ​​(homologation) CO 1.43 g / km, HC 0.24 g / km, NOx 0.05 g / km Power transmission: primary drive via gear wheels, hydraulically operated multi-plate oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 42:17. Chassis: Bridge frame made of aluminum profiles, screwed 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, four-piston calipers, floating brake discs, Ø 320 mm, rear disc brake, Ø 220 mm, two-piston caliper. Cast aluminum wheels 3.50 x 17; 6.00 x 17 tires 120/70 ZR 17; 190/50 ZR 17 tires tested Dunlop D 207 RR chassis data: wheelbase 1415 mm, steering head angle 65 degrees, caster 99 mm, spring travel f / h 120/135 mm. Service data Service intervals every 7500 km, oil change every 7500 km with filter every 7500 km / 3.5 l engine oil 5 W 60 fork oil SAE 10 W spark plugs NGK DCPR 8 E chain 5/8 x 5/16, 108 rollers idle speed 1200 ± 100 / min valve clearance inlet / outlet 0.15-0.20 / 0.20-0.25 mm tire pressure Solo (with pillion passenger) front / rear 2.3 / 2.5 (2.3 / 2.8) bar Warrantyy two years with unlimited mileage Colors blue / red / silver , black / silverPrice including VAT and ancillary costs 12,599 euros

MOTORCYCLE measurements – Aprilia RSV mille

MOTORCYCLE measurements Driving performance1 Maximum speed Solo 266 km / h * Acceleration Solo 0-100 km / h 3.1 sec * 0-140 km / h 4.9 sec * 0-200 km / h 9.4 sec * Pulling Solo 60-100 km / h 4.8 sec * 60-140 km / h 4.7 sec * 60-200 km / h 6.2 sec * speedometer deviation display / effective 50/50, 100/100, 267/268 km / h fuel type super consumption in the test at 100 km / h 6.25 l / 100 km * at 130 km / h 5.6 l / 100 km * country road 6.8 l / 100 km * Theor. Range 288 km * Dimensions and weightsL / W / H 2110/800/1140 mmSeat height 880 mmTurning circle 6540mmWeight fully fueled 216 kgTotal weight * 401 kgPurchase 185 kgWheel load distribution f / h 49/51% Tank capacity / reserve * 18/4 liters1 Measurement conditions: Temperature 1 degree, weak cross wind; Jagsttal measurement site; 2 performance on the coupling. ECE measurement: Dynojet roller test bench 150. Maximum possible deviation ± 5%. * Manufacturer information * Values ​​with illegal overall gear ratio, but determined by ApriliaMOTORWHEEL measured valuesBrakes and driving dynamicsBrake measurementBraking distance from 100 km / h 39.3 metersMean deceleration 9.8 m / s² Comments: The Brake bites spontaneously and extremely strong? a trademark of the new brembos. The rear lifts off quickly despite the relatively high load, with the Aprilia being pushed out of lane due to its high center of gravity at the rear. Handling course I (fast slalom) Best lap time 20.8 sec Vmax at the measuring point 102.1 km / h Comments: Something when turning quickly too strong movements of the hindquarters. A lot of compression damping on the shock absorber is required. Handling course II (slow slalom) Best lap time 28.8 sec Vmax at the measuring point 53.2 km / h Comments: Very stable, but wobbly motorcycle due to the high center of gravity in the slow turning point. Circular path (diameter 46 m) Best lap time 10.7 sec Vmax at the measuring point 54.7 km / h Comments: Excellent freedom from lean angles, also on the exhaust side. At the maximum lean angle, the Mille slides easily over the front wheel.

Conclusion – Aprilia RSV mille

Because of the manipulated final ratio, the RSV mille does not receive any points in the performance criteria or in the gear ratio, and consumption tends to be too high. When it comes to chassis, brakes and wind protection, and even when it comes to emissions, the Mille shows enormous potential. So can we get a 17 tooth sprocket for the post test? Thousand grazie.

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