Top test Aprilia RSV mille R

Top test Aprilia RSV mille R
Gargolov

Top test Aprilia RSV mille R

As well … as

It’s a cross with these super athletes: not everything that’s right on the racetrack is cheap in civil life. Aprilia‘s image carrier RSV mille manages the balancing act anyway? with fabulous posture.

The factors that make a fast motorcycle even faster are as diverse as they are difficult to identify.

“More performance” is still the standard answer when racing drivers are asked about suggestions for improving their equipment. Because the competitors with more power can be nibbled on the straights without much fuss.

If it is not about positions but about absolute times, the topic becomes more complex. Weight, handling, brakes, quality of the suspension elements ?? more power only makes sense if the chassis ensemble is right. Things get even more complicated when the racer is supposed to work in everyday life. Here, a balanced development of performance is clearly above the possible peak performance, a comfortable sitting position is more important than a kilo or two in weight savings.

Seen in this way, sets A.prilia in exactly the right place with the Mille R. Dispensing with elaborate tuning measures for the engine, the basic mille on the chassis side gives exactly that shot of exclusivity that makes really fast drivers on the racetrack even faster and everyone else on the home track at least more confident. The fact that there is also a completely unpretentious pride of ownership that never runs the risk of degenerating into ostentation in front of the ice cream parlor is only mentioned in passing. The fact, however, that the new R with this fine package of noble technology is offered at a whopping 1000 euros cheaper than the old one and thus undercuts the base 999 from Bologna by exactly this amount, cannot be emphasized often enough.

What is it that distinguishes the “R” from the civilian sister? Since the latest facelift, racing ennobled, radially screwed brake callipers have adorned the axle mounts of the Öhlins fork, and the filigree OZ forged wheels are covered in a similarly soft gold tone as the finely polished sliding tubes. The adjustable steering damper, also from Öhlins from Sweden, deep down in the fairing bow, is only discovered on closer inspection, while the fenders and rear wheel cover made of carbon fiber as well as parts of the fairing made of the same material directly signal that weight is of course also an issue and the Mille R six kilos lighter than the base is.

The question of whether this luxury is advantageous for a Sunday ride on the country road no longer arises after the first trip. Because although the normal Mille already has dynamic talents, which are usually more than sufficient for the talent of normal motorcyclists, the R goes one better. Take the steering damper, for example: 20-fold adjustable, depending on the route and the temperament of the driver, there is always the right setting that does not dilute the precise steering behavior at slow speeds and yet offers effective protection against unpleasant jerks when the accelerator is brave. The situation is very similar with the shock absorber and the fork, which has been retuned compared to the previous model. Plenty of reserves combined with a fine response and a wide range of possible variations delight in everyday life as well as on the racetrack, providing additional comfort and increased safety. In combination with the light rims, they are also reflected in the handling and consequently on the times on the top test course, where the driving dynamics are pushed to the limit.

Here the »R« surpasses the values ​​of its civilian sister again, sweeps through the fast slalom with a breathtaking 111 km / h and thus establishes itself in the absolute top class of sports motorcycles. The same applies to the slow slalom, although the changed gear ratio (the first three gears were longer, the fifth and sixth shorter) do not really suit the requirements in the pylon forest. Too high the speed in second gear because the throttle response of the Mille is still quite rough, too low in third: What makes sense on the racetrack is definitely not an advantage in civil life and is still thwarted in the test laboratory better days.

The same applies to the choice of tires, at least under autumn conditions. In the circular orbit, the R has to admit defeat to the normal Mille at five degrees outside and asphalt temperature. The road legal Supercorsa (recently with 180 instead of 190 format at the rear) is a disguised racing tire with all the strengths that are typical of these tires – but also one weakness. It requires a relatively high operating temperature and does not reach its optimum properties until it is around 50 degrees. After a few hard laps on the racetrack with their extreme loads on the tires, they are quickly reached, but cannot be achieved on the country road and in the top test course at low temperatures. MOTORRAD was able to prevent this negative effect in the slalom through rigid preheating using tire warmers. In the circular path, where the driver has to slowly approach the maximum lean angle and the tires do little flexing work, they cool down so quickly that optimal grip is not guaranteed.

That’s why ?? and because the Supercorsa shows a little confidence-inspiring self-steering behavior on the front wheel when it is not at operating temperature? For the test drives on public roads, a Metzeler Sportec-M1 was mounted at the rear because of the six inch wide rim in size 190/50. It is much more open to the cold outside temperatures, has an appropriate profile in the rain and offers even experienced sports riders enough grip at all times. In short, it is the much better choice for anyone who doesn’t work on tenths of a second on the racetrack.

Converted in this way, the Aprilia also meets the high demands in daily life beyond midsummer temperatures. And finally can adequately demonstrate what everyone is talking about this fall: the radially screwed brake calipers. At the »R« are ?? just like the previous model? Brembo calipers mounted with four individual pads. Just looking at them is a pleasure, and they are equipped with all the capabilities a good braking system must have. Little hand strength, crystal-clear pressure point, brilliant effect: every time there is a great feeling to look for the optimal deceleration with very slight modulations on the four-way adjustable lever. This pleasure of deceleration only finds its limits when the rear of the sportswoman rises and forces the brake pressure to decrease. In the top test brake measurement, the R cannot make up any ground compared to the civilian Mille and moves at 9.7 m / s2 at the usual athlete level, while the perfect controllability in everyday life makes even melancholic people grin before every bend drives in the face.

Theoretically, the shorter gear ratio of gear steps five and six should also provide pleasure. The draft values, however, do not clearly document this. Although the new model is slightly faster in the test from 60 to 100 km / h compared to the previous model, it loses from 100 to 140 km / h and then delivers a head-to-head race up to 180 km / h. Above that, however, the lead is clear. Not necessarily because of the shorter gear ratio, but because this Mille compared to earlier test copies from around 6500 rpm ?? and thus in the last gear from 170 km / h upwards ?? puts a clear performance advantage on the role.

Fortunately, the shorter gear ratio does not have a dramatic effect on the already high consumption. 0.3 liters more on country roads and 0.1 liters more per 100 kilometers on the motorway stages are still within the range of the measurement tolerance. A range of 285 kilometers is always possible. A value that is not insignificant in view of the long-distance qualities of a Mille R and with which it once again succeeds in the feat of combining exorbitant sportiness with a good shot of everyday suitability. The good wind protection behind the arched dome, the comfortable seat cushion and the ample space between the 820 millimeter high seat and the footrests may serve as further evidence.

It fits into this picture that Aprilia is now also offering its sporty flagship for two-person operation (hump cover is included in delivery). Because ?? Hand on heart: A sunset that you experience together is often the only link that makes both the possession of a super athlete and a harmonious two-way relationship possible.

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Top test Aprilia RSV mille R

Top test Aprilia RSV mille R
As well … as

What else caught my eye – Aprilia RSV mille R model 2003

PlusEffective anti-hopping clutchComprehensive cockpit with time clock, service display, shift light, lap timer Small storage compartment under the pillion seatVery good light Thanks to the U-Kat and SLS, very good exhaust gas valuesGood workmanship of the side panels with quick-release fastenersMinusDisconcerting arrangement of turn signals and horn switches underneath the 3,000-pounding, rain, whip-whips Fork: Tubes 31/2 rings inserted, spring base pretensioned six turns, rebound stage eight of 30 clicks, compression stage 15 of 30 clicks Suspension strut: spring base six threads visible, rebound stage 17 of 56 clicks, compression stage 12 of 25 clicks

This is how MOTORRAD tests – delay

MOTORRAD explains the individual criteria of the 1000-point evaluation (part 7)

The fact that modern brakes work quite effectively is consistently shown by good grades in the deceleration / actuation force criterion: the majority of the machines land somewhere between 22 and 26 points. Most modern motorcycles can be brought to a standstill by an experienced tester from 100 km / h within 40 meters, which corresponds to an average deceleration of 9.6 m / s2. The best even only need 36.5 meters, i.e. 10.6 m / s2, the lower end marks the Buell Firebolt with 43.3 meters (8.9 m / s2). In the top test, weak points can be identified very well on the measurement record. With good brakes, the driver can quickly feel his way to the limit and hold the high value almost constant until he comes to a standstill. Large fluctuations in deceleration indicate that the pilot is struggling with a lifting rear wheel or locking wheels. The brake is not only assessed on the measuring course, but also on the MOTORRAD test lap. Because under less optimal conditions, for example on undulating terrain with changing coefficients of friction, the effectiveness of a brake can be reduced to a greater or lesser extent depending on the chassis, suspension elements and tires. It is true that such effective deceleration values ​​as on the level, non-slip test site can only rarely be achieved, but the qualities of a good braking system are all the more important. Low actuation forces are generally to be welcomed and rewarded accordingly, as long as the controllability is not impaired. But that’s another chapter.

Conclusion – Aprilia RSV mille R model 2003

It is without question a feat to combine so much sporting potential with such high everyday practicality as Aprilia succeeds in with the Mille R. It sometimes seems just as difficult to reconcile Italian extravagance with solid craftsmanship. But Aprilia did that too. And so convincingly combines the best of both worlds.

MOTORCYCLE readings – Aprilia RSV mille R model 2003

MOTORCYCLE measured values²Braking and driving dynamicsBrake measurementBraking distance from 100 km / h 39.7 metersMean deceleration 9.7 m / s² Comments: With the new radially screwed Brembo brake system with eight individual pads, the deceleration values ​​cannot be topped compared to the old one. The new system also impresses with its easy metering and direct pressure point. As with all athletes, the main thing is to tame the constantly lifting tail. Handling course I (faster Salom) Best lap time 20.4 secVmax at the measuring point 111.0 km / h Comments: Speeds over 110 km / h are very rare and only can can be achieved by a stiff chassis in conjunction with low steering forces. The Mille R clearly fulfills both points. The rough throttle response after the turning point, however, is annoying. Handling-Parcour II (slow slalom) Best lap time 27.6 secVmax at the measuring point 54.0 km / h Comments: The Pirelli Supercorsa is recognized as a good tire for sporty driving on the racetrack, but only for now when it has reached its operating temperature. It just doesn’t work under that. Reproducible times could only be achieved after the tires had been preheated using tire warmers. Circular path 0 46 meters, best lap time 10.9 secVmax at measuring point 54.0 km / h Comments: Due to the tires cooling down quickly, optimal results could not be achieved. Nevertheless, very good lean angle with high cornering stability, but significant erection moment.

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