Very few road bikes can boast
as many official awards from specialist magazines as the Aprilia RSV 1000.
This year too the RSV 1000 R leads the field for performance, ridability and
effectiveness on the track. Thanks to first-rate technology and the best
quality/price ratio on the market this pedigree supersport has won the
hearts of riders and experts all over the world.
With its advanced technology and extraordinary performance, the superb RSV
1000 R is the benchmark for all other road-going sports motorcycles. But
what counts most is that despite its fantastic performance, the RSV 1000 R
has not betrayed the total ridability that has always characterized it and
has been one of the main reasons for its success. Almost maniacal attention
to ergonomics plus great handling make riders feel instantly at home on the
bike, enabling them to explore their performance limits quickly and with
minimal effort. Easier control means less physical and mental fatigue,
faster and safer riding, and longer lasting concentration. These are
determining factors for success on the track and just as important on the
road.
Here are the design features that set Aprilia's benchmark RSV 1000 R apart
from the competition:
- Refined sports styling
- New V 60 Magnesium engine
- Air Runner ram air scoop
- Close ratio gearbox
- Electronic injection system with 57 mm throttle bodies
- 16-bit electronic engine management unit
- Twin silencer exhaust with three way catalytic converter and Lambda probe
oxygen sensor
- Aluminium alloy perimeter frame
- Double member aluminium swingarm
- Lighter, less loaded steering yoke
Loving care has been lavished on even the tiniest detail of this exclusive,
refined and aggressively styled motorcycle. The RSV 1000 R is the perfect
balance between quality, technology, high-tech components and finish.
Everything has been designed, tested and perfected to enhance the already
acclaimed performance and handling of this exceptional bike. The new V60
Magnesium engine is motorcycling's undisputed reference point, delivering
138.72 hp (102 kW) at the crank for a maximum speed of over 170 mph (280
km/h). These figures place the RSV 1000 R well ahead of other production
supersport twins. The chassis, designed using Aprilia's prodigious know-how,
ensures perfect dynamics in every situation plus unbeatable performance on
the track. All this, of course, goes hand in hand with top-quality
components, selected to make the RSV 1000 R the number one supersport for
motorcycling enthusiasts.
Design
Performance and beauty go hand in hand on the revolutionary RSV 1000 R.
Lower and more compact than ever, the bike's aggressive look tells it as it
is. This is no stylistic exercise. On the RSV 1000 R design is at the
service of technology and performance. Everything about the bike is not just
pretty, but pretty effective too! The entire bike has been designed to
ensure that the V60 Magnesium engine can breath correctly. The ram air scoop
has been placed right in the middle of the cockpit fairing where dynamic
pressure is greatest and represents a perfect example of how stylish design
can serve the purposes of performance. Likewise, the headlight cluster
comprises four separate lights that work in pairs, eliminating the lopsided
'Cyclops' look of so many modern sports bikes and providing excellent
lighting at the same time.
The RSV 1000 R is incredibly compact, but still boasts the top level
ergonomics that have always characterised the RSV range. Its slender tail is
extremely compact and one of the most striking design features of the bike.
It also quickly converts from a solo to a dual seat (optional). Despite its
compact size, the red LED, white-lens tail light is extremely bright so the
RSV 1000 R is immediately recognisable even from behind. The quest for
perfect aerodynamics has led to the elimination of conventional direction
indicators. The front indicators are now incorporated in the rear view
mirrors while the rear indicators are built into the tail. For 2005, the
direction indicator lenses are white in colour (except USA models).
The new-design indicators leave nothing to stick out and spoil the RSV 1000
R's clinically clean lines. The bike therefore cuts through the air like
nothing else. Extensive wind tunnel testing has shown that the RSV 1000 R
has a CX of only 0.3. Ride it to believe it!
V60 Magnesium Engine
The
1000 cc 'V 60 Magnesium' engine marks a turning point in the history of
Aprilia twin-cylinder engines. It is based on the acclaimed V990, but has
been so completely revised that even its name has changed. Its design
features have already established it as the benchmark for production twins.
It performs exceptionally, responds in every situation and has proverbial
Aprilia reliability. The cylinder heads have been designed using Aprilia's
race know-how to improve fluid dynamics and combustion efficiency. Optimised
ignition and injection mapping has also led to increased torque in the 4,000
to 6,000 rpm rev range. The valve gear has been designed and tuned for the
maximum performance.
The V60 Magnesium breathes through the exclusive 'Air Runner' ram air scoop.
As mentioned above, this is located right in the middle of the cockpit
fairing, exactly on the motorcycle's centreline where dynamic pressure is
the highest. From the scoop, an air duct passes through the steering head to
take ram air to the generous 10.3 litre airbox. A choke inside the duct,
controlled by the engine ECU, regulates flow to provide the engine with air
at exactly the right volume and pressure for all engine speeds. The engine
therefore packs incredible punch right through its extended speed range,
enabling the rev limiter to be set at 11,000 rpm.
The mighty roar of the V60 Magnesium is muffled by two differential volume
Helmotz resonators to reduce intake noise at the most critical engine
speeds. The airbox also houses an idling motor. This operates an
electronically controlled valve that deviates air downstream of the
butterfly valve to make it easier to start the engine from cold and to
stabilise engine idling.
The Air Runner also performs a structural function. It incorporates two
lightweight aluminium arms to hold the cockpit fairing and headlight so that
there is no need for ugly brackets. A new panel type air filter reduces
pressure drop and improves engine efficiency. The engine's fuel injection
system features 57 mm throttle bodies and one injector per cylinder. Thank
to the Air Runner ram air scoop pressure in the airbox increases as the bike
accelerates, leading to a 3% gain in power at maximum speed.
An engine management unit made in conjunction with Siemens VDO controls all
engine parameters. The ECU receives real time signals from 15 parameter
sensors and processes these to control the actuators in real time too.
(Parameters include air and coolant temperature; atmospheric, airbox and oil
pressure; Lambda sensor oxygen level; crankshaft, camshaft, and rear wheel
speed; throttle, side stand, clutch and neutral position; and battery
voltage.) To ensure high precision engine management, the phonic wheel on
the crankshaft is a 36-minus-2-tooth wheel that generates signals every 10°
instead of every 60°.
The flash EPROM already contains racing mapping for unrestricted exhausts.
Aprilia service engineers can easily change mapping on request from the
customer.
All engine data passes through a CAN (Controlled Area Network) line to the
instrument panel, which acts as a diagnostic terminal. In the event of a
malfunction, it is a simple job for service engineers to identify problems.
The CAN line uses only two wires to transmit all data. This simplifies the
electrical system enormously as well as reducing the total weight of the
bike.
The V60 Magnesium engine sets new standards for production twins, delivering
a maximum power of 138.72 hp (102 kW) at 9,500 rpm with a maximum torque of
107 Nm at 7,500 rpm. Despite this massive power the engine is extremely
clean running and complies with the EC's Euro2 emission control legislation
thanks to a three way catalytic converter with lambda probe oxygen sensor.
The engine is extremely light too thanks to the use of high-tech materials
like magnesium in the cylinder head covers and the clutch cover.
For Aprilia, advanced technology means long lasting performance as well as
high performance. As the RSV 1000 R has grown in power, so it has also
improved in reliability. Special high strength con rods have now been added
to make the engine more robust than ever. Aprilia was the first manufacturer
to use a close ratio gearbox on a production bike. The RSV 1000 R's new
close ratio box allows you to make full use of the V60 Magnesium engine's
fantastic power more easily than ever before. The result is even more
aggressive acceleration and exhilarating gear changes coming out of bends.
This enhanced performance is perfect for road and track because the engine
responds brilliantly even in the high gears, making the bike sportier and
more fun to ride than ever.
Despite so much technical evolution, the
characteristics that made the original RSV stand out are still there.
- Longitudinal 60° V twin engine with 4 valves per cylinder and double
overhead camshaft, driven by a mixed chain and gear system.
- Electronic fuel injection with 57 mm throttle bodies, one injector per
cylinder, and an 'Air Runner' ram air scoop.
- CDI ignition with one plug per cylinder. Ignition is controlled by the
same integrated engine management system that also controls fuel injection.
- Dry sump lubrication with double trochoidal pump, separate oil tank and
oil cooler.
- Mixed gear/chain valve timing drive with the two gears (one per timing
chain) located in the crankcase to reduce cylinder head dimensions.
The RSV 1000 R's sophisticated twin cylinder engine also incorporates the
following exclusive Aprilia patents:
- AVDC (Anti Vibration Double Countershaft).
- Hydraulic action clutch with radial master cylinder assisted by the
patented PPC (Pneumatic Power Clutch) system to control rear wheel bounce
during fierce braking.
Exhaust System
The exhaust system is designed using all of Aprilia's Superbike championship
experience. The system is a 2 into 1 into 2 exhaust made entirely in
stainless steel, with 10/10 mm thick collectors and oval section cylinder
head flanges in precision cast stainless steel. The silencer skins are in
electroplated 8/10 mm stainless steel, and are assembled with straps and
rivets in line with the latest racing practice. Even the location of the
silencers has been specially calculated to minimize aerodynamic resistance
and improve weight distribution. For 2005, the RSV 1000 R also features
improved joints between the collector pipes and the silencers and
shot-peened, satin-effect silencer ends.
Frame
Years of high level racing have allowed Aprilia's R&D
section to design a frame that is acknowledged as the best production bike
frame around. One of Aprilia's fixed objectives when designing the new RSV
1000 R frame was to achieve perfectly centralised mass. In line with Aprilia
practice, the frame incorporates aluminium-silicon castings and Peraluman
450 pressings. The frame has been optimised by extensive finite element
analysis and boasts excellent torsional rigidity though it weighs only 9,650
grams, a figure matched only by specialist racing frames.
Times change; riding styles change; and bikes must
change too. For this reason, the frame and swingarm have been specifically
designed for maximum efficiency and to enable riders to achieve perfect
control over power slides into and out of bends. The new RSV 1000 R swingarm
has been designed using the know how acquired in motorcycle GPs. Like the
frame, it is made from extruded Peraluman and Al Si 7 castings. Its double
member design provides a clear passage for the new twin silencer exhaust
system. Here too, cross-sections and wall thicknesses have been optimised
using finite element analysis. The RSV 1000 R swingarm weighs only 4,860
grams, well under the swingarm weight benchmark of 5 kg.
Suspension
The Showa 43 mm upside down fork is a perfect compromise between sports
performance and road-going comfort. It is derived from racing forks and
provides continuous adjustment for preload as well as hydraulic adjustments
for compression and rebound damping (2.25 turns for the former and 2.5 for
the latter).
The Sachs rear monoshock incorporates a separate piggy back nitrogen
cylinder and is adjustable in preload, compression, rebound and even length
so that the rear end of the bike can be raised or lowered to achieve
whatever setup may be required and to match rider preferences and other
suspension adjustments.
Brakes
Top supersports demand top quality brakes. The RSV 1000 R is at the
cutting edge of technology, with radial calliper front brakes developed by
Aprilia in conjunction with Brembo. Aprilia is no newcomer to sophisticated
radial calliper technology. In fact Aprilia was the first manufacturer to
use it, on a 250 GP racer.
The benefits of radial callipers for the rider are:
- More effective braking.
- More precise response to rider input. Wasted lever movement due to
calliper 'elasticity' is almost completely eliminated because radial
mounting prevents any movement of the calliper itself.
- Longer pad life. Radial callipers ensure better pad to disk alignment
because the calliper remains rigidly aligned with its theoretical working
position even under extreme stress. Better pad alignment means more even
surface wear and therefore longer pad life.
- More consistent braking with less variation in performance between hot and
cold.
The 320 mm floating steel disks on the front wheel feature narrower braking
surfaces. This means reduced wheel weight and inertia and therefore more
agile handling. The 2005 RSV 1000 R's radial callipers are combined with a
radial master cylinder to form the most sophisticated braking system fitted
to any current production bike. The front and rear braking circuits both use
aeronautical metal braid hoses to eliminate the pressure variations
associated with conventional rubber brake lines, guaranteeing maximum
braking precision.
Components
What places the Aprilia RSV 1000 R in a class of its own is the care taken
in its design and manufacture and the attention paid to every single
component on the bike. The result is increased performance and
functionality, with reduced weight and a quality and finish that no other
bike can equal.
Particular care has been taken to rationalise the RSV 1000 R's design. Fewer
parts means fewer screws and less weight. The new RSV 1000 R has only 14
fairing and body parts. Even the fastenings have been designed in a wind
tunnel to optimise air flow over the bike and improve CX and cooling.
The following components deserve a special mention:
- Radial calliper front brakes.
- Cast-formed calliper mounting for improved rigidity and braking
consitency.
- The combined digital and analog dashboard receives data on all engine
control parameters over a CAN line and incorporates memory to allow it to
act as an integral part of the self-diagnostics system. The dashboard
provides the same readouts as the previous model (including a self timer
with a 40 lap memory). The dashboard is extremely modern and compact in
design and weighs only 220 grams. All functions are controlled by three
conveniently located keys. The LED backlighting may be set to three levels
and is white for the analog instruments and red for the digital display.
- The headlight cluster incorporates four lights for perfect night riding
vision. The great care taken over the design and finish of the RSV 1000 R
also transpires from little but important details like bulb holders made
from blue anodised aluminium.
- The white lens direction indicators are fully integrated in the bike's
body. The front indicators are moulded into the rear view mirrors while the
rear indicators are built into the tail. This means that there is no need to
remove them for track use. The rear number plate holder can also be removed
quickly and easily to comply with competition regulations.
- Even the ignition key is specially made for the RSV 1000 R and carries an
internal identification code. The ignition block has an immobilizer fitted
as standard.
Colors
The RSV 1000 R features eye-catching new graphics in
Aprilia Black, Fluo Red and Mirror Silver. The real news, however, is the
brand new graphic on the fairing. A stylised lion symbolises Aprilia's
origins, the history of Venice and the history of Aprilia itself. (The lion
was one of Aprilia's first logos.) The lion represents exotic places,
fearless character, and sporting courage. More than just a graphic, the lion
is part of art itself and a universally recognised symbol.
New For 2005
- New fuel injection mapping
- Radial calliper front brakes
- Photo-engraved front mudguard
- White lens direction indicators
- White lens tail light
- New rear seat cover
- Rear seat cover (optional) - New seat upholstery
Road Test
Road testing any superbike on the salty, slippery
and usually damp mid-winter British roads is always a somewhat challenging
experience, and to say I had reasonable weather whilst with the Aprilia is
probably and understatement! I think I had 1 day where the roads were actually
clear of salt, that's only because it rained heavily on the previous day and as
usual I got caught in it!
First things first, and in the case of the new Aprilia RSV Mille R it's a
totally different animal than Aprilia's last model. The '04' R model (let's call
it that to save confusion) is now the base model of the Mille, while last years
R was in fact the top of the range. Confused? Well read on...
Last years R had the exotica already fitted to make it an R, Ohlins suspension,
OZ race wheels etc, etc, but this years '04' R has the standard Showa front and
a Sachs unit at the rear; you have to go to the next step, the Mille 'Factory'
to get the same treatment as the previous R. That model comes with all the
Ohlins goodies including a top spec steering damper which the new R doesn't get
at all, and of course Brembo radial brakes. We'll be testing a Factory in a
couple of weeks, so keep coming back. Well that just about explains it, if you
got lost somewhere just keep reading!
The instant giveaway that the new Mille R is not just a re-vamped '03' model is
the bodywork. We now have a very angular and much slimmer profile than the
bulging rounded lines of the '03' model, this gives the new bike a very sleek
look indeed, and give Aprilia credit here, it's a stunning bike to look at now.
As per quite a few bikes today including Ducati's 999/749 range, the front
indicators are built into the mirrors. It creates a very slim profile now, but
again a-la-Ducati you really can't see much in them without having to lift your
arm to stare back under your armpit. What's behind doesn't matter, it's the prey
in front of you that counts!!
The smaller, more compact appearance of the new bike made me think at first that
the rider space had become more compact too, though I was proved to be
completely wrong on this. Although the new bike has a lower windscreen, there's
quite a bit more room between the seat and the fuel tank. This means that you
can tuck in a lot more than the previous model, and another bonus here is that
the overall aerodynamics will be improved at speed. Both the old Mille and the
'04' R do still have a similar feel to them, but the '04 makes you feel if you
are sitting 'in' the bike, rather than 'perched' on top of it. It just doesn't
feel a high as the old model, a criticism many potential buyers had when looking
for a rather exotic v-twin. The new Mille sits a full 2.5cm lower, and if you
had ever had any doubts about touching the ground on the old one then I would
suggest a look at the new Mille R. I don't think you would hesitate now.
Sitting on the new bike you are immediately faced with a full set of brand new
instruments. Gone are the ex - Fiat Strada surplus units! Now they have been
replaced with a very neat single piece unit with a digital speedo and analogue
tacho. All the lights are in the right place and when you turn on the ignition
the bike does the usual modern pre-flight check. There is also a full timer
facility, clock, mph/kmh conversion mode and even a side stand warning light!
The layout on the rest of the bars etc is still pretty much the same with the
exception of radial master cylinders. The switch gear is still the usual 'funky'
Aprilia layout with upside down horn and indicator switches providing endless
fun to other road users as you sound your horn to turn right at a roundabout, or
flash the lights to warn someone, it will take you a few days to get used to
this, it did for me anyway!
As regards the rest of the front end of the new Mille R, when looking forward
from the new riding position the frontal area is now much smaller and lower. You
can spend a lot more time concentrating on the road ahead as the bike almost
disappears from your view. The adjustable alloy levers are also very good, fine
tuning to your exact needs, they are light to operate and easy to use, even with
new waterproof gloves purchased when my others (leather race gloves) were just
soaked through! The Mille R feels extremely narrow all over now, gone is that
slightly outdated styling, what you have now is a slim, modern styled superbike
with integrated indicators both front and rear. The rear indicators are in fact
housed in possibly the sleekest, sexiest looking tail unit on any current
motorcycle. Here is a bike to rival the best exotica from Italy.
Hidden away under the sweeping alloy frame rails lies a brand new engine called
the V-60 Magnesium. It is essentially the same layout of a 60deg V-Twin and has
4 valve heads with double cams, but that's about where the similarity ends.
Aprilia have designed new heads for better combustion, only a single plug is now
needed per cylinder, it has new cams and valve springs and a whole host of extra
little things to make up this engines claimed 139 bhp. In the electronics and
fuel department we now have 57mm throttle bodies instead of the previous 51mm,
new intake ducts, a single injector per cylinder, and a new pressurised air-box
giving some 3% increase in power on the move. All this is managed by a new ECU
with 15 sensors on the bike to fine-tune it through an diagnosis terminal in the
instrument cluster.
All these modifications to the '04' R have made a huge difference in the overall
ride on the road. Now we have a very responsive engine with lots of smooth power
delivery right up the range, but there's a surprise still to come when you get
beyond 8,000rpm.. Lots more power suddenly appears up to the rev limiter around
the 11,500rpm mark. The new bike becomes a Wolf, ready to give chase to anything
in it's path, it's great fun!!
Riding it on the road in winter is probably not the best place for it in
reality, all that alloy and those designer Italian fittings do take a bit of a
'hammering' on the UK roads, but a quick jet wash soon gets rid of all that salt
bringing the gorgeous looking Aprilia back to it's former glory. In general on
road riding all you need to do is to ride it around at about 5-6,000rpm, run a
gear higher than you think, and it will pull smoothly and feels totally relaxed
to ride. A Sunday cruise is about the best description for it, but take note
here, in 6th gear you will find yourself doing about 90-100mph, and feeling as
easy as you would at 50mph!
Once you Start to get used to the power delivery it's time to play! On the one
dry and salt-free day I had it gave me a good chance to try out the bike on
something other than slippery or wet roads. The Aprilia is a fast bike, a
seriously fast bike, but there are faster ones out there. Any 1 lt Japanese 4
cyl superbike will give the Mille a real run on speed and acceleration, but when
it come to feel and stability the V-Twin has it. Four cylinder bikes are brutal
in their power delivery, there's no room for the slightest error or it will spit
you off, but the Millle is a lot more forgiving. The balance of power delivery,
good handling and good brakes makes this bike so much easier to ride fast on
ordinary roads than your average four cyl superbike. Sure it wheelies on power
in 1st to 3rd, and it will spin up the rear wheel if your'e heavy handed, but
with it's balanced Showa front USD forks and Sachs rear unit it always feels
solid and firmly fixed to the road. The one thing I would advise is the steering
damper upgrade as it tends to shake it's head under heavy acceleraton, and when
you discover that the front wheel has been airborne for the last 100mtrs!
The Aprilia Factory and the standard Mille 'R' share the same base chassis
geometry as the old model, but subtle changes are obvious throughout including
the headstock which has been repositioned lowering the new bike. More lowering
has also taken place with the swing arm mountings, and the pivot and is now
further forward by 0.5mm. The engine sits 4mm further over to the right
completing the changes, so the outcome of all these changes adds up to a very
different bike indeed. The standard mount, Brembo four-pot calipers on the R
model are very strong and provide lots of feel, and they're all you'd probably
ever want - as long as you don't try the the feel and power of the radial mount
Brembo calipers of the Factory model, then you may change your mind to overkill!
On the road one of the most noticeable changes is the way the bike turns in on
fast corners. The old Mille always used to feel as though it wanted to run in
wide asking for a little muscle, on the new '04' this is just not the case.
Unfortunately as the roads were mostly slippery it did show a tendency to want
to run wide on the exit of corners, but I mainly put that down to the slippery
surface and to the standard Michelin Pilot Sports, not a favourite feed-back
tyre of mine at all! The 43mm Showa forks allow adjustment for spring pre-load,
compression and rebound damping, I did find the standard settings a bit too hard
for general road use, but on smooth roads they worked well, so track use should
be great! I found the rear Sachs unit to be behaving very well in any
conditions, no need to alter anything there. The Mille also has Aprilia's
pneumatically controlled clutch on it and this contributes to super smooth
corner entries allowing slip on deceleration stopping the rear wheel hopping
after a quick downchange.
Dry weight quoted for the Aprilia Mille R is 185kg, so it's not a lightweight in
comparison to most Japanese superbikes with about a 20kg handicap. This doesn't
really come into it in the real world, only on the race track would it be at all
noticable, but then the twin does have it's advantages in so many places over
the mad 4cyl 1000's!
In conclusion the Aprilia RSV Mille 'R' is fast, it's exotic, it's seriously
stylish, and both gets and deserves the looks it receives from other bikers and
road users. Aprilia have made sweeping changes to the Mille, it's changed from a
somewhat overweight looking and dated bike into true Italian Stallion. The Mille
R and the Factory are bikes for the enthusiast Italian sport-bike rider, they
are absolutely beautiful to look at, and even more beautiful to ride.
At the end of every ride, even in some of the worst weather, I walked away
impressed. The new Mille is faster, more composed, and probably the most
important point here, is easier to use than ever. Comfort is not n issue here,
you don't get sore on it in general riding. The only time I ever felt any pain
was after a serious amount of traffic and filtering, then the wrists suffered a
bit, but that's it. The new bike has been improved in almost every department
regarding performance and handling, its looks are up to each individual, but I
can honestly say it looks fantastic. If I were the owner of an older Mille and
tested one of these then I'd be handing over a cheque for one tomorrow. Still
that's just my point of view, everyone has their own tastes, to each their own I
say!
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