Type: Box section sloping twin-spar aluminium alloy frame
Two-chamber adjustable Ohlins Racing steering damper with one-piece
mounting.
Front Suspension
Öhlins
43 mm diameter upside-down fork with adjustable compression rebound and
preload
Front Wheel Travel
120 mm / 4.7 in
Rear Suspension
Aluminium alloy double banana swing arm, APS progressive system linkage.
Sachs hydraulic shock-absorber with adjustable rebound, compression, preload
and length
Rear Wheel Travel
133 mm / 5.2 in
Front Brakes
2 x 320mm discs, 4 piston calipers
Rear Brakes
Single 220 mm disc, 2 piston caliper
Front Tyre
120/70ZR17
Rear Tyre
190/50ZR17
Rake
25°
Trail
102mm / 4.0 in
Dimensions
Length 2035 mm / 80.1 in
Width 730 mm / 28.7 in
Height 1130 mm / 44.5 in
Wheelbase
1415 mm / 55.7 in
Seat Height
810 mm / 31.9 in
Dry Weight
189 Kg / 417 lbs
Fuel Capacity
18 Litres / 4.8 US gal
Reserve
4 Litres / 1.1 US gal
Standing
¼ Mile
10.7 sec
Acceleration
60-140 km/h
10.2 sec
Top Speed
278.0 km/h / 172.74 mph
The RSV 1000 R has clearly demonstrated
its true colours in the World Endurance Championship, where it has been the
only production twin to achieve amazing results among so many four cylinder
machines. In legendary races like the Suzuka 8 hours and massacring
endurance trials like the Oschersleben 24 hours, the RSV 1000 R has proved
to the world that it can out-perform the best and still remain totally
reliable.
Top level racing has been an
unforgettable experience for all involved, but has also served as a
fantastic ‘test bench’ for the new racing solutions that are already
appearing on Aprilia’s production bikes. Every aspect of the Aprilia RSV
1000 R has been improved, from the engine to the chassis and fairing.
An RSV becomes an integral part of its
rider’s body. The footrests and handlebars are positioned to promote 100%
active control. The sitting position leaves you totally free to move as you
feel. As a result, riding an RSV 1000 R is physically and mentally more
relaxing than riding any motorcycle of the competition.
The RSV 1000 R is a supersport for the
expert, and is always in the lead – especially on the race track! Its
amazing performance does not rely on horsepower alone, but is the result of
a complete engine-frame-suspension-brakes package that delivers an
unbeatably smooth ride. Total usability and easy control have always been
features of the Aprilia RSV, and winning characteristics in Moto GP too.
The updated and better than ever Aprilia
RSV 1000 R remains the undisputed leader among sports twins, not only for
the amazing technology that has gone into it but for the breathtaking
performance that comes out too!
What counts most, perhaps, is the fact
that despite its blistering performance, the latest RSV 1000 R is still
exceptionally easy to ride. Here is a motorcycle that inspires riders with
instant confidence and lets everybody achieve maximum performance quickly
and intuitively.
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.
The RSV 1000 R instantly inspires its
rider with confidence to reach performance levels well beyond 4 cylinder
machines of similar capacity for the same rider effort. Not only is the RSV
1000 R fast, competitive, easy and enjoyable to ride, it is also far more
comfortable and aerodynamic than it competitors.
Its styling is uniquely aggressive and
instantly recognisable too. Bigger and more imposing than other 1000cc
bikes, the RSV nevertheless boasts a Cx similar to that of a Moto GP racing
machine, while affording a level of comfort that is amazing for a sports
bike.
The engine delivers superlative
performance, thanks to smooth torque and perfect synergy with the frame,
allowing the RSV 1000 R to maintain its reputation as one of the fastest of
all road bikes on the race track. Proof of this is the large number of RSVs
found in the paddocks on privateer race days.
Review
When AMA pro roadracer Alex
Gobert announced his retirement at the end of the 2005 season,
he mentioned he might try his hand next at motorcycle
journalism. We were interested, of course, but he went back to
his Australia homeland to work for Australian Motor Cycle
News. But we tracked down the youngest member of the illustrious
Gobert racing family to get his report from Aprilia's launch of
its RSV 1000R. Read on to find out if Alex can write as well as
he can ride. -Ed
Since Aprilia first introduced its RSV1000 Mille back in 1998,
there have been plenty of different models of the V-Twin
machine, the latest being the most advanced and well handling
yet.
Aprilia RSV 1000cc sportsbike models have included standard
versions such as various Mille models from 1998-2003, before
changing the name from Mille to simply the RSV1000R as the
standard model when big design changes were made in 2004.
The special models have included the SBK homologation Mille SP
in 2000 - a bike which took eight race wins, eight poles, and 26
podiums in the limited time it spent racing in the World
Superbike Championship - the Noriyuki Haga replica in 2002, the
Colin Edwards replica in 2003, and in 2004 the first of the
RSV1000R Factory model was released.
For 2006 Aprilia has the standard RSV1000R and also the RSV1000R
Factory version available. Both are quite similar feeling but
the Factory features a few different key component upgrades to
justify its $4000 more expensive price tag.
The world launch was held at the Losail Circuit in Qatar, a
perfect track with all its flat corners to showcase the torque
that the V-Twin engine roars out.
With so much technical evolution over the years, the
characteristics that made the original RSV stand out are still
there today, including the longitudinal 60-degree V-Twin engine,
electronic fuel injection with 57mm throttle bodies (one
injector per cylinder), and the 'Air Runner' ram air scoop. The
RSV's engine also incorporates the AVDC (Anti vibration double
countershaft), and the hydraulic action clutch, which features
Aprilia's patented PPC (Pneumatic power clutch) system to
control rear wheel chatter under braking.
Italians are passionate about motorcycling, and all of Aprilia's
new models display this. Just taking a glimpse at both the RSVs
shows how much effort has been put into these beauties.
Listening to the Aprilia technicians and press representatives
speak about the two bikes tells the story even more. They want
the RSV to stand out in a crowd, be different and original. The
RSV1000 is definitely an individual.
RSV 1000R
The standard version of the RSV range is the R model, which
retails in the U.S. at $13,999. The new '06 version looks better
in every way compared with previous models. A new fairing is
introduced with bigger air vents for improved cooling and a more
enveloping fairing design near the 'pegs has improved
aerodynamics. It has a new ram-air intake with aerodynamically
shaped edges for better air flow and less wind resistance. The
tail section of the new RSV is now much slimmer and higher,
giving it a more aggressive look, much like that of the new
Tuono.
Even the windshield is new on the RSV, a little bit lower, but
shaped to escalate the wind around your body. The fuel tank and
side panels of the bike have been reshaped to give it a narrower
feel in the riding position and a more compact feel in general.
Another thing to note with the fairing on both RSVs is that it
is now easier to remove. The side panels are now made from just
two pieces per side to make access and maintenance easier.
The front and rear lights have been updated for '06, with the
headlight featuring four separate lights that work in pairs,
eliminating the lopsided look of many modern sportsbikes. The
tail light is now comprised of 16 LEDs with a clear white lens
that fits perfectly into the compact tail section of the bike.
The biggest change on the '06 RSV1000R is that it now adopts the
43mm
Öhlins racing fork that was only featured on the Factory
model in previous years.
Öhlins forks are generally more
sensitive to adjustments, have a titanium-nitride coating for
less friction and radial-mount brake calipers. The rear shock is
the same Sachs monoshock as was used on last year's RSV. Both
the front and rear suspension are fully adjustable.
On the track the suspension package allows a comfortable ride
with reliable, consistent feedback. The fork is excellent,
giving plenty of feedback, and is a fine upgrade for those in
the market for the R model. I found the set-up on the Sachs
shock too soft, or maybe that the rear ride height was a bit
low.
The steering rake angle has now increased from 24 to 25 degrees,
also giving it a slightly longer trail. The longer trail
improves stability but the bike still remains agile in the
corners. That alone was the thing I enjoyed most about both the
R and the Factory version - they are stable and always give a
good sense of where the bike is beneath you.
Pulling up the RSV for the corners is never a problem with the
radial-mount Brembo brakes that clamp to the 320mm floating
discs. The radial calipers are combined with a radial-mounted
master cylinder to form what Aprilia says is the most
sophisticated braking system fitted to any current production
bike. I must say that the brake lever has the longest reach I
have ever felt, even when it is wound fully inwards.
In the 'V 60 Magnesium' engine department of the RSV1000R, the
major change is the exhaust valves which are increased from 31mm
to 33mm, and it now has larger-diameter collector pipes. This
latest engine releases 143 hp (claimed) at the crank at 10,000
rpm (compared with 139 hp in '05) and gives a smooth yet
exciting feel out on the race track. The bike pulls nicely from
around 7000 rpm, and I chose to upshift the gears just after the
10,000-rpm mark, quite a ways before the 11,000-rpm rev limiter
kicks in.
The new silver-finish silencers have catalytic converters
installed near the collector pipes, bringing the RSV1000R well
inside the strict parameters required for Euro 3 homologation.
The secondary exhaust section has also been extended by 200mm to
boost torque at low revs.
The combined digital/analogue instrument panel is easy to read
and features all the same readouts as the '05 model but is now
extremely modern and compact in design. It receives data on all
engine control parameters over a CAN (Controlled Area Network)
line and has enough memory to allow it to act as an integral
part of the self-diagnostics system. This makes it easy for an
Aprilia service tech to find a problem if the bike has a
malfunction.
Everything on the RSV just seems to fit together well.
Ergonomics on Aprilias are always comfortable, thanks to the
top-of-the-line components used by the Italian manufacturer. The
upright but racy seating position of the RSV gives it an
all-round excellent feel for the road or the track.
RSV 1000R Factory
The word 'factory' is often used to describe race bikes that are
simply unavailable to the public. It's a word that is often used
for special bikes, made for equally special riders. Since 2004,
Aprilia has applied the name 'Factory' on its top model in the
RSV1000R range.
The RSV 1000R Factory is a pretty special bike indeed, and
features quality upgrades throughout the bike to make the ride
that much more enjoyable. It isn't quite a full-blown factory
race bike, but has enough gear to justify its name and the
upgrades are mainly an advantage for track use according to
Aprilia.
The RSV1000R Factory features the same V60 magnesium engine as
the R model, the same exhaust, frame, swingarm and brakes.
The Factory bike comes in one colour; an aggressive looking
Gold/Black. It has a gold frame, gold-anodized wheels and, mixed
with the black fairing, this bike looks mean. The swingarm is
polished instead of painted for greater wear resistance.
Now that the Ohlins fork comes on the standard R model ('06 is
the first year that both the R and the R Factory come with the
same front fork), the number one upgrade from the standard
RSV1000R is the fully adjustable Ohlins monoshock. The Ohlins
unit is better quality than the Sachs shock used on the R model,
and back to back on the race track I could feel a pretty big
difference. The Ohlins-equipped Factory bike steered quickly and
easily, also providing a much more stable feeling under hard
braking.
I say that the Factory seems to steer a lot quicker and change
direction easier due to the Ohlins shock, but the quicker
steering could also be put down to the use of forged-aluminum
wheels. Forged wheels are much lighter, with 'Y' shaped spokes
(six spokes on the front, five on the rear) giving the wheels
spot-on lateral and torsional rigidity. These wheels look
awesome and weigh 25% less than cast-aluminium wheels, helping
the Factory slim down to a claimed dry weight of 408 lbs, 9 less
than the standard 417-lb RSV 1000R. Another factor to the
quicker steering is the taller rear Pirelli SuperCorsa Pro tire
(190/55-17 instead of the 190/50-17 used on the R model).
Another extra on the Factory is the adjustable Ohlins steering
damper. Personally, I really like steering dampers on the track
because they help hugely if something goes wrong. But another
good thing is they tend to keep the bike feeling more stable in
the front end under heavy acceleration.
Carbon-fibre parts are sprinkled throughout the RSV 1000R
Factory, including; front and rear mud guards, fairing air
vents, cockpit fairing spoilers and a fairing cover on each
side. Topping off the extras on the RSV 1000R Factory is a
non-slip racing seat cover.
So what do $4000 worth of upgrades mean on the race track? The R
and the Factory feel similar in most ways and I didn't notice a
huge difference until I really started to push the envelope. The
main feeling, as mentioned before, was the different steering
characteristics. Quite a bit different, actually, but both bikes
handle extremely well for a big 1000cc V-Twin.
And you can't argue with all that 'bling' that is featured on
the Factory. Rolling around the streets is sure to garner plenty
of attention with the gold look. Add in the carbon and the RSV
1000R Factory is definitely a one of a kind.
A Different Note...
Aprilia has had a long association with Slovenian exhaust
company Akrapovic, and we had a couple of different pipes to try
at the launch in Qatar. When this was announced at the press
intro, I was pretty excited; one, because it is good to try the
bikes with parts that are available directly from Aprilia, and
two, because I have never really had the opportunity to test
stock vs aftermarket back-to-back.
An interesting thing to note is that the RSV comes with two
separate fuel injection maps ready to go when you buy the bike.
There is the stock map which is what is used when you purchase
the bike with standard exhausts, or if you buy an aftermarket
system there is a map that your dealer can easily switch the
bike to that is already programmed in to the ECU.
On the RSV 1000R I had the chance to try the street legal
2-into-2 slip-ons, which offer approximately a 5-hp gain over
standard and are also 33% lighter in weight. These titanium
silencers feature noise dampers which can be removed for maximum
performance on the track, but easily put back in for the public
roads.
On the track I feel that the slip-ons really fill up the
mid-range power of the bike and gives it that little bit of
extra zing off the corners. Not to mention the vast improvement
in looks and the roar howling out of the double-canister system.
Next up we tried the complete exhaust kit which was mounted on
the RSV R Factory. This thing is loud and if you weren't looking
at the track as the big Twin screams past, it could easily be
mistaken for a full blown Superbike. The full system offers
approximately a 7-hp increase and features a weight reduction of
38% over standard. These pipes are serious and offer more power
while also extending the use of power available in the range.
The full kit also has the noise dampers.
Riding the RSV R Factory with the full system is really fun.
Corners where third gear was kind of lagging were now just a
case of opening the throttle and away we go. The bike is
stronger throughout the rev-range and feels 'cleaner' overall.
Both systems were an improvement over stock, and just like our
test bikes I recommend the full system if you're willing to pay
the extra for the Factory, but the slip-ons do a good job and
are a big improvement when mounted on the R.