Intro: LIKE A SUPERBIKE
Having abandoned the World SBK championships to take a chance in Moto GP. Aprilia have stopped developing their flagship model, the V-Twin RSV 1000 R. Its development has given rise to a standard version and a factory version, a real racing machine disguised as a road bike that we were invited to test on the superb circuit at Mugello.
Esthetique: ALL FOR THE CX
In the hands of a new team of designers, the RSV makes the most of every part of its design to obtain a better air penetration coefficient, a CX of 0.3. Its overall size has been reduced, the angles rounded off and the indicators integrated into the bodywork. A forced air vent has been placed centrally in the careening, between two powerful double light blocks.
The enormous exhaust silencer on the old version has disappeared and been replaced a dual exit catalytic pipe of oval section. Less original, but more attractive, this change also of course means that Euro 2 anti-pollution standards are now met.
Motorization: A TRUE RACER
A new engine with a new name, the V 60 Magnesium. To improve its performance, it has a redesigned combustion chamber, new camshafts, redesigned conduits and bigger air box and injector bodies. A considerable weight saving has been achieved by using a magnesium cylinder head cover and clutch cover.
In its unbridled version, the V 60 Magnesium develops 138 horsepower at 9500 revs and possesses a maximum torque of 10.9 mkg at 7500 revs.
The aim of all this effort is simple, a gain of a second per lap, as proved by the stop watch, an instrument which has naturally been integrated into the multi-function control panel, with lap reset over 40 laps, top speed, engine info and much else. The only verdict of any interest to the RSV Factory is the clock; so all that remains is to accelerate away...
On the road: GAURENTEED PERFORMANCE
The first thing you notice is that the riding position is smaller and shorter than before. Strangely, the ergonomics of the upper body don’t suffer whilst the front wheel becomes easier and more precise to handle. The riders’ legs suffer more from this overall size reduction. With the foot rests placed on the high side, moving weight from one side to the other requires great body mobility and the many direction changes at Mugello end up by requiring a physical contribution that contradicts the increase in chassis agility. Going into the downhill, this becomes flagrant whilst the excellent stability of the old model was underlined by the fast, bumpy series of turns.
In this part of the circuit, there’s no point in going down a gear before attacking the right in the down hill, you remain in 3rd to use the constant, well spread torque of the Aprilia two cylinder engine to accelerate out of the corners. Less sensational at high revs than would be thought from its mid-range range reactions, the rev counter climbs up to the breaker at nearly 11 000 revs all by itself.
At the top of the climb, the Ohlins steering shock absorber does its job perfectly and discreetly. Discretion that is also one of the many qualities of the unusually good brakes. A system with radial fixed Brembo callipers with 4 discs, one per piston, works wonders: perfectly controlled precision and extraordinary power that develops on demand. The rear wheel designed by OZ has a captor that allows any wheel blocking during hard changing down to be eliminated via the clutch.
On sale for 16 999 Euros, or 3 500 Euros more than the standard RSV 1000 R, the Factory version of the new Aprilia Superbike offers performance and equipment worthy of a really modern racing bike for a very reasonable price. The engine no longer has any weaknesses as it climbs up the revs and the cycle part has progressed significantly in both agility and ease of use. That said, you will have to be content with the legal 106 horsepower instead of the 138 of the unbridled version, without the magnesium exhausts, unless you plan to use it on a circuit, where it can express itself fully and safely – efficiency and sensations guaranteed.
International
