BOX COPY:

The factory version
It might be of interest to see what extra you get with the ‘Factory’ version of the Aprilia RSV. Besides the extra self promotion aspect of the Factory version there’s plenty of upgrades – which, according to Aprilia, are mainly an advantage on the race track – to justify the extra mortgage payments. Both models share the same engine, alloy frame, exhaust, swingarm and brakes but the Factory comes in any colour you like, as long as it’s black. It does have a gold frame and wheels so there is a colour contrast there. The swingarm is also polished instead of the regular painted look of the R.

The major upgrade from the standard RSV1000R is the Ohlins shock which for more serious punters offers that next step in suspension tuning. Lightweight forged-alloy wheels not only look different – with ‘Y’ shaped spokes (six front, five rear) but weigh some 25 per cent less than the standard alloy rims, no doubt helping the Factory achieve its legendary quick steering status.

Keeping the steering in line is another piece of Ohlins hardware in the form of a steering damper, great for the bumpy Aussie roads but also on the track to keep a hard charging bike in line under hard acceleration.

The pose factor is taken care of with heaps of carbon-fibre bits like the front and rear guards, fairing vents and assorted fairing highlights and to keep the bum where it needs to be is a non-slip racing seat cover.

WHILE it sounds like we are comparing the RSV with a fantastic date with a hottie, in some ways it is the same. The Italian V-twin is exotic, beautiful, lithe and powerful but you can’t be hamfisted with it. If you are, you’re wasting your time, as this bike demands that you be at the top of your game before it gives you its best.

Aprilia first entered the big bore V-twin game with its RSV1000 Mille back in 1998 and many prospective buyers waited to see if the bike would be reliable enough to warant long term ownership. Any thoughts of these types of dramas were dispelled early in the piece as the RSV range was well designed and built and has continued to put a smile on many an owner’s face over the years. The Mille (which is Italian for ‘thousand’)continued with basically its original incarnation (with minor updates) until 2003. For 2004 the designers decided to leave behind the curvacious styling, giving the bike its first major update into the current angular look. And for good measure Aprilia left off the ‘Mille’ tag too.
 

On the stand

The engine is the heart of any motorcycle and even though you can’t easily see it, you have a pretty good idea of what lurks behind the fairing; a stonking 60 degree V-twin producing 143hp is what’s lurking, not hiding, behind that fairing. This very same engine – with the same horsepower output – is also shared with the up-spec ‘Factory’ model. While basic motorcycle engine design hasn’t changed much in recent years it’s in the details where more usable horsepower is gained.

The RSVs V60 ‘Magnesium’ engine uses the regular dual overhead camshaft layout, and the major change to the engine from the previous model is the exhaust valves which are now 33mm, up 2mm. The exhaust collector pipes have also gained an increase in diameter, helping boost top-end power. Fuel injection with 57mm throttle bodies – with a single injector in each cylinder – ensure enough go juice is metered into the combustion chambers, and the speed at which this is done is helped by an ‘Air Runner’ ram air scoop situated in the very front of the fairing, force feeding the airbox. This fine tuning of the dry sump engine has unleashed another four horses, which doesn’t sound much but is nontheless noticeable in the real world. Smoothing out all of this engine action is the AVDC (Anti vibration double countershaft) and the hydraulic action clutch.

The clutch incorporates Aprilia's patented PPC (pneumatic power clutch) system which controls rear wheel chatter under heavy braking. The final link in the exhaust chain is the twin high-rise silencers. Both silencers have catalytic converters fitted near the collector pipes, bringing the RSV in line with the new Euro 3 emission laws. Pipe length from the engine pipes to the silencers have also been extended by 200mm to give low rev torque a handy boost.

The big change is in the suspension department. Previously to get your Aprilia with Ohlins suspension meant plumbing for the considerably more expensive ‘Factory’ but now the base model RSV1000R boasts titanium-nitride coated 43mm Ohlins forks up front while still retaining the Sachs shock at the rear (the ‘Factory’ has Ohlins front and rear). Both ends are fully adjustable but the Ohlins forks allow the rider to tune the pointy end with much greater confidence. There are plenty of fully adjustable forks out there but with the Ohlins the increments are very noticeable, making it easier to set the bike up to your individual tastes

. Stability has been improved by increasing the steering rake angle from 24 to 25 degrees, giving the bike a slightly longer trail. This hasn’t taken the shine off the front end, in fact quite the opposite. High speed stability is better but the bike is still very agile in the tight corners.

Gripping the dual 320mm floating discs are the radially-mounted Brembo calipers which make sure deceleration is equally as exciting as the acceleration. While it can’t be said that the brakes are outstandingly the best we have tested at Cycle Torque they are certainly as good as anything tried in the past, as you would expect of a braking setup of this quality. The combined digital/analogue instruments certainly let you know you’re in the 21st century. You still get the features and readouts from the previous model but in a more compact and modern panel. Engine data is also stored on the instrument panel over a CAN (Controlled Area Network) line which also acts as an integral part of the self-diagnostics system. If there’s anything untoward with your machine it will be much easier for an Aprilia technician to find out where the problem lies.

It must be getting harder and harder for designers to draw up a distinctive look for their machine, something that gives their bike that individual touch which makes it stand out from the crowd. Just look at the way many manufacturers are even changing the exhausts to add to this, back to twin pipes, stubby pipes, two on one side and so on. Whoever penned the RSV1000R got it right, combining hard angles and sensual curves to produce one of the most aesthetically pleasing bikes on the market. You only have to look at the compact tailpiece and tail light which has 16 LED lights behind a clear white lens. It would have to be one of the most impressive rear ends we’ve ever laid eyes on.

As for the rest of the bodywork, the new fairing has bigger vents to help cool the beast but it also directs air away from the ’pegs to aid with aerodynamics. You get the aforementioned Air Runner intake at the front and the tail section has been to Jenny Craig and sits slightly higher. The windshield has been reshaped for better protection and the fuel tank and side panels have also had the scalpel taken to them. An interesting note for would-be home mechanics is the fairing is much easier to remove than before as the side panels are now a two-piece affair.
 

On the road

The first thing you notice is the riding position which is obviously very aggressive and any bike like this is always going to be a pain around town for any extended period. Out on the open road it’s another story altogether, with the pegs and handlebars having the right ratio for fast riding.

The controls fall easily to hand and the instruments give you all the info you need. Stability is a strong point of this bike, it always went where it was asked without complaint. Sure at high speed on a reasonable road the front end was slightly nervous but we are talking very minor and this is to be expected of any bike of this nature; you can’t have quick steering without some sort of trade-off.

Commuting on the RSV was a love-hate arrangement. You love the sound (the standard pipes have a a lovely, if muted, raucous note), the look, the pose value but you hate the kinked neck, sore wrists and looking through the top inch of your visor. All this makes it hard to dodge the traffic as easily as a more upright set-up but out on the open road the RSV is serious fun. Through a fast set of corners you squeeze the powerful Brembos (the rear brake doesn’t do much), ease them off then lay the bike as far over as you need to on those wonderful Michelin Power Race tyres which give an amazing amount of grip, then power out of the corner, making sure to keep the tacho needle above six grand which is where the serious power is made.

The six speed ’box transfers the grunt to the ground sweetly, being one of the best shifting gearboxes we’ve sampled - high praise indeed. The RSV likes to carry corner speed so smoothness is the go, start braking later and harder and all you do is mess up your rhythm and get the engine out of its sweet spot. When ridden like its maker intended it all makes perfect sense.

Conclusion

With all European exotica you expect to pay a premium price but it’s not as account-emptying as you might think, the RSV1000R retailing for $24,790 + ORC. For your money you get a bike that’s distinctive, stylish and capable of taking on any other two-wheeled weapon on the road, as long as you’re good enough. Plus you get an amazing four year warranty.

Go on, you know you want one.