Aprilia Rsa 1000 R Factory
Aprilia RSA 1000 R Factory
Mille swan song?
IF THE RUMORS ARE TO BE BELIEVED, APRILIA IS hard at work developing a new-generation 90-degree V-Twin to replace the 60-degree "Mille" V-Twin that debuted in 1998 and continues, albeit in much-modified form, to power the Italian bike maker's top-drawer sportbikes.
“Top drawer” perfectly describes the 2006 RSV 1000 R Factory, which comes in a sharp-looking, black-on-black color scheme. In fact, based solely on its carbonfiber-trimmed appearance, the Factory is well worth its $17,999 asking price. The craftsman-like quality of assembly, the attention to detail and the very high standard of components used in the creation of this motorcycle have resulted in a machine that truly reflects the love and pride of the people working in the factory in Noale, Italy.
This year, for the first time in the history of the engine, the Factory (as well as the standard $13,999 RSV 1000 R) breaks the 140-horsepower barrier, producing a claimed 143 hp at 10,000 rpm. Peak torque, however, drops by 4 foot-pounds, to 75 ft.-lbs. at 8000 rpm. The 5 additional hp and 500 higher revs come mostly from the adoption of 2mm-larger (33 vs. 31mm) exhaust valves and a loftier 11.8:1 compression ratio. The engine breathes through 57mm throttle bodies fed by a 10.3-liter airbox, which, in turn, inhales through a ram-air opening in the nose of the fairing.
The engine is harnessed in the second-generation RSV frame, introduced in 2004, which is still an aluminum twin-spar design but with more elaborate internal ribbing than before for greater stiffness. Also, the narrower, reshaped spars improve rider comfort. The fully adjustable, inverted 43mm fork, shock and steering damper are produced by Öhlins, the former receiving a slippery titanium-nitride
coating. Painted gold to match the frame, the lightweight forged-aluminum wheels are made by Speedline.
Ergonomics remain somewhat old-fashioned, with your arms stretched to their full length across the long gas tank to reach the low-mounted clip-on handlebars. While it’s a matter of personal taste, I believe that a slightly shorter gas tank would have made for an even better bike/rider interface. Clutch pull is heavy and the reach to the lever rather long, but shifts through the close-ratio six-speed gearbox are fast and smooth. Instrumentation is digital/analog and fits neatly within the fairing without interfering with your vision, even when you are tucked in, helmet under the windscreen, looking forthat last bit of top speed.
A wide-open blast down the highway is always a high-adrenaline experience, but even at an indicated 162 mph (Aprilia claims a top speed of 175 mph), the fast-accelerating RSV is stable and surefooted. Of course, the Factory also delivers in the curves. Steering requires little effort, thanks in part to the standard near-minimum settings on the steering damper.
Cold temperatures in mid-February in Italy didn’t allow the Pirelli Diablo SuperCorsa Pro radiais to perform at their best. Even so, the Factory’s beautifully balanced chassis kept both wheels in line like the blade of an ice skate. Furthermore, the radial-mount Brembo front brakes performed flawlessly, providing awesome, two-finger stopping power.
With the next-generation repli-racer waiting in the wings, some might argue that the RSV 1000 R Factory is a lame duck. In truth, it’s the best Aprilia yet.
Bruno de Prato
