SPECIFICATIONS

ENGINE
Engine type: Liquid-cooled, DOHC, 4 valve per cylinder V60 Magnesium four-stroke V-twin
Bore x stroke: 97 x 67.5 mm
Displacement: 997.6cc
Compression ratio: 11.8:1
Transmission: Six speed
Power (claimed): 143hp
Torque (claimed): 71.5ft-lbs

CHASSIS
Frame type: Box section sloping twin-spar frame in aluminium alloy
Front suspension: 43 mm Öhlins titanium nitride coated upside-down fork
Rear suspension: Öhlins racing monoshock
Wheelbase: 1418mm
Wheels (front/rear): 3.50 X 17″ / 6.00 X 17″
Tyres (front/rear): 120/70 ZR 17 / 190/55 ZR 17
Brakes (front/rear): Brembo double 320mm stainless steel floating disc. Radial caliper with four 34 mm pistons and four sintered pads / Brembo 220mm stainless steel disc. Twin 32 mm piston calliper and sintered pads

DIMENSIONS
Weight (claimed): 185kg
Seat height: 810mm
Fuel capacity: 18L

PURCHASE DETAILS
Price: $23,990 plus orc
Colour options: black, red / white
Test bike from: Aprilia Australia (www.aprilia.com.au)

Take it out for a cruising Sunday ride through your favourite section of road, or take it to your local race track to ‘race’ your mates at a ride day, there’s no doubt that the Aprilia RSV 1000 R has the ability to impress in both worlds.

Being the largest feeling around the mid section of the four bikes in this test, the Aprilia has a comfortable ergonomic seating position that makes a good road ride enjoyable whether you’re riding short or long distances, but its main feature is its sheer quality of components.

Italian elegance is at its best with the RSV, with smooth lines and classy parts sprinkled throughout it, Aprilia has hit the nail on the head with its raunchy black, red and gold colour scheme proving to be a looker — even if the bike is getting a little long in the tooth.

It’s sad to say that a model that was released just over two years ago is aging, but the truth is that the new four-cylinder superbikes and the Ducati 1098s of this world have taken that next step.

Also waiting in the woodwork is the highly anticipated 1000cc four-cylinder RSV4 that the technicians from the small town of Noale have been developing, set to blow the RSV into the weeds as far as Aprilia’s top performance sportsbike goes.

But let’s not look too far into the future here, because this bike is a real goer in its own right. A common comment after testers complete their laps onboard the 60-degree V-twin at the Eastern Creek is that the RSV is surprisingly good.

In fact, former 500 Grand Prix and Australian Superbike racer Mark Willis rates the RSV highly at the Creek, simply because its easy-to-use powerband and unmistakingly stable handling character provides ample confidence from the first turn.

Like the old pre-2008 Honda CBR1000RR Fireblade, the Aprilia does everything well but nothing amazing. It has brilliant qualities that allow riders to really explore the limits of sportsbike riding, but it doesn’t have that excitement factor that some of the more high profile bikes enjoy.

Riding the RSV on track, its handling is precise and holds its line well once committed, but it does take that extra little bit of effort on initial turn-in to get it pointed where you want it.

Mid-corner stability is a strong point, as is the corner exit, but that is also due to the smooth power output — it doesn’t want to break traction like the fours or Ducati’s higher capacity 1098 models.

The power is acceptable and confidence inspiring, but when riding to the limit you do feel the need for a touch more — even if it is just for excitement purposes. A shagged rear tyre can also assist with this, as we experienced for the majority of our track stint.

It came with the standard Dunlop 208RR tyres mounted that were done and dusted, later replaced by the new Qualifier tyres and we used them for the road ride too.

An older design, the gearbox on the RSV selects every gear when requested, albeit a bit chunkier than the latest model sporties. It’s a consistent ’box, although the clutch action is a touch heavy, as is the throttle twist.

Braking is a strong point, with the Brembo radial-mounted callipers aided by the engine braking into turns. The suspension, Ohlins front and Sachs rear shock absorber, works well, although the up-spec Factory model features an Ohlins shock along with lighter wheels.

The white is a trick looking option

With a great package that translates well on either the track or road, once out in the public for a road ride, the most noticeable asset is definitely the wind shield as the fairing and screen direct the wind over the rider better than most late model superbikes — there are benefits to a larger bike after all. Rear view is acceptable for a modern day sportsbike too.

The instruments are easy enough to read, although taller riders may have trouble at a glance, with a digital speedo joined by an analogue tacho that does the job adequately and is easy enough to navigate.

Its behaviour on the road is similar to its track handling, with the stable front-end also working well on the bumpier and more inconsistent tarmac of the real world, again giving riders a good sense of feedback.

The engine punches off the corners a little stronger than Ducati’s 848, although it doesn’t feel drastically more powerful and it is no match for the 1098. It is smoother and nicer to ride than the KTM RC8 though, with less vibration, too.

What is solid about the engine is the grunty, deep, sound coming out of the twin Akrapovic pipes, although the ones mounted on our test unit are an extra for $1000.

In fact, at $23,990 RRP, the RSV is a real bargain for a big-bore 1000cc twin-cylinder sportsbike. You get a lot of bang for your buck, even if it isn’t as hard core as the newer, more race-like, superbikes.

The Aprilia RSV 1000 R will be long remembered in sportsbike history, with a proven track record on both the circuit and the open roads. Long live the RSV.