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MOUNTAIN DETOUR Well, range-topping if you overlook the limited edition short-stroke RSV1000-SP which formed the basis of Troy Corser's, then Nori Haga's, World SBK foray. That model never made it to Oz, nor into many garages worldwide. INSTANT SUCCESS Surprisingly sporting the very same mechanical package as its cheaper RSV Mille cousin, the $6600 more expensive RSV-R justifies its $31,490 pricetag via its up-spec chassis componentry - ?hlins suspension, OZ forged wheels and top-spec Brembo brakes being the major differentiation, with a fair smattering of carbon-fibre as well. And it's in these areas that the RSV-R has copped most of its changes for the 2003 model year. Most visible change are the radial-mount Brembo calipers up front, but look closer and you'll also find new ?hlins forks and a revised front wheel design. There are new footrest heelguards, a redesigned slimmer rear cowl and lower passenger seat, restyled front guard, new anti-vibration handlebar ends, revised rear suspension and a matt black frame. Internally there's a closer-ratio gearbox, with fifth and sixth closer together and first to third taller - the net result being to have first to sixth gear more closely bunched. Otherwise the powerplant remains as is - you'll need to stump up the $37,490 for the Edwards Replica if you want an RSV-R with a tweaked donk. NOT LACKING Rather surprisingly the testbike had an uncharacteristic substantial 'dip' that bottomed out around 5200rpm. As long as I accelerated through the 4700-5700rpm 'dip zone' it wasn't all that noticeable, which is what you do on race tracks and twisty backroads anyway. As the testbike sported an optional-fitment Aprilia 'Race Use Only' pipe, I can only assume some fiddling with the mapping would eradicate the glitch. My only other complaint with the engine is that I find RSV throttles to be quite heavy compared to the opposition. Call me limp-wristed (most people do!), but a lighter throttle would allow better feel and control of that impressive powerplant. It's between 6000rpm and 9500rpm that the RSV-R really gets up and boogies, with a flat and progressive power curve all the way through to its 9500rpm power peak. There's no real advantage in revving the V-twin past there (unless you like hitting the revlimiter!), although that usable 500rpm over-rev facilty may be handy in rideday traffic. SOMEWHAT BULKY That was particularly handy after my day in the mountains, the fairing helping to keep the evening chills at bay as the sun disappeared and the RSV-R's headlight was called into play. It's a good 'un, too. I'm not that fussed about the RSV dash though - it's not the easiest to read, and although progess has been made I reckon the finish of the cockpit can be improved still further. I was fortunate to sample both a stock 2003 RSV Mille and 2003 RSV-R Edwards Replica at the recent Master Bike shootout (see next issue), and like the RSV-R, it's hard to fault the handling of one of the best sportsbike chassis round. Predictable and stable, yet precise, the RSV chassis has earned a deserved reputation. And that perceived bulkiness soon disappears after a few laps, with the RSV-R arguably a quicker steerer than the Duke. Truth be known I've generally lapped fractionally quicker on Ducatis at track tests than I have on Aprilias as I seem to adapt to the Duke's lower racer crouch quicker and better. The RSV is a bike that takes me a few laps to get comfortable with before my aggression and confidence levels rise, probably due to that taller seating position. However, a few laps in and things begin to flow. There's no comparing the two Latins for comfort on the open road though - the RSV accommodates my 187cm frame a lot better. Not sure how jockey-sized Shaun Geronimi gets by on his RSV-R racebike in Formula Xtreme and the new Supertwin class in the Aussie Superbike Championship though... NICE TOUCHES NO HIDING... Along with Suzuki's GSX-R1000 and Kawasaki's ZX-6R, Aprilia's RSV-R is using the much-touted radial-mount calipers as a big step forward for 2003. But it's not the first time Aprilia has used radial-mount calipers. Way back in 1997 Aprilia was the first manufacturer in the world to fit radial calipers. The bike in question was the RSW250 GP racer, the bike that won the 250 world title for Aprilia with Max Biaggi, Valentino Rossi and Loris Capirossi. Truth be known, in 'normal' usage by mere mortals there's probably no great advantage - other than the sheer pose factor. Most sportsbike conventional four-piston calipers these days have ample power. The advantage of the radial-mount system is a more progressive action at the 'outer limits' of operation due to reduced system flexing and a more linear response. With radially-mounted calipers the pads work in a more precise alignment with the disc, as the caliper is rigidly aligned with its theoretically optimum working position, even during hard braking. That means more constant braking effect with less difference in efficiency between hot and cold. Does a top rider really notice any difference? They sure do. Not so much in terms of total braking power, but in precision, lever response, braking control, and fatigue resistance. If it's good enough for them, then it's good enough for me - and if the top-spec brakes help justify the premium price over the standard RSV Mille, all the better. Oh, and if you were wondering, the RSV-R's brakes are simply sensational... LITTLE TO FAULT There's an ?hlins unit at the rear as well, with revised linkages for 2003. Like the rest of the chassis package, the suspension is the best you can get - and adjustable for a wide range of weights and riding styles. Which leaves very little on the RSV-R to fault. But there are some irks. Personally, I don't like the matt black frame - the polished alloy item is a work or art, and painting it black detracts from the craftmanship. I'm not a fan of the RSV looks either, even with the slimmer rear-end, and I reckon Aprilia's graphics leave a bit to be desired. But they're all subjective assessments, and open to debate. What can't be disputed is the RSV-R's dynamic abilities, helped by the best components money can buy. During its tenure at Horror HQ the RSV-R handled flat-knacker laps at Phillip Island, sporting strops into the mountains, daily commuting - and even that abbreviated trail-riding soiree. Narrow focus it ain't. Sure, at $31,490 the RSV-R is expensive - and it won't lap a race track faster than a top-class rider on a Suzuki GSX-R1000. But what price do you put on exotic excellence? SourceBikepoint.com
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