Aprilia RSV 1000

You have to hand it to Aprilia. Within two years it has gone from Superbike world championship debutant with its RSV1000, finishing 12th at the hands of Australian Peter Goddard, to major championship contender in 2000. Troy Corser, caught the series regulars napping when he started the first half of season 2000 as a title threat, leading the points chase at one stage, until a spate of crashes and a very rare mechanical failure eventually relegated him back to third - only 25pts behind runner-up Noriyuki Haga (West Yamaha).

You can't take anything away from newly-crowned champion Colin Edwards and the all-new Castrol Honda VTR1000SP-W, but Big Red has been in the World Superbike game for 13 seasons now, compared to Aprilia's two. Nothing can make up for that amount of experience.

Although determination surely comes close. Just look at Aprilia's efforts. Since the RSV made its debut a few years back Aprilia has ended up with a three-pronged RSV attack - the $22,770 RSV1000 Mille (last tested Vol 49 No 7), $29,370 RSV1000R (Vol 50 No 4), and the limited edition $60,000 RSV1000SP (Vol 49 No 3).

THE LIST
For 2001 the base model Mille will sport some of the upgraded components that are featured on the R. These include the revised fuel-injection mapping for the liquid-cooled 997.6cc (97mm x 67.5mm) 60-degree V-twin. On the R the remapping eliminated any hesitation from idle and smoothed out the delivery as the revs made their way into the meaty part of the curve - anywhere above 6500rpm.

It has had exactly the same effect on Aprilia's new very yellow terror - as you'd expect since they both sport identical powerplants. Which means you'd expect to end up with the same measured horsepower figures too - 113ps at 9800rpm and 9.3kg-m at 7200rpm. Incidentally, our testbike came fitted with a $1690 titanium slip-on system, which gave an intoxicating note any time the twistgrip was tweaked.

Efforts had been made on the R to improve the injected V-twin's throttle response and smooth out the throttle action, eliminating the jerkiness that makes it difficult to get confidence from the delivery in slow speed corners. The improvement on the R is now evident on the base model as well.

It would have been nice if the Italians had also added the R's revised clutch plates and springs, which are also used on the SP. I found it to offer a smoother, more progressive action than the Mille's all-new assembly, and honestly can't see why it hasn't carried over.

I guess I shouldn't complain. Two out of three engine gripes rectified - even the Japanese giants struggle to respond to criticism as quickly and efficiently.

LOOKING BACK
When it came to the chassis, there was one point which let the original RSV Mille down - the suspenders. Not so much with the 43mm inverted Showa forks, but more so the Sachs rear shock.

Let me refresh your memory from my test in Vol 49 No 7:

"It's common that a shock's damping rate changes slightly as its movement increases the heat and thus reduces the viscosity of the oil. That is why many suspension technicians on a race team will check the setting straight after a session on the track, when the suspension is at its operating temperature. But the extreme change from cold to hot on the Aprilia's shock revealed there was more than just friction affecting the shock.

As the engine temperature rises so does the temperature of the exhaust headers - and the heat radiating from them. With the rear exhaust header only centimetres from the shock this heat is transferred to the shock and in turn has an adverse effect on its performance."

Well the Sachs shock continues on the 2001 bike, and remains mounted just as close to those headers as before, but its performance has improved out of sight.

HOT SHOT
The range of the adjusters is just as effective, while the spring rate has remained unchanged. But the damping rates and the quality of oil have been improved substantially. Although it's more likely the latter which has made the biggest difference.

As before the Sachs shock gets quite hot during a hard strop, but the effect it has on the damping, hot to cold, is now acceptable. It makes the ride much more consistent and simplifies getting the setup you desire, eliminating the guess work.

Unfortunately, though, the same little Italian is setting the suspension on the production line. The 'out-of-the-crate settings are so far off the mark that it's almost impossible to notice the improvement. The compression damping is way too soft, while the rebound will see the shock return to its extended length about a week after you hit the first big bump.

The end result sees the shock pack down and virtually become inoperable - it's that bad. Thankfully the adjusters make a difference, so take advantage of them. You'll need to carry a long flat-head screwdriver with you for the rebound adjuster, as the toolkit offering just isn't long enough.

DON'T THINK, FEEL
Although the press kit doesn't say it, the front forks also feel as though they've improved. Technically the shim stacks and springs are the same, but I question if the oil quality still is. They're more progressive and tend to deal with the bumps better than I remember the Mille did before. Mind you, it could simply be a case of the back being so much better that the front feels more planted and rides the bumps better because the chassis as a whole is more stable.

But as with the shock, the only way to find out how good the forks really are is to dial them in - this time that Italian on the production line wound on too much compression and not enough damping!

The rest of the Mille remains virtually the same, aside from the gold Brembo calipers, which have replaced the bright red ones, and the pads. These have migrated over from the R and offer a better feel and less brake fade under heavy use.

As for that colour, it would have me considering buying the up-spec R, just to avoid it. If that's not an option due to the price premium, there's the red and the black Mille options too. Mind you, there were those who liked the all-yellow look - styling is after all a subjective thing.

A motorcycle manufacturer that listens to criticism and then acts on it? Sounds like the attitude that could take this marque to its first World Superbike championship in 2001.

Martin Port. Photos: Captured by Cal