Harley-Davidson Fat Bob
The name reminds me of someone’s uncle. Or maybe a lady who is supposed to sing. But that aside, the Fat Bob attempts to offer the Fat Boy experience on the Dyna platform – the least money you can imitate Arnie for.
The Twin Cam 96 finds another home in the Fat Bob and this is a motor made purely for shutting everyone up at the bar, not setting lap times. When your mates are bragging about their litre bikes, you’ll have 96 cubic inches – that’s 1583cc or 1.6 litres of chrome and vibes. There’ll be no doubt as to who’s got the biggest package between their legs.
This test bike doesn’t have a pair of Screamin’ Eagle pipes roaring at the world – imagine Pavarotti singing with a mouth stuffed with cotton. Nonetheless, when 1600cc worth of displacement talks, you can’t help but sit up and take notice. All that iron makes 94bhp@3500 rpm and 124Nm@3125rpm – normally, we do not bother with rpm figures but these merit mention, seeing as they’re just above the idling speeds of most other bikes! And that says everything about this bike.
It uses its incredible torque to waft along with authority. Revs just don’t matter here – there’s massive shove in any gear at any speed. If you run out of steam, just snag a higher gear and continue steamrolling the road. In top gear, the Fat Bob feels unstoppable. And the feeling continues when you start braking too.
Dropping anchor on the Fat Bob doesn’t exactly inspire poetry. Instead, it brings out gritted teeth and words we’d never print in a family magazine. Its ABS system seems to be hyperactive, chattering away at the drop of a hat. Well, at least it’s a safe bike to be on – even if you ram it into a wall, the only outcome will be a Fat Bob-shaped hole in the wall, while it continues rolling into the sunset.
Handling is a typically Harley affair. You’re never sure what the front end is thinking, and it takes a while to understand that while it might not be the most talkative one around, it won’t dump you in the middle of a corner either. Ride quality is a curious mix of pampering and jolty. On smooth-to-mildly bumpy roads, it’s fine and you won’t feel a thing. But sharp bumps will have your backside trampolining in the seat. Thank the Hog gods it mimics a sofa.
It’s a Harley, so you’re never quite sure what you’ll get. You still indicate left when you want to honk. Your legs still get well-done in our city traffic. In the parking lot, it’s as heavy as an entire gym. It doesn’t handle particularly well and isn’t something you’d like to ride fast.
But when everything’s right, it is just so right, it’s unbelievable – something you just have to do yourself to understand. But most importantly, when you look this cool, who cares?
The numbers
2cyl, 1583cc, 94bhp, 124Nm, petrol
The verdict
Torquey and cool – to sum up the Fat Bob in two words. Harleys are never sensible buying options – that’s never their point. They enrich your life in a manner only Harleys can.
TVS Apache RTR 180
TVS is still a few years from launching its new-generation Apache, so to keep the current crop of buyers from moving to the Pulsar 200NS, this facelift is their stop-gap measure.
So, there’s sporty bits like magnesium-finish suspension and brake calipers. And decals and fake carbon fibre panels sprinkled all over to further evoke racing aspirations.
If you want flashier paint jobs, we suggest you look at the lesser RTR 160 – the 180ABS is only available in black and white. If you chose the 180 over the 180ABS, there’s a grey option as well. Definitely the most talked-about feature on the RTR is the LED daytime running lights, which TVS has been flaunting in its commercials.
In the city, the existing horses are adequate and you’ll rarely find the 180 underpowered. Out on the highway, though, you immediately sense the need for a sixth gear. This not only limits the RTR’s top speed, it also affects highway cruising speed. When you hit the triple-digits and want to stay at a steady 110kph, the engine’s revving too high and sounds stressed.
We managed a top speed of 121kph on our run, which matches the older bike. The fuel run was also similar, with the 180 returning 34.6kpl. The RTR 180 ABS is pegged at Rs 82,000 (on-road Mumbai). That’s 4,000 more than the outgoing model, but given all those design revisions, you shouldn’t mind that price hike.
The numbers
177.4cc single-cylinder, 17.3bhp, 15.5Nm, Top speed:121kph. Economy: 34.6kpl, Rs 82,000 (on-road, Mumbai)
The verdict
Looks better, but we're still waiting for the ‘all-new’ beast.
Bajaj Pulsar 200NS unveiled
For all those die-hard Pulsar loyalists out there, there couldn’t be better news. Well, there could be, but we’ve no clue what it’d be. Anyway, Bajaj has unveiled the all-new Pulsar 200NS, the newest generation of its now-legendary brand and may we say, we like what we see.
Starting with, of course, the looks. The 200NS looks nothing like the older Pulsars, yet retains a visual link with its forebears, according to Bajaj. According to us, we’d like to think of it as nothing like the older Pulsars, millions of which romp on our roads. There are familiar cues, yes, but it looks nothing like the older ones. Fat forks, fat tyres (Eurogrip again? Why not MRF, Bajaj?), sharply raked lines running the length of the bike and our personal favourite, the headlamp.
Coming to the powertrain, the 200NS is powered by the KTM Duke 200-based motor with one important difference - something called Triple Spark. Yes, two spark plugs weren’t enough for Bajaj, so they added another one to the new Pulsar, which along with the four-valve layout should make for one hell of a messed up head. Is it? Well, if Bajaj’s claims are correct, it is actually more powerful and more efficient than the Pulsar 220 DTS-i!
The 200NS makes 23bhp@9500rpm and 18Nm@8000 rpm, while it weighs in at 145kg. Enough to propel it from 0-60kph in 3.6 seconds and from 0-100kph in 9.8 seconds, according to Bajaj, and we can’t wait to verify these for ourselves. Top speed is rated at 136kph, and this hints at a short-geared, wheelie-prone streetfighter to beat the rest of the pack with.
And come corner time, the 200NS promises to be fun here too. It has the right ingredients - 37mm front forks, a twin-spar frame, gas-charged monoshock, a rectangular-section swingarm, 100/80 front and 130/70 rear tyres, a 280mm disc up front - it all seems like a recipe for knee-down fun.
While Bajaj will remain tight-lipped about pricing until the 200NS’s April launch, it has confirmed that it will be priced under Rs 1,00,000. Of course, with the KTM Duke 200 pegged at Rs 1,17,500, it’s safe to speculate that the newest of the Pulsars should be in the region of Rs 80-85,000, ex-showroom. There - that’s the best news Pulsar loyalists could get.
DSK-Hyosung's GT650R
If you are an Indian and love motorcycles, this is perhaps the best time to be here. We are sitting at a point when a revolution is about to begin. In fact, it has already begun. All the motorcycle manufacturers that have ruled the world but have ignored us (or were forced to ignore us) are lined up at our doorsteps to sell us whatever they can. Just a few years ago, we had a few commuters in the name of motorcycles and fewer 150/180s for the enthusiasts among the crowd. But now, if you have money to spend, you’ll be left confused with the options ahead of you. Yet there exists a large gap between the quarter litre and full blown litre class (and above) machines. This is the area where the options are few and the potential is huge.
A few years ago, the now defunct Garware Motors along with S&T Motors from Korea had tried to fill this void with the launch of the GT650R and the ST7. They were successful to some extent thanks to nonexistence of any competition at that time, though Bajaj/Kawasaki spoiled their party by launching the Ninja 650R right before the launch of Hyosung bikes with a price tag that was mouth-watering. Yet, thanks to the classy robust looks of their bikes, they managed to sell quite a few units despite the brand Hyosung’s relatively low penetration in the Indian market and more so the hearts & minds of the Indian buyers, compared to other Japanese brands. Unfortunately, their sales were further hampered by the quality issues in the bikes that started cropping up quite regularly. This was a huge blow to the reputation of a company that was still trying to find its base in a sensitive market like ours. However, one must give credit to them for not being discouraged. Instead they seem to be quite steady, however shaken, on their path to be reckoned as a serious player. But since Garware handed over the controls of the company to the Maharashtra based DSK group, you can see a whole lot of energy and aggression. The new company, DSK Hyosung, announced its presence with the launch of the GT250R just a few months earlier. This bike too has a huge potential provided that they bring the cost down significantly. They promise that they will, once their Indian manufacturing plant is ready.
And now there is something more coming up from the stable of the DSK Hyosung which we believe has a huge potential to bring the company back on track. The company has added the Hyosung GV650 Aquilla Pro cruiser to its portfolio, which will be sold alongside the ST7. Also the GT650R is going to get a facelift in its 2013 avatar when it comes up with a fresh dual tone paint scheme and new decals along with a remapped ECU and some other cosmetic changes.
We got an exclusive chance to test ride the GV650 and the 2013 GT650R in Pune right before its official launch in Mumbai on January 16, 2013. Here’s our take on what we think about these bikes. First we meet the GV650 Aquila (Eagle, in Latin) Pro.
Engine & Performance:
Sitting at the heart of Hyosung GV650P is a fuel-injected, liquid cooled, 647 cc, 4 stroke, 2 cylinder, DOHC engine that pumps out a healthy power output of 74 BHP at 9000 RPM and 62 nm of torque at 7500 RPM. The power is delivered to the rear wheel with the help of a belt drive and 5-speed gearbox. This engine as we all know is based on the Suzuki’s SV650 engine which is a time tested machine as this is basically the same engine that has been powering most of the Hyosung bikes. This engine can push the GV650P to achieve a claimed top speed of 195 KMPH. The bike that we had for the test already had around 2000 Km on its odo and felt super smooth and eager to rev across the rev range without any signs of stress whatsoever, even when being pushed hard. There were some vibrations felt in the higher revs, but nothing that should put off a potential buyer. There was sufficient low end torque to keep the momentum, without having to shift regularly, even in heavy traffic. The gear shifts were smooth and positive, without any hint of false neutrals or ‘notchiness’ whatsoever. The exhaust note is a very typical growl of a V-twin, though slightly on the smoother side.
Looks & Styling:
In the looks & styling department, the GV650P will give you full bang for your buck. There is a liberal dose of finish black paint with just the right mix of chrome on the exhaust pipe, tank scoops, headlight and other body parts. The low slung body and the metal pipes running along the entire length of the fuel tank remind you very much of the Harley-Davidson V-rod, yet it is able to maintain its originality and uniqueness thanks to the jumbo-sized fully chrome exhaust pipe and the fully chrome chiselled tank scoops that have EFI written over them. Sitting atop the meaty inverted telescopic forks is the round, reflector type headlamp unit with a ring of chrome. Then we have a compact fully digital white backlit console, minus a tachometer. The switch gear plastic quality leaves nothing to be desired. The Aquila Pro would be available in 3 colours: Shadow Black, Lava Red and Phantom Silver.
Handling, Ride Quality & Comfort:
The cruisers are never known for their handling and manoeuvrability. In fact, this is precisely the reason a lot of people don’t like cruisers. However, sitting astride the GV650 we realize that all cruisers are not lazy! This bike really surprised us with its ability to move around and cutting through the traffic even in peak traffic hours in a city like Pune. Though it has its limitations and must be ridden like a cruiser. We had many instances of unintentional footpeg scraping riding on the Ghats in Pune whenever we tried to take a tighter line. You cannot really hope to sweep the corners or sneak through the non-existent gap between cars. In fact, the farthest point of the front tyre is far away from the rider; you have to be as careful as if driving a hatchback.
The sitting posture, as with any other cruiser, would require the rider to be sitting upright with the legs fully stretched to reach the forward set gear shifter and the rear brake pedal. The taller riders would really feel at home sitting on the bike, though even at about five and a half feet I didn’t find myself trying too hard to reach the footpegs. The seat is comfy and plush and big enough to accommodate the rear of even the widest among us. Also, it comes with the backrest for the pillion rider for added safety and comfort.
The Aquila Pro also stops as reassuringly as it goes from standstill to 60 or 100. The brakes have a nice progressive feel and the twin disks at the front and the single disk at the rear do the needful really well without giving you those ‘oh-shit’ moments.
Overall:
The DSK Hyosung GV650 Aquila Pro really has everything that should make it sell. For those with a bit over half a million rupees in their pocket and looking for something other than an HD or the Ninja 650 or who can’t wait for the Triumph to open their shop in India, it is a good option. It looks good, it rides even better, and at 4.99 lacs ex-showroom Delhi, makes it very attractive. But getting a good bike with good price tag probably is just the job half done. The harder part is to win the confidence of the buyers and that can only be done through a robust and effective service network and the right kind of marketing. And whatever we have known of Mr. Shirish Kulkarni, the Managing Director of the DSK Hyosung group, he seems to be damn serious about making it work. Here’s wishing all the best to DSK Hyosung. Hope they’ll keep making their bikes better. !
Suspension is of the very highest performance standard. The fully adjustable 43mm Öhlins FG511 forks, which sport low friction Titanium Nitride fork sliders, respond effortlessly to every imperfection in the tarmac. Beyond their advanced engineering solutions, one of the most important characteristics of Öhlins forks is their ability to communicate the condition and quality of the tyre-to-road contact patch, a feature that puts every rider in superior control. The suspension system is completed and perfectly balanced by using a fully adjustable Öhlins 46PRC rear shock with a ride enhancing top-out spring, controlling the single-sided swingarm for outstanding drive, traction and steering precision. The Öhlins package is completed with a control-enhancing adjustable steering damper.
ENGINE :
The Testastretta Evoluzione engine is the crowning glory of Ducati’s development and perfection of the L-Twin engine. World Superbike dominance for the last 15 years is the result of continual commitment to twin-cylinder technology and the 1098 Testastretta Evoluzione, the most powerful twin-cylinder production engine in history, is a fitting reward to our engineers’ continued ingenuity.
The 1098 engine is immediately recognisable by its completely new compact cylinders and cylinder heads. Other 1098 innovations and revisions are less obvious as they reside inside the Evoluzione’s engine cases, but whether external or internal, every new development was conceived to create a lighter, more efficient, more powerful and ultra-compact engine for the new generation of Ducati Superbikes.
The 1098 engine is immediately recognisable by its completely new compact cylinders and cylinder heads. Other 1098 innovations and revisions are less obvious as they reside inside the Evoluzione’s engine cases, but whether external or internal, every new development was conceived to create a lighter, more efficient, more powerful and ultra-compact engine for the new generation of Ducati Superbikes.
The 1098 capacity is a result of a significant increase in the bore and stroke of the Evoluzione motor. Highly ‘over-square’, it now sports a big 104mm bore and a relatively short 64.7mm stroke. To optimise the benefits of the new, big Ducati Twin, the cylinder heads have been completely redesigned and, when combined with advanced MotoGP induction technology, enable even the standard specification 1098 to produce more power than the previous extreme Testastretta ‘R’ engine.
The Evoluzione features a reduction in the angle between intake and exhaust valves allowing highly efficient, straight intake ducts and newly shaped combustion chambers that contain racing size ‘R’ valves (42mm inlet, 34mm exhaust), operated by radical ‘R’ derived camshafts. The new cylinder heads also benefit from fewer components and include magnesium covers to achieve a staggering weight-saving of over 3kg (6.5+lbs).
The Testastretta Evoluzione is the lightest Ducati Superbike engine ever, thanks to close scrutiny of every engine component. A total of 5kg (11.1lbs) has been saved by reducing the weight of many components, including transmission gears and the gear selector drum as well as the oil pump and primary gears.
Chassis & Suspensions:
Advanced chassis
The 1098 chassis and suspension have received the same detailed study and performance first priority approach. The goal was to achieve considerable weight saving while building-in strength and rigidity to manage the new high-powered Testastretta Evoluzione engine. Each and every component not only contributes to achieving superior road holding and stability, but when assembled, become a system with value far greater than the sum of all its parts.
The 1098 chassis and suspension have received the same detailed study and performance first priority approach. The goal was to achieve considerable weight saving while building-in strength and rigidity to manage the new high-powered Testastretta Evoluzione engine. Each and every component not only contributes to achieving superior road holding and stability, but when assembled, become a system with value far greater than the sum of all its parts.
Trellis frame
Developed in cooperation with Ducati Corse, the 1098 Trellis frame has been designed with a simplified tube layout featuring main section tubes increased in diameter from 28mm to 34mm, while being reduced in thickness from 2mm to 1.5mm. The result is a 14% increase in rigidity and a weight saving of 1.5kg (3.3lbs).
Developed in cooperation with Ducati Corse, the 1098 Trellis frame has been designed with a simplified tube layout featuring main section tubes increased in diameter from 28mm to 34mm, while being reduced in thickness from 2mm to 1.5mm. The result is a 14% increase in rigidity and a weight saving of 1.5kg (3.3lbs).
Single-sided swingarm
Our engineers were encouraged to re-think the construction technique of the 1098’s unique single-sided swingarm. The solution was to produce the main operational components using individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to complete the construction into a single, beautifully engineered component.
Our engineers were encouraged to re-think the construction technique of the 1098’s unique single-sided swingarm. The solution was to produce the main operational components using individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to complete the construction into a single, beautifully engineered component.
Rear suspension
Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system that features separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 1098 and an incredible Öhlins shock for the 1098 S. A vitally important feature of the 1098’s rear suspension system is the ability to adjust rear ride height independent of spring pre-load and other suspension settings, critical when seeking the perfect set-up for personal riding style or track conditions.
Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system that features separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 1098 and an incredible Öhlins shock for the 1098 S. A vitally important feature of the 1098’s rear suspension system is the ability to adjust rear ride height independent of spring pre-load and other suspension settings, critical when seeking the perfect set-up for personal riding style or track conditions.
Front suspension
The fully adjustable 43mm Showa forks with a special low friction Titanium Oxide-treated sliders on the 1098, and spectacular 43mm Öhlins with low friction Titanium Nitride sliders on the 1098 S, both feature radial Monobloc caliper mountings. The unique look of these mountings further underlines the no-compromise racing specification of the 1098. Both front suspension solutions are professionally track-tuned and offer superior road holding, deliver superior feedback, and help every rider to be more confident and in control.
The fully adjustable 43mm Showa forks with a special low friction Titanium Oxide-treated sliders on the 1098, and spectacular 43mm Öhlins with low friction Titanium Nitride sliders on the 1098 S, both feature radial Monobloc caliper mountings. The unique look of these mountings further underlines the no-compromise racing specification of the 1098. Both front suspension solutions are professionally track-tuned and offer superior road holding, deliver superior feedback, and help every rider to be more confident and in control.
Brakes , Wheels & Body :
Monobloc calipers
With a Superbike as capable as the 1098, superior stopping power is fundamental. The 1098 is the first production street bike to use Brembo’s Monobloc caliper racing technology. The M4-34 calipers are machined from a single piece of alloy, vs. the bolt-together construction of conventional calipers. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking, and therefore gives a much more precise feel at the brake lever. The 1098 also introduces for the first time on a Ducati, big 330mm discs which, when matched to the Monobloc calipers, achieve spectacular braking power. Despite the larger diameter, their weight has not increased due to the use of racing-style narrow braking surfaces. The use of Monobloc technology combined with the legendary stability of Ducati’s Trellis frame and the 1098’s overall weight savings has made world championship level brake performance available for the road.
With a Superbike as capable as the 1098, superior stopping power is fundamental. The 1098 is the first production street bike to use Brembo’s Monobloc caliper racing technology. The M4-34 calipers are machined from a single piece of alloy, vs. the bolt-together construction of conventional calipers. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking, and therefore gives a much more precise feel at the brake lever. The 1098 also introduces for the first time on a Ducati, big 330mm discs which, when matched to the Monobloc calipers, achieve spectacular braking power. Despite the larger diameter, their weight has not increased due to the use of racing-style narrow braking surfaces. The use of Monobloc technology combined with the legendary stability of Ducati’s Trellis frame and the 1098’s overall weight savings has made world championship level brake performance available for the road.
Super lightweight wheels
The weight saving of 250g achieved on the front wheel substantially reduces the moment of inertia and enhances the 1098’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1kg compared with traditional Ducati single-sided swingarm fitments. Both the 1098 and 1098 S benefit from the lightweight Marchesini Y-shaped spoke wheels, but the ‘S’ goes even further by using machine finished forged-aluminium, a special process normally reserved for the production of race wheels. Another first for Ducati is the mounting of 190/55 rear tyres, our widest ever, and the new standard for traction and control.
The weight saving of 250g achieved on the front wheel substantially reduces the moment of inertia and enhances the 1098’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1kg compared with traditional Ducati single-sided swingarm fitments. Both the 1098 and 1098 S benefit from the lightweight Marchesini Y-shaped spoke wheels, but the ‘S’ goes even further by using machine finished forged-aluminium, a special process normally reserved for the production of race wheels. Another first for Ducati is the mounting of 190/55 rear tyres, our widest ever, and the new standard for traction and control.
Magnesium subframe
Exploiting every opportunity to reduce weight where possible, engineers chose to produce the front subframe in magnesium. While its construction ensures secure, rigid support for the headlamp, instruments and fairing, the weight-saving around this high, forward position contributes considerably to overall ‘feel’ and control of the machine.
Exploiting every opportunity to reduce weight where possible, engineers chose to produce the front subframe in magnesium. While its construction ensures secure, rigid support for the headlamp, instruments and fairing, the weight-saving around this high, forward position contributes considerably to overall ‘feel’ and control of the machine.
Aerodynamic bodywork
Carefully designed not only for aerodynamic efficiency but also to hug the sleek lines of the chassis, the 1098 enables the rider to blend effortlessly into the race-oriented riding position. Great care has been taken in the design of the air supply ducts so to ensure efficient air-flow through radiator and oil coolers as well as provide ample air delivery to the airbox feeding the powerful new Testastretta Evoluzione engine. Moulded in lightweight Terblend®, the bodywork’s form becomes a considerable contributing factor to the overall performance of the machine by helping reduce weight even further while allowing the rider to effortlessly ‘tuck in’ from the wind stream and turbulence to achieve maximum straight-line track speed.
Carefully designed not only for aerodynamic efficiency but also to hug the sleek lines of the chassis, the 1098 enables the rider to blend effortlessly into the race-oriented riding position. Great care has been taken in the design of the air supply ducts so to ensure efficient air-flow through radiator and oil coolers as well as provide ample air delivery to the airbox feeding the powerful new Testastretta Evoluzione engine. Moulded in lightweight Terblend®, the bodywork’s form becomes a considerable contributing factor to the overall performance of the machine by helping reduce weight even further while allowing the rider to effortlessly ‘tuck in’ from the wind stream and turbulence to achieve maximum straight-line track speed.
BMW K 1200 S:
It gives a tough competition to Aprilia.On 25 September 2004, BMW globally launched the K 1200 S a radically redesigned , containing four-cylinder, liquid-cooled engine. So that is the 9th of top 10 fastest production bikes.
Features:
Engine: 16 valves, 4 cylinders, DOHC, horizontal in-line, liquid cooled
Top Speed: 174 miles per hour (278 km/h)
Power: 164.94 horsepower (120.4 kW) @ 10250 RPM
Aprilia RSV 1000R Mille:
For Aprilia, engine is built by the Austrian company Rotax.Aprilia RSV 04 from the Aprilia series is also very famous. As the name suggests, Aprilia RSV 04 was built in 2004 itself.
Features:
Engine: 998 cc 60 degree V-twin engine
Top Speed: 175 miles per hour (281 km/h)
Power: 105.24 kW (143.09 PS; 141.13 hp) @ 10000 rpm
| Manufacturer | Aprilia |
|---|---|
| Production | 1998-2003 |
| Successor | Aprilia RSV1000R |
| Class | super bike |
| Engine | 997.62 cc V-twin, 4-stroke, liquid cooled |
| Power | 94.11 kW (127.95 PS; 126.20 hp) @ 9500 rpm |
| Torque | 10.3 kg·m (101 N·m; 75 lb·ft) @ 7250 rpm |
| Transmission | 6-speed, chain drive, slipper clutch on some models [1] |
| Brakes | Front: Dual disc, Rear: single disc |
| Wheelbase | 1,415 mm (55.7 in) |
| Seat height | 825 mm (32.5 in) |
| Weight | 189 kg (417 lb) (dry) |
| Fuel capacity | 21 litres (1,281.5 cu in) |
The Aprilia RSV Mille was a sport motorcycle manufactured by Aprilia from 1998 to 2003. It was offered in three versions, RSV Mille, RSV Mille R, and RSV Mille SP.
The first RSV Mille (ME) was made from 1998 to 2000, the updated RSV Mille (RP) from 2001 to 2002 and the last update was made in 2003.
With a 998 cc 60-degree V-twin engine built by the Austrian company Rotax, the RSV Mille was the first large displacement motorcycle made by Aprilia that up to then had made up to 250cc engines.[2] This same engine was used unmodified in the Tuono and in slightly modified form in the SL1000 Falco.
The Mille featured a type of slipper clutch, which worked by using a vacuum on a closed throttle from the inlet manifold to give the effect of slipper clutch, but only on a closed throttle.
Model History
The first changes were made in 2001 when the fairing was restyled, adding wind deflectors to improve airflow. The fuel tank was changed to a plastic item (with a reduction in capacity), and the rear shock on both the standard and the 'R' models was revised.
In 2012, the front brake calipers were changed to Brembo Monobloc 4 pad calipers - each piston having a separate pad gave an increase in braking performance and feel.
In 2003, the gear ratios were changed to give a slightly closer ratio gearbox, the exhaust system was changed and the tail piece and front mudguard were redesigned.
From 2004, the Mille was replaced by the RSV-R and RSV-R Factory.
RSV Mille R
The RSV Mille R is a lighter, higher spec. version of the standard Mille, introduced in 1999. It features Öhlins suspension, an Öhlins steering damper, forged aluminum wheels, carbon fibre front mudguard and a shorter subframe for one person use only (no passenger seat).
RSV Mille SP
The SP stands for Sport Production and this version was made as a homologation special for the Superbike World Championship. Only 150 motorcycles, the minimum requirement to homologate the model for Superbike World Championship, were manufactured in 1999. It uses a special short-stroke version of the 60-degree V-twin engine, developed in collaboration with Cosworth.
Replicas
In 2002, Aprilia produced 300 limited edition RSV Mille R Haga Replica. The motorcycle has the same livery as the bike used by Noriyuki Haga at the Superbike World Championship and came with a circuit kit, which included a full Akrapovic titanium exhaust system and an Eprom injection unit.[3]
In 2003, an RSV Mille R Edwards Replica with a livery inspired by the Aprilia RS Cube MotoGP motorcycle ridden by Colin Edwards. as with the Haga replica, the motorcycle came with a circuit kit, which included Akrapovic exhausts, a more pressurised airbox, an Eprom injection unit and 57 mm (instead of 51 mm) throttle bodies.
RSV specifications
All specifications are manufacturer claimed.
| Engine | 998 cc, 60 degree longitudinal V-twin, two-cylinder, 4 stroke, liquid-cooled, DOHC, 8-valve | ||
|---|---|---|---|
| Bore/Stroke | 97.0 mm x 67.5 mm | ||
| Compression Ratio | 11.4:1 98-00 11.8:1 01-03 | ||
| Max Power | 130 bhp (97 kW) at 9500 rpm | ||
| Max Torque | 74.5 ft·lbf (101 N·m) at 7250 rpm | ||
| Fuel System | Fuel injection | ||
| Lubrication | dry pan with separate oil tank and cooling radiator | ||
| Ignition | Computer Controlled Digital Electronic | ||
| Transmission | 6-speed, mechanical | ||
| Final Drive | 2.625:1 #525 o-ring chain | ||
| Overall Length | 2070 mm | ||
| Overall Width | 725 mm | ||
| Seat Height | 820 mm | ||
| Wheelbase | 1415 mm | ||
| Dry Weight | 187 kg (183 kg R model) | ||
| Suspension Front | upside down telescopic adjustable forks with spring preload, rebound and compression damping (Showa standard, Öhlins R&T forks on R model) | ||
| Suspension Rear | oscillating rear fork in light alloy with differentiated profile arms and hydropneumatic adjustable mono-shock absorber (Sachs standard, Öhlins shock on R model) | ||
| Brakes Front | double floating 320 mm discs with 4-piston Brembo gold calipers | ||
| Brakes Rear | Single 220 mm disc with dual pin Brembo gold caliper | ||
| Tires Front | 120/70-ZR17 | ||
| Tires Rear | 190/55-ZR17 | ||
| Fuel Tank Capacity | 17 L (3.7 imp gal; 4.5 US gal) | ||
Kawasaki Ninja ZX-11/ZZ-R1100:
It occupies 7th place in the top 10 fastest bikes.There was a huge difference in marketing of this bike in North America from Rest of the World as the ZX-11 Ninja in North America and the ZZ-R1100 in the rest of the world.It remained as the World’s Fastest Production Bike for a decade.
Features:
Engine: 1052 cc 4-stroke, 4-cylinder, DOHC, liquid-cooled
Top Speed: 176 miles per hour (283km/h)
Power: 108 kW (147 PS) @ 10,500 rpm
MV Agusta F4 1000 R:
It was released in 2006.It includes an upgraded Brembo Monobloc radial brakes, forged black Brembo wheels and an upgraded Sachs rear shock absorber which proves to be helpful in compression & rebound damping adjustable in high & low speed range.TSS system is not utilized in this bike.
Features:
Engine: liquid cooled, inline, 4 cylinder, DOHC, 16 radial valves
Top Speed: 185 mph (299 km/h)
Power: 174 horsepower (128 kW)
Yamaha YZF R1:
The redesigning of the Genesis engine to offset the crankshaft led to the amazing Yamaha’s YZF-R1.The true liter class (1,000 cc) was firstly introduced in this bike.When introduced, it took the class closer to a true racing motorcycle.The handling capabilities were increased to greater extend.
Features:Engine: Forward Inclined Parallel 4-cylinder, 20 valves, DOHC, liquid-coole
Top Speed: 186miles per hour (297 km/h)
Power:128.2 horsepower (95.6 kW) at 10000 rpm
Top Speed: 186miles per hour (297 km/h)
Power:128.2 horsepower (95.6 kW) at 10000 rpm
Honda CBR1100XX Blackbird:
The title of the world’s fastest production motorcycle was ripped away by this bike from the legendary Kawasaki ZX-11.It was the founding bike in the hyper sport touring niche market.This market has expanded vastly.The Blackbird has an exceptional smoothness due to dual counter balancer shaft.Despite being much smoother than other bikes it was not sold in the U.S.
Features:
Engine: 1137cc liquid-cooled inline four-cylinder
Top Speed: 190 miles per hour (310km/h)
Power: 114 kW (153 hp) @ 10,000 rpm
MTT Turbine Superbike Y2K:
It is the world’s second wheel driven motorcycle powered by a turbine engine, created by Ted McIntyreit.It’s top speed has been recorded as 227 m/ph.It has been recognized as the “Most powerful production motorcycle” by the Guinness World Records.
Features:
Engine: 227 miles per hour (365 km/h)
Top Speed: Rolls-Royce 250-C20 turbo shaft
Power: 320 horsepower (239 kW) @ 52,000 rpm
Suzuki Hayabusa:
It stands second in the list of fastest bikes.It’s name is directly translated from Pergerine Falcon – Japanese name.It points to the bird attributed of achieving speeds of over 200 m/h.It also refers to the predator of the Blackbird.GSX1300R was called the first generation of Hayabusa.It includes 1299 cc inline-4 liquid-cooled engine.
Features:
Engine: 1340 cc (82 cu in), 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve
Top Speed: 248 miles per hour (397 km/h)
Power: 197 horsepower (147 kW) @ 6750 rpm 147kW
Dodge Tomahawk:
It is a Viper V-10 based motorcycle.Unlike other bikes it has four wheels and 500 horsepower engine. It forms a quadricycle and not motorcycle with two front and two back wheels.Only total ten same bikes were made all over the world and each of them was sold for a price upto $555,000.According to the specifications 0-60 mph times have been estimated at 1.75 seconds.
Features:
Engine: 10-cylinder 90-degree V-type
Top speed: 350 miles per hour (560 km/h)
Power: 500 horsepower (370 kW) @ 5600 rpm (45 kW/L)
Engine: 1137cc liquid-cooled inline four-cylinder
Top Speed: 190 miles per hour (310km/h)
Power: 114 kW (153 hp) @ 10,000 rpm
MTT Turbine Superbike Y2K:
It is the world’s second wheel driven motorcycle powered by a turbine engine, created by Ted McIntyreit.It’s top speed has been recorded as 227 m/ph.It has been recognized as the “Most powerful production motorcycle” by the Guinness World Records.Features:
Engine: 227 miles per hour (365 km/h)
Top Speed: Rolls-Royce 250-C20 turbo shaft
Power: 320 horsepower (239 kW) @ 52,000 rpm
Suzuki Hayabusa:
It stands second in the list of fastest bikes.It’s name is directly translated from Pergerine Falcon – Japanese name.It points to the bird attributed of achieving speeds of over 200 m/h.It also refers to the predator of the Blackbird.GSX1300R was called the first generation of Hayabusa.It includes 1299 cc inline-4 liquid-cooled engine.
Features:
Engine: 1340 cc (82 cu in), 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve
Top Speed: 248 miles per hour (397 km/h)
Power: 197 horsepower (147 kW) @ 6750 rpm 147kW
Dodge Tomahawk:
It is a Viper V-10 based motorcycle.Unlike other bikes it has four wheels and 500 horsepower engine. It forms a quadricycle and not motorcycle with two front and two back wheels.Only total ten same bikes were made all over the world and each of them was sold for a price upto $555,000.According to the specifications 0-60 mph times have been estimated at 1.75 seconds.
Features:
Engine: 10-cylinder 90-degree V-type
Top speed: 350 miles per hour (560 km/h)
Power: 500 horsepower (370 kW) @ 5600 rpm (45 kW/L)
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