Three and a half years after announcing his V-twin superbike and Aprilia RSV Mille & Mille R , he still wasn’t there.People said the 60-degree design, with its powerful dual balance shafts, was the problem. They said the axes proved too heavy and consumed too much power. Or that the Rotax and Aprilia RSV Mille & Mille R engineers working on the project found that the crankcases kept blowing up. Or that the fuel-injection system made the power delivery more jerky than school luncheon custard. And so the rumors continued. In hindsight, none of this is relevant because what finally arrived in 1999 was so perfect it was unbelievable. Here was a 60¡ V-twin (it’s much more compact than a 90¡ V-twin or ‘L’ on the frame, you know?), with aggressive power delivery and character (no lumps). It put out a claimed 128 horsepower, which amounted to about 112-115 in terms of rear wheels. With Aprilia already claiming numerous titles during his 125 and 250cc GP career at the time, Aprilia had a beautifully polished and organically curved frame with allied beams, much like the chassis you see on factory 250s. It worked, too, aided by the competent Showa forks and Boge shock at launch RSVs, though the early stock machines were later upgraded by the already-singing Ohlins-suspended RSV-R.
The brakes worked too, though unsurprisingly well, but all in all a brilliant first attempt at a capable sports bike. With more looks and comfort than a Ducati 916, even if the package wasn’t as appealing, Aprilia said it was limited with the first Mille. It had a weird face with three headlights, a huge muffler and sometimes weird color schemes. It grew on us, sure, and later SP and RSV-R models were built on looks and added to the spec list, but it never had the visual pizzazz of the 916. But then what? Instead, the Mille has evolved into a practical alternative to a Ducati. An exoticism for everyone, so to speak. And with buyer confidence in Aprilia RSV Mille & Mille R currently at a low level, thanks to last year’s lack of confidence and the subsequent acquisition of Piaggio, as well as a generous 0% financing deal for the newer model, prices for these pre-owned models are currently lower than they have been. for a while. Our advice?
Get in while you still can, especially with the ‘R’ (Aprilia RSV Mille & Mille R )version.
WATCHES
The only part of the bike that looks a little weird. There are five buttons and you have to read through the manual to even reset the trip odometer or adjust the clock, let alone the shift light, which when set to 5-6000rpm when breaking in is annoying as shit. Electrically, the units are okay, but you’re asking for trouble if you flush the old jet in. you have been warned
ENGINE
That 60 degree V-twin is a monster. Power comes in from 5,000rpm, before peaking around 9,500rpm. Dual balance shafts dampen vibrations and hardly reduce power.
Reliability? Generally quite good, although maintenance intervals must be strictly adhered to. Some engines have blown oil pressure sensors, so check the right side of the fairing for signs of oil. Some overloaded engines (like ex-MRO Aprilia RSV Challenge bikes) have gone haywire
FORKS
It’s fine on stock bikes, but RSV-R forks…hlins have blown out the fork seals prematurely or start to cry when sand gets into the seals. Check by pushing the suspension up and down using the front brakes, then check each leg for oil residue with a tissue or finger.
FRONT BRAKES
They are pretty good on the first entry-level machine and get really good on the Brembo Goldline equipped Mille Rs. Later radial machines (Mille Rs, 2002-2003) are only slightly better. No real issues reported
FUEL TANKS
Mille owners in the United States have talked about ‘R’ models suffering from fuel leaks from the plastic tank. The area around the fuel pump sometimes does not remain sealed. The original Milles had steel tanks, while the R has plastic. In early 2001, the tank was slightly modified to keep the fuel lower in the frame. All tanks from 2001 to 2003 are identical and interchangeable.
Tip: If you smell the fuel, check the tank, not with an open flame…
END
Scratched rear units are the norm because the bike is so tall. The satin finish on 2001 and later models may have some scratches, but otherwise the bikes are very well finished, with early 1999 machines still in good condition.
REAR BRAKES
He always seemed tactless and bit after a while. The trick is to clean them well and often, put on braided hoses and try different pads. Carbone Lorraine SBK3 and Bendix SS are popular. Some people try the SP-1’s front master cylinder to get even more power on the lever
TIES
Most owners stick to the original Pirelli Dragon Supercorsas. These and the Metzeler MEZ3/4 are adored in the Mille community, as are the early BT56s and later Bridgestone 010s and 020s. The latest 014 from the Japanese company are even better
REAR SHOCK ABSORBERS
Check the rear suspension linkages/shock absorbers to make sure they are properly lubricated from new. Many owners claim that Luigi seems to forget…
LINKS
The couplers can be on the weak side, so an upgrade from the Barnett coupler is highly recommended. Oh, and the clutch fluid always turns black. It’s called “character,” you know?
HOW MUCH, LORD?
Aprilia RSV Mille & Mille R 1000 Mille SP (1998 only)
New price: £23,000
Pay now: between £8,000 and £12,000 depending on age, mileage and condition. it’s a collector’s item
Colours: black/red/white
The World Superbike homologation special had a limited edition of only 150
Aprilia RSV Mille & Mille R 1000 Mille (1999-2000)
New price: £9400
Pay Now: £2,500 to £2,800
Colors: red/purple/silver or black
Easily recognizable by the classic triangular headlight construction
Aprilia RSV 1000 Mille R (2001-2003)
New price: £8800
Pay Now: £3,200 to £5,400
Colours: yellow or black
New body. RSV-R has Ohlins gear for much more second hand. yum…
Three and a half years after announcing his V-twin superbike and Aprilia’s Mille, he still wasn’t there.
People said the problem was the 60° design, with its powerful dual balance shafts. They said the axes proved too heavy and consumed too much power. Or that the Rotax and Aprilia engineers working on the project found that the crankcases kept blowing up. Or that the fuel-injection system made the power delivery more jerky than school luncheon custard. And so the rumors continued.
In hindsight, none of this is relevant because what finally arrived in 1999 was so perfect it was unbelievable. Here was a 60° V-twin (it’s much more compact than a 90° V-twin or “L” in the frame, you know), with aggressive power delivery and character (no lumps). It put out a claimed 128 horsepower, which amounted to about 112-115 in terms of rear wheels.
With Aprilia already claiming numerous titles during his 125 and 250cc GP career at the time, Aprilia had a beautifully polished and organically curved frame with allied beams, much like the chassis you see on factory 250s. It worked too, aided by the competent Showa forks and Boge shock in RSV launches, although the early stock machines were later upgraded by Öhlins’ suspended RSV-R.
The brakes worked too, although unsurprisingly well, but all in all a brilliant first attempt at a capable sports bike. With more looks and comfort than a Ducati 916, even if the package wasn’t as appealing, Aprilia said it was limited with the first Mille.
It had a weird face with three headlights, a huge muffler and sometimes weird color schemes. It grew on us, sure, and later SP and RSV-R models were built on looks and added to the spec list, but it never had the visual pizzazz of the 916. But then what? Instead, the Mille has evolved into a practical alternative to a Ducati. An exoticism for everyone, so to speak.
And with buyer confidence in Aprilia currently at a low level, thanks to last year’s lack of confidence and the subsequent acquisition of Piaggio, as well as a generous 0% financing deal for the newer model, prices for these pre-owned models are currently lower than they have been. for a while. Our advice? Get in while you still can, especially with the ‘R’ version.
