Aprilia RSV 1000 Mille

Unlike cruiser riders, sportbike fans care only about performance and don't care a whit about the appearance of their bike, right? Well, despite what most of us might say publicly, how a bike looks is a major factor in a sportbike purchaser's decision.

The problem with comparing the aesthetics of a machine, though, is that it can be judged only subjectively the eye of the beholder, and all that. Regardless, we'll point out some of the stylistic successes and failures in each design. Although the general public won't be able to distinguish your new 998 from an eight-year-old 916, the Ducati still looks fresh. Bystanders regularly locked their eyes on the 998 when traveling with the Mille, and these are people whose brains aren't sucked into the whole Ducati legend, either. It's easy to admire the graceful simplicity of its enduringly sexy styling. From the low, angular cut of its nose to its wonderfully exposed Marchesini rear wheel thanks to its single-side swingarm, even casual observers know they've seen something special and exotic.

To distinguish your new 998 from an eight-year-old 916, the Ducati still looks fresh. Bystanders regularly locked their eyes on the 998 when traveling with the Mille. Which is not to say the Mille is a styling dog. It is blessed with a beautiful aluminum perimeter frame and what surely must be the most gorgeous double-sided swingarm in the biz, with shiny alloy snaking almost liquidly to the back axle. And in the cockpit, the Mille's gauge panel looks almost aircraft-like, what with its comprehensive digital displays (except, thankfully, for its easy-to-read analog tach) that offer all the information you could want, including a lap timer function! Try finding that on a bike not built in Italy. And if seen at night, the sinister looking, blood-red backlighting on the gauges usually causes oohs and ahhs. Those more knowledgeable about machinery often stoop down to their knees to check out the trick eccentrically-adjustable shifter and rear brake nubs attached to lovingly relieved levers.

Compared to the 998, however, the Mille's styling, though voluptuous, is just a little too busy for us, and its slathering of decals somewhat cheapens its appearance. Your mileage may vary. And even though Claudia Schiffer may be at the top of your list, that doesn't mean you'd turn down a date with Heidi Klum. Both of these bikes are supermodels in their own right. 

Power from both bikes is more than adequate on the street, with the readily available thrust from the torquey V-Twins allowing a rider to get on the gas early, squirting out past the apex with controllable urgency, an oxymoron for some sportbikes. Despite the higher-revving nature of the new Testastretta powerplant, the Ducati has a big boost in midrange power compared to the 996. That bulging midrange combined with its surging top-end makes it feel like it has a big-bore kit next to last year's model. The Mille's relative power deficiency, though still strong and meaty, is offset by its more street-oriented gearing.

As a side note, we were surprised by the discrepancy between the speedometers of the two bikes. When the 998's analog speedo was reading 80 mph, the Mille had 71 mph showing on its digital display. At the next gas stop, the Duc had 57 miles on its odo while just 54.2 were on the Aprilia, a pattern that would repeat itself later, with 85/80.6 readings, respectively. With no radar guns pointed at us (thankfully), we can't confirm which bike has the accurate numbers.

Other details: The mirrors on the Aprilia have a small adjustment range, but are easily superior to the tiny and barely adjustable reflectors on the 998. The biposto 998 we tested has passenger accommodations, but the hard pillion seat with high pegs is for short trips only. The Mille R comes with a tail seat hump where the passenger seat would be, so you'll have to leave your friend at home.

Perhaps the Mille's most obvious distraction is the placement of its turn signal switch. It's placed lower than typical, making a rider look foolish by occasionally honking the horn when trying to signal a lane change.

Ducati's 998 should look familiar to those who worship at the altar of Desmodromics. Visually, it doesn't look much different from the iconic 916 that was introduced in 1994. Keen observers will note a smoothed over side fairing due to the loss of the intake and exhaust ducts of the 996; engine heat now escapes through a mesh-grilled vent nicely integrated into the side fairing's trailing edge. Trainspotting types will notice Italian colors and laurel wreath with a "#1" on the fuel tank, and a new "Ducati Superbike" decal on the tailsection.

But cosmetic revisions aren't really the selling point of the 998. Fresh from winning the 2001 World Superbike title comes the Testastretta engine. A bigger bore and shorter stroke (100mm x 63.5mm, compared to 98mm x 66mm) boost displacement to 998cc, and the more oversquare design reduces piston speeds to allow for a safe redline 500 rpm higher to 10,500.

More important to the new engine are the all-new narrow heads that give the Testastretta its name. Significantly, the included valve angle is reduced from 40 degrees to a much more contemporary 25 degrees for a flatter, faster-burning combustion chamber. A 10mm spark plug replaces a 12mm plug for better placement of the larger valves (40mm intake and 33mm exhaust, compared to 36mm and 30mm, respectively), and a wider cam belt runs in pulleys with revised relationships for less belt vibration. A bigger water pump increases coolant flow by a claimed 15 percent, making possible smaller coolant passages that make a stiffer cylinder head structure.

A bigger bore and shorter stroke (100mm x 63.5mm, compared to 98mm x 66mm) boost displacement to 998cc, displacement to 998cc, and the more oversquare design reduces piston speeds to allow for a safe redline 500 rpm higher to 10,500. Getting fuel into the engine is a shower-type single-injector system as used on Ducati's race bikes. Fuel is squirted straight down toward the throttle plates through 54mm throttle bodies rather than the previous 50mm units that used two injectors to direct fuel at an angle under the butterflies. Ducati says more optimum combustion at all engine speeds is the result. A new 32-bit Marelli ECU is nearly one pound lighter than the old 8-bit unit it replaces, and it samples throttle inputs in finer increments for improved responses from the ignition and injection systems.

Experience in World Superbike competition has resulted in revisions to the Mille's chassis geometry. Its rake gets kicked out half a degree to 25.0 degrees, and the swingarm pivot is 3mm higher for a theoretical increase in rear-wheel traction by increasing the swingarm's downslope. In addition, the engine is raised 5mm in the frame: Quicker steering results by bringing the center of mass more in line with the bike's roll axis. Several changes to the engine's internals are designed to add durability and reduce noise. This makes for interesting reading if you're a mechanical engineer, but as there is no power gain claimed, we'll skip the details. The 60-degree V-Twin retains its 97 x 67.5mm bore/stroke ratio and 997.6cc displacement.

The Mille sold in Europe received a new cylinder head with revised cams and and larger intake valves in 2001, but it wasn't until 2002 that the American version received those same updates. Changes to the airbox and muffler give the Mille competitive power without resorting to the quasi-legal mods (pulling an airbox plug, drilling out a muffler restrictor, and clipping a wire on the ECU) the previous version needed to get full power.

While the standard Mille ($13,495) is exotic enough for most, at MotorcycleUSA we're a little bit greedier. That's why we decided to opt for the R-version, which includes more carbon fiber (fenders, intake ducts, dashboard cover) and trick forged-aluminum wheels. A trio of high-spec Ohlins products helps set the $17,295 R apart from the $3800-cheaper standard Mille. An Ohlins Racing fork with titanium-nitride coating for reduced stiction goes on in place of the regular version's Showa unit, and a Swedish-made shock replaces a Sachs damper. An Ohlins steering damper mounted just above the lower triple clamp raises the R's trick factor. The combined result is a bike that is nine pounds lighter according to Aprilia.

The Aprilia also has a a wide range of adjustments on its Ohlins suspenders, and it can be set up almost Gold Wing-plush for those straight-line drones. The Ducati is sprung stiffer, and it remained less compliant even after backing off damping and preload.

A trio of high-spec Ohlins products helps set the $17,295 R apart from the $3800-cheaper standard Mille.
Slowish steering combined with greater mass than four-cylinder machines and the racer-style ergos makes both bikes feel a bit cumbersome in the city, but that changes once in a canyon playground. The ass-up riding position that is awkward at low speeds makes sense in the twisties. Both bikes offer excellent communication from the front tire with near-unflappable stability. The Mille exhibited a slight reluctance on turn-in that I hadn't experienced during other tests, probably due to the shagged Pirelli Dragon Super Corsa that came on our bike. The 0.5-degree of extra rake might've been blamed if not for experience on other tires later in the test.

If you're looking for a modicum of freeway comfort, then you should be looking in the direction of the Mille. Its taller bars and much higher windscreen work in conjunction with what is likely the most protective fairing in sportbikedom to offer a tidy aerodynamic bubble for the rider. The Mille remains unaffected in crosswinds, and a rider can stay mostly dry in the rain by tucking in. Even hands and feet are mostly out of the airflow.

Even though there are few hard braking points at the Streets circuit, the Mille's new four-pad Brembo calipers stood out as clearly superior to the traditional two-pad Brembo calipers of the 998. In an effort to reduce reciprocating mass, the 320mm-diameter front rotors on both bikes are 0.5mm thinner this year. The Aprilia goes one better by using one less button to secure the rotors to the wheels for a drop of a few more grams. The 998's brakes are quite good, if a bit mushy, but the Mille's newer caliper design offers an unparalleled level of feedback and sensitivity for streetbike brakes.The Mille, with its titanium-nitrided Ohlins fork, also leads the class is suspension quality. The high-spec fork handily sucks up bumps that would tie lesser bikes up in knots. The 998's Showa fork (also with TiN-coating on its fork sliders) works well, but it doesn't offer the range of adjustment nor the suppleness of the Ohlins legs.

Conclusion
Controlling the rear wheel on both bikes is an Ohlins shock. The Mille gets a less progressive shock linkage for 2002 that works with a revalved damper and, combined with the higher swingarm pivot, its rear tire seems to bite harder into the pavement under acceleration than the stiffly sprung 998.

While many street riders would kill to have an Ohlins shock on their bike, we did find details to carp about. The Mille's rebound adjuster, located at the lower end of the shock, is a pain in the knees to access. By the same token, the 998's shock preload adjuster is a nightmare to get at, whether by spanner or by the trusted punch and hammer combo.

The R-version of the Mille earns the award of quickest-steering big-bore V-Twin, largely attributed to the OZ Racing forged aluminum wheels. OZ, a supplier to F1 teams, uses an 8000-ton hydraulic press to forge the wheels, resulting in a wheel 25% lighter than a cast aluminum wheel, with no cracks or imperfections.

Riding a standard version of the Mille at the track confirmed the theory that lighter wheels result in a quicker steering bike. Though the two bikes had different tires fitted, which can affect steering qualities, the R-version was much more nimble in a tight flip-flop chicane. The forged wheels, besides looking trick as hell, are worth price as part of the R-version.

The 998's tall gearing results in one less gearchange than the Aprilia around the Streets course. With a max speed of nearly 130 mph on the track, the top three gears of the 998 don't get used. Also, the 998's transmission popped out of first gear twice on compression braking, making for sphincter-puckering moments.

The Mille's shorter gearing necessitates an extra gear change, often making for harder corner exits through better torque multiplication. And even going in a gear high, like the slow, 35-mph Turn 4 in second gear, the wide powerband still allows the bike to torque away with authority.

While the Mille gets through the tight stuff a bit quicker, the 998 comes into its own in fast sweepers. Its lack of nimbleness pays off with high-speed stability, and the Duc carves into corners like its front wheel is following an ordained path.

The 998, though, is not a bike for a gentle rider. It demands a firm and sure hand to command it what to do, and it does not suffer fools gladly. The Mille is simply easier to ride than the aggressive Ducati.

This is no better illustrated by lap times. The greater horsepower and torque of the 998 catapults it harder when the road opens up, but there's just two places on the track where it can be fully exploited. Conversely, there are four slower sections of the track that demand quick steering and acceleration from lower speeds.

The tale of the stop watch says the Mille had the best combination of power and flickability on the Streets track, though just barely. Its best lap was 0.16-second quicker than the 998, and perhaps more important, it was easier to string together consistent laps. A trip to the much higher-speed Willow Springs big track would've likely swung the victory to the more powerful Ducati, but that's an environment far removed from street riding which, despite racy pretensions, is where these bikes will spend the vast majority of their time.

You're the perfect candidate for the Ducati if: you like to spend weekends on the racetrack; ride less than 150 miles a day, usually only on weekends; have fallen for Ducati's legendary and historic racing mystique; or have the need for people to look admiringly at your bike (or you).

The Aprilia is the fitting choice for those who: need enough comfort to ride several times a week, often for day-long sorties; desire trick bits slathered on your bike; and root for the youthful racing underdog.

Simply put, the Aprilia RSV Mille makes a better streetbike than the Ducati 998. If you want more comfort, high-style and rare hardware, the exotic R-version of the Mille will never disappoint. The Ducati 998 Testastretta counters with eye-grabbing styling, more power, and affiliation with the most dominating World Superbike race heritage in history.