Aprilia RSV1000R vs Ducati 1098S

Since the inception of the Superbike World Championship, Twin-cylinder motorcycles have claimed 16 of 20 series titles, including fourteen by Ducati alone. Many a mortal man has been transformed into a legend thanks in part to the rider-friendly nature inherent with sporting Twins. Fogarty, Roche, Bayliss and Toseland all won championships on either the 916 or 999 platforms and starting in 2008 the new 1098 will fly the tri-color in competition for the boys of Bologna.

After watching its cross country rival enjoy a great deal of success with these machines, Aprilia decided to follow suit and entered the fray with a sporting Twin of its own in 1998 - and a rivalry was born. Unfortunately, despite the best effort of riders like Troy Corser, Regis Laconi and Noriyuki Haga, racing success didn't come easy for the company from Noale. Aprilia has enjoyed a successful run on the sales floor and in the eyes of journalists around the world, but those accomplishments didn't correlate to similar success on the track. After accumulating eight wins, 26 podiums and finishing third in SBK twice between 1999 and 2003, the plug was pulled on the Superbike racing program in order to focus on the company's more-successful 250 MotoGP effort. Fortunately for carving connoisseurs, the Mille lives on as one of the longest-running V-Twin sportbikes in production today.


2007 Aprilia RSV1000R - Wallpaper

The 2007 Aprilia RSV1000R (Left) and 2007 Ducati 1098S are both dark & sinister looking. But we want to know which is the bad-ass because we simply cannot stand not knowing. During the 2007 season, neither of the these machines participated in SBK, with Aprilia having pulled out of the series and Ducati's all-new 1098 not conforming with the current rules so the 999 represented Bologna one final time. That doesn't mean the two most current offerings from Italy's premier sportbike manufacturers don't deserve to have their day in the limelight. Relax and enjoy MotorcycleUSA.com's Battle of the Twins between the venerable Aprilia RSV1000R Mille and the new Ducati 1098S. Over the course of two days at Buttonwillow Raceway courtesy of Pacific Track Time, we blew through four sets of medium compound Pirelli Diablo Supercorsa tires, two clutches, a bit of elbow grease and few notepads in an effort to find out just how these bikes stack up on the track, street and the drag strip.

Aprilia RSV1000R

The Aprilia RSV 1000R as undoubtedly made its mark on the history of performance Twins. Its combination of an agile chassis, top-shelf brake and suspension components coupled with a 120-horsepower motor has been tough for consumers to ignore for nearly a decade. If there are any doubters among us, look no further than the results of the 2006 Master Bike competition for proof that the Mille is still an elite superbike in this age of In-Line repli-racers. The 2006 RSV1000R Factory was chosen as the bike of choice by a contingent of international moto-journalists and who are we to question their conclusion.


Although we were hoping to procure the Factory version of the mighty Mille for this two-bike review, there is simply not enough of them to go around. Fortunately, the majority of the differences between the two models are primarily cosmetic, with an adjustable Ohlins steering damper, rear shock and Super Corsa Pro tires at the top of a list of 'Factory' pieces which includes gold painted forged wheels, frame and carbon fiber kit bodywork components.


Aesthetically the Mille's more traditional looking design is still quite sharp. Its massive aluminum frame, dual up-swept 2007 Aprilia RSV1000R - Wallpaper
A nice back-side goes a long ways in the style department. exhaust and matte-black finish will attract attention from anyone who is drawn to exotic equipment. Fire-up the fuel-injected 60-degree V-Twin and you are rewarded with the staccato purr and rumbling engine pulses that make these performance Twins so stirring. But there's a lot to like about the Mille other than just the way it looks, feels and sounds - starting with the way it consumes corners.


On the twistiest sections of track the Mille is in its element and puts some distance on the less-nimble Ducati. The clip-on bars are set wide and low which, when combined with the nimble nature of this chassis and its short 55.8-inch wheelbase, allow it to switch side-to-side with relative ease despite weighing in at a portly 476 lbs with a full tank of fuel. Pare out the petroleum from the equation and it tips the scales at 447 lbs - still 37 more than our 1098S.
The fully-adjustable TiN coated inverted Ohlins fork and Sachs shock do an admirable job of soaking up the terrain and keeping the rubber on the road.


"I really like the way the Aprilia maneuvers in the corners. For how big of a machine it is, it turns incredibly fast: Faster than the 1098," explains our second test rider, Associate Editor Adam Waheed.


Despite the fact that the motor sounds raucous and ready to go, it doesn't exactly come on with authority compared to the 1098S - and that's where it loses the ground it gained in the corners. Considered on its own, the Mille makes pretty good power, pulling in a very linear fashion until its 117-horsepower peak at 8300 rpm. The 64.8 lb-ft of torque seems impressive too, but it gives up 15 lb-ft from seven grand through redline to the 1098. As you can s Once in a while a comparison of dyno results doesn t always reflect how different two bikes feel in the real world but that is not the case here. The Ducati 1098S has the Mille covered from start to finish and once the revs climb past 7K the Ducati leaves the Mille in its dust.
The Aprilia RSV1000R delivers its muscle best when the tach is above 9 grand, but even then the Ducati 1098S takes the Horsepower Dyno bragging rights with an impressive 140 reading. ee in the accompanying dyno graph, the Mille is at its best when kept above nine grand. It's crucial to keep it in the meat of the power if it wants to keep the lighter and more powerful Ducati in its sites on the track.


Even at the drag strip, the Mille is at a disadvantage as it finishes a half second and eight mph behind the Duc with a best uncorrected run of 11.03 at 127 mph.


"The 1000cc engine was lifeless compared to the 1098," explains Waheed. "It had a very flat midrange and seemed to only accelerate at a decent clip when the engine was kept at the upper edge of the rpm. Gearing was very tall and the gears were widely spaced too. This makes it hard to keep the engine in the meat of the power."


Ground clearance is certainly not an issue on either of these bikes. Here s Adam doing his best to try and grind down the peg feelers anyway.
The RSV1000R is a serious carving machine. An interesting side-effect of the less aggressive power delivery is the need to keep corner speeds high and the stellar Brembo front brakes allow for very precise modulation of scrubbed-off speed. The braking prowess of the four-piston radial-mount calipers, braided steel lines and 320mm rotors provides a level of feel and control most sportbike riders can only aspire to be able to use completely. The rear brake is absolutely worthless though. Literally, it does not work worth a hill of beans, continuing the long-standing tradition of miserable rear brakes on Aprilia sportbikes. Corner entry is definitely a thrill on the Mille. Aided by its PPC power-assisted pneumatic version of the slipper-clutch and an OEM steering damper, the Aprilia is right at home hustling along on either the tightest streets or the most technical tracks. It's easy to ride smooth and is forgiving enough that even when you get things wrong these components help keep things manageable.


In a nutshell, the $13,699 Aprilia RSV1000R is an incredible sportbike wrapped in bold bodywork that turns heads and conjures up images of apex strafing for the knee-draggers among us but, where it comes up a bit short, is in the motor department. Our Dynojet 200i revealed a best run of 117 hp and that is just simply not enough to give the more powerful Testastretta Evoluzione motor of the 1098S a run for its money on the street or the track. These numbers are all relative, however, as a skilled rider can squeeze the best out of a bike like the Mille and have little to complain about because the base platform is there - it just needs a bit more motor to keep us happy.


Ducati 1098S 

After `suffering' with Pierre Terblanche's 999 for over a half decade, Ducatisti have been rewarded for their unwavering dedication and support of the controversial design with a new and improved sporting Twin to hang their hopes on: The 2007 Ducati 1098 and 1098S. In the hearts of our testing crew the Triple Nine was an exciting bike but like most good things, it wasn't without faults. Despite three World Superbike titles, the 999 was often maligned as not being a proper heir to the Ducati sporting legacy. While Terblanche abandoned the sexy lines and single-sided swingarm for an industrial-looking Formula 1 freight train on the 999, the 1098 Project Design Leader Gianandrea Fabbro brings the single-side swingarm, dual exhaust and plain and simple styling back with a vengeance. Whether the Ducati 1098S or the Mille are your cup of cappuccino depends on your taste in motorcycles, because they take very different approaches to their styling.


Climb on board the 1098S, turn it on and you are treated to a symphony of whirling electronic gizmos and lights that let it be known you have a technological marvel at your disposal. The bodacious Digitek LCD dash board has the text `1098S SBK' scrolling across it while it goes through its ritualistic diagnostic cycle upon start up. Besides that bit of blatant self promotion, the info system is actually one of the most useful on the market today with a speedo, tach, cool gear-position indicator, clock, gas gauge, trip meters and nifty features like remaining fuel range, oil temp, average fuel consumption, average speed and the immobilizer. What's next? Integrated iPod docking station with Bose sound system? It also doubles as the DDA data acquisition system, which combined with the adjustable Ohlins fork, shock, steering damper and forged Marchesini wheels (rather than cast) are the difference between the $14,995 standard and the $19,995 `S' version.


When sampling the 1098S for the first time the initial taste of Italian cuisine is the sensory assault that the Testastretta Evoluzione motor offers. The mill rumbles in concert with the incessant rattling of that Ducati dry clutch. Dab the adjustable shift lever and the bike quivers as it notches precisely into first gear. Release the somewhat stout radial-actuated clutch lever and dial in some throttle and things get underway without as much drag as the long-legged Mille requires. Gearing feels a bit tall, but the bike has the motor to torque past the surges from it resisting rolling at any speed under 30 mph. Twist that right grip and the front wheel comes up quickly. Run the 1098S through a few of its remaining five gears at even three quarter throttle and there will be no doubt that this bike means business. You had better be on your toes because the new flagship Ducati wants to haul ass even if you don't. The growl emanating from the dual underseat exhaust is music to wail by. 2007 Ducati 1098S - Wallpaper
After loyal Ducatisti lamented the lines on the 999, Ducati designer Gianandrea Fabbro delivers a lust-worthy looker in the 2007 Ducati 1098S.
And wail it does. It's difficult to let it all hang out on a stock bike, let alone one worth twenty grand, but we did the best we could. Generally speaking, the 1098S hauls the mail. This bike has narrowed the gap on the In-Line competition not only in terms of outright production of power but also in terms of sheer speed. Plus, it does so in a bit more usable fashion than the Big Four bikes do. Get a good drive and the Ducati is going to give any literbike a run for its money, which means it leaves the Mille sucking fumes. Even if you don't get a good drive, the Aprilia just doesn't have the snort to hold this bad boy off. It simply owns the RSV in the motor department.


This latest iteration of the Evoluzione features a high-revving oversquare design with a 104mm x 64.7mm bore and stroke. The 1099cc of actual engine displacement gets squeezed to a high 12.5:1 compression ratio. Above, redesigned heads house Ducati's distinct Desmodromic valve train and redesigned, more-direct intake tracts which increase airflow to the massive 42mm intake valves. The L-Twin is fed by a Marelli electronic fuel injection system featuring large elliptical throttle bodies. The 34mm exhaust valves unleash spent gasses through a pair of dual underseat mufflers. The new layout feels much more powerful than its 140 horsepower would lead you to believe.


"The Ducati motor pulls like a tractor. I love this engine! It's the equivalent of a 450cc motocross machine wrapped up in sexy Italian bodywork. It's got a super wide powerband and pulls cleanly from around 5000 rpm," comments Waheed.


The new 1098 chassis traces its heritage directly to the track. Both World Superbike and MotoGP racing experience combine to improve the overall handling of the 1098S. It steers a bit quicker and is much more stable as well. Between the fully-adjustable 43mm inverted Ohlins fork, matching rear shock and retuned frame, feedback and stability are excellent. Too bad this impressive combination doesn't match the Mille in the more busy sections of Buttonwillow. While the 1098S requires a bit more effort to muscle around than the Mille, it still is an improvement over the sluggish feeling we recall whining about on the 999. But there's something inherently good about this bike, an intangible characteristic that encourages the rider to push harder and harder because it's a very capable bike - whether or not the rider is up to the challenge is the biggest obstacle.


"The Ducati turns side-to-side well, but it's still slower than Aprilia," explains Heed of the 1098's agility. "It feels very good when cranked over on its side and inspires a lot of confidence. However, while the fork has very smooth action it does have a weird feel to it when it's close to bottoming out."


Other than quick side-to-side transitions, everything just seems to happen more rapidly on the 1098S. The new chassis invites the rider to go faster through the turns and the mondo motor can just as easily get you into a corner too hot or make a good drive out of nothing if you panic brake too hard on the way in.


Who is this guy and why does he insist on looking at the camera all the time  Oh yeah  here s the 1098S on one wheel.

With its sexy lines and monster motor, the 2007 Ducati 1098S earns top honors it this battle of the Italian Twins.

"Throttle, engine, chassis and the rider-bike relationship has a very intimate feeling," gushes Mr. Waheed. "I've never felt that kind of response and feedback from any other motorcycle, period."

While the brakes on the Aprilia are good, the Ducati's Brembo Monobloc 4-piston caliper and 330mm rotors brakes are the heat. Every session we gained more confidence in the Duc's binders - going deeper and faster into Buttonwillow's fourteen bends. Not once did the new brakes waver or fade. However, they howl louder and wilder the harder the radial-actuated lever is pulled. Scary? You bet. Awesome? Uh, yeah. The 1098S elevates class standards in braking performance - and guess what? The rear brake works too.


In fact, every piece of the Ducati 1098S works, from the headlights to its entirely new styling. The swingarm is a piece of art, and the slick-looking wheels are considerably lighter than the units on the Mille. Even the return of the dual underseat exhaust system this bike is purpose built - it's intended to rekindle the relationship between Ducatisti and Ducati's flagship Superbike. With showrooms devoid of any 1098s and a waiting list three times as long as the number of units the company is even capable of producing, it's a safe bet to say Fabbro accomplished the task and solidified his place in Ducati history before the bike has even had an opportunity to turn a wheel in competition.


Conclusion

That really sums up this battle of the Italian Twins. While the Aprilia has all the goods on paper and was the bike to beat in the discerning minds of journalists from around the world, it's feeling a bit long in the tooth compared to the new kid. The 1098S is an amazing motorcycle. It holds its own in the handling department, which makes it a formidable track tool in the hands of any competent scratcher with a taste for the finer things in life. Additionally, this motor has closed the gap on the open-class sportbikes and distanced it from the traditional Twins. All this and it boasts a fresh new look that seems to be quite a hit with the Terblanche-haters of the past generation. A return to the gimmick-free design and wildly popular single-sided swingarm combine to give it an advantage in the techo-trickery category over the comparatively basic Aprilia.


With its decided advantage on the dyno, scales and at the drag strip supporting its better overall rating on the track, the 2007 Ducati 1098S wins this Twins comparison going away.