Cycle News - Archive Issues - 2000's

This mainly consists of a very trick two-into-one-into-two stainless-steel exhaust system, with variable-diameter conical-form sections whose headers merge beneath the dry-sump engine's crankcase, before separating again into twin Akrapovic titaniumwrap silencers with carbon-fiber supports. This beautifully made example of metalwork artistry is not street legal, but is supplied within the purchase price together with the street Mille R's stock single-silencer system. This, together with an appropriate EPROM chip which remaps the Nippondenso EFI to suit, plus a one-tooth smaller 16T engine sprocket to lower the overall gearing for enhanced acceleration out of tums, in turn maximizes the benefits of the kit exhaust, which is also almost seven pounds lighter than the standard system. This gives an extra 3 hp maximum power (now a claimed 130 hp at the crank, at 9500 rpm), as well as considerably enhanced midrange power and torque - there's a net gain of 10 bhp at 6000 over the stock singlepipe Mille R, says Fioravanzo, plus a much flatter torque curve between 5500 and 9500 rpm, delivered by what is effectively an Evo version of the RSV-R, which just happens to be painted to look like Haga's racer. Marketing ... Considering that the track kit (which Aprilia is also selling as an aftermarket part for all Mille R models, costing the equivalent of around $2000, depending on the country) isn't street legal, it was inevitable I should only be able to sample it on the racetrack. In fact, though undeniably meatier-sounding than the stock Mille R, it doesn't sound unduly raucous - either when you're riding the bike yourself or listening to someone else boom past the Monza pits wide open in top gear. Therefore, it shouldn't trouble the noise police unduly if you forget to swap exhausts on your way back from a track day. But what it does undoubtedly do is open a new perspective on the engine performance of what was always a slightly less muscular V-twin power unit compared to its desmodromic adversary - but which now, in pseudo-Haga guise, has an extra spread of torque and notably more midrange grunt than any of its long-stroke RSV brethren. However, this isn't at the expense of top-end performance quite the contrary, in fact, because the freer-flowing kit exhaust delivers an extra dose of power from 9000 rpm upward, before the 10,600-rpm revlimiter flutters the engine and tells you to shift - that's if you'd already ignored Aprilia's trademark changeup light flashing at you from the side of the analog tachometer once the needle on that hits the 9500-rpm peakpower mark. However, with a notably flatter top-end power curve, and around 5 hp more than a stock Mille R all the way to the limiter, you can be forgiven for holding on to the gear for as long as possible - just as I remember I always wanted to do on the shortstroke SP in previous rides. This translated to an engine which pulled reasonably cleanly out of that walking-pace idiotic new first chicane at Monza, but didn't really come alive until just under 5000 rpm, when it really takes off. The power kicks in strongly, allied with a meaty wedge of midrange torque that's missing from the stock RSV-R, before building fast in an extremely linear mode all the way to the redline. This meant I could hold fourth gear all the way around the first part of the long Curva Grande (cranked hard over to the right and reveling in the great grip from the Pirelli Dragon Corsa rubber fitted as standard to the Haga RSV) as the Aprilia built acceleration before hitting fifth for extra speed just as you start to straighten up. The Ohlins suspension ate up the car-induced bumps on the racing line that have always posed such a problem for bikes there, even with the rear shock compressed under hard acceleration. Actually, more than it ought to have been, probably, because I noticed each lap on standard settings that the Aprilia under-steered quite noticeably under power here, pushing the front wheel sufficiently vividly that I'd have to ease the throttle to pull it back on-line each lap. Stiffening up the rear preload a turn for my second session did improve matters, though not to perfection. Moral: if you fit your Haga Mille's kit exhaust (just for a track day, of course) and gear it down with the smaller engine sprocket, be prepared to have to spend time dialing in the suspension to suit the bike's new levels of performance, as well as your riding style and body weight. Two years ago, I rode Troy Corser's works World Superbike and discovered at once the bike's key card its superb, ultra-stable handling which Corser had exploited to the maximum by dialing in the geometry and suspension settings to optimize his trademark high, wide and handsome riding style. It worked so well, as his quintet of race victories and third place in the title chase (ironically, one behind the Yamaha-mounted man who's now replaced him aboard the Aprilia) proved - and though the Haga Mille R doesn't have the same, exact chassis, it's close enough in character for you to derive the same benefits. So, in Lesmo Due, for exam- "'ga (Above left) The bike comes complete with a trick two-Into-oneInto-two emaust with Akrapovlc canisters. (Above right) A Haua-slgned triple clamp completes the package. (Belowl The bike gets the good stuff, Including an upside-down 43mm Ohlins fork and 320mm Brembo discs. pIe, or again at the Parabolica, it was possible at Monza to use a gear higher and maintain momentum on the Haga Mille, trusting that superb front Pirelli (pumped up to use quite a bit more air pressure than the rear one) and the well-dialed 43mm Ohlins forks to keep up turn speed so I could grab top gear that much sooner down the straight which followed, than if I'd braked harder, used a gear lower, and fired it out of the tum. That's not so much to do with the extra top-end power from the Haga's kit exhaust, but with the added midrange which helps you build power so quickly and smoothly when you get back on the gas again in that higher gear. Overall, the kit pipe combines with the Aprilia frame's superlative handling to make a very happy marriage that brings the RSV Mille to a new level of dynamic efficiency - and rider satisfaction. This is a fun, satisfying and very effective riding package. Smooth. That's the word to describe the whole character of the Evo R's power-up package, not only in the way the engine builds power, but also the increased refinement of the fuel- injection mapping even compared to the stock Mille R, which makes for a more controllable yet noless (esponsive pickup at low. rpm cue I e from a closed throttle. Even though there's still only a single injector per cylinder, located south of the butterfly in each 51 mm Bing throttle body, the throttle response is smooth and predictable, yet with a better build of power as you wind the gas open out of a slow turn like the first two chicanes at Monza. There's no sudden hit of acceleration, just a strong, irresistible shove as the revs mount and the torque builds. Nice. Though the Aprilia isn't as nimblesteering as the Mondial Piega, which sets new Superbike standards for changing direction fast, it's on a level par with the Ducati in spite of initially seeming bulkier thanks to the wider fairing. This gives much better rider protection on a bike more suited to taller riders, who feel more a part of the Mille than they do on an L-twin desmo. But stiffening up the rear end to stop the front washing out cranked over under acceleration, and increasing rebound damping at the front to help promote stability around the Curvone, produced quite noticeable instability stopping hard from high speed. The bike needs more work on the suspension to counter the weight transfer, which we ran out of time to fix. Using the V-twin's engine-braking to help slow for the turns didn't promote any chatter at the rear, though, thanks to Aprilia's patented pneumatic-action slipper clutch. The delay in getting the transmission to bite again until after you slacken your foot off the gear/ever took a bit of getting used to - it felt like I was approaching the turn in neutral until 1 learned to cope with it. Aprilia's decision to launch a Haga RSV lookalike before Haga had even won a single race for them in his debut season aboard his SP racer says as much about the company's need for product, and its focus on promoting motorcycle sales right now, as it does about their pride in the Superbike product. The Nori-chan not-a-replica fitted with the kit exhaust is a fine motorcycle that represents excellent value for money in terms of profile and performance. Now, perhaps, if he goes and wins some races, we can have a real Haga replica SP short-stroke racerwith-lights that'll be still better - even at substantially extra cost. Only one question: How will they paint it so you can tell it apart from this one? eN n e _ so • JULY 3, 2002 29

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