IronMike skrev:
Någon som kan komma med en övertygande anledning att välja "rätt" ??
Smaksak kanske. Men att tänka på med Aprilia är att den är nog väldigt annorlunda i förarkänsla eftersom tyngdpunkten är hög och jag tror Aprilia har även medvetet höjt den ännu mer från 2004. Lite osäker på varför och hur det tekniskt fungerar så jag kommenterar bara genom att säga att det stämmer mycket väl med samtliga tester jag läst och med vad jag själv upplevt. Tony Foale(chassi-guru) använder ett uttryck "perceived weight index" vilket styrs till stor del av TP. Aprilian kan
kännas väldigt tung under 30 km/t eller så. Så mitt tips är att kör den
över 
denna hastighet så blir livet en fest. Nu är du ju iofs van med förra modellen, så inflygningen blir nog ganska kort.
Lite Aprilia (och 999s-läsning)
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Feb '06 issue of UK's Superbike magazine. They had a shootout between the 2006 Duc 999s, GSXR 750 and the Factory.
Here's an excerpt by Jonathan Pearson (Superbike's features editor) on the Factory after they rode all three bikes on the track.
"The thing about this bike (Factory), and the reason why Simon (one of the testers) votes it top of the test, is how involving it is to ride. It feels like you're riding a GP bike and you come off any track session buzzing with life. So immediate are the controls, so responsive is the throttle and so, for want of a better word, thrilling is the feeling through the seat of your pants you can't fail to enjoy it.
You have to get used to the Aprilia more so than other bikes because weight bias generally feels quite high compared to other sportbikes. Ohlins suspension front and rear is of a higher calibre than the GSX-R or Ducatis. It took me a while to feel happy trusting the front end because the forks are better at masking stuff than responding.
Some Snetterton corners are pretty bumpy but the RSV FActory felt stable and sure of itself, as I say often, masking the fact that bumps are there at all. Sporting soft feeling Pirelli Diablo Corsas helps with that too. The brakes feel amazing and easily make up for any lack of speed it may have compared with a four cylinder bike down the straights, with impressive power and feel.
The bonus with the Factory in comparison to the old Mille or the standard RSV-R, is how it manages to stay in shape under heavy braking. RSVs traditionally get a bit of a wriggle on under heavy braking, especially over bumpier surfaces as the back end skips around when light. This one, for once is damn near as good as the GSX-R, certainly better than the 999s and feels as good as the bike did at the launch two years ago. The gearbox is hard work by comparison to the GSX-R but precise after the sloppy Ducati.
There's very little in engine peformance terms between the 999 and the RSV. Both are clearly slower than a GSX-R 1000 or R1 but quicker than a CBR600RR or R6. Relying on torque more heavily makes life easier on the twins than the GSX-R750 and there's also a sharp wallop of grip-testing power high up the RSV's rev range."
Here's an excerpt about what they had to say about the Duc 999s. Again from Jonathan Pearson:
"It's hard to say why precisely but the 999s didn't excite me in quite the same way as the Aprilia on the track. I don't have the same desire to sit and look at any 999 as I feel compelled to with the Aprilia. About two in ten people who walked past the Superbike van at Snetterton and took any notice at the Duc (about one in ten noticed the GSX-R while the rest were all ogling the Aprilia).
There's a stronger feeling of transition between upright and leant over during turn in, by that I mean it's quicker to go from one to the other. That leaves you reluctant to keep braking hard and more inclined to do all the braking with the bike still upright. The front is totally reliable in the corners and the 999s always feels solid.
One thing always in the 999s' favour is how close to the ground you feel. A track or road surface never feels so close and you're left thinking you could have got your chin down sometimes not merely a knee or an elbow. That said it takes more physical effort to get the thing turning, especially on fast corners, and it's easy to find yourself a yard off the line and fighting hard to get back.
In my experience that's a trait of the modern Ducati that is only changed by increasing rear ride height and getting more weight of the bike over the front.
The bike demands better tyres than the Pilot Powers even though they performed perfectly well during the day at Snetterton. They're fine on the road and indeed probably the best option but on the track they give up the ghost after six laps or so on track.
Some of the harsher feeling from the bumps you get from the Ducati chassis compared to the other two bikes could be down to the harder feeling road tyres as opposed to track type Pirellis on the RSV."
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