Aprilia Dorsoduro 1200 First Ride Sport Rider

11 Мар 2015 | Author: | Комментарии к записи Aprilia Dorsoduro 1200 First Ride Sport Rider отключены


Aprilia’s ground-up of its range is nearing completion, and now after establishing its middleweight V-twin range over the three years — time for Aprilia to step up in as well as performance with the of its more mainstream large-capacity the Dorsoduro 1200. At least different variants based on the platform are known to be ready to production, so the chance to ride Supermoto streetrod — Italians term a maxi — in the hills of Andalucia of Jerez, opened a window on brave new world.

The Dorsoduro is after one of the sestiere districts of It’s a student area, to Venice University as well as bars than anywhere in the historic maritime city, and the vibe is artistic, youthful and — a bit like the image aims to present with its styled new range of bikes. But in Italian also literally hard back (as in I’m a baby!), an appropriate name for go-anywhere maxi motard.

$11,999 complete with ABS and ATC control as standard on the European (the U.S. version not have either the ATC or ABS, as USA feels that American won’t want or need items), the new Aprilia is competitively against less-potent rivals the KTM 990 Supermoto duo or the Ducati Hypermotard and the Streetfighter, which are its direct in the showroom. As such, it’s a lot of bike for the money, featuring brakes, adjustable levers, a clutch, a programmable Matrix featuring a digital speedometer to an analog tach and a high-end package as standard. This ABS, ride-by-wire throttle, ATC traction control incorporating an program and a choice of three engine maps.

While it seems little in stature parked next to its 750 kid on a show stand, when you it in action there’s no getting from the fact that the 1200 is a BIG bike, bigger all than the 750, and quite a bit physically imposing than, the 35-pound-lighter but also 15-horsepower-less-potent KTM 990 R that’s arguably its main Thumb the starter button and the rumbles into life settling to a smooth, lilting marked by a fruity note the distinctive-looking silencers exiting the seat.

These are quite and the only real drawback to the is throwing a leg over it in any kind of for the tall 34.3-inch seat is pretty challenging for all but taller making it best to step on the footrest to hop on. Once you’re at the controls grasping the nicely back taper-section Accossato handlebar, you’ll realize the narrow seat is aimed at looks rather than though it’s narrow it matters most, allowing a rider to put a foot down at traffic lights — much shorter will it a tiptoe job, though.

The riding position is good, that handlebar delivering a upright stance, and the grips by vestigial handguards. But I didn’t for the heat emanating from the side of the bike onto my which even while leathers soon became — I wouldn’t like to this bike in jeans, and I the offset shock nestling my right foot worked any when exposed to all that Aprilia has apparently recognized is enough of a problem to supply a of side panels that on to the subframe, to act as insulation against the from the exhaust.

The engine is the event as far as I’m concerned on the with a fluid, torquey delivery that’ll let you pull from as low as 1500 rpm on part with barely a touch of the gear lever before it its stride from 3000 rpm The six-speed gearbox has a clean, shift action with ratios.

Once on the move you need to worry about the clutch to change gear in direction, so perfectly precise and is the shift action. When you do use it, the light-action clutch is smooth and in its bite, but in fact you don’t to work it very hard to get motion, with the Dorsoduro wide open without snatch from 3000 rpm all the way to the rev limiter.

But in fact, you should already changed gear by then, the Dorsoduro’s happy zone is 4000 rpm up to the seven-grand mark, the extremely flat torque While the counterbalancer-free motor is smooth low down, there’s residual vibration through the from just under rpm, all the way to 8500 revs, but under load, so cruising a at 75 mph/4500 rpm on part throttle isn’t affected.

The Dorsoduro’s V-twin powerplant shares with either the 750cc engine or the 850cc Mana The 1200 is tilted 30 degrees in the chassis compared to a Ducati layout, and bore and … are to the 1198R at 106 x 67.8mm. Note cylinder heads and the hybrid cam-drive system that is to the 750’s.

The exhaust cam timing is between the two cylinders to account for exhaust pipe lengths.

The electronics deliver a sense of and refinement in exploiting the performance of the engine, delivering a degree of which makes the Dorsoduro and potent, delivering confidence on the go. You can between engine maps in full flight, although are quite extreme in nature.

I most of my 140-mile day riding the Touring map dialed up, and this zestful performance combined a satisfying sense of control in conditions, making it definitely the rideable map of the three. Switching to the program brought a noticeable with a much more throttle response and a fiercer from a closed throttle.

Both Sport and Touring the full 130 horsepower at 8700 rpm the Dorsoduro’s V-twin engine, doing so in a more progressive, but fun way. The much, much Rain mode caps at 100 horsepower, and lowdown drive is reined back.

Aprilia Dorsoduro 1200

There are levels of traction control if you include switching it off altogether), of which includes anti-wheelie although the whole system as sophisticated as the one fitted to the RSV4 since only comparative speed sensors are employed on the and not the RSV4’s inertia sensor and sophisticated programming. And unlike the you can’t swap between control settings on the go.

Of the three Three is the most intrusive, and it to ride hard on those Spanish roads soon had the cutting in to reduce power the rear Pirelli started to At the other end of the scale, level One had less effect, with power still maintained to get the wheel sliding on the Sport map when opening the throttle out of a turn.

Two was the best, delivering via a sense of control — but not having the RSV4 system’s of adjustment, the TC in the Dorsoduro works as effectively yet surreptitiously as the one in the V4 race And forget about wheelying bike, unless you cheat and it over the brow of a hill.

The ABS worked really well, and there were lots of to evaluate it on those slick where I’d otherwise been pretty nervous using the front brakes to like their full — and they do work with good response also to the braided metal lines that are standard. I get the rear wheel chattering under the hardest of stops for a hairpin, despite the fact no slipper clutch fitted.

And in of the steering geometry’s hefty the Dorsoduro didn’t sit up and head for the if I took an extra handful of brake leaned over in a The Aprilia held its line under high speed plus it tracked straight and even at speeds of 125 mph and more the autopista back to the Jerez GP It’s responsive but composed there’s no sign of nervousness, presumably to that conservative geometry.

But there were moments when the bike’s stability was too much of a good With such a long this will always be a bike, but throw in extra a pretty tall ride the raked-out fork angle and the amount of trail, and now the steering is as well as slow.

The Sachs suspension was set up quite a bit than on the 750 Dorsoduro with the setup, though here the adjustable fork and shock presumably let you work round Still, you’d never that offset Sachs shock was devoid of any link, for its and compliance are excellent. The Dorsoduro was of fun to ride through a succession of hairpins or tight, twisty where the balanced feel to the as a whole was readily apparent.

undoubtedly still a work in in terms of smoothing off some edges, the Dorsoduro 1200 is one block in the building set that is committed to constructing to make great again at a world

Aprilia Dorsoduro 1200
Aprilia Dorsoduro 1200
Aprilia Dorsoduro 1200
Aprilia Dorsoduro 1200
Aprilia Dorsoduro 1200
Aprilia Dorsoduro 1200

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