First Ride: 2003 Aprilia Pegaso Tibet – Aprilia Pegaso Review – Page 2…

13 Jun 2015 | Author: | Comments Off on First Ride: 2003 Aprilia Pegaso Tibet – Aprilia Pegaso Review – Page 2…

Aprilia Pegaso Tibet

First Ride: 2003 Aprilia Pegaso Tibet – Aprilia Pegaso Review

This is all known quantity as the motor’s unchanged, but the Tuscany-Tibet has several chassis alterations to justify its optimistic label. Most obvious is the new bodywork in what seems to be custard and fudge colours – there’s a proper upper fairing with fair sized screen which facilitates high speed cruising without making your arms and neck ache.

The seat is new and 20mm higher thanks to longer travel suspension at the front – up to 175mm – and a 25mm increase in ride height at the back to keep it on an even keel. The forks and Sachs shock are new, too. Aprilia points out that you also get an additional crossbar on the handlebars, which might not have you tumescent with excitement, and you’ll have spotted the aluminium topbox yourself, which is more useful.

It doesn’t seem to upset the handling either, which means you still get the reasonably flickable Pegaso – certainly, going down the same sinuous route on which I’d ridden the Caponord Rally-Raid a few hours earlier the Peg was a lot more fun and chuckable, and I suspect in the tighter stuff, quicker too. As the speed builds so the front end starts to wander slightly, and the Peg doesn’t cope as well with poor surfaces as its bigger brother.

But it’s cheaper and lighter so you shouldn’t expect it to. There is something of a budget feel to the suspension, manifested as choppiness on some surfaces and a bit of fluster if you start hustling hard. Heavy use of the front brake has the forks diving their full length before the bike begins to slow, so you need to be smooth with the Pegaso if it’s going to be smooth with you.

Despite the bounciness, comfort is good, the compliant seat combining with a reasonably spacious riding position that is upright and natural, and that makes you feel in charge.

This even applies off-road, where unlike the Capo, the Pegaso is compromised by its standard rubber, dual purpose Metzeler Sahara Enduro 3s, with the emphasis on chunky road rubber. Given the dry and dusty conditions of the test there were no problems with the tyres clogging up so grip wasn’t too much of a problem, and the Peg Tibet proved a useful trail bike as long as the rider’s ambition was capped.

Even so, the Peg feels as if it’d get to places the Caponord rider would balk at, purely because of its smaller bike manageability, so as a true trail bike it’s much more believable. The only real problem is the sudden throttle response at low revs, which makes the bike awkward when you’re trying to trickle it around tight obstacles. Should you tip it over though (and off road, eventually you will) there’s a cut-off to stop the motor automatically.

Aprilia Pegaso Tibet

As a touring bike the Pegaso will suit only those for whom 47bhp is enough – motorways and passengers will be hard work. There is some satisfaction to be gained from squeezing the most out of a limited output engine, especially when it’s a willing one like Peg’s, but there will be times when you’ll want more.

As a trail bike the Tuscany fares better. The bodywork will get damaged but it’s not especially vulnerable and the bike as a whole feels at home on trails and tracks.


If singles are your bag, then the Pegaso Wales-Liechtenstein, or whatever, is the one to go for. Unless you’re a novice, then it’s the gentler BMW F650CS. Mind you, it helps to be blind to own that.

Except then you couldn’t ride it.

Aprilia Pegaso Tibet
Aprilia Pegaso Tibet
Aprilia Pegaso Tibet

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