Aprilia Dorsoduro 750
The Aprilia Dorsoduro 750 is a very special bike that belongs to the SuperMoto class. The novelty incorporates the many years of experience of the Aprilia sports team in the MotoGP class. The motorcycle received a lightweight frame in which a 92 horsepower gasoline engine is installed. The power unit is designed using Ride-By-Wire Tri-Map technology.
Even an experienced motorcycle rider will enjoy driving this bike. The steering column is equipped with an analog-digital matrix instrument panel. The electronics can be configured using buttons located on the steering wheel.
Aprilia Dorsoduro 750 photo compilation
Packages
| Aprilia Dorsoduro 750 | Features |
| Aprilia Dorsoduro 750 ABS | Features |
| Aprilia Backbone 750 Factory | Features |
| Aprilia 750 Factory ABS | Features |
LATEST MOTO TEST DRIVES Aprilia Dorsoduro 750
Aprilia RSV4 RF 2017 test - Road test
If you think about it, compared to the previous model, the new Aprilia RSV4 2017 has changed little, you are wrong. Perhaps you are justified by the fact that all updates are "internal" and therefore not easy to see. Today, the superbike di Noale retains its race bike skills, refurbishes an engine that is Euro 4 compliant without losing anything in terms of power (really…), changes the electronic package and improves the chassis. Anything else? It's really hard to ask more from an outside 200 CV bike designed for competition but equipped with a plate and mirrors to satisfy those who want to use it on the road. I tested it on a Mugello chain to see how much it has changed from the previous model I tested in Misano in 2015. Aprilia RSV4 RF 2017 as done The new Aprilia RSV4 RR ed RF 2017 uses the same V4 engine as before, but with some changes in some components. Compliance with the Euro 4 standard has not changed the power and torque values: 201 CV at 13.000 g / min 115 Nm at 10.500 g / min. Today there is a new muffled exhaust equipped with a dual lambda probe and an integrated valve, as well as a new engine control unit with superior computing capabilities that controls the increase in top speed, now increased by 300 rpm. In addition, friction has been reduced and lighter and more efficient pistons have been introduced. The APRC electronic package evolves thanks to the repositioning of the inertial platform and benefits from the new ride on wires being easier and faster. new traction control (8 levels) and new wheel control (3 levels) now adjustable on the fly with a practical joystick control, while Aprilia's Quick Shift electronic gearbox gains a downshift function that allows downshifting without using a clutch. There's no shortage of Launch Control for track starts, Pit Limiter for speed limits, and cruise control for long trips. Another added value is represented by the presence of the new Bosch Multimap Corning ABS, adjustable in 3 levels, to improve road safety and track performance by optimizing cornering braking. Each of the three cornering ABS mappings can be combined with any of the three new engine layouts (Sport, Track, Race: they all have the same power, only the way it is delivered changes), allowing riders of different experience and ability to find the best combination possible. The RSV4 RF version gets the new Ohlins suspension, both hydraulically and spring preload adjustable, more performant and over 800 grams lighter than previous models: the fork is the latest generation NIX, like a TTX shock; the latter works with a new progressive linkage that increases the response speed of the damper itself. There is also an adjustable steering damper, also supplied by Ohlins. The braking system has also been updated. Brembo, today features a pair of new 330mm steel discs at the front, 5mm thick, driven by M50 monobloc calipers with new brake pads with a higher coefficient of friction. The image is complemented by a new TFT color engine that is sharper and clearer, easy to read even at high speeds, and a new V4-MP that projects real telemetry onto your smartphone. Aprilia RSV4 RF 2017, how are you doing Il Mugello is definitely one of the most beautiful tracks in the world and is undoubtedly perfect for testing a racing bike. Among other things, it is enough to sit in the saddle to already understand how many races there are. RSV4 RF. Very stiff, 67 kg barely warns mine: the mono in the back doesn't even mention small swings, I don't care about that at all. The riding position is in line with the intended use of the bike, with high and rear footpegs and an open but still fairly low handlebar. I'm 180 cm tall and I feel like the bike is sewn on me. I come out of the pits and after three turns I already feel that the feeling is strong: on the other hand, we already know each other a little. Engine thrust is always huge, and the thrust is even more impressive. In the straight line, del Mugello seems "shorter" than usual, and in a moment I'm on my own from San Donato. The brakes bite hard and the bike brakes hard without getting frustrated. Enter the curve precisely, like on the track, it drops quickly and pulls me out with a very strong push, handles well with traction control and wheel control. However, the front wheel is a little lifted and instinctively I turn off the gas, but then I think about it and for the second time I let the electronics worry about getting me on track without tipping backwards. How beautiful the Mugello's changes of direction are, I collide with them with ease, the bike is nimble and I can feel the feeling building up by the minute. So I try to push harder, brake harder and harder (I really like this braking), but lap after lap I understand that my body can not withstand this type of driving for a long time. So, to catch my breath, I ride in circles, I let myself lull the ups and downs on this unusual track, shifting the bike between one evil and another. In a shot, therefore, four cylinders are significant, and the physical effort required to better manage such power is truly remarkable. I'm in the quarries after a shift and when I take off my helmet I don't have saliva anymore. In the end, I didn't push as hard, quite the opposite. I've learned the bike, I've re-learned the track, but I'm already done, completely gone? In any case, it will also be the heat of July, I tell myself, pretending to ignore my poor physical condition. Returning to the track, after a short stop (and after a lot of water and a drink rich in mineral salts), with high adrenaline levels and the desire to hear the cry of the Aprilia four-cylinder engine at the exit of the track. Bucine. I ride better, definitely better start to tame the beast. Exit I open the throttle with more determination, the rear end moves a little, but the feeling of control is absolute. The electronics are really flawless. And Quick Shift doesn't pivot even when climbing with the throttle open. The deadlift is getting stronger and stronger, especially at San Donato: no lubrication. What a pleasure! I end the session and return to the boxes. I think about how difficult it was to improve an already well-performing bike – it was a delight to me (although I’m not a rider) in 2015 – and how good they are in Aprilia and at the raise. the bar even further without disturbing the perfect balance that characterizes the RSV4. In short, it’s hard to ask for more from this bike. Of course, just an experienced pilot can take full advantage of this. In the meantime, despite being out of breath and sweating, I shot myself four and a half rounds before giving up, rather trying, thinking that the only real limitation of this RSV4 is me!
