Max Biaggi, on the Brno circuit, won the first unforgettable victory of the Aprilia RSV4 in the World Superbike Championship.
No one could have known it at the time, but that was the first part of a now legendary story. It was the beginning of one of the most victorious stories ever for a single model, in the most important factory derivative championship in the world, with an extraordinary collection of seven world titles (3 Rider and 4 Manufacturer), 44 wins and 102 podiums.
Today, Aprilia celebrates the historic magnitude of that day by bringing back the iconic livery symbolic of the RSV4’s spectacular sporting debut on the crowning jewel of the V4 range: the superbike RSV4 Factory and the hypernaked Tuono V4 Factory. In this special version, RSV4 Factory and Tuono V4 Factory also come standard with carbon front brake air intakes and with a carbon front mudguard. The progressive numbering of the model appears on the fuel tank.
This is how the SE-09 SBK special numbered edition was born: unveiled for the first time in public during the weekend of the MotoGP Grand Prix of the Americas in Austin, Texas. Aprilia Racing factory riders, Aleix Espargaró and Maverick Viñales, current protagonists in the top world motorcycling championship astride the RS-GP prototypes from Noale, christened the RSV4 Factory and the Tuono V4 Factory in this new, exciting, and evocative version.
The Aprilia V4 Factory SE-09 SBK machines stand out for their livery dominated by black with the characteristic red and white trim on the top fairing, lug, fuel tank, and tail fairing, exactly like the RSV4 that astonished the world at its debut on the WSBK stage. An unmistakeable mix in its linear simplicity brings the brand from Noale and its legendary sporting history to mind amongst motorcycling enthusiasts.
Aprilia RSV4 Factory SE-09 SBK is available at a price of £23,450 GBP. Aprilia Tuono V4 Factory SE-09 SBK is priced as £18,550 GBP, and both will be available from the month of June in Aprilia dealerships.
For more Aprilia news check out our dedicated page Aprilia News
As often seems the case when opportunity knocks its timing can be less than optimal. The RSV4 & Tuono models have long been on my motorcycling bucket list however never during my wishful thoughts had I imagined doing so across the east Anglian Fens in the depths of winter. An opportunity it still most certainly was and one I’d be foolish not to accept.
First up was the RSV4 1100 Factory. Picked up on a sub zero day with a smattering of snow involving an 80 or so mile of mostly A roads. My initial impression of the RSV4 was how compact it felt despite its large exterior. A long, low looking machine with its deeply impressive superbike aping rear swingarm and MotoGP styled aero winged front fairings.
Despite being towards the top of the weight list of the current crop of superbikes (205KG with fluids) this is not apparent at a standstill, feeling nicely balance with its weight seemingly carried low.
A much shorter seat/ footpeg/handlebar ratio than I was expecting for a standard road bike. Feet rearward and tucked up almost perfectly (on track) for myself at 5ft 10in however it could well be considered as some form of torture for those over 6ft.
The first hurdle to overcome was to check through the various rider mode settings taking the weather conditions and Supercorsa tyres into consideration. This was easier said than done. Trying to figure out the nuances between the various buttons and the operating system saw me simply increasing the traction control using the easily understandably plus/minus finger/thumb operated paddles on the left hand switch gear and a note to self to try again later in a bid to get moving as quickly as possible.
A notably long reach to the non adjustable for span clutch lever and the need to use more revs than expected for a clean getaway are the only things of note during the first few miles of roundabouts. Rock hard tyres aside the rest of the package is taking the sedate pace in its stride. The electronic suspension is maintaining a suitable level of dive/pitch during braking and turning generating much needed heat into the tyres and in turn increasing my confidence that we will make it home in one piece. Despite the lower rev levels involved the shifter/blipper are working impeccably along with the small throttle opening fuelling. The rear brake is effective and progressive, a massive help negotiating the icy roundabouts with the front Brembo stylema setup again showing why it’s still the OE. package to beat with amazing feel and progression.
The mirrors worked, wind protection was good and the seat was comfortable. The only fly in the ointment being the shape of the petrol tank, manging to offer little in terms of real grip with its shape angular sides falling just within my inside thighs, rather than above my legs which after an hour or so of riding was making itself known in the form of some dull pain.
Despite its high state of tune, size and V4 configuration the engine was the epitome of smooth despite never troubling more than 5000 rpm for the whole journey. The extra heat it was providing was more than welcome on this cold day, however it was noted how quickly its temperature rose to cooling fan inducing temp at several of the longer traffic-based waits during the journey. I can well imagine the pain that could be felt during a hots summer ride in traffic or sitting in pit lane exit waiting for your track day session to start could bring.
Overall for a 200bhp plus superbike the RSV4 handled our first ride admirably and left me looking forward to the next ride on more familiar roads in hopefully better suited conditions.
My next time out happened to be on a closed runway for the photoshoot of the article. A cold, bright and very breezy day. For the shoot we were using a disused corner of the facility which could be ridden as a large figure of eight in either direction. One way offered slow in, fast out corners onto its short straights whilst the other, more tricker on the day fast in with consistent radius ever decreasing speed turns before driving hard from a significantly lower apex speed.
As well as dealing with the strong crosswinds the process was made all the more treacherous with the damp and very green surface of the unused area.
The strengths of the package highlighted during my first ride were working together to make the whole experience much more enjoyable than it should have been. The electronic suspension was again maintaining the level of pitch for each given level of braking/corner exit, again generate much needed heat into the tyres. The feel from the brakes was perfect as was the fuelling at the low (0>10% range) and higher (50%) plus the track layout was suited to.
Excellent feedback from the chassis from corner entry to corner exit, with its mid corner poise and stability being a highlight and a testament to long lineage. Everything I’ve ever read or been told about the chassis is immediately confirmed to me. Whilst it’s easy to critique the fact that the RSV4 has been a package that has been evolved over a long time, with many stating that a completely new model is long over-due I can understand the dilemma the engineers at Aprilia must find themselves facing – With what? and at what cost?
During this more playful encounter the gearing of the RSV4 began to be highlighted. Using 2nd to 4th for both directions it was clear just how long the final drive ratios were, something the 1st gear pull away clutch slip/rev combo backed up.
For the days conditions the long gearing was certainly helping to calm things. The turbine smooth power delivery of the V4 coupled with a chassis appearing to offer a high level of mechanical grip meant even though I had the various electronic aids on their lowest setting (with the wheelie control off in preparation for the photos) the only time the traction control made itself known was whilst trying to instigate said wheelies. First gear, 30>40mph a handful of revs and a suitable amount of dropped clutch would only see a foot or so of height before traction was temporary lost, cue traction cut and loss of photo op!. Had the conditions been better I would have tried without any traction control, however they weren’t, and I wasn’t brave enough on the day. Especially with a camera pointed at me. My hypostasis based purely on the limited experience I currently have on the RSV4 is that dynamically the chassis is very well setup to limit unwanted font wheel lift and that the very long gearing aides this.
Full marks must be given to Aprilia and the tuned induction noise they’ve endowed the V4 with. Addictive and sounding loud enough to alert anyone within a 5 mile radius from on board it left me questioning the need to fit a performance end can just on the basis of unleashing more noise.
My final excursion on the RSV4 was a two day road ride, prominently riding around the north Norfolk coast, again in patchy conditions albeit at a more balmy 8ish degrees.
Having spent time during the photoshoot day and sometime in my garage before leaving experimenting with the user interface of the various electronics the road element of this test never saw me fully at one with the system. Despite largish buttons my attempts to alter/engage a particular feature would be made up of frustrating interactions involving many reattempts at pressing the correct button in the correct sequence to achieve my goal. Consistently managing to engage high beam, usually whilst attempting to reach for the indicators (not ideal seemingly flashing people whilst approaching a junction) and or alter the traction control setting by accident. As a rider I’m a big user of either speed limiters/cruise control specifically in built up areas. In the case of the RSV4 with only cruise control available many attempts were made trying to engage the system smoothly. Unlike other systems on the market it requires a steady throttle and I’m still unsure whether it’s a short or a long push to the side of the speed toggle switch. This often found me in a village dropping for 30mph to near 20mph whilst too much of my attention was drawn to trying to engage the system. This would have the drivers of following vehicles wondering what I was upto. A pitfall of the reduction in speed would also then mean depending on which gear I was in the minimum speed threshold was not met adding another potential reason as to why I couldn’t get the cruise control activated.
Once again the long gearing of the RSV4 would be brought to the fore with 1st gear being required for pullaways and 2nd gear being needed if you wished to use cruise control with revs higher than feels comfortable/sociable riding through villages and 3rd being too low in the rev range for those with any mechanical sympathy.
With conditions being more favourable for a more spirited pace than before another issue began to make its presence known. Part throttle fuelling, namely within the 10>20% opening at a working rev range on the unknown roads I was riding of 4000 to 6000. The sensation was of a particularly lean fuelling map coupled with an inconsistent amount of back-pressure with what I believed to be the exhaust noise/emission valve opening and closing at in-opportune times.
A set of circumstances that are very unlikely to arise during a summer ride on a familiar stretch of road or on a track day for example are part of the norm for real road riding throughout the year. Unfamiliar roads and inconstant conditions do mean several attempts at corner entry are made. On/off throttle applications at semi sensible speeds and for want of a better word this experience was ‘lacklustre’ where was the bike from the airfield?
Another sensation from this ride which became apparent on occasion once I had started a relatively hard level of braking and then having to release and then re-apply the brakes was a feeling of being just ahead of curve whilst the electronic suspension re-adjusted. I can now understand the polarising effect electronically adjusted suspension has on riders, in particular track day riders/club racers as the sensation is one of inconsistency. Most noticeably when hard on the brakes approaching a corner. Weight transfer, namely dive through the stroke of the suspension is a fixed and usually compromised set-up. A balancing act of not too stiff for slow speed whilst being ideal for fast hard braking, high load cornering providing a muscle memory of the faster you go the more the bike dives. With the electronic suspension it virtually dives the same amount at all braking forces/speed. Couple this with being able to catch it out, again changing the feel I can see why some immediately write it off as inferior.
For me outside of noticing this quirk I hadn’t once thought about the suspension set up, despite negotiating what the Fens refer to as roads (ploughed fields with tarmac painted on). This is a major coup for a superbike on the road. Of course there are several fixed suspension modes available which would remove this issue, however I personally would spend time building confidence with the active systems nuances as the benefits are plentiful.
So after multiple rides and several hundred miles I’m left with two distinct memories.
The first is akin to a ‘fish out of water’. A 200 + bhp motorcycle, road riding in the depths of winter. A motorcycle with such exquisite details and high capabilities it seems such a crime to expose it to not only road salt but to the shame of only using a mere 10% of its potential. Thanks to the ever increasingly stringent emissions and noise regulations with each passing evolution its masterpiece of an engine becomes more restricted, not just through fuelling and exhaust restrictions but I also believe the gearing that’s required to place the engine within the correct boundaries to pass said noise tests. All of which fall at the exact rev range that the majority of normal road riding is carried out at. With Aprilia already previously increased the capacity from 1000 to 1100 in an attempt to counteract these problems; much inline with my previous thoughts on the chassis I imagine the Aprilia engineers pondering How do they improve it? And again at what cost?
The second memory of the RSV4 I have is the day spent revelling in the sound and power delivery of the tremendous engine working in perfect harmony with a confidence inspiring chassis. A day where realistically I was still miles off the bikes potential.
I do believe however, even if I’d carried out this test during the peak of summer I’d be left with the same conclusion. That realistically the level of the RSV4 and its peers has long surpassed what can be utilised at a visceral level on the road. You can never go fast enough, for long enough. You cannot attack corner after corner at speed, you can never fully commit to a point where the bike is working in its ‘sweet spot’ and therefore your time is spent living for the stolen moments where you can say rev it out for a couple of gears, or attack that corner you like with the 100% visibility before residing yourself to again falling back to the numb zone.
That is unless you fully commit to your purchase and add ‘track days’ to your riding life. The issues that are felt on the road, as proven during my time on the air field will not be present.
The longer gearing would bring first gear into a many of the uk tracks, something I know can be disconcerting for many track riders, so a gearing change would more than likely be the only modification I would suggest for track day attacks. This would also be a massive benefit to the road riding, increasing that intoxicating feeling of ‘thrust’ as I later found aplenty on the Tuono.
Whilst it would be tempting to add an end can with noise restrictions as they are on trackdays I myself would save the money and put it towards brake pads and tyres.
Having spoken to Aprilia they’re aware of the wasted potential of the RSV4 on the UK roads and as a company not only understand but WANT owners to take them on track. Something which is reinforced with the revised track use service schedule they have in place for owners to take confidence in the knowledge their warranty will remain in place should an issue arise. As simple as this sounds this is not something all manufacturers offer, despite in some instances having models marketed on the back of their track prowess.
To answer the ‘where does it all go from here’ question, one has to take on board the low number of sales the superbike market as a whole generates and come from a place of gratitude that bike like the RSV4 are still available and therefore apply realistic optimism that an updated model is much more likely than an entirely new product.
On this basis I don’t believe the RSV4 needs any changes to its chassis or engine. They’re both masterpieces. I personally feel a small suite of changes could be made which would enhance both the ownership and rider experience. The devil as they say is in the detail and should Aprilia look at items such as adjustable rearsets/handlebars/clutch lever span this would allow the bike to be altered by each owner individually without the need to replacing parts for both road and track use.
The shape of the tank could be improved to promote a better fit for larger riders and/or more grip area.
Despite having all the information you need (and some you don’t – i.e.. Top speed reached, which is just asking for trouble should a knowing police officer stops you) the switchgear ergonomics and the user interface is lagging behind its rivals along with the TFT dash display. This being a system spread across multiple models the costs could be shared across multiple models.
And finally as per the Ducati playbook of the past, perhaps a F.O.C smaller tooth front sprocket could be included within the new owners pack………………..
As a 2 wheeled equivalent of a hyper car despite having no real right to be as malleable and compliant as it is on the road. It’s a testament to the development of modern motorcycles that it is able to turn its hand to most things, something I’m sure hyper cars are not able to do.
It is only because we are now lucky enough to have so many different motorcycle sectors, each a champion in their chosen field that it highlights this minutia and affords us multiple solutions at varying price points to the questions ‘what is the best bike for the riding I do?’…. and if the riding you do is fast road and track days the Aprilia RSV4 1100 Factory needs to be on your test ride shortlist.
To conclude I wish to be clear that I love the RSV4 1100. My criticisms are minutia.
Having sampled the single mindedness of the RSV4 I now found myself in the lucky position of swapping it straight out for its super naked Tuono sibling in matching Factory specification.
Feeling immediately familiar albeit much less intimidating and focussed than the RSV4. With its more upright riding position my feet were both firmly on the floor allowing all my weight to be carried down through my spine leaving my arms relaxed and feeling light on the wide flat bars which in turn seemed to offer a much larger steering lock than the RSV4. Peddling the bike backwards and forwards whilst trying the carry out the near 3 point turn in order to exit the yard felt effortless.
A quick check of the wing mirror positions left me disappointed, offering far less rear vision than is expected from a naked bike. Seeming very much like an afterthought fighting for space on the handlebars from the RSV4 clip on derived switchgear (minus the plus/minus TC control paddles on the left hand side). The fact the cruise control operation is hindered by the proximity of the lefthand wing mirror stalk further underlines this issue.
The still too wide clutch lever is present, however with the change of riding position taking the strain off your hands it is more manageable than the RSV4.
Pulling away for the first time was a revelation. No clutch slipping, no throttle feathering. It actually felt as though I was on an 1100 cc V4. So much so, for the sake of experimenting I immediately stopped and tried again, only this time in 2nd gear. Easy. So much so that for the majority of time riding the Tuono for the next few weeks I mostly only used 2nd gear for pullaways, especially in towns. Another benefit of the gearing was the ability for the cruise control to be operated all the way down from 20mph in 4th gear. This making controlling your speed through various (20/30/40/50mph) controlled routes so much easier.
The Brembo M50 callipers although offering slightly less initial feel/bite than the Stylema equipped RSV4 still represent a high water mark in the world of braking and not once during my time on the Tuono was I left feeling wanting.
The overall riding position was not as I’d imagined it would be with the footpegs being slightly lower and more forward biased. This gave a slightly disjointed feeling of my upper body being canted forward with my lower body statically vertical. After longer periods of riding I experienced pressure point pain on the thumb muscle parts of each hand. I put this down to the handlebars having a slightly strange angled cant which rotates your wrists outwards.
Although feeling initially comfortable, again after a short period of time I began to feel some discomfort in my lower back, which I feel could be alleviated if my foot position was further rearward to match the angle of the reach to the bars. Despite all of this the overall riding position and comfort is far higher than that of the RSV4. The added height and angle of your head providing an excellent field of vision including being able to see over vehicles and hedge rows.
With your legs being lower the petrol tank discomfort found on the RSV4 isn’t present however it smallish size and shape does mean you can find yourself sliding further forward and up onto the back of the tank unless you really brace yourself against it at all times. Another major bug bare of the tank size is that of the mileage range it offers, which even with the limited pace I could utilise with the wintery road conditions was never more than 80 miles before illuminating the fuel light. This was a constant annoyance during my rides as I have to travel at least 40 or so miles for exciting roads, which are also some distance from any petrol stations. It always meant a precursory fuel stop during every ride with many rides resulting in two fuel stops. Add to this a fuel filler that made it almost impossible to completely fill the tank without getting blow back spray from the fuel pump I spent a lot of the time frustrated at every fuel stop.
Outside of these various issues the Tuono is very nearly a masterpiece. Despite having over 20bhp less than the RSV4 it feels the other way round. It feels like it revs faster and harder. Everything feels like it’s been turned upto 11. It barks and booms as it squats rearwards on the power causing the front wheel to go light and all manner of lights start to flash on the dash as the various electronics try to stop the rear spinning and the bike from flipping. The bars wiggle and move around whilst you’re holding on for dear life. It is a bike that has you questioning ‘how is this legal?’ each and every time you open it up in anger.
It feels alive. Raw would be a poor choice of word as it would do a disservice to the completeness of the package. It’s superbike routes are still very much present. The chassis and mechanical grip unlike many other models in the sector doesn’t feel like its moving and flexing.
The difference in its handling characteristics when compared to the RSV4 outside of the obvious change in its riding position and handlebars feel more a result of suspension/geometry changes such as fork height, rear shock length etc. So should you wish you could adjust the Tuono to more closely mimic the feeling of the RSV4.
However, for the types of roads I ride the way the Tuono is set up from the factory is perfect. With its rearwards weight bias its all about firing out of the corners. It has excellent stability under hard braking, a reluctance to turn unless off throttle meant I was entering corners far slower than I would on the RSV4, getting the bike turned before then using the throttle to complete the turn. Overall, not only is this a safer way to approach road riding it was also much more exhilarating. The lower gearing of the Tuono meant brutal acceleration was always available regardless of gear at each exit.
As with the RSV4 the Tuono has to meet the same noise and emission standards however the issues highlighter with the RSV4 are significantly minimised. The exhaust valve operation/fuelling point is still there but massively reduced with the gearing and drive available to become a quirk rather than the annoyance it is on the RSV4.
With weather conditions virtually the same as with my time with the RSV4 I found myself much more confident to ride roads I hadn’t dared navigate on the RSV4, despite being on the same summer based Supercorsa tyres. A testament to the confidence inspiring setup. The weight transfer offered by the softer suspension and chassis setup gave confidence that heat was being generated in the tyres, the suspension itself in active mode was reacting to everything that the fen roads could throw at them and although the engine performance was so much more accessible highlighted by the various electronics kicking in (which had been largely absent with the RSV4) gave a feeling that the Aprilia had your back. That we were both in it together to have as much fun as possible yet still arrive home in one piece.
Playing around on the Tuono I found the wheelie control to be a little hit and miss at times, it seemed happiest in a setting which stopped it from lifting at all. The less intrusive levels would often allow the wheel to lift too quickly which in turn then seemed to surprise the ecu which would then cut everything causing the wheel to drop, before everything came back in with a bang, lifting the wheel again too quickly … resulting in a kangarooing effect. This isn’t uncommon with wheelie control however it is something other manufacturers have over come in recent years with updated software and does perhaps suggest that Aprilia has some catching up to do with its peers on this front.
On the subject of the electronic suspension, I purposefully tackled a stretch of road several times, both with static and active suspension modes. The stretch of road is one of the bumpiest roads I’ve ever encountered yet also has some of the best series of corners. It has completely open visibility throughout, cambered hairpins, fast direction changes, hard braking zones, straights (like ploughed fields) to name but a few and after an hour or so of testing I can confidently saw that the active setting was considerably better on the Tuono than static presets.
Where the static lost all control after several bumps were hit in succession the active kept a noticeable more composure. Don’t get me wrong, this road is one where you’re up on the pegs like a jockey, however where the static mode caused me to back off the throttle the active allowed me to carry on accelerating each time. The feeling of being able to catch the front suspension stiffening up at certain times whilst coming off and going back hard on the brakes is still there but far less noticeable than it was on the RSV4 at similar speeds.
In comparison to my time with the RSV4 I found myself actively making excuses to get the Tuono out on the road. With the RSV4 and the winter roads I knew I was in for frustrating rides searching for a suitable road in the right condition in order to try and be able to ride fast enough to ‘activate’ it. Whereas the Tuono feels exciting as soon as you pull away on it for the first time. It can navigate busy towns and traffic, it can do all of the boring stuff well whilst turning any type of open road into your own dragstrip/race track. Not only does it do this it also does it for considerable less money than an RSV4 Factory with the Tuono Factory RRP £16,700 vs RSV4 Factory RRP of £21,300.
I’ve no doubt that on track the Tuono would be tremendous fun but at least 30% less capable than the RSV4. I do believe that the majority of riders on track would be far more confident however on an RSV4 as the lack of front end feel a naked can offer when compared to a traditional sports bike when on track. So should you be someone looking to do more track days than road riding the RSV4 base model (£16,700) with money to spare for upgraded manual suspension would most likely be a better choice.
However, for road riding with the odd track day I would pick the Tuono Factory every time. The electronic suspension of the Factory does command an additional £2300 over the base model (£14,400) but I feel this is very much worth it on the Tuono.
The Tuono being 30% less capable on track is the price that has had to be made to make it in my eyes 70% more exciting on the road. It really is an astounding motorcycle and worthy of all the awards and test wins it has received over the years. As with the RSV4 despite facing stiff competition with each passing year, it really only needs a series of small detail changes to keep it at the head of the pack. These being as per the RSV4 with an upgrade to the switchgear/electronics, a change in tank design (more range and support required) and the ability to fine tune the ergonomics (footpegs/handlebars/levers/mirrors) would make a considerable improvement to the overall package.
With thanks to Aprilia UK, Piaggio for the loan of the bikes.
Aprilia and Moto Guzzi invite bikers to discover the new additions for 2024, as well as special benefits that apply across the entire range.
This month, the brands are offering exclusive test rides of Aprilia’s new small sporty bike, the RS 457, as well as Moto Guzzi’s models for adventurous travel: the eagerly awaited Stelvio, and bikes from the revamped V85 range.
Each year, motorbike fans eagerly anticipate the arrival of motorbike season, marked by the special open-door period at Aprilia and Moto Guzzi sales outlets in April. The Aprilia Days and Moto Guzzi Days offer a unique opportunity for all motorcycling fans to jump into the saddle of the latest models from the two iconic Italian brands, and discover the exclusive benefits offered across the entire range of Aprilia and Moto Guzzi models.
Aprilia Days
The biggest star of this years’ APRILIA DAYS is the latest addition to the super-sporty RS family. The new Aprilia RS 457 bursts into the segment of small-displacement sporty bikes that can be driven with an A2 licence: boasting a unique blend of lightness, power, and easy riding, with the best power-to-weight ratio in its class. A true sporting model in pure RS style, this bike is set to become a new technological and stylistic point of reference for young motorcyclists, and retails at £6,500.
The Noale-based company is also offering many other exclusive promotions throughout April on the Aprilia Tuareg. Available in three new eye-catching colours for 2024 – the evocative Dakar Podium, Atreides Black and Canyon Sand – the twin-cylinder adventure bike is available for purchase with a £750 discount.
Discounts of £750 are also available on the other models in the RS660, as well as £250 on the 125 range (RS, Tuono, RX and SX).
To find out more and to book an appointment, visit the webpage:
https://www.aprilia.com/gb_EN/promotions/ Moto Guzzi Days
The MOTO GUZZI DAYS 2024 set off in search of adventure, with the eagerly awaited, new Moto Guzzi Stelvio available for test rides.
The house of the Eagle’s on- and off-road model, developed on Moto Guzzi’s most advanced technical base, boasts leading performance thanks to its twin-cylinder compact block engine, in addition to innovative technologies designed to maximise both riding pleasure and safety.
The new Moto Guzzi Stelvio is available at a price of £14,700 while the version that features the innovative PFF Rider Assistance Solution platform is available to purchase for £15,400
The spotlight also falls on the models in the new V85 range. The eagle brand’s iconic travel enduro bike is available for test rides in the form of the V85 Strada, V85 TT and V85 TT Travel versions. This diverse range caters to all motorcyclists eager to set off on an adventure, regardless of their destination.
For the entire month of April, customers can enjoy exclusive trade-in offer of up to £1000 on the V100 Mandello roadster.
To find out more and to book an appointment, visit the webpage:
The Aprilia All Stars event is back, the huge Aprilia festival that gives motorsport fans a unique day of incredible bikes and legendary champions.
Misano World Circuit, Saturday, 8 June is the date and place that fans will want to put on their calendars and not miss. A unique opportunity – entirely free – to see and enjoy firsthand the on-track performance of the magnificent Aprilia RS-GPmachines participating in the MotoGP championship and meet the riders.
As always, the brightest stars will be the Aprilia Racing riders, Aleix Espargaró, Maverick Viñales, Lorenzo Savadori, Miguel Oliveira, and Raúl Fernández, MotoGP competitors. Champions who will be protagonists, not only on the track but, in true Aprilia All Stars tradition, they will also be among the fans in the paddock to celebrate Aprilia, the European brand with the most victories in World Championship GP Motorcycle Racing, with 297 GP triumphs. All the greats of Aprilia history will be with them, led by six-time world champion Max Biaggi.
Something new for this edition will be the participation of Jacopo Cerutti and Francesco Montanari, fresh from the triumphant début astride the Aprilia Tuareg in the Africa Eco Race. Cerutti, dominator of the African race, and Montanari will also meet their fans in the festive and informal atmosphere of Aprilia All Stars and they will be showing off the fabulous Aprilia Tuareg, dominator of the desert.
As always, Aprilia All Stars will be an all-around festival for fans and for the entire family. The paddock will be constantly buzzing with fabulous test rides where enthusiasts will be able to put the bikes from the Aprilia range through their paces on the Romagna roads, all free of charge, as well as the Racing Museum, with the racing bikes that built the legend of the Italian brand, a must-see for any enthusiast.
The music of Radio DeeJay will provide the soundtrack of an event which will be rich with initiatives, such as the “Aprilia vista dall’Oriente” exhibit, with the spectacular photos of Japanese photographer Aki Kusudo, a total immersion in the racing world that tells the story of Aprilia’s commitment in the MotoGP championship. There will also be spaces for eSport, shopping dedicated to Aprilia Racing brand apparel and merchandising, food areas, and much more.
For more Aprilia news check out our dedicated page Aprilia News
The Aprilia RS 457 has finally arrived on the market and makes its online debut with special, dedicated prebooking at APRILIA.COM.
The Aprilia RS 457 is a sporty bike that looks to the future, meeting the growing demand for bikes that are stylish with cutting edge technology, but easy and accessible at the same time.
The Aprilia RS 457 is available at a price of £6,500 (VAT included). First units of the RS 457 will be reserved for those who make their purchase online.
Aprilia RS 457
Having previously launched the RS 660, which quickly became the best-selling sports bike in Europe, Aprilia completes its sports bike family by introducing a new bike for both future generations and new markets, to meet the growing demand for functional and enjoyable bikes.
The Aprilia RS 457 is the result of an entirely new project that stands out for its lightweight design, featuring the best weight/power ratio possible for a motorcycle that can be ridden with an A2 class licence, as well as its ease of riding, and technological capabilities. The RS 457 is designed to accompany motorcyclists as they travel on both road and track.
The new Aprilia is powered by an ultra-modern and technological liquid-cooled parallel twin with dual camshaft and four valves per cylinder, capable of delivering 35 kW of power, the maximum possible for a bike that can be ridden with an A2 licence.
The pure power figure is combined with the fact that the motorcycle weighs just 159 kg dry (175 kg with a full tank), for a simply unbeatable weight/power ratio. The aluminium frame with engine bearing function and the adjustable suspension form a bar-setting chassis architecture.
In classic Aprilia tradition, the standard electronics package is comprehensive, with a Ride by Wire accelerator, three Riding Modes, ABS and adjustable traction control that can be disabled. Available accessories include the electronic quick shift.
Superbike News was in attendance at the UK exclusive launch of the all new Aprilia RS457 at Silverstone earlier this month.
Danny McFadden went along to take a peek for our readers, here’s what he has to say. With the RS457 Aprilia look to dominate the A2 sector with an all new model offering the highest permissible power to weight ratio (35kw > 159kg dry) for the class thanks to the all new 457cc 90 degree parallel twin engine and its aluminium frame.
See more in the latest issue of Modern Classic Motorcycle News (now incorporating SBN) 👇
The much-anticipated Moto Guzzi Stelvio is coming and is available for pre-order online from today through 15 February.
To reserve one of the very first Stelvio machines, and begin your own Never-ending Journey, simply visit the website, complete the pre-order form, and select your local retailer.
Upon registration existing Moto Guzzi owners will quality for a trade in bonus of £750 for a V7 / V9 or £1500 for a V85 / V100, or if you’re new to the Moto Guzzi brand, customise your new Stelvio with free accessories and merchandising items up to a value of £750.
The new Moto Guzzi Stelvio is available from £14,700 plus road tax and registration. The Stelvio equipped with the innovative PFF Rider Assistance Solution platform is available at £15,400.
Moto Guzzi Stelvio
Stelvio is an on-off road bike from Moto Guzzi designed for adventure. Built on an ultra-modern technical platform, it is the only bike in its displacement class to have a cardan shaft drive and windscreen with electric height adjustment.
Stelvio is powered by a “compact block” engine, which was recently introduced on the V100 Mandello and has since been further refined. A cutting-edge engine in terms of its design and construction, the Stelvio is compact and lightweight, allowing for an agile, sports-oriented chassis architecture.
The Stelvio also has a 90° transverse V-twin engine with liquid cooling,a double overhead camshaft and four valves per cylinder. The six-speed gearbox has been revamped to make shifting smoother and softer. This engine promises true sports performance, delivering maximum power of 115 hp at 8700 rpm and maximum torque of 105 Nm at 6750 rpm, 82% of which is already available at 3500 rpm, and with the limiter set at an impressive 9500 rpm.
The chassis architecture includes a high resistance steel tube frame combined with tubeless spoke wheels, respectively 19” at the front and 17” at the rear, as well as long-travel suspension, features that make the ride comfortable on long journeys, fun for light off-roading, and dynamic when riding on asphalt.
Stelvio is the first Moto Guzzi to feature the PFF Rider Assistance Solution. The innovative riding assistance platform, which plays a fundamental active safety role, is based on
radar technology developed by Piaggio Fast Forward – the robotics subsidiary founded by the Piaggio Group and based in Boston, Massachusetts (USA).
The exceptional electronic features are completed with the Ride by Wire accelerator and the six-axis platform that optimises the electronic controls for both safety (such as Cornering ABS) and fun. There are five Riding Modes, including, Touring, Rain, Road, Sport, and Off-Road which manage the engine brake, ABS, traction control, and engine map intervention. In the Off-Road mode, both ABS and traction control can be disabled. There is also a vast range of accessories that are available to meet a rider’s specific needs.
For more Aprilia news check out our dedicated page Aprilia News
Aprilia Tuareg gets closer to returning to the African desert, to the places and competitions – the big rally raids – that made it an off-roading legend.
Therefore, for 2024, Tuareg has an even sportier and adventurous outfit, thanks to three new colour schemes that complement its great off-road abilities and its unstoppable zeal for adventure.
Aprilia Tuareg MY 2024 is available in the new Atreides Black and Canyon Sand colour schemes, inspired by the natural habitats in which the twin-cylinder adventure bike moves around so easily, joined by the evocative Dakar Podium colour scheme, a tribute to the bike that took overall third – three leg wins – in the 2010 Dakar, the Aprilia RXV 4.5 ridden by Francisco “Chaleco” Lopez.
All the new colours are combined with a brand new and aggressive red frame, which further emphasises the sportiness of Aprilia Tuareg, protagonist this year of an astonishing début in off-road competitions within the area of the “Back to Africa” project. In fact, in the version developed by Aprilia Racing in collaboration with GCorse, of the Guareschi brothers, Aprilia Tuareg is in the mix to take the Italian Motorally Championship and is fresh from a brilliant third place earned in the Transanatolia Rally during its absolute debut in a big international raid. The next step in the project is obviously the African desert – a destination that is already written in the name Tuareg.
On the front mudguard the suspension travel is indicated, at the top of its class – 240 mm – placing the emphasis on the Aprilia Tuareg’s authentic off-road technical package.
Last, but not least, in line with its penchant for abandoning the asphalt, for 2024, the range of accessories dedicated to Tuareg is expanded to include an air filter specifically developed for off-road use and on dusty roads, with filtering power that protects the engine from any dust being sucked into the intake.
Aprilia Tuareg is already available at dealerships on the Aprilia network in the new Atreides Black and Canyon Sand colour schemes. It will be ready from October in the Dakar Podium colour scheme.
APRILIA TUAREG MY 2024 is £10,600.
All prices include VAT and On the Road Charges.
For more Aprilia news check out our dedicated page Aprilia News
The Aprilia RS 457 seeks to become the new technological and stylistic benchmark for young motorcyclists worldwide, the new key to the Aprilia version of the sporting world.
The RS 457 is a historic step for Aprilia and not only in technological terms. Indeed, Aprilia’s new twin-cylinder sports bike appeals to new targets and markets to meet the growing worldwide demand for easy but fun, technologically and stylistically groundbreaking motorbikes targeting broad market segments.
Michele Colaninno – Piaggio Group CEO “In recent years, the Aprilia brand has seen an intense burst of renewal, also supported by continued progress in the racing world.
The recent introduction of the 660 family, with RS and Tuono first and Tuareg later, has expanded its target, creating a full and competitive range. We are now ready to take another step towards the future with an astonishing bike developed entirely in Noale, capable of stimulating and thrilling young people and opening up huge potential in new markets, near and far. It is a step closer to the globalisation of a brand that has always had the perfect combination of technology, fun, and looking to the future in its DNA.”
The RS acronym represents Aprilia’s take on sportiness. These motorbikes are designed to amaze, with innovations derived from a long and successful racing history that has shaped Aprilia’s unique motorbike culture. Thus, Aprilia became the dream object of entire generations, indulging the passion of younger riders with extraordinary motorbikes.
At the same time, it has been a leading player in the racing world, dominating the 2-stroke categories. After reaffirming its technological supremacy by winning SBK competitions, it has also risen to prominence in MotoGP.
Now, Aprilia returns to its founding mission with a project for a new generation of motorcyclists, pooling the knowledge accumulated on tracks worldwide.
Starting in 2020, the massive success of the Aprilia RS 660 (Europe’s best-selling sports bike) has revolutionised the world of mid-range sports bikes, creating a new segment.
The same winning formula is repeated with the Aprilia RS 457, which began as a completely new project, conceived and developed where all Aprilias are created, including MotoGP bikes. The new Aprilia is the ideal link between the first 125 engines and the RS 660. It completes the RS family that includes the powerful V4 superbikes and, at its most technologically advanced, the MotoGP-winning RS-GP.
The Aprilia RS 457 speaks the language of younger riders, of people who want to start riding faired bikes, exploiting all of the company’s expertise to design and build a true sports bike.
This motorbike’s strengths are its lightness, with the highest possible power-to-weight ratio for a bike you can ride with an A2 licence, ease of handling, and technological equipment. The RS 457 is designed to accompany motorcyclists as they progress on road and track. The ergonomics feature clip-on handlebars mounted above the upper steering plate, a road sports solution that provides the best compromise between sportiness and riding comfort.
The new RS 457’s styling follows the legendary RS range, the supersport bikes that made motorbike history, starting with the double front fairing through to the underbelly silencer, with a 2-in-1 exhaust.
The full LED front headlamp incorporates the light signature typical of Aprilia’s larger super sports bikes, while the front turn signals are integrated into the front headlamp’s light signature. The dashboard uses an elegant and practical 5-inch TFT colour instrument cluster, while the handlebar controls are backlit.
The Aprilia RS 457 is powered by a state-of-the-art, liquid-cooled parallel twin-cylinder engine, double camshaft timing and four valves per cylinder, delivering 35 kW of power, the maximum possible for a bike you can ride with an A2 license. Besides the pure power figure, there is also the motorbike’s weight: 159 kg dry, rising to 175 wet.
The Aprilia RS 457’s power-to-weight ratio is simply unbeatable because the designers at Noale aimed for the maximum possible and achieved it. This figure was translated into pure performance during road development at Aprilia’s Noale headquarters.
The new engine is paired with a stiff frame. The aluminium frame makes the RS 457 unique for bikes in its segment. All of Aprilia’s design expertise, honed over decades of victories on all the world’s racetracks, goes into this solution. The crankcase functions as a load-bearing element, a solution borrowed from the RS 660, which ensures the low weight, dynamic qualities and riding pleasure that have made Aprilia famous.
The ø41 mm fork features 120 mm travel and preload adjustability. Ditto for the monoshock, which works on the steel swingarm, adjustable in preload, for 130 mm wheel travel. The braking system features a 320 mm front disc with a ByBre radial-mount 4-piston caliper.
At the rear, the ByBre caliper brakes a 220 mm steel disc. All this is assisted by a two-channel ABS system with dual map of use, on both wheels or only on the front.
The 17-inch sports rims mount 110/70 tyres at the front and 150/60 at the rear, perfect sizes for excellent grip while maintaining agility, the true strength of the new Aprilia.
The Aprilia RS 457’s electronic equipment is of a true sports bike, designed for a wide range of bikers and entirely faithful to Aprilia tradition. The Ride by Wire system – which Aprilia was the first to introduce both in MotoGP with the futuristic RS Cube and in production – manages the engine with three riding modes that intervene on power and torque delivery and traction control, adjustable to three levels and that can also be disabled. The quickshifter comes as an accessory
New special limited edition colour scheme for the most racing-oriented versions of the magnificent V4s from Noale unveiled at the GP of the Americas.
Dominated by a white that enhances the design with built-in winglets, the Speed White livery will be available from may exclusively for a limited time.
The flagship bikes of the Aprilia V4 range, the RSV4 Factory superbike and the Tuono V4 Factory hypernaked, début in the Speed White colour scheme, a new and exclusive colour option that will be available for a limited time only: from May through to the end of 2023.
Dominated by a white that enhances the aerodynamic lines and its design with built-in winglets, the Speed White livery is combined with red wheel rims and adorned with the Aprilia inscription on the side and sport graphics inspired by the Aprilia RS-GP prototype playing a leading role in the 2023 MotoGP World Championship.
It was the Aprilia Racing MotoGP riders themselves, Aleix Espargaró and Maverick Viñales, who unveiled the Speed White colour scheme for the first time to the general public on the weekend of the Grand Prix of the Americas in Texas. This genuinely great racing occasion highlighted the supersport soul of the livery that houses two extraordinary bikes, at the top of the superbike segment in terms of technology, performance, and design.
The Speed White colour scheme joins the other two options for the Aprilia V4 Factory range – Time Attack and Ultra Dark – and will be available from May in Aprilia dealerships for a limited time.
For more Aprilia news check out our dedicated page Aprilia News
A year after its launch on the market, Aprilia RS 660 is already celebrating its first important sports milestone.
The medium-sized Italian sport bike made this achievement in the United States, dominating the 2021 edition of the Twins Cup, the prestigious American championship dedicated to medium engine capacity twin-cylinders within MotoAmerica, the premier motorcycle racing series in the States.
In celebration of this victory, at EICMA 2021, Aprilia introduces a numbered special edition of 1500 units of RS 660, characterised by a brand new stars and stripes livery inspired by the American flag. A colour scheme closely derived from the special graphics on the bike that the Twins Cup champion, Kaleb De Keyrel, rode in the race at Vallelunga for the final round of the Aprilia RS 660 Trophy, where Kaleb had been invited to participate as a reward for his important victory on American soil.
Aprilia RS 660 Limited Edition also boasts a standard equipment package that includes some of the racing content from the competition version that proved to be unparalleled in the Twins Cup, taking 10 wins out of the 13 races held.
The sporty personality of Aprilia RS 660 Limited Edition is highlighted by the single-seat tail-fairing cover, which eliminates the passenger seat, enhancing the sleek design of the rear. The passenger’s seat comes with the bike, which is still approved for two-up riding.
The oversized top fairing ensures greater protection for the rider against the wind, both on the road and on the track, and it also has the software that lets you set up the quick shift gearbox in upside-down configuration. This means that, depending on your needs, you can configure the gearbox entirely on your own, without replacing any parts on the bike, in street or upside-down version – ideal for the occasional track day.
A badge located on the fuel tank bears the progressive number of the bike and indicates the limited edition of 1500 units.
Aprilia RS 660’s winning streak in MotoAmerica Just a few months after making its début in the U.S.A. on an American track that is one of the most iconic in the world, the Big Sur circuit in California – ridden by Pikes Peak record holder astride an Aprilia Tuono V4, Rennie Scaysbrook – Aprilia RS 660 was the immediate protagonist of a thrilling sports story. Approved just in time for the beginning of the 2021 Twins Cup, the Italian twin-cylinder took the top three spots straight away in the opening race on the Road Atlanta circuit. It was a blinding start, and in some ways unexpected, followed by a winning streak: 10 total wins out of 13 races held, plus another 16 podiums (9 second places and 7 third places) and 6 pole positions. That first, extraordinary one-two-three was followed by others, on the historic Laguna Seca circuit and in both of the races held in New Jersey.
Five of the 10 total wins were achieved by Kaleb De Keyrel, crowned Twins Cup 2021 champion astride his Aprilia RS 660 prepared by the Robem Engineering team. The other victories were credited to Jody Barry, Cory Ventura, Anthony Mazziotto (two wins) and Tommaso Marcon. The Aprilia RS 660 therefore confirmed its status as a versatile bike, able to win on extremely different circuits and with riders who have different riding styles.
For more Aprilia news check out our dedicated page Aprilia News
The Factory versions of Aprilia sports bikes have always been flagship products, dedicated to the most demanding and skilled riders, who can appreciate the quality of the most sophisticated outfitting.
And now, the Factory trim is also available for the Tuono 660, which makes for a Tuono with unparalleled dynamic qualities, the most efficient and fun to use on the road and a true generator of emotions, accessible to everyone. All this, while respecting the Aprilia 660 project that promises bikes with a sensational weight/power ratio that are lightweight, high-performance, and built around the brand-new latest generation Aprilia parallel twin.
With respect to Tuono 660, already widely recognised and appreciated by the public and critics for its outstanding chassis qualities, Tuono 660 Factory boasts more sophisticated suspension, better suited to sports riding. The Kayaba fork with 41 mm stanchions is fully adjustable in its compression and rebound damping and spring pre-load, while the Sachs shock with separate reservoir is also adjustable in its compression and rebound damping and spring pre-load.
There is an even better weight/power ratio, one of the main goals for all new Aprilia 660 models and already outstanding on the Tuono 660, thanks to the adoption of a light lithium battery that contributes to reducing the overall weight by roughly 2 kg (thekerb weight is now 181 kg) and also better engine performance.
A compact and lightweight latest-generation engine, the 660 cc forward-facing twin with DOHC timing and four valves per cylinder is the result of experience gained with the very powerful engine that equips RSV4, from which the construction philosophy and basic concepts derive. The engine has a load-bearing function and houses the aluminium swingarm in its rear section. Combustion is asymmetric and offset by 270° to obtain irregular combustion which translates into performance and sound similar to that of a V-twin. The maximum power is upped from 95 HP with the Tuono 660 to 100 HP with the Tuono 660 Factory. The engine boasts even more drive in acceleration, thanks to the use of a shorter final drive, with a 16-tooth pinion gear, one less than Tuono 660. The maximum torque remains unchanged, with 67 Nm at 8500 rpm, 80% of which is available from 4000 rpm, or 90% on reaching 6250 rpm.
Tuono 660 Factory offers a full suite of APRC electronic controls with a Ride-by-Wire electronic accelerator and six-axis inertial platform as standard. The latter, thanks to the accelerometers and gyroscopes it contains, is able to recognise the bike’s condition with respect to the road, recording and processing the inputs that result from riding and sending the data to a control unit that intervenes to optimise the control parameters. The Tuono 660 Factory APRC includes ATC (Aprilia Traction Control), adjustable traction control characterised by high-performance intervention strategies; AWC (Aprilia Wheelie Control), the adjustable wheelie control system; ACC (Aprilia Cruise Control) to maintain a steady speed without using the throttle; AQS (Aprilia Quick Shift), the electronic gearbox that allows for very rapid shifting without closing the throttle or using the clutch. It is also equipped with the downshift function, to allow for clutchless downshifting; AEB (Aprilia Engine Brake), the adjustable system to control engine braking when closing the throttle; AEM (Aprilia Engine Map), with different mappings via which to alter the engine’s character and delivery.
Tuono 660 Factory also benefits from multi-map Cornering ABS. With its extremely contained weight and dimensions, the system is able to optimise braking and ABS intervention through the corners, thanks to a specific algorithm that constantly monitors various parameters such as lateral acceleration, the pressure applied to the front brake lever, and the lean, pitch and yaw angle, modulating the braking action in order to optimise the ratio between deceleration and stability.
As with the Tuono 660, there are five customisable Riding Modes (three for road use and two for track use) to simplify life on-board. The rider needs only to choose the Riding Mode that best interprets his or her riding needs in order to automatically obtain the best settings in terms of traction control, wheelie control, engine brake, ABS and the other managed parameters. Adoption of the inertial platform has also allowed for activation of the “bending lights” function, incorporated into the front LED light cluster complete with perimeter DRL (this pair of additional lights illuminate the entire corner, increasing visibility when leaning).
With its reduced surfaces effectively highlighting a dynamic, sports character, the bike’s design stands out for the innovative double fairing that serves as an aerodynamic appendage. The pressure of the air channelled between the two walls contributes to optimising stability at high speeds and, at the same time, increases rider comfort by protecting against direct air flow, also deflecting the hot air extracted from the engine. The Tuono 660 Factory version is further enhanced with the aggressive and sporty Factory Dark graphics and the presence of the single-seat tail fairing , painted in black and red and supplied as standard together with the passenger seat and footpegs. These pegs, like those of the rider, are the same as those of the Aprilia RS 660.
For more Aprilia news check out our dedicated page Aprilia News
Aprilia uses EICMA 2021 as the stage on which to present an innovative product on the compact GT scooter landscape, as it unveils Aprilia SR GT.
Aprilia SR GT is the first “urban adventure” scooter by Aprilia, designed to re-inject the fun into everyday riding in the city, but also over long distances and less travelled paths, thanks to equipment inspired by the enduro world that makes it the ideal companion in every situation.
The Aprilia SR GT expands the Aprilia Urban Mobility range, a line of extremely functional vehicles that trace the evolution of urban mobility and are designed to make everyday trips increasingly safe, simple and exciting, but with that pure Aprilia spirit. The Aprilia Urban Mobility line already includes the eSR1 and eSR2 electric scooters and Aprilia SXR 50, the small-engine urban scooter with content usually reserved for higher-end vehicles.
With the Aprilia SR GT, an active riding position and motorcycle-inspired wide, naked handlebar offer ultimate control, while long-travel suspension and increased ground clearance ensure any obstacle is easily surmounted when riding in the city. And the tyres, with their generous cross-section and “all terrain” tread design, allow the rider to adventure on any surface, from asphalt to cobblestones and white roads.
All of this is combined with the unmistakeable Aprilia sports design, the latest 125 and 200 cc i-get engines complete with Start & Stop system for top-class performance, and comprehensive equipment that includes full LED lights, LCD instrumentation and the APRILIA MIA connectivity system (optional).
A unique style, with sports lines and a nod to the motorcycle world The versatility of Aprilia SR GT is immediately clear from its style details, with strong references to the racing character of Aprilia sports bikes, but also the off-road world.
Side-on, Aprilia SR GT is compact, with reduced overhang and taut, dynamic lines that emphasise its sports nature. As well as housing the tank, the central tunnel serves to connect the front and rear, giving SR GT the appearance of a motorcycle. Added to this is the licence plate, which is positioned on the rear wheel to leave a slimmer tail section. Perfectly integrated into the design, the passenger grab handles and full LED rear light cluster complete with turn signals also make an impression.
With the focus firmly on fun, the Aprilia SR GT riding position is less rearward and more “active” with respect to a traditional compact GT scooter. But the rider can adopt a different position, with their feet further forward on the footpegs, for a more relaxed riding style that is less tiring over long distances. This is possible thanks to an ergonomic footpeg, the external part of which resembles the shape of the protective plates on off-road bikes.
Standing out at the front is the full LED three-element light cluster, typical of Noale sports bikes, as well as the double fairing that emerges to the sides of the shield, but there is also a clear enduro influence, with the suspended windscreen and wide, naked handlebar that contributes to a sense of total control, particularly when manoeuvring at low speed in city traffic. The handlebar is fixed to the vehicle with a refined die-cast aluminium riser that bears the Aprilia logo, while the ergonomic and intuitive handlebar control sets are clearly motorcycle-derived.
The instrumentation is fully digital, the large LCD display providing all vehicle data, as well as a wide range of travel information, which can be selected with the MODE button on the left-hand control block. If the APRILIA MIA connectivity system (available on request) is present, once a smartphone is connected to the vehicle via Bluetooth, the instrument panel will also display notifications regarding incoming calls and messages. The system also enables call management using the specific connectivity button on the right-hand control block and the use of vocal commands to make calls or play music, by activating a playlist.
Unstoppable in the city and ready for adventure A joy to ride, Aprilia SR GT is designed to make any trip a thrill. Know-how in the frame field is fully exploited by Aprilia technicians in creating the chassis, a guarantee of precise dynamic behaviour. A double cradle frame in high-strength steel tubing is paired with brand-new long-travel suspension developed specifically for this model.
The front boasts a Showa fork with 33 mm stanchions and 122 mm of travel, 22% more than that of its closest competitor, while the rear features two double-acting Showa shock absorbers with coil spring and five-position adjustable pre-load, and travel equating to 102 mm, which is 7% more than the competition. This particular configuration, combined with specific suspension calibration, boosts control, comfort and safety, especially over uneven surfaces, but without impacting on the riding pleasure.
With its sophisticated chassis, a weight of just 144 kg with a full tank (148 kg for the 200 version) and light alloy rims – 14” at the front and 13” at the rear – with wide cross-section tyres (110/80 and 130/70), Aprilia SR GT offers excellent agility and handling in traffic, but is also stable at more sustained speeds. The braking system uses a 260 mm petal front disc. Lighter and better able to dissipate heat, this makes for better performance, while the rear features a 220 mm disc (petal-shaped on the 200 and 125 Sport versions).
The Aprilia SR GT also stands out for its minimum ground clearance of 175 mm, a never-before-seen value for traditional compact GT scooters. This allows the rider to easily surmount any bumps in the road and descend from any altitude. All these characteristics, together with “all-terrain” tyres with a slightly knobby tread, make Aprilia SR GT extremely flexible and suited to any type of use. Unstoppable in the city, where obstacles such as cobblestones, tram lines, manhole covers, potholes and uneven asphalt are common, SR GT is also ready for exciting journeys, during which the rider can even leave the asphalt and venture onto white roads.
So covering long distances is no problem at all, thanks also to a generous tank, its 9-litre capacity translating into a range of roughly 350 km.
A 25-litre under-seat compartment can accommodate a full-face helmet, while additional accessories ensure the Aprilia SR GT is always ready to travel, one example being the strong and very roomy 33-litre aluminium top case.
Latest generation i-get engines, for top-class performance Aprilia SR GT also makes a mark on the compact GT scooter segment with its engine power and efficiency. Belonging to the i-get family, this pair of very modern Euro 5-approved units with electronic injection, four valves and liquid cooling are the product of know-how at the Piaggio Group R&D centre for scooter engines, the most important in Europe.
Alongside the 125 cc i-get single-cylinder, accredited with maximum power of 11 kW at 8750 rpm and torque that reaches 12 Nm at 6500 rpm, the Aprilia SR GT 200 introduces the brand-new 174 cc single-cylinder, which boasts 13 kW of power at 8500 rpm and 16.5 Nm of torque at 7000 rpm. Values of absolute reference, which ensure elasticity, rapid pick-up and a smooth ride in all conditions.
Results that are achieved with meticulous work across a large number of components, with the aim of optimising the thermodynamic performance. In particular, the new 200 cc engine adopts an aluminium cylinder with Nikasil coating (a motorcycle-derived solution), a new piston with updated crown geometry, and a new head that contributes to optimising the combustion efficiency.
Better engine performance also calls for more efficient heat extraction, while the CVT transmission complete with larger clutch is revised in order to suit the engine’s new power curve.
All models in the Aprilia SR GT range are equipped with the Start & Stop system known as RISS (Regulator Inverter Start & Stop System). The system does away with the traditional starter, which is replaced with a brushless electrical device installed directly on the crankshaft. There are many advantages, not least a quieter start, increased lightness and reliability, and lower fuel consumption. The Start & Stop system automatically switches off the engine 1 to 5 seconds after the scooter has stopped (depending on whether the engine has reached its correct operating temperature or not). A slight twist of the throttle is enough to instantly re-start the engine, in total silence, as there is no traditional starter.
All of which translates into engines that are extremely frugal in their fuel consumption, with a WMTC cycle distance of 40 km/l for SR GT 125 and 38.5 km/l for SR GT 200.
A gritty Sport version joins the range As well as a more classic version, Aprilia SR GT also offers a Sport trim, which boasts grittier, more sports-oriented graphics and finishes.
Aprilia SR GT is available in three colours, Aprilia Black, Street Grey and Infinity Blue, each paired with silvery grey footpegs, sides and passenger grab handles. The wheels are black, the saddle black with grey stitching.
The Sport version comes even closer to the typical liveries of Aprilia sports bikes, offering Street Gold, Iridium Grey and Red Raceway matte colour schemes, which are combined with red painted wheels and a two-colour black and grey saddle with red stitching. The silvery grey footpegs feature Aprilia lettering, while the central tunnel and sides are matte black, with passenger grab handles to match the vehicle. A large ‘a’ for Aprilia features at the sides of the shield.
For more Aprilia news check out our dedicated page Aprilia News
The Piaggio Group, the European industry leader and one of the top players worldwide, will be a protagonist at the EICMA motorcycle show. The Italian group’s presence underscores the central role of the Milan show as the key event in the world two-wheeler industry. The Piaggio Group’s iconic brands are paving the way for future mobility, from the daily commute to sports bikes, responding to the challenge of a changing world where, increasingly, the focus of demand is on sustainable mobility solutions.
At EICMA the Piaggio Group is unveiling a series of previews for 2022 with all its brands:
– Aprilia Tuareg 660 – Aprilia Tuono 660 Factory – Aprilia RS 660 Limited Edition – Aprilia SR GT – Moto Guzzi V100 Mandello – Moto Guzzi V85 TT Guardia d’Onore – Piaggio 1 and Piaggio 1 Feng Chen Wang – (VESPA ELETTRICA)RED
Aprilia is showing the eagerly awaited Tuareg 660 for off-road riding and travel, and the fun-loving Tuono 660 in the Factory version, a more powerful, lightweight model with a wealth of features. The Piaggio Group’s sports brand also presents the sophisticated RS 660 Limited Edition and the innovative SR GT “urban adventure” scooter.
Moto Guzzi returns to the forefront of motorcycle innovation, with the world preview of the V100 Mandello, an entertaining total bike packed with cutting-edge technology. It also unveils the V85 TT Guardia d’Onore, a sophisticated version of its “all-terrain” bike which is celebrating 75 years of collaboration with the Corazzieri Regiment.
Piaggio is exhibiting the new Piaggio 1, the Italian brand’s first e-scooter, also available in a stylish version created by designer Feng Chen Wang.
From Vespa comes (VESPA ELETTRICA)RED , the special version of the world’s smartest electric scooter created to support (RED)’s fight against pandemics.
THE MAIN NEW PRODUCTS FROM THE PIAGGIO GROUP AT EICMA 2021 Aprilia Tuareg 660
This bike on the Aprilia 660 platform is a true off-roader with a name introduced by Aprilia in 1985 that has become legendary in the off-road segment, so evocative that its destination can be immediately identified. The Tuareg 660 has been designed, developed and built as the ideal synthesis between mono-cylinder enduros and mid-range adventure bikes, two antithetical worlds until now. The Tuareg 660 raises the level of off-road riding to adventure bikes while making the most of its personality as a tourer, thanks to its impeccable performance on the road, premium technical content, the capabilities of its 80 hp twin-cylinder engine and a dry weight of just 187 kg. An innovative concept and an innovative design where the focus is on practicality, with the elimination of all superfluous elements. The frame has been developed for heavy-duty use on challenging off-road terrains. Structural solidity is guaranteed by the six anchor points fastening the engine to the frame, to turn the engine into a stressed member. The very long-travel suspensions are fully adjustable and ideal for overcoming any off-road obstacle while ensuring rider and passenger comfort on the road. The 18-litre tank is heavily tapered in the leg area; its vertical development means the fuel remains close to the barycentre without affecting riding dynamics. The measurements of the tubeless aluminium rims indicate the strong off-road vocation of the Tuareg 660: 2.5 x 21” for the front wheel, 4.5 x 18” for the rear wheel. Both are fitted with Pirelli Scorpion Rally STR tyres, measuring 90/90 and 150/70 respectively. The instruments are cutting edge, with a suite of APRC electronic controls, including traction control, cruise control, engine brake and customisable engine maps. The ABS can be deactivated on both channels for particularly challenging off-road riding. The parallel twin-cylinder engine, a highly compact lightweight latest-generation unit, was designed specifically for use on this type of motorbike; its specific modifications deliver 80 hp and 70 Nm, with 75% of torque already available at 3,000 rpm, to guarantee immediate response to the throttle at the lowest revs. The bike comes with a wealth of accessories and special clothing.
Aprilia Tuono 660 Factory
With respect to Tuono 660, already widely recognised and appreciated by the public and critics for its outstanding chassis qualities, Tuono 660 Factory boasts more sophisticated suspension, better suited to sports riding. The Kayaba fork with 41 mm stanchions is fully adjustable in its compression and rebound damping and spring pre-load, while the Sachs shock with separate reservoir is also adjustable in its compression and rebound damping and spring pre-load. There is an even better weight/power ratio, thanks to the adoption of a light lithium battery that contributes to reducing the overall weight by roughly 2 kg (thekerb weight is now 181 kg). The maximum power of the 660 cc twin is upped from 95 HP with the Tuono 660 to 100 HP with the Tuono 660 Factory. The engine boasts even more drive in acceleration, thanks to the use of a shorter final drive, with a 16-tooth pinion gear, one less than Tuono 660. The maximum torque remains unchanged, with 67 Nm at 8500 rpm.
Tuono 660 Factory offers a full suite of APRC electronic controls with a Ride-by-Wire electronic accelerator and six-axis inertial platform as standard, as well as the AQS (Aprilia Quick Shift), the electronic gearbox that allows for very rapid shifting without closing the throttle or using the clutch. It is also equipped with the downshift function, to allow for clutchless downshifting.
The design is further enhanced with the aggressive and sporty Factory Dark graphics and the presence of the single-seat tail fairing, painted in black and red
Aprilia RS 660 Limited Edition
Little more than a year after its market launch in October 2020, the Aprilia RS 660 is already celebrating its first major sports victory: the Italian mid-range sports bike dominated the 2021 Twins Cup, the fiercely fought US championship for mid-range twin-cylinder models and part of MotoAmerica, the United States’ premier motorcycle road racing series. To celebrate the victory,
Aprilia is presenting a special numbered edition of 1,000 RS 660 two-wheelers, featuring an original stars and stripes livery inspired by the US flag and unique features including a one-seater tailpiece cover, large-size front shield and software to invert the quick-shift configuration. This means, depending on the rider’s needs, the shift can be independently configured for road riding or inverted, ideal for track riding.
Aprilia SR GT
The first urban adventure scooter from Aprilia, to re-discover the pleasure of riding in an urban setting on a daily basis, as well as over longer distances or on lesser known roads and trails, thanks to features inspired by enduro bikes that make this two-wheeler the ideal companion in any situation. On the new Aprilia SR GT the active riding position and broad motorcycle-style naked handlebar optimise control, while the long-travel suspensions and greater above-ground height mean any obstacle encountered during city driving can be easily overcome; the broad all-terrain tyres support any type of surface, from asphalt and paving stones to dirt roads. The Aprilia SR GT is also a leader in terms of engine power and efficiency, with two state-of-the-art Euro 5 electronic injection, 4-valve, liquid-cooled units from the i-get family. In addition to the mono-cylinder 125 cc i-get engine, with a top power of 11 kW at 8,750 revs and torque of 12 Nm at 6,500 revs, the mono-cylinder 174 cc makes its debut on the Aprilia SR GT 200, delivering 13 kW at 8,500 revs and torque of 16.5 Nm at 7,000 revs. Benchmark values that guarantee elasticity, lively acceleration and smooth riding in all conditions, with highly efficient fuel consumption.
Moto Guzzi V100 Mandello
With the V100 Mandello, Moto Guzzi takes its first step into its second century, during which it will continue to produce magnificent motorcycles with a powerful personality. The Moto Guzzi V100 Mandello opens a completely new chapter in the company’s history; it eludes conventional categorisation, combining brilliant performance with the vocation for travel that lies at the heart of every Moto Guzzi two-wheeler. This is a Moto Guzzi like never before, whose cutting-edge technology and innovative technical and aerodynamic solutions open the door to the future of the brand. The V100 Mandello is an innovative bike starting with the design which, as always, enhances the unique, inimitable twin-cylinder engine. Lines that eschew nostalgia, offering a modern take on the key points of the Moto Guzzi stylistic idiom. A watershed in the brand’s history, the bike introduces many important technological innovations: the first two-wheeler with adaptive aerodynamics, the first Moto Guzzi model to feature advanced electronic solutions such as the six-axis inertial platform, ABS cornering, semi-active suspensions and a quick shift, to name just the most important. It is also the first Moto Guzzi bike powered by the new compact-block engine with sophisticated technical characteristics. Tradition is maintained by the 90° V-twin architecture, which guarantees Moto Guzzi’s unique torque delivery and inimitable sound, but the project is completely new and offers impressively brilliant performance: power of more than 115 hp and torque of more than 105 Nm, 90% already available at 3,500 rpm. The sporty character of the bike is complemented by a compact manageable frame, while the high level of comfort provided by the generous saddle and active extended riding position confirms its aptitude for touring. Moto Guzzi technology enhances comfort and protection from the air with an electrically adjustable windshield and, a world-first, an adaptive aerodynamic system for automatic regulation of the position of the air deflectors on the sides of the fuel tank, depending on speed and the riding mode selected. The top-of-the-range electronic equipment includes an electronic ride-by-wire accelerator for finely tuned performance and consumption management, the Marelli 11MP advanced control system, the 6-axis inertial platform for optimal management of the electronic controls, cruise control, and ABS cornering for active safety when braking on bends. Four riding modes are available: Viaggio, Sport, Pioggia and Strada, each offering 3 different engine maps, 4 levels of traction control, 3 engine brake levels and (in the version where they are standard features) calibration of the Öhlins Smart EC 2.0 semi-active suspensions, with automatic moment-by-moment regulation of the hydraulics to the riding style and surface conditions, to optimise performance in any situation.
Moto Guzzi V85 TT Guardia d’Onore
Moto Guzzi is celebrating 75 years of uninterrupted collaboration with the Corazzieri Regiment, with the presentation of the Moto Guzzi V85 TT Guardia d’Onore, a limited numbered special edition of its highly regarded classic travel enduro, which in the manufacturer’s centenary year has joined the motorcycle fleet of the regiment that provides the guard of honour of the Italian Head of State. Just like the V85 TT motorcycles recently delivered to the Quirinale Palace, the V85 TT Guardia d’Onore features the black livery with white graphics of the Corazzieri Moto Guzzi bike. The white stripes run along the front mudguard over the fuel tank and side panels, and also appear on the extra-large Touring windshield. The windshield is a standard feature, together with the central stand, engine shield bars and supplementary LED lights. A pair of side panniers are available for this model on request. The Moto Guzzi V85 TT Guardia d’Onore will be produced as a limited series of 1946 motorcycles, a number referring to the first of the 75 years of collaboration between the Mandello Eagle and the Corazzieri Regiment. An additional indication of the exclusivity of this model is the application of each bike’s serial number, from 1 to 1946, on the handlebar riser.
Piaggio 1
The Piaggio 1 combines the winning features of an up-to-the-minute e-scooter – lightweight agility for urban commuting plus essential lines and practicality – with the quality and reliability of Piaggio scooters.
This means safety first of all, thanks to a robust frame intended to ensure riding pleasure, as well as an attractive design, top-level comfort, and impressive technological features that include a digital colour instrument panel, full LED lights and a keyless system. The Piaggio 1 is also the only e-scooter in its category to provide a roomy underseat compartment, with space for a full-jet helmet. The Piaggio 1 is powered by an electric motor incorporated in the rear wheel: the moped version (Piaggio 1), with a speed of 45 km/h, delivers an output of 1.2 kW, while the motorcycle version (Piaggio 1 Active) has a 2 kW unit.
In both versions, the battery, housed below the seat, can be easily removed in seconds and carried into the home or office for recharging.
Piaggio 1 Feng Chen Wang
The collaboration between Piaggio and Feng Chen Wang, one of the most experimental and innovative stylists on the international scene today, has produced a personalised special edition of the Piaggio 1, the brand new Piaggio two-wheeler for electric urban mobility. The Feng Chen Wang special edition is distinguished by an exclusive livery where the stylist and designer, who was born in China’s south-eastern Fujian province, known for its breathtaking landscapes, combines Chinese tradition with vibrant London-style creativity.
The watercolour visually combines the natural elements of water and the symbol of the Phoenix, which in Chinese mythology represents virtue and grace, and is drawn by hand using the traditional Chinese brushstroke technique, while the colour green, also used on the seat cover and wheel rims, is a reference to Chinese native flora and universal values such as health, prosperity and harmony. Piaggio’s collaboration with Feng Chen Wang has also produced a special helmet and a capsule collection of unisex streetwear.
(VESPA ELETTRICA)RED
The partnership between the Piaggio Group and (RED), the non-profit organization founded by Bono and Bobby Shriver, sees the creation of (VESPA ELETTRICA)RED and its presentation at EICMA 2021 dressed entirely in red. The iconic red colour is more than just a bold statement – every purchase of the (VESPA ELETTRICA)RED will trigger a donation to support the Global Fund, one of the world’s largest funders of global health, to support the fight against pandemics with (RED).
(RED), named for the colour of the emergency, was founded in 2006 to turn companies into a cavalry to fight the AIDS pandemic. Today, the cavalry is also fighting the urgent threat of COVID and its devastating effects in communities where pandemics hit hardest.
Following the (VESPA 946)RED in 2017 and (VESPA PRIMAVERA)RED in 2020, the (VESPA ELETTRICA)RED is the third exclusive product to result from this longtime partnership, embodying more effectively than any other the common values of commitment to global health and respect for the environment and planet.
THE PIAGGIO GROUP CONFIRMS ITS POSITION AS EUROPEAN LEADER OF THE SCOOTER SEGMENT
The Piaggio Group comes to the 78th edition of the international EICMA show confirming its role as Europe’s top two-wheeler manufacturer and one of the leading producers worldwide.
At 30 September, the Piaggio Group had a 13.2% share of the overall two-wheeler market, and was the leading player in the scooter segment with a share of 23.1%. In Italy, the Group’s overall market share is 17.9%, rising to 27.3% in the scooter segment.
Prior to EICMA 2021, the Piaggio Group reported net sales of 1,319.2 million euro for the first nine months of the year (+ 32.7% from the year-earlier period and + 9.9% from 2019) and worldwide sales volumes of 430,600 vehicles, an increase of 21.7% from 30 September 2020.
In the first nine months of 2021, the Group’s scooter segment reported double-digit growth in global sales volumes, led by the Vespa brand (with growth of than 40%), the Piaggio Beverly and Piaggio Liberty high-wheel scooters, and the Aprilia scooters.
In motorcycles, both the Aprilia and the Moto Guzzi brands achieved record sales in the first nine months of the year, reporting their highest volumes and turnover ever. There was a strong market response to the new Aprilia RS and Aprilia Tuono bikes with 660 cc engines, and to the Moto Guzzi V7 and V85 TT.
Following the signing of the Letter of Intent on March 1, HONDA Motor Co., KTM F&E GmbH, Ltd.,PIAGGIO Group (PIA.MI) and YAMAHA Motor Co.,Ltd., have officially signed the agreement for the creation of the Swappable Batteries Motorcycle Consortium (SBMC).
Committed to the promotion of the widespread use of light electric vehicles, such as mopeds, scooters, motorcycles, tricycles and quadricycles in the transport sector and to the more sustainable life-cycle management of batteries in the context of international climate policies, the founding members of the Consortium believe that the availability of a commonly developed swappable battery systems is key to the development of low-voltage electromobility.
The underlying aim of the Consortium is to find solutions to the concerns customers may have regarding the future of electromobility, such as the range, the charging time and infrastructure, and costs. This will be achieved in accordance with four primary goals:
Develop common technical specifications of the swappable battery systems
Confirm common usage of the battery systems
Make, and promote, the Consortium’s common specifications as a standard within European and International standardization bodies
Expand the use of the Consortium’s common specification to global level
By working closely with interested stakeholders and National, European and International standardization bodies, the founding members of the Consortium will be involved in the creation of international technical standards. Indeed, the availability of charging stations varies between countries and there is still limited information for end users. Therefore, with this Consortium, HONDA, KTM, PIAGGIO and YAMAHA aim at
engaging the decision makers for the development and deployment of charging infrastructure to promote the increase of light electric vehicles.
The four founding members encourage all interested stakeholders to join the cooperation to enrich the Consortium’s expertise in order to ensure a large diffusion of standard swappable batteries in the future. Parties who are interested to join the SBMC can contact one of the founding members for further information.
Yoshishige Nomura, Chief Officer, Motorcycle Operations, Honda Motor Co., Ltd.: Honda believes that the widespread adoption of electric motorcycles can play an important part in realising a more sustainable society. For that purpose, we need to solve several challenges such as extending the range, shortening the charging time and lowering the vehicle and infrastructure costs to enhance convenience for customers. In the Consortium we have created, the founding members from the motorcycle industry and other stakeholders will work together towards standardizing swappable batteries, their charging systems and surrounding infrastructure to create the environment for their use. Our final goal is to ensure that motorcycles will continue to be chosen as a useful method of transportation in future mobility
Stefan Pierer, CEO PIERER Mobility AG: “The signing of this Consortium agreement is a key step in ensuring that PIERER Mobility AG, can continue to move forward, deliver innovation at pace, and advance its clear strategic vision for electric powered two-wheelers. Together with our partners, we will work to deliver a swappable battery system for low-voltage vehicles (48V) up to 11kW capacity, based on international technical standards. We very much look forward to ensuring that powered two-wheeler vehicles maintain their role in the future of both urban and non-urban mobility
Michele Colaninno, Chief of strategy and product of Piaggio Group: “Urban mobility is going through a delicate moment of transition towards electrification. Thanks to our Consortium, representing four major global players, motorbikes will continue to play a key role in the urban context. Swappable batteries give the right answer to speed up the recharging time of vehicles offering an additional valuable choice for users. Urban mobility is part of the Piaggio DNA and history: our aim is to bring all our technological know-how and attitude for innovation to the Consortium.”
Takuya Kinoshita, Senior Executive Officer, Chief General Manager of Land Mobility Business Operations, Yamaha Motor Co., Ltd.: “The Swappable Batteries Motorcycle Consortium in Europe is finally ready to get to work. I hope that this first step forward will be a beacon that draws like-minded parties to our mission and leads to transformative changes for the future. We at Yamaha Motor are confident that through this initiative, we can help unify the differing technical specs and standards and contribute to maximizing the merits of electric power for customers around the world.”
Myself and Maja Kenney of Maja’s Motorcycle Adventures were invited along to Piaggio press day to try out some of the brands bikes. My short musing can be read here below are Maja’s thoughts on the day and machines.
A couple of weeks ago I was invited to attend Piaggio Press Day in Silverstone. That means riding Italian bikes for the day. I couldn’t be happier. Aprilia, in particular, was always one on my want list.
I have made my selection of bikes I wanted to ride before I arrived at Silverstone and I was a little bit anxious and very much excited to get going. A number of us attended and were greeted by the very friendly team at Piaggio. Once the paperwork and the initial briefing were done we set off on our first ride.
Each had four time slots to ride four different bikes and we were guided around Silverstone by Mark from Spyder Motorcycles Hire.
My first choice was a Moto Guzzi V85 TT. I am on the lookout for a good adventure bike to run my tours on and with my passion for everything Italian and something that is a little bit rare, this seemed like it could be just the ticket. I jumped on and started the engine and was surprised by how much the bike shook. The engine vibrated so hard it felt the whole bike was moving sideways. Once we got going the shaking stopped and the ride was very smooth. I did find the V85 quite tall and was on my tiptoes as it usually happens on adventure bikes and I stand at 5’6” so not exactly short. The bike was easy to ride, smooth gear changes, easy to corner and it was very comfortable. Suspension is great and I barely noticed the raised ironworks or potholes. In fact, it almost felt as if I was sitting on a sofa and not riding the bike myself. When we returned back to base I dismounted the bike and didn’t even look back. It hasn’t really made much of an impression on me, I would say it would be a useful tool rather than the passion inducing Italian machine.
My second bike choice was the Aprilia Tuono V4 1100 Factory. I was really excited about riding this one, having experienced a V4 engine on another Italian a couple of months prior, I was really looking forward to seeing how it compares. The sitting position on the Tuono is more upright, similar to my Ducati Supersport which makes it great for covering the miles in relative comfort. It rivals the Ducati Streetfighter and the BMW S1000R in its design, purpose and looks. The ride is rapid and smooth, the power delivery is consistent and it corners beautifully. It is a beautiful machine that sounds amazing and looks stunning. However, I felt there are too many electronics controlling the ride and I wasn’t really in charge, more of a pillion. It was almost too perfect for enjoyment and whilst I did have a big grin on my face once the ride ended I can’t say it moved my soul.
We stopped for lunch, a proper Italian wood fired pizza oven was waiting for our orders and it was delicious. The weather has turned and it has started to rain which was a bit annoying given that my next bike was the new Aprilia RS660.
I am always a bit anxious sitting on a sports bike because of the riding position. I worry about putting too much weight through my wrists and losing the control of the bike when needed but it always turns out to be an unnecessary worry and in fact, I quite enjoy short rides on such bikes. The RS660 has full fairings which I am used to and that certainly helped because the winds have picked up and at times I felt the winds will pick me and the bike off the road too! An opportunity for an overtake reminded me that you need to work a little bit harder to have enough speed for a safe overtake. Similarly to the V4 Tuono, the bike seems to ride itself and I was very surprised at how small the bike is overall. I felt I was literally sitting on top of it with very little of the bike in front of me. It felt odd to start with but I quickly got used to it and actually felt more in control of the bike and the ride.
My original plan was to leave early and head back to North Wales but was talked into staying for the last ride and to try the Aprilia Tuono 660. The truth is, I was enjoying the other two so much I didn’t really need my arm twisting. And I was glad I stayed! The upright sitting position and the slightly smaller bike to the V4 felt instantly comfortable and oddly familiar. I couldn’t wait to get going. Even in the rain, it felt stable and connected to the road. Somehow it felt faster than the RS660 and less controlling than the V4. I actually felt like I was in charge, not the bike. The cornering was super effortless, incredibly responsive to all of my commandes, it felt raw and willing to listen and follow my lead. I think it was quite obvious when we returned just how much I enjoyed the bike and which ones was my favourite of the day! Huge grin and I wouldn’t shut up about it. I am looking forward to spending more time on this bike to give it a proper review.
After the rides finished we stopped for a cake and more coffee, chatted amongst ourselves and compared notes whilst hoping the rain would stop. No such luck and eventually we felt we better leave our wonderful hosts to wrap up their day as I jumped back on my Supersport for a very windy and rainy ride back to North Wales.
After its début on the track in the single-brand championship, the new Aprilia RS 660 Trofeo is available for any enthusiast who wants to have fun on the track with the new, lightweight sport bike from Noale.
The track version of the RS 660, made directly by theAprilia Racing department, joins the Factory Works programme, where it represents the most recent and accessible offer.
Already agile and lightweight in the street-legal version, the Trofeo transformation uses extremely high level components and exploits the perfect balanced between chassis architecture, engine and electronics to the fullest. Like its street-legal sibling, it raises the bar in the category, representing the perfect sport twin-cylinder proposal, featuring an outstanding weight/power ratio and the leading electronics package in the segment.
Starting from the already high performance standard RS 660, the upgrades begin with the electrical system, simplified by eliminating the ignition switch assembly and ABS. The braking system is simplified with independent lines. The ABS control unit, however, remains on the bike and connected in order to exploit the strategies of the integrated electronic system. The ECU is reprogrammed in Race version, with mapping (all “full power”) developed by Aprilia Racing and dedicated exclusively to track use, as well as being calibrated for the SC Project racing exhaust. The colour TFT dashboard is reprogrammed and integrated by a dedicated button block on the left-hand side.
The suspension can count on a front fork with “Misano by Andreani” internal cartridge, adjustable in hydraulic compression and rebound damping and preload. The Öhlins AP948 rear shock absorber features hydraulic preload, compression and rebound damping adjustment. The tyres are high-performance Pirelli Supercorsa V3 SC1.
The chassis architecture is upgraded, with a lowered riding position thanks to the racing upper steering yoke and adjustable semi-handlebars. The footpegs are adjustable and dismountable so each rider can achieve optimum ergonomics. The fairing is in fibreglass.
The engine upgrades have brought power up to 105 horses, a record value for a inline twin-cylinder, whereas dry weight has dropped to 153 kg. The secondary air system and the thermostat are eliminated, whereas aluminium guards are installed for the clutch cover and alternator, as well as a specific Sprint Filter air filter.
As always, working alongside Aprilia Racing in every one of its projects are top-level partners such as Castrol, Zanasi Group, Cruciata, Jetprime, Spider and Bike Lift.
Full details are available at FACTORYWORKS.APRILIA.COM, where you can contact Aprilia Racing directly to order the new RS 660 Trofeo. The bike can be shipped to the purchaser or collected directly from the Aprilia Racing department.
For more Aprilia news check out our dedicated page Aprilia News
Yesterday we lucky enough to spend a bit of time at the Piaggio group press day where I got to ride the Aprillia RS660, Aprillia RSV4 Factory and Aprillia Tuono 660.
Our colleague Maja also took out Moto Guzzi, Aprilia RS 660 and Aprilia Tuono V4 she will express her judgment in a separate blog to come.
We are talking mid May in the UK and of course you really cannot rely on the weather and when you turn up to Silverstone its cold wet and miserable (the weather that is). Though the site of many gorgeous looking bikes all lined-up would make you smile and they did.
My quick overall impressions were the Aprillia RS660 and RSV4 Factory are excellent sports bikes. To me personally they are really more at home on the track or on smooth dry tarmac road on dry sunny day rather than wet UK roads in spring. That said if you are lucky enough to take them out you will walk away with a huge grin on your face.
Where as the Aprillia Tuono 660 is a much more friendlier day to day rideable motorcycle for your commute and a lot easier on the wrists in my case.
Don’t get me wrong the Aprillia RS660, Aprillia RSV4 Factory are stunning bikes and would jump at the chance to own one or spend more time with them. Ive been on sportier bikes since was 16 however now I’m getting on a bit and a few ailments (wrist and hands) they maybe have too much power for me.
The new RS 125 and Tuono 125 are the latest heirs to the Aprilia tradition of making best-in-class 125 motorcycles, strictly built in Italy. Bikes designed for absolute fun, for the youngest riders and born out of the unique experience accumulated by Aprilia Racing which, in the 125 class alone, boasts 10 Rider World Championships, 10 manufacturer titles and 151 wins.
Bikes that have always stood out for their ultra fine chassis architecture, aggressive design and powerful engines. Aprilia has a true vocation for building eighth-litre bikes with which many riders, both current and from the recent past, have launched their careers to become champions.
The range of Aprilia 125 sport bikes has been entirely revamped. Painstaking work has been done on the RS 125 and Tuono 125 to improve performance, trim, safety, perceived quality and standard equipment.
Aprilia RS 125
The front end design on Aprilia RS 125 and Tuono 125 draws inspiration from that of the brand new RS 660 and Tuono 660, among the most highly anticipated and popular bikes with an aggressive and original look, emphasised by the iconic triple front light assembly. For both bikes, the lighting system is full LED with the front turn indicators built into the headlamps.
The dimensions of the front part on Tuono 125 have been entirely revisited to make it more compact, although still ensuring that protection from the air typical of all Tuono versions, just as the under cover dimensions have been reduced, now more tapered. Both models have new fully digital instrumentation with a wealth of useful trip information (including the fuel gauge, instantaneous and average consumption, and residual range). The instrument cluster is backlit with the rider’s choice of two colours (white or light blue) and installation ready for the Aprilia MIA multimedia platform; this lets you connect your smartphone to the vehicle via Bluetooth, turning it into a full-fledged on-board computer.
Tuono 125
RS 125 and Tuono 125 also stand out for their new, advanced, two-channel ABS, developed in collaboration with Bosch and featuring a tip-over system in the event of emergency braking. Stability and grip on turns increases thanks to the new Michelin tyres, with the rear now widened to 140 mm. The work done to improve perceived quality is clear: the aluminium frame on RS 125 now boasts a higher quality paint job, as do the engine, the footpegs and the fork yoke on both models.
RS 125 and Tuono 125 are the only eighth-litre bikes on the market made in Italy and fitted with an aluminium frame made of die-cast aluminium spars with crossed reinforcement ribs, the result of Aprilia’s proverbial know-how in building superior chassis architectures, capable of ensuring maximum stability and handling levels, both on the road and on the track. Rounding out the superior-level chassis architecture are the upside-down fork and the monoshock mounted on the asymmetric swingarm.
The braking system is also derived from higher category bikes, counting on a radial calliper (connected to the master cylinder using a metallic braid line) that grips a 300 mm steel disc: the combination of these technical choices and the new ABS system make it the best in class.
Tuono 125
RS 125 and Tuono 125 boast the highest capacity fuel tank in the category (14.5 litres), a more spacious under-seat compartment, large enough for an 8″ tablet (with optional USB charging port) and they are the only ones with an electronic quick shift gearbox (optional).
The semi-handlebar on the RS 125 is now mounted in a position 18 mm higher to the advantage of riding comfort, but without compromising its well-known qualities in the most sporty riding situations.
RS 125
Making its début on both models is the new single-cylinder, liquid-cooled engine with four-valve timing, entirely revamped in the thermodynamics area, with a new head for the redesigned combustion chamber, new intake and exhaust ducts and a new iridium spark plug. The cam axles with more aggressive valve control are also new, whereas the entire intake line was redesigned and now has a brand new air filter. The throttle body is now located in a higher position in order to make the intake air flow to the head more direct. The exhaust line has been entirely redesigned and now has a new exhaust system with a new and more efficient catalysis system. The torque curve is now even more robust and maximum power is developed at lower revs which, among other things, allows for lower fuel consumption, thanks in part to the more refined electronic management guaranteed by the new Marelli MIUG4 ECU.
To exploit as much engine power as possible, the ratio of the final drive (featuring a chain with O-rings) has been increased, adopting a 58-tooth sprocket. On the road, this translates into more responsive performance when the throttle is twisted, providing more fun in sport and easier handling in city commutes.
Aprilia RS 125
Aprilia RS 125 is available in two liveries: Aprilia Black, characterised by the spectacular combination of black and red, and Sintesi Blue, distinguished by brighter colours. RS 125 is also available in the GP Replica version with graphics extremely similar to those of the Aprilia RS-GP MotoGP bikes and it comes standard with the electronic quick shift gearbox and the single-seat tail fairing to cover the passenger’s seat.
Aprilia Tuono 125 is available in three liveries: Aprilia Black, characterised by the combination of red and block; Lightning White with attractive matt white and grey colours, as well as the more sombre Arrow Grey, with glossy grey and black colours.
For more Aprilia news check out our dedicated page Aprilia News
With the season opener of MotoAmerica beginning in Road Atlanta April 30, Aprilia, with the recently homologated RS 660, will arrive to the series with over 10 riders registered across the national Twins Cup championship to compete. The middleweight twin-cylinder class with 4-stroke models ranging 600-800cc, continues to be one of the most exciting series, attracting a growing grid of riders across manufacturers.
“With over 28 riders entered for this weekend’s Twins Cup race, it’s exciting to see that the new Aprilia 660 will take to the track with 8 competitors for the new machines’ debut in MotoAmerica,” explains Chuck Aksland, Partner in MotoAmerica, “We’ve followed the progress of the 660 since it was announced and our staff worked hand in hand with Aprilia to ensure that it could compete this season. Not many people have seen the bike on-track and the anticipation certainly brings another level of excitement to the weekend. We truly welcome Aprilia into our paddock and look forward to working with them for seasons to come.”
“We are pleased to see the excitement around this new model, and interest to be a part of Aprilia’s history on the track,” says Mario Di Maria, President and CEO of Piaggio Group Americas, “The RS 660 is a new chapter for Aprilia and our racing history, which we are eager to follow and support as it competes in the US.”
Aprilia Racing is the most advanced technological expression of the Piaggio Group. With 294 Grand Prix races won in Road Racing World Championship, Aprilia holds the record for the most wins of any European manufacturer in the history of maximum motorcycle competition. These are joined by an impressive 54 world titles: 38 in Road Racing World Championship (20 in 125 and 18 in 250), 7 in Superbike (Rider and Manufacturer double win in 2010, 2012 and 2014, manufacturers in 2013) and 9 in Off Road disciplines (7 in Supermoto and 2 in Trial).
From its inception, Aprilia Racing has represented an extraordinary forge for new talent. Astride the bikes from Noale, almost all the riders who have made history in motorcycle racing in recent decades have made their début, raced and won. These include Max Biaggi, Loris Capirossi, Valentino Rossi, Jorge Lorenzo, Casey Stoner, as well as Manuel Poggiali, Marco Simoncelli, Alvaro Bautista.
The twin-cylinder 659cc creates a new and exciting opportunity for riders to compete on an Aprilia, consistently praised for its chassis and engine capabilities over its history.
Among the teams competing in MotoAmerica is Robem Engineering, which has competed in the Twins Cup championship since 2018, is one example of teams which has made the switch to Aprilia RS 660’s for this year. With riders Kaleb DeKeyrel (23 years old, finished 2nd in Twins Cup 2020), Hayden Schultz (23 years old, finished 3rd in Twins Cup 2020), and Toby Khamsouk (18 years old, finished 5th in Twins Cup 2020), riding for Robem, Team Owner, Matthew Spicer explains their decision, “When we saw Aprilia launch their new middleweight, I knew there could be some unique opportunities with the machine, which already makes good power. Knowing the history of the brand, we were happy to confirm expectations of a promising chassis and general geometry. It’s a gamble to switch to a bike that has not yet been raced competitively, but we’re optimistic the RS 660 will quickly evolve to be a top challenger in the championship.”
Internationally, Aprilia Racing has launched a spec-race series in Italy, aimed to grow young riders into champions, called the Aprilia RS 660 Trofeo. As a spec machine with racing in mind, the model has been optimized to deliver 105hp, and trim away weight to 337 pounds with bodywork, forged wheels and race-derived components. The series will begin in May at the Misano circuit and will have a field of riders starting from 15 years old. Similar to that of the MotoAmerica Twins cup, the class is attractive to younger riders, and budget conscious race teams.
For more Aprilia news check out our dedicated page Aprilia News
