Tag Archives: Aprilia

2016 AIMExpo Day 01 Highlights

2016 AIMExpo Day 01 Highlights

AIMExpo 2016 is officially underway from Orlando, Florida’s Orange County Convention Center, highlighted by major global and North American debuts from many of the world’s most renowned manufacturers.

About American International Motorcycle Expo
The American International Motorcycle Expo’s (www.aimexpousa.com) purpose is to serve as the catalyst to bring together industry, press, dealers and consumers in a single arena that creates a grand stage for motorcycling and powersports in the U.S. and North America, and delivers an efficient and energetic market-timed expo platform for B2B and B2C in the greater powersports industry. AIMExpo is the single most important event of its type in the North American market and has international impact within the motorcycling and powersports community. AIMExpo was recently honored in Trade Show Executive Magazine’s Fastest 50, recognizing the fastest growing trade shows in the U.S. AIMExpo is produced by the Motorcycle Industry Council (www.mic.org).

About the Motorcycle Industry Council
The Motorcycle Industry Council exists to preserve, protect and promote motorcycling through government relations, communications and media relations, statistics and research, aftermarket programs, development of data communications standards, activities surrounding technical and regulatory issues, and the American International Motorcycle Expo. As a not-for-profit, national industry association, the MIC seeks to support motorcyclists by representing manufacturers, distributors, dealers and retailers of motorcycles, scooters, ATVs, ROVs, motorcycle/ATV/ROV parts, accessories and related goods and services, and members of allied trades such as insurance, finance and investment companies, media companies and consultants.

The MIC is headquartered in Irvine, Calif., with a government relations office in metropolitan Washington, D.C. First called the MIC in 1970, the organization has been in operation since 1914. Visit the MIC at www.mic.org.

Piaggio Group Becomes Newest Exhibitor at 2016 AIMExpo

Piaggio Group Becomes Newest Exhibitor at 2016 American International Motorcycle Expo

Marquee Brands Aprilia, Moto Guzzi, Piaggio, and Vespa will Showcase Latest Collection of Motorcycles and Scooters

Aprilia
Aprilia

IRVINE, Calif. (October 10, 2016) – The American International Motorcycle Expo (AIMExpo) has announced that Piaggio, the globally renowned Italian manufacturer with multiple brands of powersports vehicles, is the latest addition to the largest collection of OEM exhibitors for the 2016 event. Piaggio will make its AIMExpo debut when the show kicks off in just a few short days, October 13-16, from the North Hall of Orlando, Florida’s Orange County Convention Center (OCCC), with a showcase of its four most prominent brands – Aprilia, Moto Guzzi, Piaggio, and Vespa.

Aprilia has made a name for itself in North America with its high performance collection of sport bikes, anchored by the RSV4 lineup, while Moto Guzzi has become synonymous for its stylish lineup of instantly recognizable v-twin motorcycles. For Piaggio and Vespa, high quality scooters have pushed both brands to the forefront of the industry.

“The addition of Piaggio Group and its four primary brands, as well as a record number of OEM exhibitors, is another testament to the impact AIMExpo continues to have on the powersports industry,” said Cinnamon Kernes, AIMExpo Show Director. “Piaggio Group, with these prestigious European brands, also enhances AIMExpo’s global presence, bringing one of the most diverse and dynamic collections of vehicles to the show. The wide array of motorcycles and scooters adds to the wealth of new models attendees will have the opportunity to see, many for the first time.”

“The Piaggio Group is the European two-wheeler leader with a total market share of 14.8% and a 26% share in the scooter segment, and now we are planning to expand and strengthen operations in the USA. Being part of AIMExpo means we have a privileged gateway to growth,” said Alessandro Bampa, Marketing and Communications Director of Piaggio Group Americas, Inc., the associated company of Piaggio. “One year ago we celebrated the grand opening of Vespa Manhattan, the Group’s new single-brand concept store in the heart of New York City. With AIMExpo we’re looking forward, once again, to showing North America the best the Piaggio Group has to offer. This exhibition provides a unique opportunity to reach dealers, the media, consumers, and other members of the industry in one convenient place.”

Nearly 500 exhibitors will showcase the latest the powersports industry has to offer at AIMExpo. In addition to new product launches, the latest innovations being showcased on the show floor, and an expansive demo space outdoors, AIMExpo attendees will have the opportunity to connect with others throughout the industry at numerous networking events, while dealer attendees can take advantage of the unparalleled curriculum of the Powersports DEALER Seminars presented by Powersports Business during the two trade days of AIMExpo, October 13 & 14.

Be sure to stay tuned to the AIMExpoUSA.com website and keep up to date on exciting news as it happens by visiting AIMExpo’s social media pages. “Like” the American International Motorcycle Expo on Facebook, and “Follow” on Twitter or Instagram: @AIMExpo.

About American International Motorcycle Expo
The American International Motorcycle Expo’s (www.aimexpousa.com) purpose is to serve as the catalyst to bring together industry, press, dealers and consumers in a single arena that creates a grand stage for motorcycling and powersports in the U.S. and North America, and delivers an efficient and energetic market-timed expo platform for B2B and B2C in the greater powersports industry. AIMExpo is the single most important event of its type in the North American market and has international impact within the motorcycling and powersports community. AIMExpo was recently honored in Trade Show Executive Magazine’s Fastest 50, recognizing the fastest growing trade shows in the U.S. AIMExpo is produced by the Motorcycle Industry Council (www.mic.org).

About the Motorcycle Industry Council
The Motorcycle Industry Council exists to preserve, protect and promote motorcycling through government relations, communications and media relations, statistics and research, aftermarket programs, development of data communications standards, activities surrounding technical and regulatory issues, and the American International Motorcycle Expo. As a not-for-profit, national industry association, the MIC seeks to support motorcyclists by representing manufacturers, distributors, dealers and retailers of motorcycles, scooters, ATVs, ROVs, motorcycle/ATV/ROV parts, accessories and related goods and services, and members of allied trades such as insurance, finance and investment companies, media companies and consultants.

The MIC is headquartered in Irvine, Calif., with a government relations office in metropolitan Washington, D.C. First called the MIC in 1970, the organization has been in operation since 1914. Visit the MIC at www.mic.org.

The All-New 2014 Aprilia SR MOTARD 50

The All-New 2014 Aprilia SR MOTARD 50

Aprilia brings aggressive style and fun to the 50cc market

WHO: Aprilia USA

WHAT: The 2014 Aprilia SR Motard 50 is now available at Aprilia dealerships

WHERE: Aprilia Dealerships Across the United States

Aprilia
Aprilia

The Aprilia SR Motard 50 is the scooter that brings fun and sportiness into the daily commute, characterized by an aggressive, essential and compact style. The front-end lines are characterized by the decidedly sporty handlebar, the light unit integrated in the shield and above all, the pronounced “beak” on the front wheel (reminiscent of the off-road world). The large and comfortable two-tone saddle and the sport graphics convey the character of a vehicle born to make every ride fun.

The Aprilia SR Motard 50 offers excellent off-the-line acceleration and roll-on acceleration while being agile in traffic. The SR Motard 50 has been designed and engineered to stay ahead in the competitive 50cc 4- stroke segment.

Customers can now receive even better financing on all Aprilia 50cc scooters through the end of June: 1.99% for 36 months with $0 down financing on all Aprilia 50cc scooters including the SR Motard 50.

SR MOTARD 50 FEATURES

  • Reliable and economical 4-stroke 50 cc engine, getting up to 144 MPG
  • Braking safety is guaranteed by the 220 mm front disc and a 140 mm rear drum
  • Large 14″black wheels with five double spokes. A sporty design drawn from the Aprilia sportbikes
  • The flat footrest improves the load capacity, thanks to the hook in the leg shield back plate
  • The large helmet compartment can hold a flip-up helmet

For More Information:

Website: Aprilia USA

Facebook: Aprilia USA Facebook

2014 Aprilia Dorsoduro 750 ABS

The All-New 2014 Aprilia Dorsoduro 750 ABS in Dealerships Now

2014Dorso
2014Dorso

Aprilia fuses championship winning race heritage with class leading technology and power

WHO: Aprilia USA

WHAT: The 2014 Aprilia Dorsoduro 750 ABS is now available at Aprilia dealerships

WHERE: Aprilia Dealerships Across the United States

Developed in collaboration with the Aprilia Racing Division, the Aprilia Dorsoduro 750 ABS has been created by fusing the best characteristics of Aprilia’s championship -winning sportbikes with the best that a supermotard has to offer. With 92 horsepower and exclusive Tri-Map Ride-By-Wire technology, the Dorsoduro 750 ABS is a high-performance lightweight bike created to compliment the skills of even the most daring riders. The MY14 comes standard with ABS making the Dorsoduro 750 ABS a true “do-it-all” bike that can be the quickest way to cut through city traffic and the fastest way to the front on weekend rides.

Light, agile and powerful, the Dorsoduro 750 ABS is powered by a latest generation engine and boasts the most advanced technology in its class. Through the use of state-of-the-art electronic engine management, Aprilia’s compact 90° V-twin delivers blistering performance hardly matched by any of its rivals, with an incredible power output of 92 HP at 8750 rpm and a maximum torque of 60.4 ft. lb. at 4500 rpm.

The Aprilia Dorsoduro 750 ABS boasts the best braking technology available today. The front brake system is equipped with 4-piston radial calipers and dual lightweight 320mm floating wave discs ensure shorter stopping distances. The 240mm rear wave disc is stopped via a single piston caliper. Sis further enhanced by a sophisticated 2-channel Continental ABS system, specifically calibrated to let the rider fully exploit the power of the brakes and the grip of the tires in the dry, so as not to detract from the immense fun of this bike.

DORSODURO 750 ABS FEATURES

  • 90° V-Twin 750cc engine, four valves, double overhead camshaft, liquid cooling
  • Latest generation 2-channel Continental ABS system
  • Second generation Tri-Map Ride-by-Wire technology
  • Electronic fuel injection with state of the art injectors
  • Mixed gear/chain timing system
  • Ultra-light modular trellis/aluminum frame with superlative torsional stiffness
  • Aluminum swing-arm with lateral shock absorber
  • Fully adjustable 43mm upside down fork
  • Radial front brake calipers working in conjunction with 320mm Wave discs

MSRP: $9,999

Colors: Fluo Red, Matte White

Aprilia USA Offers Customer Test Rides

Aprilia USA Offers Customer Test Rides On New RSV4 And Tuono V4 Models

Test Ride a World Champion Superbike at Aprilia Dealerships across the USA

Aprilia
Aprilia

WHO: Aprilia USA

WHAT: Customer test rides on new RSV4 APRC ABS and Tuono V4 APRC models

WHERE: Participating Aprilia Dealerships Across the United States

With four SBK World Championship titles in the last three seasons (Rider and Manufacturer in 2010 and 2012) and leading the current SBK World Championship series, the Aprilia RSV4 has been the dark horse superbike that has been a contender since day one.

And now, Aprilia USA is giving motorcycle riders the opportunity to test ride the most technologically advanced and confidence inspiring sportbikes on the market today. Aprilia dealerships across America are offering test rides on the new 2013 Tuono V4 APRC, RSV4 R APRC ABS and the *RSV4 Factory APRC ABS SBK SE.

Aprilia USA has created an online request system so enthusiasts can complete a test ride online appointment request, locate a participating dealer and receive a personalized product introduction and test ride. Visit apriliausa.com to complete a V4 test ride online appointment request. Models available vary by participating dealership.

Description: V4 Test Ride

*The 2013 Aprilia RSV4 Factory APRC ABS SBK SE is scheduled to be in dealerships at the end of May.

For More Information:

Website: Aprilia USA

Test Ride Form: Aprilia RSV4 Test Ride Form

Facebook: Aprilia USA Facebook

 

2013 Aprilia Racing Team

APRILIA READY FOR THE 2013 SEASON AS WORLD CHAMPION

2013 Aprilia Racing Team
2013 Aprilia Racing Team

Milan, 7 February 2013 – 51 world titles, reigning world champion in Superbike racing, where it scored a double victory in the 2012 season winning both the Rider and the Manufacturer world crowns: Aprilia officially presented the 2013 season today in Milan.

For the world SBK championship, Aprilia is fielding the flagship bike in its range, the innovative four-cylinder RSV4, with its exclusive narrow-angle V4 engine. A bike that has been generous to the Italian team, immediately winning its debut race in 2009 and conquering four world titles (two double rider-manufacturer victories) in 2010 and 2012 with Max Biaggi in the saddle.

The arrival of the fast expert French rider Sylvain Guintoli, to flank Eugene Laverty, who has been confirmed, completes a team that is otherwise unchanged, under the orders of Technical and Race Manager Luigi Dall’Igna.

The RSV4’s recent victories have added to the lustre of an outstanding record: in its short history, Aprilia has won an impressive 51 world titles: 38 in the Grand Prix road racing championship (where it also holds a record of 294 GP race victories), 4 in the Superbike and 9 in off-road events. Including the Piaggio Group, of which Aprilia is part, the total score of championship wins rises to 101, a result that places the Group in the Olympus of the all-time most successful constructors.

“The importance of Superbike in our brand’s recent history has been strengthened by the renewed commitment of the official Team, which, on the strength of four world championship victories in the last three seasons, comes to the starting grid with a sole objective, to add to Aprilia’s extraordinary track record,” said Leo Francesco Mercanti, AD of Aprilia Racing. “The level of this competition, seen last year in a championship fought for up to the last bend, makes every success even more important and attests to the Piaggio Group’s commitment to developing road bikes delivering top-level performance and technology. The innovations and technical solutions we are bringing to the race track will then be made available to motorbike devotees. And we are bringing them to the track to win.”

Luigi Dall’Igna, the Aprilia Racing Technical and Race manager, said: “We are getting ready for the fifth season of our official participation in the World Superbike, a championship that absolutely reflects the Aprilia philosophy because it involves bikes based on a factory product. Both Eugene Laverty, who is well acquainted with the RSV4, and our new entry Sylvain Guintoli have the potential to achieve the ambitious results established by Aprilia tradition and by our status as current champions.

The RSV4 was just extraordinary in the 2012 season: all the riders who raced it, not just Max Biaggi, but Laverty and Davies too, rode it to victory. This season’s first test a few days ago in Jerez confirmed our expectations. A long tough season lies ahead, but we are fully prepared and motivated.”

Eugene Laverty, 26, from Northern Ireland, does not hide his ambitions: “With a season’s experience behind me, I can certainly aim at important results. I prepared well over the winter and during the first tests of the season I worked really hard together with the Team on the development of the RSV4. It’s a bit soon to start talking about goals and rankings, but I have to admit that my intention is to win the World Superbike.”

Sylvain Guintoli, 30, from France, is making his debut on the world champion bike: “It’s an honour to ride the world champion bike, for me this is the most important occasion of my racing career. A lot of people have asked me if I feel under a lot of pressure, but the fact that I want to do well and prove my worth in the World Superbike is far greater than any tension. What surprised me most about the RSV4 is that it felt immediately natural to ride. Straightaway I felt “at home”, despite having ridden bikes with very different features in the past. The RSV4 is fast, but more important it offers all the adjustments to enable it to be adapted to my riding style.”

Aprilia Announces V4ALL

Aprilia Announces V4ALL

Incredible pricing on all Aprilia V4 models places World Superbike Championship winning sportbikes within reach of more riders

V4ALL
V4ALL

New York, NY January 31, 2013 – With four SBK World Championship titles in the last three seasons (Rider and Manufacturer in 2010 and 2012), Aprilia USA is making ownership of the most technologically advanced and confidence inspiring sportbikes accessible to even more riders.

Aprilia USA announced today V4ALL, a strategic price initiative for the Aprilia V4 family. V4ALL is designed to ensure that motorcycle riders who only dreamed of owning an Aprilia will have the possibility of purchasing the most technologically advanced sportbikes on the market at a price that yesterday was unthinkable, but today is possible. “Aprilia is the World Superbike champion,” said Miguel Martinez, President and CEO of Piaggio Group Americas.  “It is our V4ALL goal to provide more sportbike riders the opportunity to own and experience a world-championship derived motorcycle.”

Aprilia’s V4ALL offers highly competitive pricing on all V4 models so riders can find the perfect member of the Aprilia V4 family to fit their riding style at a great price. Enthusiasts can own a model year 2012 Tuono V4 R for $12,999, RSV4 R APRC for $13,999 or a RSV4 Factory APRC for $18,999.  Lower prices are available on earlier RSV4 R and Factory models and riders are advised to check with their nearest Aprilia USA dealer.  For more details on pricing and to find an Aprilia USA dealer please visit ApriliaUSA.com

Each member of the V4 family comes standard with the Aprilia Performance Ride Control (APRC) system, Aprilia’s World Superbike traction control system. The APRC System provides the rider with traction control, wheelie control, launch control and quick shift – a technological platform not yet available on all sportbikes. For more information on the Aprilia Tuono V4 R, RSV4 R APRC and RSV4 Factory APRC models please visit ApriliaUSA.com

Aprilia USA Announces Special Edition 2013 RSV4 Factory

Aprilia USA Announces Special Edition 2013 RSV4 Factory on Facebook

This SBK race replica model will only be available in North America

What: Worldwide Unveiling of the Special Edition 2013 Aprilia RSV4 Factory

Where: Aprilia Americas Facebook (www.Facebook.com/ApriliaAmericas)

When: Announcement and images go live via the FB page on Thursday January 24, 2013 at 9am EST

Details

RSV4 USA
RSV4 USA

In honor of the 2012 World Superbike Champion Aprilia RSV4, Aprilia USA has developed a limited edition 2013 RSV4 Factory exclusively for the North American market and will announce the bike and reveal images on its Facebook page on Thursday 1/24 at 9am EST. Nowhere else in the world will the 2013 RSV4 Factory APRC ABS SBK Special Edition be available for sale.

The bike will be available at U.S. and Canadian dealers in April.  Pricing will be announced on February 1st.

2013 RSV4 Factory APRC ABS SBK Special Edition Features:

INCREASED PERFORMANCE

 

 

  • State-of-the-art Bosch 3 level ABS
  • New Brembo M430 front calipers and front brake master cylinder
  • Refined Aprilia Traction Control and map 1 Aprilia Wheelie Control for racing use
  • Revised engine positioning inside the chassis  to ensure ideal weight distribution
  • Increased performance exhaust
  • Optimized engine:
  •     Friction reduction
  •     Improved crankcase ventilation
  • New 200/55-17 rear tire, now also available on the 2013 RSV4 R APRC ABS

VEHICLE OPTIMIZATION

  • Redesigned fuel tank taken directly from the SBK RSV4 race machines
  •     Improved feeling during braking and in the corners
  • Increased fuel capacity (4.8 gal. / 18.5 l)
  • Improved ergonomics
  • Lower rider seat height (-0.19 inch / -5 mm)
  • New satin headlight finish

For more information and full pictures of the new 2013 Special Edition 2013 RSV4 Factory, please visit www.Facebook.com/ApriliaAmericas.

2010 Aprilia Mana 850 GT

 

Photos: Rick and “Burn”
URL: http://http//www.webbikeworld.com

.Summary

The Aprilia Mana 850 GT has an easy-to-live-with CVT transmission, excellent handling and braking and good fuel economy.  So is it a city bike?  An upgraded scooter?  Or a basic all-around street bike?

Background

Who would refuse the loan of a brand-spanking-new motorcycle for a month?  Not me. 

So when Kenn Stamp, the Editor of 2WF.com recruited me for another, the answer was “Yes” before the sentence left his mouth.  I’m on call 24/7, ready any time to review a new motorcycle…all in the interest of our webBikeWorld visitors, of course.

This time, it was the Aprilia Mana 850 GT ABS.  Kind of a mouthful and isn’t “mana” the stuff that came down from heaven to feed the Israelites when they were hanging out in the desert?  There were no Golden Arches back then, you know.  Ummm, wait — actually, that was “manna”, now that I think about it.

Mana is supposed to be a word to describe the power, or “juice” that resides in supernatural, spiritual or powerful people.  I’m not sure if that’s what the Aprilians had in mind for this bike; if so, it’s a good example of hyperbole.  But…there have been stranger names for motorcycles.

Besides the name, this bike is different, that’s for sure.  After I agreed to run up to Allentown, Pennsylvania to pick it up, I figured I’d better take a peek at the specs and do a quick read of HBC’s Mana 850 review (the base model) from 2009.  That’s when I remembered about the CVT.

Aprilia seems a bit reticent at calling the transmission a CVT.  They sometimes refer to it as a “sportgear transmission” and sometimes as a “sequential/automatic transmission”.  But peel away the layers of marketing propaganda and eventually they call it a CVT. 

I never rode a bike with a CVT before and I wondered if I’d be reaching for a clutch lever and coming up with air every time.  I thought for sure I’d be flubbing takeoffs left and right — after all, the left side of my body has been programmed for umpty-ump years to clutch ‘n’ shift.  It’s difficult to imagine what life would be like without it.

What a surprise!  Not once — not one single time did I reach for the clutch or shifter.  But an even bigger surprise was this: not once did I miss them, either.  One ride on the Mana 850 GT and you’ll wonder why all motorcycles aren’t like this.  At least I did…

OK, so the CVT is the showcase feature of the Mana 850 GT — but what about the bike that surrounds it?  Well, let’s take a look…

Mana For the Masses

.I get the sense that Aprilia’s marketing strategy for the Mana 850 is a bit schizophrenic.  Actually, so is the bike.  I wonder if Aprilia knows what they have in the GT version of the Mana 850 — like what is the target market for this bike and what would motivate someone to buy it.

Aprilia uses vague marketing-speak phrases when referring to the GT, using phrases referring to it as “a completely new motorcycling concept” and “the new frontier, the missing link in an evolution that makes the world of motorcycling and its emotions accessible to all types of users”.

Huh?  That one’s definitely a non-starter with the beer and peanuts crowd.

This is a problem.  The Mana 850 GT does have a few unique benefits, but like everything else in today’s hyperkinetic marketplace, the ability to sell one requires a laser-focused strategy targeted to a very specific market segment and a crystal-clear explanation of the features and benefits.  All in about 10 seconds or less.  Less.

So here’s my tip to Aprilia: Forget about trying to sell this bike as a motorcycle replacement for scooter owners or as an urbanite fad bike.  Forget the “all things to all people” strategy too.  And definitely can those “emotions” that are “accessible to all types of users”.

After living with the Mana 850 GT for a month, I see something different.  The CVT is a gem and the bike is, oh, about 85 percent of the way to being a very interesting and unique sport-tourer.  If I were in charge, that’s where the focus would be.

Give it an adjustable windscreen (and a couple of windscreen options), a nice set of bags with hard mounting points and a top box and maybe even replace the chain with a belt drive.  Do all that and I think you’d end up with one of the sweetest sport-tourers on the road.

But I’m getting ahead of myself here.  So let me take you through a recap of my thoughts after living with this very cool and very unusual bike for a month or so…

Mana 850 GT Styling and Design

.The build quality of this thing literally felt like it was carved from a steel billet — and all of the other Aprilias I have handled feel just as good.

It’s too bad the retail network — at least in the U.S.A. — is so thin.  If more people had an Aprilia dealer nearby (and if I didn’t have to drive all the way up to Allentown PA to find a dealer), I bet Piaggio would sell a lot more bikes, especially when the potential customer could compare one handlebar-to-handlebar in a showroom with other makes.

Aprilia build quality reminds me of early Hinckley Triumph — overbuild it to completely bury any preconceived notions of British (or Italian) quality.  For example, little items like braided stainless steel fuel lines, machined rather than stamped brackets hidden in places you’d never find them and high-quality hardware make a big difference and add to the solid presence of this motorcycle.

The styling of the Mana GT variant doesn’t help a potential owner understand the bike either, unfortunately.  It’s a combination of 21st Century modern with a touch of 1980’s mullet in the fairing, which looks out of place with the character of the bike.  The round headlight is the problem; it doesn’t jive with the sharp lines that dominate everything aft of the triple clamp.  Style me up a pair of cool-looking razor-sharp headlights up front and you’d have it.

And speaking of the fairing, that windscreen has to go.  Aprilia told me there are no optional windscreens, which is too bad, because the stock screen dumps turbulent air where it’s least wanted — right smack dab on the chin.  This causes a huge amount of wind noise, starting at a low 20 MPH and getting worse from there.  At 60+ MPH, it’s nearly unbearable when wearing any type of helmet.

The stock screen is adjustable, more or less (less).  Two bolts on either side are loosened to move the windscreen up or down about 25 mm total, but it’s not enough to smooth the air flow by any means.

This would be an easy problem to solve for an owner, however.  If the bike were mine, the first order of business would be to break out the Dremel, cut the windscreen in half and sand and polish the top edge.  Done and booming gone.  I didn’t think Aprilia would care much for testing that theory on a brand-new loaner bike though, so the Dremel stayed in the drawer.
The CVT and Me

Since the transmission is the raison d’être for the Mana 850 series, I will address it first.  I wasn’t sure how quickly I’d be able to adapt to it — or if I’d be able to adapt at all.  But on the very first ride, I quickly realized it would not be a problem.

In fact, about 1 kilometer into it, I had a head-smacking moment.  Shifting is overrated!  Who needs it?!

I never imagined I’d feel this way; in fact, I’d guess that many motorcyclists would have the same amount of skepticism for an “automatic” bike.  Perhaps things would be different if the implementation of the technology wasn’t as good.  After all, Aprilia has years of experience with this type of transmission in building their extensive line of “twist and go” scooters.

 

There are a couple of minor differences to note before heading out on the Mana 850 GT.  It starts just like any other modern motorcycle — turn on the ignition, wait for the sweep of the speedometer indicator and for all of the lights to blink on and off as the computer boots up.  Then press the start button to engage.

The nicely-mapped fuel injection gets the GT started and idling smoothly with no problems.  But here’s where the differences begin.  With the side stand down, blip the throttle and…the engine dies.  It’s designed to to that, because there is no “neutral” or its equivalent.

With the sidestand up, remember that the bike is a twist-and-go — if you twist, you’re going.  There’s no standing next to the bike in the garage to blip the throttle; in fact, you can’t blip the throttle at all, whether you’re riding or not.  Imagine a bike that’s always in gear and you’ll get the picture.

If you think about it, that’s no different than a car with an automatic transmission.  There is one difference, however.  With the Aprilia’s engine at idle and no brake applied, the computer makes sure that the bike doesn’t creep forward like it might in a car.

The CVT Stress Reduction Plan?

.When you’re ready to go, simply twist the throttle and the bike starts moving.  The first time is a very unique and liberating feeling and gets even easier after that.

Aprilia has done a great job in mapping the fuel injection to match the characteristics of the CVT.  There is a slight difference from a normal takeoff in that it takes a larger handful of throttle than one might expect to get the CVT engaged, but that’s actually a good thing.  The fuel delivery has been made especially soft for startup and the first few miles-per-hour to avoid any jerkiness in the driveline.

I quickly realized that not having to deal with shifting and clutch work reduces the subconscious stress levels and work load, if you can call it that, on the rider.  This is where the concept of a CVT transmission on a motorcycle really comes into its own.  No worrying about which gear is correct and no decisions about downshifting or upshifting.  Simply enjoy the ride and focus on throttle control and braking.

I immediately found myself a much smoother rider and I also had a lot of fun, which is another reason why this system would make an excellent sport tourer, especially when riding with a passenger.  No more helmet-knocking in the stop-and-go’s because the smooth application of power and the CVT makes for a completely fluid and seamless ride.

It’s also an excellent system for slow speeds, like winding your way through a national park at a 10 MPH speed limit while gawking at the flora and fauna.  No jerking back and forth, no throttle on/off whiplash and no worries about having to shift up and down to keep in the correct RPM zone.

Missing Bits

.Speaking of RPMs, one of the very big nits I have to pick with this bike is the lack of a tachometer.  I think this was a big oversight by Aprilia.  I actually called the Aprilia technical person to confirm this and the answer was “Yes, we have no tachometer”. 

It’s not like there’s no extra room on the dashboard; in fact, the instrument binnacle looks a bit lonesome behind the big fairing, with only the speedo and computer display.  And the bike actually has a lap timer (a lap timer?) but no tach.

Making a sport-tourer out of the Mana 850 GT could mean plugging in some optional dials, like water temperature (rather than the simple thermometer graphic that shows up on the monochromatic computer screen), a Voltmeter, outside temperature gauge or more.  But I’m dreaming again…

The absence of a tach means I can’t tell you how the bike performed at different RPMs, because I have no idea how many R’s, P’s or M’s we were turning in the various CVT settings.

Riding the Mana 850 GT

.The bike starts up in the CVT “Touring” mode, which is equivalent to a smooth automatic, with a good compromise of acceleration, torque and speed.  There’s also a “Sport” mode; a “Rain” mode and a “Sport Gear” mode.

The “Gear Mode” button on the right handgrip (see photos above) cycles the transmission through each mode and it can be pressed any time the engine is running, whether the bike is in motion or not. 

From Touring mode, press and hold the Gear Mode button for about 1 second to change to “Sport”.  This mode is the equivalent of dropping down about 2 gears in the CVT, but I rarely used it because it made the bike feel too frenetic and it brought to the fore one of the problems with the 839 cc, 90-degree V-twin engine: it’s a real vibrator.

Using Sport mode means putting the engine in the worst of the vibe range, effectively cancelling any fun one might have by the lower gearing, so in this case, Sport does not equal fun. 

Ditto for the “Sport Gear” mode, which is accessed at any time by pressing and holding the Gear Mode button for 2 seconds or so.  Sport Gear puts the CVT into a faux gear mode and allows the rider to choose one of 7 different gears, just like a “normal” bike.

The gears are selected by pushing the up/down paddles on the left handgrip or by using the vestigial shift lever at the left foot.  The foot lever is an anachronism on this bike and after trying it once to see what it did, I never used it again.

Besides the vibes, Sport Gear mode seemed kind of silly; after all, it’s more fun not to shift, so why do I want to start concentrating on that again?  And the absence of a tach doesn’t add to the fun either.

There’s one more mode in the cycle: “Rain”.  I’m not really sure what this one does; apparently, it’s supposed to temper the fueling and transmission for riding on wet roads, but to me it felt more like it placed the CVT half-way between Sport mode and Touring.  After trying it once or twice, I didn’t use the Rain mode at all, even during a long homeward stint in am actual rain storm.

Another feature hidden in the system is a semi-manual “gear” selection.  The Touring and Sport modes have an override and the bike can be downshifted by pressing the front button on the left grip (or the foot shift lever).  But the override doesn’t allow the transmission to shift up, only down, which seems strange to me.  Why not allow it to override up or down, and maybe allow a quick tap of the Gear Mode button to cancel and return to automatic?

.One quirk about the location of the shift paddles is that they can occasionally be activated by accident if the rider’s left hand is choked up on the inner side of the hand grip.  On quick blasts of acceleration, tightening my grip would sometimes trigger a downshift.

The turn signal lever on the left hand grip is a bit of a reach also; the button sticks out too far for my thumb, so I had to take my hand off the grip to reach for the turn signal button every time I wanted to use it.  Same on the right-hand side with the Gear Mode button.  These are minor irritants, but there nonetheless.

Handling, Brakes and Suspension

.I’d have to say that the Aprilia Mana 850 GT is the sweetest handling motorcycle I’ve ever had the pleasure to ride.  It has absolutely no bad habits and it feels perfectly neutral.  The word “neutral” is used quite frequently to describe motorcycle handling, but very few bikes really have it.

Tell the GT where to go and it does it precisely without fuss and without even the tiniest hint of oversteer or understeer, neither feeling ponderous or flighty.  This makes a huge difference in comfort levels and in the feeling of security.  The combination of the superb build quality and the perfectly neutral handling makes the bike feel rock-solid under any condition.

The front suspension has no settings, so what you see is what you get.  That was fine by me, although the front on this Aprilia could probably use a touch less compression stiffness for those short jolts.  I once spent days messing about with a fully adjustable Suzuki GSXR and never really noticed a difference and I’ll pretty much guarantee the vast majority of street riders feel the same.  So not having an adjustable front end is a benefit, as far as I’m concerned.

The rear suspension is easily adjustable via the control seen in the photos.  It was set pretty stiff when I got the bike (with 200 miles on the odometer) and I loosened it up a bit.  Again, not much of a difference other than a touch more plushness over those same short jolting bumps.

The big 180/55 mm Dunlop Sportmax Qualifier rear tire looks good and works even better.  It feels very secure and planted the road with noticeably excellent grip.  I haven’t been on Dunlops for some time and these tires are terrific, so they will definitely be on my shopping list next time I need tires.

The brakes are another outstanding feature of the Mana 850 GT.  The big 320 mm floating discs up front have radial-mounted calipers that look like they might have come right from Max Biaggi’s RSV4.  They are very powerful but very easy to use and also very progressive.  The rear brake gets the same kudos, with a 260 mm and braided stainless steel brake lines front and rear.

The Mana 850 GT also has ABS, with a dual-channel Continental system.  It works seamlessly and it hauls this bike down in a hurry with no muss or fuss.  I tried it on a variety of surfaces, including loose gravel and sand on some of the back farm roads you can see in the photos and it made me a true believer in ABS for street bikes.

Picks and Pans

The other very useful scooter-like feature of the Mana 850 GT is the fuel tank that isn’t.  What looks like a fuel tank is really a decent-sized storage compartment, big enough to hold a lot of gear but not a full-sized helmet.  I’m not sure who’d want to carry a full sized helmet in there anyway, but as you can see in the slide show photos, an XL-sized Arai Quantum doesn’t fit.

But the storage area is very handy and it even has a little night light that turns on when the lid is popped.  That’s the pick; here’s the pan: the storage compartment opens by pushing a lever on the back of the left-hand grip assembly.  But the ignition has to be on for it to work. 

So every time I wanted to open the compartment, which is every time I got on the bike, I had to turn the ignition on, press the button to pop the storage compartment lid, then turn the key off.  This is a real pain; I think Aprilia should revise the design so the button opens the compartment at any time but it can be locked if desired or make it functional whenever the key is in the ignition.

There is one other way to open the storage compartment.  There’s a key hole in the tail of the bike, just above the stop light, to open the pillion seat.  The fuel tank lives under there.  Take the key out of the ignition, open the seat and a manual lever can be operated to pop the compartment.  But that’s even more of a pain.

Fuel, Mileage and Computing

Fueling the bike means pulling the key from the ignition, putting it in the tail and popping the back seat.  It isn’t that big of a problem for refueling, and having the fuel tank opening at lower-than-waist level makes it easy to use and to see what’s going on.

Speaking of fuel, I got a consistent 42 to 44 MPG with the Mana, no matter what type of road, fast or slow, highway or byway.  I guess that’s decent mileage for a bike that’s a touch on the heavy side (Aprilia doesn’t list a weight, but it feels heavy pushing around the garage) with a CVT.

Besides the absence of a tachometer, the LCD computer screen would be a heck of a lot nicer if it were in color.  I guess that’s asking too much, but the stock screen can get washed out, surprisingly not when the sun is shining on it, but when I’m riding into the sun.  The sun reflects off my jacket and puts a lot of glare on the semi-gloss screen.

The computer can be cycled through a few settings, showing the real-time MPG, average MPG, speed (not needed because it’s also displayed on the analog speedometer), average speed and the time.

When Sport Gear is chosen, the current “gear” shows on the display.  It’s not really a gear, but the CVT is programmed to mimic a gear.  The count goes up to 7 and switching from one gear to the next happens nearly instantaneously.

.Some customization can be done by selecting the menu with the “Mode” button.  Lap times, strangely enough, can be recorded.  But no tachometer can be displayed.

More good stuff includes the seating position, which is a bit cramped for anyone 6 ft. tall and over but perfect for shorter folks.  The handlebars are also perfectly placed for a bike of this type, making for a controlled and relaxed ride.

Conclusion

I had a lot of fun during my month with the Aprilia Mana 850 GT.  I took to the CVT transmission like a duck to water; the build quality is superb; the handling is rock-solid and the brakes should be an example for every other motorcycle.

I didn’t care for the windscreen and the round headlight seems at odds with the otherwise angular styling.  The bike also desperately needs a tach and I’m not sure what type of luggage options are available and I do think a belt would suit the bike better than a chain.

I do think that Aprilia could and should focus the Mana 850 GT on sport touring or light touring.  It would be an easy step to take; it would help put a focus on the target market; and I think it would put the bike on the wish list of a much larger audience.

One thing’s for sure: you owe it to yourself to take that trip to your nearest Aprilia dealer to check out their 2010 lineup.  I sat on the Dorsoduro, the RSV 4 and the Tuono 1000 R at the dealership and was very impressed. 

► 2010 Aprilia Mana 850 GT – Specifications ◄
 
Engine  
  Engine: 90° V-twin, 4 stroke, liquid cooled, single overhead cam with chain drive, four valves per cylinder. 
  Displacement: 839.3 cc 
  Bore/Stroke: 88 x 69 mm 
  Engine Torque: 73 Nm at 5,000 RPM
  Horsepower:  56 kW at 8,000 RPM
  Fueling: Integrated electronic engine management system. Weber Marelli electronic injection with 38-mm throttle body. 
  Ignition: Digital electronic, two spark plugs per cylinder, integrated with fuel injection system. 
  Compression Ratio: 10.0:1
  Exhaust: 2 into 1; 100% stainless steel with three-way catalytic converter and lambda probe. 
  Lubrication: Dry sump system with separate oil tank. 
  Alternator: 450W a 6000 RPM
Transmission  
  Gear box: Sequential with manual or automatic mode selectable by the user. 7 ratios in manual mode. 3 mappings (Touring – Sport – Rain) in Autodrive mode. Gear change by pedal or handlebar control. The user can switch from automatic to sequential mode and vice versa at any time. 
  Clutch: Automatic
  Primary drive: Belt
  Final drive: Chain
Wheels, Tires, Chassis 
  Frame: High-strength steel trellis.
  Front suspension: Upside-down fork with 43 mm stanchions. Wheel travel 120 mm. 
  Rear suspension: Single- piece aluminum alloy swingarm.  Shock absorber with adjustable spring preload and rebound damping.  Wheel travel 125 mm. 
  Wheels: Cast Aluminum
  Tires: Radials, tubeless.  Front: 120/70 ZR 17.  Rear: 180/55 ZR 17.
  Wheels: Aluminum alloy Front: 3.50 X 17″ Rear: 6.00 x 17″ 
Brakes 
  ABS:  2-channel Continental ABS system. 
  Front Brakes: Dual 320 mm diameter stainless steel floating discs.  Radial calipers with four pistons.
  Rear Brake: 260 mm stainless steel disc. Single piston caliper. 
Dimensions, Weights and Capacities 
  Maximum Length: 2,080 mm
  Maximum Width: 800 mm (at handlebars)
  Maximum Height: 1,270 mm (1,320 mm at rear-view mirrors)
  Saddle Height: 800 mm
  Wheelbase: 1,463 mm 
  Trail: 101 mm
  Steering Angle: 24° 
  Fuel tank capacity: 16 liters 
Colors 
  Black, White
Price 
  List Price: $10,599.00

2010 Aprilia RSV4R

 

1Growing up in the rural northern Canada – Saskatchewan, it should come as no surprise that I live my life without a lot flair; I prefer sneakers over Italian shoes, steak over pasta and a cold beer over wine. While I have always admired the Italian’s passion and ability to build extremely competent motorcycles, there has not been a model that I felt really suited my character or made me feel as though I just had to have one in my garage.  

Well my friends that day has come. Just one look at the Aprilia RSV4R was all it took for me to hang up the sneakers and throw the steak to the dog. No more post race Pabst Blue Ribbon for this guy; I’ll have a nice Chianti, grazie.

Ok, maybe the transformation didn’t happen quite that abruptly but I must say that many of my opinions have changed thanks to my three weeks with the Aprilia RSV4R. Let’s start with the styling. While I have always been impressed with the motorcycle design coming out of Aprilia, the RSV4 is hands down the best looking bike I’ve seen to come out of Italy. Having said that I was surprised to find how divided people seem to be on the styling. There seemed to be a sort of love it or hate it feeling about the new RSV4R styling when speaking to other riders. Among the non-riding public I came into contact with the comments were almost 100% positive however.

The angular lines of the RSV4 and triangular tail section are quite extreme but it is a look I fell in love with from the first time pictures of the new Aprilia surfaced. The Aprilia RSV4R comes in two different color combinations, black/red or white/black. I would be spending my three weeks on the white one with the black forks.

That’s right, not the gold forks which only means one thing. This would be the RSV4R, not the RSV4 Factory.
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The paint scheme is quite simple yet it manages to look like a racing machine without having to plaster the bike with dozens of go-fast graphics. The fairings are clean and tidy and the tail section is extremely tiny. The forks are topped off in orange adding just a bit of style to the already impressive front end.

With today’s emissions controls there are seemingly very few sexy stock exhausts to be found on modern sportbikes. While Aprilia has done a better job than most, the 4 into 2 into 1 exhaust is still a far cry from being attractive.

Sitting on the new RSV4R you soon find the small size is not an illusion, this is one compact sportbike. While the package as a whole seems to be on par with the smaller 600’s, the seating position was not cramped and I instantly felt at home in the cockpit. The only drawback of the small size seemed to be the placement of the mirrors which, on this narrow fairing, were almost impossible to get into a position that was of any real use.

 


3The Aprilia RSV4 comes in two versions, the base version being the RSV4R and the higher spec version being the RSV4 Factory. The R model is essentially very close to its pricier sibling in all areas except suspension. The R version features Showa/Sachs suspension instead of Ohlins, aluminum components instead of magnesium, plastic portions of bodywork instead of carbon fiber and a non-adjustable chassis. The Factory also allows you to change the swingarm’s pivot point, steering head angle and even the engine position.

Both RSV4 models are powered by the same super-compact 999.6 cc 65° V-four cylinder engine producing a claimed 180 hp at 12,500 rpm and 85 lb-ft of torque at 10,000 rpm. The engine features a ride-by-wire multimap system, a sophisticated electronic injection system with two injectors per cylinder and 48mm throttle bodies. The RSV4’s forged pistons deliver a high 13:1 compression ratio. The only thing lacking on the RSV4R are the variable-height air-intake trumpets fitted to the Factory model.

I would not be losing any sleep however due to my current ride’s lack of magnesium or gold shiny suspension. I would be instead taking joy in the Brembo monobloc brakes, fully adjustable 43mm Showa fork and Sachs shock. I would also be enjoying the 25% less money I paid for the bike, had I actually paid for it.

The RSV4R is wrapped in an aluminum dual spar frame and has a dry weight of 405 pounds. The whole package is quite small and closely on par with the current CBR1000 in terms of size; although, surprisingly, it feels even tinier.
4
I had heard the rumors of the sweet sounds emitted from the new Aprilia so, with the anticipation of a small schoolboy about to open a birthday gift, I fired the big V4 up for the first time. The Aprilia has a fierce roar that screams race bred, it is a sound Aprilia pilots will come to lust. Walking into the garage every morning gave me the feeling that I was in the Grand Prix paddock firing up a factory built race machine. 

Once out to terrorize the local streets my first impressions were on how compact the Aprilia is and how it feels like you are directly connected to the front wheel; both in body position and feel from the bars. Input was instant and responsive and although the RSV4R is compact it was surprisingly quite comfortable. Sore knees and numb hands are the norm after a day of long riding for me on most modern sportbikes, but even after long days in the saddle I was pleasantly surprised at just how easy the Aprilia was on my abused frame. I would have no problem riding this bike as a daily commuter. This is not something I would not have expected from such a proven, fiery track weapon.

Another thing I found quite fiery on the RSV4R however was the amount of heat generated in the saddle area. Things were getting pretty toasty while sitting in stop and go traffic even though I was riding in very cool conditions. Riders of the Aprilia will definitely be breaking a sweat when riding on hot summer days in slow moving traffic. This is no doubt caused by the high running temperature of the RSV4R. The temp gauge would regularly hover around the 210-220 degree mark and seemed to climb there quite quickly.


5It is a common misconception, and one that I am guilty of, to think every motorcycle with the letter “v” in the name is going to be a torque monster. So it was to my surprise that this V4 Aprilia does not make tractor-like torque. While the motor pulls strong from the bottom it does not have the grunt of a V-twin or even the CBR1000 for that matter. Hit the 7,500 RPM mark and the RSV4R truly comes to life in an impressive manner; this V4 has one serious punch in the mid-range.

The fun doesn’t stop there, however, as the RSV4R pulls hard until just short of the 14,200 redline and does it with an exciting power delivery with the front end dancing through the air. Perhaps not the most electrifying power delivery of the liter bikes but definitely one of the most exhilarating.

Maybe the best part of this rush is the captivating melody being played by the V4 engine as you pour on the power. I put the RSV4R right on par with the current crop of liter bikes, especially when you tap into the potent top-end that will challenge any of the inline fours.

The V4 Aprilia engine feels perfectly balanced with no vibration to speak of and the fuel injection worked to perfection making the RSV4R an amazingly smooth ride. The Aprilia uses a 6-speed cassette-style transmission with a tall first gear which likely had an effect on the lack of torque feel down low. While shifting was adequate, finding neutral was a challenge and a delicate foot was required at nearly every stop. The cable-actuated slipper clutch pull was low-effort with a nice feel and linear action.

My ride on the RSV4R was a true real-world test taking place on the city streets and local canyons.
While much of the cutting edge technology was most certainly designed with the track in mind it also makes the RSV4R a sharp, enticing ride on the street. The nimble chassis comprised from a mixture of both cast and pressed pieces of aluminum with a beautiful polished finish made me feel as if I was truly enjoying the best of exotic bike performance. It changed direction with complete ease making it a simple task to put the Aprilia on the perfect line through every corner.
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The RSV4R comes equipped with 43mm inverted Showa forks and Sachs gas-charged shock absorber. Sachs also provides the non-adjustable steering damper. For all of you out there with tender tushies, the suspension is fully adjustable for preload, compression and rebound damping adjustment. I am not a big tweaker of damping so the Aprilia was right up my alley, no tweaking needed. Sure the gold Ohlins parts on the factory look ultra trick but it should be noted that the “R” model is sporting some top-notch suspension components as well. 

Something that should not be forgotten is that the RSV4R does sport some of its own trick parts. Can you say Brembo 4-piston monobloc calipers and a radial-mount master cylinder with a pair of 320mm diameter discs? I knew you could. The rear brake is a single 220mm disc with a Brembo twin-piston caliper. Metal-lined brake hoses are used both front and back. I have ridden with some nice brakes in my day but these Brembo’s take the cake. Absolutely the best feeling brakes I have ever laid my paws on. Perfect feel, coupled with awesome stopping power had me staying on the gas just that bit longer knowing the RSV4R brakes would be there to haul me down from warp speed. I have had the pleasure of riding many bikes with Brembo’s and while many had great stopping power they often lacked the feel or progression I look for in a braking system. Brembo has really nailed the braking system on the RSV4R however. Never has it ever been so much fun to slow down!


7I spent a short time playing with the variable engine maps and found them slightly difficult to navigate quickly. The Aprilia features Track, Sport and Road settings. Track mode is full power while Sport mode limits power in the first three gears. Road mode brings the power down to 140 HP in all gears. It feels somewhat strange hitting the starter button to change modes. The mode takes a good amount of time to change which is annoying and had me double checking on more than one occasion if I was hitting the right button since it did not seem like anything was happening.

To be honest I have never been a big user of mapping mode switches while riding on the street. I normally forget if a bike is even equipped with the option. I rode the first week with the RSV4 in the rain and completely forgot that I even had the option to switch modes to help me out in the slick conditions. Had I remembered I doubt I would’ve switched from the Track mode anyways. What fun is riding if you can’t flirt with a little disaster every once in a while.

8The RSV4R uses a mixed digital/analog instrument display and it provides a clean, functional view of what’s happening aboard the Aprilia. Instrumentation includes tach, speedo, shift light and displays for gear and engine mode. The RSV4R comes equipped with Metzeler’s Racetec K3 high-performance street tires. It’s been quite some time since I have seen a sportbike come equipped with Metzeler tires so I was not sure what to expect. They have a very aggressive tread pattern that looked very well suited for track days. During my first week in rainy conditions the tires were a bit of a handful as they gave me a few good wiggles in the wet. Once conditions dried out the Metzeler’s were much more in their element and provided great sporting characteristics and grip. 

While Aprilia has always produced some exciting and competent motorcycles none have had such a wide appeal at such an affordable price for a motorcycle that is capable of winning straight out of the box. There is plenty of technology packed into the RSV4R for the $15,999 price tag. I love riding all types of motorcycles from 50cc scooters to 600 pound cruisers but deep down I will always have a desire to ride the most race-worthy, performance oriented sportbike available. So to me, the arrival of the Aprilia RSV4R is almost like my personal wish list being answered. A hardcore piece of machinery built for serious sport use in a price range that is affordable to the average motorcycle owner. For any rider who dreams of the rush and excitement of piloting a factory racing machine, the RSV4R will get you closer to that experience than any other mass produced sportbike under $20,000. For this Aprilia (and Italy), I thank you.

You can read more about the Aprilia RSV4R at http://www.apriliausa.com/en-US/Default.aspx


 

RSV4 RTechnical sheet

Engine: Aprilia longitudinal 65° V-4 cylinder, 4-stroke, liquid cooling system, double overhead camshafts (DOHC), four valves per cylinder

Fuel: Unleaded fuel

Bore x Stroke: 78 x 52.3 mm

Total displacement: 999.6 cc

Compression ratio: 13:1

Maximum power at the crank: 180 CV (132,4 kW) a 12.500 rpm

Maximum torque at the crank: 115 Nm a 10.000 rpm

Fuel system: Airbox with front dynamic air intakes. 4 Weber-Marelli 48-mm throttle bodies with 8 injectors and latest generation Ride-by-Wire engine management. Choice of three different engine maps selectable by the rider with bike in motion: T (Track), S (Sport), R (Road)

Ignition: Magneti Marelli digital electronic ignition system integrated in engine control system, with one spark plug per cylinder and “stick-coil”-type coils

Starting: Electric

Exhaust: 4 into 2 into 1 layout, single oxygen sensor, lateral single silencer with engine control unit-controlled butterfly valve and integrated trivalent catalytic converter (Euro 3)

Generator: Flywheel mounted 420W alternator with rare earth magnets

Lubrification: Wet sump lubrication system with oil radiator and two oil pumps (lubrication and cooling)

Gear box: 6-speed cassette type gearbox 1st: 39/15 (2.6) 2nd: 33/16 (2,063) 3rd: 34/20 (1.7) 4th: 32/22 (1,455) 5th: 34/26 (1,308) 6th: 33/27 (1,222)

Clutch: Multiplate wet clutch with mechanical slipper system

Primary drive: Straight cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659)

Final drive: Chain: Drive ratio: 40/16 (2.5) or 42/16 (2.625)

Frame: Aluminium dual beam chassis with pressed and cast sheet elements. Sachs steering damper

Front suspension: Upside-down Showa fork with Ø 43 mm stanchions. Forged aluminium radial calliper mounting brackets. Completely adjustable spring preload and hydraulic compression and rebound damping. Wheel travel: 120 mm

Rear suspension: Twin sided aluminium swingarm; mixed low thickness and sheet casting technology. Sachs piggy back monoshock with completely adjustable: spring preload, wheelbase, hydraulic compression and rebound damping. APS progressive linkage. Wheel travel 130mm

Brakes: Front: Dual 320-mm diameter floating stainless steel disc with lightweight stainless steel rotor and aluminium flange with 6 pins. Brembo monobloc radial callipers with 4 Ø 34-mm opposite. Sintered pads. Radial pump and metal braided brake hose Rear: 220-mm diameter disc; Brembo calliper with two Ø 32 mm separate pistons. Sintered pads. Pump with integrated tank and metal braided hose

Wheels: Front: Aluminium alloy with 6 split spokes, 3.5”X17” Rear: Aluminium alloy with 5 split spokes, 6”X17”

Tires: Radial tubeless. Front: 120/70 ZR 17 Rear: 190/55 ZR 17 (alternative: 190/50 ZR 17)

Dimensions: Max. length: 2040 mm Max. width: 735 mm (at the handlebar) Max. height: 1120 mm Min. height from the ground: 130 mm Saddle height: 845 mm Centre to centre distance: 1420 mm Trail: 105 mm Steering angle: 24.5°

Dry weight: 184 kg *

Fuel tank capacity: 17 litres (4-litre reserve included)