TEST DRIVE: Aprilia SMV750 Dorsoduro - a true Aprilia

It looks like a million bucks and has a powerful twin-cylinder engine at its heart. Will the Dorsoduro 900 be a worthy successor to the 750?

Aprilia Dorsoduro

Oh man, I wish I could start every day like this: I'm sitting on the terrace, I have a great cup of coffee in my hand, the peaks of the Italian Alps are bathed in sunlight behind me, and in front of me is an Aprilia Dorsoduro 900 motorcycle. Also, after a while the guy from the Noale factory says: “Take what you want. Let’s go for a ride with a guide, it will be a lot of fun.” Isn't this happiness!

One last sip of coffee, a helmet on my head, and after a while I am sitting on one of the two-cylinder cars. I immediately draw your attention to the heavily modified control panel. Aprilia has introduced the Torsoduro 900 TFT screen, which changes its brightness depending on the intensity of sunlight and time of day/night. After a while, my hands naturally rest on the nice wide steering wheel, and I sit down on a flat seat with a height of 870 mm.

Once you press the starter button, the 90-degree fork says it's ready to go from standstill to gallop, which is great! The new clutch, in an attempt to win my favor, has reduced the amount of pressure on the handle required to disengage by 15%. Cool, but it's still not the same as a power assisted clutch. The former jumps confidently and the engine responds precisely to the throttle.

Aprilia Dorsoduro 900

As our team overcomes the first meters in a rather soft style, I have time to take a closer look at the cabin. I see on it, among other things, the word Sport. This applies to driving mode. The Dorsoduro 900 has three of them: Sport, Touring and Rain. The latter reduces maximum power from 95 to 70 hp. and makes the car react more calmly to the gas. In Touring and Sport modes the engine develops its full potential. And since the Dorsoduro 900, derived from the Aprilia V4, has a lighter ride-by-wire control system with ECU (Marelli 7 SM), even in Sport mode the forklift responds to the throttle without interruption.

As for other innovations, the Dorsoduro 900 has a three-stage traction control that can be switched off. The first exits around the corners around Madonna di Campiglio make me realize that when the display shows three (3), it means the safest mode, however, an alarm appears on the clock and the engine's thrust is interrupted too early. There are no such problems in modes 2 and 1.

Aprilia Dorsoduro

Dunlop Sportmax Qualifier D 209 tires provide good grip and do not get lost even when driving fast behind a guide. Unfortunately (this is my personal opinion) they lack a little feedback and their own suppression, moreover, their “nervousness” that arises when overcoming a rut irritated me.

Super-powerful supermoto

The engine is the most powerful argument of the Dorsoduro 900. The increase in capacity to almost 900 cm3 has benefited it. In addition, unlike the Shiver 900, the car has a shorter final gear ratio: it has 15 sprockets, while its “cousin” has 16. This difference can be felt not so much in the flexibility of the sixth gear, but in the acceleration out of corners . The maximum engine torque reaches 90 Nm at 6500 rpm. This is 8 Nm more than the 750 model on which this drive was based. The Italians gave the car a longer stroke, while maintaining the 92mm bore, and lighter pistons and pins, and changed the lubrication, making the oil cooler unnecessary,

On the Dorsoduro 900, a new 41mm lag inverted fork developed by Kayaba. It weighs almost 0.5 kg less than what was installed previously, with lags with a diameter of 43 mm. Added to this are lighter discs, which reduce rotating masses by more than 2 kg.

Aprilia Dorsoduro 900

All this contributes to cornering, and the differences are felt only in direct comparison with the “750”. However, riding in a sporty style means you must remain alert. The problem is in the operation of the shock absorber. The front wheel, despite the travel of 170 mm, is quite comfortable and rigid. But the rear, especially when two people are riding a motorcycle, retreats like a sponge when exiting corners. The motorcycle then wants to travel at a long speed.

Luckily, with the 160mm travel Sachs shock you can adjust the spring preload and rebound damping. So I raised the first one and closed the second one half a turn. Thanks to this, the 212kg Aprilia cornered significantly more accurately and flew dynamically confidently through tight corners and wide gates.

The ride is pure joy, helped in part by the brakes. At the front, radial calipers forcefully rip up the two 320mm discs. Only the dosage could be a little more precise. When brake pressure increases rapidly, Continental's dual-channel ABS comes into play.

Aprilia Dorsoduro 900

TEST DRIVE: Aprilia SMV750 Dorsoduro - a true Aprilia

Aprilia reached the heights of supermoto with the release of the SXV in 2004. The factory transferred some of its racing know-how to Dorsoduro, resulting in a motorcycle that is much more aggressive than the Shiver! Dorso means "hard" in Italian...

MOTOGONKI.RU, May 14, 2008 - “This is a true Aprilia,” Francesco Polimeni, Aprilia Motorbike manager, told me at the presentation in Rome. What did Polimeni mean by saying this? The fact is that the Dorso is a much more race-oriented bike than the last of the “big” bikes from this factory, the Shiver.

You can immediately see what the Aprilia manager meant as soon as you see the new Dorsoduro live. This is the entry of the Italian brand into a completely new niche in the market. This is Aprilia's resounding answer to the Ducati Hypermotard and KTM 990 SM. By installing the original 750 cc V-twin on the motorcycle, the Aprilia factory has taken a very clear position among the “big three” - their bike is smaller and cheaper!

But the Aprilia engine, a 750 cc V-twin with a cylinder camber of 90 degrees, is liquid cooled, it is not air-powered, like the same Hypermotard. Having subjected the engine to significant modifications, the plant was able to extract 92 horsepower from it at 8750 rpm. But, the main goal of Aprilia and Piaggio in developing this engine was torque from the very bottom, its value reaches 82Nm already at 4500 rpm!

The modern ride-by-wire engine management system also finds its place in the Dorsoduro. With one button you can select the engine behavior model - Rain, Touring, Sport. The “rain” setting negates all the fun of using the Dorso, dampening the incredible torque and keeping the rear wheel under control. This is important when there is a layer of water between the asphalt and the wheel, but the rest of the time it is of no use. "Touring" significantly softens the differences between the torque at the bottom and in the middle, but does not limit the engine at high speeds at all. “Sport” turns the motik into a perky hooligan who fully reveals his capabilities!

I must say that once I realized the difference between the modes, I no longer switched from the “Sport” mode. But, in the morning, when it was just cold, I started with the "T" setting. Then I thought that the bike wasn't that aggressive at all, I just kept the throttle open all the time to make it ride better.

By the way, to change the mode, you just need to let off the gas, let the engine “calm down” at idle, and then press the starter button again. I didn't feel any change just by pressing the button. No sudden movements from the motorcycle. But it was obvious that something had changed. I wonder what? According to the Italians, you can switch from mode to mode even at full throttle. The only thing is that you will still feel the effect only after the engine returns to a “quiet” state and the computer executes its program. Similar to the operation of the ABS on/off button on many other motorcycles.

It rained heavily all night and there was a thunderstorm that left plenty of water, mud and small stones on the winding Roman streets. Despite this, thanks to the extended swingarm and factory-installed Dunlop Qualifier 180/55-ZR17 tires, the grip was solid. The Dorsoduro's aluminum swingarm is significantly longer than the Shiver's. This is the important detail that makes the Dorso a real motard, with the ability to fully control the rear wheel in a skid. The rear subframe has also been changed. But the fork at the factory was made a little softer than that of ordinary supermotos. All this allows you to tumble into turns at the most extreme angles and jump out of them with maximum acceleration.

The wide handlebar gives excellent control over the motorcycle; as a bonus, handlebar protection has migrated from the SXV to the Dorso. On Supermoto motorcycles, these simple devices mainly protect the clutch and brake levers from collisions in the harsh contact battles during racing. The Dorsoduro has slightly more protection, and is designed to retain handles and leverage during falls. Shields will protect the pilot's hands from rain and wind. When using short supermoto gloves, they are an extremely practical thing.

The front of the Dorsoduro is striking in its design: the slanted headlight resembles a knight's helmet. If all motorcycles in this series were black, then this would be a real black knight. The design made a proper impression on me, I must say, and the elegant 17-inch front wheel, which was deliberately left open, and the powerful fork would be a decoration for any motard.

The SMV750 rides on wavy twin discs and Aprilia signature radial calipers. The wheel is mounted on a 43mm USD fork, which can be adjusted for spring preload and rebound. The impressive fork travel of 160 mm simply encourages you to use the motard's capabilities at 100%. The rear mono-shock absorber is a sports configuration, for some reason it is not installed in the center, but is shifted to the left and has the same settings as the fork.

I like the brakes they use in supermotos. And Dorsoduro is another mega motard, no exception. Despite the fact that Dorso is slightly heavier than other mega motards (186 kg dry weight), together with Dunlop Qualifier its brakes are able to stop the carcass at the right moment, and long-travel suspensions completely absorb energy during extreme stops.

The dry weight of the Aprilia can be a subject of criticism when compared with the Ducati Hypermotard, which weighs only 179 kg. However, the Dorsoduro engine is different from the Hypermoto air engine; it has a water jacket, additional protection for which you have to pay. It's like adding another 350cc to your engine's displacement. And several kilograms to body weight.

Sitting relatively high (870 mm), I rode about 50 kilometers on country roads near Rome, I will say that the weight of the motorcycle can hardly be called too heavy. Of course, it’s about 60 kilos heavier than “real” motards, but it’s great for a road bike. Approaching the 200 km/h mark, the Dorsoduro is stable enough for highway cruising, much more so than most of its single-cylinder siblings. If you compare riding a single-cylinder motard with riding an Aprilia, it is much more difficult due to powerful vibrations that interfere with the use of the mirrors, and after the ride do not allow you to calmly drink a cup of coffee. Tremmor, sir...

I tried to shrink down to the size of a bikini windbreaker to achieve maximum speed on a surprisingly flat and straight section of highway, but then I stopped fighting the oncoming currents and relaxed. Even with my off-road helmet, the level of aerodynamics is quite tolerable. That's worth a few miles per hour and possibly an exclusive speed record!

Driving in and out of the small towns that dot the outskirts of the Italian capital, I had a great opportunity to test the Dorso multifunctional injector at the lowest revs. In the “Sport” mode, the low end is a little annoying, moving at rpm from 2000 and above is much more pleasant. But once you escape the clutches of the 30 km/h speed limit, open the handle slightly and watch the revs reach 3000, then 4000, you get incredible acceleration where the torque curve approaches ideal. The 750cc V-twin was mine for most of the day. Eh, if only we could put direct-flow pipes on it... it would be a crazy sight! Total:

So do I like this type of motorcycle or not? Yes, this is the fastest growing niche since people started building streetfighter motorcycles, and it could become dominant in a few years. Aprilia has built a great bike with just a 750cc V-twin. The platform was born by itself. To say more, it was born from scratch and differs in many respects from its predecessors - chassis, exhaust system, style, and so on. This is enough to stop comparing Dorso and Shiver. Dorsoduro is pure fun that is easy to get, just sit down and start the engine. Is it better than the Ducati Hypermotard? It's hard to judge without doing a comparative test ride in the same conditions, switching from one bike to another... But if I were betting on the future, I personally would prefer the Hyper. Otherwise, the Dorsoduro is the funniest bike from Aprilia since I first rode the SXV. Highly recommend!

Pros: + Styling and signature Aprilia racing technology + Handling and chassis detailing + Reliable V-twin that will suit any driver on the road or track

Cons: — Tired of waiting for driving modes to switch...

PS I wonder if all Dorso's features are enough to beat Ducati and KTM in their signature niche?

Thor Sagen, Specially for MOTOGONKI.RU from Rome, Italy

Photo: Tor Sagen/Milagro

A lot of joy

I admit that from the very first contact with the car, a wide smile did not leave my face. Yes, one could wish the bike had even more power, because the smaller Dorsoduro had a similar maximum power. It should be remembered that, despite the slightly aggressive and sporty appearance, Aprilia also offers the Dorsoduro 900 to beginner riders with an A2 license - which is why the engine of the motorcycle can only develop 95 hp. and not a single “horse” anymore.

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