Victory High-Ball Review

Seizing a trend, if not leading it from the start, Victory Motorcycles now has more than one blacked-out motorcycle in its line-up. With the 8-Ball editions of its Vegas, Kingpin, Hammer and Vision, 2012 welcomes a white-walled wonder called the High-Ball.

Touting the same matte-black paint scheme and night-crawler good looks as the other ’Balls, this model reaches for a different audience with its signature high-rise handlebars and whitewall tires.

Stuffed inside the steel perimeter frame is the familiar air/oil-cooled Freedom 106-cubic-inch V-Twin, which in a recent test cranked out numbers that embarrass a Harley TC96. Measured at the rear wheel, Victory’s mill cranked out 77.5 peak horsepower at 5250 rpm compared to Harley’s low-60s hp peak. Torque, too, is substantial, twisting out 88.9 ft-lb at 4250 rpm. All attitude and lots of go-go juice.

We got our ride on this pub-crawler at the mother of all motorcycle rallies, Daytona Beach Bike Week, amidst the parading masses and turning heads. Being more in tune with the boulevard than the canyons, the High-Ball fits right in on Main street, and Florida isn't known for it's twisty roads anyhow. And the public took notice of the distinctive 'Ball.

Zack Ness was on tour with us in Daytona, ripping up the boulevards and byways.

While photographing the bike, one drooling onlooker in particular knew the bike wasn't yet in the dealerships and had to ask how I came to be riding one that night. A conquest sale if there ever was one, this guy had been waiting to sell his Yamaha R1 to more comfortably enjoy his local Floridian roads. Cell phone photos were taken, spittle wiped from the saddle and tank, and he was a twitter-telling his posse of the sighting. He wasn't the only one checking out the High-Ball that night. The smarter guys were in line the next morning at the speedway for a demo ride on the surly cruiser.

Suspended by a 43mm conventional fork (37-degrees rake / 6.7-inches of trail) with 5.1-inches of travel and a spring-preload-adjustable shock at the rear with just 3.0-inches of travel, the big brand-wide V-Twin and 6-speed overdrive transmission wick up the whitewalls via a belt final drive.

As a specialized bike in the maker's line-up, the High-Ball takes a special rider. One full of grit, one willing to take on the world fists high in the sky. From the head stem back, the H-B is very much a Victory Vegas sans a pillion pad, luggage and bodywork... easier to clean. That is until you get to the wire-spoke wheels and whitewalls.

The word "high" in the model name doesn't refer to your mental state after riding the burly bike, it's obviously about those high handlebars. Solidifying your respect for authority, or lack there of, the high-bar position is restricted in some U.S. states, so the Victory design team built in a loop-hole.

Offering a two-position handlebar (straight up or slightly laid back), dealerships will have the bike prepared to suit your state’s restrictions, or freedoms. Laws vary by grip position: some states allow for no higher than eye level, others allow only for so many inches over the saddle height. Other’s still have no position regulation at all.

Detail shot of the markings on the handlebar to indicate the intended two positions.

In the upright and “in the wind position”, the reach is comfortable from the 25-inch high saddle (second lowest in Victory’s line-up) putting the average rider bolt upright and with a slight forward lean. The alternate bar position is more relaxed and closer to the rider like found on other Victory cruiser models. Setting to the factory suggested markers, grip positions drop from full up by a whopping 8.9-inches and come back 5.4-inches. If not for the law of the land, a comfortable riding position can be found for even the vertically challenged riders on the ’Ball.

But how does it ride? At first glance, it appears that fashion has won over function in the styling department, but the arms-up riding position was more comfortable than expected. Call me a convert. For boulevard cruising and local hops, the fuel-injected SOHC 106 packs enough punch in the saddle to rocket from traffic signs with a smile on your face, while the high bars bring back your street cred by adding a little bad-boy look.

When street lights turn red, clamping down on the pair of 300mm floating rotors with a 4-piston caliper in front and a 2-piston rear. The combo performed adequately, though I’d prefer a little more feel from the 5-position-adjustable brake lever. But, hey, what cruiser doesn’t feel more in control when favoring the rear brake rather than the front? More fun was had reliving my youth as a BMX rider, crossing up the handlebar while skidding to a stop all over town. Good fun then, great fun now!

Put 'em up! The High-Ball's signature high handlebar reaching for the sky is surprisingly comfortable.

With Victory’s DNA seeping into every aspect, from the ridged spine on the tank and fender, to the slash-cut dual exhaust, to the two-tone headlight nacelle, the high-bar addition to this modified Vegas 8-Ball is a perfect fit. You’ll find very little chrome on the High-Ball, and it’s available in only one color (black) that’s balanced with strong white accents on the badge-less tank and Dunlop rubber.

Rolling on a pair of 16-inch laced wheels wrapped with Dunlop Cruisemax tires (120/90 up front and 150/80 out back), handling is light and fun. The bike itself is relatively light, too – lightweight enough to pick up off the side stand with only your legs; it weighs in at about 700 pounds (659 claimed dry weight). It’s more flickable than other big-inch cruisers I’ve ridden thanks to the unique leverage on the bars as well as the tweaked geometry.

While similar in appearance, the High-Ball is more compact than the Vegas’ line-up, making for a more nimble ride by way of a tighter rake (by 1.2-inches), longer trail, and yet a shorter wheelbase (64.8-inches) as well as overall length (92.5-inches). Shorter bike, tighter geometry and narrower tires: a no brainer.

While the high bars are not a first from a major manufacturer, they still grab attention from onlookers everywhere. The high bars aren’t too far behind the public trend, yet ahead of OEM curve. Of course, the high-and-mighty position has a few negatives. Luckily, the handlebar and triple tree clamps are solid, reducing the flex to nothing more than a standard handlebar.

Making It Your Own

Leafing through the part and accessories catalog, you’ll find that parts offered for the Vegas line-up are ready to rumble onto your High-Ball, from exhausts to the uber-cool Ness goodies. For the inspirationally challenged, look for a Roland Sands version of the High-Ball at events nationwide this year. Affectionately named “Ol’ Vic,” his version of the High-Ball goes back around the dial with custom paint, a round headlight instead of the shield-shaped standard and a wrapped 2-into-1-exhaust system. Is a custom-painted custom still a custom production motorcycle? Who’s on first? Before and after High-Balls. After Roland Sands gets his mitts on a bike, you're left wondering when a customized production custom motorcycle becomes redundant.

Having mirrors at eye level is a boon for rearward visibility, however, the mirror itself then produces a blank spot on the horizon in front of you. Dropping the mirrors below the cluster would open up your sightline as well as add yet another cool-guy point to your ride.

Steering away from the touring models we’ve seen so much from Victory in the last year, the designers delivered a back-to-basics model with minimalist instruments and single-piece speedometer with LCD-displayed standards like odometer, trip meter and digital tachometer in 50-rpm increments.

For that "real biker sound," toss on the blackened Victory accessory pipes and a few Arlen Ness goodies to complete the bad-ass look.

While the trend this year in Daytona Beach seemed to be three-wheelers, “real bikers” gravitated towards the latest bad-boy releases from the big American builders. Victory’s High-Bal took top prize when it came to turning heads on Main Street. With an MSRP of just $13,499 (49-state), you’ll be looking at this retro-rod twice as well.

Source : motorcycle.com

Read more »

Honda CBR125R Review

Since its introduction to the Canadian market in 2007, Honda’s CBR125R has proven popular, both as a first ride among novice riders and as a second runabout machine among those with more experience. It was a machine that was long overdue, as market trends showed that aging baby boomers – a sector of society that had been heavily solicited by the motorcycle industry – began an exodus from the sport in recent years in pursuit of other, perhaps less exciting interests.

The industry needed newer, younger blood, and the inexpensive, approachable CBR125R succeeded in drawing the attention of people who would not otherwise have considered a motorcycle. It even introduced a new generation of young racers through the CBR125R Challenge, a spec road racing series open to riders aged 13 and up.

Honda updates the CBR125R for 2011, borrowing styling cues heavily from the firm’s bigger sportbikes.

Aside from different color variations between model years, the bike has done relatively well in the showroom without any changes. But with CBR125R sales flattening, it was time to rejuvenate the tiny sport bike, so for 2011 it got an important facelift.

The most obvious change is in the bodywork, which now closely resembles the new CBR250R (itself taking styling cues from the VFR1200F). Although its bodywork looks identical to the 250’s, it is in fact unique to the 125. This is mostly because beneath the plastic is a steel, pentagonal-section twin-spar frame, as opposed to the tubular-steel twin-spar frame on the 250.

A wider tire and rim combination have greatly improved the CBR125’s handling.

Also new is a one-piece exhaust with an angular, CBR1000RR-replica muffler, which incorporates a catalytic converter. Like on the CBR250R, the 125’s muffler features a protective cover that’s much cheaper to replace in a tip-over than the entire system.

Although the frame is unchanged, a number of other significant tweaks were made to the chassis. These include a lengthened swingarm that stretches wheelbase from 50.9 to 51.7 inches, and a move to wider 17-inch wheels, up from 1.85 and 2.15 inches front and rear to 2.5 and 3.5 inches, respectively. The wider wheels mount wider tires, going from an 80/90-17 and 100/80-17 front and rear to 100/80-17 and 130/70-17 rubber. Suspension travel has also increased from 4.3 and 4.7 inches front and rear to 4.7 and 5 inches, respectively.

The above-mentioned changes have transformed the littlest CBR from a toy-like novelty to a real-bike-like riding tool. The longer wheelbase allows for more roomy ergonomics, and the wider tires have eliminated the previous bike’s tendency to fall into turns, while increasing stability and grip.

Neutral steering makes the 125R feel much more like a full-size motorcycle.

We had the opportunity to ride the bike at Georgia’s Roebling Road raceway, and it did indeed feel much more like a real motorcycle than its predecessor. Handling was much more neutral and planted, and it was easier to move around on the bike thanks to the improved ergos. The bike still feels smallish, even when compared to the CBR250R, but it exudes a much more substantial presence than before.

Nothing high-tech here, but the twin-pot caliper does the job.

Part of the bike’s more substantial feel derives from its increased weight. Somehow, it has gained 21 lbs, now tipping the scales at 302 lbs wet, though about 5 pounds can be attributed to the extra fuel the 2011 model carries, as its gas tank has grown from 2.6 to 3.4 gallons. Another change that may appeal to those who perform their own maintenance is that the fuel filter has been moved from inside the fuel tank to outside.

Its 125cc liquid-cooled, two-valve Single is unchanged, though EFI mapping has been revised for improved bottom-end response. Two teeth have also been added to the rear sprocket to shorten the overall gearing for better acceleration, though the shorter gearing is countered by a 21mm taller rear tire.

Despite these changes, a CBR125R rider will still hit the throttle-stop more often than not, as its claimed 13 horsepower at 10,000 rpm is just enough to keep the machine flowing with city traffic. Doing my best to tuck every inch of my winter-plumped body out of the windblast, I did see 74 mph on Roebling’s front straight.

The changes to the bike have been deemed by CBR125R Challenge organizers to provide an unfair advantage at the racetrack over the previous model and it will not be eligible to compete in the series this coming season.

On the positive side for street riders, fuel consumption is claimed to have improved by seven to eight percent, which when combined with the larger fuel tank, provides a theoretical cruising range of about 335 miles.

Tuck in all you can and you might see 75 mph on the speedo.

The good news for our northern neighbors is that despite all the changes, the 2011 Honda CBR125R lists for $3,499 (CDN), $100 less than the previous model. The bad news is that it will probably compete with Honda’s own CBR250R, which lists for $4,499 without ABS and is a much more versatile motorcycle.

It might be a 125, but it has big-bike levels of fit and finish. Too bad it doesn’t have a beginner-friendly gear-position indicator.

Of course, when considering that most riders that are interested in the CBR125R are probably just out of high school and working a summer job to pay for further studies, $1,000 dollars can go a long way, not to mention the money saved insuring the bike, which falls into the least expensive premium bracket.

One curious observation made by Honda Canada’s staff during a special presentation they hosted to introduce the CBR250R to current 125R owners was that they were more interested in the updated 125R than the 250R. This was attributed to the 125R attaining a kind of cult following among owners who had a passing interest in motorcycles before it came along, and were nudged into making the two-wheeled leap by the bike’s simplicity, low cost, ease of operation and unintimidating presence. It’s believed that these riders are not likely to trade up to something bigger or faster, but they might trade up to a flashier 125R. 

The numerous updates to the 2011 CBR125R make it ineligible to compete in the Canadian CBR125R Challenge — this year…

How well the new CBR125R does is yet to be seen, but one thing is certain, it has carved its niche in the motorcycling world, or at least the one north of the border.

Source : motorcycle.com

Read more »

Motorcycle Beginner: 2011 Honda CBR250R Newbie Review

Before I get too far into this report on the 2011 Honda CBR250R, I want to apologize.

To anyone who may have heard loud hooting and hollering coming from a flying black rocket on the Don Valley Parkway south of Queen St. this morning, I’m sorry. I’m pretty sure no one could hear the gleeful cheering through my helmet or above the wind noise, but if you did, I apologize.

I was just having too much fun during my commute to downtown Toronto. With a wide open lane ahead of me and the throttle pinned wide open, I just couldn’t help but whoop it up as the number on the digital speedometer kept rising.

I also want to apologize to all the other motorcyclists out there for dispelling the theory that anyone riding a motorcycle is automatically cool. Forgive my nerdy exuberance and blame it on my lack of experience.

You always remember your first. In my case, my first ride was the new 2011 Honda CBR250R.

First Ride

This review is a little different from the typical reports from our more experienced gang ofMotorcycle.com editors. Kevin, Pete, Tom and Troy have years of riding experience on a wide variety of motorcycles.

My own experience was limited to riding modified Yamaha Virago 250 cruisers (a.k.a. the V-Star 250) on a closed course at the Humber College Motorcycle Rider Training Program (if you haven’t read the Rider Training report yet, here’s your chance!), so I don’t have the same basis for making comparisons.

 When I picked up the CBR250R from Honda Canada headquarters, it was my first time on the road with a real, street-legal motorcycle, making this a literal “first ride” report.

Following the motorcycle industry as I have, and reading several anecdotal reports on online forums, I’ve read countless stories of new riders crashing their bikes riding home from the dealership. These tales may or may not be urban myths based on a few isolated cases, but they were foremost on my mind. I made sure I was prepared. I’ve been through rider training and I wore all my protective gear.

I also enlisted the help of my friend to drive me up to Honda HQ and follow me home, something I think every new rider should consider when picking up his first bike. It helped that my friend, Paul Marissette, is a law enforcement officer, so I had an actual police escort, but it’s good to have someone along to create space in traffic around me and help if I get into any trouble.

The rider training program taught me a lot of the important things about riding a motorcycle but little details like how to adjust the mirrors or cancel a turn signal I had to learn for myself.

Climbing onto the saddle for the first time, I took a moment to become familiar with the controls. The Viragos at Humber did not have turn signals, so I took care to learn how to activate the CBR250R’s signals with my thumb. Years of car driving experience taught me to cancel my signals by flicking the switch the opposite direction, but it took me some time to get used to pushing a button to turn off the blinker. The horn button is positioned just below the turn signal switch, and even after weeks of riding, I still occasionally give out a honk when I’m trying to cancel a turn signal. That’s something I will have to get used to with time.

The CBR250R is fuel injected so I didn’t have to fiddle with a choke, one less thing for me to worry about. The mirrors however took a while to position correctly. Looking at the two mirrors at the end of long stems attached to the fairing, it immediately struck me how much smaller they are compared to those found on a car.

The footpegs are in a fairly neutral position, compared to the feet-forward cruiser positioning on the Virago. This felt more natural to me, personally, though I can see how a seating position similar to sitting in a car might be helpful to other new riders. It did take me a little while to adjust to the new foot position. With the Virago, I could keep my toe hovering comfortably over the rear brake control but as Paul told me after I arrived safely at home, trying to do that on the CBR250R, I was often riding with the brake light on as my toe pressed slightly on the pedal. Another adjustment I needed to make.

It wasn't until I saw photographs of myself that I realized how small the CBR250R looks. From the saddle, it doesn't look small at all.

The handlebars are in a comfortable position and I could sit rather straight in the saddle. This gave me a good vantage point to view traffic around me, and I could easily see over a car in front of me, something I could not do driving in my Nissan.

The ride home was careful and deliberate, with light traffic and few turns, especially left turns. There was one near panic moment during one left turn however. I was in the middle of the intersection waiting for an opening to make my turn. A car was travelling quickly in the approaching lane when the light turned amber.

At first, I thought the car would try to run through the light, but I was caught off-guard when the driver came to a quick stop. I started to move forward but let the clutch out too quickly and stalled the engine, right in the middle of the intersection with the light changing. Fortunately, the other drivers around me were patient and I was able to restart the engine quickly and complete the turn, even if it was done rather sheepishly. Again, I apologize for dispelling the Cool Biker mythos.

Every Day is Ride to Work Day

After a weekend of practicing on small residential streets and making short trips around town, I was ready to ride the CBR250R to work for the first time. Typically, if I was driving to work, I would take the freeway all the way to the office, but I knew I was not ready to attempt riding on expressways yet. Instead, I plotted out a new route through city streets, and I stumbled upon a gem of a road.

Bayview Avenue is a popular thoroughfare for motorcyclists. Running alongside of the Don River opposite the Don Valley Parkway, Bayview is a long, scenic road with sweeping curves, several elevation changes, few intersections and surprising little traffic. It is also one of the few city streets in Toronto with a speed limit of 70 kph (43 mph), as most roads are limited to 60 kph (37.3 mph). Taking this route for the first time, I immediately saw the appeal for bikers, and I saw several other riders traveling on Bayview in both directions. I was able to ride at a good clip and the ease at which I was able to lean the CBR made the ride a heck of a lot of fun.

I didn't think I would ever say this but commuting to work is actually fun when you're on a bike.

As much fun as Bayview provided, its one biggest flaw was that it didn’t lead directly to the front door to the office. Bayview took me most of the way downtown but I still had to take a slower, busier street to get through the downtown core. With more cars, several intersections, and following behind a tram making frequent stops, the final mile to the office was very slow going.

But this was the kind of riding a bike like the 250 was good for. With power peaking at 22.6 hp, the CBR has enough juice for stop-and-go riding. A larger, more powerful motorcycle would probably feel more frustrating to ride in this scenario. The clutch is easy to control, and frequent shifting in and out of first gear is not a problem.

When I finally arrived at the office, I checked my watch and was surprised, even with that slow final stretch, it took me about 45 minutes to make the 20-mile commute, about the same amount of time it would take for me to drive to work taking the freeway all the way to the downtown core. Because motorcycle street parking is free in Toronto, I was able to park quickly, and conveniently, right across the street from the office. If I drove my Nissan Altima to work, I would have to spend about few more minutes finding a parking lot that still had space, not to mention fork over $12 to $15 in parking fees.

Life is a Highway

One of the biggest concerns I had about the CBR250R was how it would handle the high speeds of freeway cruising. And it wasn’t just me. Talking to my friends and family members, I heard several variations on a common theme: “you’re not going on the highway with that, are you?”

Well I did, eventually, as illustrated by my exploits on the Don Valley Parkway, a 90 kph (56 mph to you Yanks) expressway running from the suburbs to downtown Toronto. The CBR250R is more than capable of keeping up with the speed of traffic.

Reaching 60 mph requires very little effort, and that’s with my 240-pound girth, riding gear and a backpack. Climbing to 70 mph requires some work but is easily manageable, while the windscreen did its job capably. In full flight, I reached a speed of just over 80 mph before the wind and vibration through the handlebars became more of an issue. I could have probably pushed it to the mid- to high-80s, but as a new rider I knew I was approaching my limit before the CBR250R did.

Fuel Sipper

My fuel economy improved as I got more used to riding and choosing better routes.

One of the best things I like about riding so far is filling up the gas tank and still getting change back for a $10 bill. I kept track of my fuel usage through the few weeks I rode the CBR250R, and admittedly, the fuel economy figures for my first week was about 40 mpg, a big improvement from my Nissan’s 23 mpg, but fairly pedestrian for a motorcycle. Of course, it didn’t help I was still getting used to riding and shifting gears manually, plus I spent a lot of time stuck in traffic in the city with the engine idling beneath me.

After more time and experience, and adding highway travel to my repertoire, my fuel economy figures improved dramatically. With a mix of highway and city streets, I was able to get 64 mpg, nearly three times better than the Altima.

The Honda CBR250R has a digital fuel gauge with six bars indicating a full 3.4-gallon tank. Each bar therefore represented about 0.57 gallons of gas. While the fuel gauge provided a good estimate on how much fuel I had left, I found it a little inaccurate at times. Often, when I turn the CBR on, the fuel gauge would show one bar less than it did when I parked the bike. I had left the motorcycle in my garage one night with two bars on the gauge but when I got ready to ride in the morning, the fuel gauge was down to one bar and it was flashing. As I made my way to a nearby gas station, the gauge went back up to two bars.

Fuel gauge accuracy appears to be a common issue for a lot of riders, and many motorcycles don’t even have a fuel gauge. For a new rider, having a fuel gauge is important as there are already a lot of other things to keep in mind without having to worry about keeping track of mileage and fuel use, so I should be thankful the CBR250R at least has a gauge, but I could do without worrying about that final blinking bar.

Final Thoughts

I have to admit it. I’ve caught the bug. I love riding, and I miss it when I can’t ride.

There was a slight incident during my time with the CBR250R. I returned to the CBR at the end of the workday and I realized someone had tipped the bike over during the day before putting it back upright. The left mirror and turn signals had some superficial damage and there were a few scruff marks on the fairing.

The clutch lever however, was bent outwards. Mechanically, there was no problem with the bike, though it was uncomfortable to use the clutch lever the way it curled away from my fingers. I had to bring the CBR into Honda for a check-up and a clutch lever replacement. That left me without a motorcycle for a short time.

And boy did I miss it.

I'm going to miss the little CBR250R after I return it.

Even worse, the weather was a lot nicer than it was when I had the bike. There wasn’t as much rain or humidity and temperatures were actually cooler in Toronto in the early summer than late spring. And there I was, back on public transit, packed with all the other sardines.

I was glad to be re-united with the CBR250R and its new clutch lever, but the time away made me realize how much I wanted to ride again. It’s going to be hard to return the CBR250R to Honda.

I guess it’s time to go bike shopping for real now.

Source : motorcycle.com

Read more »

Aprilia Dorosduro 1200 Review

“How much is my license worth?” That’s the question I’m continually asking myself when riding this bike. As the front wheel is involuntarily pawing the sky and the rear is begging to be kicked sideways, I can’t help but answer, “apparently not much.” But I don’t care, because riding the new Aprilia Dorsoduro 1200 is worth it. Even though I know better than to ride like a moron (usually), certain machines are still able to entice me into riding for the pure joy of being silly. Models like the Ducati Hypermotard 1100 and 796 have been around for a few years now, begging to tempt its rider into acts of hooliganism. Aprilia, too, has thrown its hat in the ring with the Dorsoduro 750. And now with Aprilia’s 1200cc Dorso variant, the company from Noale has taken a modest platform for supermoto-inspired fun and blown the doors off the category. 

The 2011 Aprilia Dorsoduro 1200. It looks sinister just sitting still.

Despite outward appearances, the Dorsoduro 750 and 1200 actually share very little in the way of common parts. Instead of simply enlarging the 750’s engine to achieve the 1200cc displacement, all-new cases were designed to support the massively oversquare dimensions of the 1200. Bore and stroke dimensions are 106.0 x 67.8mm, respectively, making for an engine that technically has 1197cc of displacement. But in order to keep outward dimensions of the 1200 engine as minimal as possible, Aprilia switched the position of the connecting rods on the crankpin compared to the 750. The result is an engine that Aprilia claims is as narrow as its little brother. Otherwise, the 1200 is still a 90-degree V-Twin that retains its dual overhead camshafts, four valves per cylinder and a mixed gear/chain timing system, similar to that used on the 750.
The result of this rearrangement of parts from Aprilia is an engine with a torque “curve” that is practically flat starting at 4000 rpm. That means you get at least 70 ft.-lbs. of torque from the moment you start rolling all the way to redline, no matter what gear you’re in. That’s the kind of performance you feel from the saddle.
When the V-Twin is wound out, it produces 73.9 ft-lbs of torque at 7400 rpm before peaking at 8900 rpm with 115.1 horsepower, according to the Superflow Dyno at Gene Thomason Racing.

For comparison with another 1200cc Italian V-Twin, we’ve combined the Dorso’s dyno results with what we measured from Ducati’s Multistrada. While the Ducati wins the battle in peak horsepower and torque, the Dorsoduro wins praise for its linear delivery and responsiveness.

Supporting this engine is a steel trellis frame that has been strengthened in key areas compared to the 750. Aluminum side plates are used for reinforcement and as mounting points for the engine. Because the frame is a little beefier to cope with the power, it’s also slightly heavier than that on the 750 as well, though to help compensate Aprilia has lightened the subframe.

The long-travel Sachs shock (and fork) do an admirable job of quelling road imperfections. Note that the shock is mounted directly to the swingarm without linkages.

Keeping the wheels on the road are Sachs components front and rear. A 43mm fork is adjustable for rebound and compression damping, as well as spring preload. The rear shock features the same adjustability and is mounted directly to the swingarm without the use of linkages. As you’d expect on a pumped-up motard, suspension travel is quite generous — 6.3 inches (160mm) in front and 6.1 inches (155mm) in the rear. Dunlop Sportmax Qualifier tires make contact with the pavement, but we’re slightly surprised to see a 180/55-17 rear tire fitted to the six-inch wide wheel instead of a 190. Up front lies a conventional 120/70-17.
European sportbikes are known for incredible stopping power, and that’s not lost on the Dorsoduro 1200. Dual 320mm rotors up front are clamped by four-piston, radially mounted Brembo calipers that are fed fluids via steel-braided hoses. Out back is a 240mm disc and a single-piston Brembo caliper, also with a steel line.
Aprilia offers ABS as part of its Aprilia Traction Control (ATC) system on the Dorso, though it isn’t as sophisticated as the system seen on the RSV4 APRC models, using only wheel-speed sensors to modulate the amount of intervention. That point is moot here, however, as our test bike wasn’t equipped with ATC.
The Roads Are A Playground

The motocross-style seat placed more than 34 inches high isn’t for the faint of heart, but it is reasonably padded. Oddly, the passenger grab-strap isn’t actually attached to the seat. Instead, it’s fastened to the subframe, which makes for an interesting wrestling match when removing the seat.

MO’s European correspondent, Tor Sagen, spent some time aboard the Dorsoduro 1200 during the model’s European introduction. Judging by his glowing initial reaction to the bike, it’s pretty clear the Dorso 12 is just as much of a riot on the other side of the pond as it is here.
But first things first: Tor is a little taller than the usual crew here at MO, and the Dorso’s high seat feels every bit its claimed 34.3-inch height. With my 5-foot, 8-inch frame and 30-inch inseam, the tips of my toes were just grazing the tarmac. “The Dorso’s seat is taller than just about anything without an MX nomenclature, so short riders who are tentative won’t enjoy riding it around town,” says 5-foot, 8-inch Duke. Another reason it’s not a fun “around-town mobile” is because of its fairly heavy clutch lever. After repeated clutch work through town, even strong hands will start to get tired.
That’s a small price to pay, however, for a machine that actually makes riding through town an otherwise enjoyable experience. If you’re like us, you may be tempted to hop a few curbs as you slice through some traffic, but isn’t that the beauty of a motard? As typical for this supermoto sub-class, the Dorso’s seating position is rather upright and relatively comfortable. Its anodized and tapered bars are up high and wide and give the rider plenty of leverage to maneuver pretty much anywhere. The pegs are positioned rather low, and the seat is cushy enough, though it borders on the narrow side.
While a machine like the Dorsoduro 1200 can ably carve its way through town, a bike like this thrives on tearing up tight roads. With its fly-by-wire throttle, Aprilia is able to equip the Dorso with three different ride modes to suit the rider and/or conditions. It’s adjustable by pressing the engine start button with a closed throttle and then toggling through the modes.

Elbows up and foot out. The Dorso begs to be ridden this way.

In Sport mode all 115 horsepower and 73.9 ft-lbs are readily on tap with sharp throttle response that borders on being too aggressive. This is fine for experienced riders with a deft throttle hand, but we actually preferred the slightly less sensitive throttle response offered in its Touring mode, which still delivers the same amount of peak power. Even though power delivery in the lower gears is a little more relaxed, there’s still plenty of grunt to squirt you out of sticky situations or paint a smile on your face. Or, to put it in terms hooligan types can better understand, Touring mode lets you modulate power wheelies easier.

The Aprilia’s rider-triangle is rather relaxed, and despite the relative lack of wind protection, the rider doesn’t become a sail at freeway speeds.

The system’s Rain mode considerably softens its power delivery, neutering an otherwise exciting ride. Perhaps it would be appropriate in super-slick, wet conditions, but it’s of no use in the dry. And if your skill level is such that you’d consider using Rain mode when it’s not wet outside, then the Dorso 12 is probably the wrong bike for you anyway. 
After seeing Tor wax poetic about the Dorso 12 from its press launch, I wondered to myself if his excitement was warranted. The answer is a clear “Yes.” With torque readily available from the V-Twin engine, twisting the throttle is not only met with a rush of speed, but also a throaty and muscular exhaust note. Despite being a knee-down sportbike guy at heart, I couldn’t help but stick my leg out when attacking corners on the Dorso. It exhibits a sure-footed nimbleness despite its rather heavy claimed dry weight of 457 lbs, which will likely push the 500-lb mark with it full of fluids. Credit for its responsiveness is due to its wide MX-style bars providing plenty of leverage and an agility-enhancing 180 rear tire.
One difference between this maxi-motard and its sportbike cousins is that the long-travel suspension helps to absorb bumps and imperfections in the road that would otherwise be unsettling on a sportbike. The downside, however, is that “sportbikes with tall suspensions can sometimes steer and handle oddly,” notes Duke. “But the Dorso turns in very neutral and responds just as you intend.”

Despite its considerable weight and relatively lazy geometry, the Dorso is rather agile and enjoys being manhandled.

Yep, the Aprilia is surprisingly nimble on its toes for such a heavy motorcycle. Both suspenders do a fine job of keeping the bike arcing along whatever line the rider chooses, and should the rider want to modify their line mid-corner, it’s fine with that, too. What’s more surprising is that the Dorso’s geometry numbers wouldn’t suggest such a nimble machine. With a 27.3-degree rake, 4.6 inches of trail and a 60-inch wheelbase, on paper it’s supposed to react much lazier. Good job, Aprilia. The only small niggle comes when sustaining big lean angles, like in fast sweepers. It’s here that the front Dunlop exhibits a sensation as though the carcass is flexing.
Of course with big discs up front and Brembo calipers biting on them, stopping the Dorso 12 is hardly a problem. The Brembos may not be monoblocs, which are all the buzz these days on sportbikes, but it doesn’t matter. They offer “the difficult combination of a firm, immediately acting lever without an over-abundance of initial bite,” says Kevin.  

The tidy gauge cluster actually reveals a lot. A large analog tach dominates, but the digital display has a speedo, clock, odometer, tripmeter (just one), engine temp, ride mode and gear-position indicator.

A One Way Ticket To... Fun!
By now you’ve probably guessed that we’re fans of the big Dorso. It’s such a hoot to ride that we can only ride it in small doses for fear of losing our licenses. That being said, we weren’t always goofing off during our time on board. We rode it in a wide array of environments, and one area we were not expecting it to shine was on the freeway. With a lack of obvious wind protection, save for a rather minuscule flyscreen up front, our testers were expecting to become sails at highway speeds. Surprisingly, the parachute effect wasn’t a major concern, even at speeds up to 80 mph, though your mileage may vary if your preferred helmet is an off-road lid and goggles.
Speaking of miles, don’t expect to get very many of them between gas stops. The Dorsoduro 1200 is a thirsty machine — we averaged just 30 mpg during its throttle-happy time with us. And with just a 4.0-gallon tank, you won’t get much past 100 miles before it runs dry. Being aware of gas station locations is mandatory.
Stylistically, the big Dorso is impressive to our eyes. “Aprilia really nailed the maxi-supermoto mold with this one,” Duke observes. “It looks butch and bad in its black cloak, and its slick componentry shows terrific attention to detail.”

Surrounded by flames, skulls and a coffin inside, I decided this was not the place I wanted to run out of fuel...

At $11,999 ($2000 more than the 750), you have to be nearly positive the “motard-on-steroids” category is the one for you, since the Dorso resides well within conventional sportbike territory. But if you’re looking for sportbike performance without the back-aching ergonomics, the Dorso should be on your short list of bikes.
Then again, perhaps you’re in the market for a machine like the Ducati Multistrada but can’t afford the $2500 premium for even the base model’s $14,495 MSRP (and that’s without bags). With an engine that provides very similar performance, all one would have to do is spend a little coin on an aftermarket windscreen and saddlebags for the Dorso, and you’ve got the poor-man’s version. Then you can use the savings on gas.
Whichever direction you decide to take, the smiles-per-mile ratio on the Dorsoduro 1200 will be quite high. 


Source : motorcycle.com

Read more »