Category: Aprilia

The Limited-Edition Aprilia RSV4 X Takes Things Up a Notch

Post author By Wade Thiel
Post date March 25, 2019

More Extreme, More Awesome

I kind of can’t believe it’s been 10 years since Aprilia introduced the RSV4. To commemorate the superbike, the company has decided to put out a limited-edition version of the motorcycle that is a truly dominant force. It takes what the RSV4 is and ups the ante.

During the 2019 Aprilia All Stars event at Mugello, Aprilia took the wraps off its new bike. Max Biaggi, the former WSBK and 250cc world champion, hustled the motorcycle around the track. The motorcycle is a true track monster. Thanks to numerous updates.

Aprilia started with the bike’s weight. It was able to reduce weight considerably by adding in more carbon fiber and aluminum. The fairing, fuel tank, brake and clutch levers, brake and engine pump guards, foot pegs, and more have all been lightened to make the bike faster. The Marchesini forged magnesium wheels also have an impact on weight. According to MoreBikes, Aprilia was able to trim it down to about 364 pounds.

Aprilia RSV4 X

As far as the engine goes, the Aprilia RSV4 X gets a 1,100cc V4 that’s been more than breathed on by Aprilia Racing. The team hand assembled the engine and fine-tuned it so it puts out 225 hp. The engine gets an Akrapovic exhaust system, MotoGP-spec air filter, and an ECU map specifically crafted for racing.

The gearbox is an Aprilia No Neutral one, meaning neutral is all the way at the bottom so that the shifts are quicker and smoother. The bike also gets some Brembo GP4-MS calipers and steel rotors with T-Drive technology.

Aprilia will make only 10 of the bikes to commemorate the RSV4 superbike. The new RSV4 X will cost 39,900 Euros, which is a little over $45,100. You can try to reserve the bike during the second half of April at Aprilia’s website.

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Aprilia Racers Days Track Program Announced

Post author By Wade Thiel
Post date February 13, 2019

Test Aprilia Motorcycles On the Track

Get ready for some fun. Aprilia is now offering what it’s calling Aprilia Racer Days. Basically, it’s seven track-day events where enthusiasts can come out and ride the latest Aprilia bikes in the environment they were built for. Aprilia says it wants to offer an experience with no stop signs, traffic signals, or automobiles to obstruct the sensation. That sounds pretty great if you ask me.

The company will have a fleet of V4 motorcycles on hand, including the RSV4 1100 Factory and the Tuono V4 1100 Factory for attendees to try out. Pirelli is a partner at the event and all motorcycles will have the new Diablo Rosso Corsa II tires. The events will be broken up into three 20-minute riding groups per hour. Those groups will be divided up based on riding experience.

The cost of the event is $225, except at Circuit of the Americas (Texas), which costs $450. The COTA event is the first one that Aprilia will hold on April 16. The company will hold the next event at GingerMan Raceway (Michigan) on April 29. The third event will occur on May 6 at The Ridge Motorsport Park (Washington). Fourth is Buttonwillow Raceway (California) on May 13. The fifth and sixth events occur on May 25 and 26 at the New York Safety Track (New York). The seventh and final event will happen on June 10 at Barber Motorsports Park (Alabama).

If you always wanted to ride some of Aprilia’s best motorcycles and fancy yourself a bit of a track racer, then the Aprilia Racer Days track program could be a great way to spend $225. I know I’ve spent more money on stupider things. If interested, sign up here, and fast. Aprilia says there’s limited space.

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You Can Now Pre-Order the Aprilia RSV4 Factory 1100

Post author By Wade Thiel
Post date February 6, 2019

High-Speed Racer? Yes Please

Do you know what your life is missing? An Aprilia RSV4 Factory 1100. Why? Because its 1100cc engine can make 217 HP at a screaming 13,200 rpm. That’s really all you need to know about it. That should be enough to get you to want to buy one, though there are many, many more reasons to do so. Aprilia just opened up pre-orders for the bike, if 217 hp sounds good, you can plop down $2,000 and wait for your bike.

The Aprilia RSV4 Factory 1100 is the most powerful and lightest-weight bike that the company has ever produced. The bike’s engine is the highlight for me, but it comes with a long list of other highly desirable features and equipment, including a remapped computer, better brakes, improved suspension, shorter wheelbase, new oil pump, longer ratios for the fifth and sixth gears, and a whole lot more.

With all those upgrades, you might be thinking the Aprilia RSV4 Factory 1100 will come with a high dollar price tag, and you’d be right. The MSRP for the model is $24,499. That’s just the starting price. I assume with some additional equipment or options Aprilia will be happy to increase it.

The company knows its an expensive bike, though, and as an incentive, it’s providing a $250 accessory credit or a pass to the Aprilia Racer Days to the folks who slap down two grand for a pre-order. While it’s a nice gesture by Aprilia, I doubt that small incentive will be the game-changer for many buyers. Still, if you have the money for one of these things, then you might as well take advantage.

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2018 Aprilia Shiver 900 Review

Post author By Gerry Cote
Post date November 12, 2018

#bearacer

As Naked Sport Bikes go, The Aprilia Shiver has been a contender since it’s launch in 2007 as a ride by wire 750cc machine. The 2008 Shiver SL 750 was reviewed by Web Bike World in August 2008.

This year, Aprilia gave the Shiver a new look and a new motor. An advanced traction control system was added to the Shiver as well as a state of the art 4.3” TFT Technology display.

The new motor represents a significant increase in power and torque.

I have been riding Harley Davidson bikes for the last twelve years and I felt it was time for a change. I had the opportunity to test out several new motorcycles this year and I really liked the handling of a naked sport bike.

I was at Blackfoot Motorsports in Calgary when the Shiver 900 caught my eye. I was in the market for a new bike and was looking at several different models. I sat on the Aprilia and I loved the way I felt on it. It spoke to me. I ended up trading my 2007 Harley Davidson FLHTCU on this new machine.

Specifications

Aprilia V90 Longitudinal 90 degree v-twin engine four stroke, liquid cooled, double overhead camshaft with mixed gear/chain timing system, four valves per cylinder.
70 kW (95.2 hp) @ 8,750 rpm
90 Nm (66.4 lb-ft) of torque at 6,500 rpm
Integrated Engine Management System with Ride-by-Wire.
Digital Electronic Ignition, integrated with the injection
100 % Stainless Steel 2 in 1 exhaust system with three-way catalytic converter and oxygen sensor.
Chain secondary drive
Three predetermined driving modes (Rain, Touring, and Sport)
Multi-Plate wet clutch, hydraulically operated
Modular tubular steel frame fastened to aluminum side plates by high strength bolts. Dismountable rear frame.
Kayaba upside-down front fork with adjustable hydraulic rebound, damping, and spring preload.
Aluminum alloy rear swingarm with stiffening truss. Hydraulic shock absorber with adjustable extension and spring preload.
Front brake consisting of dual 320 mm stainless steel floating discs. Radial four-piston calipers.
Rear brake consisting of a 240 mm stainless steel disc, single-piston caliper, and metal braided brake hose.
Continental two-channel ABS system
15L (3.96 US gal) Fuel tank capacity
Tires: 120/70 ZR 17 front and 180/55 ZR 17 Rear
Starting at CAD$ 9,995

First Impressions

My first impression of the 2018 Aprilia Shiver 900 was the way the styling of the bike makes it look aggressive yet refined. I loved the color and the stance. It was undeniably Italian and the attention to details was present throughout the motorcycle.

I sat on the bike and the seat was just perfect for me. I am 5’9” and the bike felt very comfortable.

The handlebars are in almost the perfect position for me. I did not feel like I was sprawled out on the tank and I also did not feel like I was sitting completely upright like on a cruiser. The seating position is very comfortable.

The tank is incredible! I love the width. The design is perfect for your knees to tuck up and the vents on the front give it an aggressive look.

The seat is very nice. It is comfortable and the attention to detail is amazing. I love that the red stitching on the seat is the same color as the frame of the bike

First Ride From The Dealer To My House

On the street, the Shiver 900 is an amazing ride. The linear power band gives you the sensation of control at all times. It is very smooth and precise. I loved the stability of the bike and the suspension is absolutely amazing.

I left the dealer on a very cold rainy day and I decided that I would try out the rain setting of the three driving modes. The bike performed wonderfully during my ride home. I was able to do a bit of urban riding along with some back roads going home.

One of the things that I really liked was the sound of this motorcycle. The exhaust is designed in such a way that both pipes come out directly under and behind the seat of the bike. The exhaust note is unlike any other bike on the market… It is refined, yet it still has the growl of a v-twin.

City Riding

As a city bike, the Shiver 900 is in its environment. It is nimble and able to perform in traffic the way a naked sport bike should. I was amazed at how well it handled as an urban commuter. It is extremely well balanced and this showed while riding at a slow speed. It was able to ride in traffic without any issues. It was very nimble when it came to avoiding potholes.

I was amazed at how nimble the bike is and how easy it is to ride.

The brakes are excellent on this bike. I really appreciate the level of responsiveness that the Shiver showed during city riding where you are required to brake on a regular basis whether to avoid another car or a pedestrian crossing the street. The front shocks are very well tuned and I did not feel the front end dip everytime I braked.

It was cold on the day I rode in the city; however, I am confident that the Shiver 900 will have no problem with overheating in the city. It is well equipped with an amazing cooling system.

Country Road Riding

The Shiver 900 is an amazing bike for twisties. It is very well balanced and the rear shock eats up what the road throws at it. It is extremely nimble and it feels very stable. It requires very little countersteer to get it to do what you want it to do.

I was able to test the touring setting on the Aprilia and what a difference the setting makes. It performed like a champ. The acceleration was really good and the bike was very responsive.

Given the bike is still in the break-in stage, I did not want to push it too hard; however, I was able to get a good feel for the acceleration and the handling of the Shiver and it was great. For me, the Shiver 900 is right at home on a country road and this is the type of riding I enjoy the most.

I was amazed at the amount of torque this machine has to offer. It is simply a pleasure to ride this bike.

The exhaust note of this bike when you are going down a country road is like music. I absolutely love the sound of a v-twin engine and this engine is a testament to the engineering that goes into manufacturing an Aprilia.

Time For Some Highway Riding

It was cold, but I knew I needed to go test out the Shiver 900 on the highway. I had my gear on, three-layer Cordura jacket, Cordura pants, and new gloves. I set out to see what this naked sport bike feels like on the highway.

The Shiver 900 did not disappoint on the highway.

I set the bike to sport mode and set out on Stoney Trail, the ring road that goes around the city of Calgary.

The motorcycle was extremely smooth in its acceleration. I was pleasantly surprised at how well the Shiver 900 feels on the highway. The wind is very present as one would expect on a bike without a windshield; however, the design of the bike seems to reduce the amount of wind in the helmet area. It was not unpleasant or overly turbulent to ride at highway speeds.

Passing a tractor-trailer was not a problem. I felt confident and the motorcycle has no issues with power in the low end, the mid-range, and at the top end. The Shiver does very well in all situations.

Riding Position

I was very comfortable on the Shiver 900. The seat is comfortable and at the right height for me. The handlebars are in the perfect position for me. I felt like I was in a very natural sitting position.

The foot position was very comfortable. I felt like I was in control of the bike the whole time.

Digital Instrument Cluster

The Aprilia Shiver 900 has an ultra-modern TFT technology display that features a large 4.3” screen that adapts to daytime and nighttime. The information is clear and easy to read. I like that the information is very clear and easy to read at a glance. The information was very visible during the day as well as in the evening.

Tires

The Shiver 900 comes equipped with Pirelli AngeI ST tires. 120/70 ZR 17 on the front and a 180/55 ZR 17 on the Rear.

These tires are designed for a sport touring application and I was really impressed at how well these tires performed on wet pavement. Especially given that they are brand new and have not been broken in yet.

These tires stuck on the road very nicely and I felt safe while riding on them.

Brakes

The brakes on the Aprilia Shiver 900 are awesome. While riding, there were two situations that required me to apply the brakes with some force. On both occasions, the brakes functioned flawlessly.

The brakes on the shiver 900 consist of dual 320 mm stainless steel floating discs. Radial four-piston calipers on the front and a 240 mm stainless steel disc, single-piston caliper and metal braided brake hose on the back with a Continental two-channel ABS system.

Mirrors

The mirrors on the Shiver 900 are great. They are fully adjustable and give a clear view of the back of the bike. I did not find that there was much vibration in the mirrors while riding.

Earlier this year, I reviewed a Ducati Monster 821. I felt that the mirrors on the Monster were not very good and that an adjustable mirror is a must. I was glad to see that the Aprilia mirrors are indeed fully adjustable.

Front Headlight

The Headlight on the Shiver 900 is very bright and has no problems illuminating the streets at night.

Exhaust

The Aprilia Shiver 900 features a stainless steel 2-1 system with three-way catalytic converter and oxygen sensor.

The exhaust note is refined yet guttural and in my opinion sounds absolutely amazing.

Conclusion

I like the Aprilia Shiver 900 a lot.

It is an amazing motorcycle and is a lot of fun to ride. The Shiver 900 is the quintessential naked sports bike. It’s light, nimble and has all the power you need. It has an aggressive look and comes with the pedigree of Aprilia’s 54 world titles. Price wise, it is an affordable motorcycle and very unique.

If I could change a few things about the Shiver 90, I would make heated grips a standard option. On a naked sport bike, the lack of a fairing makes it that your hands get extremely cold while riding. I mitigated this problem by adding a set of aftermarket heated grips to the Shiver.

The Shiver does have the option of installing a windscreen. The problem is that it is very expensive to purchase. I have purchased an aftermarket windshield to make my highway riding a bit more comfortable.

It comes with a 24 month, unlimited mileage warranty

I am fortunate to get the opportunity to ride different motorcycles on a regular basis for the purpose of reviewing. That being said, I chose the Aprilia Shiver 900 as my personal motorcycle. I love the look, the sound, the comfort, the performance and the handling of this bike and I would recommend this amazing motorcycle to my friends and family.

Aprilia Shiver 900 Image Gallery

2018 Aprilia Shiver 900 adjustable mirrors

2018 Aprilia Shiver 900 tank digital instrument

The post 2018 Aprilia Shiver 900 Review appeared first on Web Bike World.

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Starck Raving Mad? Customizing the world’s worst bike

Post author By Wesley Reyneke
Post date October 18, 2018

Aprilia Moto 6.5: Customizing the world’s worst motorcycle
Remember the Starck-designed Aprilia Moto 6.5? Many were so traumatized by its existence, they’ve struck it from memory.

The British website Visordown was particularly brutal in its appraisal: “Aprilia commissioned French avant-garde designer of the ’90s, Philippe Starck, to design a motorcycle. What they got was a crime against motorcycling.”

Aprilia Moto 6.5: Customizing the world’s worst motorcycle
It wasn’t just the Moto 6.5’s looks that counted against it. With power coming from the Aprilia Pegaso 650 cc motor, it wasn’t a particularly exciting ride either. Still, there are some fans out there—like Rick Geall. He’s the founder of Wreckless Motorcycles—a ‘pro-am’ shop in Northamptonshire, England, and he owns a Starck-designed toilet.

With a 1996-model Moto 6.5 in his garage too, Rick was trawling the net for modified 6.5s—of which there are understandably few—when he stumbled upon a rendering by the Australian graphic designer Michael Bretherton. He reached out.

Aprilia Moto 6.5: Customizing the world’s worst motorcycle
“This was the start of the direction the bike would take,” says Rick. “Get it sitting low and flat, and making—for want of a better expression—a street racer style bike. A mix of curves and angles, and more aggressive looking.”

“The egg shape frame, the Rotax motor and the oversized, curvy tank were to be the backbone of the build, to provide the echo to the original machine. Everything else was up for grabs.”

Brand new Showa forks designed for the Honda Hornet 600 were grafted on. Wreckless used a Hornet lower clamp and stem, and a one-off, hand-machined top clamp from a third party. It was designed to hold a set of Renthal clip-ons, and a recessed KOSO digital dash (and it reportedly cost an arm and a leg to make).

Aprilia Moto 6.5: Customizing the world’s worst motorcycle
To clean the cockpit up more, the guys relocated the key ignition to the toolbox. (Yes, the Moto 6.5 has a toolbox—it’s on the right, just below the tank.) They also fitted Renthal grips, Brembo controls, and a mirror and bar-end turn signals from Rizoma.

Out back, Wreckless installed a Bitubo shock, repainting the spring to match the rest of the graphics. The stock 18F/17R spoked wheels were ditched for a matching set of 17” alloy items from an Aprilia Pegaso Strada, shod in Michelin Pilot Power 2CTs. New Brembo brake calipers and upgraded discs were fitted too.

Aprilia Moto 6.5: Customizing the world’s worst motorcycle
Up top, Wreckless lopped off the subframe and fabricated a new one. Then they fabricated a new seat, sending it off to Matt at Herbert & Ellison for a new Alcantara cover. The swingarm was also lengthened by 55 mm, to give the bike a more stretched out, aggressive look.

The guys also fabricated a bunch of smaller parts to tie everything together. The side covers, rear splash guard, bash plate, under-seat tray and chain guard were all made in-house—along with the somewhat sinister-looking headlight housing. New aftermarket rearsets were fitted, and a relocated sidestand mount was fabbed up.

Aprilia Moto 6.5: Customizing the world’s worst motorcycle
Wreckless didn’t ignore the motor though. Iain treated it to a strip-and-rebuild, with new gaskets, seals and bearings. Every last fastener, washer, filter and plug was replaced, and every cable or tube neatly wrapped up.

The original bulky twin exhaust system was replaced by a custom-made two-into-one system from Alan at APH Engineering. It sweeps up, and flows into a stubby Akrapovič can.

Aprilia Moto 6.5: Customizing the world’s worst motorcycle
For paint, Rick went in the complete opposite direction from the OEM scheme. The fuel tank and a couple of other bits were given a carbon-like texture by Wicked Coatings in Dorset, using a hydrographic process.

As a homage to Starck himself, the bike was nicknamed ‘S±ARX,’ and the tank treated to a deep orange cross. Vinyl Revolution in Oxford whipped up some decals, including a ghosted Wreckless logo up top.

Aprilia Moto 6.5: Customizing the world’s worst motorcycle
“This bike was very awkward,” says Rick, “and challenging, and time consuming. But ultimately a lot of fun to do. The Moto 6.5 Owners Club in Italy likes it—that will do for me!”

Hang on a minute—there’s a Moto 6.5 owners club?

Wreckless Motorcycles | Facebook | Instagram | Images by Daniel Du Cros at Junction11 Studios

Aprilia Moto 6.5: Customizing the world’s worst motorcycle

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This ‘Yamaprilia’ is the Maddest Two-Stroke On The Track

Post author By Wesley Reyneke
Post date June 19, 2017

Two stroke Yamaha x Aprilia track day motorcycle
If you’re looking for a track day weapon, there’s a plethora of sportbikes that’ll fit the bill—straight off the showroom floor. But with such a saturated market, it takes something truly exotic to go fast and turn heads.

South African Gareth Evans knows this all too well; his track bike isn’t a brand spanking new Japanese or Italian. Instead, it’s a little bit of both—in the form of this maniacal two-stroke hybrid.

Two stroke Yamaha x Aprilia track day motorcycle
You’re looking at a Yamaha RZ350 motor, wedged into an Aprilia RS250 frame, and wrapped in a mix of hand-made and top-shelf parts. The project was three years in the making, but the seed was planted much further back…

“I grew up on two stroke motorcycles,” Gareth tells us. “I got my first Italjet for my first birthday, and by the time I was three I was churning up ruts in my parents’ garden. I was lucky enough that my parents gave me the opportunity to race bikes throughout my childhood, and supported my interest in bikes.”

“I have always loved two strokes for the sheer fun of the ride—they might not be the fastest around a track compared to the new four strokes with all of the new electronics, but they make up for it in feel, fun, sound and smell.”

Two stroke Yamaha x Aprilia track day motorcycle
“If you rock up at a track day with the newest superbike you might get one or two interested people. But when I pull this off the trailer at a track day you would not believe the interest—especially from the older generation who also grew up in the two stroke heydays.”

Gareth’s plan was to build a two-stroke racer that would not only look and sound good, but also have the performance to match. His thoughts initially turned to two legendary two-stroke powerplants—Suzuki’s RG500 square four, and Yamaha’s RD500. But after some research, he decided to go for a simpler and lighter twin.

“The Yamaha RZ option was a really nice compromise,” he explains, “with the ability to extract some real power out of the little motor without the weight and complexity of a four cylinder getting in the way.”

Two stroke Yamaha x Aprilia track day motorcycle
Picking a chassis was far easier; Gareth rates the Aprilia RS among the prettiest 250 production racer frames made, with some of the nicest suspension parts. What’s more, he’d seen this conversion done before.

Ironically though, he ditched all but the 2000-model Aprilia’s frame and swingarm, opting to upgrade the brakes, wheels and suspension. Up front is a set of race-spec Öhlins forks from a Ducati Panigale, matched to an Öhlins TTX rear shock. Since there’s no TTX unit that fits the RS specifically, Gareth had to fabricate his own bottom clevis.

Two stroke Yamaha x Aprilia track day motorcycle
The wheels are carbon items from BST, which needed slight mods to fit. And the brakes are race-spec Brembos, with floating 320mm discs and a RCS 19mm master cylinder. “I have a lot of bikes in my garage—including ones with really good production brakes,” says Gareth, “but these are absolutely ridiculous. It’s like throwing out an anchor!”

There’s also not much left of the Yamaha’s original engine—or rather, engines. Gareth started with four complete motors, and a brand new Banshee casing (identical to the RZ). But the casing had terrible casting marks, so he spent forty hours sanding and filing it by hand. Naturally, he then decided to replace all the internals.

Two stroke Yamaha x Aprilia track day motorcycle
Inside, you’ll find Athena barrels with Wossner pistons, a Hinson billet clutch with straight cut primary gears, a Hot Rods Stroker crank, upgraded bearings, an offset output sprocket, and a new adjustable ignition system. Plus there’s extensive porting and matching work on the cases and cylinders, and the engine is set up to run on low-lead Avgas. Whew.

The carbs are Keihin PWK motocross numbers, fed by BMC filters via custom intakes and V Force 4 reeds. The pipes are from Jim Lomas, and the radiator was dispatched from H20 Performance in Italy—a custom part based on a 3D model created by Gareth. There’s also a custom-made water expansion bottle hiding under the tank, with a Gilera Runner pressure cap.

Two stroke Yamaha x Aprilia track day motorcycle
Gareth is a fitter and turner by trade, with a background in mechanical engineering studies. So the number of one-off parts on this build is staggering: the triple clamps, neck pin, rear axle, swingarm pivot, and rear brake carrier were all machined from 7075 aluminum. Plus all the spacers and lock nuts.

Even the chain slider was CNC’ed from a polyethylene billet off a 3D model, since Aprilia no longer manufactures the original part. And every single nut and bolt on the bike is titanium.

Two stroke Yamaha x Aprilia track day motorcycle
For controls, Gareth fitted a set of Renthal clip-ons and Tyga rear-sets with subtle modifications. There’s a Domino quick-action throttle too, hooked up to a homemade, three pulley splitter system.

The wiring harness is all-new and all custom too, put together from the type of wiring used in aircraft and satellites—just to save a few extra ounces. It runs off an Aliant Lithium-ion battery, which Gareth has to charge at home, since the bike has no charging system. There’s a Stack ST700 gauge up top, in a custom aluminum housing.

Two stroke Yamaha x Aprilia track day motorcycle
Capping everything off is a homemade subframe, and a full complement of carbon fiber bodywork—including a tail section that would make Sir Mix-a-Lot proud (it weighs less than a kilo, by the way).

I honestly can’t figure out what I’d like more: to hear Gareth’s Yamaprilia at full tilt, or to see the reaction of track day sportbike owners when Gareth gets on the gas and reels them in.

Images by Gerrit Erasmus.

Two stroke Yamaha x Aprilia track day motorcycle

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This Aprilia-powered Brute is Not Your Average Shed Build

Post author By Wesley Reyneke
Post date February 16, 2017

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
Not sure quite what you’re looking at here? Neither were we when this brute muscled its way into our inbox. So we dug a little deeper.

Yes, it says ‘Aprilia‘ on the tin, but it’s not really an Aprilia. It just happens to be powered by a heavily reworked 998cc v-twin, taken from a crashed second generation RSV 1000 R.

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
This is a completely bespoke, hub-center-steered special—built by a guy named Shaun, in a shed in north England. Oh, and just so that we’re clear, Shaun doesn’t build bikes for a living; it’s his hobby.

“I’d never ridden a center hub-steered bike, and no-one would lend me one,” says Shaun, who asked us to withhold his surname for the sake of anonymity. “I’d read quite a bit about them, and wanted to see for myself what it was all about…and I like making stuff.”

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
“Start to finish the project has taken three years—However, this includes an 18 month break, while I moved house and workshop. All parts, other than engine and some ancillaries, are made in my home workshop—which is just 18 feet square, but full of tooling.”

“Most of my machine tools were bought at auction and restored by me. My CNC mill I converted from manual to CNC about 14 years ago—most of the electronics are home made. Other stuff’s been collected over the past 40-odd years.”

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
“Some of my methods may seem unusual, but this is usually dictated by my equipment—or lack of. My philosophy is simple: make as many of the parts as I can myself. If I can’t make it, then redesign it or make a tool so I can.”

Shaun’s process includes some CAD design, CNC and manual machining, and various other fabrication methods. So his hands formed everything you’re looking at here—right down to items like the master cylinders and radiators.

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
For the steering design, Shaun took cues from the godfather of hub-center steering: the late Jack Difazio. The swingarms are made from oval T45 tubing, and are mated to 7075 billet axle boxes at both ends.

“These axle boxes are easily changed,” explains Shaun, “allowing wheel base and front and back weight distribution to be altered. The steering setup is one of three I intend to try—please bear in mind, this an experimental bike.”

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
The top tubing part of the chassis is made from Inconel—a corrosion-resistant superalloy. “I had some left over from another job,” says Shaun, “and it allowed me to make modification by welding, because it didn’t need painting.” The main chassis section has been machined from 6082 T6 aluminum.

Among the rare parts that Shaun didn’t make are the shocks. These were custom-built for him by Mike Capon of M Shock. “These are simply superb,” says Shaun.

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
The wheels are Yamaha R1 units, but the front’s been modified with a hand-made hub. The R1’s Tokico calipers were originally fitted too, but they’ve since been replaced with a Brembo items.

Even the cooling system is a one-off. “This was my biggest worry,” says Shaun, “but it turned out to be OK.” Pace Performance supplied the radiator cores, while Shaun made the end and header tanks, and a new water pump housing.

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
Naturally, the donor engine’s had some work done too. “I’ve modified the engine quite a bit,” says Shaun. “This includes mods that allow me to run the Gen 1 electrics, which are better for tuning purposes.”

For bodywork, Shaun fabricated an aluminum tank and tail, which were painted satin black and given a carbon fiber finish. We’re usually not fans of faux carbon, so we’re laying down the gauntlet, and challenging Shaun to shape his own carbon parts next time.

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
Admittedly, that’s a bit cheeky, since Shaun’s even gone to the trouble of designing and building his own controls and master cylinders, and other bits like the rear-sets and yokes. All critical fasteners are titanium, and the rest are a mix of 8.8 or stainless steel.

So after all that, what’s it like to ride? “To be honest, first time out I thought I’d ride it down our back lane, feet down, to sort of get a feel for it,” says Shaun. “However after about ten feet, both feet were on the pegs—I rode to the end of the lane and turned right onto the main road, and rode it round a four mile circuit, doing four laps the first time out.”

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
“The only thing I can say, is it was unsurprising! Other than it doesn’t dive under braking, it steers quite neutral—but one thing that became apparent was the rear being too hard, so this has since been changed.”

He’s since put another three thousand miles into the bike. “Over this time I’ve made a few adjustments to suspension setup and steering, rake, trail, ride height, etcetera. This was done more to find out how it reacts to changes, rather than to improve things. After doing these changes it was pretty much put back to how it was initially setup!”

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
“All up weight including fluids is 178 kilos (393 pounds), with the weight distribution 51% to 49%, front to rear. It was tested by Performance Bikeslast summer, and they stated in the magazine, ‘It’s the best special we’ve ever tested.’”

Shaun’s not done though. He’s working on incorporating the clutch and brake fluid reservoirs into the handle bar stubs, and making a new rear suspension rocker to bring the rising rate down. “The other steering systems I have in mind may or may not get done,” he says, “depending on mood and time.”

Not your average shed build: An Aprilia-powered brute with hub-center-steering.
As for other projects, there’s a Velocette Venom on his bench that’s almost fully restored, but he’s not sure what’s after that. “Possibly my take on a Hossack front end,” he quips, “or another bike like this one, but with an RSV4 engine and some other changes.”

“I’m sort of waiting for inspiration. Any suggestions?”

Images by Chippy Wood.

Not your average shed build: An Aprilia-powered brute with hub-center-steering.

Aprilia EICMA 2016 Faster and Faster Motorcycle News News

2017 Aprilia Dorsoduro 900 unveiled at EICMA

Post author By Sameer Kumar
Post date November 11, 2016

For 2017, the Aprilia Dorsoduro is back in a new, 900cc avatar. And it's even wilder, more supermotard-y than ever before. Should be a mind-blowing ride…

The Aprilia Dorsoduro 750 was introduced back in 2008, while the Dorsoduro 1200 arrived in 2010. The 750 is no more (not too sure about the 1200 though) and in its place we now have the new Dorsoduro 900, which has been unveiled at the EICMA, in Milan. This new supermotard from Aprilia is powered by a Euro 4-compliant 900cc V-twin, which pumps out 95 horsepower and 90Nm of torque. A new and more powerful Marelli 7SM ECU and a full ride-by-wire throttle management system keep the power delivery smooth and consistent, and ensure that the engine always works at peak efficiency. The three riding modes (sport, touring and rain) further optimise power delivery as per riding conditions and rider preferences.

The 2017 Dorsoduro 900 is equipped with a new three-level traction control system, which limits rear wheel spin by controlling ignition and injection throttle valves. This traction control system, which can be disabled by the rider, is linked to the bike’s Continental two-channel ABS that has been designed for sporty riding. Still, the ABS can also be turned off completely by the rider. Other notable bits on the 900 include its colour TFT digital instrumentation, optional AMP (Aprilia multimedia platform) kit that connects a smartphone to the bike to provide tons of (useless?) information, redesigned steel tube trellis frame with aluminium lateral plates, new 41mm Kayaba USD fork and new monoshock (both adjustable for preload and rebound damping) and newly designed 17-inch split-spoke wheels that are 2kg lighter than the old Dorsoduro 750’s hoops. Braking hardware on the 900 comprises twin 320mm brake discs with 4-piston radial-mount calipers at front, and single 240mm disc at the back.
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Aprilia EICMA 2016 Faster and Faster Motorcycle News News

2017 Aprilia Shiver 900 unveiled at the EICMA

Post author By Sameer Kumar
Post date November 9, 2016

Yes, the 2017 Aprilia Shiver 900 might be competent, but why would anyone want one?!

Remember the Arilia Shiver 750, which was launched a few years ago and then disappeared into obscurity? No? Well, we didn’t, either. But for some reason, it’s back for 2017 and has grown from 750 to become a 900. The Shiver’s claim to fame is that it was the first production bike fitted with ride-by-wire throttle management, which has now become commonplace. With its new Euro 4-compliant 896cc V-twin, the Shiver now packs 95bhp and 90Nm of torque, which is nice. There’s a new 4.3-inch colour TFT display (borrowed from the RSV4 / Tuono V4 1100), 2-channel ABS, smartphone connectivity, an advanced traction control system, redesigned exhaust system, steel-tube trellis frame (with aluminium lateral plates and aluminium swingarm) and, of course, ride-by-wire…

The 2017 Aprilia Shiver 900 also gets a new 41mm Kayaba fork that’s adjustable for rebound damping and spring preload, while the rear monoshock is offset to one side, is pivoted directly to the swingarm and is adjustable for spring preload and rebound damping. The bike rides on 3-spoke, 17-inch alloy wheels, shod with 120/70 (front) and 180/55 (rear) tyres. With twin 320mm brake discs and radial-mount calipers at front and a single 240mm disc at the back, there’s more than enough stopping here too.

A host of touring-oriented accessories are also available for the new Shiver, including a comfort saddle, side panniers and seat bag. The Aprilia Multimedia Platform (AMP) is available as an optional extra and offers Bluetooth connectivity and the ability to share and manage riding data. Which is all good, but we still don’t know why this bike is here at all? What does it do particularly well? Who is aimed at? If Aprilia wanted to add a more accessible, affordable naked sportsbike to their line-up, maybe they should have done a Tuono 800 instead of a Shiver 900? No, we just don’t get the new Shiver.

Aprilia Faster and Faster Intermot 2016 Motorcycle News News

2017 Aprilia RSV4 RR, RSV4 RF unveiled at the Intermot

Post author By Sameer Kumar
Post date October 4, 2016

With 201bhp from its 999cc V4, the 2017 Aprilia RSV4 RF is not to be messed with

Hot on the heels of the 2017 Tuono V4 1100 comes the new, 2017-spec Aprilia RSV4 RR and the range-topping RSV4 RF superbikes. New colours and graphics, a Euro 4-compliant 65-degree V4 engine, and updated electronics (full ride-by-wire throttle, cornering ABS and traction control etc.) make the RSV4 faster than ever before. And like the new Tuono, the RSV4 also has three engine maps – sport, track and race – which optimise power delivery and electronic safety aids’ intervention levels as per the rider’s choice. Colour TFT display for the instrumentation and V4-MP (optional on the RSV4 RR, standard on the RF) multimedia platform that lets you connect your smartphone to the bike via Bluetooth are the other interesting bits on the 2017 RSV4 duo.

The RSV4’s Euro 4-compliant engine produces 201 horsepower at 13,000rpm and 115Nm of torque at 10,500rpm while a new ECU provides more efficient engine management. The bike also gets a new exhaust system with double oxygen sensors, while the earlier RSV’s variable timing intake ducts were deemed unnecessary on this latest version and have been done away with. Additionally, the 6-speed gearbox has now been given a ‘linear sensor’ that’s said to improve shift action. The 2017 Aprilia RSV4’s fully adjustable aluminium beam frame remains largely unchanged, while the RSV4 RF now gets top-spec Öhlins NIX fork and TTX shock, Öhlins steering damper and 17-inch forged aluminium wheels. The braking system now comprises twin 330mm steel brake discs at the front, with Brembo monobloc M50 callipers.

Optional extras for the 2017 Aprilia RSV4 include an Akrapovic exhaust, Öhlins shock (for the RR), and a host of carbonfibre and billet aluminium add-ons. The V4-MP multimedia platform, which offers smartphone connectivity, is also available an optional extra for the RSV4 RR. For Max Biaggi-wannabes, the new RSV4 RF (or, if you’re on a tighter budget, the RSV4 RR) should be the bike to get.