Aprilia Dorsoduro

WHAT WE LIKE

NOT SO MUCH

OVERVIEW
If Aprilia's all-new RSV4 superbike is its 2009 version of bullion, I reckon I've found the company's nugget - the absurdly enjoyable Dorsoduro supermoto.

Based on the Shiver nakedbike template, the Dorsoduro - Italian for "hard ridge" - is Aprilia's 'soft' supermoto machine - not in the high-spec league of the SXV 450/550 racers, but one that comes with all the practicality, reliability, comfort and easy handling of a roadbike.

Aprilia has been a supermoto player for a long time now, and it has world championships to show for its commitment. That success doesn't come on a whim and, while the Dorsoduro is certainly not a thoroughbred racer, the end result is something that is unambiguously about pure enjoyment.

Funnily enough, I'm in the Dorsoduro's target market -- for age anyway. The literature also mentions being "well off" and "single", where I fail miserably on both counts.

Aprilia reckons the Dorsoduro requires "courage, passion and riding experience" to fully appreciate what's it's all about. That's pretty close to the mark, albeit with a tinge of hyperbole, as the machine is certainly not a perfect fit for everyone.

The Dorsoduro's opposition is evenly split between big-bore single-cylinder and twin-cylinder fare, but there's one bike which it would certainly love to touch up - Ducati's 1100c Hypermotard.

The air-cooled Hypermotard made a spectacular global entry last year with a photo of then Ducati world superbike rider Ruben Xaus all crossed up - riding one handed.

It made magazine covers all over the world - probably in more deference to the photo than the quality of the tackle.

The modular strategy is a sound one, not just because the Shiver is a great bike, but it also means the Dorsoduro is not a massive clean-sheet investment for Aprilia - itself owned by the massive Piaggio Group.

The 90-degree fly-by-wire V-twin engine on the Dorsoduro produces 92hp at 8750rpm, slightly less than the Shiver's 95hp at 9000.

But here's the fun part - maximum torque on Mr D is produced at 2750rpm less than the Shiver, which you've just gotta love. That's 82Nm at 4500rpm, as opposed to the Shiver's 79Nm at 7250rpm.

Fifth and sixth gears on the Dorsoduro are shorter than the Shiver.

Selectable from the handlebar, there are three power modes on the Dorsoduro: Sport, Touring and Rain. Power is the full, no holds barred delivery, which is softened ever so slightly in Touring mode. Rain is as you'd expect - a mere shadow of the first two, taking a large chunk of the power and torque curves with it.

The Dorsoduro retains the Shiver's trellis frame, but it's a lot narrower so riders can really grip the sides of the bike with their legs.

Aluminium is the order of the day on the trellis side members and swingarm, with the latter claimed to be 3kg lighter than the Shiver's due to a different casting process. That also accounts for the entire 3kg weight difference between the two bikes.

The lower unsprung weight on the Dorsoduro's also presumably centralises mass, which should make the steering even more crisp.

Geometry is something Aprilia knows all about from its supermoto racing program, and on this score the Dorsoduro moves away from Shiver template and towards the SXV450/550 radar. The wheelbase is 1505mm, rake 26 degrees and trail 108mm. Seat height is a manageable 870mm.

The bike tracks on 43mm USD forks with preload and rebound adjustment. The rear shock is laterally mounted with preload adjustment. The position of the shock allows the exhaust unfettered access to the underside of the bike.

The radial brakes grip on wave discs front and rear, finishing off a clean, uncluttered and 'fast' look.

The Dorsoduro is available in red or black, at $15,990 (plus ORC). As for its opposition, the base Hypermotard is $18,495, with the up-spec 'S' model $21,995.

ON THE ROAD
I picked up a case of the Peter Garretts on the Dorsoduro - I just couldn't stay still and some of my moves were a little unorthodox. By the way, I'm talking about Peter Garrett the musician, not the politician…

I 'blame' the Dorsoduro for all of it, as it just implores you to have fun - all the time. Even commuting is something that is reduced from a chore to enjoyment as the next corner is sized up well in advance - and some roundabouts are just minor nuisance value with the long suspension travel.

To say it's an energetic ride is an understatement, so it's just as well the 12-litre fuel tank only allows for about 150km between stops. You'll need a regular breather if you really push the envelope.

Just a word of warning when refuelling: watch out for a nasty splash of petrol when you first pull the trigger.

It's certainly an intoxicating ride, with the aggressive seating position - the rider is wedged against the tank - and robust footpegs laying the foundation for some wild antics.

The bike delivers a pleasant V-twin pulse, and the bulk of the torque is where you want it. With peak torque below 5000rpm, that's not a surprise, and it's one of the Dorsoduro's most endearing features. It even makes open-road travel palatable - even allowing for the lack of bodywork.

In the city the Dorsoduro is a compelling ride. Aprilia says it's not really a commuter, but I beg to differ the way it carved up traffic during the week I spent with it. For a start it's super slim, especially through the tank and seat; it's got an upright seating position; it's agile and easy to ride; there is plenty of steering range; it's got an intoxicating engine; and there's an efficient gearbox, despite a few false neutrals.

The fuel injection is quite good, although my test unit was occasionally a little snappy off a closed throttle.

One quirk on the Dorsoduro is the odd location of the high beam switch, just above and right of the left-hand grip. I accidentally flicked it on a few times with my puffy winter gloves, much to the chagrin of the vehicles in front of me.

On another occasion, I hit three bumps in quick succession on a highway exit ramp, and a "service" warning immediately appeared on the LCD screen. I'm not sure whether it was a glitch, although it meant all the other computer functions, such as the trip meters and fuel consumption, could not be accessed until the system righted itself.

The steering on the Dorsoduro is wonderfully neutral, and it responds to all rider inputs. As I've already suggested, it just loves to play hard, although I wasn't about to try out the typical supermoto opposite lock shenanigans. I'll leave that to the SXV set.

There it is - one of the biggest adrenalin rushes I've had on the road in a long time. The Dorsoduro is homologated as a two-seater, but why would you want to?