Yamaha MT25 allegedly followed the generation Naked bike MT-09 and MT-07

Yamaha Motor Indonesia officially issued Yamaha MT-25 Indonesia 2015 on June 6, 2015, in the area Epicentrum Kuningan, South Jakarta. Yamaha MT25 allegedly followed the generation harga yamaha mio m3and MT-07, which has had famous names in its class. Naked version of the YZF-25 is carrying the slogan “Lord of the street“, we taste too controversial. May be limited to just a marketing strategy, make people curious is their duty. Trying Indonesia market share in the 250cc class Naked bike, which had previously been owned by Kawasaki Z250SL that does not yet exist motorcycle rivals in the class. Yamaha MT 25 Indonesia presents some advantages and latest performance, design impressed stocky body that reinforces the hallmark of family MT. 

Reviews, Specs and Price of Yamaha MT-25 Indonesia 2015. Silver blue color. 

Other MT characters are attached to the MT-25 is the futuristic design of the headlamps are coupled with LED lights at the rear. For other features, namely; pure street naked bike, maneuverability aggressive handling, and high-performance engines. Quite similar to the generation of others MT. Indonesia became the first country to launch the Yamaha MT-25, where the production of Naked bike MT 250 is in Yamaha Motor Indonesia.

“It is heartening, Indonesia was chosen as the first manufacturer. Because Indonesia has a factory with good quality. So the production is believed to be the source of the MT-25 motorcycle. Moreover, why in Indonesia? Because, we have the facilities and human resources are good.” Dyonisius Beti said, executive vice president of PT Yamaha Indonesia Motor Manufacturing (YIMM).

Plan ahead of Yamaha Indonesia, that the MT-25 will be exported to many countries, such as Japan and countries in Europe, Australia, and ASEAN. “Regarding the Yamaha MT-25 Indonesia in 2015 are exported to foreign countries, there is no difference with the sale in the local Indonesian. Just follows the rules that apply in each country”. Added Mr. Dyon.

Source pict: Mr.Taufik TMCBlog.com

Reviews, Specs and Price of Yamaha MT-25 Indonesia 2015

Naked bike Yamaha MT-25 Indonesia 2015 was introduced as the MT-series family, the latest revolution of Yamaha for the category Sport-bike (NakedVolution). In general, the MT25 is almost the same as R25. When you see a Yamaha YZF-R25 without fairing, it can be imagined that it is the MT 25. Specifically, spare parts of these two types of Sportbike is certainly the same. Appearance fierce looks of handlebar width, engine guard, Shroud on the right and the left side of the tank and radiator. Design chairs made comfortable for bikers more upright position, making it easier to control when maneuvering. The headlight shape is a small and flat style of MT-series is pretty cool, unfortunately, the design was less frightening.

1. Engine
Performance Yamaha MT-25 is powered by a 250 cc volume with a 2-cylinder, DOHC, 8 valves, fuel injection is capable of producing 2.6 kW at 12,000 rpm and a maximum torque of 22.6 Nm at 10,000 rpm. Engine power is distributed to the gearshift system and exhaust 6-speed transmission with a compact sporty design, equipped with the O2 sensor and catalytic converter that produces environmentally friendly exhaust gas.

2. Frame
Applying the framework of the type of diamond (truss frames), following frame types are in use on the MT-09 and MT-07. We think, will continue to apply the framework of the type Delta-Box as the Yamaha MT-125. It looks like the Yamaha Indonesia wants to make new breakthroughs, with little left characteristic type of frame “Delta Box” for local Yamaha motorcycle sport. dan juga harga yamaha mio m3

3. Fuel tank
The new tank design with a muscular appearance, stylish and aerodynamic. The motard style cover is decorated with a cool tank, capable of making the attention of every eye that sees. This affection is not a full tank, just a box wrapped with a display tank in such a way to form a gas tank cool.

4. Wheels
Tire size widest in its class, front 110 / 70-17 Inch and rear 140 / 70-17 Inch. Using a type of aluminum alloy wheels, size 4 “x17 M/C for the rear tires and 2.5″ x17 M/C for the front tires. Wheel braking system is fitted with a double disc brake for powerful stranglehold level.

5. Shroud and Hyper under cowl
Motard style into the character of the Yamaha MT-25 Indonesia 2015. Combined with 3 attractive color options MT-25, namely; strike black, silver blue, and red rage.

6. Digital Speedometer
Multi-function speedometer MT-25 is also equipped with an integrated menu in it, such as; shift timing light, gear position, clock, odometer, analog meter, trip meter, fuel trip meter, instant fuel economy, average fuel economy, oil change indicator, oil pressure, temperature meter, neutral indicator, engine trouble warning light and self-diagnosis.

7. Price
Currently, the price is Yamaha MT 25 in the area of ​​Indonesia about $ 3,485 On the road. Very fantastic price, thus confusing the competitors from other motorcycle brands. Such as Kawasaki and Suzuki GW250 Inazuma Z250, both priced at approximately $ 3637 (GW250) to $ 3,864 (Z250). Hefty price distance away, around $ 200-300 you can use for other purposes. But we think the price was reasonable because the Yamaha MT-25 Indonesia 2015 Naked bike in local production while the Z250 and GW250 there are some parts that are imported from Thailand and Japan. Yamaha MT-25 has a weight of 165 kilograms claimed to be the lightest bike in its class. The same also applies for the suspension because it has a larger size and equipped protector. The following data sheet specifications Yamaha MT-25, sources of Yamaha Motor Indonesia.

Data Sheet Yamaha MT-25 Indonesia 2015

Dimensions

Length x Width x Height: 2090 mm x 745 mm x 1035 mm

Wheelbase: 1380 mm

Lowest distance to the ground: 160 mm

Seat height: 780 mm

Weight content: 165 kg

Fuel tank capacity: 14 L

Engine

Type of engine: 4 stroke liquid-cooled, DOHC

Diameter x Stroke: 60.0 x 44.1 mm

Compression ratio: 11.6: 1

Maximum power: 26.5 HP / 12000 Rpm

Maximum torque: 22.6 Nm / rpm 10000

Starter system: Electric starter

Lubrication system: Wet

Engine oil capacity: Total = 2.40 L; Periodic = 1.80 L; Replace oil filter = 2.10 L

Fuel system: Fuel Injection

Type clutch: Wet, manual clutch, multi-plat

Transmission Type: Constant mesh 6-speed

The pattern of transmission operation: 1-N-2-3-4-5-6

Frame

Frame type: Diamond

Front suspension: Telescopic

Rear suspension: Swing arm

Front tire: 110 / 70-17M / C (54s)

Rear tire: 140 / 70-17M / C (66s)

Front brake: Single disc brake

Rear brake: Single disc brake

Electrical

Ignition system: TCI

Battery: GTZ8V

Type of spark plug: NGK / CR9E

The emergence of the Yamaha MT-25 Indonesia 2015, making the bikers homeland wide range of opinion and give reasons. Some are of the opinion that the MT25 less deserve to go to the MT-series family is more suitable in the FZ-series, headlamp model is less frightening, killer Z250, Z250 is not as cool as, the type of order is no longer “Delta box” as a characteristic of sport-bike Yamaha Indonesia, and so forth. Every opinion local motorcycle enthusiasts may be different or maybe you have a different opinion about Naked bike Yamaha MT-25 Indonesia 2015 this latest? it is legitimate. But, we suppose it all depends on individual taste, then you want to modify it or not, let the facts on the ground that the sale MT25 prove its superiority compared to other brands. Yamaha NakedVolution is here now.

The 2016 HONDA CRF450R

The 2016 CRF450R didn’t receive nearly as many changes as last year’s 2015 model, which got a significant overhaul. Here’s a brief recap of the previous upgrades that carry over on the 2016 machine. In 2015 Honda eliminated the exhaust exiting the left side of the head and went with the more traditional exhaust out of the right hand side. Engine refinements, along with exhaust and mapping changes boosted the 2015’s power over the 2014 version. Another big update last year was the addition of a second generation KYB PSF2 air fork, which featured high- and low-speed compression adjustment and new internals. The 2016 CRF450R’s upgrades are more subtle and this is MotoUSA’s first impression.

2016 Honda CRF450R Updates

The list of changes for 2016 might not be long, but they are focused on improving stability and bettering balance overall. The fork lower legs are 5mm longer but retain the same amount of travel. This change is to add overall stability and take a little weight off the front of the bike. The shock linkage has also been changed to work better with the longer front fork and improve rear wheel traction. Both the fork and shock have revised internal settings to go along with the outer changes. The damping adjusters on the shock and fork now use eight clicks per rotation instead of four, giving the rider more ability to fine-tune suspension settings. The chain roller decreased from 38mm to 34mm and Honda says this allows the swingarm to travel farther before the chain contact with the roller restricts movement, thus improving overall traction.

Out In The Dirt

Without any changes to the engine, the 2016 Honda CRF450R power feels just like the 2015. As we ride the 2016 CRF450R at different tracks and in different conditions we will be able to determine if the suspension changes improve the already good rear wheel traction. At Pala Raceway the 2016 Honda CRF450R hooked up very well, providing great forward bite and consistent rear wheel feel to the ground.

Part of the Honda’s ability to drive forward is the smooth power, which some perceive as a lack of power. Honda makes it very easy to change the power characteristic via the map switch button on the right-hand side of the Renthal handlebars (the only 450 with 7/8-inch handlebars). It allows the rider to switch between three engine power maps, on the fly, while riding. One flash is standard, two flashes indicate the smooth setting (for use on slick surfaces or for riders that want more mellow power delivery) and three flashes indicates the aggressive setting.

The 2015 CRF450R had a tendency to feel a bit nervous at high-speed, a trait that could be improved by dialing in the Honda Progressive Steering Damper (HPSD). The HPSD works in conjunction with the suspension to increase steering precision under braking, accelerating, or cornering. We found on the fast sections at Pala that a few clicks in on the HPSD helped the 2016 stay in a straight line without affecting cornering. So far we feel like the changes to the 2016 CRF450R improve stability, but again we will learn more as we spend time riding and testing.

Cornering is still a strong point for the 2016 CRF450R thanks in part to the light overall weight of the bike and the smooth power that keeps consistent traction throughout the corner. Overall the suspension is what a lot of riders would call plush, which again helps cornering and allows the bike to settle into the corners. Heavier riders, over 190 pounds, will probably find the shock to be soft. Previously, remedying this is was as easy a spring change, but with the air forks, adjusting for larger or lighter riders is as easy as adjusting air pressure.

The Bottom Line

With only one day so far on the 2016 Honda CRF450R at Pala Raceway we feel the subtle suspension changes Honda made improve the overall balance and feel of the CRF450R. Straight line stability is good and the great cornering ability Honda is known for is still there. We will learn a lot more about the 2016 changes as we move towards a shootout and log many more hours the 2016 Honda CRF450R, taking it to a variety of tracks. One day at one track is good for an initial impression, but we have many more hours of testing to come.

Second Opinion   Kai Mukai 5’5”/140 lbs/ Intermediate

I really like the overall handling of the 2016 Honda CRF450R and the way it corners. The suspension is pretty plush, even for me at 140 pounds. Stability is also improved with the 2016 changes to the fork and shock linkage. I rode it at Pala Raceway, which has some pretty big jumps and areas where you can really let the power work. The power is smooth but I’d like to have a little more, especially right off the bottom to help pull me out of the corners better.

CRF450R Suspension Settings
Fork
Air Pressure: 35 psi
L/S Compression: 20 (Turns out)
H/S Compression: 22
L/S Rebound: 25
H/S Rebound: 27
Shock
Sag: 105mm
L/S Compression: 20
H/S Compression: 19
Rebound: 22

Highs

• One of the lightest 450s
• Very smooth usable power
• Improved stability and balance

Lows

• Engine not as exciting as other 450s
• Small feel for tall riders

2016 Honda CRF450R

Engine: Single-cylinder four-stroke

Displacement: 449cc

Bore x Stroke: 96.0mm x 62.1mm

Compression Ratio: 12.5:1

Transmission: 5 speed

Fuel System: Keihin 46mm throttle body

Final Drive: 13/48

Cooling: Liquid-cooling

Clutch: Wet Multi-Disc

Front Suspension: 48mm KYB PSF fully adjustable, 12.2 inch travel

Rear Suspension: KYB fully adjustable, 12.4 inch travel

Front/Rear Brakes: Disc Brake 260mm/240mm

Front/Rear Rims: 1.60 x 21”, 2.15 x 19”

Front/Rear Tires: 80/100-21; 120/90-19 Dunlop MX52

Silencers: Aluminum

Wheelbase: 58.8 inch

Ground Clearance: 13.1 inch

Seat Height: 37.6 inch

Tank Capacity: 1.7 gallon

Weight (with fuel), Approx: 243 pounds

BMW debuted its Concept 101

BMW debuted its Concept 101 today at the Concorso d’Eleganza at Villa d’Este, Italy. Designed and built by BMW and Roland Sands Design, Concept 101 is touted as a touring motorcycle, a performance bagger powered by a six-cylinder, 1649cc engine teamed to a relaxed, all-day riding position.”The Concept 101 opens up a new chapter in the history of our concept bikes. It is the BMW Motorrad interpretation of endless highways and the dream of freedom and independence – the perfect embodiment of ‘American touring.’ Designing this big touring bike study was amazingly exciting for us because we haven’t been involved with a motorcycle concept like this before. To me, the Concept 101 is the epitome of elegance, power and luxury on two wheels,” said Edgar Heinrich, Head of BMW Motorrad Design, in a press release.

There’s no doubt the Concept 101 targets the U.S. market as company PR states the 101 stands for the engine’s 101 cubic-inch size, “the American unit of measurement for cylinder capacity.” The press release further states it was built at the design studios of the BMW Group subsidiary Designworks in Newbury Park, California, just off historic Highway 101.

The six-cylinder engine of Concept 101 currently powers BMW’s K1600GT sport-tourer. With abundant torque available early in the powerband, the six-cylinder producing a claimed 129 lb-ft at 5250 rpm, it will suit the cruiser-tourer segment well. Dual tailpipes with three chambers will “ensure the appropriate sound, making the potential of the 6-cylinder engine audible.” American riders love the rumble of their pipes, another indicator of the Concept 101’s target audience. Much of the machine’s inner workings are exposed thanks to Roland Sand Design’s Clarity-style covers, and the clutch cover, timing chain cover and wheels all fly the RSD logo.

The big front wheel is also a common trend in the American bagger scene, and Concept 101 sports a healthy front hoop. Of course, the BMW bagger will benefit from the Bavarian marque’s performance bend, as dual rotors handle braking duties on the front. We wouldn’t be surprised to see it equipped with Duolever suspension, too.

The bodywork is an interesting combination of brushed aluminum, carbon fiber, and milled wood. A low-seated smoked windscreen slopes back to an instrument panel complete with an integrated audio system, and boomin’ sound systems are another tip at its intended target. The hard saddlebags look fairly capacious and are styled to continue the flow established by the front bodywork. An upright riding triangle is formed by a large leather seat, mid-mounted footpegs and what look like RSD ProStep Handlebars.

BMW’s Concept 101 is obviously road-ready, so the million dollar question is when will BMW turn prototype into production? It would be the perfect motorcycle to pit against Honda’s Gold Wing F6B, the other performance bagger on the market. Hopefully we’ll be bringing you a BMW 101 Bagger First Ride article in the near future.

Aprilia RF-1200

Returning to the US after a multi-year hiatus, the latest generation of Aprilia’s Caponord 1200 is back. The revised Caponord graces American shores as a 2015 model, having made its debut a year earlier in the Europe (where Aprilia never stopped selling the previous version). The American-only version of the Capo is the kitted out Travel Pack version, which includes integrated saddlebags (easily fits a Shoei RF-1200), centerstand, cruise control (third gear and higher), hand guards and a manually-adjustable windscreen. It’s a turn-key tourer, ready from day one with a 690-watt generator to power your accessories, including an underseat USB port (used in conjunction with the AMPS system, more on that later). Accessories like the top case, pillion saddle and tank bags are sold separately. The non-travel-pack version sold in Europe will not be available here in the States, but they can get the add-ons we have if they want them. The secondary dashboard/smartphone kit, known as AMPS, is also sold separately.

While personal experience with the brand is limited, I do know the ADV market rather well. Most recently I rode along with Motorcycle USA’s Bart Madson during his advanced RawHyde Adventures excursion and am keenly aware that adventure-touring bikes are in! What constitutes an adventure bike is still a little hazy however. As marketing jargon goes these days, it alludes to what used to be called a dual-sport motorcycle or dualie. Meanwhile what would have been called a sport-touring machine five years ago —like the Caponord— now falls inside the ADV bracket. For its part, Aprilia calls the segment Street Enduro. In the end, every bike is an adventure bike, ain’t it… raising instead of lowering our heart rate… amongst other things.

As with its entire model lineup, Italian pride is sprinkled all over the Caponord. The pride brings results too, boasting 52 world titles in racing and sporting a decal on the tank to remind you of that fact. Aprilia takes building its motorcycles seriously, injecting it with not only a heartbeat but a nervous system as well in its Scorze, Italy factory, mere kilometers from their headquarters in Noale. Like all its models, the 2014 Caponord 1200 is also built around strong racing knowledge and technologies, including the throttle-by-wire management software. Aprilia believes it stands out from the ADV competition via its passion and technology, aiming to offer better handling and the best electronics package on the market including traction control, variable engine mapping and electronic suspension.

The high revving, liquid-cooled 90-degree V-Twin, sourced and retuned from the Dorsoduro for more midrange performance, is hung from a Monster-like trellis frame with a steel subframe. The 2014 Caponord rolls on the same 17-inch wheels as the RSV4. The Vee-powerplant sucks down the go-go juice from the 6.3-gallon tank at a rapid rate on our first ride. We later realized we were going far and fast between stops and hadn’t used a complete tank, but were left with only a single bar on the gauge after 125 miles (UPDATE: Aprilia reps state the final bar is a “long” last bar on the gauge and that claimed fuel efficiency is around 38 MPG). The 503 pounds (claimed dry weight) of high-velocity mass are quelled by a pair of 4-piston radial-mount monobloc Brembos up front, clamping down on 320mm floating rotors assisted by a single 240mm disc with a single-piston Brembo in the rear, all served with braided steel lines.

At the breakfast-time technical briefing, Miguel Martinez, President and CEO of Aprilia, wanted not to “burden us with numbers, but with miles.” And with that our 120-mile blast around the greater Prescott Valley area could not have been better. The Arizona spring weather broke just enough to supply us with a chilly morning (better to test the accessory heated grips) and a few rays of sunshine for the cameras. The rest was on us to modulate: throttle, brake and clutch.

In The Saddle

With a claimed 125 horsepower (at 8250 rpm) and 84.6 lb-ft of torque (at 6800 rpm) at the ready, the Caponord is never intimidating, always flexible, flickable, light and responsive… and with more rear wheel power than anyone needs on any given day. Tuned for low-end torque with double fuel injectors, twin-spark ignition and a very tall first gear, the loaded-up touring prowess is sure to please. Delivering technology through its throttle, Aprilia’s combined electronic systems aim to create a sharp handling motorcycle by virtue of a massive bowl of alphabet soup, including but not limited to RbW, ABS, ATC, ACC, and ADD.

Alphabet Soup

First introduced in 2006 on the Shiver was an industry-first ride-by-wire (RbW) throttle system that makes it to the Caponord, one of the cogs of a larger electronic package that delivers instant gratification at the throttle. Three optional rider settings deliver maximum performance and the full 125 hp of thrust to the rear in the Sport mode, while the Touring mode rounds out the hit for a more subtle peak. The Rain mode delivers only 100 hp to the system for times when moderation and limiting wheel spin is key.

Feeding fuel to the generous-sized 52mm throttle bodies via a network of data paths and patented software systems, the throttle, traction control, and anti-lock brakes are all focused on two primary goals – maximum comfort and superior handling. The two channel anti-lock brake system (ABS) offers a high level of braking power and can be switched off if so desired.

The ATC, or Aprilia Traction Control system, (also disengagable) has three settings and two thresholds to help keep riders in control and as close to the edge without going over. Aprilia’s patented Slip Control system calculates and compares the differential between front and rear wheel speeds to calculate if and when to intercede. In “regular” traction slippage, intervention comes by reducing the input from the throttle application electronically. In emergency situations, spark interruption assists the throttle reduction. The former can be felt with a light touch while we didn’t get to test the latter application. Interruption control is applied according to the three levels: Level 1 for pure adrenaline, Level 2 for everyday rides and touring, and Level 3 optimized for riding conditions where riders might also be using the Rain ABS mode.

The ADD markings on the fork tube and near the rear shock refer to the Aprilia Dynamic Damping system that focuses on two goals at all times, maximum rider comfort and enhanced handling. It incorporates yet another Aprilia-patented system which combines fully-active rear suspension with a semi-active fork spring adjustment… all on the fly… and done automatically! Gone are the idea of riding modes and thinking to yourself, am I going to ride fast and hard or take it easy… only to not take it easy when you see the road ahead! The single-map ADD system keeps you in the right mode at all times thanks to its stroke-speed sensing combination (and series) of sensors and potentiometers.

But how does the ADD regulate damping? Trial and error attempts to use accelerometers fore and aft failed to pass muster no thanks to the rigid mounted engine. The automotive-type sensors were blown away with the high frequency vibes, so another new idea needed to be cooked up. Aprilia instead stuffed a Bosch pressure sensor inside the fork tube along with the Sachs componentry and put a swingarm angle detector in the rear to create the best compromise between the Skyhook suspension system and other acceleration-driven damping systems. With another homegrown software package listening to wheel speed, throttle position, the front brake, fork and swingarm sensors, the 10-millisecond return to the components keeps the Caponord at the ready for every corner and every bump in the road. Come in hot to a corner, stab the brakes, the front stiffens up and the rear rebound increases to keep the rubber on the road. Lay off the brakes and before you’re back on the throttle, the front loosens up again and the rear stiffens for the speed and weight loaded on the bike.

Aprilia has also beefed up the usual (and still rather awesome) electronic rear preload adjustment system to include a fifth mode. Beyond the usual settings for single rider, two-up, single with luggage and two-up with luggage is an automatic sensing and adjusting mode that eliminates the need to ever worry about if you’re set up properly for the combination you’re riding with at the time. Pick up a ‘friend’ at the bar, load up with groceries and then get back on the bike minutes later with a whole new weight level… it’s no longer a problem with the Caponord! Not that the 18 seconds you might have spent dialing it in took too long, but hey, it’s a bonus not to have to worry about it! It’s what they call an “exclusive active mode” and is another first for the market.

The last spoonful in the soup bowl is the accessory Aprilia Multimedia Platform System (AMPS), and yet another world first for the industry. This enables the motorcycle to speak to your smartphone via Bluetooth and not only tracks your route, it offers driving directions, a super-cool homecoming landmark bonus feature, and a whole lot more! In what essentially becomes a secondary dashboard, one can display a wide array of bike data shipped wirelessly to your smartphone: engine temperature, adjustable shift point indicators (or automatic), redline marks, traction control intervention levels, rpm, torque, thrust, speed, horsepower and more… all live! And when your park the bike and walk away, it records the bikes location for easier finding when you return to it.

Don’t like the bar tach on the bike’s dash, use the AMPS to display a more traditional analog needle, in digital projection. Ground speed seems to keep exactly two mph below the bike’s indicated speed however – good or bad. There are a few bugs in the app to be worked out, such as keeping the Bluetooth connected when keying off because with stop-and-go touring use, the reconnection gets tiring. Perhaps with your phone hardwired to the bike’s USB port it has better luck. The app only displays in a horizontal layout as well, a possible problem for fully-farkled handlebars frequently found on ADV bikes with standing room only.

Railing the backroads of central Arizona, in Sport 2 traction mode, single rider preload and in sporty throttle mode, we could feel the bike correcting itself in flight like a fighter jet… adjusting to lean angle, speed and so on… bringing the Nord home with a romping jolly good time!

Propped up 33.1-inches from the ground, the wide and comfortable saddle is offered in three variations – standard, sportgel and a sportgel low. Adjustable muffler mounts offer more lean angle clearance for the race-ready rider when pulling off the saddlebags.

The 2014 Caponord 1200 is a rider-friendly race bike on the street, with an upright riding position and all-day ergonomics. It’s loaded with the latest techo-wizardry, including auto-sensing suspension, selectable traction control and horsepower levels, variable ABS, ride-by-wire throttle, cruise control, bluetooth enabling and one damn sexy exhaust note! Aprilia sought to make a better handling bike than the Multistrada (you’ll have to wait for our complete test to know more about that) with best-in-class electronics. After spending time in the Caponord’s saddle, I believe the company has achieved most of its goals. Aprilia poured its heart and soul into the Caponord, from its pistons to data points, after already starting with thoroughbred stock. Combining a lightweight chassis with sophisticated electronic management including traction control, suspension and braking, Aprilia has built an RSV4-level bike for the everyday rider, regardless of riding application. With eight more models on the horizon, they company’s got a bright future ahead!

The Aprilia Tuono once ruled the Streetfighter roost

The Aprilia Tuono once ruled the Streetfighter roost. A perennial winner in MotoUSA’s annual Streetfighter Shootouts, the two-cylinder Tuono turned the Noale factory’s RSV Mille Superbike into a thrilling street bike. When Aprilia engineers scrapped the long-in-the-tooth Mille for the all-new RSV4 Superbike, a new Tuono seemed to be the logical progression. The result is the new Tuono V4R, which after early release in Europe is finally arriving on American shores as a 2012 model.

Tuono means Thunder in Italian, and thumbing the starter on our test bike the nomenclature immediately rings true. Aprilia’s stout exhaust tone gives riders an audible inkling of what’s on tap. Crack the throttle and things start to get interesting. Even bozos lacking clutch finesse (not that I’m talking about myself…) can yank the front end up with a stern twist. But we’re getting ahead of ourselves… For now let’s just say engine performance is exhilarating, with the impressive V-Four the defining feature of this latest Aprilia.

It should surprise no one that the Tuono mill is a ripper. Remember, this is the 65-degree V-Four engine platform that has won numerous World Superbike races, as well as the 2010 SBK Rider and Constructor titles with Max Biaggi at the controls. Adding to that impressive feat, the Aprilia RSV4 engines are powering the majority of the new Claiming Rule Team (CRT) entries in the 2012 MotoGP series. Now in its fourth year of development, this engine already boasts an impressive racing byline.

While the Tuono engine architecture is identical to the RSV4, including 78mm bore and 52.3mm stroke, Aprilia engineers didn’t plop in the Superbike engine without alteration. Valve timing has been revised, with the RSV4’s variable intake system tossed for a fixed intake ducts that are 20mm longer. These modifications target improved performance in bottom and mid-range. Meanwhile a heavier flywheel aims to smooth out the power delivery. The engine’s redline drops to 12,300 rpm, with peak horsepower and torque also arriving at lower revs than its racy SBK sibling. 

So, to sum up – 152 horsepower at the rear wheel, on a street bike… Street-friendly indeed! Ample power is found everywhere, without flat spots in the power curve. Linear power builds from down low, packing a particularly robust pop around 9K. From there the Tuono keeps on churning as it growls to redline, the top-end kick showcasing its Superbike lineage.Such “street-friendly” alterations in the Streetfighter class can translate into a restrictive de-tuning that neuters the Superbike-derived powerplant. Thankfully the Tuono doesn’t suffer. The new Aprilia registered 152 peak horsepower on our in-house dyno, which ranges from 16 to 43 hp more than its class rivals (as measured in our 2011 Streetfighter Shootout). Compared to the RSV4 R we tested last summer, the Tuono’s 152.1 peak horsepower and 76.18 lb-ft torque register earlier in the revs. And compared to its Twin-powered predecessor, the V-Four Tuono churns out 40 more ponies.

The Tuono also inherits sophisticated electronics from its RSV4 kin. The APRC electronics package utilizes gadgetry, like gyro and accelerometers, to harness raw engine power with a series of systems. Foremost is Aprilia Traction Control (ATC), which offers eight variable settings ranging from minimal interference that allows for rear wheel slides to more restrictive levels which reduce wheel spin for rider safety. The ATC is easily switched via toggle button on left switchgear. The APRC system also incorporates three settings for Aprilia Wheelie Control (AWC) and Aprilia Launch Control (ALC).

The Tuono offers three engine maps, which alter power delivery and maximum output. Track (T) is the unfettered full power delivery, while Sport (S) delivers maximum power in a smoother manner, with Road (R) also smoothing out delivery but cutting power by 25%. The three engine maps can be swapped out via ignition switch on the right side switch gear.

The Aprilia Tuono showcases a sophisticated electronics package that includes three selectable engine maps and an eight-level traction control system as well as wheelie and launch control. It’s also got a quick shifter too.

In practice the extreme ends of the ATC spectrum make a noticeable difference for even regular Joe riders like me. It ranges from minimal invasiveness to a more intrusive setting throughout a range of 1 to 8. It helps to have a track for sorting out the subtleties of the various ATC settings in between (as well a discerning expert-level rider). I monkeyed around with the numerous electronic settings, and opted to stick it on ATC 3 and the Sport mapping. We barely plumbed the depths of the electronics, but it’s a dialed system and best of all, it offers the benefit of electronic aids while still allowing riders to control the settings.

Our favorite electronic do-dad is the Aprilia Quick Shift (AQS). A quick shifter may be a track luxury, but it sure proves convenient on the street. Open the throttle and riders can bang up through the Tuono’s six-speed gear box sans clutch input. The AQS represents the highlight of a stellar transmission, with a slipper clutch smoothing out downshifts as well. Gearing has been altered in the bottom three gears from the track-biased RSV4. First gear still feels tallish, and Neutral proved sticky, at times, but we’re reaching for complaints, as the transmission is top rate.

The chassis shares some traits with the RSV4, including fully adjustable Sachs suspension components. The aluminum frame appears identical too, but Aprilia claims the Tuono unit has been revised for road performance. Changes include lowering the engine in the frame, and steering geometry has also been relaxed slightly, with rake pushed out a half degree (25 degree), trail increased fractionally (by 2.5mm) and wheelbase lengthened by an inch (56.9 inch).

The previous Tuono distinguished itself with its taut racing chassis. This latest version is perhaps overshadowed by the amazing engine, but still offers sportbike handling performance. The Sachs components feel stiffly sprung, but full adjustment options allow for fine-tuning. The Tuono is pleasantly neutral but with a sporty demeanor – eager for riders to press on the wide, tall handlebar and dive into a corner. The chassis boosts confidence with excellent feedback and stability, with the rider always feeling what’s going on beneath. Handling is only enhanced by the aforementioned electronics package, and its ATC safety net.

The Tuono V4R adds a tall handlebar placement and lowerd pegs to improve its street-friendly ergos, though it is still a sporty mount with handling to match.

Oddly enough the myriad of electric assists doesn’t include ABS. In fact, the new Tuono’s braking package doesn’t quite match up with some of its modern Streetfighter competitors. The four-piston Brembo stoppers are radial mount, but are not the up-spec monoblocs design, nor does the Tuono use a radial master cylinder. It’s an easy spec sheet gripe, but mortal riders such as I have a difficult time finding reason to complain. Stopping power is strong, with good feel. Only compared side-by-side with the uprated components will riders find justification for critique.

The Aprilia’s styling left us nonplussed. Maybe it was the wasp-y yellow and black motif that did it… It doesn’t stand up to the likes of the Ducati Streetfighter and Monsters, but that’s a subjective opinion on aesthetics. We’ll let the reader decide. (Is there a class of motorcycles where the styling is more open to interpretation – the Triumph Speed Triple with its new headlamps and the Z1000 with odd four-pipe exhaust.)

Regardless of the individual taste, most riders would agree that the Tuono seat is a problematic design asset. Even if the two-tone coloring jives, it already looked the worse for wear during our testing – with the yellow fading to black. Hate to think what it would look like after a couple seasons. It’s the one detraction from overall solid fit and finish. Even the unconventional Piaggio switchgear is starting to grow on us.

The ergonomics package is comfortable, if on the sporty side. A tall handlebar is set at an accommodating reach and provides good leverage for handling. Our 6’1” dimensions found the footpegs a skosh on the high side, though thankfully moved down compared to the RSV4 Superbike. The riding triangle translates into a forward lean, but lacks hard pressure on the wrists. As for the seat, we did enjoy it comfort-wise – firm without being hard and stiff. The seat doesn’t provide much grip though, causing the rider to slide around.

The 2012 Aprilia Tuono V4R APRC is available now at American dealers, retailing for $14,999.

All told the Tuono is amenable to an ambitious daily mileage tally. And riders will pack a lot of action into the miles they ride on the revamped Tuono. It’s near impossible not to hammer the throttle, and its Superbike-engine doesn’t shy away from chugging down the high-octane (we netted 29.9 mpg). And speaking of fuel, it’s irritating to have more than 100 electronic settings available, with the various APRC gizmos, but not be able to get a simple fuel reading. Instead of a fuel gauge the Tuono kicks on a fuel light when it hits reserve, about 90 miles by our reckoning.

For all its performance on the road, the headlining feature for the new Tuono might be its $14,999 MSRP. The Tuono V4R APRC delivers a premium engine and electronics package at a price point that challenges top-shelve European rivals like the Triumph Speed Triple R ($15,999) and Ducati Streetfighter S ($18,999). In fact, the new Tuono is more affordable than the up-spec version it replaces – the Tuono Factory (which cost $16,999 five years ago!). Only when compared to the Japanese entries, and base Triumph Speed Triple, does it seem pricey. Not sure how the Piaggio suits crunched up the magical $15K price point, but American riders should just nod and be thankful.

The Tuono is back, make no mistake. This latest edition improves on its predecessor’s reputation. The Tuono V4R APRC advances the performance threshold in the liter streetfighter class, and comes with a competitive price tag. This Italian thunder should make some noise on the 2012 sales floor.

The Ducati 848 EVO SE

The Ducati 848 EVO SE stands apart the Supersport field with its growling L-Twin and namesake displacement – the largest in class. Making its debut as a 2008 model, Ducati freshened up the 848 with an up-spec EVO version for 2011. This year a Special Edition 848 EVO arrives, the SE earned via up-spec Ohlins shock replacing the standard Showa unit. The EVO SE also sources a 0.7-gallon larger aluminum tank and makes use of the marque’s electronics package featuring Ducati Traction Control (DTC) and Ducati Quick Shift (DQS). It’s a racy platform that delivers track-worthy performance, but how does it hold up as a street bike?

The EVO-spec Testastretta Twin turns the dyno drum to 121.27 horsepower and 62.67 lb-ft torque. The torque figure is in a league of its own in this comparison, with the hp reading topping all save the higher-revving GSX-R750. The Ducati’s power stands out, but not for the better.

“Bottom and mid-range torque are the name of the game, but the EVO’s new powerband traded its signature Twin low-end grunt for top-end power and on the street it just doesn’t work,” says Adam. “With all the Ducati’s power arriving at high rpm it’s a difficult bike to keep on the pipe even with the quickshifter.”

“It kind of falls flat on its face at the top,” agrees Steeves. “We kind of expected that of a Twin. But we’re really not seeing a lot of grunt off the bottom, and some of the Inline bikes that the Japanese are coming out with, they’ve really stepped up their game in the horsepower and torque curb.”

The Ducati 848 EVO SE delivers trackworthy performance, but its comfort on the street falls short compared to the less high-strung Japanese rivals.

The Testastretta does stand out in the test, with its deep tones. And not all test riders found the Twin delivery so disappointing.

“Twins have a special spot in my heart, and I love the torquey feel and engine braking of the Duc,” says TLD employee Nathon Verdugo. “I was happy the torque was a bit soft off the bottom, as rolling it on out of corners it never felt like it wanted to pull my arms off or jump out from underneath me. I did, however, feel like it signed off a bit early on the top end.”

“The Ducati engine sounds rad – I love the sound of a Twin,” continues Verdugo. “I felt myself getting a little throttle happy rolling down city streets – as I love hearing that rumble bounce off office walls!”

Adey agrees, “There is no mistake guessing what bike is coming down the street when you hear that Desmodromic roar from the twin underseat exhaust of the 848 EVO.”

The Ducati drivetrain sources a quickshifter but lacks a slipper clutch. The absence is exaggerated in this comparison because of the 848’s unique powerband, which requires far more shifting than the other bikes. It’s also the least stable on decel and downshifts, the Duc’s rear end prone to chatter on aggressive downshifts. On the plus side, clutch pull is light and the quickshifter a welcome addition.

“I fell absolutely in love with the quickshift feature,” says Nathon. “It’s the first time I’ve ridden a bike with this feature, and in my opinion all sportbikes need this.”

Like the Yamaha, the Ducati suffers for being more track-biased than some of its competitors. Physically, the Ducati is larger, and at 433 pounds it is the heaviest bike by six pounds. Straddling the bike at the controls, it feels larger than the cozy layouts on the 600s, and, oddly enough, the two Triple-powered bikes feel far more slender than the Twin.

“Chassis-wise the bike is very demanding to ride. And since it’s based off the old 1098/1198, it’s so big compared to the other Supersports that it really doesn’t fit in this class,” claims Adam.

While it’s not as quick to turn-in and transition, the Ducati’s steel trellis frame and upgraded suspension translate into a taut, responsive handler. The Duc demands more rider input at the controls, but also transmits immediate feedback.

“The trellis framed 848EVO steered with precision and rigidity,” reckons Adey. “It’s a different handling sensation from the Japanese bikes, but one that you won’t mind getting used to.”

The DTC (Ducati Traction Control) proves an effective safety enhancement for the Duc. While activating the settings isn’t super intuitive, the DTC offers 8 levels of sensitivity, and on our test ride the Ducati escaped a gravel slide that took out a fellow rider in our entourage. Thankfully, no one was seriously injured – and the heroic save on the Ducati is credited to Massimo, who didn’t panic, but the DTC surely contributed.

The Ducati’s up-spec suspension and Brembo monoblocs make for high-performance kit, but overpower on the street.

Brembo monoblocs make for fine spec-sheet bling, but they don’t do the Ducati any big favors on the scoresheet. Initial bite is so powerful, most of our testers preferred less aggressive and more progressive setups for the street.

“Out of all the bikes in the test, the 848EVO’s Brembos bite the hardest with its powerful twin monobloc calipers. Squeeze the lever too hard initially and expect the rear tire to kiss the air,” says Adey.

Brian argues a dissenting opinion, appreciating the raw performance edge: “The Brembos are super powerful. The initial bite is a little grabby, but it definitely inspired confidence in the brakes so you can run it in deeper and carry more corner speed.”

Rider ergonomics and comfort are where the Ducati loses the most ground on the street. It’s an uncompromising riding position, with a long stretch to the bars. The thin seat allows for easy movement on the bike, but isn’t palatable for long-distance runs and slides the rider’s crotch into the tank on quick stops. It also doesn’t help that the underseat twin exhaust gets quite warm, like chestnuts-roasting-on-an-open-fire warm.

“I want so bad to love every part of this bike,” says Nathon, who later taps the 848 as his For My Money selection, “but the 848 rider comfort is the most disappointing for me. The seat gets extremely hot from the exhaust, which isn’t bad on cool nights but long summer rides during the day it’s a bummer. Under heavy braking I would slide forward and bash my knees on the frame, and after 30 miles or so my wrists started getting sore. The rear brake pedal is in an awkward position too, so I would have to lift my foot off the peg to slow down. Unfortunately, this is the least comfortable bike to ride for long distances.”

On the plus side, most riders favored the Ducati’s clean dash and instrumentation – which conveys a high-end, racing vibe. One caveat is rider input needed to change settings on the DTC and the other information displayed isn’t intuitive. A Ducatisti at heart, Massimo explains it well. “I loved the all-digital, minimal and MotoGP-inspired dash. The main data is right there and well displayed. I tried to play with the electronic gadgets, but at a certain point I gave up because I felt it wasn’t that intuitive. I just probably needed more time to figure it out.”

In the looks department, where the MV was a unanimous hit, the Ducati got mixed reviews. It does deliver luxurious lines, but some find them dated. However, riders that favor the Ducati’s styling love it.

“Hands down my favorite bike to look at,” states Nathon. “Looks alone almost make up for all of its shortcomings. Sexy lines, single-sided swingarm, aluminum tank and dual exhaust are classic Ducati. Where some of the other brands seem ‘plastic cheap’ the Ducati exudes craftsmanship and performance, with the subtle hint of luxury that you are more likely to find in a supercar than a middleweight sportbike.” 

The 848 continues to stand out from the Supersport crowd with its unique powerband and distinctive character. But the track-oriented luxury bike also presents unyielding ergonomics as a street bike, not to mention the most expensive price tag by far.And the Ducati had better look luxurious to a prospective buyer, as at $14,995 the EVO SE adds another grand to the base model’s MSRP. The Ohlins shock and electronics package do demand a premium, but an already expensive bike is now even pricier.

“The Ducati is a fun bike, certainly,” states Adam. “It’s a fun bike to ride. But it just requires so much extra effort, so much extra attention, that it almost kind of takes away from the ride. I always like Ducati’s stuff, but it’s time for a wheel-to-wheel redesign of the 848.”