2007, the Dorsoduro hit the market in 2008 in 750
guise, sharing the engine and frame of the Shiver
nakedbike. But it wasn’t until 2010 that the big guns
fired and the V-twin engine of the Caponord 1200
tourer became the basis of the 1200 Dorso. A peak
of 96kW and aggressive power delivery made the
big Dorso a lot of fun to ride, but at times it was
also hard work. With Euro 4 emissions looming,
Aprilia decided to delete the 1200 version and
stroke the 750 to gain the best of both worlds. When
considering the path forward, it would have been
an obvious choice to give the lighter and more
streamlined 750 Dorso a dose of steroids rather than
use the big touring engine.
A quick glance over the stats of the new 900 might
make you think that it’s just a stroked 750 with a
new coat of paint, but in fact there has been a lot
more change than meets the eye.
As the 750 wasn’t Euro 4 compliant, a lot of effort
went into making sure the 900 would meet those
standards. A more efficient engine was needed and
the design crew started at the top. They built in a
decompressor to help the 900 turn over at start-up
time. That decomp mechanism meant there was
no need to beef up the starter motor or ring gear,
keeping weight down and putting less stress on the
electrical system.
The extra cubes were gained by stroking the crank
by over 20mm compared to the 750, giving the new
bike a capacity of 896.1cc. Although the bore size
is the same as the 750, the pistons certainly aren’t.
The shape has been revamped to be more efficient,
and both the piston and gudgeon pin have a new
coating to minimise friction. The crank has also
been modified and balanced to a higher standard,
keeping power delivery smooth and reducing
engine vibration.
Hanging off the end of the crank is a revised
primary gear ratio, which lets the flatter torque
curve of the 900 stay in the meat of the power for
a longer period. This helps the 900 – which is only
slightly torquier than the 750 at peak – feel much
more powerful.
Although the crankcases use the same casting,
they have also been revamped with different oil
galleries and a semi-dry set-up to help keep the
engine cool. The oil still sits in the bottom of the
sump, but it doesn’t rub against the crank as it
spins, which would create more heat. The new oil
scavenge system scoops up the oil it needs and
distributes it around the engine, which is a much
better way of lubricating.
Finally, Aprilia has fitted a new clutch. It’s nowThe flatter
torque curve of
the 900 stays
in the meat of
the power for a
longer period
38 amcn.com.au
Top and right Overall finish
impresses thanks to TFT dash
and touches like contrast
stitching and that variegated
supermoto beakDorsoduro
Motard-
minded
There are a few models
that have caught people’s
attention in the middelweight
motard segment, and all
have offered something a
little different.
On the smaller and more
dirt-oriented side is the KTM
690 SMC R. It comes from a
heritage of off-road racing
and its single-cylinder 690cc
donk makes it nimble and
light. Currently, however, it’s
off the menu in Australia.
MV Augusta’s Rivale wins
on exoticism thanks to the
wonderful growl from its
in-line three-cylinder engine.
Like the KTM the Rivale has
a big seat height, making
for good vision in traffic –
but you need the legs to go
with it. Also like the KTM,
the Rivale is not currently
available Down Under
One that is on the market
is the Husqvarna Supermoto- Those looking for more
of a road-tard will also be
eagerly awaiting the same
marque’s Svartpilen 701.
Of course the Pierre
Terblanche-designed Ducati
Hypermotard was the bike
that started the trend of
morphing big roadbikes with
motocrossers. If it wasn’t
for that model, the big-bore
supermotard craze may
never have begun.
Now Aprilia’s Dorsoduro
900 joins the fray.