THE FUN BIKE FROM APRILIA EVOLVES WITH THE SOLE OBJECTIVE OF PROVIDING MAXIMUM RIDING FUN. MORE PERFORMANCE FROM THE REVAMPED TWIN-CYLINDER ENGINE, A TIGHTER RIDE AND BETTER HANDLING FROM THE REFINED CHASSIS ARCHITECTURE AND THE BEST AVAILABLE TECHNOLOGY.

Aprilia Dorsoduro is the fun bike par excellence. Born out of an ingenious intuition by Aprilia, it was built with the sole objective of providing the most possible road riding fun, drawing from the best characteristics of sport bikes and the best characteristics of supermotards. The result is a bike with advanced technical solutions, agile and with performance at the top of its category. A truly special bike, achieved not only thanks to Aprilia's skills in packaging particularly efficient chassis architectures combined with high performance powerplants, but also thanks to collaboration with the Aprilia Racing Department, capable of earning a total of 54 world titles in the most difficult and selective competitions where they have participated, 7 of which in the world Supermoto championship.

OFFICIAL VIDEO APRILIA 900

Dorsoduro 900 is born out of Aprilia's solid tradition in this motorcycle segment and it is a true thrill generator. The exclusivity is also due to its original and innovative technical choices, like the mixed steel trellis/aluminium plates frame with excellent handling and tight cornering characteristics. The 90° V-twin engine puts a smile on the rider's face every time the throttle is twisted, thanks to the new characteristics of maximum torque and power that amplify its personality. The fine electronic management that includes, besides the Ride-by-wire multimap accelerator, traction control and ABS, complete the technical equipment on the Dorsoduro 900.

THE DESIGN: THE BALANCING POINT BETWEEN FORM AND FUNCTION. The Aprilia Dorsoduro 900 project places riding fun at the centre of its focus: for this reason, the superstructures are reduced to the minimum indispensable, as anything that is not essential for performance and maximum riding pleasure has been foregone. The technical elements, on the other hand, play a fundamental role, becoming a fundamental part of the design. It is not just the hand guards on the handlebar and the number plate on the front that highlight the close bond with the racing world. The shape of the centre area, the one that most involves the rider during sporty riding, also highlight the design created to achieve optimized and compact dimensions that allow the rider to find the right feeling straight away.

Aprilia engineers achieved this result by designing a long and flat saddle, clearly derived from the sports world, capable of ensuring the most effective riding position at all times and allowing plenty of room for longitudinal movement. The tail is one of the most representative aesthetic aspects of the Dorsoduro: sleek and slender, it also houses the double exhaust, a solution that allows for excellent proportional symmetry and weight distribution.

BETTER PERFORMANCE FROM THE REVAMPED V-TWIN ENGINE. Starting from the 750 cc 90° V-twin engine base, well-known and popular because of its character and reliability, Aprilia developed a new 900 cc unit with the goal of obtaining more torque and response at low and medium rpms for a thrilling riding experience. The Aprilia V-twin was therefore revisited in numerous details to achieve this purpose. The new engine capacity was obtained by increasing the stroke from 56.4 mm to 67.4 mm and leaving the bore unchanged (92 mm). By so doing, maximum power now peaks at 95.2 HP at 8,750 rpm, but more important is the maximum torque value that goes from 8.4 kgm (82 Nm) at 4,500 rpm on the 750 cc V-twin to 9.17 kgm (90 Nm) at 6,500 rpm on the new 900 cc V-twin, a value that is truly at the top of its category.

It should be noted that, despite the fact that maximum torque peak for the new 900 cc V-twin is reached a higher rpms, the torque curve is actually flatter and always higher than the 750 cc predecessor. This change allowed the acceleration response to be increased, all to the advantage of a fun ride, without limiting in any way whatsoever the proverbial reliability of the powerplant, that in any case, now benefits from a new internal lubrication circuit capable of limiting power loss due to churning and lubrication consumption. The exhaust system, fitted with a double oxygen sensor, contributes to bringing the engine to within the limits established by the Euro 4 pollution standard. Aprilia Dorsoduro 900 is also available in a limited-power 35 kW version, ideal for newly licensed riders.

NEW ELECTRONIC MANAGEMENT. Electronic engine management is now handled by the new and more powerful Marelli 7SM ECU that dialogues with the new full Ride-by-wire electronic accelerator system, completely built into the throttle grip. This system allows even more accurate management of the fuel/air mixture and the injection throttle valve opening based on numerous parameters including engine speed, gearbox position, air flow (in quantity and speed), throttle grip and temperature, with great benefits in terms of smooth riding without opening/closing jerks, containment of harmful emissions and fuel consumption. The engine is, therefore, always able to distribute the ideal torque and provide the best acceleration, all to the advantage of a satisfying and fun ride. The system also allows a weight reduction of 550 grams compared to the previous Ride-by-wire that equipped the Dorsoduro 750. The sophisticated electronic management also provides the possibility of changing the engine mapping, radically changing the character of how the power it is capable of developing is unloaded onto the ground. The Sport setting provides an immediate and aggressive throttle response; the Touring logic provides a smoother response, ideal for touring and daily use, whereas the Rain map is ideal in the event of difficult weather conditions or on slippery road surfaces. Dorsoduro 900 introduces a new Aprilia traction control system with sensitivity adjustable to three levels (it can also be disabled) to limit rear wheel spin by acting on ignition and the injection throttle valves. The Dorsoduro 900's Aprilia Traction Control system is combined with a Continental two-channel ABS system that can also be disabled, with developed calibration in order not to take anything away from the sporty ride.

The new electrical system places the engine control and management systems in communication with the new colour TFT digital instrumentation. The compact unit with a 4.3-inch screen contains a wealth of information that is always highly legible thanks to its capacity of adapting the background and font colours based on the conditions detected by the light sensor. One of the optional features is the AMP installation kit, the Aprilia multimedia platform that connects a smartphone to the vehicle to provide an exceptional quantity of information useful for the ride: the new instrumentation lets you view all the data related to incoming/current calls on the screen, as well as information related to the use of an intercom or any audio files that you may be playing.

CHASSIS ARCHITECTURE: BETTER HANDLING AND CONTROL. All Aprilia bikes have always been considered a point of reference for their excellent chassis architecture. The Dorsoduro 900 chassis provides high characteristics of efficiency, balance, a tight ride and precision even in extreme track riding, but at the same time it is easy and intuitive for daily use. These qualities are the merit of the particular layout of its various elements.

The frame takes advantage of the know-how Aprilia has developed in racing competitions, drawing deeply from the experience gained on the mixed structures used in the Supermoto world championship. The trellis upper part in steel tubing (now painted red, like the saddle support frame) is combined with wide spread aluminium lateral plates using special, high-resistance bolts. The result is an extremely rigid and lightweight structure, the best solution for taking full advantage of the revamped capacity of the 900 cc V-twin, with an aesthetic impact that communicates light weight, extremely high technical content and Italian style. Another strongly distinctive technical feature is the lateral and inclined positioning of the shock absorber, a unit that is adjustable in spring preload and hydraulic rebound. This solution has created precious space for an optimum exhaust manifold layout, without having an impact on the length of the bike and without stressing the shock absorber thermally. The aluminium swingarm is sized to withstand the asymmetrical stress due to the lateral positioning of the shock absorber and it boasts the torsional stiffness and elasticity characteristics indispensable for precision at rest and the ride feeling in transitory stages.

On the Dorsoduro 900 a new Kayaba fork makes its début (combined with forged aluminium steering yoke plates), 450 grams lighter, adjustable in hydraulic rebound damping and spring preload and better capable of withstanding the stress of sport riding and absorbing bumps on the road surface, providing control in aggressive riding and greater comfort for those more relaxed rides. The overall improved performance of both the Dorsoduro 900 suspension systems is also due to the new pair of three-split-spoke wheels, more than 2 kg lighter than those that equipped the Dorsoduro 750. Reducing the gyroscopic effect increases handling and acceleration, as well as providing benefits for suspension performance because of the reduction of un-sprung masses.
The Dorsoduro 900's top shelf chassis structure is completed by a sport-derived braking system. The front end relies on radial 4-piston callipers and a pair of 320 mm steel floating discs, lightweight and capable of guaranteeing reduced braking distances and excellent modulability. The 240 mm rear disc is gripped by a single-piston calliper. Both the front and rear systems have metal braided brake lines derived from the aeronautic sector, which eliminate the annoying buffering effect of conventional lines and guarantee precision and resistance to force.

INFO:
www.aprilia.com

THE NAKED BIKE FROM NOALE GROWS IN DISPLACEMENT WITH A NEW EURO 4 TWIN-CYLINDER CAPABLE OF MORE THAN 95 HP AND 90 NM OF TORQUE. NEW PERFORMANCE COMBINED WITH AN ABSOLUTELY TOP SHELF FRAME FOR A RIDEABILITY THAT RAISES THE BAR TO NEW HEIGHTS IN THE NAKED SPORT BIKE SEGMENT. AN INTUITIVE, POWERFUL, AGILE AND TECHNOLOGICAL BIKE IS BORN IN THE BEST APRILIA TRADITION, DEDICATED TO ABSOLUTE RIDING PLEASURE. ALSO AVAILABLE IN THE LIMITED 35 KW POWER VERSION FOR RIDERS WITH AN A2 DRIVER'S LICENSE.

As always, Aprilia makes refined mechanics and an excellent chassis structure the winning values on its new bike. The new Aprilia Shiver 900 evolves the original project of a bike that, from its first appearance on the scene in 2007, marked a turning point as the first factory bike fitted with Ride-by-wire technology to manage engine throttle valve electronics. A technological first from Aprilia derived directly from the racing world, the Aprilia Cube, in fact, was the first MotoGP bike to use this technology in 2002 and since then all of the global manufacturers have followed suit.

OFFICIAL VIDEO APRILIA 900

The Aprilia Shiver 900 increases in performance, thanks to the new 900 V-twin engine, capable of increasing, not only the power, but more importantly, the maximum torque delivered at any rpm at top levels for its category. More power and more character that translate into great riding satisfaction without sacrificing the ease and comfort that have always been characteristics of the Aprilia Shiver. It stems from a bike that has made fledgling and expert riders alike fall in love, thanks to its chassis architecture that, in the best Aprilia tradition, draws on the know-how of a manufacturer that has won 54 world titles in its brief history and that currently has bikes in premier competitions like MotoGP and Superbike. The new superstructures – side covers on the fuel tank, side panels, tail fairing, front mudguard – that profoundly revamp the aesthetics make the new naked sport bike from Noale stand out at a glance. The new twin cylinder also stands out for its aggressive features that highlight its distinctly sporty character: the wheel rims, the frame, the shock absorber spring and the cylinder head covers are now painted red.

The instrument cluster is completely new and is now made up of an ultra-modern TFT technology display to ensure that the information is perfectly legible. The large, 4.3” screen (the same one used on the new Aprilia RSV4 and Aprilia Tuono 1100 V4 versions) allows all the on board information to be clear and highly legible at all times, thanks in part to its capacity of adapting the background and font colours based on the conditions detected by the light sensor.  Connectivity with your smartphone, provided as an accessory with the AMP kit, also provides you with all the data related to incoming/current calls on the screen, as well as information related to the use of an intercom or any audio files that you may be playing. For the first time, the easy to ride, powerful and technologically advanced Aprilia Shiver 900 now has an advanced traction control system that increases safety while taking riding pleasure to maximum levels. From city riding to more flowing routes, from mountain passes to touring itineraries, even long range, Shiver 900 invites you to fasten your helmet and set off in search of the best sensations on two wheels.

A NEWS ENGINE, NEW POWER. The new Euro 4 engine grows to 900 cc from the 750 cc on the first version. This increase was achieved thanks to the increased stroke that means the power at the shaft exceeds the threshold of 95 HP and, more importantly, significantly increases torque at medium rpms, all to the advantage of pick up power during acceleration and coming out of corners. The 90 Nm of torque at 6,500 rpm that are consequently obtained guarantee pure fun in the saddle.

Aprilia Shiver 900 is an easy bike to ride even for new bikers, accompanying them in their personal evolution of experience in the saddle. This is why there is also a version available with power limited to 35 KW that can be ridden by A2 class license holders. The new powerplant maintains the 90 degrees angle between the two cylinders, as well as a timing system with four valves per cylinder, dual overhead cam and liquid cooling. On the other hand, it now has a more efficient lubrication circuit and the new Marelli 7SM ECU. The new Shiver 900 receives the full benefits of Aprilia's extensive experience in electronic control systems and riding support for which the Aprilia RSV4 – the supersport bike that has won seven World SBK titles (three rider and four manufacturer) in its racing version and that is consistently at the top of its category in the street version – is an unrivalled example. Out of this experience and from this Aprilia technological first, the Shiver 900 features an advanced traction control system that guarantees maximum safety, but also pure brilliant riding enjoyment thanks to the dual control that acts on both ignition and on the motorized throttle valves, making its intervention smooth and easy to manage.

The Ride-by-wire feature, that made its début as standard equipment for a factory bike on none other than the first Shiver version, also changes and evolves. On this latest version, the system becomes lighter thanks to a reduction in weight of more than half a kilo. The exhaust pipes, one of the characterizing aesthetic elements of the Aprilia Shiver with their placement under the saddle to give the side view of the bike an extremely clean look, have been redesigned. They maintain the original position, but the end of the silencer is shorter and directed upward. The exhaust flow is now directed downward and to the side in order to prevent interference with the passenger and to guarantee greater comfort.

A CHASSIS ARCHITECTURE WORTHY OF THE APRILIA TRADITION. The performance provided by the new engine is perfectly matched to an ultra-fine chassis architecture, easy to ride and intuitive, but at the same time incredibly high performance that, in the best Aprilia tradition, is simply unrivalled in the category. In fact, the mixed steel trellis/aluminium plates frame provides standard-setting stiffness, defines an extremely compact bike and ensures that it is capable of catering to fledgling riders with no problem, as well as enhancing the riding skills of more expert and discerning bikers. This makes flowing routes a favourite playground for the Shiver 900.

The Shiver 900 structure takes advantage of all the proverbial Aprilia know-how where frames are concerned and draws from the on-track experience gained in the Supermoto competitions where Aprilia boasts no less than seven World Titles. The trellis upper part in steel tubing is connected to wide spread aluminium lateral plates using special, high-resistance bolts. The combination formed by these elements forms an extremely stiff and lightweight frame, an extremely rational and excellent solution for reining in all the horses of the new Aprilia V90. The contained longitudinal development of the engine has led to obtaining an agile bike, a feature that also benefits from the choice to position the shock absorber laterally. Thanks to this solution, space was created for the exhaust manifolds that have a shape and volume calibrated to perfection in order to get the best performance from the engine. This has allowed for an optimum exhaust manifold layout, without having a significant impact on the length of the bike and without thermally stressing a fundamental riding element like the shock absorber. The aluminium alloy swingarm with stiffening truss boasts stiffness values at the top of its category and it is sized to withstand the asymmetrical stress due to the lateral positioning of the shock absorber.

Aprilia Shiver 900 adopts a new 41 mm stanchions Kayaba fork, almost a half kilo lighter than the one mounted on the first version, adjustable in hydraulic rebound damping and spring preload, with chill cast feet to support the radial callipers. The 120 mm travel lets you smoothly tackle urban and mountain routes. The two steering yoke plates are made of forged aluminium. The rear shock absorber, mounted on the side, is pivoted directly to the swingarm, following the cantilever layout and it is adjustable in spring preload and hydraulic rebound. Rear wheel travel is 130 mm. The sporty, three-spoked wheel rims are also new, inspired by the standard Aprilia Tuono V4 wheels and contributors to containing the weight, reducing the front by 0.9 kg and the rear by 1.3 kg. This leads to a drastic reduction of the gyroscopic effect and therefore greater agility for the bike, improved suspension functionality thanks to the reduction of unsprung masses and quicker acceleration. The new wheel rims are shod with 120/70 tyres on the front and 180/55 on the rear. The braking system, equipped with two-channel ABS, implements radial callipers to highlight the sportiness of the project and 320 mm discs on the front. On the rear, a 240 mm disc is gripped by a single-piston calliper.  Both the front and rear systems have metal braided brake lines derived from the aeronautic sector, which eliminate the annoying buffering effect of conventional lines and guarantee maximum braking precision.

INFO:
www.aprilia.com

APRILIA RSV4 EVOLVES RADICALLY TO CONTINUE BEING THE BEST SUPERBIKE EVER THE RESULT OF AN EXTRAORDINARY AND WINNING PROJECT, BORN OUT OF APRILIA'S SUCCESSFUL RACING EXPERIENCE. MORE THAN ONE SECOND PER LAP FASTER THAN BEFORE, THANKS TO THE NEW ÖHLINS SUSPENSION SYSTEMS, THE NEW BRAKING SYSTEM AND THE NEW APRC ELECTRONIC CONTROLS PACKAGE THAT INCLUDES CORNERING ABS AND THE DOWNSHIFTER. THE 201 HP EURO ENGINE COMBINES WITH A SEVEN-TIME WORLD SUPERBIKE CHAMPION CHASSIS ARCHITECTURE.

Aprilia RSV4 is the natural evolution of an innovative project, capable in just a few years of dominating World SBK, earning seven world titles in six years and winning in its début in the FIM Superstock Cup, the championship dedicated to bikes that are closely derived from their factory versions. Unanimously acclaimed by critics and sought after by bikers from every corner of the globe, the RSV4 has always been the undisputed segment representative, the reference point for sportiness and performance, the best example of what can be achieved by exploiting the valuable experience of a victorious Racing Department like Aprilia's which, in its brief history has taken 54 championship titles. Skills honed on the track and transferred to the factory product to provide everyone with the same excitement that the motorbikes prepared by Aprilia Racing do.

OFFICIAL VIDEO APRILIA RSV4 RF + RR

Unmistakeable in its design lucidity and applied technology, the RSV4 is conceived around a 65° V4 engine never before seen on a factory sport bike, a frame which is the heir to a dynasty that has won 18 titles and 143 Grand Prix races in the 250 GP class, enhanced by the most modern applied electronics systems to manage the engine and the bike's dynamic performance. This is a true vocation of Aprilia, which was the first manufacturer to adopt the Ride-By-Wire multimap accelerator as standard equipment, but above all the first to patent the APRC dynamic control system, with the exclusive features of self-calibration and wheelie control, the system that now reaches new levels of effectiveness at the service of top performance. The primary goal in creating the new RSV4 was the same one that has set this model apart from its birth in 2009: to be the absolute best uncompromising superbike, the one that comes the closest to the current Aprilia racing bikes in terms of performance and effectiveness. Thanks to the experience acquired in the most selective speed championships such as WSBK and MotoGP, Aprilia is able to transfer technologies to their factory products like the new full Ride-by-wire throttle and the dynamic controls package, APRC, further advanced.

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MORE THAN ONE SECOND FASTER THAN BEFORE. The primary goal followed during development of the new Aprilia RSV4 (in both available versions, RSV4 RR and RSV4 RF) is, as always, only one: to be the fastest superbike in the segment. In order to achieve it, Aprilia drew from the best Aprilia Racing technology, refining the already exceptional RSV4 in many aspects, such as electronics, suspension and brakes. Thanks in part to the work done on the powerplant, now compliant with the Euro 4 regulation, without sacrificing anything in  terms of power and range of use, the new RSV4 is one second faster than the previous version on average.

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THE NEW APRC: FROM APRILIA, THE CUTTING-EDGE IN ELECTRONICS. The Aprilia RSV4 RR and RF make perfect what was already top shelf in the previous versions thanks to a significant improvement to its already exceptional dynamic controls package designed and patented by Aprilia. APRC (Aprilia Performance Ride Control) is the well known dynamic control suite derived directly from the winning technology in world Superbike, the most complete and refined of those currently available on the market. This progress was possible mainly thanks to the repositioning of the inertial platform that governs the operation, improving accurate detection of the dynamic conditions of the bike, resulting in more efficient electronic control strategies.

The fourth evolution of Aprilia APRC fits in perfectly with the fine electronic management of the new full Ride-by-Wire throttle that has allowed all superfluous throttle body electronic management components to be eliminated, thereby saving 590 grams.
APRC, which comes as standard equipment on the Aprilia RSV4 RR and RF, includes:

• New ATC: Aprilia Traction Control, adjustable on the fly, (without having to release the throttle) to 8 settings thanks to a practical joystick, now has even more fine tuned and higher performance operating logic.
• New AWC: Aprilia Wheelie Control, adjustable to 3 levels, has new, much more precise operating strategies thanks to the repositioning of the inertial platform. Wheelie control can now be adjusted on the fly without closing the throttle, like the ATC, thanks to the new and more practical left side electric block.
• New ALC: Aprilia Launch Control, for use on the track only, with 3 settings, uses even more effective new operating strategies.
• New AQS: Aprilia Quick Shift, the electronic gearbox that allows shifting without closing the throttle and without using the clutch, now with the downshift function as well, to allow clutchless downshifting. Its open-throttle downshifting feature is exclusive.
• New APL: Aprilia Pit Limiter, the system that lets you select and limit the top speed allowed in pit lane at the track or simply to make it easier to comply with posted speed limits on the road.
• New ACC: Aprilia Cruise Control. The new electronic management has allows an advanced cruise control system to be introduced, very convenient on longer trips because it lets you maintain the set speed without touching the throttle.

In addition to the fourth generation APRC system, RSV4 RR and RF come from the factory standard with advanced multimap Cornering ABS, developed in collaboration with Bosch to guarantee not only extreme safety on the road, but also the best possible performance at the circuit. The 9.1 MP system, with truly contained weight and dimensions, is able to optimize braking and the ABS intervention in corners, thanks to a specific algorithm that constantly monitors various parameters such as lateral acceleration, the pressure applied to the front brake lever, the lean, pitch and yaw angle, modulating the braking action in order to better guarantee the ratio between deceleration and stability.

The new ABS system works in unison with the Aprilia RLM (Rear Liftup Mitigation) system that limits the lift of the rear wheel during more abrupt braking. Cornering ABS, fine tuned in accordance with Aprilia's specific indications, is adjustable to 3 levels of sensibility and can be switched off. Each of the three Cornering ABS maps can be combined with any of the three new engine maps (Sport, Track, Race), allowing riders with different experience and skill levels to find the best possible combination for their style. The three maps are “full power” and differ in the way they unload the 201 HP of which the Aprilia V4 is capable onto the asphalt, in addition to the percentage of engine brake dedicated to them.

The total revamping of the RSV4's electronics management is completed by the new colour TFT instrumentation, a true digital computer with exceptional display options. The two selectable screen pages (Road and Race, both with night and day backlighting) correspond to as many represented indexes. Standard equipment for the RSV4 RF (and optional for the RSV4 RR), there is a new version of the V4-MP, the Aprilia multimedia platform that lets you connect your smartphone to the vehicle via Bluetooth, introducing for the first time a true corner by corner electronic settings calibration system with data that can subsequently be downloaded to your laptop (or displayed directly on the smartphone) for analysis, just like they do at the races. The new V4-MP adds a new connection protocol that reduces smartphone battery consumption to a minimum, in addition to providing a larger range of circuits already mapped in which you can manage the electronic settings corner by corner, as well as user acquisition of a new circuit that is not in the list Aprilia has provided. V4-MP also includes the infotainment system, introduced by Aprilia for the first time on the new RSV4, to manage voice commands and incoming/outgoing telephone calls with your smartphone. These activities are also displayed and managed by the digital instrumentation.

EURO 4 ENGINE, THE SAME EXCEPTIONAL PERFORMANCE. The primary and unique characteristics of this gem of Italian technology, the ones that led to the creation of the best superbike of all times, remain unchanged. This is the world's first full scale production motorcycle with a high performance narrow V4 engine, the most revolutionary and powerful engine ever built by Aprilia. An engine that has been made unmistakeable because of the use of “total” electronics, because of its extremely compact size and light weight. The changes implemented in this evolution of the Italian V4 not only resulted in achieving the goals of Euro 4 approval, but also increasing overall reliability and performance, without sacrificing power and maximum torque (which remain respectively at 201 HP at 13,000 rpm and 115 Nm at 10,500 rpm), and not even that inimitable sound that has always been a true soundtrack of the Aprilia V4 engines.

The powerplant earns a new exhaust system with a silencer that has a double oxygen sensor and a built in valve. The engine ECU is new, with superior calculating capacity able to manage the rise in maximum revs, now 300 rpm higher. Therefore, the engine now boasts an increased extension capacity and it was also for this reason that the variable timing intake ducts were eliminated, no longer deemed necessary. This decision contributed to reducing the weight of the fuel system parts by 500 grams.

In order to increase performance and reliability, new and lighter pistons were introduced with brand new segments that reduce the blow-by effect. Furthermore, a honing treatment was added for the connecting rod heads, further reducing friction. The valve recall springs are also new in order to guarantee reliability during the heaviest operating loads, whereas the valves have benefited from optimized timing, capable of increasing performance and reliability. Last, but not least, the gearbox now has a linear sensor that guarantees impeccable gearshift operation.
THE CHASSIS: NEW BRAKES AND SUSPENSION. Aprilia is known as one of the best chassis manufacturers in the world and the RSV4 represents the synthesis of the technical prowess Aprilia has acquired in top level world championships. A particularity which is still exclusive to the RSV4 RR and RF (and which has always been a characteristic of the previous generation RSV4 models) is the exceptional possibility of adjustments that the standard equipment chassis is able to offer.

In fact, the Aprilia is the only superbike that allows the rider to adjust the engine position in the frame, the headstock angle, the swingarm pivot and the rear end height, naturally in addition to the fully adjustable suspension. Just like a real racing bike. The RF version of the RSV4 earns new and more sophisticated suspension systems with fine adjustments both in hydraulics and spring preload: the fork is a latest generation Öhlins NIX unit, as is the TTX shock absorber; the latter is operated by new progressive linkage that increases the reaction time of the shock absorber itself.

There is also an adjustable steering damper, also supplied by Öhlins. On the new RSV4, Aprilia introduces important changes in the Brembo braking system: the front relies on a pair of new 5 mm thick steel discs with diameter increased to 330 mm, gripped by the monobloc M50 callipers fitted with new superior friction coefficient brake pads.

VERSIONS AND COLOURS. Aprilia RSV4 RR represents a top shelf technical platform, ready to provide the rider with a “race replica” performance and feeling. The RSV4 RR incorporates all the electronic, engine and brake innovations introduced on the RSV4 RF. As standard equipment, it also has features which were once exclusive to the Factory version, such as magnesium external housings, oil sump and head covers and a wide range of chassis adjustments. Aprilia RSV4 RR is available in two new attractive colour schemes, both matt, on a black and grey base (grigio Bucine and nero Ascari) with red wheel rims.

Aprilia RSV4 RF is the exclusive version that uses new Öhlins suspension systems and lightweight aluminium forged rims as standard equipment. It stands out for the dedicated graphic that maintains the evocative name of the previous “Superpole” version, but it has a different graphic pattern.

INFO:
www.aprilia.com

FOR THE FASTEST AND SPORTIEST NAKED EVER, A DIRECT DESCENDANT OF THE RSV4, FOUR-TIME WORLD SBK CHAMPION, A NEW EVOLUTIONARY STEP HAS ARRIVED WHICH ALLOWS EXCEPTIONAL LEVELS OF PERFORMANCE TO BE ACHIEVED. THE NEW, SOPHISTICATED ELECTRONIC MANAGEMENT INCLUDES AN ADVANCED DYNAMIC CONTROLS PACKAGE WITH APRC, CORNERING ABS, PIT LIMITER AND CRUISE CONTROL. THE INIMITABLE 175 HP V4 EARNS EURO 4 APPROVAL, WITHOUT SACRIFICING ANY OF ITS SUPERB PERFORMANCE. IMPROVED SUSPENSION AND BRAKES.

Simply unrivalled. Now more than ever. The Aprilia naked range, heir to a family of motorbikes which has been voted over time as one of the most adrenaline pumping and efficient bikes ever, achieves absolute performance levels and sophistication, thanks to Aprilia's know-how acquired over years of winning premier level competitions and the experience of the Tuono history, which is thus confirmed as the only superbike stripped down and fitted with a high handlebar, unbeatable on the track and loads of fun on the road.

OFFICIAL VIDEO APRILIA TUONO V4 1100 AND FACTORY

The Tuono V4 family of motorbikes is made up of two distinctly outfitted models. Tuono V4 1100 RR represents an exceptional thrill machine, the heir to a dynasty of naked sport bikes acclaimed by critics as the most effective and fastest bike in its segment.

Tuono V4 1100 Factory is the more exclusive version, dedicated to an extremely demanding public; this bike is equipped with components, which are largely derived from the Aprilia RSV4 RF superbike. The evolutionary step that Aprilia presents for 2017 involves both models that, as before, therefore continue to stand out for their factory outfitting and the graphics.

COMPLETELY REVAMPED ELETRONICS. The greatest innovations have to do with the Aprilia Tuono V4's on board electronics, that has always been considered as the “best in class”, where the APRC system stands out. Aprilia Performance Ride Control is the patented control suite derived directly from the winning technology in world Superbike, the most complete and refined of those available on the market. The fourth generation of APRC, standard on the Tuono V4 1100, fits in perfectly with the fine electronic management of the new full Ride-by-Wire throttle, that has allowed all superfluous throttle body electronic management components to be eliminated, thereby saving 590 grams. The repositioning of the inertial platform that allows APRC operation has improved accurate detection of the dynamic conditions of the bike, resulting in more efficient electronic control strategies.

The Tuono V4 1100 RR and Tuono V4 1100 Factory APRC include:

• New ATC: Aprilia Traction Control, adjustable on the fly, (without having to release the throttle) to 8 settings thanks to a practical joystick, now has even more fine tuned and higher performance operating logic.
• New AWC: Aprilia Wheelie Control, adjustable to 3 levels, has new, much more precise operating strategies thanks to the repositioning of the inertial platform. Wheelie control can now be adjusted on the fly without closing the throttle, like the ATC, thanks to the new and more practical left side electric block.
• New ALC: Aprilia Launch Control, for use on the track only, with 3 settings, uses even more effective new operating strategies.
• New AQS: Aprilia Quick Shift, the electronic gearbox that allows shifting without closing the throttle and without using the clutch, now with the downshift function as well, to allow clutchless downshifting. Its open-throttle downshifting feature is exclusive.
• New APL: Aprilia Pit Limiter, the system that lets you select and limit the top speed allowed in pit lane at the track or simply to make it easier to comply with posted speed limits on the road.
• New ACC: Aprilia Cruise Control. The new electronic management has allows an advanced cruise control system to be introduced, very convenient on longer trips because it lets you maintain the set speed without touching the throttle.

The new Tuono V4 1100 range is fitted with the advanced multimap Cornering ABS system, developed in collaboration with Bosch to guarantee maximum safety on the road, without sacrificing any performance on the track. The 9.1 MP system, with truly contained weight and dimensions, is able to optimize braking and the ABS intervention in corners, thanks to a specific algorithm that constantly monitors various parameters such as lateral acceleration, the pressure applied to the front brake lever, the lean, pitch and yaw angle, modulating the braking action in order to better guarantee the ratio between deceleration and stability.

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The new ABS system works in unison with the Aprilia RLM (Rear Liftup Mitigation) system that limits the lift of the rear wheel during more abrupt braking. Cornering ABS, fine tuned in accordance with Aprilia's specific indications, is adjustable to 3 levels of sensibility and can be switched off. In order to allow riders with various levels of experience to find the best possible combination, each of the three Cornering ABS maps can be combined with any of the three new engine maps (Sport, Track, Race). The latter are all three “full power” and differ in the way they dole out the 175 HP of which the Aprilia V4 is capable, in addition to the percentage of engine brake dedicated to them.

The colour TFT digital instrumentation is also entirely new, with exceptional display options. The two selectable screen pages (Road and Race, both with night and day backlighting) correspond to as many represented indexes. There is an optional new version of the V4-MP, the Aprilia multimedia platform that lets you connect your smartphone to the vehicle, introducing a true corner by corner electronic settings calibration system with data that can subsequently be downloaded to your laptop (or displayed directly on the smartphone screen) for analysis, just like they do at the races. The new V4-MP adds a new connection protocol that reduces smartphone battery consumption to a minimum, in addition to providing a larger range of circuits already mapped in which you can manage the electronic settings corner by corner, as well as user acquisition of a new circuit that is not in the list Aprilia has provided. V4-MP includes the new infotainment system, introduced by Aprilia for the first time on the new Tuono V4, to manage voice commands and incoming/outgoing telephone calls with your smartphone.

EURO 4 ENGINE, THE SAME EXCITING PERFORMANCE. The Tuono V4 1100 is the only naked powered by a 65° V4 engine with unique characteristics. The narrow V architecture has made it possible to make an engine that is extremely compact lengthways which helps to centralise weights and to have a compact chassis. The changes made in this evolution of the Italian V4 not only resulted in earning Euro 4 approval, but also in increasing overall reliability and performance, without sacrificing any of the great character and marvellous sound that bikers love so much. The powerplant earns a new exhaust system with a silencer that has a double oxygen sensor and a built in valve. The engine ECU is new, with superior calculating capacity able to manage the rise in maximum revs, now 500 rpm higher. In order to guarantee maximum reliability, decreasing friction at the same time, the piston pins have DLC surface treatment, whereas the connecting rod heads boast a surface honing treatment. The combustion chambers are no longer obtained through a fusion process, but by a finer, numerically controlled mechanical process, whereas the gearbox now has a linear sensor that guarantees impeccable gearshift operation.

SUSPENSION AND BRAKES DIRECTLY FROM THE NEW RSV4. If, on one hand, the new Tuono V4 range fully confirms all the proverbial qualities of handling and stability stemming from a frame that is closely derived from that of the Aprilia RSV4, seven-time World Superbike champion, on the other, it introduces important news in the brakes and suspension department. The front Brembo braking system comes directly from the one on the new RSV4 and relies on a pair of new steel discs that have been increased to 330 mm, gripped by the new monobloc M50 callipers and activated by a radial master cylinder on the handlebar.

Aprilia Tuono V4 1100 Factory also has a prestigious Öhlins NIX, with fully adjustable hydraulics and spring preload. This unit saves about 400 grams compared with the previous one and is combined with the same brand rear shock absorber and steering damper (also adjustable).

VERSIONS AND COLOURS. The new Aprilia Tuono V4 1100 range includes two models distinguished by different technical equipment and different colour schemes: Tuono V4 1100 RR is available in two attractive colour schemes, grigio Portimao and nero Assen, whereas the Superpole graphic of the Tuono V4 1100 Factory has that decidedly non-conformist spirit so typical of the Aprilia stylistic tradition that demands bright and very distinctive colours.

Tuono V4 1100 Factory stands out technically because of the most refined trio of Öhlins suspension systems and stylistically because of its magnificent tail fairing (approved for two-up) derived from the RSV4. The cast aluminium wheel rims are the same for both models: their lightweight quality contributes to a maximum reduction of the gyroscopic effect, all to the advantage of great handling. Tuono V4 1100 Factory is shod with the more sporty Pirelli Diablo Supercorsa, with a wider 200/55 on the rear, in any case approved for street use and available for the Tuono V4 RR as well which, on the other hand, comes standard with 190/55 on the rear and new Pirelli Diablo Rosso III tyres.

INFO:
www.aprilia.com

HEART AND SKELETON OF A TRAFFIC-LIGHT-BURNER IN A UNIQUE AND DISTINCTIVE LOOK. APRILIA TUONO 125 IS FUN IN ITS PUREST FORM.

Aggressive, sporty, capable of expressing dynamic character and light weight in a unique and unmistakable style, a true big Aprilia in 125 cc of pure fun. Designed, developed and built in Italy, Aprilia Tuono 125 offers the younger rider, but also enthusiasts of smaller engine capacities, the best they can find in terms of design, construction, components and technical features.

OFFICIAL VIDEO APRILIA TUONO 125

AN EXAGGERATED LINE. The line is unequivocally inspired by that of the Tuono V4 1100, the record-setting Street Fighter, the crowned jewel of Noale production along with the highly decorated RSV4 from which it was derived. A top fairing with a sporty look, a cutting-edge frame, a top performance engine: the new Aprilia Tuono 125 is the embodiment of a super sport bike stripped of its fairings. It is a bike with an extremely strong personality, a true naked but with an aggressive spirit, capable of providing top performance on flowing rides and unattainable handling thanks to the riding set up, also effected by the wide and high handlebar.

The line of the new Tuono 125 is strongly characterised by the headlight which, as is the case for its big sister, the Tuono V4, gives the bike a decidedly original and attractive look, improves active safety for night riding and guarantees immediate visibility of the bike during the day. Aprilia Tuono 125 is also special in the details: the fuel tank, with an astonishing capacity of 14 litres, provides exceptional range and, thanks to its design, allows for a perfect rider/bike fit.

A BENCHMARK CHASSIS. The Tuono 125's chassis is a work of art inspired by speed and total control of performance. Made entirely in aluminium, it is an exclusive in the 125 segment of the “little devil” made in Noale. Designed on the basis of Aprilia's experience on the track, the spectacular perimeter frame consists of die cast aluminium spars with crossed reinforcement ribs. The result is a lightweight structure, capable of providing high torsional rigidity in order to guarantee top performance.

The solid upside-down fork, completely redesigned, and the rear suspension with monoshock secured to the asymmetrical swingarm, ensure top level performance, safety and comfort. The design of the 6 split spoke wheels emphasizes the gritty character of the Tuono 125, a configuration that also ensure superior features in terms of light weight and speed going into corners. The braking system mounts a four-piston radial calliper on the front wheel, assisted by Bosch ABS, that grips a 300 mm diameter steel disc. On the rear, the new J.Juan calliper grips a 220 mm disc and has a tone wheel to guarantee anti roll over protection. The asymmetrical swingarm ensure the highest possible level of torsional rigidity, technology clearly derived from the racing world, that guarantees maximum performance and safety in every turn, a characteristic that the Tuono shares with it sister, the RS 125.

ERGONOMICS, TOTAL CONTROL AND COMFORT ON THE ROAD. While still boasting content of a super sport bike, Aprilia Tuono 125 was developed privileging rider and passenger comfort: a riding position that is not extreme, handlebar positioned to guarantee comfort and, at the same time, maximum control and complete control over the vehicle, rider footpegs designed not to fatigue the rider, rubber inserts on the rider and passenger footpegs to improve vibration damping.
Aprilia Tuono 125 is the only naked sport bike in its category to have its semi-fairing joined to the fuel tank for the rider's comfort. The large two-up saddle is built into the tail fairing in order not to disrupt the clean and essential line of the bike. On the Tuono 125 the passenger sits comfortably on a large and well-padded seat.

The tail fairing, another element that is closely derived from the Tuono 1100, optimises aerodynamics, mounts the practical passenger grab handles and provides a spacious, locking storage compartment.
RACING INSTRUMENTATION. Compact and ultra-lightweight, the instrument cluster provides all the functions of true racing instrumentation and now includes the ABS and OBD (on board diagnostic) indicator light. The analogue Rev. counter with a new carbon graphic completes the features, along with the multifunction digital display with handlebar controls for the speedometer, trip master, battery voltage, clock and stopwatch with memory for 20 laps, cooling circuit temperature indicator and fuel reserve indicator. The AMP ECU that enables connectivity between the bike and your smartphone is also available as an accessory, allowing the device to display an impressive amount of information on the screen.

ENGINE. The beating heart of the Aprilia Tuono 125 is a modern and technological 125 cc single-cylinder, 4-Stroke, 4-Valve electronic injection engine with liquid cooling: reliable and powerful, it has particularly refined technologies such as double overhead camshaft timing (DOHC). With ultra-modern conception and design, lightweight and compact, it has allowed development of a refined chassis. Its power, optimally calibrated, guarantees responsiveness even at low revs. Vibrations are reduced to the minimum by a balancing countershaft. Euro 4 approved, it guarantees environmentally- friendly top performance.
The Tuono 125 is installation-ready for Quick Shift, the innovative gear shifting system that Aprilia has used and perfected on tracks all over the world. Just like with its big sister, the Tuono 1100, the electronic system manages torque interruption for the engaged gear change, based on how far the throttle is open and the engine revs, allowing the rider to upshift while holding the throttle open and without using the clutch. The exhaust, which is unmistakably racing inspired, is completely integrated within the lower part of the fairing. A solution with a strong aesthetic impact that effects the dynamic performance of the vehicle, based on the centralisation of the masses.

INFO:
www.aprilia.com

SYMBOL OF APRILIA'S SPORT DNA, RS 125 HAS BEEN PROFOUNDLY REVAMPED TO CELEBRATE TWENTY-FIVE YEARS OF SUCCESS. APRILIA RS 125 IS STILL THE POINT OF REFERENCE FOR SPORT BIKES DEDICATED TO YOUNGER RIDERS, A CONCENTRATE OF CONTENT AND STYLE, READY FOR THE BEST PERFORMANCE ON THE ROAD AND ON THE TRACK.

Born out of racing, aggressive, capable of expressing dynamic character and light weight in a personal and recognisable style, RS 125 MY2017 highlights Aprilia's passion for sport with a concentrate of technological refinements worthy of a true Superbike. Exclusive ergonomics of a true super sport bike, sleek fairing, aluminium frame, a generous engine and the best components and technical features in a look that is now even closer to that of the RSV4 superbike.

OFFICIAL VIDEO APRILIA RS 125

AN ADULT LOOK FOR A YOUNG PASSION. The Aprilia RS 125's new look takes its inspiration from the shapes and colours of its multiple title winning older sister, the RSV4 that is a protagonist in World SBK, an aggressive and original look that is highlighted by the triple headlight, a trademark of the “big sister”. The sleek fairing enhances the exclusive aluminium frame, an entirely racing-inspired refinement that no competitor can claim. A winning solution that Aprilia takes from its experience on the track to reduce weight and bulk and give the vehicle textbook agility and handling. The tapering lines of the slender tail fairing seem to melt away into nothing, joined together with the LED taillight that, in the spirit of road safety, guarantees outstanding lighting power.

The new RS 125 version is available in two liveries: Silver Speed and Black Speed. Both with a sporty orientation, they are also characterized by the graphics with the dominating “a” on a red background which is the emblem of the Aprilia machines that compete on racetracks all over the world. The graphics on the fuel tank recall the Italian red, white and green as a reminder of the RS 125's exclusivity, the only small sport bike to be designed, developed and built in Italy. The latest version of the Aprilia RS 125 also boasts the largest storage compartment in its segment, a space that can hold a 6” tablet. A practical USB port can also be mounted to conveniently recharge your smartphone or any other compatible device.

UNIQUE ERGONOMICS, BENCHMARK CHASSIS. The general ergonomics of the Aprilia RS 125 are designed for the track. No other 125 can convey a racing character like the eighth-litre from Noale. The riding position on the RS 125 is unique: the semi-handlebars, forward-mounted lower than the steering yoke and the set-back footpegs, along with the saddle-fuel tank assembly, ensure a true super sport riding position without compromise. Developed on the basis of Aprilia's experience on the track, the spectacular perimeter frame consists of die cast aluminium spars with crossed reinforcement ribs. It is a lightweight structure, capable of providing high torsional rigidity in order to guarantee top performance on the road and on the track.

The solid upside-down fork and the rear suspension with racing-derived monoshock secured to the asymmetrical swingarm ensure performance, top level safety and comfort. The split 6-spoke design of the wheels emphasizes the purposeful character of the RS 125. A configuration that is once again merit of racing experience that ensures light weight and speed going into corners. The braking system uses a four-piston radial calliper on the front wheel, assisted by Bosch single-channel ABS, that grips a 300 mm diameter steel disc. The rear mounts a single-piston calliper that grips a 220 mm disc and has a tone wheel to guarantee anti roll over protection. Maximum performance and safety at every braking point. The license plate mount and turn indicators can be easily removed for track use.

RACING INSTRUMENTATION. Compact and ultra-lightweight, the new instrument cluster provides all the functions of true racing instrumentation: from the analogue Rev. counter to the multifunction digital display with handlebar controls for the speedometer, trip master, battery voltage, time and stopwatch with memory for 20 laps, cooling circuit temperature indicator and fuel reserve indicator, OBD warning light and ABS fault warning light. The AMP ECU that enables connectivity between the bike and your smartphone is also available as an accessory.

ENGINE. The beating heart of the Aprilia RS 125 is a modern and technological 125 cc single-cylinder, 4-Stroke, 4-Valve electronic injection engine with liquid cooling: reliable on the road and powerful on the track, it has particularly refined technologies such as double overhead camshaft timing (DOHC). With ultra-modern conception and design, lightweight and compact, it has allowed development of a refined chassis. Its power, optimally calibrated, guarantees responsiveness even at low revs. Vibrations are reduced to the minimum by a balancing countershaft. Euro 4 approved, it guarantees environmentally-friendly top performance.

The 2017 MY RS 125 is installation-ready for Quick Shift, the innovative gear shifting system that Aprilia has used and perfected on tracks all over the world. Just like with its big sister, the RSV4, the electronic system manages torque interruption for the engaged gear change, how far the throttle is open and the engine revs, allowing the rider to upshift while holding the throttle open and without using the clutch. The exhaust, which is unmistakably racing inspired, is completely integrated within the lower part of the fairing. A solution with a strong aesthetic impact that effects the dynamic performance of the vehicle, based on the centralisation of the masses.

INFO:
www.aprilia.com

TO CELEBRATE THE FIFTY YEARS ANNIVERSARY OF THE FIRST MODEL, MOTO GUZZI INTRODUCES THE V7 III. THE THIRD GENERATION OF THE MOTO GUZZI THAT IS KNOWN AND LOVED ALL OVER THE WORLD HAS BEEN COMPLETELY REVAMPED: EVERY DETAIL HAS BEEN FINE-TUNED TO MAXIMISE OWNER SATISFACTION AND RIDING PLEASURE, LEAVING THE ORIGINALITY AND AUTHENTICITY TYPICAL OF THIS ICONIC MOTORCYCLE UNALTERED.

V7 is one of the most celebrated and well-known Moto Guzzi models. This world fame is due to its ability to remain faithful to the expectations and reputation of a legendary brand like Moto Guzzi. Since 1967, the year the first units were sold in Italy, the V7 became a pillar of the product range and the representative of the Italian motorcycle par excellence, standing out for its content and design, highly popular with a truly transversal and varied public.

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Fifty years later, Moto Guzzi introduces the third act of a first work: V7 III. The challenge of introducing a new version of such a famous motorcycle with such a rich heritage and so much success is one of the most difficult, considering the fact that the V7, the brand's best-seller since 2009, constitutes the Moto Guzzi entry-level bike, dedicated to both women and men, in addition to young people who want to proudly own one of the most iconic Mandello del Lario production motorcycles. As was the case with the V7 II compared with the first-born V7, for the V7 III the revamping is profound enough to merit a new progressive number in Roman numerals, that has always distinguished the most popular and long-lasting Moto Guzzi bikes, such as the Le Mans and the California. V7 III is the result of Moto Guzzi's modern passion and courage, able and skilled in renewing its best-seller, leaving the character and authenticity unaltered, two values that are destined to weather the test of time.

OFFICIAL VIDEO MOTO GUZZI V7 III ANNIVERSARIO

OFFICIAL VIDEO MOTO GUZZI V7 III STONE

OFFICIAL VIDEO MOTO GUZZI V7 III SPECIAL

OFFICIAL VIDEO MOTO GUZZI V7 III RACER

FOUR VERSIONS AND INFINITE INTERPRETATIONS. V7 III is available in the three well-known and popular versions, Stone, Special and Racer that, compared with the past, now take on stronger connotations and differ more from one another. Consistent with the other Moto Guzzi models in the range, the V7 III also has a dark version that stands out for its total black graphics. It is the Stone and a more classic one dominated by chroming, more in line with the design of the forerunner, which is the Special. The Racer, on the other hand, represents the successful sports heritage of Moto Guzzi, a winner of 15 world titles and 11 Tourist Trophies when the decision was made to retire from racing (in 1957). The V7 range has now been expanded: Moto Guzzi pays homage to fifty years of the V7 model by introducing a fourth version, called the Anniversario, a numbered edition limited to just 750 units, characterized by brand new and exclusive details. The “seven-fifty” from Mandello has proven to be an excellent base foundation for customization projects. In fact, it was protagonist of Lord of the Bikes, the first TV talent show dedicated to motorcycle customizing, broadcast in Italy on Sky, that took Moto Guzzi onto the small screen. The original Moto Guzzi accessories range, already quite rich for the V7 II, was created as a supplementary part of the project and it has been expanded even farther. The V7 III therefore lends itself exceptionally well to customization, so you can create your own made to measure special, like a tailor fitted garment.

NEW V7 III ANNIVERSARIO

V7 700 (Sixties).

MORE PLEASURE TO OWN AND RIDE A V7. Although maximum power increased 10% thanks to the introduction of the new engine, increasing performance was not the main objective driving the V7 revamping. The third generation of the “seven-fifty” from Mandello will continue to be the Moto Guzzi entry-level model, easy to ride, with the most contained size and weight in its category, but at the same time with a strong and authentic character, typical of all Moto Guzzi bikes, much of which is shown off by the transversal V-twin engine, a one-of-a-kind configuration. The primary goals that led this evolution had to do with style, standard equipment and performance on the road, in other words, aspects that influence the pleasure of owning and riding a V7.

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V7 III keeps the stylistic personality of the model intact, characterized by a design that dialogues through shapes inspired by Moto Guzzi heritage and modern motorcycle requirements. However, the first impression is that you are in the presence of a more mature and robust bike, a sensation due primarily to the presence of the dual pipe exhaust manifold and cylinder heads, both oversized. In reality, besides these two parts, the volumes are more or less identical to those of the previous generation, confirming the V7 III as one of the most accessible and sleek classic motorcycles. On the other hand, the metal fuel tank has not changed, with its excellent 21-litre capacity and style inspired, as always, by the one on the magnificent 1971 V7 Sport. The aluminium fuel cap is no longer flush with the tank line, but it is a screw cap and, as previously, it has a lock. Other new style elements involve the new design injector covers, the sleeker side fairings and the new saddle with brand new and dedicated graphics for each of the models. The turn indicators are also new, as are the mirrors, 40 mm wider in order to increase visibility and the instrumentation. In line with the essential image of the V7 III Stone, the latter mounts a spectacular unit with a single circular display 100 mm in diameter, whereas the Special, Racer and Anniversario versions have a second circular display that contains the Rev. counter. The speedometer is analogue, whereas all the other information is included on the digital display: odometer, partial and daily trip (resets automatically eight hours after being switched off), trip time, instantaneous and average consumption, air temperature, average speed and the MGCT level, as well as the engaged gear indicator, for which the minimum and maximum rpm value can be adjusted by the user. This way, you can keep a determined engine rpm range under control, for example to run in the bike as effectively as possible or to reduce fuel consumption to a minimum. The rider interacts with the instrumentation using the button on the new right hand electrical block. The rich catalogue of dedicated accessories includes the MG-MP, the Moto Guzzi multimedia platform that connects your smartphone to your vehicle, providing an exceptional quantity of useful travel information.

NEW CHASSIS ARCHITECTURE: GUARANTEE OF QUALITY IN MOTO GUZZI TRADITION. Moto Guzzi's skill designing super-fine chassis architectures is already well-known. The best recent example of this ability is represented by the California 1400, the only custom with the riding dynamics of a cruiser. The traditional delightful ride of the V7 has its origins in the distant past. In 1970, after a highly demanding series of tests, the V7 Police won the selection to join the LAPD (Los Angeles Police Department) team, demonstrating the Larian brand's authority on the matter even overseas. Moto Guzzi does not disappoint in redesigning the frame of the new V7, despite the fact that the riding qualities of the second generation were already high enough to pass with flying colours when put to the test by critics, the general public and the market. The steel frame maintains the dismountable double cradle layout of its predecessor and the same weight distribution (46% front; 54% rear), but the front part has been completely revamped and reinforced, also introducing a new steering geometry that guarantees a more dynamic ride in corners, better handling and stability, thereby meeting all the riding needs of the modern biker. Furthermore, the entire structure has benefited from a painstaking finishing operation on the details, including the welds and the painting. The pair of Kayaba shock absorbers is new, adjustable in spring preload: thanks to their superior quality and the greater inclination on the fixing point to the frame, they provide a more progressive and controlled response in any situation, even when riding two-up. The passenger can also count on a comfortable seating position, thanks to the repositioning of the foot pegs, lower and farther forward. The rider's position changes, although not by much, with the lower saddle (now 770 mm from the ground) and the new aluminium foot pegs. The saddle-handlebar-foot pegs triangulation therefore takes on ideal measurements for any size rider. The chassis structure revamping is completed by the rear brake master cylinder with built-in reservoir that guarantees quicker response and braking modulability.

NEW SMALL BLOCK ENGINE: UNIQUE CHARACTER AND SOUND. There are many excellent twin cylinder engines in the world, but there is only one transversal V and it is the Moto Guzzi twin, born in 1967 out of an ingenious intuition by Mr. Giulio Cesare Carcano and characterized by a configuration of the cylinders so particular that it made it an integral part of the bike's design, like a true modern art metallic sculpture. In the small block version, it has now arrived at its third evolution and it has therefore been entirely revamped with respect to the previous unit mounted on the V7 II. It was developed with the goal of raising riding pleasure and fun on the road to a maximum, as well as guaranteeing higher performance and reliability.

The aluminium crankcase, stiffened in the key points, uses a new oil sump and a crankshaft with inertial calculated to provide a more lively response and an adequate engine brake. The lubrication system in the crankcase has been designed to dissipate the heat in the best possible way and to reduce power absorption in favour of both performance and a reduction in fuel consumption. There is also a ventilation system that reduces power loss due to the internal pumping of the crankcase chambers and a reduced capacity oil pump capable of absorbing less power. The oil pump intake duct is new, as is the related by-pass valve and piston cooling oil jets have been introduced that have a flow control and management valve. The alternator cover is also new, now with built-in exhaust blow-by.

In the upper part of the engine, the aluminium heads, pistons and cylinders are completely new, although the bore and stroke values are the same as the previous unit (respectively 80x74 mm), just as the engine capacity has not changed, a specific choice that confirms the V7 III as the Moto Guzzi entry-level motorcycle. As per tradition, the timing is controlled by a pushrod and rockers system with 2 valves per cylinder, now arranged in an inclined position (more efficient) in the head. The fuel system is entrusted to a single-body Marelli electronic injection system managed by an electronic control unit. The exhaust system is also new, fitted with double pipe manifolds that improve thermal insulation. With the auxiliary air system intake in the heads, combined with the trivalent catalytic converter, the double oxygen sensor and the new engine design, the Moto Guzzi twin 750 complies with the Euro 4 pollution standard.

Maximum power has increased, now reaching 52 HP at 6,200 rpm, whereas maximum torque measures in at 60 Nm at 4,900 rpm, with a truly flat torque curve that promise ease of use combined, as always, with that typical character and quick response of a Moto Guzzi engine. The reduced-power version is also available, in line with the limitations set by the A2 class driver's license and ideal for new Guzzi riders, who can also count on the reduced total weight and size and the overall easy ride of all the V7 III versions. Another innovative aspect of the Moto Guzzi engine is the 170 mm dry single disc clutch that increases sturdiness and reliability over time, also decreasing the load on the lever at the handlebar, all to the advantage of modulability and riding comfort. The six-speed gearbox introduced on the V7 II, precise and smooth, is unchanged but now benefits from a different first and sixth gear ratio, handy for taking full advantage of the engine's torque and power characteristics.

SAFETY: A MOTO GUZZI ASSET. Moto Guzzi has always been at the top of its game with it comes to safety aspects as well. The 1928 Norge GT was the first motorcycle to adopt an “elastic frame”, fitted with front and rear suspension, with enormous advantages in terms of safety and riding pleasure. The 1973 V750 S, on the other hand, was one of the first in the world with a dual disc front brake, followed by the S3 fitted with disc brakes on the rear as well. In 1975 the Moto Guzzi 850 T3 introduced combined braking, called “integral” used through 2011 on the California ’90 Anniversario. The goal of the device was to increase the stability of the bike in braking, at the same time reducing stopping distances, actually implementing two of the functions of modern ABS systems ahead of its time. In 2012, Moto Guzzi was the first to introduce the ABS/traction control duo on a custom motorcycle, the California 1400, safety systems that were then implemented on all the models in the range.

V7 III has an ABS system and a new adjustable MGCT (Moto Guzzi Traction Control) system that can also be disabled. The former is a two-channel Continental system that prevents the wheels from locking up during intense braking, whereas the latter is a system that prevents rear wheel spin in acceleration. The new MGCT system is adjustable to two sensitivity levels, one more conservative and ideal, for example, in poor grip situations due to wet or slippery asphalt and the other is designed to cater to the thrill of riding in safety on dry roads. Another peculiarity of the MGCT system is the possibility of recalibrating the rear tyre circumference, compensating for any wear or the use of a tyre with a different profile than the original so that the traction control system will always be accurate.

V7 III STONE: DARK URBAN SPIRIT. V7 III Stone now has stronger and more personal aesthetic connotations than its predecessor. Eclectic and essential, it foregoes any chromium parts, embracing the darkness of its matt black paintwork that goes well with the graphic dedicated only to the V7 III Stone of the saddle, fitted with a passenger grab strap.

It is, however, available in other attractive, satin finish colours inspired by typical '70s shades: Nero Ruvido, Azzurro Elettrico, Verde Camouflage and Giallo Energico. The total “dark matt” look characterizes the V7 III and distinguishes it from the other versions, but that is not the only difference. V7 III Stone is the only one of the “four-of-a-kind” to have spoked wheels and single circular display instrumentation. The front fender has also been shortened in order to highlight the essential look of this model.

V7 III SPECIAL: CONTEMPORARY CLASSIC STYLE. Of the V7 models it is the one that comes closest to the spirit of the original model. Classic and elegant, it has numerous chromium parts and decidedly bright graphics. Like the famous 1975 V750 S3, it has the typical coloured stripe on the side panels under the saddle that complement the matching coloured horizontal bands on the tank. The spoked wheels have polished channels and black hubs; the instrumentation is made up of dual circular displays and the chromium plated steel passenger grab handle comes standard.

V7 III Special also boasts a saddle with “old school” stitching, elements that highlight its classic and elegant roots. Unlike the Stone and the Racer, the V7 III Special and Anniversario have fork stanchion protectors instead of dust boots. The available colour schemes are also new: Nero Inchiostro, Blu Zaffiro.

V7 III RACER: SPORTY SOPHISTICATION. Produced in a numbered edition, as indicated by the plate located on the upper steering yoke, V7 III Racer is not only the most sporty of the range, but also the one with the most prestigious parts, that once again demonstrate Moto Guzzi's ability to create true custom models. There are numerous technical and aesthetic differences that distinguish it from the previous version and from the other V7 III models. As for the stylistic aspects, V7 III Racer introduces a new graphic for the satin finish chromium fuel tank where the red eagle is prominently displayed. This feature is reminiscent of the “Rosso Corsa” colour chosen to paint the frame and the swingarm: an explicit reminder of the first 1971 V7 Sport series, nicknamed “red frame”.

The V7 III Racer's sporty nature is emphasized by its semi-handlebars and its splendid, humped saddle. In accordance with tradition, the Racer has a single-seater sport bike look, but in reality, this new version is approved for two-up riding. In fact, it has pillion foot pegs and, as before, the seat cover can be easily removed when necessary. One of the most distinctive features of this “factory special” worth a mention is the widespread use of anodized black aluminium. This hand-crafted treatment, which requires superb artisan skill, characterises the new side panels and the throttle body guards, whereas the new front number plate is made of brushed aluminium. The spoked wheel rims have black channels and red Moto Guzzi stickers like the other sport models from the brand, including the Audace muscle bike. Other premium components that stand out are the set-back footpegs machined from solid billets, the lightened steering stem and the steering yoke guard. The most important technical innovation is constituted by the pair of Öhlins shock absorbers, adjustable in spring preload and in rebound and compression, that ensure tighter performance on the road in sport riding.

V7 III ANNIVERSARIO. This is Moto Guzzi's tribute to the fiftieth anniversary of the V7 and, for this reason, it is a truly special version. Produced in a numbered edition limited to 750 units, V7 III Anniversario is built on the V7 III Special base, from which it is distinguished by numerous details, starting with the dedicated graphics characterized by the prestigious, chromium finished fuel tank that hosts the refined, gold coloured Moto Guzzi eagle, combined with a brand new genuine leather saddle.

The locking fuel cap in made from billet aluminium, as are the steering yoke risers that bear the laser incised model serial number. The brushed aluminium mudguards, the chromium plated steel rear grab handle and the wheel rims with exclusive polished channels and grey hubs are highly prestigious. All of these details work together to make the V7 III Anniversario a motorcycle with an almost hand-crafted refinement for true collectors.

THE MOTO GUZZI V9 MOTORCYCLE RANGE EVOLVES UNDER THE SIGN OF COMFORT. V9 ROAMER AND V9 BOBBER, THE LIGHTWEIGHT EASY CRUISERS, EASY AND THRILLING TO RIDE, ARE NOW MORE COMFORTABLE, READY FOR THE VOYAGE THAT IS IN THE SOUL OF EVERY EAGLE FROM MANDELLO. V9 ROAMER IS THE ELEGANT AND UNIVERSAL CUSTOM; V9 BOBBER REPRESENTS THE BOLD AND ESSENTIAL MOTO GUZZI SOUL. BOTH STAND OUT FOR THE EXCEPTIONAL QUALITY OF THEIR COMPONENTS AND FOR THE HIGH GRADE FINISHES. THEY ARE BOTH POWERED BY THE MOTO GUZZI 850 CC TWIN CYLINDER EURO 4 ENGINE WITH UNPRECEDENTED TORQUE, SMOOTHNESS AND RESPONSIVENESS THAT CONTRIBUTE TO IMPROVING THE RIDE OF THE TWO ITALIAN CRUISERS.

The deep motorcycling culture of Moto Guzzi, long almost a century, inspires the two Moto Guzzi motorcycles. V9 Roamer is a universal easy and intuitive custom, beautiful to show off and rewarding to ride, full of unique details and outstanding finishes.

The V9 Bobber expresses an altogether darker and more nocturnal soul. It has large tyres and as a total black look.

The MY 17 V9 units, the result of the constant perfecting that Moto Guzzi dedicates to its bikes, are now distinguished by a big difference, with two clearly distinct personalities: one more touring and the other sportier. Both of the MY 17 V9 machines evolve under the sign of comfort and a focus on long trips, introducing different riding positions, more comfortable saddles and an entire range of accessories dedicated to touring.

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The advancements implemented on the 2017 V9 models are also available for the 2016 V9. In fact, the new saddle and the footpegs, decisive elements for the new ergonomics, are available as options and can be installed on the first V9 Roamer series too.

The MY 2017 V9 Roamer and V9 Bobber versions are fitted with a Moto Guzzi 850 cc engine, built as always in the Mandello del Lario plant. This is of course a 90° transverse V-twin air and oil cooled engine, a set-up used in all current Moto Guzzi engines, albeit with different engine capacities and performance, able to ensure excellent riding dynamics and a unique sound. It was developed with the explicit aim of maximising torque and elasticity, key aspects for ensuring riding pleasure and on road fun. This engine boasts surprising character and responsiveness, which contribute to a really exciting riding experience. A version with limited power is available, in line with the limitations of the A2 license and ideal for new Guzzi riders, who can also enjoy a record low total weight and the general ease of riding of both V9 versions.

Another innovative aspect of the 850 Moto Guzzi engine is the 170 mm diameter single dry plate clutch, providing a perfect transmission of torque and power with no jerkiness or hesitation. This increases robustness and reliability over time and decreases the load on the handlebar lever, for better controllability and riding comfort. The six-speed gearbox, precise and with a soft clutch, benefits from unprecedented ratios that make the most of the torque and engine power. The final transmission is carried out by a double-jointed drive shaft offset by the increased size and the bevel gear, which provides solid and reliable management of the powerful torque supplied by the twin engine. The cast aluminium swingarm has been designed and sized to support engine performance, as well as to accommodate the 150 mm tyre.

EQUIPMENT: ALL FOR SAFETY AND RIDING PLEASURE. Like all recent Moto Guzzis, the V9 also has a full set of advanced electronic systems, placed very discreetly inside the vehicle, making riding safer and easier. The motorcycles come with a standard advanced two-channel ABS, non-invasive in normal riding, but that prevent the wheels from locking when really needed and the well-known MGCT (Moto Guzzi Traction Control), Moto Guzzi's advanced traction control integrated with the electronic engine management system and adjustable in two different levels of operation and that can be deactivated, ensuring better grip of the rear tyre on any road surface, reducing engine torque if necessary through a reduction of the advance of the engine. Other standard features include an immobiliser and USB port located under the steering head, useful for charging external devices.

The electronic instrumentation, made up of a single circular display, is also consistent with the style of the two the V9s. The speedometer has an analogue dial, while all other information is contained in the digital box: odometer, partial trip and daily trip (with automatic reset after eight hours after shutdown), the trip time, instantaneous and average fuel consumption, clock, outside temperature, average speed, MGCT level, in addition to the gear position and shift indicator, whose idle and maximum value can be adjusted by the user. In this way the rider can keep a check on a determined range of engine revolutions, for example for the run-in, or to minimise fuel consumption. The extensive catalogue of accessories includes the MG-MP, the Moto Guzzi multimedia platform that connects a smartphone to the vehicle to provide an exceptional quantity of information useful for the journey.

VERSIONS AND COLOURS. The MY 17 Moto Guzzi V9 Roamer is available in three different colour variants, all of them with a glossy finish: Giallo Solare with an attractive black graphic on the mudguards and on the tank; Bianco Classico with an elegant red graphic on the mudguards and on the tank; Rosso Rubino with a pearl white graphic on the tank and on the mudguards. The MY 17 Moto Guzzi V9 Bobber is available in two colours, both with a completely matt finish: Nero Massiccio with a yellow chequered graphic on the mudguards and on the tank Grigio Sport with a red chequered graphic on the mudguards and on the tank.

INFO:
www.motoguzzi.com

Numerous original accessories are available for bikers to personalise their Moto Guzzi two-wheelers with aesthetic or functional elements enhancing comfort and riding pleasure. Windshields, paniers, luggage carriers, saddles, chrome or brushed aluminium parts are just some of the test-approved vehicle items, developed by the motorcycle designers, with the greatest attention to style and detail. The look of a legend also extends to technical jackets and leather gloves, jet helmets, t-shirts and sweatshirts. The quality of made in Italy embracing the latest trends, to help bikers experience in full the adventures of an eagle that has been flying high for 95 years. All with the Moto Guzzi griffe.

Moto Guzzi Accessories were on prominent display at the 2016 EICMA international motor show in Milan. Besides the “wall”, an eye-catching round-up of the packed Moto Guzzi catalogue with its more than 500 items, an additional line of accessories for the customisation of the Moto Guzzi V9 and V7 III bikes was shown at EICMA.

The exhibit included the “Dark” line offering more than 20 dedicated accessories to give a highly distinctive touch to the V9 Bobber (see the previous article in this Accessories column).

Other concepts, of great appeal for the development of future accessories, were presented in the Garage area, winning an enthusiastic response from the public. They included the “Maniac” motorcycle developed on a V7 base by OMT Garage, the winner with the V7 “Silver Knight” (shown at EICMA) of the first season of the successful TV show “Lord of the Bikes” (a customisation challenge), broadcast on the Sky Uno channel; a new season is currently being planned.

The “Maniac” concept reprises the livery of historic Moto Guzzi bikes, creating a strong personality with a vintage two-colour fairing and tail integrated with the seat. Another widely admired bike was the cream-coloured “Lady”, with a smart set of accessories targeting a female public. The two custom bikes based on the V9 took a more aggressive approach, one in total black with a windshield, and the other, the sturdy X-Track, with racing-style details in red.

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The Moto Guzzi total look is completed with a range of helmets (where the special versions for the V9 Roamer and Bobber were a particular success), a line of technical apparel and the new Moto Guzzi lifestyle line – which has just made its market debut with the Garage and Classic collections. Find out more in this special feature:

wide.piaggiogroup.com/archive/wide4_16/moto/index_en.html#/Style

INFO:
www.motoguzzi.com

This year’s edition of the Salon Moto Legénde in Paris paid homage to Moto Guzzi, looking back at the history of the famous Italian brand, which has just celebrated its 95th anniversary, with an exhibition of 15 legendary models, including the Falcone 500, Airone 250, Stornello, Le Mans 1000 and V7. Visitors to the show also had the opportunity to admire the current Moto Guzzi ranges and take test rides.

Every year, the Paris show attracts more than 30,000 lovers of historic and classic motorcycles; the 12,000 square metre exhibition venue houses 300 exhibitors, motorcycles and accessories, as well as manufacturers (including Moto Guzzi), collectors/traders, with dozens of clubs from all over the world. The 2016 show, the 19th, was held from 18 to 20 November, at the Parc Floral de Paris-Vincennes, confirming its appeal as a top event in the industry.

INFO:
www.salon-moto-legende.fr

MILAN: THE CLAN MOTO GUZZI AT THE DISTINGUISHED GENTLEMAN’S RIDE.

The world rally “The Distinguished Gentleman’s Ride 2016” (25 September) attracted almost 58,000 bikers in more than 500 cities in 90 countries, to raise funds for medical research with charity partner Movember Foundation. Once again, The Clan Moto Guzzi was there and contributed to the cause. The members of the community met up in full force at the Motoplex City Lounge in Milan, all smartly dressed, with some vintage touches, as the rally requires. The group assembled in the morning at the Piaggio Group store, had lunch together, then took off on their Moto Guzzi bikes, for the great parade through the city centre.

The DGR began in 2012 in Australia to raise funds for medical research, bringing together lovers of vintage and special motorcycles. Its distinguishing feature is that it is held at the same time on the same day all over the world, for scramblers, café racers, classic bikes and bobbers, and sets an elegant dress&bike code for all participants. So motorcyclists and scooter riders turn into true gentlemen.

INFO:
www.gentlemansride.com

THE VP GLOBAL DESIGN AT NIKE IS CONSIDERED ONE OF THE MOST INNOVATIVE MINDS IN THE FIELS OF DESIGN APLLIED TO TECHNOLOGY. PIAGGIO FAST FORWARD CHAIRMAN MICHELE COLANINNO: “WE WILL SOON SHOW A NEW, DEDICATED BOTH FOR BUSINESS AND CONSUMER MARKETS.”

Milan, 01 December 2016 – Piaggio Fast Forward (PFF), a Boston-based company founded and controlled by the Piaggio Group operating as an advanced research centre for future mobility solutions, announced that John Hoke, Vice President Global Design at Nike Inc., had joined its Advisory Board.
Established in 2015, PFF is a division of the Piaggio Group, the largest European manufacturer of two-wheel motor vehicles and one of the world leaders in its sector. Piaggio Fast Forward focuses its attention on key issues such as the future of mobility, smart urban transportation, near-distance goods delivery, the navigation of indoor and outdoor environments, networked devices for mobility enhancement, sports, leisure and recreation.

The company is based in Boston, Massachusetts, in close proximity to some of the world’s leading research universities such as MIT and Harvard, as well as to one of the world’s most vibrant start-up communities. Led by a team of innovators drawn from robotic engineering, design and anthropology, Piaggio Fast Forward has the objective to study and develop innovative solutions for mobility, in order to anticipate and fulfill new behaviors and new needs around the world.

"We at PFF think that autonomy and tethering will be the drivers that will move people and goods, in the future," said Piaggio Fast Forward Chairman Michele Colaninno. "We will soon show something that goes in that direction, both for business and consumer markets."

Michele Colaninno, Piaggio Fast Forward Chairman.

John Hoke commented that he was "excited to engage in a forward-looking, problem-solving and innovative global brand that has a remarkable history of inspiring and energizing human mobility."

John Hoke, Vice President Global Design at Nike Inc.

Mr. Hoke, who is responsible for the design of Nike products around the globe, is considered one of the most innovative minds in the field of design applied to technology.

He joins an advisory board composed of primary excellences in the world of technology and robotics, like Nicholas Negroponte (co-founder of MIT Media Lab, professor of Media Technology at MIT), Jeff Linnell (founder of Bot & Dolly), and Doug Brent (CTO at Innovation di Trimble). Complete the board Roberto Colaninno (Chairman and CEO of the Piaggio Group).

The board will work together with the rest of PFF’s talents, led by Professor Jeffrey Schnapp (CEO of PFF) and architect Greg Lynn (Chief Creative Officer at PFF).

INFO:
piaggiofastforward.com

The myth of speed and its depiction in Italy’s figurative arts, life ideals and social customs, from the end of the XIX century to the economic boom years of the 1960s: this is the subject of the exhibition Tutti in moto! Il mito della velocità in cento anni d’arte (“Getting everyone moving! The myth of speed in one hundred years of art”), curated by Daniela Fonti and Filippo Bacci di Capaci, which can be seen from 9 December 2016 to 18 April 2017, at the PALP Palazzo Pretorio in Pontedera (Pisa), which was recently restored and converted into a new exhibition venue for the town. Promoted by the Fondazione per la Cultura Pontedera, the Municipality of Pontedera and the Fondazione Piaggio, with the patronage of the Tuscany Regional Authority, the exhibition is primarily organised at the Palazzo Pretorio, with a small section at the Piaggio Museum (in Pontedera) dedicated to the larger works. The Piaggio Museum is also housing the photo exhibition Futurismo, velocità e fotografia[Futurism, speed and photography] curated by Giovanni Lista, which looks at the Futurists’ approach to speed as the myth of modernity.

Piaggio Museum - Futurismo, velocità e fotografia

The exhibition at Palazzo Pretorio. The opening displays look at a still agrarian Italy, where life moved at the slow pace of the seasons, with people travelling on foot or on horseback, and by sea thanks to oar or sail power. Then with the arrival of automobiles and speed, the world changed, as did the way of representing it. The exhibition guides us through this transformation in the following rooms, each one of which is devoted to a specific means of transport: the train, the tram, the steamship, the bicycle, the automobile, the omnibus, the motorcycle, and even the hot-air balloon, the airship and the aeroplane.

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More than 250 works, including paintings, sculptures, photographs, and posters by leading Italian artists – from Fattori to Bianchi and Viani, as well as Ziveri, Severini, Baldessari and Carrà, or Boccioni, Balla and Depero – comment on the impact of these constantly evolving mechanical means on our collective imagination. The exhibition ends with the spectacular design of the Vespa, which this year celebrates its seventieth anniversary.

INFO: PALP – PALAZZO PRETORIO PONTEDERA
www.pontederaperlacultura.it

The exhibitions at the Piaggio Museum. Here, visitors can see 21 large-scale works on the themes examined in Palazzo Pretorio. The exhibition is enhanced by a number of valuable vehicles that have gone down in the history of speed on two wheels. The Piaggio Museum section of the Tutti in moto! Il mito della velocità in cento anni di arteexhibition is accompanied by Futurismo, velocità e fotografia (“Futurism, speed and photography”), an original photo exhibition curated by Giovanni Lista, a distinguished scholar of historical avant-garde movements.

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Through more than one hundred photographs by well-known authors (including the Bragaglia brothers, Tato, Azari, Bellusi, Boccardi and Bertoglio) lent by celebrated world collections, the exhibition documents the multiple character of the aesthetic and formal approach of the Futurists to dynamism, aero-dynamism and speed. It is organised on two parallel levels: the impact of vehicles and speed champions in the history of the Futurist movement and the Futurists’ work in photography, and is enhanced by the display of vintage cameras, and a number of rare historic vehicles from Vespa, Gilera and Moto Guzzi.

INFO: PIAGGIO MUSEUM, PONTEDERA.
www.museopiaggio.it/en

Thirty-six years separate these two photos: left, 1971, Sean Connery (Edinburgh, 1930) backstage on the set of “Diamonds are Forever”, on a V7 California, used at the time by the American police; 2007, Ewan McGregor (Perth, 1971), at the international “Moto Guzzi World Days” rally in Mandello del Lario, on a California Vintage (source: Wide Piaggio Magazine 1-2010).

The year was 1961 and the success of the mass-produced car was causing a radical downsizing of the motorcycle market. Moto Guzzi, empowered with enviable design capacity, responded to the slowdown by exploring new markets, from delivery tricars to agricultural machinery and special vehicles, including cars.

Moto Guzzi design engineer Giulio Cesare Carcano (Milan, 1910-2015).

For these cars, the brilliant engineer Giulio Cesare Carcano designed a 90° V-twin air-cooled engine intended for a sports version of the Fiat 500, capable of reaching 140 km/h.

At the Fiat Lingotto factory in Turin they liked the new engine, but the annual quantities requested by the then company chairman Vittorio Valletta were beyond the production capacity of the Mandello del Lario plant and the agreement came to nothing. Carcano was not disheartened: he increased the displacement of the twin-cylinder engine to 754 cc to use it on the “3X3”, a special variable-track vehicle with three-wheel drive for Alpine troops.

Meanwhile, a ministerial tender was launched for motorcycles for Italy's Highway Police; the winner would be the bike that could cover 100,000 km with the lowest maintenance costs. It was the ideal occasion to mount Carcano’s twin-cylinder engine on a motorcycle, the Moto Guzzi V7. The innovative project combined the reliability of automotive standards with an unrivalled level of comfort and mechanical affordability, which also attracted the interest of foreign police forces, beginning with Los Angeles. The commissioning of the new V7 700 began in 1964. The bike had a 703.3 cc engine which developed 40 HP, and it weighed 230 kg. In 1966 mass production began, for the police and foreign markets, and the following year the V7 700 was distributed in Italy at the competitive price of 725,000 lira, much more affordable than the German and English competitors.

Moto Guzzi V7 700 bikes from the end of the 1960s.

EVOLUTION ACCORDING TO LINO TONTI. Giulio Cesare Carcano's creation was perfected by an expert design engineer who joined Moto Guzzi in 1967: Lino Tonti. Hailing from Forlì, with significant experience in motorcycle racing with Mondial, Bianchi and Gilera, Tonti was asked by the general manager Romolo Stefani to expand the range of the maxi-bike from Mandello del Lario. The V7 appeared at the right time, motorbikes were sweeping back into fashion, almost as a reaction to the conformism of the car, and the market was particularly receptive to innovation.

Moto Guzzi V7 Special.

The first thing Tonti did was increase the engine size to 757 and the power to 45 HP, launching the V7 special in 1969, a faster, more refined and elegant model compared to the V7 700. He would later develop, initially for the American market, the V7 Ambassador and the California, the latter destined to be one of the greatest Moto Guzzi success stories.

Moto Guzzi V7 Ambassador.

The next milestone was Lino Tonti's masterpiece: the V7 Sport. The designer from Forlì had clear ideas and he set the three parameters of the sport bike from Mandello: 200 km/h, 200 kg, 5 gears. To reach the objective he made some changes to the engine, taking the displacement to 748.3 cc and the power to more than 52 Hp, redesigning the crankshaft and camshafts, and placing the alternator in the front in order to keep the vertical bulk down.

Moto Guzzi V7 Sport.

The engine was housed in a tight, double-cradle frame in chromemolybdenum steel, painted red for the first 200 units assembled directly in the experience department in Via Parodi 57. The bike made its debut in 1971 and in June of the same year took part in the "Monza 500 kilometres" race, taking third place with Raimondo Riva. This was the beginning of a series of impressive results in endurance races such as the Le Mans and the Liège 24 Hour trials, which, together with very popular riders like Vittorio Brambilla, made the V7 Sport the most famous Italian sports bike of the 1970s.

L-R: Raimondo Riva on a Moto Guzzi V7 Sport in Monza. Bol d’Or, 1971: Vittorio Brambilla on a Moto Guzzi 850.

FROM THE V7 TO THE 850 GENERATION. Over a couple of seasons the technological evolution implemented on the Moto Guzzi V7 Sport was rolled out to the rest of the range. The new frame, the four-pad front brake and the five-speed transmission introduced on the V7 Sport represented, together with the increased engine size, the primary innovations of the V850 GT, the model that marked the retirement of the successful V7 Special in 1973.

Moto Guzzi V7 850 GT.

The Sport also lost the famous alphanumeric name, when it was replaced by the Moto Guzzi 750S in 1974. The last model to give up the celebrated label was the V7 850 California, which would pass the baton to the new 850 T California in 1976.

Moto Guzzi V7 850 California (MG brochure).

Moto Guzzi V7 850 GT.

THE NEXT RALLY WILL BE HELD FROM 27 TO 29 JANUARY 2017. THE LOCATION IS THE BAVARIAN FOREST OF LOH, BETWEEN THE TOWNS OF SOLLA AND THURMANSBANG, IN GERMANY. FOR AUTHENTIC BIKERS ONLY.

In 2016 it celebrated its 60^th anniversary, yet the years seem to have left no mark: the famous “Elefantentreffen” extreme motorcycle rally first organised in 1956 is back at the beginning of the new year, from 27 to 29 January 2017, in the middle of winter as tradition dictates. The event always attracts large number of bikers, who dream of taking part, at least once in their lives, in the January meeting, the first rally in the motorcycling calendar and the last of the previous season. Faithful to the motto “the motorcycle never stops, even in winter”, the bikers will reassemble in the frozen German forest, shivering in the harsh conditions, teeth chattering. Just so they can tell their friends: I was there!

A Zundapp KS 601 with sidecar, German Army, 1940s.

Organised initially as a rally for Zundapps, the German military motorcycles (nicknamed “elephants”), over the years the Elefantentreffen has become one of the world’s most famous and popular winter rallies (35,000 participants), and is now open to all types of motorcycle. Previously, it was held in Austria and Germany (some editions were hosted at the Salzburg and Nürburgring race tracks), but since 1989, in good times and bad, it has been organised in the Solla forest in January.

The reward for the riders who complete the tiring and challenging trip across Europe in the rain and the cold, is to reach the legendary “ditch”: tents stretching as far as the eye can see, in the mud and snow, and not much else. The journey, the meeting with other bikers from all over the world, the nights around bonfires with a barbecue and a sing-song, and the unique atmosphere are what attract such a large and intrepid turnout.

For bikers who are determined to go, the important thing is find out everything about the rally, and to leave properly equipped, with their motorcycles ready to take on freezing temperatures and every kind of road condition.

INFO BVDM (GERMAN MOTORCYCLING FEDERATION):
www.bvdm.de/index.html

OUR “HEROES” AT THE ELEFANTENTREFFEN. Wide magazine has published a number of articles about our fearless readers who have undertaken the trip, among whom we want to mention the following bikers and travellers: Oliver Tubak, who has taken part in two Elephant rallies, with his Moto Guzzi Griso 1200 8V (the first time with his wife, “zavorrina”, the second on his own). Here is his photo.

Manuele Biondi arrived in the “ditch” on a Moto Guzzi California; Carlo Alberto Duè who, in addition to the Elephant Rally, has taken part in another extreme bikers meeting, the “Kristall Rally”, held in Norway in February, on his Piaggio MP3 250 maxi scooter, together with his friend Alessandro Matteoni on a Gilera Fuoco 500. And then there are other hardy scooter riders who have gone and still go to the Elefantentreffen … on a Vespa.

Biker forums and blogs are packed with messages from enthusiasts looking for companions for the journey, such as Trevi who will be undertaking the 2017 adventure on his Aprilia Caponord ETV 1000. Others offer advice about routes and bike equipment. And for the “nostalgic”, the original rally has been revived: the “Altes Elefantentreffen” (“Old Elephant”), at the Nürburgring race track: the next edition will be held from 10 to 12 February 2017.

What sort of year will 2017 be for the Piaggio Group? The answer is in this exclusive video, presented during the press conference at the recent 2016 EICMA international motorcycle show in Milan. There’ll be a host of new product entries, but that’s not all: we won’t say any more, but let these fantastic images speak for us. Enjoy the video and see you in 2017, which has already begun for the Piaggio Group!

PIAGGIO GROUP 2017 – OFFICIAL VIDEO

INFO:
www.piaggiogroup.com