The new Aprilia RSV4 RR is the natural evolution of a revolutionary project which has successfully dominated World SBK, with 7 world titles won in 6 years, establishing itself as the best superbike of all times. Aprilia RSV4 is a global 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 give advanced users the same excitement as the motorbikes prepared by Aprilia Racing for global competitions.

2015 Aprilia RSV4 RR walk-around | EICMA 2014

Unrivalled for its brilliant design and applied technology, the Aprilia RSV4 was conceived around a 65° V4 engine that had never before been seen on a factory sport bike, a frame which is the heir to a dynasty that won 18 titles and 143 Grand Prix races in the 250 GP class, enhanced by the most modern electronics systems applied to managing the engine and the bike dynamics. A genuine vocation of Aprilia which led it to be the first manufacturer to adopt Ride-by-wire as standard equipment, the multimap power output system, but above all the first to patent the aPRC dynamic controls platform with the exclusive self-calibration and wheelie control features.
The goal of the efforts made at Noale to create the new RSV4 RR was the same one that has set the RSV4 apart from the very first version in 2009: to be the absolute best uncompromising superbike, the street bike that comes the closest to being a real racing bike in terms of performance and effectiveness. Aprilia RSV4 RR is equipped with all the electronic and technical refinements that a rider could want, with the possibility of making a further and definitive upgrade by choosing the “Race Pack”, which includes exclusive aluminium forged rims and professional Öhlins suspension. To celebrate the arrival of the new king of superbikes, Aprilia is also offering a limited edition version – the RSV4 RF – characterised by a dedicated livery and elements of the Race Pack included as standard equipment.



A NEW ERA. Aprilia RSV4 RR represents the most important and profound advancement ever made on this extraordinary model. A development that even involved the design. The style of the new RSV4 is the result of the perfect combination of form and function. The careful design led to the creation of the most compact full size sport bike on the market, where technical elements such as the impeccable aluminium double rail frame contribute to emphasising its racing vocation.
The front end has been completely redesigned: now there is a new, more protective top fairing, created after a careful wind tunnel aerodynamics study, which provides better protection from the wind for riders of any height. This choice has a positive impact not only on the track when the rider is seeking protection to achieve maximum speed, but also on the road where greater comfort is provided thanks to the lower air pressure on the body and helmet. The characteristic triple headlight is also new, now with a more modern shape and an LED parking light. The mirrors are new, also the subject of a wind tunnel study, which combine excellent aerodynamic penetration with improved visibility and built in LED turn indicators.

THE ENGINE. In terms of quantity and quality of the operations, the unrivalled Aprilia V4 has every right to consider itself a radically new unit: if there were any doubts, they are quickly dispelled by the more than 16 additional HP and the 1.5 kg less than its predecessor. This is one of the Aprilia RSV4 RR elements that is most closely derived from the racing world and the one on which the Aprilia Racing Department was able to work the most with the factory production.
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 become unmistakeable because of the use of “total” electronics, because of its extremely compact size and exceptional light weight.
The main goals of the new V4 project were clear: increase power across the board, exceeding the threshold of 200 HP maximum peak and at the same time increase the already generous torque at all engine speeds. To achieve them work was done on decreasing internal friction, improving combustion efficiency and fluid-dynamic efficiency as well as on increasing the maximum rotation speed. The Noale engineers redesigned almost all of the internal and external elements.
Starting from the top, the 65° V4 has a new air box with filtering elements perpendicular to the air flow, studied with sophisticated CFD (Computational Fluid Dynamics) systems in order to minimise load losses and maximum pressure in the intake ducts. The upper injectors are new, whereas the variable setting intake ducts were redesigned to the benefit of an even wider range of management in terms of their travel. As with previous models, each bank has a dedicated servo unit actuating the two throttle bodies of that bank only. This means that the aperture of the throttle valves and consequently the quantity of fuel injected can be controlled independently. This is a never before used solution in a production bike that opens up practically infinite possibilities for power delivery control and works hand in hand with the aPRC system.
In order to improve the fluid dynamic performance, the heads were redesigned with intake and output ducts that have new geometries and contouring on the ends machined by a numerically controlled tool. The combustion chambers are no longer obtained through a fusion process but by a finer mechanical process which is also numerically controlled. In order to improve reliability and precision under extreme loads the height of the valve seat seals was increased and the relative lubrication reservoir was modified. The heads now have a triple layer of gaskets. The timing system confirms the innovative mixed chain and gear kinematics of the Aprilia V4 (with the chain camshaft driving only the intake camshaft, which in turn drives the exhaust camshaft via a gear) which allows for extremely compact heads especially in the area beneath the frame spars, much narrower than would otherwise be possible. In order to increase the maximum rotation speed a painstaking study was conducted on lightening the parts in motion of the elements included in the heads. All four valves are now in precious and lightweight titanium (the intake valves are oversized at 33 mm); the valve springs are completely new, the intake valve springs are made with oval section wire whereas the relative tappets and caps were lightened. The camshafts have a brand new profile and were lightened by a whole 500 grams. Moving downward, the crankshaft now has connecting rod pins reduced to 36 mm in diameter, while the Pankl connecting rods are lighter by a total of 400 grams.
As in previous models, the monobloc crankcase with integrated aluminium cylinder liners ensures maximum rigidity and consistent performance. The upper half of the engine case is now made with a new shell fusion and has been lightened and reinforced; it also now has an optimised ventilation system in order to reduce power loss due to air pressure inside the engine crankcase. The lubrication system has also been redesigned. A brand new oil sump ensures increased draught no matter what position the engine is in (for example in the most extreme leans or in maximum acceleration/deceleration conditions) despite the oil level being decreased in order to decrease friction. The “rose pipe” is also new (oil pump intake line), now equipped with a new overpressure valve and thinner mesh filter. The piston cooling oil nozzles were also replaced and the gearbox now has a valve regulated direct hydraulic lubrication circuit. The latter uses lightened primary drive gears and takes advantage of new ratios which have been optimised to fully exploit the increased engine power. The entire exhaust system has also been completely redesigned with revamped electronic valve management, now equipped with two oxygen sensors (one per bank), while a new, more powerful ECU contributes to more precise management of the engine in the area of maximum rotation achievable.

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CHASSIS ARCHITECTURE. Aprilia is known as one of the best chassis manufacturers in the world and the RSV4 RR 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 which has always been a characteristic of the previous generation RSV4 models) is the exceptional – and exclusive – possibility of adjustments that the standard equipment chassis is able to offer. In fact, the new 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 highly sought after and winning structure of the Aprilia RSV4 frame has remained substantially unchanged and uses elements in pressed and cast aluminium capable of guaranteeing exceptional performance, thanks in part to the perfectly balanced torsional rigidity and flexibility values. Optimally centralised masses are just one of the RSV4 chassis strengths. To achieve this result nothing was neglected. The swingarm the same construction technology as the frame but it has been lengthened 14 mm to guarantee better traction and to decrease the tendency for wheelies during the violent acceleration that the new extraordinary characteristics of the powerplant allow. Precisely because of the V4's significant power increase the chassis and weight distribution configuration have been revamped: the engine is mounted in the lowest possible position allowed by its adjustment range within the frame, whereas the fully adjustable suspension has been fine tuned to guarantee maximum control in extreme riding.

VERSIONS AND COLOURS. Aprilia RSV4 RR represents a top shelf technical platform, ready to provide the rider with a “race replica” performance and feeling. As standard equipment it also has all of those features which only the Factory version RSV4 had previously, such as magnesium external housings, oil sump and head covers, a wide range of chassis adjustments and the variable setting intake ducts. Aprilia RSV4 RR is available in two attractive colour schemes, both matte, on a black and grey base (Bucine gray and black Ascari) and a “Race Pack” is also available that includes lightweight forged aluminium wheel rims and more sophisticated Öhlins suspension (shock absorbers, fork and steering damper).
To celebrate the arrival of the new RSV4, Aprilia is also offering a limited edition of 500 numbered units called the RSV4 RF, which comes standard with the Race Pack, as well as a dedicated graphic called “Superpole”.

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Tuono V4 1100 is the latest and most spectacular evolution of a sport naked dynasty,, born in 2002 out of Aprilia's intuition to strip down and fit a handlebar on their flagship superbike (which at the time was the V-twin RSV mille), thereby combining all the advantages of a chassis par excellence with the fun of sitting up and dynamic riding. The patriarch of the new “supernaked” category was called the Tuono 1000 R, the first ultra high performance naked. Aprilia Tuono has therefore always been a high handlebar superbike, unbeatable on the track and loads of fun on the road. It was out of this tradition that a completely new Tuono was born in 2011, a direct emanation from the unbeatable Aprilia RSV4 introduced in 2009 and World SBK dominator. It was an epic change: Tuono V4 R immediately made a place for itself as the highest performance, most technological and sophisticated naked sport bike ever manufactured, the most adrenaline pumping, fierce and effective naked ever seen, an excellence for the most purist of thrill seeking enthusiasts thanks to the V4 engine capable of 167 HP and the exceptional aPRC electronic controls package, still unrivalled in terms of effectiveness and technology. But the evolution did not stop here. In 2013 an even more refined and powerful version was introduced: Tuono V4 R ABS which offered the new features which had already been successfully introduced on the second generation RSV4, such as the higher performance engine (170 HP), the revamped and recalibrated aPRC system and a Race ABS system capable of withstanding even the extreme stress of the track.

APRILIA 2015 AT EICMA 2014

The know-how acquired in years of victorious competition at top levels and the experience of the Tuono history now allow Aprilia to exceed limits which had previously seemed insurmountable: introducing the new Tuono V4 1100, an exclusive thrill generator and fun in its purest state. New 175 HP engine with a powerful maximum torque of 120 Nm, revamped chassis setup to achieve better agility, fine tuned aPRC, new look, the possibility of connecting your smartphone to the vehicle through the PMP platform and two distinctly outfitted versions (Factory and RR) that have the same, strictly Aprilia character in common.

TWO VERSIONS, THE SAME SPIRIT. Tuono V4 becomes a family of motorbikes made up of two distinctly outfitted models. Tuono V4 1100 RR represents an exceptional thrill machine and it is the true heir to the previous Aprilia V4 naked, acclaimed by critics as the most effective and fastest bike in its segment. In addition to this model there is now a version with exclusive standard equipment: Tuono V4 1100 Factory, dedicated to an extremely demanding public, this bike is equipped with components which are largely derived directly from the new Aprilia RSV4 RF superbike.

2015 Aprilia Tuono V4 1100 Factory - Walkaround - Debut at 2014 EICMA Milan Motorcycle Exhibition



The new Aprilia naked range, heir to a family of motorbikes which has been voted over time as one of the most fun, adrenaline pumping and efficient bikes ever, thus achieves absolute performance levels and sophistication, but now these bikes are also more comfortable, safe and fun to ride on the road. In addition to receiving many of the important upgrades which were just introduced on the new RSV4, Aprilia Tuono V4 1100 RR and Tuono V4 1100 Factory also add a new look thanks to the more protective top fairing and the better aerodynamic penetration coefficient. The relative headlight unit changes as well, a whole 1.5 kg lighter, fitted with a LED technology parking light and a more modern shape, which better integrates with the overall design of the bike without betraying the typical language of the Aprilia V4 characterised by three headlights. Tuono V4 1100 Factory stands out for its new rail fairing, derived from the RSV4's, a true benchmark in sport motorbike design. The saddle has been made more comfortable, even with respect to its fairing-clad sister, thanks to the new foam production procedure which prevents the crystallisation phenomenon - and therefore the hardening - of the foam itself. You can still naturally ride two-up by mounting the dedicated saddle portion. Thanks to the 15 mm lower seating position and the new, narrower handlebar, the on board ergonomics of both the Tuono V4 1100 versions change, becoming decidedly more comfortable.

WORLD CHAMPION CHASSIS. Simply incomparable, now more than ever. There is no other naked bike as sporty and effective as the Tuono V4 1100; its close derivation from the seven times World SBK champion is clear when you look at the beautiful double rail frame made from pressed and cast brushed aluminium elements, a structure that boasts unrivalled balance between torsional stiffness and flexibility; the new 65° V4 engine is set inside it in all of its purity and uniqueness, just like a precious stone set in a ring. In order to make the Tuono V4 1100 more agile on the road, without losing its legendary fierceness on the track, the headstock angle was changed from 25.1° to 24.7° and the trail went from 107.4 mm to 99.7 mm. These sleeker chassis dimensions combine with the 6 mm longer aluminium swingarm, the various suspension setups and the consequent adjustment of the electronic controls, including the wheelie control feature, to obtain a rock solid chassis at high speeds but more agile in direction changes.
Tuono V4 1100 RR is fitted with a high quality suspension: the upside-down Sachs fork with 43 mm stanchions has separate “one by one” hydraulic adjustments in compression and rebound as well as spring preload adjustment on both stanchions. The Sachs shock absorber with built-in piggy back allows the hydraulics to be adjusted in rebound and compression, as well as spring preload adjustment. The new standard calibration on both units is functional to the increased performance of the V4 engine and the revamped chassis dimensions and it also takes into consideration use of the bike on the road without any prejudice to the possibility of personalisation in order to obtain maximum accuracy and precision in true racing style riding.
The more refined Factory version of the Aprilia Tuono V4 1100 comes with par excellence standard equipment unique in its category, borrowed from the king of superbike, the Aprilia RSV4 RF. The suspension section is made up of a trio of Öhlins elements (fork, rear shock absorber and steering damper) characterised by ultra fine tuning possibilities and a base setup that has been calibrated to give the rider maximum performance feedback in sport riding.
The braking system on the new Tuono V4 1100 range has a pair of refined Brembo monobloc M432 callipers on the front which mounts pads with the best possible friction coefficient that grip lightweight aluminium flanged discs (for Tuono V4 1100 Factory). The 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 sportier 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.

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HIGHER PERFORMANCE THAN THE V4 ENGINE. The primary goal of the changes made to the already extraordinary Aprilia Tuono V4 engine was to increase torque, especially at medium-low revs in order to increase effectiveness and riding pleasure on the road. To achieve this goal the engine capacity was increased to a full 1077 cc thanks to the new cylinder bore which was taken from 78 to 81 mm. This increase in displacement also resulted in higher top performance: the power peak went from 170 to 175 HP and places the Tuono V4 1100 range at the top of its segment (already at 8,000 rpm almost 20 HP more than before are available). This makes the new sport naked from Noale a complete weapon for thrills and effectiveness with superlative torque values that dominate on the road and uncompromising top performance to dominate on the track. The Tuono V4 1100 is the only naked powered by a 65° V4 engine° with unique characteristics. The narrow V architecture made it possible to build an engine with incredibly reduced longitudinal bulk which favours centring the weight and creating a compact chassis. As in previous models, the monobloc crankcase with integrated aluminium cylinder liners ensures maximum rigidity and consistent performance. The upper half of the engine case is now made with a new shell fusion and has been lightened and reinforced; it also now has an optimised ventilation system in order to reduce power loss due to air pressure inside the engine crankcase. Also, the crankshaft now has connecting rod pins reduced to 36 mm in diameter, the pistons are new and the Pankl connecting rods are lighter by a total of 400 grams.
The other technical particulars which made this engine so popular have remained unchanged, such as the removable gearbox and the innovative timing system kinematics: the chain camshaft drives only the intake camshaft which in turn drives the exhaust camshaft via a single gear. This solution allows for extremely compact heads especially in the area beneath the frame spars, much narrower than would otherwise be possible. A countershaft dampens vibrations even more than in a 90° V engine.
Full Ride by Wire technology eliminates any direct connection between the throttle grip and the throttle valves, which are entirely controlled by a latest generation Marelli control unit that also controls the ignition and the four injectors. Each bank is fuelled by two throttle bodies managed by a dedicated servo unit. This means that the aperture of the throttle valves and consequently the quantity of fuel injected can be controlled independently. This solution opens up practically infinite possibilities for power delivery control.
The new and powerful engine ECO now allows the three maps to be more easily managed, each one of which corresponds to a different engine power output and now also to a dedicated engine brake management map. The two classic engine management maps, Track and Sport, are now joined by a Road map which is full power instead of the previous generation Tuono V4's limited power map. All three maps are more manageable and less aggressive than the previous version, allowing a better relationship between the opening of the throttle and the torque sent to the wheels. This is a solution that provides further advantages, such as reducing rear tyre wear and better management of the significant power that the new Aprilia V4 is capable of developing.



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 Donington blu, 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.

MOTO GUZZI ELDORADO: OPERATION FLASHBACK

“If Roman gods had ridden motorcycles, the Moto Guzzi Eldorado would have been chosen by Bacchus.”. This was how Cycle World magazine concluded their test of the luxurious Italian bike, the latest evolution of the 90° V-twin with cardan final drive introduced in the States in the late sixties by the importer Berliner Group. The metaphor effectively highlighted the intoxication experienced on a modern, powerful, luxurious and fast bike, painstakingly studied down to the smallest details and extremely satisfying to ride. Forty years later the experience is repeated in the shape and substance of the new Eldorado.
Staying on the theme of mythology, the new Eldorado leads us to Janus, the two-headed divinity who is the keeper of all passages and transitions. By looking at it one can see clearly how this Moto Guzzi has preserved the personality of its ancestor, drawing it from the past to the future along the path of technological evolution and stylistic continuity.

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The flashback effect comes out in the details: the spoke wheels, the fuel tank with chromium sides, the oversize saddle, the rear mudguard with the gem-shaped taillight, the bullhorn handlebar, the passenger grab handle.
With a lower setup thanks to the new sixteen inch spoke wheels that mount whitewall tyres (130/90 on the front and 180/65 on the rear), attention is drawn to the new wraparound mudguards. The front has a particularly “clean” design which enhances the powerful front end, whereas the rear, on the other hand, is the element that draws the most attention on this ultra elegant Moto Guzzi. Its smooth and generous shape integrates with the new full cover shock absorbers, the gem-shaped rear light cluster and the classic rounded turn indicators.
At the front the Eldorado, like the Touring and Custom models, is also distinguishable by its original complex surface headlight with polyelliptical light equipped with LED daylight running light (DRL). Speaking of digital technologies, the instrumentation is particularly satisfying, contained in a 150 mm diameter circular panel with the analogue rev counter scale finding its place along the external circumference and a multifunction full-matrix suspended display at the centre, all packaged neatly, like a luxury watch, in a bright chromium housing.

2015 Moto Guzzi Eldorado - Walkaround - 2014 EICMA Milan Motorcycle Exhibition

You never get on the Eldorado, but rather you settle comfortably into the saddle. Positioned just 724 mm from the ground, the new saddle, together with the generous floorboards an the comfortable bullhorn handlebar grip, is an invitation to take a seat, press the start button and let the asphalt roll under your feet for at least 300 kilometres, which is the minimum range guaranteed by the sculpturesque 21 litre fuel tank.
If the road is a never-ending Interstate Highway you can activate cruise control by pressing the button on the right-hand electric block and sail along as you listen to the throbbing 90° V-twin filtered by the big block's elastic-kinematic mounting system, knowing that if you need or desire it, the cardan final drive will be ready to unleash up to 120 Nm onto the tarmac at 2,750 rpm. Technically unchanged, the twin cylinder confirms its monumental architecture enhanced by the polished valve covers with Moto Guzzi silk-screened on them and the tight and smoothed cooling fins. The engine is an absolute benchmark in its category for engine capacity-performance-consumption ratio thanks to excellent thermodynamic performance combined with advanced Ride-by-wire multimap electronic management. This technology allows the rider to choose one of three engine management maps: Turismo, Veloce and Pioggia. And that's not all: the dynamic performance of the vehicle is also kept under control by its latest generation traction control system (MGCT) which can be adjusted on three actuation levels in order to increase active safety without impacting performance and riding pleasure.

MOTO GUZZI AUDACE: THE MUSCLE BIKE THAT SCRAPES THE ASPHALT

Ostentatious, muscular and fierce, the Audace can be picked out immediately by its front end, made stylistically lighter by the circular headlight unit and the carbon mudguard mounted on a fork without any telescope covering. It has no chromium plating so every mechanical detail, each small exposed metallic part is dark as night, an ideal condition for fully enjoying a bike in solitude with the striking beauty of the Audace.
Light comes through only in the stark contrast with the colour of the lateral strip that shows several brand new details. Like the undersump lug that gives the side view a gritty look, the metallic radiator grille and the short megaphone exhaust which, despite its rebellious look, is actually Euro 4 approved.
The side panel covers have also been changed, lightened like the passenger footpeg bracket. The platform footboards mounted on all the other models in the range are gone here, as is the rocker gear shift control in order to make room for sportier footpegs mounted farther forward and the classic gear shifter pedal.

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Particular attention was given to the saddle, covered in skai with exposed red stitching, lowered in terms of the seating position and installation ready for the foldaway passenger seat. The drag handlebar is also new which, thanks to the forward position of the footpegs and the different seating level, create a longer and more dominating riding position.
Another particularly elegant feature is the burnished valve covers, the rear shock absorbers with separate gas bottle and the alloy wheels personalised with the Moto Guzzi logo, as well as the minimal mirrors.

2015 Moto Guzzi Vaudace - Walkaround - 2014 EICMA Milan Motorcycle Exhibition

Powerful and aggressive, the Audace looks as if it is crouched down on its haunches like a large feline ready to unleash its explosive power to scratch the asphalt, leaving the mark of its oversize 200/65 rear tyre. The generosity of the 1400 cc "Made in Mandello" 90° V-twin is well known by now and on the Audace, thanks to the exhaust system with redesigned fluid dynamics, is even more lively at high revs. As a result, thanks in part to weighing a few kilos less, the Audace is definitely quicker off the line. It will certainly be the one that is most used with the “Veloce” output map and the one where the MGTC traction control system will need to intervene most often.

MOTO GUZZI CALIFORNIA 1400 TOURING S.E.: A CHANGE OF CLOTHES

In addition to the Nero Ambassador and Bianco Eldorado versions, for 2015 the California Touring is available in a new version called “S.E.”. Characterised by a new two-tone graphic, this version, which has a built-in passenger backrest and grab handle, emphasises the virtual continuity with its ancestors through the reinterpretation of various style elements. The most obvious of these are connected to the profile of the saddle, the chromium grab handle and the side panels inspired by the T3 as well as a ratio between the fuel tank and engine sizes which favours the latter, just like the style of the glorious V7 and V850. This impression is given especially by the ingenious fuel tank, made in metal, with a 21 litre central body and two side covers where the Eagle logo is proudly displayed, moulded on the powerful thermal units of the round headed 1400 cc engine. This impression is further accentuated by the horizontal lines of the highly polished silencers that end at the rear mudguard, moulded over the impressive 200 tyre and equipped with a spectacular dual LED light cluster that also includes the turn indicators. The front view is no less impressive, with a complex surface headlight unit and a poly-elliptical light with LED daylight running light (DRL).

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The particular polygon shape of the headlight dominates the luxurious front end, enriched in classic California tradition by the windshield and supplementary lights, painted to match the body, as well as the new front deflectors. The lightweight alloy wheels are an original ribbed design like the headlight frame, the supplementary lights, the handlebar and the valve covers.
The 46 mm front fork is another throwback to its glorious ancestors: completely sealed by dominating “telescopes” which are now chromium plated. Intended for those who devour kilometres, the California Touring S.E. is unrivalled in terms of comfort and load capacity thanks to its generous saddle and the spacious and elegant 35 litre side panniers, the cruise control feature and the dampening action of the elastic kinematic engine mounting system. The engine mounted is the sculpturesque 1380 cc big bore, the absolute top of its class in terms of performance and consumption, equipped with Ride-by-wire multimap electronic engine management. This technology allows the rider to choose one of three engine management maps: Turismo (Touring), Veloce (Sport) and Pioggia (Rain). The dynamic performance of the vehicle is also kept under control by its traction control system (MGCT) which can be adjusted on three actuation levels in order to increase active safety without impacting performance and riding pleasure.

Moto Guzzi relaunches, improving on the other pillar in its product range: the V7, the brand's best-selling bike since 2009, that represents the Moto Guzzi entry level, the model made for women and men, young people, those who want to buy their first bike ever and broaden their horizons.
The revamping of the "small" V7, unveiled for the first time at Intermot 2014 in Cologne and available on the market to coincide with the Milan show EICMA 2014, represents a clear evolution compared to its predecessor, so much that it deserves a new name: V7 II. The addition of the Roman numeral historically identifies the most successful and longest running products to come out of Mandello del Lario, such as the V50, Le Mans, 1000 SP, California and now also the V7 in its well-known and popular versions: Stone, Special, Racer.

MOTO GUZZI 2015 AT EICMA 2014


The second generation of the Moto Guzzi V7 keeps the stylistic personality of its predecessor intact: a design that dialogues between Moto Guzzi shapes from the past combined with the needs of a modern bike capable of satisfying the widest possible range of enthusiasts.
At the same time, Moto Guzzi V7 II is a completely new bike in terms of technology, powertrain, ergonomics, safety, construction quality and finish and riding pleasure.
Moto Guzzi V7 II also marks a decisive turning point in the quality and wide range of Moto Guzzi accessories. In fact, the brand from Mandello del Lario introduces a wide range of accessories at EICMA 2014, which are dedicated to the "V7 family". In fact, simultaneously with the Moto Guzzi V7 II commercial launch, customers will also have more than 60 brand new accessories available to them, which allows a totally unique level of personalization. In addition to the vehicle accessories line, which will now be in excess of 90 items with the important new products, from the beginning of 2015 there will also be brand new helmets as well as technical and lifestyle apparel to complete a 100% 'Made in Guzzi' style.
But that's not all: another extremely important aspect was the design and development of numerous parts in order to allow each customer to personalise his or her V7 to the extent that it becomes a true "special" in the most diverse interpretations, from the Dark Rider to the Scrambler, from the Legend to the Dapper. (See the related article in The Garage column of this issue of Wide). This multiplies the V7 II exponentially with respect to the three standard versions and allows each Guzzista to create a completely unique, original and "tailor made" vehicles, which is still entirely compatible with the basic version. This is a new Moto Guzzi strategy that confirms the V7 as an extraordinary platform for the creation of special bikes, thanks in part to the enthusiasm with which the greatest customizers in the world take on transformations of Guzzi models into unique, magazine cover works of art.

It is not by chance that at EICMA 2014 four of the most important European preparers and customizers has presented their tributes to Moto Guzzi by creating as many unique versions. This important initiative launched by Moto Guzzi is just the first step in a strategic outline aimed at the progressive and continuous expansion of available accessories and the possibilities for personalisation, all associated with a painstaking eye for detail, quality and typical "Made in Italy" taste.

EICMA 2014 was also an opportunity for the Piaggio Group to show the results of its continuing focus on research for the development of new forms of mobility and systems providing ever-greater integration between user and mechanical vehicle, and between the vehicle and the environment. All the new entries are presented in the Product and Technology columns of this issue of Wide. Here, we look at the highlights that will be fascinating the two-wheeler world next season.

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Aprilia Tuono V4 1100 (RR and Factory versions): Aprilia’s supernaked has been completely revamped: not only is it more powerful and faster, above all it is more fun and easier to use on the road. Aprilia RSV4 RR: the new Aprilia RSV4 generation, the winner of seven WSBK championship titles in five years. V4-MP Multimedia Platform: available for the Aprilia Tuono V4 1100 and Aprilia RSV4 RR, this new evolution of the Multimedia Platform allows you to connect your smartphone to the bike and program the electronic controls bend by bend on the circuit. Skully HUD Helmet: thanks to Piaggio Group cooperation with Skully (an American Heads-up display helmet manufacturer), full integration will be possible between the functions of the Piaggio Multimedia Platform and the most advanced heads-up display technology. Moto Guzzi Eldorado: the modern luxurious interpretation of the unforgettable 850 that made its fortune in the States in the late 1960s. Moto Guzzi Audace: ostentatious, muscular and fierce, this bike is immediately distinguished by its front end: a circular headlamp unit and carbon mudguard. Moto Guzzi California 1400 Touring S.E.: new two-tone graphics, built-in passenger backrest and grab handle. Piaggio Electric Bike Project: this vehicle moves beyond the concept of a pedal-assisted bicycle to interpret the most progressive mobility requirements. Its core is a 250W-350W electric motor designed entirely by the Piaggio Group. Its anti-theft security system is exceptional, as is the reliability of the on-board systems and the lithium ion battery. And with the new Piaggio Multimedia Platform, the opportunities for interaction with the vehicle multiply.

MOTOPLEX…AT THE EXHIBITION

EICMA, the world’s top motorcycle show, also hosted Motoplex, the first concept store to showcase experience. Two key events were organised on the Piaggio Group stand: on 7 November, the Motoplex Friday Night Party, with the DJ set of Kris Reichert and Mirko De Crescenzo; all rhythm, fun and energy; on 8 November, Piaggio Motoplex was transformed into a TV studio, whose maxi screens broadcast a live presentation compered by Federico Russo, of the cast of the future Aprilia Ombrelline (or Paddock Girls) for MotoGP 2015.

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TESTER FOR A DAY

Eicma 2014 provided the stage for an event eagerly awaited by all bikers: the presentation of the new Moto Guzzi original accessories kit, to make their V7s truly unique.

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The wait is over: the kits will be available from authorised Moto Guzzi dealers as from January 2015. In the meantime, bikers will have fun choosing the style best suited to their tastes and personality, comparing the various options and finding about more about the accessories in each kit. It’s not vanity: it’s passion!

Moto Guzzi - Customizing your bike

DAPPER STYLE KIT: DAZZLING

Moto Guzzi Garage - Dapper style

In the 1960s, it crossed the Atlantic in a flash and now the café racer style makes your V7 unique: vibrant with energy, legendary and essential as only a true café racer can be. The kit contains ultralight hand-brushed aluminium mudguards, a single-seat saddle and handlebar clip-ons for a super sporty look; a chrome-plated fuel tank, three number-plate holders – and that’s just the start.

DARK RIDER STYLE KIT: MYSTERIOUS

Moto Guzzi Garage - Dark Rider style

Do you love the night? Dark Rider is your style, your destiny, written in the city lights. And your V7 acquires an aggressive elegance. The kit contains a black windscreen, tanks, flanks and handlebar clip-ons for an impeccable mysterious look. Plus, a one-and-a-half seat saddle, small-size headlight and indicators and many other options for a very personal style.

SCRAMBLER STYLE KIT: ADVENTUROUS

Moto Guzzi Garage - Scrambler style

A byword for fun and freedom since the 1970s, the scrambler style gives your V7 a new and unexpected dimension, like the new view that opens up as you round the next bend. The bike loses any inhibitions, ready to meet your desire for freedom. The kit contains a 2-in-1 exhaust unit with silencer, long hand-brushed aluminium mudguards, a number-plate holder, all-terrain tyres, a two-seater saddle, enhanced shock absorbers and other accessories to unleash your V7’s spirit of adventure.

LEGEND STYLE KIT: PROUD

Moto Guzzi Garage - Legend style

Where does the staunch Moto Guzzi pride come from? From the power of its history, its character, not from nostalgia. This is customisation inspired by the Moto Guzzi heritage. The kit contains fuel tanks, mudguards and flanks in camouflage or olive green, all-terrain tyres, a 2-in-1 exhaust unit with silencer, a black cross-brace for the handlebars, an extra-long rear carrier and so much more to make your V7 a symbol of contemporary tradition.

EVERYTHING ABOUT THE MOTO GUZZI KITS IS ONLINE ON THE NEW SITE:

www.garagemotoguzzi.com

Today Moto Guzzi progresses quickly, committed to developing a range of exceptional bikes which are built around the largest and most powerful beating heart that the eagle brand has ever made, the impressive 1400cc V-twin.
And so, alongside the new Eldorado and Audace, introducing the spectacular MGX-21.
Motorcycles built in the grand Guzzi tradition, exploring new territories with a courage and boldness that Moto Guzzi has always had. MGX-21 is the emblem, the most extreme summary of this fascinating and courageous project. It is a surprising idea that opens up a new path to touring according the Moto Guzzi. MGX-21 takes and combines elements, seeks out the influence of different cultures but drafts each foundation to lead everything back to the riding experience which belongs to every Moto Guzzi.

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Only those who have very deep roots, those who do not suffer from an identity crisis can afford such an extreme style. Moto Guzzi can dare, can look forward, even far into the future, without uncertainty, without the fear of venturing beyond the frontier.
Here is the spectacular 21” front wheel, extraordinarily evocative, here is a new and comfortable environment for the rider, but above all, here is the legendary rideability of a Moto Guzzi.

And so the MGX-21 project is born with an unmistakable goal: to be a Moto Guzzi “inside”, to always feel the road running beneath its wheels, to always feel the rhythm of the large1400cc twin-cylinder between the rider's legs which, as has been the case since 1921, is hand built on the shores of the Lario and ready for any frontier in the world.

MCN (Motorcycle News), the world’s best-selling and most authoritative motorcycling weekly, has published the results of the 2014 MCN Awards, the highly regarded annual accolade for the world’s best motorcycles. This year, MCN has named the Aprilia Tuono V4R ABS as the “best naked”. Indeed, it has re-elected the Aprilia two-wheeler for the second year running: in 2013, too, the Tuono V4R won the MCN Award in the naked category (and the Moto Guzzi California 1400 won in the “best cruiser” class).
Fun to ride, stable, a brilliant 1,000cc engine, excellent ABS and the innovative traction control system for a varied riding style: these are the winning characteristics of the Aprilia Tuono V4R with ABS. The Italian bike has become a favourite of the magazine editorial staff in Peterborough, confirming its place as queen of the category thanks to the unique technical quality of its 65° V4 179 HP engine and a frame closely related to the super-sport RSV4, the bike that won the 2014 Superbike World Championship, in both the Manufacturer and the Rider classes.

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Losail, 2 November 2014 – It is a triumph, a double world championship win unimaginable just a few races earlier. On the Losail track in Qatar, Sylvain Guintoli completed a comeback that will go down in Superbike history: with two brilliant and undisputable wins in the two night races on the desert circuit, he overtook Tom Sykes, earning the World Champion crown for the first time in his career.



Aprilia doubled the celebration by becoming the Manufacturer World Champion for the third consecutive year, reaffirming the undisputed technical superiority of the RSV4, the Italian bike that has routed the best competition in the world since its rookie year in World SBK (2009), winning seven world titles (three Rider and four Manufacturer). The world championship duo (Rider and Manufacturer) is the third for the Aprilia RSV4 after it swept the board in 2010 and 2012 with Max Biaggi.
The night races in Losail were the culmination of a comeback that seemed impossible. After the American round at Laguna Seca, Sykes riding a Kawasaki had built up a 44-point advantage over Guintoli, a huge gap with just three rounds left in the season. From then, however, the RSV4 and its riders were on the comeback trail, proving unbeatable. At Jerez and Magny-Cours, Aprilia dominated the races, winning three times with Melandri (and Guintoli second each time) and once with Guintoli (and Melandri second). These extremely significant points allowed Aprilia to catch up and overtake Kawasaki in the Manufacturer World Championship and Guintoli to turn up at the Qatar round trailing Sykes by just 12 points.

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Guintoli's incredible comeback for the world championship title began with victory in Race 1. Off to a good start (fourth in the first lap), Guintoli overtook Sykes, his direct competitor for the title, who had been in front of him in the fifth lap, then Rea (in the ninth lap) and race leader Baz with 5 laps left to go. From that point on, it was a gallop to victory, earning another 9 points on Sykes. At the start of Race 2, Aprilia's Frenchman was three points behind Sykes in the standings, a minimal gap annihilated by his authoritative and aggressive win. Sylvain took the lead in the fifth lap and from there was unassailable in his surge toward the finish line and triumph. In the end, Guintoli took the title with 416 points against 410 for Sykes.
With the double 2014 title, the Noale manufacturer has now clocked up seven World Superbike championship titles in the last five years. This takes its formidable collection to 54 world championship titles in just over 20 years, making it one of the world’s most successful motorcycle racing names ever.

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The Piaggio Group's extraordinary trophy case, achieved thanks to Aprilia as well as its other historic brands, Moto Guzzi, Gilera and Derbi, now contains 104 world titles to make it Europe’s most decorated motorcycle manufacturing group.
In 2015, the Aprilia colours will be defended in the World Superbike by the Red Devils Team, which has officially confirmed its riders: Leon Haslam (runner-up in 2010 behind Biaggi) and Jordi Torres.

Three days of intense work for the riders and the team marked the second time on the track for the Aprilia MotoGP project. After the Valencia tests in mid-November, Alvaro Bautista and Marco Melandri got back in the saddle of their Aprilia MotoGP bikes to prepare for the 2015 season, with three days of testing in Jerez (25-26-27 November). Once again, the weather unfortunately slowed the progress of the testing schedule, especially on the last day (Thursday), with continuous showers and a constantly wet track. Despite the stops and starts dictated by weather conditions, the Aprilia bike managed to confirm its "pedigree status", a fundamental quality for the development schedule to proceed consistently.

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At Jerez, the Aprilia riders had the opportunity to become acquainted with the new V4 powerplant with its pneumatic valves. The engine, which guarantees higher levels of power than the first version with conventional valves, made its debut on the Wednesday, since the work on the Tuesday centred around fine-tuning the electronics and set-up with the old version.
Alvaro Bautista logged 131 laps in the three days of winter tests, with his best time stopping the clock at 1'40.6, whereas Melandri lapped 123 times, putting in a 1'41.5 for his best time.
There is still a long way to go, but the indications that came out during the tests on the Andalusian track left the entire Aprilia team satisfied and feeling positive as they head off for the winter break. Testing will resume on 4 February with the official session in Malaysia, on the Sepang track.

Romano Albesiano, Aprilia Racing manager: "Despite the bad weather we collected a lot of information, mostly positive. This was our first chance to get in some extensive use of the new pneumatic valves engine, which proved to be quite promising both in terms of maximum power and manageability, despite all the work that still needs to be done at mapping level. Alvaro continues to strengthen his engagement with Aprilia in a positive way, in terms of performance as well, although there is still plenty of room for improvement. As for Marco, he is continuing his apprenticeship on the Bridgestone tyres, a rather complex issue that would have required three full days of testing, so that will have to be postponed until the next tests in Sepang."

Alvaro Bautista: "We can be satisfied with the way things went, even if the weather slowed down our work. During the first day, I continued using the bike in the same configuration as the recent tests in Valencia. We concentrated on the chassis set-up, finding a few solutions that I liked and allowed us to get to know the bike better. On the second day, I was able to use the new pneumatic valve engine. It has a lot of power but there is still a lot of work to do in terms of distribution. Today we took a few laps in the wet, which were useful to assess the characteristics of the new engine in these conditions. Now we start the winter break. I'm taking a bit of a rest to recover from this long season, after which I'll get back to training so that I'm ready for the tests in February. In the meantime, I will definitely be paying a visit to Aprilia to see for myself the hard work the engineers are doing on the bike."

Marco Melandri: "These were three interesting and very demanding days. Lap after lap, I am figuring out where I need to improve and what I need in order to feel at ease. I still feel quite self-conscious. I think we'll need to put in a few kilometres to find the right feeling. The new engine had a few growing pains, which is normal in this phase, but we have already seen what its advantages are and where we need to concentrate to improve it. We have a long period to use for development so that we're ready for the Sepang tests. All the guys are working hard and the whole team is very enthusiastic. This is an atmosphere that gives me high hopes."

Some things in life are better savoured at a leisurely pace. A good meal, a good wine, and a good motorbike. Then there are places where time seems to slow down, where the hectic pace of the city is unknown. Some motorbikes seem to have been created specifically for this world. Bikes that are neither aggressively powerful nor ultra-fast. Their horsepower may not be immense, but they simply offer the biker everything he or she needs to “savour” the real pleasure of riding. The Moto Guzzi V7 II is, unquestionably, one such bike. It was designed in Mandello del Lario, by a lake, and for its presentation to the international press it went to Tuscany: a region where wine, food and good roads combine to offer the biker a unique, unforgettable experience. The arrival of the third generation of the Moto Guzzi V7 was also an opportunity for a change of name, with the addition of a “II” emphasising that in Mandello development work on this bike (a best-seller once again in 2014) has never stopped.

Fahrpräsentation 2015 - Motor Guzzi V7 II Stone So would it be true to say that the V7 has become a classic? Yes, without a shadow of a doubt: its timeless lines and the immortal air-cooled V2 engine, with its cylinder heads clearly visible from the front, are instantly recognisable. Yet classics should not be touched, they cannot be altered. So in changing (a lot), the V7 II has not been too obvious about it. At a quick glance, it looks just the same, but since 2009 virtually everything about it has changed. This is the difficulty, the challenge for designers of classic motorbikes. Technological advances have to accompany the bike, not “invade” it; above all, they must not alter its feel, its soul. A soul showcased by the Moto Guzzi V7 II along the Tuscan roads as they flow gently through the hills almost as if someone had dropped them from above. On these ascents and descents, these bends drawn with a compass, the V7 really comes into its own. This is the way to enjoy it to the full, at a speed of between 80 and 120 km/h, making the most of the twin-cylinder’s very generous torque at low speeds. In this environment, on these bends, a smoothly ridden Moto Guzzi V7 II bestows an authentic sense of carefree pleasure: riding this bike is like taking a holiday from stress…

The V7 is new, but not blatantly so. It has a new six-gear shift and a new clutch. Its new frame with many redesigned elements has enabled the engine to be rotated forward through 4° and lowered by 10 mm. This technical solution has improved the weight distribution and provided greater leg room for the rider, whose comfort has also been enhanced by lowering the footpegs by 25 mm and restyling the saddle.

Essai Moto Guzzi V7 II Special That’s not all: the V7 II now also comes with standard ABS and traction control. For the first time, a classic motorbike features electronic controls, a “first” the V7 II displays with pride, together with a dynamic performance that ensures significantly greater satisfaction. The 48 HP at 6,200 rpm delivered by the air-cooled V2 engine (allowing the V7 to be ridden as soon as people obtain their A2 driving licence) seem more efficient than ever thanks to the six-gear shift, which shows the engine off to its best advantage. The V7 II is a simple motorcycle, but no less effective for that; indeed, it is more effective, more agile and fun to ride. Above all, it can be ridden by anyone (including female passengers who want to move up from the pillion and take over the controls: and who can blame them?).

Presentación Moto Guzzi V7 II 2015 - Clip Compact dimensions, limited weight, a low saddle (790 mm) and an engine that performs best at low revs (peak torque at just 2,800 rpm) make this Guzzi a real pleasure to ride. The new V7 II range is of course available in the three successful versions, Stone, Special, Racer. There’s good news from the price list, too: the long series of modifications has had no impact on the cost. So here too, with an unchanged price, the V7 remains true to itself.

TEST | MOTO GUZZI V7 II 2015

MOTO GUZZI NORGE GT 8V

A fascinating story comes from Enzo (50) and Claudio (22) Cianciotta, a father and son from Casamassima (Bari, Puglia, Italy), who treated themselves to a motorcycle tour of Europe in August. Their travel companion was that great tourer, the Moto Guzzi Norge, which took them more than 7,000 km. “Before we left,” says Enzo, “Claudio set a condition: ‘we can go where you like, as long as we cross the Stelvio mountain pass, the best road in Europe’.” Claudio got his wish, riding along the winding mountain roads “to get his hand in”, over two passes – the Stelvio and the Giovo – towards the Brenner Pass on the border between Italy and Austria. The stages of Enzo and Claudio’s tour were as follows: Casamassima-Milan; Milan-Munich (“as we ride along Lake Como, we salute Mandello del Lario, and our Norge returns to its birthplace”); Munich-Berlin; Berlin-Copenhagen: “we add some oil: Franco, our ineffable mechanic, has instructed me to top it up every 2,000 km, telling me how much we can expect to use”; “in Denmark, a constant, sharp, strong wind. When it turns into a cross wind, you have to ride for long stretches – several hundred metres at times – at a complete tilt. You feel as though you’re flying in the wind, not riding a two-wheeler”; Copenhagen-Stockholm (down the wonderful road linking Denmark and Sweden. Then on to Estonia, on a ship to Tallinn: here they meet Andres, a designer and motorcycle fanatic who has built a prototype with a Guzzi engine: “He proudly shows us the prototype of the bike and switches on the ignition: the unmistakeable voice of the Mandello twin cylinder)”. The journey continues: Estonia-Latvia (“with a puncture, which we fix ourselves with an emergency kit”); from Riga (“with a stop-off at the Italian embassy to renew a document that’s expired; we feel very important when we park the bike beneath the Italian flag”) to Vilnius. Then Warsaw in Poland, which was also an opportunity to repair an oil leak: “We find the dealer easily: we are welcomed by a charming salesman, who is in love with Italy, the Italian language and Moto Guzzi. His short-sleeved T-shirt leaves the eagle tattoos on his forearms visible. He offers us a coffee. The mechanic fixes the bike in minutes, and the whole thing costs us the equivalent of just over ten euro. We take some photos, so now we have friends in Poland too!” Then to Slovakia and Austria; before travelling on to Tarvisio, and from Udine back home for the final 900 km down the Adriatic coast.

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Closing comments. Enzo: “Here we are back home, after a fortnight covering 7,210 km on the bike and 400 on a ship, through 10 countries, 8 capital cities, together we’ve lost 5 kilos and have both grown beards. I now have even greater confidence in my son. And I hope his in me hasn’t changed.” Claudio: “Thanks Dad, and not just for the trip”, which is the closing caption on the video of their trip.
Fonte. www.moto.it