2011 Aprilia RSV4 Factory APRC SE Review

Aprilia, by offering the APRC technology to a mainstream audience, has the recipe to shatter everything that stands in its way in 2011. You’ve got to love Aprilia’s attitude of daring to fail to succeed.
It takes guts to bring along a bike such as the RS3 Cube MotoGP bike using ride-by-wire as the first manufacturer to do so in MotoGP. It failed; Aprilia packed up its GP ambitions, rebooted its computers and came back stronger than ever in World Superbike with the RSV4 Factory and Max Biaggi.

We took to the Circuito De Jerez to test out Aprilia’s exciting RSV4 Factory APRC SE.

Aprilia developed a three-cylinder Cube from scratch then binned it. Then it went about building a new V-Twin, binned it, and finally chose a V-4. It built the V-4 from scratch in-house and launched it as quickly as it could with complications, but at the same time with race wins. Finally in 2010 Aprilia won the world superbike championship with Biaggi.

Here’s a look at mission control. There’s an awful lot to take in.

Having followed this bike from the pre-concept stage to reality, I’m delighted to be able to give unconditional praise.
The RSV4 Factory APRC can be called a motorcycling virtuoso in the technical area. A combined (but competitive) effort from Aprilia, BMW and Ducati has bloodied the Japanese noses seriously in the last couple of years. Aprilia and Ducati have done it on the World Superbike circuits and BMW on the sales charts.
Now, let me tell you how good this bike is. On my very first lap the Aprilia technicians force-fed us level eight on the traction control. I thought; “how dull they are ruining my fun like this!” However they were right and I was wrong as this was the perfect way for me to ride the tightest Jerez corners using first gear, full throttle and just let the traction control automate me through the corners.
Without traction control such behaviour on your warm-up lap would end in tears guaranteed. After that I simply used the Mana (absolutely no reference whatsoever to anything else on that bike I promise) switch gear using the minus button to reach lower levels on the traction control or the plus button to go back up. A rider’s left index finger toggles the minus button, and a left thumb for the plus button which is intuitive, all while on the move.

There’s no sound or chugging or anything when the traction control kicks in. I could feel when the rear tire slipped but trusted the ATC instantly. The amount of rear wheelspin allowed is pre-determined depending on which TC level you choose. I worked my way all the way down to level one but I did a whole session using level four which suited me just fine.
Each of us had five sessions on the bike of which the first was to test traction control alone, second session to test wheelie control with traction control, third session to test launch control and the two last sessions to freely explore. That’s nearly two full hours of hardcore undiluted adrenaline pumping action.
Aprilia’s wheelie control is highly sophisticated and not only stops wheelies from happening between low-gear corners but it knows how much it should allow and how to land them soft to avoid upsetting the handling. Don’t you tell me that’s not very clever! The physicality of trying to curb a wheelie while racing is immense. Riders have to use their upper bodies like athletes forcing weight forward while accelerating and withstanding G-forces and wind resistance. Aprilia have with the AWC taken that physicality away, allowing the rider to concentrate on pinning the throttle.
The AWC has three levels to choose from, where I suspect level one is the only race one. Some front wheel lift is always allowed because as long as the wheelie isn’t too high you can still be at maximum acceleration levels. What’s really good about this from a racer’s perspective is to keep that front down between really quick directional changes in low gears while keeping the throttle wide open. A small wheelie is then accepted while you pin it and turn the bike over from side to side, landing it just in time to steer out of the next corner. And landing it smoothly to avoid upsetting the front more than the steering damper can handle. There’s gyrometer wizardry involved here, and not only sensors between the two wheels.

You can bet there’s a big smile hidden behind that tinted visor as he whips this high-tech rocket around Jerez.

How does it work? Two gyrometers and two accelerometers are at the ECU’s disposal for any data it may need for the various systems. Anything a motorcycle can do whether it is vertically or horizontally the ECU is aware. So when we stupid people do something wrong with the throttle in the wrong place the system saves us from ourselves. Through the ride-by-wire system the ECU also knows the throttle position and based on pre-calculated algorithms based on a variety of conditions (you choose the levels, computer performs to that level).
Torque is the joy and the misery of motorcycling. Too little is dull and slow, while too much in the wrong place can be dangerous. Aprilia has nearly 100% control of torque with the APRC system. The instrumentation is bi-polar with one race mode and one road mode. In race mode there’s no speed indication and the space is used to show a variety of information related to the APRC instead.

Launch control was another first for me (along with the wheelie control) and the one that’s quite difficult to get right the first time. It’s not for no reason racers practise launch control despite the fact they have done it a thousand times before. True, all you have to do is to keep the throttle fully open and release the clutch. But you still have to modulate the clutch release and, Aprilia allows three levels of how aggressively you can launch. Level one can put you in a lot of wheelie trouble if the clutch is released too quickly.
Training makes perfect, but my three goes at it were a disappointment as I was a little bit too careful with the clutch. Aprilia made sure to advise that the clutch needed some serious cooling after each launch attempt, so we did a full lap between each launch. Imagine yourself being slowly tortured as 180 wild horses are released at once. This feature is not for road use, as you have to pass 100 mph and third gear before the system cancels itself out. And while in launch mode the traction control doesn’t work.
The Aprilia Quick Shifter allows you to shift up clutch-less while keeping a wide-open throttle. I think you’ll start to see the pattern here now. Every operation apart from braking and shifting down can basically be done with full throttle!

With its closer-spaced gearbox and quick shifter, acceleration is impressive.

For the Factory APRC Aprilia has added a closer-spaced six-speed gearbox for improved acceleration, plus the quick shifter which makes it into a formidable straight-line dragster.
The Pirelli Supercorsa Diablo SP tires in dimensions 120/70-ZR17 and 200/55-ZR17 were developed in the 2010 FIM Superstock championship. The main advantage with the ultra wide 200-section rear tire is its superb grip on corner exit. The contact patch is wider than ever and provides superb levels of grip when 180 horsepower wants to rip it apart. The tires are approved for speeds up to 198 mph.
More rubber that copes with more heat allows for some very long black lines up turn 4 at Jerez. The only thing that would give you more grip is a full on set of slicks. Wait for it, the RSV4 Factory APRC SE features traction control that self adjusts to new and different tire sizes, also adjusting to different final-drive gearing. There are professional high-end racing teams in the world with less sophisticated electronics than the RSV4 Factory APRC SE road bike.
The suspension consists of fully adjustable top-spec Ohlins items including the steering-damper. The RSV4 Factory has got that subtle but plentiful feel that speaks of high-quality suspension. The Ohlins fork and shock is soft enough for feel in slow corners and hard enough for ultra-fast corners.

Suspension is all top-notch Ohlins goodies, which is what you should expect in a bike in this price range.

The brakes are the well-known Brembo monoblock radial type which stops the 395-lb (claimed dry-weight) with great authority. The only way to improve these items further is to fork out around 15,000 Euro or so for the items Max Biaggi uses on his superbike. The chassis is fully adjustable as you’d expect and nimble as a 250GP racer.
The 999.6cc V-4 engine feature state of the art technology such as independently controlled throttle bodies. Max power is still 180 horsepower at 12,250rpm and 115Nm at 10,000rpm but with improved torque delivery and acceleration in the three lower gears. The new exhaust also helps to improve power delivery.
These changes shoot the RSV4 Factory like a missile out of corners. Only the Ducati 1198 can rival in the corner exit war. The engine feels and sounds great, and for such a powerhouse there’s hardly any vibration. The mechanical slipper clutch helps stopping the bike quickly, and only on two occasions during my day in the saddle could I feel any chatter while hard on the brakes.

Our tester says this bike exits corners faster than any other liter-sized sportbike.

The RSV4 Factory APRC SE can be visually distinguished by its special decals and the tricolore on the lower fairing. Those in the know will notice the new exhaust and that fat 200mm rear tire, too.
If the APRC Special Edition (only 350 to be manufactured) turns out a success (inevitable!) the technology will be fed down to both the RSV4 R and the next RSV4 Factory. Also expect an APRC system drip down to other Aprilia road products where the Dorsoduro 1200 was the first one out.
Conclusion
There are only two things the Aprilia RSV4 Factory APRC SE can’t do, and those are flying and automatically tweet your laptimes. It’s difficult to make sense of this motorcycle on paper, but actually riding it and using the myriad of features on the circuit just immediately tells you that it’s a mechanical and technical genius.
Most of Aprilia’s in-house solutions are patented and can’t easily be copied. For that reason, whoever wants to go after this gem of a superbike will need to work very hard to catch up. Don’t look at spectacular horsepower figures in 2011 because this Aprilia RSV4 Factory APRC SE will beat them all, hands down. Yes, it’s that good.

2011 Triumph Sprint GT Review

The formerly designated Sprint ST (Sport Tourer) has now evolved into the 2011 Sprint GT (Grand Tourer). In becoming so, it delivers more cargo room and a plusher ride, while not losing much of its edge as a respectable canyon carver with bags.
The newly aggrandized model achieves its status in part by a 3.2-inch longer wheelbase (60.5-inches compared to a previous 57.3 inches), while offering updated styling to modernize the ST’s five-year-old design. The penalty for the new Sprint’s stretching and aesthetic sharpening is an additional 60 lbs – a more than 10% curb weight increase over its predecessor, now at 591 lbs full of fuel.

The UK-designed Sprint GT edges toward upscale without the sting in price and stands alone without any direct price-to-performance and features competitors.

Triumph says the retuned version of the same fuel-injected three-cylinder engine that powered the ST now makes 5 more hp (128 hp vs. 123 hp). Claimed torque is increased by just under 4 ft-lbs to 79.7 ft-lbs, and now comes in at 6300 rpm -- 1200 rpm sooner than on the ST.
Overview

The new rear view of the Sprint includes a single exhaust in place of the triple trumpet found on the previous ST version.

Tidy details abound. The black-finished cast bits, and polished pieces complement the single-sided swingarm. The ignition key detaches the one-piece saddle.

Triumph says it has tipped the balance more toward “touring” in the sport-touring equation. Although we’re not overawed by the extra bulk with only some extra muscle to push it, we’ll still say that the bike works very well as the sporting tourer it’s intended to be, and we really like it.
Improvements include a stainless steel side-mounted muffler, instead of the signature three-pipe underseat exhaust that, while stylish, caught criticism by some for cooking the rider.
The GT’s wide, mildly stepped saddle provides all-day comfort and accommodates a variety of riders, although its claimed 32.1-inch height is pessimistic. “My inseam measures about 32 inches,” says Duke, “and there’s no way I can flat-foot the Sprint at a stop.” Coupled with a sufficiently broad and well-finished fairing, this still-potent bike is a mile eater.
A Sprint rider has a greater reach for the bars than its larger sport-touring rivals like the Yamaha FJR1300 and Kawi Concours 14, but ergos are nonetheless reasonably upright. The relatively tall seat height allows a comfortable amount of legroom despite the moderately rear-set, rubber-topped footpegs.
The alloy perimeter frame – tastefully finished in black and accenting nicely against black wheels and other black pieces – rides rock steady, and is coupled with a conventional Showa 43mm cartridge fork. Canted at a steep 23.5-degree rake and providing 84mm trail, the preload-adjustable fork has dual-rate springs, and, while simple, it is effective.
Out back is a monoshock that’s easily adjusted for preload by a large, right-side-mounted knob. The overall ride is quite plush on the freeway, and the fairing effectively deflects wind to shoulder height.
The single-sided cast alloy swingarm with eccentric chain adjuster, plus other castings, machined bits, hardware, and overall fit and finish are a pleasing sight to those who appreciate attention to detail.

This knob adjusts the rear spring preload.

Front Nissin four-pot calipers clamping 320mm rotors, and matching dual-piston rear caliper putting the squeeze to a 255mm rotor, are strong and reliable. Braided brake lines provide good feedback. The anti-lock system has a fairly high threshold up front, but intervention comes up easily from the rear.
One nitpick in this department is the rather long reach to the front brake lever. Both the front brake and clutch lever are adjustable to four positions, but there is a significant disparity in reach between the two. Even large hands have a longish reach to the brake lever when set to the shortest position.
Less easy to criticize, but also not utopian, is the 5.3-gallon fuel tank. Triumph claims about 200 miles per tank-full. Our testing confirmed this could be possible, but aggressive solo riding will tip this to closer to 170 miles or less. This is not so bad, and a lot of riders will be satisfied with this. Even so, we’d have liked to have seen a 6-gallon tank on a bike with this long-legged two-up potential. However with its curb weight already knocking on the back door of 600 lbs, and perhaps other design considerations, the fuel capacity is what it is.

Headlights are improved, and look bright enough here. We’d still opt for aftermarket extra lighting if it were ours.

Another issue we’d observe is with the headlights. The Sprint ST was known to have only so-so illumination. Triumph says the Sprint GT’s halogens replacing the projector setup on the previous model are better, and we agree. However, they are only okay. The twin low beams on either side leave dim spots in the beam pattern, and have only adequate peripheral coverage (for cornering or to spot animals crossing the road, etc.). The cycloptic center-mounted high beam gives good illumination of trees and overhead signs on the highway, but does little to fill in the voids left by the low beams or add to the side view. We think one high-beam bulb for two low beams is inadequate for a high-speed tourer, and believe more lighting might have been had by better engineered use of reflector space and other lighting technology now available.

Cockpit view: Instruments are functional. Polished handlebar weights roll freely when twisted. Hitting the red right-side kill button shuts off the electricity to the instruments but leaves headlights on. Note lockable right side compartment in fairing. Very handy.

If purchasing this bike – and by no means are we saying we would still not recommend it – we’d nevertheless factor in an auxiliary headlight arrangement to put the finishing touches on this bike’s after-hours back-road potential.

Large 31 L: (8.2 gallon) saddlebags detach and attach easily.

Additional very minor complaints would be for an LCD bar graph-style fuel gauge that’s slow to register after a fill-up. Also, our bike would stall when coming to a stop while the engine was still warming.
Speaking of instrument functions, the trip computer on the GT complements the normal data readout one would expect with additional features travelers might want to know. These include clock, instantaneous fuel consumption, average fuel consumption, range, trip distance, average and maximum speed.
The icing on the new, larger Sprint GT cake comes from well-designed panniers featuring a rather generous 8.2-gallon capacity, and a max laden weight of 16.5 lbs per bag. They are easy to open and close, remove and install, and they lock with the ignition key. Closing with a deep lip into a rubber gasket, they are tight, and hosing them down with a direct blast of water at the seam verified their water resistance.
On the Road
You’ve heard the extent of the gripes up front. No issue was enough to really raise much of an eyebrow, and at this point, we have mostly praise for this unique motorcycle.
Most noticeable is a grunty motor that lets the machine pull away from a stop with poise and ease. Although the power-to-weight ratio is down from the ST, the engine still has enough torque to loft the wheel in first gear with a snap of the throttle or a little clutch slip.
At low-to-moderate speeds the exhaust note grows from burbly to authoritative. On the boil, the Triple’s wailing soundtrack is agreeable, although some of the good vibes felt include those transmitted from the revving engine. This resonance can be perceived through the tank when resting against it. It’s buzzier than the velvety but approximately $5,000-more-as-equipped Honda VFR1200F, for example, but only when revs are higher than normal cruising speeds.

With chain drive, single-sided swingarm, large bags, ABS and centerstand included, the Sprint GT is an able-bodied pavement scraper that encourages riders to keep dipping it lower.

As for its handling manners, the Triumph leaves little to be desired. Turn in response is suitably quick at any speed, and the GT proves to be much more agile than any of its 1300cc-plus competitors. The Sprint’s aggressive chassis geometry – coupled with the 10mm narrower than some rear tire – encourages riders to whip this 600-pounder around like they stole it, and implicitly coaxes them to try to go deeper and deeper. Cornering grip from the Bridgestone BT-021 ZR-rated Sport Touring tires (120/20-17 front, 180/55-17 rear) is enough to scuff the peg feelers on good pavement at a brisk pace.

I could get used to this. Longish peg feelers touch down first.

Most refreshing of all is the Sprint GT’s chain drive.
For those of us still biased toward the “sport” side of the sport-touring equation, we find this to be a terrific asset on a bike like this, and not much of a liability as some shaft-drive advocates might purport. Since it comes with a centerstand, a long-distance rider can easily lube the high-quality DID X-ring chain as needed. If it actually stretches on your circumnavigation of North America, then get out the tools and adjust it.
For aggressive riders, chain maintenance is worth the effort compared to the dynamic compromises inherent in a shaft-drive system. In our view, the Sprint out viffs the Honda VFR in this performance category.
Honda says its new Viffer was created to satisfy long-time sportriders, and it designed an offset shaft drive said to let the VFR accelerate and handle practically the same as a chain-driven bike, but aggressive riders still notice the shaft on the VFR. Between the two, the Sprint GT delivers power more “like a chain” because, indeed, it has one.

Safety first! How do you like my sporty blaze-orange hunting vest and classic white AGV T-2 helmet? If the cagers tailgate me with this get-up on, it’s purely negligence or malice, but no worries here, because they’ll never keep up.

On the highway, the Sprint GT is every bit as unflappable as the ST ever was. Here its longer wheelbase and extra heft are purely assets. With its suspension set stiff, expansion joints might still jostle the rider, but not so much, and this motorcycle, with its larger-than-sportbike fairing, otherwise feels like an airplane on two wheels.
We were often surprised to see how fast we were really going when it felt so sedate and often had to back off the throttle. This is a bike that likes to get up to 90 mph in half the time it takes you to read this sentence. This range seems to be about its ideal cruising speed. Of course 55-75 mph is no problem to maintain either, but if you want to know, these are the facts.
In the interest of science and two-wheeled felicity, we can also report that the 10,000 rpm-redlined GT will pull hard well over 100 mph, but not as freely as a Japanese liter-size repli-racer when set to warp drive. This is probably a good thing since a bike like this could get you on the wrong side of the law easily and you wouldn’t want it to aid and abet you toward that any more than it already does.

We loaded the bags to near their max recommended weight. The bike falls into corners better with weight in it.

Conclusion
The Sprint GT is a bike we could live with day in and day out, and would make a great commuter, grocery-getter, weekend bike, and will accommodate two-up riding very well.
We expect Triumph will continue to attract new fans with this $13,199 machine because with chain drive, panniers, ABS, and a centerstand included, it remains with no direct competitors.
We did not test it with the optional top box that’s supposed to hold two full-face helmets, but can tell you it comes as three parts, including the $479.99 box itself, a $129.99 painted lid, and $129.99 sliding rack, for a total of $739.97.

The Triumph Sprint GT is a handsome bike, and ready to carry on the legacy of the former ST.

Our bike’s deep blue hue is very tasteful to our eye, and this new age Brit bike has a great degree of character, not lost on passers by.
Coming to a stop light, I waited as a grizzled, long-haired, white-bearded fellow, walked past with a cane. As he caught my eye, he held it, and drawing closer, he commented, “Trumpet eh?” as he continued to amble by. “Yes it is! It’s a 2011,” I replied brightly, assuming he’d been a rider long before. “That’s a nice looking scooter,” he said, as he continued toward the other side. 
Fact is, it’s a nice performing scooter, too, and after riding it hard and putting it away wet, we think this gentleman’s spur-of-the moment summation is just about spot on.

2011 Ducati Diavel Review

Factory MotoGP rider Nicky Hayden Hayden rode the Diavel onto the LA Auto Show’s stage two days ago, culminating with a tire-smoking burnout. Ducati was there to share the spotlight with the AMG division of Mercedes-Benz, together announcing a new partnership that sees the high-performance AMG sub-brand sponsoring Ducati’s MotoGP team.

Ducati’s MotoGP rider Nicky Hayden smokes the Diavel’s tire next to an AMG CLS 63. AMG announced sponsorship of Ducati’s GP team at the LA Auto Show.

After Hayden’s smoky entrance, the hundreds of international automotive media promptly ignored the new 550-hp CLS 63 AMG and flocked over to the chunky Diavel.
The deal includes sponsorship of Ducati’s GP team for two years plus an option to extend it, and the marketing effort will also encompass test rides/drives at each other’s events. And company reps hinted about the possibility of one day cooperating on future products.
“I’m pretty sure our AMG Performance Studio will be able to capture the spirit of Ducati in a very special AMG someday,” teased Ola Källenius, CEO of Mercedes-AMG GmbH, “but that’s something for another show.”
“Our engineers and our designers will have a lot of input from them, and vice versa their designers,” Gabriele del Torchio, president and CEO of Ducati Motor Holding S.p.A, told Motorcycle.com.

A throng of auto journalists gather around the new Ducati Diavel. Ducati CEO Gabriele del Torchio stands next to his GP rider Nicky Hayden, while AMG and Mercedes brass enjoy the shared spotlight.

Coincidentally, the companies share a history of using desmodromic valve actuation. Mercedes employed  the mechanical-closing valvetrain design in its fearsome W196 Grand Prix racer from 1954, while Ducati’s legendary engineer Fabio Taglioni first used the system in the 1956 125 Desmo GP bike, and the Bologna-based company continues to use desmo valves in its current range of V-Twin engines.
The 1199cc V-Twin from the odd but successful Multistrada finds a new home in the Diavel, seen for the first time in North America at this week’s auto show. We were able to try it on for size shortly after Hayden warmed it up.
 “I’ve got a Ducati 848 at home, but I might need to add one of these because it’s something different,” said the Kentucky Kid.

Nicky Hayden, the 2006 MotoGP world champion, leans on the Diavel shortly after making a grand entrance at the LA Auto Show. He may be smiling because he likes the bike, or it might be because he was just told he’ll be getting an AMG Mercedes as part of a new sponsorship agreement.

The Diavel is indeed different, and it’s often been derided by traditional Ducatisti who revere the brand’s performance heritage. However, the Diavel (“devil” in Bolognese) is directed at a new clientele.
“I truly believe that we’re going to open a new market segment, as we did many years ago when we introduced the Monster,” del Torchio commented. “It was a new category in the market, and we think the Diavel will do the same.”
Ducati reps are cautious about describing their new creation as a cruiser, even if its long and low stance points it in that direction relative to something like an 1198.
“It’s very comfortable, very powerful and easy to ride,” related del Torchio, who has ridden the Diavel in prototype form.

Ducati’s CEO Gabriele del Torchio astride his company’s bold new model while Mercedes-AMG CEO Ola Källenius wishes his CLS 63 looks as cool as the Ducati.

Getting a chance to see the Diavel in the flesh, it looks smaller than the impression it gives in photos. It takes but a short swing of a leg to get onto the 29.5-inch seat, made possible by a low-mounted horizontal rear shock. The saddle’s bucket-like perch feels comfy but doesn’t allow much fore/aft room, and it’s nicely highlighted by red stitching.

Ernst Lieb, CEO of M-B USA, aboard the Diavel. Note the rider ergonomics that are comfortable yet sporty.

Don’t expect anything like ape-hanger handlebars on this pseudo cruiser, as they are set quite far forward relative to a traditional cruiser. Similarly, its footpegs are located forward compared to other Ducs, but they are placed comfortably just ahead of the seating area. A rider’s view is dominated by the large expanse of the 5.3-gallon fuel tank and side-mount radiators. Clutch pull feels quite light.
Pulling the Diavel off its sidestand requires little effort, as the “Carbon” version we sat on (with forged-aluminum wheels and carbon-fiber accents) is said to weigh just 456 pounds – less than any 750cc-plus cruiser we can think of. And this is a 1200cc “cruiser” with a 162 galloping horses, enough, said del Torchio, to reach nearly 150 mph.
Further putting the cruiser label to rest is the Diavel’s cornering clearance. Del Torchio says it has up to 41 degrees of lean angle. To put that in perspective, consider that Harley’s raciest bike, the XR1200X, can achieve a 39- or 40-degree lean before touching hard parts.
Pirelli played a key part in the Diavel’s development, creating a wide (240mm) rear tire with a more rounded profile than fat cruiser rubber. Pirelli reps claim that it offers neutral turn-in response unlike anything this wide that was previously offered. If that broad bun fails to get your attention, the imposing stacked mufflers (that look big enough to fire mortar rounds) will.

The Diavel’s rear view is perhaps its most striking. The massive exhaust pipes and tire make for an imposing impression.

That steamroller tire is proudly on display thanks to a single-sided swingarm and a truncated tailsection that incorporates a faired-in taillight and clear-lens LED turnsignal strips. A stylish steel-trellis license plate bracket extends from the swingarm, further cleaning up the rear view.
Further adding to the Diavel's high-end appeal are the presence of aluminum body panels rather than cheap plastic. The fuel tank covers and the tailsection are fabricated from the lightweight metal.
Pillion accommodations are cleverly unobtrusive – footpegs fold down from the tailsection on thin brackets, while a grab handle slides out from its stowed area above the taillight.
So, although we don’t really yet know how the Diavel will ride, we have some positive first impressions. It has a captivating presence in person, and despite its cruiser leanings, it looks every inch like a Ducati with its red trellis frame and sport-spec suspension and brakes. There is literally nothing quite like it.
And consider the Porsche Cayenne SUV, which was roundly scoffed at by sports-car purists. It went on to become the brand’s best seller, providing an outlet for those who desired a 911 but couldn’t reconcile buying one because of family or comfort concerns. 

The Diavel’s front end shows its sportbike heritage, with Brembo radial-mount brakes, DLC anti-stiction fork tubes and gargantuan exhaust headers. The high-end Carbon version seen here features forged-aluminum wheels with machined accents.

We can imagine a segment of two-wheel performance enthusiasts who have long admired Ducati’s racing legacy and Italian style but have been intimidated by the company’s hardcore sportbike lineup. The Diavel might be seen as an easier introduction to Ducati membership.  
The standard Diavel will retail for $16,995 when it arrives in dealers early next year. The upmarket Diavel Carbon rings in at a spendy $19,995 for the black version; it’ll cost another $400 to get it in red. The Diavel’s performance bona fides will be put to the test early in February of 2011 during its press introduction. Stay tuned for the real review!

Although you won’t see Nicky Hayden piloting the Diavel around Grand Prix circuits, Ducati promises its niche-exploding bike will outrun anything in the cruiser class.

Top 10 Hottest Bikes of 2011

This crop of 2011 and 2012 offerings shows an almost unparalleled variety and further category fracturing and blending. We’re on tap to receive three cool entry-level, small-displacement sportbikes, an Italian power cruiser, a bleeding-edge Japanese literbike and the first inline 6-cylinder motorcycle engine we’ve seen in decades, among many other noteworthy machines.
For this article, we’ve whittled down a list of our 10 most anticipated bikes we’ll see in 2011. In alphabetical order…
Aprilia Tuono V4R

We love Aprilia's V-Four engine, so we're pleased to see it used in the new Tuono V4R.

Aprilia is on the gas for 2011, giving us several strong possibilities for selection to our list, including the sporty tiddler RS4 125. Parent company Piaggio, like Euro rivals Ducati, Triumph and BMW, continues an unabated stream of new product while Japanese brands are being much more cautious.

Italian sex appeal.

In our selection process for this list, we had some votes for two new versions of the ultra-desirable RSV4 sportbike. If you have to wonder why this is exciting then you may not have paid attention to a) Motorcycle.com and/or b) World Superbike racing this year. Veteran road racer Max Biaggi scored 10 race wins on the way to the 2010 World Superbike Championship and the Manufacturer's title at the helm of an RSV4. And earlier this year we picked the RSV4 Factory as the winner of the first part of our 2010 Superbike Shootout.
Now comes the APRC SE version to sweeten the RSV4 Factory pot with the addition of traction control, wheelie control, launch control and a quick shifter, which you can find out more from our Euro correspondent’s First Ride review. Aprilia went and made one of our favorite literbikes of all time even better! It will retail for $22,499 when it arrives on our shores mid-2011. And if you really have extra coin burning a hole in your pocket and you must ride like Max, Aprilia offers a WSBK-spec, 200 hp race-ready Biaggi Replica for the paltry sum of $64,000.
Yet it’s the new Tuono V4R that really gets out blood pumping. The previous version with its liter-sized V-Twin is one of our all-time favorite nakeds, with a composed chassis, edgy Italian styling, and all-day-comfy ergos. Aprilia has now graced the Tuono with a retuned version of the compact but potent V-4 powering the RSV4, rated at an exciting 162 crankshaft horsepower. The V4R Tuono will also be available with the APRC (Aprilia Performance Ride Control) package that uses gyros and accelerometers to control traction, wheelies and launches.
“Although it’s just a paper lion at the moment,” Pete comments, “the all-new Tuono V4R has me salivating like no other new bike announced for the coming season.” Unfortunately, the V4R isn’t scheduled to hit North America until early 2012 at a price still to be determined. You can read more about it here.


Aprilia Dorsoduro 1200

Aprilia's V-Twin heritage continues with the 1200cc Dorsoduro. We expect a 1200cc Shiver to emerge in 2011.

As noted above, the old Tuono was our favorite offering from the Noale, Italy-based Aprilia, but the new V4R will lose the previous model’s 1000cc V-Twin character. However, twin-cylinder fans needn’t fret, as the 1197cc Dorsoduro steps in to fill that void.

The Dorsoduro's new V-Twin packs the grunt we wished the 750 had.

The 750cc Shiver and Dorsoduro are very appealing in their own right, yet performance from their three-quarter-liter V-Twins have been a little underwhelming. But after years of rumors about larger-displacement version of the same engine, Aprilia has finally delivered with the Dorsoduro 1200.
The Max Dorso has already been introduced in Europe, and our correspondent Tor Sagen brought back a glowing review you can read here.  Although no lightweight (at a stated 457 lbs dry), the Dorso 12 comes to the party with a claimed 130 crankshaft horses to give it midrange grunt the 750 can’t approach. The big Dorso’s appeal is also expanded with high-end features like traction control and optional ABS.
“The Dorsoduro 1200 is all I ever wanted from the 750 that wasn’t there,” said Sagen after his ride. “The 1200 engine has got all that full richness I always look for in V-Twins. That sorted, the bike is now 100% pure fun.”
Just as intriguing, this new 1200cc V-Twin will surely find its way into other Aprilia models. We anticipate a Shiver 1200 to be unveiled during 2011, and it’s possible the new powerplant may find its way into a pseudo adventure-tourer like Ducati’s weird but successful Multistrada.
The only downside is that we’ll have to wait until mid-2011 until the Dorsoduro 1200 arrives in North America. MSRP is set at $11,999.


BMW K1600GT and GTL

A new 6-cylinder engine is at the core of BMW's new K1600 series.

BMW thrilled us with news of the first inline 6-cylinder motorcycle engine in almost 30 years, this one the centerpiece of a pair of high-end touring bikes. BMW says the undersquare 1649cc mill will produce a prodigious 129 ft-lb of torque at its peak, culminating in a 160-horse shove down the highway of your choice.

The K1600GTL packs big power and loads of comfort and convenience niceties.

The sporty-ish K16GT will replace the 4-cylinder K1300GT, and the K1600GTL becomes the luxury-touring wagen of the reputable German brand. Both are available with a gamut of technology and luxury options, including electronically adjustable suspension, traction control, heated seats and grips, and multi-mode engine mapping, among a host of other options that should deliver a truly regal ride. And the engine sounds delicious, as we heard when we saw the K16 revealed at Jay Leno’s garage last month.
“A six-cylinder motorcycle engine is a rare thing, no matter the era,” Pete notes. “But one from BMW promises high levels of refined technology and presumably lots of smooth power. Wrap that mill in a techy BMW chassis and all kinds of pushbutton electronic gadgetry, and the K16GT screams über-tourer.”
Yet to be announced are the prices in America, but read here for Canadian pricing that starts at $24,100 for the GT. We’ll have to wait till April to sample the newest Six on the block.


Ducati Diavel

Ducati intends to reach a new audience with the Diavel. Factory-rated at 162 horsepower, you're sure to be at the front of the pack heading to the next roadhouse.

Last year Ducati smacked us with an adventure-touring surprise in the form of the oddball Multistrada, which we’ve since tested and loved several times. For 2011, Ducati further expands its customer base with the Diavel, a weird new roadster built within the power-cruiser idiom.

Pirelli developed a new rear tire in conjunction with the Diavel, purported to offer sportier handling than any other 240mm tire.

Despite the cruiser analogies, those at Ducati who have ridden the Diavel say it doesn’t really share any cruiser qualities. They promise a level of handling far beyond anything with a cruiser label, including a respectable 41-degree lean angle. And with a retuned version of the strong 1200cc V-Twin from the Multistrada, expectations are for a unique and stimulating ride.
“Let's see,” Pete muses. “A motorcycle with a claimed 162 hp and 94 ft-lbs joined by ABS, traction control, rider-selectable engine mapping, a slipper clutch and a monstrous 240mm rear tire from Pirelli. I like most cruisers, but I think I'll like Ducati's interpretation of a cruiser even more.”
Diavel prices start at $16,995 when they hit dealers around March, 2011.


Honda CB1000R

With the CB1000R, Honda once again will offer a naked sportbike to American consumers.

We love naked bikes around here. Their combination of sporty handling and power combined with day-to-day livable ergonomics ticks most of our boxes of what we look for from a motorcycle. The aforementioned Tuono is a good example, as is Kawasaki’s recent Z1000.
With that in mind, we’re sure to enjoy Honda’s CB1000R, even if it’s been available since 2008 across the Atlantic badged as the Hornet. Its edgy and futuristic appearance looks advanced without being too outlandish. Its engine is derived from the previous CBR1000RR, detuned with smaller throttle bodies and lower compression to yield a claimed 123 crankshaft horsepower at 10,000 rpm, nearly matching the output of Kawasaki’s Z1000 and Ninja 1000 siblings.

The CB1000R comes to North America after enjoying sales success in Europe.

Despite the 1000R’s retuned motor, it is no slow poke. Our Canadian correspondent says it was still pulling at an indicated 150 mph when he sampled it on a racetrack earlier this year. The CB’s chassis behavior was also judged to be good, as it uses an aluminum frame, a fully adjustable 43mm inverted fork, and a shock adjustable for rebound damping and spring preload.
“Turn-in is quick enough to give the impression we were riding a middleweight roadster,” reported our Canuck tester.
The CB1000R will arrive in American dealers this spring at a $10,999 MSRP. CBs destined for the U.S. will have standard radial-mount brakes, while Canadian versions will ship only with Honda’s Combined ABS, retailing for CDN$13,999 up north.
“The bike ought to be a tremendously versatile, fun machine able to do anything from sport touring to track days,” Jeff predicts. “It ought to be a great model, and give a fight back to Kawasaki.”


Honda CBR250R

We're glad to see Honda finally offering a sporty entry-level machine to the American market.

Honda is well known for its refined products and superlative R&D efforts, but American Honda has neglected the entry-level segment in recent years. This changes for 2011, as a quarter-liter CBR sportbike will arrive in North America this spring.

Building the CBR250R in Thailand helps keep its price down to just $3999.

It’s powered by a fuel-injected 249.4cc single-cylinder engine with double overhead cams actuating four valves. A gear-driven counterbalancer should keep it smooth up to its 10,500-rpm redline. Peak power of 26 horses is said to come in at just 8500 rpm, with 17 ft-lb of torque arriving at 7000 rpm. This indicates a relatively broad and torquey powerband. For comparison, Kawasaki’s Ninja 250, which has had this class virtually to itself, makes its torque and horsepower peaks at 9500 and 10,250 revs, respectively.  
“I'm quite interested in Honda's attempt to snatch away market share from Kawasaki's venerable Ninja 250R,” Pete observes. “The CBR250R is powered by a Single, and so should produce a neat Thumper-style exhaust note and should also make good, grunty low-end power, all while looking like a larger, more upscale Honda sportbike.”
The new CBR is clearly targeted at the Ninjette – Honda has set its MSRP at an identical $3999. Honda one-ups the Kawi by offering ABS, a $500 option, and standard fuel injection.
We’ve already had the chance to spin some early miles on the littlest CBR, and we found there’s lots to like.
“Is the CBR250R a Ninja 250R killer?” Jeff asked in our CBR250R review. “No. Is it solid competition? You bet. At this juncture, we can tell you it may not win a drag race with some other 250s, but it is a winner in its own right. I wish I had a bike this cool when I was starting out.”


Kawasaki ZX-10R

Kawasaki's new ZX-10R continues to grab headlines.

Kawasaki has upped the ante in the literbike wars with the most technically advanced sportbike it’s ever created. Its traction-control system is not only highly sophisticated, it is also standard equipment and is the first high-performance TC to be fitted to a Japanese sportbike.
A few weeks ago, lucky canine Pete came away from riding the new Ninja at Road Atlanta gushing about the transparent nature of the Sport-KTRC TC. “The system’s activation is notably seamless and not nearly as assertive as Ducati’s DTC,” he wrote in his First Ride review. He also praised its improved chassis and rippin’ 170-horse powerplant.  And the MO staff agrees that this is one of the most attractive Ninjas ever.

The ZX-10R elicited no negative comments at its press launch at Road Atlanta.

One caveat: Kawasaki recently placed a “technical hold” on ZX-10Rs, withdrawing shipped models from the market until it solves a still-undisclosed problem, rumored to be within the engine but not something that could cause catastrophic failure. Kawasaki is playing conservative with this issue, but you can bet they’ll have it sorted promptly.
Anyway, you can’t buy a cheaper TC-equipped sportbike than the ZX, ringing in at $13,799. A racetrack-developed ABS system adds $1000 to the price.
Although we still need to sample the 10R on the street and in the company of its rivals to judge its ultimate potency, we’re already believers in the potential of this exciting new literbike. Pete ended up his review warning the other Japanese brands: “Honda, Suzuki and Yamaha had better step up their game ASAP or risk a shrinking profile in the literbike wars.”


MV Agusta F3

MV Agusta's F3 is endowed with a new 675cc three-cylinder motor. As with all MVs, it's gorgeous.

When it comes to understanding motorcycles, Italians perhaps do it better than any other nation. So when attendees at last month’s EICMA show in Milan were polled to find the “Most Beautiful Bike,” MV Agusta’s F3 was the easy winner, pulling in an extra 18 percentage points over the runner-up Ducati Diavel.

We're expecting big things from MV's new middleweight.

It only takes a short glance at the F3 to realize it’s something special. Its chiseled styling makes for an immediately positive first impression, which is then underlined by a sexy single-sided swingarm and one of the coolest exhaust systems ever, a triple-pipe shorty outlet that is a symphony of design.
Symphonic, too, should be the sound of the 675cc three-cylinder engine at full song. We’re huge fans of Triumph’s 675 Triple, both its sound and character, so we’ve got some high expectations for MV’s version.
“I think the Triumph is such an excellent performer, and so a bike of the same displacement and intent from legendary maker MV Agusta could have as much or more potential as the Triumph,” Pete comments. “Bonus to the forthcoming F3 is MV’s promise of traction control for the sleek-looking Italian Triple.”
“It will be an awesome middleweight scalpel, I bet you,” Jeff predicts.


Suzuki GSX-R600 and GSX-R750

After taking a virtual hiatus in 2010, Suzuki strikes back for 2011 with the new GSX-R600 and GSX-R750.

After taking a year off in 2010, American Suzuki comes out swinging with a ground-up redesign of its GSX-R600 and GSX-R750 fraternal twins. The Gixxer 600 has long been Suzuki’s best-selling streetbike, so the engineers in Hamamatsu made countless top-to-bottom improvements to the 2011 model to compete with some excellent class rivals.

Only $400 separates the GSX-R750 from its 599cc brother, making the Gixxer 750 an instant contender for best bang for the buck among sportbikes.

A significant 20 lbs were lost in the transition to the ’11 model, trimming weight from its aluminum frame, wheels, bodywork, engine and exhaust. The addition of Showa’s highly regarded Big Piston Fork should aid handling, and the GSX-R brothers now feature Brembo monoblock brake calipers.
The Gixxer Six seems to have taken a big leap forward, but what excites us most is the 750cc version. The GSX-R750 is virtually identical to the 600, but it’s packing 20% more power while carrying just 6 lbs extra. The best part is its $11,999 MSRP, just $400 more than the GSX-R600.
“BAM!” Pete exclaims. “How many times more than that puny price gap do you think 600cc owners spend on full exhaust systems, Power Commanders, engine work, etc., to eek out an extra, what, 5-10 hp, maybe? Here Suzuki gives you perhaps as much as 20 hp more in the form of the 750.
“Were I a consumer in the market for a new sportbike in 2011, and wasn’t necessarily interested in racing the currently popular classes of 600s and literbikes, call me a fool if I didn’t buy the GSX-R750 for a few clams more. Puh!”


Triumph Tiger 800 and Tiger 800 XC

Triumph added stroke dimensions to its 675cc three-cylinder to create the Tiger's new 799cc Triple.

The Tiger is reborn! And this time with a nearly identical twin.
It's great to see Triumph update its long-running Tiger, a bike that for years had inclinations of riding rugged roads, but wasn't really ready to take on BMW in the adventure-touring segment. Not only is the Tiger 800 all new, Triumph offers it in a ready-for-the-wild XC version that includes wire-spoke wheels, knobby tires, extra suspension travel, and switchable ABS, to name a few things.

The Tiger 800 has received solid reports from those who have ridden it.

But perhaps the best part is that the Tiger is powered by a mid-size (799cc) inline-Triple that spits out a purported 94 ponies. The Tiger's three-cylinder is of smaller displacement than Triples used in many of Triumph's other models but should still offer the smooth, linear performance that its bigger-engined brothers are known for. And it'll no doubt have a similarly raspy exhaust note, too.
The Tigers are expected to arrive in the U.S. in March 2011. The Tiger 800 will retail at $9,999 ($10,799 with optional ABS). The 800XC has an MSRP of $10,999 ($11,799 with optional ABS).
The bourgeoning A-T segment has thus far been dominated by 1200cc engines, but these are often too big and heavy for serious off-road work, which is why we’ve given BMW’s F800GS our Best On/Off-Road award for two years running.
“Looks like the F800GS has a Tiger on its tail,” Pete pointedly quips.


Five bonus Hot Bikes, just missing the Top 10
Aprilia RS4 125: Riding a small bike was never as sporty as this. Aprilia adapted a 2-stroke GP bike’s chassis and fitted a fuel-injected 125cc 4-stroke motor wrapped in RSV4-style bodywork. It won’t arrive in the U.S. until the fourth quarter of 2011 as a 2012 model.
Honda Crossrunner: This Multistrada-esque crossover uses adventure-bike styling encasing a 782cc V-Four derived from the old Interceptor. It might be worth talking more about if it was coming to America, but it’s not.
Horex VR6 Roadster: This naked is powered by a 1218cc narrow-angle (15-degrees) V-6 engine boosted by a supercharger. Do we have to explain why this is interesting? If so, perhaps you need to hear this video clip.
KTM 125 Duke: Like the little Aprilia above, the lil’ Duke is powered by a fuel-injected four-stroke single-cylinder engine. Americans might not get a chance to see if the eighth-liter Duke would sell to entry-level sportbikers, as it’s doubtful it will be imported over here.
Yamaha Super Tenere: The Super Ten proved to be a worthy BMW GS fighter when we tested it last month in Arizona. This will be a tight competition when we bring them together for an adventure-touring shootout.