Fluo Red -or- Matte White The Dorsoduro is sort of just a Super-Motard version of the Shiver. So it’s basically a Shiver with longer, softer suspension and more of a dirt bike riding position. Like the Shiver but want something edgier? The Dorsoduro is sort of just a Super-Motard version of the Shiver. So it’s basically a Shiver with longer, softer suspension and more of a dirt bike riding position. I don’t know why but when I get on a Dorsoduro, I immediately feel like I want to do something illegal, like go down those steps or ride over that Volkswagon. But seriously, it’s definitely a bike to give you a thrill immediately out of the garage.
Call it your urban assault vehicle. Yet it can be ridden long distance. A couple years ago one of our customers rode his to Montery, California and back. Like the Shiver, the Dorsoduro’s V-twin engine produces a strong, wide, & flexible powerband. And it’s no slouch with 92 peak horsepower at the crank. It’s got a slightly lower peak than the Shiver but more low-end response, plus it’s geared a bit lower.
Both bikes are very responsive due to their ride-by-wire fuel injection system. This means that when you turn the throttle, you’re giving an input to the computer, which makes decisions based on your twist. Conventional fuel injection merely opens the throttle(s), leaving various sensors to react. Naturally then, ride-by-wire is more responsive. Too fancy? It does have an airplane-inspired redundant backup system. And it’s been very reliable. What if you don’t want more responsive? You get to choose 3 levels (called rain, tour, & sport) at the push of a button. Sport is a bit jumpy in stop & go traffic, so most choose tour around town. And we once had a fellow do a test ride a week after getting his motorcycle endorsement, having never owned a bike; he chose rain mode. Ride-by-wire also means less maintenance: you never have to synchronize the throttle bodies (OK, you really can’t manually at all!).
And speaking of maintenance, this is no Italian nightmare. It’s water cooled and the dual overhead cams per cylinder are driven by chains with self-adjusting tensioners. There are no fragile belts that require frequent replacement and manual adjustment. The valves are supposed to be checked for adjustment every 12,000 miles, but this hardly seems necessary, as we’ve never seen a valve out of adjustment on an Aprilia 750 engine. Heck, the oil & filter are only supposed to be renewed every 12,000 miles in normal use; we’d suggest more often with lots of short trips around town in our cool climate. The filter’s cheap & easy to access, as are the fill & drain plugs, and there’s a sight window for oil level.
The Dorsoduro comes with a sealed battery for long life and a 450-watt charging system capable of powering electronic accessories, such as hot grips. We also carry the full line of Powerlet products to add power ports for anything from cell phones to GPS and heated gear. Other popular accessories include passenger hand rails, soft saddlebags, luggage rack, and even a hard trunk. The factory warranty is two years with unlimited miles. And the Dorsoduro has been very reliable model. Brakes and suspension are “sporty standard” as opposed to a harder-edged “sport naked” like the Tuono V4. And the Dorsoduro has some deluxe appointments, such as radially-mounted 4-piston dual front disc brakes, adjustable single-shock rear suspension, upside-down adjustable front forks, adjustable hand levers, hydraulic clutch, and stainless steel brake hoses.
The original US Dorsoduro in 2009 was a 750. In 2011 we got a 1200 that certainly had more power but kind of lost the good feel of balance between power and weight. For 2014 we got just the 750 back, this time with ABS brakes added, but the price stays the same as it was for the non-ABS 750. The 1200 engine is still used in the European big Dorsoduro and we’ll see it back in the new Capo Nord adventure touring bike.
