2017 Aprilia Dorsoduro 900 Preview

Troy Siahaan
by Troy Siahaan

Aprilia's hooligan bike gets a bigger engine and modern electronics

Just announced at EICMA 2016 is this, the Aprilia Dorsoduro 900. For 2017, Aprilia’s maxi-motard will enter the new year packed with even more muscle thanks to a generous displacement bump of its V-Twin engine from 750cc to 900cc (well, 896cc to be exact). Aprilia’s goal was to provide the Dorso with a healthy increase in bottom-end and midrange power, doing so by taking the old 750cc engine and increasing the stroke from 56.4mm to 67.4mm while keeping the bore the same at 92mm.

The result of turning the V-Twin into a stroker motor is a claimed 95.2 hp at 8,750 rpm, up modestly from 92 hp. With the extra displacement comes more torque throughout the powerband, including a 6 lb-ft boost to peak torque to 66.4 lb-ft at 6,500 rpm. While Aprilia was increasing the engine’s power, it also revised the internal lubrication system for greater efficiency and fitted a new exhaust system to meet Euro 4 regulations.

Aprilia’s maxi-motard has been overshadowed by other Italian competitors, but a bigger engine should help it claw back some ground.

A new ride-by-wire system replaces the old unit of the 750 Dorso and is said to not only shave 550 grams from the old system, but also to help smooth out abrupt on/off throttle delivery. Aprilia traction control now sees its way onto the Dorsoduro, with a total of four settings available (three levels plus off) to limit unwanted wheelspin. The TC is combined with an ABS system from Continental.

More new electronic hardware is seen in the TFT display, which replaces the LCD unit of old. The 4.3-inch screen is said to provide clear information to the rider, day or night, thanks to light sensors within.

Hooligans, rejoice!

On the suspension front, the Dorso 900 gets a new rebound- and preload-adjustable Kayaba fork that’s 450 grams (1 lb) lighter than before. Wheels are new, too, and are of the three-split-spoke variety. Aprilia says the pair shaves more than 4 pounds compared to the wheels on the 750cc version.

Troy Siahaan
Troy Siahaan

Troy's been riding motorcycles and writing about them since 2006, getting his start at Rider Magazine. From there, he moved to Sport Rider Magazine before finally landing at Motorcycle.com in 2011. A lifelong gearhead who didn't fully immerse himself in motorcycles until his teenage years, Troy's interests have always been in technology, performance, and going fast. Naturally, racing was the perfect avenue to combine all three. Troy has been racing nearly as long as he's been riding and has competed at the AMA national level. He's also won multiple club races throughout the country, culminating in a Utah Sport Bike Association championship in 2011. He has been invited as a guest instructor for the Yamaha Champions Riding School, and when he's not out riding, he's either wrenching on bikes or watching MotoGP.

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  • R0gueHunt3R R0gueHunt3R on Nov 08, 2016

    I own a D12, and I've always been two minds about it.

    On the one hand, it sounds incredible with its SC Project exhausts, and goes like a cannon off of the line.

    On the other, it has an awful throttle, weighs a ton, and chows gas like you won't believe.

    It always turns heads, though.

  • Shlomi Shlomi on Nov 08, 2016

    I owned DD before , and sold it as the weight was high and the suspension was not great (even after I upgraded to the adjustable rear shock from the accessory catalog). I can't see how the new DD can compete with Ducati Hyper (any version)