Menus
- Age of maturity
- Presentation
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Duo
- Braking
- Consumption
- Accessories
- Conclusion
- Competition
Age of maturity
Aprilia are like good wine, you have to wait a few years before they reach maturity. This is the case of the large Caponord 1200 trail which, two years after its release, erases most of the defects it suffered from when it was born. !
There is something surprising about Aprilia. During each launch of a major novelty (or almost), the firm of Noale gives the impression that its products are marketed before the end of their development cycle. In less politically correct language, that means that there is always something wrong, a grain of sand that seizes the mechanics, a fault that has gone under the radar. It is all the more unfortunate that the Italian manufacturer systematically puts the small dishes in the big ones to react quickly to the criticisms formulated in the press. Take the Shiver 750 for example. The first generation suffered from a few crippling flaws such as a ride-by-wire as new as it was capricious and a front / rear suspension tuning for the less fanciful. Defects – which have now disappeared – which were later found on the first Dorsoduro 750 and Dorsoduro 1200 … As for the fabulous RSV4, the spectacular engine failures during its presentation – caused by a batch of defective parts – marked memories. In short, all that to say that the Caponord, despite its proven qualities, also did not escape the “Indian sign” when it was presented in early 2013: manly clutch, ADD electronic suspensions that could be faulted, consumption that could flirt with the 10 liters … This time, Aprilia took a little less than 18 months to invite us to test a revisited 2015 vintage. Low hat !
Presentation
On paper, that of the press kit, the changes are not legion.
Modifications ? New Brembo monobloc front brake calipers, a reinforced rear loop, a lattice frame retouched in terms of its geometry and ADD semi-active suspensions with optimized operation … Ah, I forgot, the exhaust has also been revisited. and the re-parameterized injection. Finally, it should be noted that on this 2015 vintage, the black color replaces the gray of the 2014 model..
For this rather special presentation (the 2015 version is more an update than a real novelty), Aprilia invited us to a test in XXL format: a loop of 600 km around Bercelonnette and spread over two days, the whole thing. via a huge package of passes including the highest in Europe (2 802 m), that of Bonnette. And who says step says “obligation” to load the side cases in order to take all our civilian gear. In short, a roots thing like a real biker trip in real life history in order to measure "all the GT potential of the Caponord", says the press officer of the brand..
For the occasion, our frames are full option versions equipped with Travel Pack (semi-active ADD suspensions, side cases, center stand and cruise control) as well as an optional Arrow exhaust more graceful than the original and, as we will discover later, much more sound. For a complete technical description, I invite you to consult the test of the Caponord 2013. Let us just remember that the twin of 1187 cm2 develops 125 horsepower at 8,250 rpm and 11.7 mkg of torque 6,800 rpm.
Controlled by a ride by wire, it has three Rain, Touring and Sport maps, which can be changed by rolling with a push on the starter button but without touching the accelerator. For other electronic functions, everything must be done at a standstill. This includes disconnection of the ABS, the choice of the level of intervention of the ATC traction control (3 settings + off) and the five programs of the semi-active ACC suspension: solo, solo plus luggage, duo, duo plus luggage. and finally the Auto mode. The system plays on the hydraulics and on the preload at the rear thanks to an electric motor integrated in the body of the shock absorber. Aprilia specifies that whatever mode is chosen, ACC continuously adjusts the hydraulics according to the different driving phases (acceleration, braking) and their intensities. Let’s finish with the weight. The Italian trail weighs more than 250 kilos fully packed, suitcases included which places it in the high average of the category..
In the saddle
Difficult to find fault with the finish, like most machines in the segment. The peripherals (brakes, rims, suspensions …) are all of quality, the paint quality, the wires well hidden, in short, it is top of the range.
The LCD dashboard is complete with the tachometer counter duo, total mileage plus two partials, a fuel gauge, the gear engaged, the engine temperature, the engine mapping selected, the traction control intervention level and the mode chosen for electronic suspensions. Without requiring a tank plus 12 at the push of a button, the interface making it possible to modify the parameters of the on-board electronics requires a certain adaptation time. It’s a little better than a Ducati Multistrada, worse than at BMW with the GS, the reference in terms of ergonomics remaining KTM with the Adventure.
Several additional information can be displayed via the” Aprilia Multimedia Platform available for iPhone and Android (see accessories section).
The ergonomics of the cockpit are particularly well studied with a very natural upright driving position, low footrests, a wide handlebar but not too curved and a tank notched enough not to spread the legs excessively. The saddle is of the equestrian type: narrow at the junction of the tank to facilitate stops at a red light and wider in its rear portion. All this is perfect as long as my feet touch the ground … With my meter seventy, the non-adjustable saddle perched at 840 mm high allows me to have ten toes in contact with the ground but not more. Combined with the heavy weight and a barely correct turning radius, maneuvering in small corners is not without a touch of apprehension.
Given the vocation of this two-wheeled SUV, the cargo capacity is a critical point. Here, we have the right to two suitcases of 29 liters each capable of accommodating a full face helmet. Parisian sup ‘executives and journalists will rail a little against their convoluted form (like most of its competitors for that matter) which makes it difficult to accommodate a large format laptop. When it comes to closing and securing, we are also in the middle of the genre here. That is to say not terrible without a minimum of practice with a risk of inadvertent opening on the first few meters of driving for the less meticulous.
In the city
Urban developments do not pose any particular problem. The 250 kilos of the Caponord can sometimes be felt at very low speed but the whole is homogeneous with a focus on the natural angle and a train as light as it is reassuring. Everything is also going well in the engine chapter. Well, the Aprilia V2 is known to release a lot of calories which can cause some hot flashes to its pilot in summer. But the gearbox is soft and the twin, remarkably flexible for its displacement, is able to pick up at 2000 rpm up to 4th gear. The only downside already criticized on the previous generation, a hydraulic clutch which is always too hard to operate and becomes tiring in the long run. The rearview is correct, nothing more. Note that, in traffic jams, suitcases respect the rule of "if it goes in front of it goes behind".
Motorway and expressways
The softness of the optional gel saddle delighted all of my colleagues. For my part, I prefer the firmer standard model, but that’s a matter of taste. It is above all the flat seat and the great latitude of movement that it offers that means that very long stages can be considered without the specter of harm to the foundation. Now let’s talk about protection. The large tank extended by the side scoops insulates the legs from bad weather up to mid-calf and the set of heated grips + large hand guards calls for no criticism. As for the bubble, short but well designed, it correctly deflects the air to the top of the helmet and its adjustment is childishly simple. Too bad we can’t adjust it while driving. Well, yes, but it’s at your own risk. For my part, I lost one of the tightening screws on the highway while attempting the operation … Let’s finish with the suitcases which never disturbed the stability, even at high speed. Almost flawless therefore.
Departmental
Rarely has the route on a presentation been so varied: pass roads, valleys with more turns than straight lines and large curves galore, mine fields or billiards, all in weather conditions oscillating between hell and paradise . We have been served !
We must first underline the excellent work of the AAS suspensions. The automatic mode has been optimized for comfort with a flexible hydraulic system making the most of the large suspension travel (167 mm at the front, 150 mm at the rear). The result is quite impressive with a perfect agreement between front and rear, whatever the load level or the state of the asphalt. Holes and bumps, even in rapid succession, are swallowed without pumping or tipping. Here, everything works in unison and without false notes. Better, we feel the whole firming up when the asphalt is smoother while preserving the sacrosanct comfort. On the other side of the coin, mass transfers are important (without falling into the rocking horse syndrome either) and if we force the pace, we must deal with this type of comfort of the hydraulics and restrict ourselves to a style of riding. sunk so as not to be heckled.
The solution ? Switch to manual mode, with much firmer hydraulic settings and more suitable for sports use. Better “held” in mass transfers, the Caponord then loses in comfort what it gains in fun capital. It must be said that the engine part-cycle assembly readily lends itself to the exercise.
Rigid and sound, imperturbable on the angle, the Caponord benefits from a front axle as planted on the ground as insensitive to braking on the angle. So much so that we quickly come to the end of the ground clearance, yet copious, well helped by Dunlop Qualifier II particularly well suited to the machine.
As for the engine, it can bend to all types of use. Supple and sufficiently full to cruiser between 2,500 and 4,500 rpm, it then takes off to attack the red zone with the hoarse and intoxicating rattle of the “silent” Arrow in the background. Only downside, a first report a little too long in the pins and which sometimes requires the help of the clutch.
After that, all you have to do is adjust the aids according to your moods or external conditions. For tourism or daily use, we will choose Touring mapping and level 2 of traction control. To arrive first at the top of a pass, the more aggressive Sport mapping (but a little brutal on re-acceleration) combined with the more permissive level 1 of ATC (Aprilia Traction Control) will be perfect. And if, as we do, you face a cross between a typhoon and a tsunami during the ascent of the Col de la Bonnette, it is better to stop to switch the ATC to mode 3. The Rain mode of the engine, on the other hand, has little effect. ‘interest. Restricted to 100 horsepower, it mainly amputates the V2 of the majority of its torque up to mid-range and duplicates ATC. So to forget…
Duo
The passenger has the right to large grab handles and a separate saddle which ensures a straight seat. There is even a small central bead at the front to limit inadvertent slipping during braking. And except to hang out with basketball pros, the footrests are anchored low enough to offer a level of comfort almost equivalent to that of the driver..
Braking
Apart from perhaps a Guzzi V7, we hardly know of Italian that we can fault much in terms of braking. Here, we touch more than perfect. The Brembo radial assembly at the front coupled with an ABS is flawless: biting, powerful, dosable with transparent ABS in its operation. It’s simple, a hyper sports car would not do better. At the rear it is also very good, with a good consistency at the pedal allowing a fine dosage. We just would have liked a little more power on the big braking but the anti-lock system never goes off unexpectedly..
Consumption
Did Aprilia stick to her engine map? The fact is that, in addition to maximum torque available earlier, consumption is reduced. Finally on the decline, we have to understand each other … Before consumption was “excessive”, now it is just “high”. With averages oscillating between 7.2 and 7.9 L / 100 km during our two days of testing, the Caponord is still in the upper range of the category. The autonomy is however far from being ridiculous since with a tank of 24 liters including 5 of reserve, one can travel up to 330 km.
Accessories
In addition to the specific equipment of our Travel Pack version (suitcases and center stand) and the optional Arrow silencer, Aprilia offers for its Trail GT a disc lock directly attached to the front brake caliper, a tank cover and the bag that goes with, another saddlebag but saddle this time, front and rear saddles with gel insert, an alarm, a clutch housing protection, a 40-liter top-case and finally heated grips. Note also for future buyers of Caponord the possibility of coupling their machine to their smartphone via a specific application called Aprilia Multimedia Platform, available for iPhone and Android. In addition to the GPS function, it can display and store for later analysis additional more or less useful information: angle taking, instantaneous display of the percentage of engine power and torque used, acceleration sensor … It also integrates some relevant gadgets such as the automatic indication of the nearest petrol stations as soon as one falls on the reserve or the memorization of the vehicle’s GPS position before the engine has been switched off. A practical system, but at the very least capricious.
Conclusion
At the end of these 600 km of testing, we can conclude that this version 1.2 of the Caponord is one of the most relevant machines in its category. Healthy and fun, she already was. It is now perfectly homogeneous and versatile thanks to the royal comfort and the flexibility of its retouched semi-active suspensions. It is among the best in the genre. As for consumption, still high but contained in reasonable proportions, it improves overall autonomy as much as the annual fuel budget of its owner. A successful evolution therefore for a machine offering one of the most attractive price / equipment ratios on the market with its price of € 15,399 (€ 12,999 in the Standard version). Aprilia now only has to soften the clutch control and offer a low saddle option for garden gnomes. See you in 18 months ?
Strong points
- Electronic suspensions
- Comfort
- Character engine
- Qualities of electronic aids
- Price / equipment ratio
Weak points
- Clutch still too hard
- High consumption
- Tedious electronics settings
Aprilia Caponord 1200 technical sheet
Competition
- Ducati Multistrada 1200
- KTM Adventure 1190
- BMW R 1200 GS
- Triumph 1200 tiger
- Yamaha XT 1200 Super Tenere
- Honda Crosstourer DCT
- Moto Guzzi Stelvio
- Suzuki DL 1000 V-Strom
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