Menus
- Mr. More !
- Presentation
- In the saddle
- In the city
- Departmental
- Motorways and expressways
- Duo
- Convenient
- Options
- Conclusion
Mr. More !
The transplant of an ABS and an anti-skid on "the most powerful scooter in the world" will not be enough to make it the new benchmark of the genre. But these driving aids, as effective on attack as they are on a daily basis, make it a much more credible alternative to the eternal T-Max than the entry-level version. A scooter to rediscover !
Presentation
If the plastic of Aprilia’s big scooter is as attractive as it is new, the SRV 850 is not strictly speaking a novelty since it is largely derived from the Gilera GP 800 which appeared in 2008. We therefore find a single V twin 839.3 cc cubic camshaft inserted in a tubular steel double cradle frame. In its Aprilia version, the engine has been reworked to deliver an additional horsepower (for a total of 76) and offer a fuller torque curve at low and mid-range while being more fuel efficient. Combined with the new tank whose capacity has been increased from 16 to 18.5 liters, the SRV 850 announces that it will exceed 250 km of autonomy before reserve…. The chassis has also been slightly retouched with a fork with reduced travel – from 135 to 122 mm – and firmer. Other notable differences between the Gilera and Aprilia include a lower saddle height from 79 to 78 cm and the abandonment of the adjustable electric bubble in favor of a fixed element, lower but wider.
Aesthetically, the SRV 850 adopts passenger handles and a specific tail light as well as a top of the fairing strongly inspired by the sporty RSV4. The trunk, on the other hand, is still as small as ever, struggling to accommodate a single full-size full-size. And here too, the proximity of the rear cylinder will lightly bake anything you can store inside during your journeys ….
Now let’s move on to what makes this version specific, the grafting of the dual ABS-ATC system. Developed by Continental, this device never before seen on a scooter weighs only an additional kilogram, bringing the full weight to 250 kg. And if the non-disconnectable ABS calls for no particular comment, it should be noted that the traction control is not as advanced as on the Superbike RSV4 since it does without ride-by-wire and accelerometer. . The device therefore does not take into account the angle taken by the machine and only acts on the ignition to regulate the arrival of power. This less sophistication does not make it a cheap ATC since the device is able to react to a loss of grip in 0.07 seconds and can be set to two positions, “normal” or “sport”, and even be totally disconnected. But the weighty argument of this light ATC is its more than moderate additional cost of 500 € on the final bill (10,299 €) or the price of a standard ABS.
In the saddle
If the design of the GP 800 could be called consensual, the SRV 850 displays a strong personality, coupled with a finish significantly superior to cousin Gilera. Aside from a two-piece dash cap that is randomly adjusted from model to model, the set is retina-flattering. The equipment is matched with aviation hose and 4-piston Brembo Gold Series calipers for the brakes, self-breaking aluminum levers adjustable to 4 positions or even a very complete dashboard including speedometer, tachometer , fuel gauge, clock, engine temperature (but no warning), all complemented by a handlebar control to scroll through the partial mileage of the two trips or the outside temperature. Let’s finish this detailed review with the handbrake integrated into the right side of the fairing and the boot opening control on a mini console under the handlebars.
To get on board, the SRV 850 straddles more than it does. Understand by this that the central tunnel of the apron is too high to be installed without taking the risk of scratching it. Suddenly we lift the biker leg before wedging her buttocks on a saddle that is at the same time wide, thick and welcoming, the loins well wedged on the adjustable backrest. Despite the one-centimeter planer stroke, small riders will have to step forward on the tip of the saddle to put something other than tiptoes on the ground, the fault of the crotch still being too wide. Put everything in order once in motion, with a driving position that is as pleasant with the legs folded as it is extended and the handlebars fall naturally under the hands.
In the city
Despite a heavy weight and a relatively high center of gravity induced by the presence of the large V twin under the saddle, the Aprilia SRV 850 does rather well in the urban exercise. Admittedly, the grip period will be longer than with a Yamaha T-Max or a BMW C 600 Sport before feeling completely at ease on the handlebars (especially for U-turns), but the general balance at low speed is very satisfying with a neutral front and a very smooth angle grip.
As the test took place around the town of Noale, the historic headquarters of Aprilia, we never encountered a “real” traffic jam, but apart from a turning radius too large (6.80 m) to expect to have systematically pole position at the red light, this scooter should easily adapt to the hell of large metropolises. Too bad the spongy-feeling braking and untimely triggering of the ABS at the rear spoil the picture a bit. Fortunately, the SRV makes up for it with its engine, ultra available at the slightest request, and a particularly responsive centrifugal clutch. As for the suspensions, yet announced as firmer, they have perfectly accommodated the multiple holes and bumps of our course without ever heckling their pilot..
Departmental
Those who have read the test of the standard version of the SRV 850 already know that while the latter does not live up to a Yamaha T-Max, it is far from ridiculous when deciding to accelerate. the rhythm on rough roads. The 300 mm double disc is always spongy on the attack and requires a good grip on very large decelerations but the presence of ABS is reassuring, especially as its triggering is very late and progressive without too much feedback in the the sink. As in town, the rear always panics too early but it is always better than the untimely blockages observed on the GP 800 and the SRV devoid of ABS.
This gives you a reassuring front end that gives the impression of still being riveted to the ground and more than adequate ground clearance when attacking. The bleeding ones will dismantle the center stand to gain a few more degrees, especially on the left side due to a too prominent kickstand pin. The real fuse comes from the suspensions. Typically comfortable and a little too fast in relaxation, they cause a slight phenomenon of pumping on degraded bitumen which will encourage you to give up your hand. Fortunately, under these conditions, the SRV 850 does not fall apart, the front and rear working together. Same observation on hard braking or the front dives excessively if you do not bother to use the rear brake.
And anti-skating in all of this ?
The “normal” setting should be reserved for driving…. normal. According to the Aprilia engineer in charge of system development, this mode was designed to handle wet driving. In fact, the slightest acceleration that is too sharp on the angle triggers the ATC to trigger. Depending on the conditions (angle, opening of the accelerator) the power regulates or arrives very gradually until the scooter has returned to an angle close to the vertical, when we can again take advantage of the full power of the engine. This variation in power delivery as a function of the angle, despite the absence of an accelerometer, is explained by the fact that the tires constantly slip very little. This light ATC being sufficiently “fine” to constantly calculate the difference in micro-skating between the front and the rear, it modulates the arrival of the power according to the grip available (well) before the stall when it is set in normal mode. But then why does it regulate more on the angle? Quite simply because the grip is inferior…. So much for the official explanation, just know that this normal mode should be reserved for precarious adhesion conditions.
As for the Sport mode, it fulfills its function perfectly as long as the tires are in temperature. During our morning run, our small group of journalists attacked the first kilometers of departmental tires “barely warm” with a knife between their teeth. Too anxious to test the limits of ATC, we experienced several abrupt rear wheel stalls. Be careful, the higher tolerance threshold of “Sport” mode requires a minimum of caution. Fortunately, everything was back to normal in the afternoon. Our opener having found us several kilometers of laces tortured at will on the way back to the factory, we were able to give ourselves to our hearts content without any ulterior motives: pin out, jets of sparks from the crutch rubbing against bitumen, just open the accelerator to the stop! The electronics intervene smoothly, dosing the arrival of power just right as the anti-slip warning light flashes furiously on the dashboard. We can tell that there would be a way to go even faster by disconnecting the system, but the performance gain in the face of the safe contribution of ATC is seriously not worth the effort. After that, it’s you who see…. Because the 76 horsepower of the engine, delivered in a sound typical of V-twin (although more muffled than on a motorcycle) ensure muscular revivals.
Sides sensations, automatic transmission obliges, the thrust is typified “iron fist in a glove of thick velvet”. But just look at the speed at which the speedometer needle climbs to see that the SRV pushes hard, very hard, and that there is a way to easily fine all its competitors on a course not too tortuous….
Motorways and expressways
The GP 800 was not known for its protection, the SRV 850 with its slightly lower windshield will be just as disappointing for those looking for a big scooter capable of cutting the road on long trips in any weather. The motorway, however, has nothing of a purgatory to its handlebars. Between the soft saddle, the typical comfort suspensions and the comfortable autonomy, a Paris-Marseille is possible in good weather.
The lower body is perfectly protected from the wind and the pressure on the upper body is perfectly bearable up to 140-150 km / h for my 170 cm. And with a top speed flirting with 200 km / h and unimpeded angle stability, escapades in Germany are also possible…. Certainly, on the protection side, a Suzuki Burgman 650 or even a Honda SW 600 will do much better but you quickly learn to put this lesser protection into perspective, especially when you sweat in your leather jacket in 35 ° ambient temperature as was the case. during our test. In short, the big Italian scooter has the advantages of its faults and will do much better from this exercise than the first roadster..
Duo
On the duo side, we note that the passenger is rather well treated with a wide saddle (but clearly firmer than that of the pilot), a loose position and XXL-sized grab handles..
Convenient
As we have said, the trunk can barely contain a jet helmet and absolutely not a full face … a bit tight for practical urban use..
Options
For sports enthusiasts, Aprilia has everything, from the Arrow silencer to the aluminum running boards, including a mudguard and a false carbon look frame. Those looking for a ride will also find their account there: top case, apron, electronic alarm, GPS support…. Unfortunately, a passenger backrest is missing so as not to lose your partner on the first hard acceleration, and especially a high windshield to improve the protection of the SRV. The props makers will take care of this oversight of the builder ….
Conclusion
Powerful, comfortable, homogeneous, the Aprilia SRV 850 certainly does not excel in any area but perfectly fulfills its contract in the large sport-GT scooter niche. And the adoption of the new duo on this ABS-ATC niche now offers it a real safer on a daily basis while allowing (finally) to exploit without ulterior motive all the cavalry offered by its title of “the most powerful scooter in the world. world". Better still, at € 10,299, the price difference of 500 euros compared to the entry-level model risks seriously cannibalizing sales of the latter, or even of the Gilera GP 800 (€ 8,999). At least with this introductory price fixed for an indefinite period. It will then climb to € 10,799, a price close to € 10,999 for the Yamaha 530 T-Max reference once equipped with ABS. The BMW C 600 Sport ABS and its 60 horsepower is sold for € 11,100 excluding options. There remains the case of Honda’s Integra UFO, kneaded with qualities but with a distinctly more utilitarian vocation and which benefits from the sledgehammer argument of its “cannon” price of € 8,490.
Strong points
- Efficient and homogeneous
- General comfort
- Contribution of ABS-ATC to attack AND daily life
Weak points
- Limited protection
- Low carrying capacity
- ABS unwanted triggering at the rear
Competitors: BMW C600 Sport, Gilera GP 800, Piaggio X10 500, Suzuki Burgman 650, Yamaha T-Max 500
colors: white and black
Datasheet
Aprilia SRV 850
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