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Top test Aprilia Caponord 1200 ABS Travel Pack

Swing with me

The travel enduro segment continues to grow: With a powerful V2 engine, semi-active chassis and traction control, the new Aprilia Caponord wants to be on par with the competition from the start. If you make a debut made to measure?

Top test Aprilia Caponord 1200 part 1

No! We’re not talking about erotic preferences here. Not even about any clothes. It’s all about the fresh from the factory AT.prilia Caponord 1200 ABS Travel Pack, which almost perfectly masters two virtues: gliding over hill and dale and swinging from curve to curve. But whether that’s enough to become a serious rival of Ducati Multistrada, KTM 1190 Adventure and the like?

Top test Aprilia Caponord 1200 ABS Travel Pack

Swing with me

The engine is tried and tested and comes from the Dorsoduro 1200

With a slight delay, Aprilia is now racing right into the thick of the competition, presenting the Caponord 1200 ABS Travel Pack, the manufacturer’s first travel enduro since 2007. However, they have not slept in Noale in the meantime. The list of technical and electronic equipment is long: ADD, ATC, ACC, ABS, ride-by-wire, multimapping, Bluetooth, USB – welcome to the modern world of two-wheel electronics.

The heart of the Caponord is known and has already been tried and tested. The 90-degree Vau-Zwo with a displacement of 1197 cubic centimeters is already firing on the large Dorsoduro 1200 supermoto. In favor of a fuller torque curve, the new one did without six horses of top performance. The Aprilia Caponord 1200 is therefore not weak on the chest: With a nominal 125 hp and 115 Newton meters, it is good in the drilling for its purpose and does not have to hide behind the competition on the country road. This is more true when looking at the incorruptible test bench curve: A few horsepower and Newton meters less than promised are annoying, but forgiving.

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A respectable range: 436 kilometers on one tank of fuel

Annoying: The cockpit has no remaining range or temperature display.

But why the torque curve weakens between 4000 and 6000 turns, i.e. exactly where one spends most of the time driving, is surprising. A comparison with the test bench curve of the 1200 counterpart from the Dorsoduro shows that it presses up to ten Newton meters more than the Caponord in that speed range. Perhaps here the performance has been reduced in favor of better fuel consumption? After all, the Dorsoduro likes to tip between 7.5 and ten liters behind the bandage. With just 5.5 liters, the Caponord 1200 ABS only sips on a glass in comparison and has a respectable range of 436 kilometers. Let’s book that as a partial success.

A quick press of the button and the Vau-Zwo with double ignition placed between the tubular space frame and aluminum profiles comes to life. Despite single-digit temperatures, it rotates relatively evenly with 1500 revs.

But wait a minute: Anyone who wants to set off without studying the on-board manual intensively will quickly get off the vehicle and do some more work. Which button you use to influence which setup and what is hidden behind the abbreviations of the assistance systems should be internalized in advance. Then everything goes quickly: to the left of the LCD panel are two push buttons. With the lower button you can click through the menu, with the upper button you can change the selection. Even the biggest refusal to use technology can handle that. First, one of the three levels of traction control (ATC) is selected.

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A powerful servomotor adjusts the preload of the shock absorber

It’s a shame: no full-face helmet fits in the suitcase, they only hold 27 liters each.

The functionality of the ATC is as simple as it is effective: the wheel speed of the front and rear wheel is constantly compared via the ABS Hall sensors. If slip is registered at the rear, the ignition is briefly interrupted and thus further, potential spinning of the hindquarters is prevented. In stage one, the ATC a lot of slip, in stage three it regulates much earlier. The rule level most suitable for everyday use is offered by level two with the golden mean.

In addition to traction control and the two-channel ABS from Continental, which is famously tuned for solo operation, the travel pack version of the Aprilia Caponord 1200 tested has a semi-active chassis in addition to the basic version. That is why you can tell the moped before you start your journey whether you are traveling alone, with a passenger, with or without luggage. A powerful servomotor, which is located below the seat, then electrically adjusts the preload of the shock absorber. But that’s not all: the selection of the load condition also defines the characteristics of the semi-active damping adjustment of the chassis. In other words: If you tell the motorcycle that you are sitting on it alone, a characteristic curve for the rebound and compression adjustment is also active, which tends to be designed for more comfort.

Aprilia

A large electro-hydraulic servo drive, which is installed in the rear, is responsible for the automatic leveling.

If you are still on the road as a soloist on the Caponord 1200 ABS, but want to cut grooves in the asphalt on the home route, you set the load condition to two people including luggage and thus not only reap the most heavily pretensioned spring base of the monoshock, but also the tightest damping level.

In addition to the four predefined load conditions, Aprilia was the first manufacturer to develop an automatic level control for the spring base of the rear damper. If you select this, the motorcycle measures the saddle-up weight using a built-in potentiometer and adjusts the spring preload accordingly (sampling interval about once per minute). The good news: The system works perfectly in the Caponord 1200 ABS Travel Pack. If you load up your girlfriend or a crate of beer more often, you no longer have to tinker with the shock absorber manually, but can confidently rely on the smart sensors and leave the drudgery to the servomotor.

The Sachs fork is traditionally pre-tensioned by hand

A pressure sensor is built into the Sachs fork, which still has to be pre-tensioned by hand.

So a welcome convenience. The potentiometer also works like a kind of spring deflection sensor, which calculates the compression and rebound speed and the spring deflection of the monoshock by changing the distance between the lower frame profile and the swing arm. The data determined from this are one of five parameters that are responsible for controlling the semi-active chassis. A pressure sensor is built into the Sachs fork, which still has to be pre-tensioned by hand, which also determines information about the level of compression and rebound. In addition, the ride-by-wire system feeds a separate control unit (called Vehicle Control Unit = VCU) with additional parameters via the throttle position and the ABS sensor via the brake pressure.

The VCU uses an algorithm to calculate the current vehicle condition and adjusts the compression and compression damping accordingly within a maximum of 10 milliseconds. As complicated as that may sound, the driver doesn’t notice anything. OK then. Everything adjusted and understood? Then it can finally start.

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Top test Aprilia Caponord 1200 part 2

28 Pictures

Pictures: Top test Aprilia Caponord 1200 ABS Travel Pack

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The V2 of the Caponord 1200 goes clean and straight to the gas

The Caponord also cuts a fine figure on the slalom course

The 1200 steers into the curve very easily and in a defined manner. Only very late does the motorcycle get a bit wobbly, then stamps outwards slightly over the rear tire. The semi-active chassis does a splendid job, on the one hand always dampens with the necessary touring comfort, on the other hand reacts with the necessary firmness, without demonstrating harshness, when racing over the asphalt. So you slide over long and short bumps as if the streets were freshly tarred.

The two-cylinder accelerates cleanly and directly. There are three mappings to choose from. In sport mode, the ride-by-wire system reacts to a slight twitch in the right hand with a hasty drive. If you like it a little milder, simply zap into the touring mapping while driving using the starter button or use the power-reduced rain mode, and the Caponord 1200 has a much tamer response. This means you can cucumber through the Harz or Black Forest in a very relaxed manner, without having to use the throttle with tact.

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One thing is certain: the acousticians from Noale understand their job

And speaking of the power delivery: When driving, the torque hole is not as clearly noticeable as the test bench curve suggests. This is also due to the fact that, as you are used to from a fiery Italian, the motor generates a fat portion of emotions when you turn the ride-by-wire cable with conviction and overcomes the lack of power with a fat, pulsating heart. The acoustics managers from Noale understand their job, that’s for sure. From 4000 revolutions, the finest gouges can be heard from V2, which ultimately mutates into violent anvil hammering. A great feast for the ears. Especially since the Caponord 1200 ABS, if you want, can also be driven very gently and in a neighborhood-friendly manner from the yard. That’s how it should be.

The two-cylinder pushes bearishly out of the speed cellar, hacking a little on the chain below 3000 revs. After a slight breather, the engine can no longer stop from 6000 revolutions, turns robust and with great punch up to 9000 revolutions, where the Caponord 1200 ABS runs into the limiter. Shifting through the gearbox is almost a pleasure. Short shifting travel, exact detent, little foot strength, gear ratio suitable for everyday use. Only the stiff clutch is annoying in the long run.

But you can enjoy the handle in the Brembo brake system. It does require some manual force, but rewards the driver with fine control and a vehement braking effect.

So you like to catch the Caponord again. After all, with the 16 190 Euro travel enduro one would like to glide and swing for longer on the streets of this world.

Origins of the Caponord

The same 90-degree V2 engine works in the Dorsoduro as in the new Caponord 1200.

When BMW sold more and more motorcycles around the turn of the millennium with the R 1150 GS and a steadily growing circle of interested parties romped around the travel and large enduro bikes, people in Italy no longer wanted to just watch. But what sounded absurd at first glance was followed in Noale with the necessary self-confidence: to modify the robust and high-torque 60-degree V2 engine from the super sports car RSV Mille so that it is suitable for a travel enduro.

The project succeeded with smaller throttle valves, different pistons and camshafts. With an impressive 98 hp and 92 Newton meters, the Aprilia ETV 1000 Caponord hit the market in 2001 and was the first in its class to carry an aluminum bridge frame.

Despite good driving performance, fine workmanship and high reliability, a sales success was in vain. Neither an enduro version called Rally Raid with coarse tires and fully adjustable suspension elements (which dampened significantly better than the base material) nor an ABS version available from 2006 should result in good registration numbers. Since the engine only complied with the Euro 2 emissions standard, Aprilia had to stop production at the beginning of 2007.

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After that, Noale was inactive in the enduro segment for a long time. Since the motorcycle market is still increasingly focused on the long-legged all-rounder, Aprilia is now presenting the Caponord, which in turn benefits from the Dorsoduro 1200, which has been on the stage since 2011.

The Dorsoduro has always had a reputation for rascals. After all, to this day it is the most powerful supermoto in the world. With a whopping 131 HP and 115 Newton meters, it scurries past normal Otto motorcyclists with violent drifts and lifting front wheel outside. But the downside of the 90-degree V2 engine of the Supermoto has one downer: The fuel consumption leveled off between an average of eight to ten liters during numerous test drives. Only tame gas hands managed to reduce consumption. So much too much. Good to know that Aprilia has eliminated this deficit at Caponord.

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Measurements

When braking with a pillion passenger, the rear wheel lifts and wedges, the brake must be released manually.

Performance
Top speed *
240 km / h

acceleration
0-100 km / h 3.7 sec
0-140 km / h 6.0 sec
0-200 km / h 13.1 sec

Draft
60-100 km / h 4.3 sec
100-140 km / h 5.1 sec
140-180 km / h 6.2 sec
Speedometer deviation
effective (display 50/100) 47/97 km / h
Tachometer deviation
Display red area 9000 / min
effective 9100 / min

consumption
at 130 km / h 6.0 l / 100 km
Country road 5.5 l / 100 km
theoretical range of country road 436 km
Fuel type super

Dimensions + weights
L / W / H 2230/995/1420 mm
Seat height 855 mm
Handlebar height 1170 mm
Turning circle 5440 mm
Weight with a full tank 255 kg
Payload 205 kg
Wheel load distribution v / h 47/53%

Decent pressure with pressure drop: If you set the throttle valve to just below 3000 revs on draft, you reap a vehement start of the Vau-Zwo. If the engine then rests a little between 4000 and 6000, the propulsion above it is brilliant. You can catapult yourself fabulously out of the corner.

Driving dynamics
Handling course I (fast slalom)
Lap time 20.3 sec
Reference Ducati Multistrada 1200 S 19.9
vmax at the measuring point 106.8 km / h
Reference Ducati Multistrada 1200 S108.0

Handling course II (slow slalom)
Lap time 28.5 sec
Reference Ducati Multistrada 1200 S 28.7
vmax at the measuring point 51.6 km / h
Reference Ducati Multistrada 1200 S53.5

Circular path (Ø 46 meters)
Lap time 11.0 sec
Reference Ducati Multistrada 1200 S 10.6
vmax at the measuring point 49.8 km / h
Reference Ducati Multistrada 1200 S52.4

Conclusion

The Aprilia Caponord actually makes a debut made to measure. With its well-balanced, semi-active chassis and excellent handling, it impresses right away. However, there is still room for improvement: luggage rack, lashing options, a more extensive on-board computer and an ABS that safely decelerates even in pillion operation should be a matter of course, especially with a travel enduro.

ENGINE maximum number of points Aprilia Caponord 1200 ABS Travel Pack
Draft 40 26th
acceleration 40 26th
Top speed 30th 21st
Engine characteristics 30th 23
Responsiveness 20th 13
Load change 20th 13
Smoothness 20th 13
coupling 10 7th
circuit 20th 14th
Gear ratio 10 9
Start 10 8th
total 250 173

Tea V2 engine shines with high running culture. From 3000 revolutions the engine runs very quietly and does not attract any unpleasant vibrations even at high revs. The rear derailleur works perfectly, convinces all along the line with a crisp detent and short distances. The somewhat stiff clutch, which is also not particularly easy to adjust, has a disruptive effect. If the engine starts after a few revolutions of the crankshaft when starting, it sometimes takes a little longer before it starts working on its own.

LANDING GEAR maximum number of points Aprilia Caponord 1200 ABS Travel Pack
Handiness 40 28
Stability in turns 40 28
Steering behavior 40 27
feedback 10 6th
Inclined position 20th 14th
Straight-line stability 20th 15th
Suspension tuning in front 20th 14th
Chassis set-up at the rear 20th 14th
Adjustment options undercarriage 10 10
Suspension comfort 10 6th
Driving behavior with a passenger 20th 16
total 250 178

The chapter landing gear the Caponord masters with flying colors. Despite the rather high overall mass, both handiness and steering behavior are at a very high level. The semi-active chassis with electronic damping adjustment leaves an excellent impression. Whether potholes or an uneven road surface: The damping always acts with the right amount of compression or rebound without becoming uncomfortable. The fork’s spring base is the only adjustment mechanism that still has to be operated by hand.

EVERYDAY LIFE maximum number of points Aprilia Caponord 1200 ABS Travel Pack
Ergonomics driver 40 32
Ergonomics pillion 20th 14th
Windbreak 20th 12th
view 20th 12th
light 20th 13
Furnishing 30th 20th
Handling / maintenance 30th 17th
Luggage storage 10 3
Payload 10 7th
Tidy 30th 28
processing 20th 14th
total 250 172

With simple modifications, the Aprilia could compete in the Everyday comparison och closer to the fur. Unfortunately, there are no obvious features such as a remaining range and temperature display in the cockpit, as well as lashing options and a luggage rack in the rear of the two-wheeler. The workmanship is – as usual from Aprilia – good, which cannot be said of the high beam. That is more on the level of a flashlight. With the 23 liter fuel tank, long distances can be covered without refueling.

SECURITY maximum number of points Aprilia Caponord 1200 ABS Travel Pack
Braking effect 40 30th
Brake metering 30th 22nd
Braking with a passenger / fading 20th 12th
Righting moment when braking 10 6th
ABS function 20th 15th
Handlebar slapping 20th 16
Ground clearance 10 9
total 150 110

In matters security light and shadow are revealed at the same time. The Brembo monoblocks can be dosed very finely, but they require a lot of hand strength for harsh decelerations. The Conti-ABS is perfectly tuned for the soloist and enables short braking distances. When driving with a passenger, there is a risk of a fall if the rear is wedged if the brake is not released manually.

COSTS maximum number of points Aprilia Caponord 1200 ABS Travel Pack
guarantee 30th 15th
Consumption (country road) 30th 17th
Inspection costs 20th 17th
Maintenance costs 20th 8th
total 100 57

theme costs: Fortunately, the Caponord has not inherited the Dorsoduro’s thirst for petrol. With 5.5 liters per 100 kilometers and 10,000 inspection intervals, the Aprilia is in the middle of the field of travel enduros.

Technical specifications

The spring elements are semi-active and electronically adjustable.

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 57 mm, regulated catalytic converter, 690 W alternator, 12 V / 12 Ah battery, hydraulic actuated multi-disc oil bath clutch, six-speed gearbox, chain, secondary ratio 42:17.
Bore x stroke 106.0 x 67.8 mm
Cubic capacity 1197 cm³
Compression ratio 12.0: 1
rated capacity
92.0 kW (125 PS) at 8000 rpm
Max. Torque
115 Nm at 6800 rpm

landing gear
Steel tubular frame, upside-down fork, Ø 43 mm, mechanically adjustable spring base, electronically adjustable rebound and compression damping, two-arm swing arm made of aluminum, spring strut, directly hinged, electronically adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 240 mm, single-piston floating caliper, ABS, traction control.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Dunlop Sportmax Qualifier II, rear "MT"

Dimensions + weight
Wheelbase 1555 mm, steering head angle 63.0 degrees, caster 127 mm, suspension travel f / h 170/150 mm, permissible total weight 460 kg, tank capacity / reserve 24.0 / 5.0 liters.
Data service
Service intervals 10,000 km
Oil and filter change
3.1 liters every 20,000 km
Engine oil SAE 10 W 40
Telescopic fork oil
OJ Racing Fork Oil Type 01
Spark plugs NGK CR8EKB
Idle speed 1450 ± 100 / min
Tire pressure (solo / with pillion passenger)
front / rear 2.4 / 2.5 (2.6 / 2.8) bar
Two year guarantee
Colors gray, red, white
Price test motorcycle 15,903 euros
Additional costs around 287 euros

competitor

12th Pictures

Pictures: Top test Aprilia Caponord 1200 ABS Travel Pack

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Enduro

Comparison test of travel enduro bikes, part 2 – Sporty 17-inch fun bikes

Ducati Multistrada 1200 S Touring, Kawasaki Versys 1000, Triumph Tiger 1050 Sport

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12th Pictures

Pictures: Top test Aprilia Caponord 1200 ABS Travel Pack

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Pictures: Top test Aprilia Caponord 1200 ABS Travel Pack

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