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2011–2015 · Supermoto · Buyer's Guide
The Big Twin Supermoto Bruiser
The Dorsoduro 1200 is a maxi-supermoto built around one big idea: put a 1200 cc 90° V-twin with 130 hp and 85 lb-ft into a steel trellis frame, bolt on wide bars and long-travel suspension, and leave out everything that doesn't help you ride. It looks lean and aggressive, and the engine is sharper than you'd guess from a bike this tall. Suspension is adjustable at both ends, ABS and ride modes are standard, and traction control was an option. In a class that lives on recklessness, this is the heavyweight with real muscle. Radical, and dead serious.
On a twisty road it's stable at speed and still flicks from side to side on those wide bars, despite its size and weight. Lean clearance is generous, and the pull out of slow corners is the reason you buy it. It's for experienced riders who want a big twin with attitude: the throttle in Sport mode is snatchy and demands a steady hand. Plan your day around the 4.0-gallon (15 L) tank, good for about 130 miles (210 km). On used bikes, check the aluminum rear subframe for cracks at the weld seam, which tend to show around 17,000 miles (27,000 km). Buy with open eyes.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 130 hp (96 kW) |
|---|---|
| Torque | 85 lb-ft (115 Nm) |
| Displacement | 1200 cc |
| Engine | 90° V-twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Ground clearance | 6.3 in (160 mm) |
| Front travel | 6.3 in (160 mm) |
| Rear travel | 6.1 in (155 mm) |
| Seat height | 34.3 in (870 mm) |
| Fuel capacity | 4.0 gal (15 L) |
| Top speed | 135 mph (217 km/h) |
| Fuel economy | 34 mpg (US) |
Equipment check
Chassis
Safety
Climb on and the first thing you notice is the height: 34.3 inches (870 mm) of seat, with a wide bar in your hands and almost nothing in front of you. The cluster is sparse, the controls are few, and that bareness makes the whole bike feel lighter on its feet than it is. Fire it up and the V-twin has a deep, hard-edged bark that gets better the more you ask of it. At road pace you sit upright in the wind with nothing to hide behind, so the faster stretches get tiring, but the seat itself is surprisingly comfortable. There's nowhere to stash anything either. What annoyed me every single time was hunting for neutral at a standstill. Moving, the gearbox is fine. At a red light, it's a search. I still grinned all day!
My own 0–100 score for this bike against the class, area by area — the marker on each bar is the class average.
As delivered, the rear end is too soft for anything quicker than an easy road ride. Start pushing and the back is simply undersprung for the job. The good news: the shock is adjustable, and it took only a few clicks to sort it. Do that before you judge the bike, because until you do, the chassis hides what it can really do. Time well spent.
This V-twin answers the throttle harder than I expected, even from a bike that looks this lean and mean. Open it up from the apex and it drives forward with enough force that I stayed glued to dedicated sportbikes on the exit runs, and their riders had real trouble shaking me. The flaw sits at the other end of the grip: at small openings and on a trailing throttle it hesitates, and mid-corner that pushed me off my line until I adapted. Strong motor, rough edges.
The front brake is where I wanted more. Take this bike to the track, or ride it hard down a back road, and the initial bite is too mild for what the rest of the package invites you to do. The lever also doesn't tell me enough about what the front end is up to. A supermoto should make you brave on the brakes. This one makes you careful.
Be honest about what you give up: there's very little wind protection, almost no storage, and long hauls wear on you. I accept all of it, because on a proper road or a circuit this bike involves me more than anything with real touring credentials. The sacrifices are real, and they buy you something. Fair trade.
There isn't much in front of you here, and I mean that as praise: less windscreen, a handful of switches, a cluster that sticks to the basics. It reads as purposeful rather than commanding, and the bike feels nimbler for it. My complaint is the gearbox at a stop. Changing gears while rolling was manageable, but in the pits or waiting at a light, neutral plays hide and seek. Every time!
My own ride on this bike lives in another module. This one gathers what riders have told me over the years: back-and-forth in comment threads, questions at rallies, and the direct messages owners send when they want a straight answer. Together they form one clear picture of the Dorsoduro 1200.
Owners return to the V-twin first. Its 130 hp and addictive mid-range pull is the reason most of them bought in. Steering earns nearly as much trust: planted as speeds rise, still quick to tip into a tight corner on the wide bars. The front Brembos get repeated credit for holding up under hard, repeated braking without fading. A smaller group singles out the padded seat and compliant suspension for keeping longer rides comfortable.
The complaints are as steady. Throttle response leads: in Sport mode riders find it touchy at small openings, sharp enough that smooth riding takes real effort. Fuel range is next, with roughly 34 mpg (6.9 L/100km) cutting a day short and pushing owners toward a station before a long day is out. Its weight draws comment too, making low-speed handling more of a chore than the class expects. Shorter riders keep flagging the 34.3 in (870 mm) seat as a real stretch.
Electrical gremlins with ride-by-wire
Some owners report intermittent issues with the electronic throttle control, causing erratic behavior or warning lights.
Rear subframe cracking
The aluminum rear subframe can crack at a welding seam near a bolting point, typically around 17,000 miles (27,000 km). Several owners have reported the same failure.
Shift locking lever wear
The shift locking lever can wear prematurely, causing shifting difficulties. Replacement with an updated part resolves the issue.
Where this Aprilia Dorsoduro 1200 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Top speed
Seat height
Forget spec-sheet bragging. Here's who the Dorsoduro 1200 is actually built for.
If you want a canyon bike that fires out of corners harder than it has any right to, this fits. Stiffen the rear shock first, and expect to want more bite from the front brake.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
For a sporty weekend loop it's huge fun, and the seat is better than you'd think. But 130 miles (210 km) per tank and zero wind protection keep the road-trip part short.
Made for Austin / Texas Hill Country · Twisted Sisters · Austin / Handbuilt Motorcycle Show
Wide bars and loads of lean clearance suit tight, technical corners. The hiccup on light throttle mid-corner is the catch: it will test your smoothness until you learn it.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Aprilia Dorsoduro 1200. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2010–2012
Italian Twin With Real Bite
Roughly $1,300 pricier used than this bike at 14 yr
Competitor · 2013–2015
Italian Agility With Luggage
Roughly $1,400 pricier used than this bike at 11 yr
Same Platform · 2014–2016
The Pavement-First Italian GT
About the same used price as this bike at 11 yr
Similar Character · 2010–2012
The Air-Cooled Hooligan Motard
Roughly $1,300 pricier used than this bike at 14 yr