Aprilia Caponord
Aprilia CapoNord
Adventure-touring at speed
STEVE ANDERSON
New Rides 2002
THE ETV1000 CAPONORD HAD TO come sooner or later. Long before Aprilia was known for supersport machines, its road-going “enduros” were famous. After all, BMW based its first 650cc Single closely on Aprilia’s own single-cylinder design, and the Germans even pragmatically let the Italian company build the F650 for the first several years. Factor in the success of its Mille V-Twin, and it’s little surprise that the company has released an adventure-tourer to compete with the R1150GS Beemer. Aprilia’s really just going back to its roots.
Foundation of the Capo is a version of the liquid-cooled lOOOcc V-Twin used in the RSV Mille, SL Falco and RST Futura models. It’s your basic Superbike powerplant, a big-bore, short-stroke, 60-degree Vee, a more compact and easier-to-package configuration than the naturally balanced 90-degree Twin used by Ducati. A combination of gears and chains drive dual overhead camshafts, which in turn actuate four valves per cylinder. Fuel is fed through a downdraft fuel-injection system. Internal counterbalancers make up for the lack of inherent balance.
Despite the engine’s Superbike specs, Aprilia engineers weren't looking for RSV power output for the Capo, which is why they modified the engine to smooth the powerband at the expense of peak power. They decreased throttle-body size from 52 to 47mm, installed shorter-duration cams, chopped compression from 11.4:1 to 10.4:1, and then installed a higher-inertia generator rotor-to increase engine flywheel. Instead of the 109 horses made by CWs last Mille R, the CapoNord peaks at 87 horsepower, but with a notably smoother, torquier powerband.
Carrying the revised engine is an all-new frame. It wraps twin aluminum beams around the cylinders and appears notably robust. A fork with stout 50mm legs enhances the beefy look, as does a swingarm with big side beams. Wheels are spoked but tubeless, like BMW’s, utilizing a patented design that places the spoke nipples at the rim, mounting into an extra flange outboard of the tire. Consistent with the enduro theme is wheel travel that’s long for a streetbike but short for a true off-roader: just under 7 inches in front, and a tad less than 7.5 inches in back. Topping off the frame is a massive, 6.6-gallon gas tank.
Sit on the CapoNord, and the first thing you notice is its size and weight. The wheelbase stretches 61 inches and the 40 pounds of fuel added to the 530-pound machine are carried high. While the seat is relatively low at 32.6 inches, it’s also broad, making the reach to the ground a little farther than seat height might suggest. bike that you want to lean over very far while maneuvering in a garage or driveway.
APRILIA CAPONORD
$10,999
Ups All-day ergos Grunt, and lots of it Optional hard luggage
Downs Tiptoes tall Top heavy with full fuel load Earplugs-mandatory wind screen buffeting r Just where the hell is Capo Nord?
No, save the leaning for when you get it moving. The Capo shrinks with speed. Its six-speed gearbox shares its close ratios with the RSV, but shorter final gearing and the strong midrange have the front tire skimming the pavement at full throttle in first gear, and coming fully up over the smallest rise in the pavement. The handlebars are slightly narrower than those of most dirtbikes, but the riding position is dirtbike familiar-feet directly under you, torso upright, arms almost straight forward with elbows bent. It’s a position that gives you maximum leverage on the motorcycle, and it invites you to toss even a big machine like this around.
Fortunately, the Capo is well up to the abuse. Its big Metzelers (110/80VR19 front, 150/70VR17 rear) grip well, and the Aprilia can corner almost as hard as many sportbikes. Despite its long travel, the suspension is on the firm side, keeping the machine from pitching excessively. The double-disc Brembo front brakes bum off speed quickly and controllably, as does the rear brake, which has a noticeably long pedal travel that enhances brake feel.
While the ETV1000 can’t accelerate through a quarter-mile as quickly as its supersport stablemates, that’s not something you notice on the road. At freeway speeds, it’s sitting in the fat part of its torque curve and responds to roll-ons forcefully. That same freeway travel, however, will start to point out a few chinks in the bike’s touring armor. While Aprilia claims the fairing is the result of extensive wind-tunnel testing, air coming over the top of it and reaching the rider is slightly turbulent, especially for taller riders. And while the seat is broad and well-shaped, Aprilia’s efforts to keep it close to the ground have resulted in a few compromises, such as the thin padding at the back and the relative closeness of the footpegs. While legroom is very good by sportbike standards, the pegto-seat distance is a little tight for a touring “Trailie.” A yet-
to-be-offered optional thicker seat would resolve both issues, at least for taller riders.
Overall, though, the smooth engine purring along and the comfortable riding position invite you to explore the limits of the bike’s considerable fuel range. There’s plenty of room for a passenger, and the high-mounted mufflers don’t get in the way. Hard saddlebags and even a top box are optional. If you’re traveling alone, the passenger seat can be removed to expose more space to strap soft bags. A readily accessible hydraulic preload adjuster helps set the rear suspension for any cargo condition.
Far more touring-oriented than a Cagiva Gran Canyon, the ETV nonetheless remains sporty. It’s a machine that can be ridden hard on a mountain road, or across Kansas on the interstate. In the CapoNord, Aprilia has created perhaps the first worthy competitor to BMW’s GS and its lock on the adventure-touring title. □
