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2010 Aprilia SXV 5.5 First Ride

Thursday, February 4, 2010


The SXV is certainly not lacking any braking performance.
Youll be hard pressed to find a bike easier to wheelie than the Aprilia SXV 5.5.
The SXV is certainly not lacking braking or engine performance.
Have you ever envisioned riding a top AMA Motocross team’s pumped-up and highly-tuned race bike on road rubber? Well now you can. And legally in all 50 U.S. states! Say hello to the Aprilia SXV 5.5. The $9499 SXV 5.5 is the Italian motorcycle manufacturer’s top-shelf Supermoto racer cloaked in full street-legal attire and seemingly designed to break every single traffic law in existence. Don’t say we didn’t warn you…
 
Lift the bike off its odd-functioning, but aesthetically pleasing spring-loaded kickstand and its remarkable how light the machine feels. Much less, in fact, than its already low fully-fueled, ready-to-ride 313-lb curb weight leads you to believe.
 
Straddle its ultra-tall 36.1-inch seat and one notices just how similar the cockpit feels to the aforementioned moto bikes, only just a hair wider. Similarities to the dirt world continue with a seat that is long and narrow and offers virtually zero support, making it painful to sit atop for even one fuel tank’s worth of gas.
 
Reach out to the Magura-sourced aluminum handlebar and your body is plied in an upright and commanding position, similar to what a rider would prefer if they were going to blitz around a Supercross track. The cleated metal footpegs provide a large platform to work from and are mounted low on the frame, equating to a relaxed foot position. The footpeg-to-seat-to-handlebar geometry is well proportioned, allowing you to comfortably ride the bike while standing when the seat eventually wears your rear end out.
 
Instrumentation consists of a compact and rectangular LCD display. The various functions of the gauge, including the clock, trip meter, and rpm readout can be cycled through via the small black button on the dash or a red “scroll” button. There’s also a red shift light, but it’s so small it’s hard to notice while riding. Notably absent is a coolant temperature readout, which is surprising given the high state of tune of the engine. There is, however, an assortment of engine warning lights.
 
Flip the key, thumb the starter button and the engine coughs and sputters to life in the same manner as a car that’s sat in the garage for too long. A fast idle knob is tucked away on the right side of the bike and its use is mandatory when the engine is cold.
 
The SXV is at home on the tightest most winding road you can find.
The SXV features a hybrid frame constructed from both steel and aluminum.
The SXVs 2-into-1-into-2 exhaust terminates into these lovely sculpted exhaust tips. The roar emitted from the exhaust at full-song is LOUD.
(Top) The SXV is at home on the tightest, most winding road you can find. (Middle)  A hybrid frame constructed from both steel and aluminum holds the V-Twin engine as a stressed chassis member. (Bottom) The 2-into-1-into-2 exhaust terminates into these lovely sculpted exhaust tips. The roar emitted from the exhaust at full-song is LOUD.

The scream emitted during fast idle from the engine’s internal mechanical flurry and the roar of the sleek and expensive looking 2-into-1-into-2 pipe configuration is wake-the-neighbors loud. But, once the engine is up to temperature, the fast-idle knob can be switched off and the engine settles at 2000 rpm, a far less attention grabbing volume.
 
Punch the throttle and feel the immediate burst of power from the unique 549cc liquid-cooled V-Twin engine. Designed and manufactured in-house by Aprilia, the motor features aluminum cases and a narrow 77-degree cylinder angle that’s said to reduce vibration and eliminate the need to use a counter-balance mechanism. Each piston gobbles up 80 x 55mm dimensions and squeezes fuel to the tune of a 12.1:1 ratio. The top-end consists of twin cylinder heads, each powered by a single chain-driven camshaft actuating four titanium valves.
 
A dry-sump system engine lubrication system reduces the size of the engine and there’s also separate engine oil and transmission/clutch reservoirs, ala Honda’s CRF250R and CRF450R motocross bikes. This reduces fluid contamination, extending oil life and maintenance intervals.
 
Right off the bottom, the engine pumps out upwards of 80% of its max torque from as low as 5000 rpm. Torque gradually increases, eventually peaking at 34.8 lb-ft at 9000 revs. This gives the engine such a wide spread of propulsion through its 11,400 rpm range that it makes it difficult not to loft the front wheel through each of the transmission’s five gears.
 
Despite employing an electronic fuel-injection system, the SXV guzzles down fuel through its twin 40mm throttle bodies like a 5000-lb SUV. In fact, the modest capacity of its 2.1-gallon fuel tank equates to a range of less than 80 miles depending how zealous you get with the right hand. Overall throttle response is excellent and provides a direct feel to what’s happening at the business end of the rear Dunlop tire around the racetrack at speed.
 
With the throttle pinned, the engine gains revs instantly and feels surprisingly similar to a hopped up and race-fuel fed 450cc Single. The free revving nature of the engine, extremely close transmission gear ratios, and ultra-short final drive gearing contribute to an engine that spins-up faster than any other road-going motorcycle on the market.
 
The SXV provides a direct connection between the throttle and the rear tire making it easier to explore the adhesion limits of the Dunlop rear tire.
The SXV provides a direct connection between the throttle and the rear tire making it easier to explore the adhesion limits of the Dunlop rear tire.

This allows the SXV to offer mind-boggling acceleration performance from stoplight to stoplight. The sound emitting from the tiny sculpted metal exhaust tips only adds to the thrill. However, at freeway speeds you pay the price for its short gearing with the engine revving at upwards of 7000 revs and vibrating with such intensity that you actually think that the engine is going to explode. Accelerating further to its 105 mph top speed only exacerbates that feeling.

But outright speed isn’t what this bike is designed for. Point the nose into a turn and the SXV complies with virtually zero effort. The combined effect of its petite size, lack of mass and reduced gyroscopic-force of its engine allows it to be tossed around like few other production road bikes.
 
At a glance the bike’s frame appears to be aluminum, but in fact it is a hybrid design that uses a tubular steel trellis cage mated to pressed-aluminum side members. Aprilia claims this arrangement contributes to overall chassis rigidity. In typical Aprilia fashion, a long, brilliant-looking polished aluminum swingarm hangs off the rear of the bike.
2010 Aprilia SXV 5.5
The addition of a slipper-action clutch would be an worthwhile upgrade to Aprilias SXV 5.5.
The addition of a slipper-action clutch would be a worthwhile upgrade to Aprilia’s SXV 5.5.

Suspension is comprised of a 48mm Marzocchi inverted fork and a Sachs hydraulic shock absorber that operates through a progressive-rate linkage. The front suspension offers double adjustability in the form of compression and rebound damping, while the shock offers adjustable spring preload, separate high/low-speed compression and rebound damping. The bike offers a copious amount of travel at both ends, which makes quick work of speed bumps and curbs.

On the road the suspension reacts similarly to that of a modern off-road bike, offering considerably faster compression and return damping characteristics. Overall, the stock suspension settings are fine for even an elevated street pace, but lapping the racetrack exposed the shortcomings of the OE settings. Adding compression and rebound both fore and aft allowed the suspension to settle better when loaded and unloaded aggressively. Strangely, although the rear shock offers high-speed compression damping adjustability, you can’t access the adjustment due to the location of the muffler – not the best design. At lean the chassis is stable and offers plenty of ground clearance.
 
In terms of braking the SXV uses a German-made FTE radial-mount four-piston caliper that clamps onto a single 320mm wave-style rotor. The front braking apparatus is powered by a conventional non-radial master cylinder through a stainless-steel hydraulic brake line. The rear brake consists of a single 240mm wave-style disc pinched via a single-piston caliper through a metal brake line.

The front set-up offers a ridiculous amount of power, and combined with the feel at the end of the lever, it makes endos nearly mandatory at every stop. It was also fade-free during repeated hard motos around Grange Motor Circuit’s 14-turn 8/10-mile racetrack. The back brake functions equally well and along with the light and responsive action of the clutch helps band-aid the fact that the SXV is devoid of a slipper-style clutch during aggressive deceleration.
The hooligans preferred ride of choice: the 2010 Aprilia SXV 5.5.
The hooligan’s ride of choice: the 2010 Aprilia SXV 5.5.

But buyers beware: Riding this bike is the quickest way for you to end up in the back of a cop car. Whether motoring down the road on the back wheel, getting sideways entering a corner, or drifting the rear tire through corner exit, the Aprilia SXV 5.5 is a true hooligan’s dream. Its chassis offers a tremendous level of both balance and feel, which gives the rider the confidence needed to flirt with the machine’s limits. Plus its soulful V-Twin engine is rambunctious, playful and pumps out so much power at all rpms it becomes the perfect toy for wheelieing, sliding, and any other wild drivers-license-jeopardizing antics. If you’re looking to experience the ultimate street-legal Supermoto than look no further than Aprilia’s SXV 5.5.
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2010 Aprilia SXV 5.5 - Street Bike Review
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2010 Aprilia SXV 5.5 First Ride Photos
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Aprilia SXV 5.5 Dealer Locator
2010 Aprilia SXV 5.5 Specs
Engine: 549cc liquid-cooled V-Twin, 8-valve SOHC
Bore and Stroke: 80 x 55mm
Compression Ratio: 12.1:1
Fuel Delivery: Fuel-injection
Horsepower: 61.6 hp @ 11,100 rpm
Torque: 34.8 ft-lb @ 9000 rpm
Clutch: Wet multi-plate, cable actuation
Transmission: 5-speed; chain final drive
Final Drive Gearing: 16F/46R
Frame: Hybrid steel-trellis/pressed aluminum
Front Suspension: 48mm Marzocchi inverted fork; 2-way adjustable for compression and rebound damping; 10.8 in. travel 
Rear Suspension: Sachs hydraulic shock absorber; 4-way adjustable for high/low-speed compression, rebound and spring preload; 9.9 in. travel
Front Brake: 320mm disc with 4-piston FTE radial-mount caliper
Rear Brake: 240mm disc with single piston caliper
Front Wheel: 3.5 x 17-in.
Rear Wheel: 5.5 x 17-in.
Tires: Dunlop Sportmax Qualifer 120/70-17, 180/55-17
Curb Weight: 313 lbs.
Wheelbase: 58.6 in. Length: 87.5 in.
Seat Height: 36.1 in. Ground Clearance: 12.5 in.
Fuel Capacity: 2.1 gallon MPG: 38
MSRP: $9499
Colors: Black Off
Warranty: Six months, unlimited mileage
Grange Motor Circuit
Traction from the OE Dunlop Sportmax Qualifier rubber will surprise you even around the racetrack.
Extorting maximum performance from a high-performance motorcycle like Aprilia’s street-legal supermoto race bike is not easy or safe especially on public roads. Therefore the best place to discover the limits is Grange Motor Circuit.

Located just off the Interstate 15 near Victorville, Southern California, Grange features a thoroughly entertaining 14-turn course, 8/10th mile paved road course. The circuit is between 25 and 30-feet wide and utilizes the desert’s natural elevation which attributes to its challenging yet fun layout. The course can be run in two different configurations, thereby creating two awesome tracks for the price of one. Ample run-off room and stacks of hay bales situated in impact areas help keep things safe in case of a crash.

Grange is open seven days a week from 8:00 a.m. until dusk and only costs $30 per rider with zero membership fees. The track also hosts races including the Super TT American Racing Series for those looking to experience the thrill of supermoto racing.

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Comments
Danny C. -A couple of points from a SXV guy...  December 28, 2010 04:37 PM
How can you compare a single to a twin? And doing the same between an SXV and DRZ is literally a joke!
One ride on this little beast and it should win you over immediately, that is if you spin it through peak rpms in more than two gears.
Reliability is directly related to your maintenance schedule, ignore this and you too will read like a complainer.
I have several current sportbikes, my SXV is not a practical ride, but it is more fun than anything I've ever owned. It's loud, she vibrates and does require that you follow maintenance protocol. Perhaps not for everyone but if you're willing to invest the time and effort to keep one, it won't let you down.

My 2 cents.......
vova_greece -just a question!!!  December 13, 2010 08:00 AM
What's the top speed of APRILIA SXV 5.5, and the top speed of DRZ400 sm???
dan crapshaw -the bike is ok  December 5, 2010 05:12 PM
i have a honda minitrail for years. i think the sxv is my next choice. hmmmm... does it have a clutch?
cliff -drgnrydr  December 4, 2010 05:38 PM
anyone who this a drz is fun has no clue about performance . I rode one about 3 miles & thought BORING !!!
BIN DRZ RIDER -DRZ VS APRILIA  October 7, 2010 04:33 PM
Ive have raced both a drz with a 434cc big bore hotcams, intake mods, exhaust and a 39mm carb. Also a stock aprilia 550. The aprilia will win from 40km to 160km. but a 0 to 160 the drz every time! and the price is about the same after the few mods! only difference is maintenance and reliability a modified DRZ will still out run the Aprilia. but over all both bikes are great but the aprilia seems much lighter going form bike to bike.
Kevin -Aprilia  August 20, 2010 01:15 PM
Italians are all about performance on the track, while the Japanese are interested in day to day reliability.
warren rutherford -motorcycle tech.  May 22, 2010 05:33 PM
my 2008 sxv 550 has been sofar a vary good FUN bike. First thing gear it up to a 40 tooth rear sprocket from the stock 46 tooth. This will keep the RPM's DOWN on road or track. As the real powerband is from 4500 to 10,000 maybe 10,200 RPM's. I set my shift light at 10,000 power is done past that.The bike will now do an REAL 120 mph at 10,000 rpm,s and 129 mph at 10,500 Change motor oil EVRY 750 miles ,top off oil if it gets low on site guage. My 550 195 hours 6200 miles will get from 35 MPGs to 44 MPGs .6200 miles and still havenot adjusted valves yet Also change gearbox oil with engine oil.REMEMBER KEEP THE RPM,S OFF THE REVLIMITOR. It midrange engine!!!
JL -Crap reliability  May 16, 2010 03:49 AM
I would not have one!
no matter how many oil changes you do its a high revving race bike
with a very small oil capacity.....

www.youtube.com/watch?v=D14uIU9npaI

And seeing that makes me take a drz or wrf, anyday.
Pablo -Great 2008  May 11, 2010 08:59 AM
No real problems in 2 years of ownership. Slight headshake at high speeds. Staying out of trouble is the real challenge
Tom -Unbelievable fun  May 7, 2010 01:08 AM
My SXV550 gets ridden way more than my ZX10 because its just crazy fun to ride. Incredible power once its deresticted. Yes maintenance is an issue with the SXV, but I would rather be changing my oil than changing expensive engine parts trying to get more power. Besides, the Aprilia is so pretty you won't mind spending a little time maintaining it. I also ride mine in the winter snow thanks to the AD Boivin Explorer kit. Simply swap your wheels for a track and ski and your able to ride year round. I love my SXV!!!
salamon -best ride  May 5, 2010 11:39 AM
i think (hu cares)best ride example see the dakar rides what bikes they ride. its thous bikes in a history now sou proof it aprilia
philip -mr  May 4, 2010 05:36 PM
I would not ever buy another aprilia .my rxv 550 ,has had in total 68 hours of riding,1700 km.let me tell you what has been done etc.two engine rebuilds...2 heads crank pistons rings 7 starter motors,3 sets decomp springs ,3 oil pressure.6 batterys. 1 solanoid oil pump seal,1 set of starter gears 1 sgrag clutch,let me tell you buy a jap bike full stop.....phil simmons contact pjsimmons2@bigpond.com
luis -drz400sm  April 27, 2010 06:32 PM
hello sm riders I have ridden many bikes such as F3 929 GXR1000. Once I rode DRZ I was impressed with it's handling and it's torque and the stunts capability. I was looking at the Aprilia anf KTM and for it's price I would only get 15 more miles per hour. I'm stayng with my DRZ400SM and mess with the gears and get back to you with more info.
Justin Coleman -HMmmmmmmmmmm  April 9, 2010 08:29 PM
I have a guy wanting me to trade my 92 ninja zx7j/R for a sxv 5.5 hmmmmm I like the fact this little thing is different and worth more atm... but... oil change every 4 hours what the hell?
Mcguire -sewer rat  February 14, 2010 12:34 PM
Here is a nifty tip. My black plastic tail cover on my Millie blew off the other day (my fault) and got scratched. The scratches look grey to white against the black background so they really show. Take some Kiwi black boot polish and use it just like you were polishing your boots. Buff to a shiny finish. It is perfect but it looks about 90% better than it did. Should work on any black plastice part.

Ape Wrangler -Got One  February 11, 2010 01:09 PM
I have an '08 with some mods (exhaust, de-reg etc.)One thing for sure...it's not IF it's WHEN you will have cop trouble. Just be prepared for it. I was subjected to a 15 minute screaming verbal assult by an officer who dubbed me a "menace to society". All it took was the snap of the throttle through the intersection in order to ruin the coffee and doughnut love afair. Got me for 78 in a 50....with no break. I reminded him that I could have easily ran and lost him...that really made him squeal!
TG -Piaggio  February 6, 2010 09:38 AM
You guys are dead on about the hooliganism in the article, and the lack of comparison from a DRZ in the comments. Too bad Piaggio Group (who handles Aprilia in the USA) is the worst company to deal with from the dealer end - making a weak dealer network even worse in a recession. Even if the bike was gold plated for that price, good luck getting one, and a dealer who will be around long enough to service it.
x2468 -Shootout Time  February 5, 2010 02:01 PM
You guys should do a shootout between the aprillia 5.5, the Husaberg FS570, KTM 525 SM and maybe even the KTM 690 SM just to compare.
Cowboy -SXV 5.5  February 4, 2010 11:25 PM
Oh, yes.
mcguire -sewer rat  February 4, 2010 11:22 PM
I have heard about some of the reliability issues these had early, but that is not all that unusual for a machine in the first couple years of production. I owne a Mille and it has been for the most part trouble free. The normal maintince can be expensive though (a 16 thousand mile service with valve adjustments cost about a grand.) Japanese bikes are reliable but if you are paying someone to turn the wrenches you pay a premium..seems like the days of screwing the valve adjuster all the way down then backing off 1/4 turn (triumph) are over
cbfjwR -Raw Moto  February 4, 2010 09:53 PM
I was suprised to hear the motor wasn't smoother?! I specifically wanted one because I thought the SVX V-twin would be more self balanced, and better for higher speeds. But from the review video it sounds like the motor feels just the way I'd describe my own WR450F street legalized thumper, that's really unexpected news to me =/.

For those woried about reliability, don't! Change the oil before it's black, that's all you can do. No one manufacturer has an edge on it here in the supermoto class. For the cc/smile ratio delivered this is the toll for raw, awesome performance, but you'll find there all well worth the trouble.
San Jose CA aprilia rider -ive got a 2008 and the bike rocks  February 4, 2010 08:10 PM
Like the last guy said ive done tons of track days at sears point aka infineon on my 2008 sxv550 and never had a problem in 6000 miles total of track and twisties.

in 08 they made changes so they dont burn oil anymore AND the engine wont grenade like on the 07 that had bad ORANGE sealant.

in fact you can drop two teeth off the rear sprocket to gain about 20 mph in top end for track. at least that was my difference. also

btw the 07 sxv had a 2.1 gal tank and the 08 and 09 have a 3.1 gal so i dont know why they are saying the 10 has a 2.1? and the 313 wet weight seems a bit high.

the 61.6 hp rating had to be measured at the wheel. sxv550s have 70 hp at crank.

all in all a completely worry free bike. just change the oil every 500 miles and the gear oil every 1000 miles. btw gear oil changes take about 7 minutes. regular oil changes take around 30 to 45 minutes depending on how thorough you are in letting the old oil drain out with the bike on its side.

with the faster top end speed rear sprocket on i keep up with all my track day buddies up in the twisties of santa cruz mtns no problem and sears point.

thunderhill is a different animal with its long straights.
doodah -tall tales  February 4, 2010 06:36 PM
there are no reliability issues now. my 2008 has been used at track days, race meets and on the road, i dont know of any 08 and on that have had dramas. oil change takes 10mintues, if it takes you an hour you must be blind and armless and farkin stupid. a 690 is a soft road going, fat lump of a bike. great for 40+ers to go for a stroll not a proper race focused motard (not saying the sxv is race ready by any means buts its a hell of a lot closer than the ktm)
Markee -an owners opinion  February 4, 2010 05:31 PM
DRZ to an Aprilia, there is a no comparison. I started on a DRZ400sm and now have an SXV450 they are worlds apart. The DRZ is an every day road/farm bike. The SXV is a race bike with lights on it! As for maintenance, changing the oil does not take over an hour. Once learnt it takes the same time as any mx bike. Service intervals are high because of it's pedigree as a race bike and the fact it only carries 1300cc of engine oil. Also the 690SMC is definitely heavier. These bikes have been road raced as well as supermoto raced the world over and are a proven winning machine. Riding one once does not equal owning/riding/racing one. They are different like most Italian marques, be it car or bike and take a different kind of approach to ownership. I'm eagerly awaiting the arrival in Aus and look forward to many more happy years riding and racing one.
Lowell -Response to Patrick  February 4, 2010 04:56 PM
I had the same question. My dealer's response was not very helpful. "It's a race bike" Part of the issue is oil volume. The Aprilia only carries about 1.5L of oil. Dirtbikes also get worked harder, especially on the street. Check out the debate on Thumpertalk. http://www.thumpertalk.com/forum/archive/index.php/t-775494.html
Nick -400SM owner - $$$  February 4, 2010 04:54 PM
Yeah stroke the DRZ, it may pull the skin off a rice pudding and will still be heavy with cheap components.
Nick -DRZ400SM  February 4, 2010 04:50 PM
You guys comparing the Ape to DRZ400SM have obviously never ridden one. They are like chalk and cheese, basically a commuter/farm bike vs a race bred no holds barred racer with lights. I'd trade Ape maintainence over have a boring DRZ any day of the week.
Patrick -a little uninformed...  February 4, 2010 04:16 PM
so this may be a strange question for all of the guys who are dirt junkies, but coming from a street bike background myself, here goes: what is the reason for the frequent oil changes? it seems that a 1000cc sportbike is producing more power for the displacement, and it has similarly sized cylinders... i was looking at a couple of these types of bikes and have been a little scared off at the thought of the maintenance that is entailed. still looks like a TON of fun, but sometimes i like to turn throttles more than wrenches.
Lowell -DRZ-400  February 4, 2010 02:54 PM
Not sure the DRZ really saves that much. Sure the bike is cheaper to start out, but bringing it up to a similar power and spec (suspension, brakes, wheels, tires) will negate most of that savings. And then there is resale. What's the DRZ worth after all that work?
400SM owner -$$$  February 4, 2010 01:57 PM
$9500 for the aprilia and over $10k for the KTM 690! Anyone else think it is crazy to pay this much for a SM? Get the DRZ400, spend the money to bore and stroke it to 470 and you still have money in your pocket and its more reliable than anything else in its class.
690 0wner -Glad I bought a 690  February 4, 2010 01:44 PM
Unlike the Aprilia, my KTM 690 Supermoto has 6000 mile valve adjustment intervals, 3000 mile oil change intervals, and a slipper clutch. It also weighs the same and has comparable hp numbers, and the torque is probably a little higher coming from its 652 cc single. Before anyone buys the Aprilia, consider the KTM machine. The KTM motor is arguably more technologically advanced as well. Its EFI system requires no "fast idle" switch and has a drive-by wire throttle. Glad I never pulled the trigger on an Aprilia. If their SOHC engine, with 2 separated oil reservoirs, is anything like the Honda MX singles, you can expect frequent rebuilds. Ask any unbiased bike mechanic, Hondas 4 strokes MXers blow up far more than any other manufacturer, despite what their red-blooded owners claim. Honda owners claim they're frequent rebuilds are the result of their superhuman riding skills thrashing the motor.
Superlight -SXV  February 4, 2010 11:24 AM
Now take that engine and create a mini-superbike, complete with a fairing, for a unique, lightweight take on the concept.
Lowell -Owner's report  February 4, 2010 10:19 AM
The SXV is, as the report said, an incredibly fun bike to ride. The ownership experience has been mostly positive. I have had no issues with reliability. The big unspoken issue here is frequency and ease of maintenance. One the bike has been derestricted, the SXV requires an oil change with every 4 hours of use. For me that means every weekend I ride equals an oil change. For dirtbike guys this is not a big deal. For someone accustomed to a modern streetbike, it's a pain. Not only are the oil changes frequent, but the design of the bike makes them time consuming. I also have a 2009 Husqvarna 510SMR. The Husky's service interval is also short. (not as short) But, to change the oil on the Husky is a 15-20 min job. On the Aprilia it's more like an hour. I love riding the Aprilia, but I am not sure how long it will live in my garage.
Drunkula -Damn those Italians!  February 4, 2010 09:43 AM
So many great bikes - not enough money in my bank account. :( This one would be awesome to have. Still for my money I'd probably end up getting a DRZ400SM if I were to get an SM.
Larry -Reliability concerns  February 4, 2010 08:10 AM
After these bikes debuted a couple of years ago there were reliability issues...have these been addressed at all? I don't know what they were specifically, but on several Supermoto-based websites there were lots of issues discussed by owners of the bikes. If Aprilia can indeed build reliability into this bike I'd love to have one!
Steve -RE: dan the canadian  February 4, 2010 05:36 AM
Aprilia can only dream of reaching Japanese levels of reliability. My guess is, anyone looking at buying one of these isn't too worried about reliability, they just want to have a lot of fun on a unique motorcycle.
Dan the Canadian -Nice.......  February 4, 2010 04:33 AM
Would really like to have this in my little garage.........

But I`m wondering, is Aprilia reliable has a JAPANESE bike?