aprilia tft display made in china

Italian motorcycle manufacturer Aprilia has been hard at work in developing new, small displacement motorcycles particularly for the Asian market, as well as the beginner-friendly market in Europe. It’s most recent introduction, which is expected to make its way to the global market soon, comes to us in the form of the new and improved GPR250R sportbike.

You would expect a beginner bike packed with this many premium features to command quite a tidy sum. However, Aprilia has managed to retail the bike for quite a bargain. For the price of CNY 26,800, or the equivalent of $4,144 USD, you could have yourself a premium, tech-laden beginner friendly sportbike. That is, of course, assuming Aprilia retains this price point if and when it decides to introduce the GPR250R in the global market.

As for its styling, the SR Max250 boasts maxi-scooter proportions, and features a sporty fairing with angular styling on the front and side panels. The scooter gets a large windscreen, as well as a spacious saddle that’s more than capable of comfy seating for two. Tech features consist of a full-color, seven-inch TFT display, two riding modes consisting of Eco and Sport, and a rudimentary traction control system. The scooter comes to a stop thanks to ABS-equipped front and rear disc brakes, while a telescopic front fork and twin gas-charged shocks at the back handle suspension duties.

At the moment, Aprilia has launched the SR Max250 exclusively in China. That said, it isn’t a far-fetched possibility that the scooter will make its way to other parts of Asia in the not-too-distant future. As for pricing, Aprilia is asking the equivalent of $3,971 USD, pretty fair game considering the level of features the SR Max250 brings to the table. If Aprilia were to launch the SR Max250 in Europe and other parts of Asia, it’ll likely go up against the 300cc maxi-scooter offerings from the likes of Kymco, Yamaha, and Honda.

In 2017 Zongshen entered the Dakar rally on their then-new NC450 Rally bike. None of the five bikes finished but to the company’s credit only one through a mechanical issue. The engine was then placed in the RX4, Zongshen’s flagship adventure model. They sell in the US as a CSC RX4 at just 4,995.00 and it comes with a 7-inch TFT display with Bluetooth connectivity as well as LED lighting, adjustable windscreen, spoked wheels, bashplate and crash bars and topped off with a three-piece pannier set. That’s the equivalent of an adventure bike family meal.

It promises a TFT screen with Bluetooth connectivity, BOSCH EFI, tubeless tyres, spoked wheels and LED lights as well as a power output of 49 horsepower and a weight of 192 kilograms. The 650DS appears to be a step forward from the Loncin DS8 that debuted in 2018, also with the G650GS engine but with less refined styling.

Aprilia has released the first concrete details of the new Tuareg 660 Adventure bike, their first in a generation and a rebooted classic from their history books which jumps them back into the Adventure market.

At the heart of the new gen Tuareg is their 660cc parallel-twin engine which is a proven platform on other Aprilia models. They claim 80HP max power and peak torque of 70Nm with a “significantly boosted low/mid-range curve” in the Tuareg.

The design of the Aprilia engine is pretty compact by comparison to some bikes on the Adv market – a higher sump which reduces the vertical footprint they say – and that give a decent 240mm of ground clearance.

The chassis is all new, although it does lend a retro-look the new Tuareg along with that chunky, square seat. Aprilia say it is their own design steel tube main frame with an aluminium swingarm. As for suspension, they have fitted 43mm USD front forks with a progressive linkage rear shock absorber and both have a healthy 240mm of travel.

ABS can be deactivated for both wheels or only the rear too which is a good feature depending on your off-road riding experience. Aprilia’s “APRC” electronic system offers traction control, cruise control, engine map and engine braking control. All are accessible via the high-visibility 5" TFT screen and handlebar switches.

I say this a lot, but we really do live in the golden age of motorcycling. And also of television, and ice cream, and whatever other poisons of choice you may have. But staying on topic, the Aprilia RS 660 is a great example of just how good life can be.

You can’t ride a spec sheet, as I always say, but it helps see the Aprilia RS 660 in context. Here’s a condensed version of the spec sheet with a bit of contextual explanation.

As we mentioned in the introduction, when buying a bike, riders typically have had a choice of either high-spec components or a middleweight motorcycle. The Aprilia RS 660 gives us both. Happy days!

In motorcycles, every kilogram (or pound) counts in terms of how easy it feels under your seat and how confident you feel throwing it into corners. The lightness of the Aprilia RS 660 inspires a lot of that confidence.

On the road, the lightness and riding position make the Aprilia RS 660 very easy to ride. This includes for beginners, whether you live in the US and can ride anything as your first bike, or whether you have a restricted version as is available in the UK, Europe, and Australia/New Zealand.

As a middleweight engine, the RS 660’s parallel twin never produces gobloads of torque — but of what it does produce, it does from relatively low. So the Aprilia RS 660 is never struggling or choking.

That said, the engine does lack in low-end torque compared to entry-level middleweights like the Yamaha MT-07 or Suzuki SV650. This is one of the aspects in which riding the Aprilia RS 660 feels like a middleweight Ducati V-twin — it’s happy down low but it still likes to get up there in revs when you get the chance.

Composite torque charts of Aprilia RS 660 and Yamaha MT-07. Note: Data for this is from Cycle World/DynoJET from runs on different days under different conditions, and is intended to be for approximate comparison only.

Aprilia has done quite a lot to help their engine rev more feely and make that power. A few of these things are hollow camshafts, cylinders offset from the crankshaft to minimise internal friction, and oversquare pistons.

The Aprilia RS 660 geared quite aggressively, so you shift out of first gear just to get to 100 km/h (~60 mph). This would hurt your sprint times if you didn’t have that up and down quickshifter, which comes as standard on the RS 660.

Even the Yamaha YZF-R7, an obvious competitor for the Aprilia RS 660, only has ABS. No cornering function Not even ride modes! Not that they’re the most important thing in the world, but it’s a thing that the R7 doesn’t have.

The Ducati Supersport 950 S, a more expensive, more powerful, and generally more premium motorcycle than the Aprilia RS 660, doesn’t have cruise control (to the chagrin of many owners).

The Aprilia RS 660 comes standard with a quick shifter. You might almost expect this, but remember that on a (much more expensive) Ducati Supersport, for example, you have to buy the (significantly more expensive) S version for the quick shifter to be standard.

Note that early on in the days of the Aprilia RS 660 in 2021, there were some reports of a broken connecting rod in the crankshaft that sometimes broke, with 308 units recalled due to the possibility of it happening again (recall PA2ZZQ2107). There hasn’t been a recall since.

The Aprilia Tuareg also comes with a lot more options for adventure travel, like a center stand, rugged luggage, an even taller windscreen, and additional lights.

CFMOTO 700CL-X Sport: Yes, a bike by CFMOTO. Have a look here and prepare to be surprised by what a Chinese manufacturer is offering at a reasonable price in a presumed attempt to get market share. The CFMOTO 700CL-X Sport has a few components that are higher spec than the Aprilia (e.g. it has Brembo M50 brakes, and more adjustability in the suspension), but it’s not as powerful, the engine has a traditional 180-degree crank, and it doesn’t have cornering ABS via an IMU (but it does have cruise control).

“If you were to consider an amalgam of total mass, accessible and usable engine power, chassis response, cutting edge rider aid technologies and ergonomics as a form of holy grail, then Aprilia has designed and built an altar for you.”

To call the 2021 Aprilia RS 660 anything but a game changer is an understatement, even with a couple minor teething issues. In a traditionally budget-minded class, reflected in paired-down components, technology and performance compromises, the RS 660 is trailblazing its own path. In essence, it’s the sportbike we always needed — real-world ergonomics, an energetic parallel-twin producing useable power, a stellar chassis and a swath of top-shelf electronics.

The RS 660 is the child of Aprilia’s open-class superbike technical expertise combined with everyday functionality and comfort, making it an enticing option to the supersport-curious. Yet it’s wickedly entertaining and capable of educating even the most experienced riders. Think scaled-down RSV4 1100 Factory performance in an approachable package. It’s a fresh and unique take on the middleweight supersport segment. And it’s freakin’ awesome.

While attending the2022 GET ON! Adventure Fest rally in Mojave, CaliforniaI was privileged to get a test ride of this exciting new mid-sized adventure bike fromAprilia.  Unfortunately, my total ride time only amounted to an enthusiastic 20-minute guided ride followed by 15 minutes of me giving it the beans on and off-road while no one was watching.  What I’m saying is there are many aspects I can’t adequately comment about in this review, but I got enough time in the saddle to learn a lot regardless.

Speaking of bikes named after famous desert regions, there’s little doubt in my mind Aprilia’s Tuareg is a blatant “hold my beer” challenge to Yamaha’s ultra-popular middleweight adventure bike.

Enter the Aprilia Tuareg with the opposing ideology of design.  It’s all about the “nonsense”, being that it’s loaded with gizmos and even has the exaggerative slogan“be a racer”on the front fender and programmed into the TFT display opening screen

To my thinking, Aprilia has built the T7 most people actually want (or think they do) and stolen Yamaha’s thunder.  Further to that, I think this Aprilia beats the T7 in almost every area of performance based on the short romance I had with it in Mojave.  Reliability remains to be seen in the long term, of course.

However, they don’t match up with some more well-endowed middleweight bikes boasting around 100hp like theHusqvarna Norden 901or KTM 790/890 adventure.  Those bikes weigh the same (790 adventure) or are within 22lbs of the Aprilia but, there’s almost a 250cc difference in engine displacement to consider making it an unfair comparison on the asphalt when it comes to brute acceleration and speed.

This Aprilia falls flat on its face when the max rev is reached with a long drawn out“booooog”.  It drops several hundred rpm when it hits and stays there for half a Mississippi. So I guess Aprilia is saying control your revs or they’ll take swift and heavy-handed action to protect the engine’s valvetrain from rider abuse.

My demo Tuareg wasn’t equipped with the optional $250 Aprilia Quick Shift feature to my disappointment.  I’ve had this feature on my last three motorcycles and use it both on and off-road with reckless abandon.

The front brake lever on my demo Tuareg had excessive dead travel on it (about ¾”) before any braking effect began.  I didn’t have time to figure out whether this was adjustable or not, but it could be foreshadowing a one-off warranty repair or master cylinder recall as KTM had with their 790 bikes.  I’ve sent an inquiry to my Aprilia contact to find out and will update this review when I get more details.

Despite the Tuareg TC being so limited comparatively, I found Level 1 suited my off-road riding style to a T, but then again that might change if I rode it in deep mud, a rocky riverbed, or in some nasty shale rock.  Aprilia would do well to double the number of TC settings on future Tuaregs, in my opinion.

This is one area where the extra money spent on the Aprilia over buying the T7 makes a lot of sense, although it’s easy to point out you can buy the same level or better aftermarket suspension for the Yamaha and level the playing field in this category.

Aprilia seems to have nailed it based on this brief demo ride I had, but honestly, I wouldn’t want to laud its comfort completely until I’ve had the chance to ride it for 3 days straight over varied terrain.

I would recommend getting the extended warranty because Aprilia did have some issues (now resolved) with the first batch of RS660 engines they produced.

Rumor has it the problems were related to faulty connecting rods which earned some RS660 owners a complete engine swap out rather than a recall repair.  That’s the right way for Aprilia to approach such a problem in my opinion.  Repairs take a lot longer and expose the product to too many variables compared to a quick wholesale change out.

By my completely unscientific reckoning, Aprilia motorcycles strike me as the product of one of the Japanese manufacturers collaborating and building a bike 50/50 with Ducati.  There’s some Italian flair to the styling to make them fancier than the average Japanese product, but “Apes” definitely seem to be purpose-built first and showpieces second.  Does that translate to the reliability side of things as well?  I can’t say for sure.

One of my friends who worked as a parts person at an Aprilia dealership several years ago mentioned to me that there were often unreasonable wait times for parts from the Italy-based Mother Ship.I have no idea whether this is the current reality or not… but I have to at least address the obvious elephant in the room anyone reading this review plainly sees.

I’d suggest interrogating your local dealership parts counter to get your own truth before buying a Tuareg.  Even that could be challenging since for most people in North America, the nearest Aprilia dealership could be hours away from them.

The 5 Tuaregs at Zakar were demo-ride favorites while the GET ON! Adventure Fest Rally ran for 4 days straight.  There were no mechanical issues of note with any of the bikes during that time even after a GS rider T-boned one of the Aprilias accidentally at low speed.  Make your own jokes about that one…

All eyes were on these Tuaregs waiting for the slightest stumble– which never came to be.  The demo rides put on by the Aprilia reps were aggressive in nature and the bikes were put to the test in the heat, wind, and dust… but I admit a 4-day fling is far different than 14 years of ownership.

Aprilia has shown great nerve and boldness in taking on a giant of reliability in the Yamaha T7 and everyone knows it, but let me further emphasize just how huge this Goliath is.

It’s easy to confidently say that 20 years from now the Yamaha will still be running just fine even with 60,000+ miles on it, but what will the Aprilia be like comparatively?

The hard truth for me to accept is that the smart money still rides on the Yamaha until Aprilia can resolve these short and long-term concerns.  They need to show the world through several independent testers that the Tuareg is going to run reliably enough to keep owners on the road more than in the dealership repair shop.

We know Yamaha will likely release a highly anticipated upscale version of their T7 next year to further hurt Aprilia’s chances of the Tuareg becoming a runaway success story.The World Raid T7sounds thoughtfully improved over the one we can buy now and should retain its bulletproof reputation of reliability too.  That’s going to be very tough to beat for any manufacturer venturing into the 700cc category.

I think the Tuareg is such a great motorcycle that has what it takes to please most riders, but my crystal ball doesn’t say that it will resonate strongly enough with the public to translate into big sales numbers for Aprilia.

The Lucky Explorer 5.5 also caters to newer riders with a 484-pound dry weight. The adjustable 43mm KYB inverted fork and fully adjustable KYB rear shock provide 5.3 inches of travel, 8.3 inches of ground clearance, and a 33.8-inch seat height. The 19-inch front and 17-inch rear wheels allow novice off-roaders to venture onto the trail while the Brembo braking system optimizes safety in all conditions. Despite the 5.5’s mid-size designation, MV equips the new ADV with a 5-inch TFT display and a 5.3-gallon tank.

Of course, the 9.5 features a full electronics suite with a Bluetooth and Wi-Fi-enabled 7-inch TFT display. Traction control, cruise control, and launch control come standard while cornering ABS and rear wheel lift mitigation come by way of Continental’s MK100 ABS system.

These are stylish, well-equipped bikes, with LED lighting and a 5.5-inch TFT display with Bluetooth that pairs to the CFMOTO Ride smartphone app, which provides vehicle info and navigation (the app is also compatible with the Papio, 650NK, 650 ADVentura, and 700CL-X Sport, but not the 700CL-X).

The 650NK, which weighs 454 lb, carries 4.5 gallons of fuel, and has a 30.7-inch seat height, is equipped with KYB suspension, with a non-adjustable fork and a preload-adjustable rear shock. The 650 ADVentura has an inverted fork with 12 clicks of rebound adjustment and a rear shock with adjustable preload and rebound (eight clicks). Both models have full LED lighting and a 5-inch TFT display.

Cruise control is also standard, as well as traction control and two electronic ride modes (Rain and Sport), which are switched via a 7-inch color TFT display. Both models also provide USB and 12V DC outlets and feature LED lighting and fog lights. The medium-height windscreens above the pinched beaks look to be the same size on both machines and a gnarled plastic hand knob suggests adjustability.

The details we know so far are that the 800MT will be one of the highest performing motorcycles to ever wear badging from a Chinese builder, with the LC8c delivering a claimed 94 hp and 57 ft-lbs of torque. It will come with Bosch’s cornering ABS, as well as traction control and luxurious amenities like keyless start, built-in GPS, heated grips and seat and KTM’s rich suite of electronics, all accessed on a bright 7-inch TFT display.

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Technology Co., Ltd), established in 2009. CSOT is the company from TCL, CSOT has eight tft LCD panel plants, four tft lcd modules plants in Shenzhen, Wuhan, Huizhou, Suzhou, Guangzhou and in India. CSOTproviding panels and modules for TV and mobile

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