aprilia tft display free sample

TheMXS 1.3 Strada is one of our most widely used dashes on tracks and roads all over the world. TheMXS 1.3 Strada has a 5" colour TFT display that offers a great visual impact. You can configure the dash to show all the information coming from the ECU, analogue /digital inputs, predefined math channels and an optional GPS Module.

Connecting theMXS 1.3 Strada dash to your ECU is simple. You can sample and display dozens of channels straight from the vehicle ECU. This is usually the quickest and easiest setup, needing only 2 cable connections to the ECU instead of multiple connections to analogue sensors.

TheMXS 1.3 Strada has a 5" TFT high contrast colour display. The visual quality is optimized by the ambient light sensor which keeps the backlight at the best brightness levels.

Two analogue camera inputs are available, to switch your display into a mirror camera, through pushbutton command or event management. The camera is sold separately.

With Race Studio 3 you can create, modify, delete, import and export configurations with all channels, ECU drivers, Math channels, Display Pages, Digital outputs, Alarms, Shift Lights and all the expansions you need. You will also be able to manage the map of all your racing tracks and compare two laps watching the video recorded by SmartyCam HD cameras.

The MXP Strada features a 6" wide colour TFT display, offering a fantastic visual impact. It is configurable to show data coming from the ECU, nine axes inertial platform (accelerometer, GYRO and magnetometer). Eight analogue inputs, six digital inputs, pre-defined math channels, a second CAN and an optional GPS Module.

Connecting the MXP Strada dash to your ECU is simple. You can sample and display dozens of channels straight from the vehicle ECU. This is usually the quickest and easiest setup, needing only 2 cable connections to the ECU instead of multiple connections to analogue sensors.

The MXP has a 6" high contrast TFT display. The visual quality is kept optimised by the ambient light sensor which keeps the backlight to its best brightness levels, so as to avoid the screen dazzling you while driving in the dark.

Two analogue camera inputs are available, to switch your display into a mirror camera, through pushbutton command or event management. The camera is sold separately.

With Race Studio 3 you can create, modify, delete, import and export configurations with all channels, ECU drivers, Math channels, Display Pages, Digital outputs, Alarms, Shift Lights and all the expansions you need. You will also be able to manage the map of all your racing tracks and compare two laps watching the video recorded by SmartyCam HD cameras.

Bosch has launched the world’s first fully integrated split screen for motorcycles. The 10.25-inch TFT display simultaneously displays both relevant vehicle information and riding content like navigation from smartphone apps without distracting the rider, something that used to only be available in premium cars. Additionally, the smartphone integration solution mySPIN brings the connected phone’s content to the motorcycle’s display.

Split screen on a 10.25-inch TFT display presenting both relevant vehicle information and riding content like navigation from smartphone apps without distracting the rider.

Yokohama, Japan – A freely programmable split screen that simultaneously displays vehicle information and app content from a smartphone was once reserved exclusively for premium cars. Bosch’s new integrated connectivity cluster is making this feature available for motorcycles in the form of a 10.25-inch TFT display. Additionally, the smartphone integration solution mySPIN brings the connected phone’s content to the motorcycle’s display. A representative Bosch survey among 2 600 motorcycle riders found that eight out of ten riders would welcome this function. “Our clusters in combination with mySPIN offer a new riding experience with more safety and convenience for motorcycle riders. For us, this is the next step in terms of connectivity for motorcycles”, says Geoff Liersch, President of the Two-Wheeler & Powersports unit at Bosch.

The new 10.25-inch TFT display debuts this year on BMW motorcycles. The display’s new dimensions show all relevant information at one glance without distracting the rider. Users decide on the content they wish to see on the screen, all of which can be controlled by the handlebar. The contents of a smartphone app, for example, are automatically adapted with mySPIN to show relevant information fitting the size of the motorcycle display. The split screen continues to show key indicators such as speed and warnings.

According to the Bosch survey nearly 90 percent of riders use their smartphone to prepare or follow-up on trips. One third puts themselves in great danger using their smartphone even while riding. Bosch has developed the smartphone integration solution mySPIN to make the usage of smartphone content safe and more comfortable. Available in the powersports segment since 2018 – this includes for example so-called all-terrain vehicles or personal watercrafts – in BRP vehicles, mySPIN now will be introduced in the motorcycle segment for the first time. Ducati will introduce it together with Bosch’s also new 6.5-inch connectivity display without the split-screen option.

When I first met the Aprilia Tuareg 660, it didn’t make much of an impression. It was the 2019 EICMA show, and the bike was quietly on display in a glass box, covered with plants and vines.

The display was so nondescript, that thousands of attendees and hundreds of journalists passed by the Tuareg 660 without even noticing that it was there.

Nothing is subtle about the Tuareg 660 now though, as the middleweight adventure bike is riding the wave of success that has come with Aprilia’s previous two models from its 660cc platform.

Add into that notion how popular the middleweight ADV space has become recently, and we can begin to see why the Aprilia Tuareg 660 is one of the most anticipated motorcycles for the 2022 model year.

So to test its mettle, Aprilia brought us to the Italian island of Sardinia, where the winding mountain roads make for challenging and technical riding on the street.

And to get our feet dirty too, we tackled some rough gravel roads/trails, as well as an off-road circuit that Aprilia created with a good mix of sandy, rocky, wet, and bumpy conditions.

But, the Aprilia Tuareg 660 does seem to inhabit the Goldilocks zone of the middleweight ADV space that should impress many, and leave quite a few riders reaching for their wallets. Let me explain.

That is to say, Aprilia knew going into its 660 platform development that its parallel-twin engine design would need to suit a variety of uses, including being used on a middleweight ADV bike.

The 5″ TFT dash is bright and clear, and while the screen’s layout isn’t going to hang in the Louvre, it is easy to read, and even easier to navigate, as most settings are a single button-push away.

The lighting is full LED (as is customary now), and includes a daylight running light as an accent. The windshield is fixed in place, with no adjustability, but different screen heights are available in Aprilia’s parts catalog.

Swinging a leg over the Aprilia Tuareg 660, and heading to the tight and twisty roads that Sardinia has to offer, I can summarize the experience in one word: surprising.

A raked out front-end with a 21″ wheel and 50/50 tires should not be a machine that one finds spritely moving through tight and technical road apexes, and yet here we were, railing the Aprilia Tuareg 660 with surprising speed.

On a dual-sport motorcycle, you expect to give up some road prowess for off-road capability, but Aprilia has kept the Tuareg 660 close to its heritage of making capable sport bikes, and we thank them for it.

With the torque nice and low in the rev range, and a short gearbox, acceleration is what the Aprilia Tuareg 660 does best, though on more open and sweeping terrain, one might begin to see the limits of the quoted 79 hp power figure from the Tuareg’s engine.

The fully adjustable suspension from Kayaba is a nice touch to the Tuareg 660, and another item that Aprilia has selected that helps make this ADV bike stand out from its direct competitors.

The Aprilia Tuareg 660 isn’t going to replace the sport bike in your garage, but you are also not going to have a boring time on the road, while getting to the trailheads for your next adventure.

An optional item for the Tuareg, I would generally rave about having a quickshifter on an ADV to save on the clutch pulls, but would perhaps downgrade my opinion from my usual “must-have” in the case of this Aprilia.

Long-distance riders will be happy to hear that the Aprilia Tuareg 660 is mostly vibration free, while still having some character. However, we did notice some harsh vibrations in the footpegs through out the rev range. Having thick ADV boots on almost mutes the vibes, but those with street soles on their feet will certainly feel them.

These four complaints are minor in the long-run though. Overall, the Aprilia Tuareg 660 makes for a spirited and fun ride on the street, and the bike is more than up to the task of embarrassing unsuspecting fellow riders when in the right hands.

For as good as it is on the street, the Aprilia Tuareg 660 is clearly a motorcycle built with off-road conditions in mind, and the shining feature of the Tuareg when you get to the dirty stuff is the bike’s 449 lbs wet weight.

Easy to maneuver at low speeds, the Aprilia Tuareg 660 is a confidence-inspiring machine. The big 21″ front wheel helps tackle bigger obstacles with ease. Even in a dreaded sand wash, the Tuareg 660 feels in control.

Aprilia makes the transition from road to dirt very easy too, as the dedicated off-road map is selectable from a single button, and it automatically disables the rear-wheel ABS.

Along that same vein, Aprilia has done a good job of making almost all of the key electronic features a top-level single-button affair, which wins some big UX points from my fickle scoring sheet (loyal A&R readers know what I’m talking about).

Even Aprilia’s traction control settings seem to work well enough in the dirt, keeping the rear tire inline while not hampering one’s ability to hill climb or tackle loose surfaces. I was genuinely impressed by this fact, as so many other manufacturers get this point wrong.

For those who were worried that this sport-bike born engine would have poor off-road manners, we can quiet those fears – Aprilia’s extensive re-working of the 660cc platform makes for a more-than-suitable off-road power plant.

Another change seen on the Aprilia Tuareg 660 is the higher air intake, which sits at the top of fuel tank cover and is protected from water and debris. The engine has also been rotated backwards 9° to get the weight distribution right.

Whether it was done for science, or a moment of ambition outweighing talent, I did have an opportunity to see how the Aprilia Tuareg 660 copes with a modest crash in the dirt, and the results were favorable.

With hard luggage options, auxiliary lighting, and a full crash cage available from the Aprilia dealer catalog, the opportunities to farkle and beef up the Tuareg 660 exist straight from the factory, should your heart so desire.

Our ride wasn’t aggressive enough to know the full capabilities of the Aprilia Tuareg 660 in the dirt, but we did get enough opportunities to see that the Noale’s creation has serious off-road chops.

Balance that against the surprising on-road performance, even with 50/50 tires mounted to the wheels, and Aprilia has a potent machine out of the gate. It’s not my favorite street bike (no ADV bike is going to be), but the lightweight and usable torque makes for a fun ride that soothes a familiar itch.

I would ding some points for the Aprilia Tuareg 660 at least not offering a cornering ABS option, and there are some rough spots with the gearbox, engine calibration, and optional quickshifter, but none of them are deal-breakers to my eye.

The obvious comparison to make is to put the Aprilia Tuareg 660 against and Yamaha Ténéré 700 and the base model KTM 890 Adventure, and against those three the Aprilia hits my criteria the best.

The base price of the Ténéré 700 is pretty damn attractive, but again by the time you work-around the places where Yamaha cut corners to get a sub-$10,000 bike to market, you get close to an Aprilia or KTM price tag.

The biggest selling point on the KTM is its near-100hp power figure, which is a 25% bump over the Aprilia and over a 40% increase to the Yamaha’s quoted horsepower.

Coming back to the Aprilia, it wins points for being the only bike of the three with fully adjustable suspension, the lightest curb weight, and with the best price-point concessions.

I can see how it would be easy for riders to discount the Aprilia in their ADV discussions, especially with the perception of Italian fragility. But, the truth of the matter is that the Italian brand has not only made a bike that is hard to ignore in the space, but that it might also be the Goldilocks of choices in this complex segment.

Just as Yamaha has brought out a farkled Ténéré 700 option to the market, and how KTM offers a grand total of three flavors of the 890 Adventure series, I think Aprilia would do well to bring an up-spec version of the Tuareg 660 to the market in the coming model years, but that’s just my unsolicited advice.

Such an up-spec bike would be for the niche though, and today we have a bike for the masses. The Aprilia Tuareg 660 is an impressive machine. It is fun to ride at speed on the road, and it is confidence inspiring in the dirt.

To those desires, the KTM still has a siren song for my ears, but Aprilia’s package here is very, very strong, and at the end of the day, the Tuareg 660 is going to be considerably cheaper to put in your garage and enjoy.

For those who skipped to the ending, I was very surprised by the Aprilia Tuareg 660 when riding it in Sardinia. It’s not a perfect motorcycle, but it might perfectly blend what is needed in the middleweight ADV category. Where do I sign?

Aprilia Tuareg 660 – 660cc parallel-twin engine drawn from the company’s RSV4 superbike (with half the cylinders). The engine is performance oriented. Aprilia employs the same engine in the RS660 and Tuono 660. However, the Tuareg employs a trellis frame instead of a beam frame.

Triumph Tiger 900 Rally Pro – The bike carries a 888cc three-cylinder. It also has IMU-dependent traction control and cornering ABS, six ride modes, a quickshifter, and a 7-inch TFT display with Bluetooth connectivity.

There are four riding modes (sport, touring, urban, and enduro), all displayed on the bike’s new 5.5-inch—or optional 6.5-inch—TFT screen. The first three modes are for on-road and the third is for off-road.

I have a mid 80"s Honda Sabre motorcycle, and the gauge panel is severely broken. I was able to salvage everything except the speedometer. The parts for it are no longer available, and used parts are sky high in cost when available, plus they"re 25 years old. The bike uses an electronic speedometer & tachometer, along with a digital display that had LCD gear positions (via 7 wires- one for each gear and neutral), fuel level, and water temperature. The bike predates the engine control modules and data bus setups of newer bikes- it"s fairly old school. The wheel speed sensor uses a three wire setup: an 8V input from the dash, sensor ground, and outputs 0~4 to 8V back to the gauge per the shop manual. I"ve looked at late model bike dashes, and many use CAN BUS setups that I"m unfamiliar with. Some older ones still uses similar sensor data as what mine does, so they are a possibility, but I"d have to add-on gauges to monitor all the things I want to monitor. I"ve looked at dashes (via wiring diagrams & shop manuals) from all the Japanese models as well as Aprilia, Buell, Ducati, and Triumph and even a couple of snowmobiles. All are either lacking a feature I want or they cost way too much. What I"d like to do is hijack a later model dash with an LCD panel & make it display the stuff I want... but I digress.

I don"t need fancy displays on the LCD, just numbers & letters. I drew a prototype using some software and have attached a JPG of what I"d like to end up with (single screen).

Aprilia All Stars 2022 finally met its audience, who had been crowding the paddock and grandstands since the morning to enjoy the spectacle on track.MOTOGP DEBUTS IN INDONESIA, THE THIRD LARGEST TWO-WHEELER MARKET IN THE WORLD, INCREASINGLY STRATEGIC FOR THE PIAGGIO GROUP

Aprilia updated the electronics package to its latest-generation APRC electronic safety system, with input from a new ECU and IMU. It comes with wheelie control. launch control, leaning ABS and everything else you’d expect. There are six riding modes to choose from now, including three user-defined modes. There’s also a new TFT dash, and Aprilia claims the electronics are easier to control now.

Aprilia also put LED cornering lights on the RSV4. The fairing still has built-in aerodynamics, providing downforce, but instead of external winglets, Aprilia went with a two-layer fairing design. Now, the spoilers are inside the fairing, similar to the latest-generation Kawasaki superbike. It’s supposed to work better than the old exterior-mount winglets, and look better.

Both the standard and Factory versions of the bike have a new swingarm, with design derived from Aprilia’s MotoGP bike. The Factory machine also gets Brembo Stylema brake calipers, forged wheels and semi-active Öhlins Smart EC 2.0 suspension system.

The history of the Aprilia RSV4 is one of the most fascinating motorcycle stories in the world. Built with the goal of winning on the track and in every comparative test, it has dominated for a decade, earning the approval of critics and titles in every category in which it has raced. In its most extreme evolution, it even raced in the MotoGP World Championship.

This is the demonstration of an incredibly far-sighted design in a sector where motorcycles are the result of the best technology available to the manufacturer. The Aprilia RSV4 has been constantly updated and refined over time, consistently remaining the reference point for sportiness and performance, the best example of what can be achieved by exploiting the valuable experience of a victorious Racing Department like Aprilia’s, which in its brief history has taken 54 championship titles, including seven achieved in the world SBK championship specifically with the RSV4.

The new design is the result of a great deal of work done in terms of applied aerodynamics, confirming Aprilia’s commitment to studying increasingly complex and innovative solutions. The style, inspired by the ultra-modern RS 660, and the shapes modelled in the wind tunnel allow an extremely low aerodynamic resistance coefficient, with a significant benefit in terms of performance at high speeds, also increasing the air pressure in the airbox, which all increases downforce.

The triple LED front headlight unit, featuring perimeter DRL lights represents the lighting signature of Aprilia sport bikes and includes the “bending lights” function: the pair of supplementary lights that illuminate the inside of the turn, increasing visibility when cornering.

The ergonomics are entirely new and improved thanks to the new fuel tank and the new saddle that allow the rider to fit perfectly with the fairings, more on-board space and a more natural and relaxed riding position. The electrical controls are more functional and intuitive, and the new TFT instrumentation is larger and more complete. Thanks to the new Marelli 11MP ECU and the new, six-axis inertial platform, both more powerful, electronic management has improved with control of the full Ride-by-Wire throttle and the APRC operating logic has also been refined. The exclusive suite of Aprilia electronic controls has also been completed with the introduction of the multi-level engine brake control. There are now Six Riding Modes, three for the track (including two customizable) and three for the road (including one customizable): the rider just needs to choose the Riding Mode that best interprets his or her riding needs to automatically obtain the best settings in terms of Traction Control, Wheelie Control, engine brake, ABS and the other managed parameters.

The ultra-fine chassis architecture, heir to a victorious dynasty that boasts 18 world titles and 143 Grand Prix races in the 250 class, has undergone a drastic change with the new swingarm, lighter and with a reinforced lower brace, inspired by the one on the Aprilia RS-GP used in MotoGP, designed to lower masses and increase the stability of the rear end in acceleration.

The first mass-produced, high performance narrow V4 in the world, the most revolutionary and powerful engine ever built by Aprilia, now with Euro 5 emissions approval, gains more torque and confirms its exceptional maximum power level of 217 HP, thanks to targeted operations that include the new exhaust system and the increased effective engine displacement, previously 1,077 cc and now 1,099 cc.

Its breathtaking lines and sporty character make the RS 660 a real eye-catcher. The RS 660 reflects Aprilia"s winning racing heritage. She is in the limelight on the street and at meetings. Light and compact, its design is characterized by smooth, flowing lines. Highly stable in curves and at top speed, the RS 660 guarantees a pleasant driving experience in every situation. The RS 660 guarantees driving pleasure at its finest.

Based on victorious Aprilia technology and Aprilia"s comprehensive technological know-how in Noale, the RS 660 sets new standards in its class. The chassis is absolutely top class. The masses are optimally distributed in an extremely light aluminum bridge frame with an asymmetrical aluminum swing arm. The RS 660 guarantees really noticeable dynamic handling.

Its breathtaking lines and sporty character make the RS 660 a real eye-catcher. The RS 660 reflects Aprilia"s winning racing heritage. She is in the limelight on the street and at meetings. Light and compact, its design is characterized by smooth, flowing lines. Highly stable in curves and at top speed, the RS 660 guarantees a pleasant driving experience in every situation. The RS 660 guarantees driving pleasure at its finest.

The new Aprilia DOHC in-line two-cylinder with 659 cm³ capacity delivers a whopping 100 hp. It pulls powerfully and elastically out of every situation through the rev range. It goes without saying that the RS 660 meets the Euro5 standard that will apply from 2021.