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Two years ago, in 2015, Aprilia released the first of its kind, a concept of ‘Factory Works’. An ambitious project which offers novice or racing enthusiasts a chance to experience the...

Two years ago, in 2015, Aprilia released the first of its kind, a concept of ‘Factory Works’. An ambitious project which offers novice or racing enthusiasts a chance to experience the race track feel, on a bike built under the World Superbike and Superstock specs. The RSV4 FW-GP motorbikes are sold by the manufacturer with complete support from Aprilia Racing.

Of the four RSV4s scheduled for the 2017 release, FW-GP is the showstopper.

<heading>Specifications</heading>

The engine remains the same V4 65-degree engine; derived from the RS-GP unit. The bore is 81 mm and is propelled by a pneumatic valve timing which promises an rpm of over 250 without maxing out on the accelerator. The bike closely resembles the official Aprilia bike of the 2015 MotoGP World Championship with Marco Melandri and Alvaro Bautista.

Apart from being a dream to ride, the customers are also offered some exclusive treatment - a personal invitation to the Aprilia headquarters to sign the contract. Here the customer is given a chance to choose the configurations and the budget. Throughout the entire customisation process, the customer receives live updates and pictures on the progress of the manufacturing. The exclusive treatment does not end there, the bike is hand-delivered on completion by the Aprilia Racing engineers. Additionally, the customers are also entitled to receive a complete Aprilia Racing full track leather jacket and a pass for the paddock, for the MotoGP Grand Prix weekend. It doesn’t end there either, the customer also receives a special invitation to be a part of the Aprilia track day. Here the Aprilia engineers provide valuable tips on handling the bike and improving performance.

<heading>Other models of RSV4 FW</heading>

There are three other models:

Aprilia RSV4 FW SSTK1: The instrumentation of the bike is reprogrammed in accordance with the lap times in combination with the V4-MP system. ABS is eliminated and braking is controlled by a lightened and optimised braking system.

Aprilia RSV4 SSTk2: The APX2 ECU is custom made in the Aprilia Racing facility and is completely programmable from the palmtop terminal to ignition. Additionally, the ECU also harbours a data collection system using either the optical sensor or the original sensor. The exhaust kit and fairing are made by the Slovenian exhaust manufacturer Akrapovič. The maximum power reached is 204 hp.

RSV4 R-FW SBK: This bike is built on Race Pack suspension. To stay true on the track and increase performance, the SBK has a racing electrical system with a customised engine wiring harness, and a simplified lithium battery. The maximum power output of the bike is 215hp. And there is also a particular mod made by Aprilia Racing- the SBK mod.

Apart from offering collectors and bike enthusiasts an opportunity to include a racing bike in their collection, the FW (Factory Works) program additionally provides training focused on the technical handling of the bike along with the characteristics of the circuit. Every customer also avails a test session under the supervision of the Aprilia Racing Team.

The RSV4 FW-GP motorbikes are sold by the manufacturer with whole support from Aprilia Racing. Read our expert review here:

RSV4 FW-GP Motorbike Review by Motorbiketrader.co.uk

RSV4 FW-GP REVIEW

The Honda CRF250 Rally is a variant of the popular mini-adventure bike, the CRF250L. As manufacturers such as Kawasaki, Suzuki and BMW have their own versions of mini-adventure bikes on…

The Honda CRF250 Rally is a variant of the popular mini-adventure bike, the CRF250L. As manufacturers such as Kawasaki, Suzuki and BMW have their own versions of mini-adventure bikes on the market, the Honda CRF250 Rally has a lot of competition. Will the motorbike surpass our expectations and be the best of the lot? Let’s check it out!

<heading>Specifications</heading>

The Honda CRF250 Rally gets its stylish adventure bike-looks from its more powerful cousin, the HRC CRF450 Rally. It comes with 21-inch wheels in the front and 18-inch ones in the rear. When you compare Honda to other manufacturers’ mini-adventure bikes, you will observe that the CRF250 Rally looks more like it can handle off-road terrain.

The front suspension of this mini-adventure bike comes with upside-down telescopic forks while the rear has preload, adjustable pro-link. The results are incredible as the motorbike performs well on the trails. As the suspension is soft, it can absorb everything the trails throw at it, making the ride manageable and comfortable at the same time. The seat has enough space, allowing you to adjust your weight and apply it on the rear or front of the motorbike, when necessary.

The Japanese manufacturer has fitted in single-disc brakes in the front and rear of the motorbike. For additional control on off-road terrains, the Honda CRF250 Rally comes with ABS. However, you have the option of turning off the ABS on the rear brakes for better off-road control.

The Honda CRF250 Rally has a curb weight of 157kg, making it a light mini-adventure bike. Whether you are using the motorbike on or off-road, you will find it to be quick and nimble around the corners.

You get a digital tachometer on the motorbike, which displays speed, revs, time, fuel remaining, and the total distance covered. The headlight and the tail light use LED and bulb respectively. The seat height of the motorbike is 895mm.

<heading>Performance</heading>

The Honda CRF250 Rally comes with a DOHC, a single cylinder liquid-cooled 250cc engine that produces 24.4 hp of power at 8,500 rpm and a torque of 16.6 lb-ft at 6,750 rpm. Even when you take the motorbike on the road, you will find the power to be sufficient to zip past the traffic. Off-road, the power delivery is smooth enough to handle a variety of terrain without any problem.

As the motorbike reaches its maximum torque at lower rpm, it is much easier to handle it off-road. The motorbike comes with a 10.1-litre fuel tank, allowing you to cover over 190 miles without having to worry about running out of petrol.

<heading>Verdict</heading>

The Honda CRF250 Rally is an extremely good mini-adventure bike that is amazing both on and off-road.

The soft suspension soaks up the majority of the bumps on the trail, making you feel like you are riding on a level terrain. The power delivery is sufficient to make the ride thrilling and exciting. You can get extra control on the Honda CRF250 Rally as you can turn off the ABS on the rear brakes. The Honda CRF250 Rally comes with a base price of £5,399.

The Honda CRF250 Rally is a variant of the popular mini-adventure bike, the CRF250L. Let’s check it out with out review from Motorbiketrader.co.uk

Honda CRF250 Rally Motorbike Review by Motorbiketrader.co.uk

HONDA CRF250 RALLY REVIEW

Scramblers are huge in the motorbike scene at the moment everywhere, you look bike manufacturers are pumping them out left, right and centre. So the release of the BMW R…

At the moment, Scramblers are huge in the motorbike scene, and everywhere you look, bike manufacturers are pumping them out left, right and centre; so the release of the BMW R Nine T Scrambler was no surprise to us. The Scrambler is not just a fashion bike, although it looks awesome, there’s more to it than that, with fewer extra gadgets and electronics than the GS, and a much lighter weight of 485 lbs, it gives great ride quality.

Although the front 19inch wheel is just a fashionable add-on, it's surprising to find it doesn’t detract from the bike’s handling at all. By giving it the same tyre size as the GS, it makes the BMW R Nine T Scrambler much more roadworthy and has a better feel. Comfort isn’t central on this bike. For example, the seat, while practical and fit for purpose will give you a sore backside after a considerable time on the road. But then again, I’d say the looks and what’s under the hood, are a small sacrifice to make!

Speaking of under the hood, the BMW R Nine T Scrambler has all of the characteristics you can find in a Roadster. As well as the same 108.6bhp and 85.6lbft of torque; in a 1170cc air-cooled engine. You can feel the difference made by BMW, opting for the air-cooled engine over the more civilised water-cooled option through the attack of vibration and noise that only adds to the Scramblers character.

Some will say that BMW is using the term "scrambler" loosely on this bike, as it definitely doesn’t have the impressive off-road ability of a traditional scrambler. (To be honest, they have the GS for that)! The Scrambler gives a more of a Mad Max, off-the-beaten-track feel, being a robust, agile upright bike with a lot of the cosmetic changes that are pretty much skin-deep. A new seat cuts costs while still looking cool using synthetic worn-in brown leather with a retro-style fine spoke wheel design. Changes to the frame include a steepened steering head angle to compensate for a larger front wheel, with the added suspension of 5mm at the front and 20mm at the back. Finally, the ergonomics have been changed ever so slightly, with pegs pushed back and down and a taller seat with higher placed handlebars. I cannot help but talk about a couple of the finishing touches - as they make the Scrambler look cool and tidy, there is no rev counter or gear indicator, which might be a downside for some, but it keeps such a simplistic and clean design that I love.

You can really feel the difference with these changes made to the ergonomics and structure that provides a different feeling when you take the Scrambler out on the road. It has the ride-ability of the original R nine T, with just the right amount of vibration to add to its character and enough torque for you to climb speeds easy! The narrow, large wheel doesn’t hinder steering at all, but gives a more of a flick-able feel than the original R nine T had.

I can see why some people may have issues with the BMW R Nine T Scrambler, as it’s not the most practical bike and could probably be a lot more comfortable. Not to mention the doubts that it actually earned its Scrambler name. It might let a few people down. Overall, it looks cool, gets you from A to B with power and style, and hits the market in September, costing £11250.


Scramblers are huge in the motorbike scene at the moment everywhere you look bike manufacturers are pumping them out left, right and centre; so the release of the BMW R Nine T Scrambler was no surprise to us. Read our review here:

BMW R Nine T Scrambler Review - MotorbikeTrader.co.uk

BMW R NINE T SCRAMBLER REVIEW

The Kawasaki Z800 is a big step up from previous models; the previous Z750 was pretty disappointing to many people with its bulky weight and ride quality. Kawasaki put a…

The Kawasaki Z800 is a big step up from previous models; the previous Z750 was pretty disappointing to many people with its bulky weight and ride quality. Kawasaki put a lot of work into the bike making improvements to the engine, chassis and the suspension and it looks like it has worked out the only issue being it’s still on the heavy side at 505lbs…

Kawasaki gave the Z a real make over with the release of the Z800, to look at the design of the bike it is very aggressive and stylised it might be a bit too much for some people but the look emits a lot of the bikes powerful character and sets a certain tone.  The bike retains its steel basic frame and engine with the capacity raised to 806cc, along with this has come increased torque and longer engine pipes. The suspension has been altered so gives an extremely comfortable and well controlled ride even at very low speeds as well as taking corners and pot holes superbly but at the higher speeds it does get a little bit bouncy.

The engine is liquid –cooled inline four cylinder increased to 806cc a couple of changes have added a little extra growl to the Z800 this would be the increase in power from 105bhp to 111bhp and shorter gearing over all.  Now rubber mounted the Z800’s vibrations are less intense than the 750’s and gives a far more smooth ride across the entire rev range which makes it a pleasure to ride.  A lot of the engine characteristics come from a highly tuner exhaust and modified intake cam and all aspects of the engine work together to give increased low to mid-range power.

As far a technology on the bike the Kawasaki Z800 is pretty bare bones there’s no rider modes, traction control or throttle by wire and the dash is a rather basic and simple design, one complaint I have about the bike is the accuracy of the gauges, it always seems like you’re running on empty. At 510lbs this is a pretty heavy bike for its class (with the Street Triple being over 100lbs lighter) on paper but when you get it out on the road it feels lighter than a lot of other 500lbs+ bikes. Despite the weight the Z800 is a fun, solid and reassuring bike to ride with added tactility and tautness along with a beautiful finish of high quality components and cool details ( like the cool tessellation of Z’s covering the seat).

Obviously the Kawasaki Z800 has it’s imperfections like oddly positioned mirrors that seem to reflect more of your elbows than your surroundings and softer throttle response. The Kawasaki Z800 is an overall fine motorbike with more positives than negatives to take from it in the end.

The Kawasaki Z800 is a big step up from previous models; the previous Z750 was pretty disappointing to many people with its bulky weight and ride quality.

Kawasaki Z800 Motorbike Review by Motorbiketrader.co.uk

KAWASAKI Z800 REVIEW

Category: Motorbike reviews

RSV4 FW-GP REVIEW

HONDA CRF250 RALLY REVIEW

BMW R NINE T SCRAMBLER REVIEW

KAWASAKI Z800 REVIEW

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