The Aprilia SR GT 400: First ride | LAUNCH REPORT

The Italian Riviera

Italy in spring is a bit like Margate in winter (sort of); it can be sunny or very wet, although the Italian Riviera is much more pleasing on the eye than Kent’s finest seaside resort.

Like most press launches, time is tight, but after arriving in Italy on Friday morning to bright sunshine and getting to the hotel before lunchtime, we weren’t due to ride until early on Saturday morning. However, the weather forecast was dire for Saturday, with severe weather warnings for strong winds and torrential rain heading our way. For a twisty Italian ride up into the mountains, it wasn’t looking great, and some groups earlier in the week had to cut short their test route. We persuaded the organisers to allow us to go out on Friday afternoon instead, which gave us a chance to get the photos and videos done in the dry and enjoy the ride as well. Albeit with a little less time on the scooter.

The SR name has been part of Aprilia’s DNA since the 1990s, and more recently it has adorned the SR 125, which arrived in 2022 and was road-tested by us here.

Last week, we were taken out to beautiful Liguria on the stunning coast to test ride the SR 125’s bigger brother. The SR GT 400 isn’t just a scaled-up model, though; this is brand new from the tyres upwards.

First impressions

Before getting on board, let’s take a look at the overall styling of the new Aprilia. It’s no secret that the SR has been designed with more than a passing nod to the world of adventure riding; most of the major manufacturers now have an adventure-style scooter in their range.

The Aprilia gets handgrips as standard, and the plastics have been kept fairly minimal; the rear end has also been left nice and tidy, partially thanks to the absence of a traditional rear light. The lights are integrated into the rear indicators, which gives it an uncluttered look from the rear.

Big up Gilera

As many of you probably know, Aprilia are owned by Piaggio and the parent company also own the Gilera brand (amongst others). To my eye, the SR GT 400 looks like a scaled-up modern interpretation of the Gilera Runner, not that that’s a bad thing; it was an iconic scooter. I asked the man from Piaggio why we no longer have new Gilera models and was told they’re focusing on their four main brands: Vespa, Piaggio, Aprilia, and Moto Guzzi.

No doubt at some stage in the future, the Gilera name will be brought out of semi-retirement, though.

All new

This scooter isn’t just a 400 version of the existing SR GT 125. Aprilia has designed this new scooter on its own twin-cradle, steel-tubed frame, for starters. The chassis has been developed by Aprilia to be strong, yet light, and to help give the scooter more of a motorcycle feel. It’s fair to say that Aprilia know a thing or two about building motorcycles for road, off-road or race.

The SR also sports a pair of Mitas Enduro Trail-ADV 2 tyres, developed specifically for this model.

Looking for adventure?

Adventure styling is big business at the minute, even though (like most adventure bikes), scooters like the SR GT 400 won’t go much further off-road than a gravel path at their owners’ house. I must say, though, Aprilia have done a good job of styling this scooter, and if the rider wants to do some mild off-roading, it’s capable.

With 16″ front and 14″ rear all-terrain tyres, long travel suspension, on double-clamped upside-down 41mm forks, plus twin rear shocks with remote reservoirs, this scooter is built to be a good all-rounder. The suspension was calibrated to offer the perfect balance of support for sporty riding and optimal bump absorption. In reality, we need all the help we can get on Britain’s pothole-riddled roads.

Electronics

It’s not just the chassis and suspension that are geared for off-road, though. The SR’s rider aids include ATC (Aprilia Traction Control), which has two levels of adjustment (Max and Min) and can be turned off. There is also two-channel Bosch ABS with dual mapping, which allows the rear ABS to be turned off if required. Traction control and ABS aren’t much use if you’re off-road and want to rip up the loose stuff.

5″ TFT screen

The various screen functions can be selected using the handlebar-mounted control for the full colour 5″ TFT display. The screen also gives easy-to-read information at a glance and auto-adapts to the ambient lighting for day and night modes.

If you want to upgrade the standard SR GT 400, you can add Aprilia’s optional MIA (Multimedia platform). That gives you turn-by-turn navigation, as well as access to calls and music via the handlebar control.

The ‘Rally’ version of the scooter comes with MIA as standard.

Comfort

Ergonomically, the riding position is pretty comfortable with a ‘sit up and beg’ type of upright position and wide, naked motorcycle-style handlebars. It all feels pretty neutral and allows great control. Despite a relatively high seat height of 820mm, I found it easy enough to put my feet flat to the floor (I’m 5’10”), which is thanks to a fairly narrow seat and tapered running boards. A taller rider on the launch said he felt a bit cramped, but he’s over six feet tall and finds most scooters too small for him.

Aprilia worked hard on aerodynamics for this model; the front fairing has been slimmed down as much as possible to help it cut through the air cleanly. The standard screen is manually adjustable to five positions with a height range of + or – 70mm. It was fairly quiet on the road, although we didn’t get a chance to do any proper speed on the scooter.

Keyless ignition

As is the fashion at the minute, the Aprilia comes with keyless ignition. It’s actually an easy system to use on this scooter (I find some manufacturers make them overly awkward or complicated).

I’m sure you all know how these things operate by now, but just in case: As long as the key fob is in close proximity to the scooter, you can turn it on and start it without inserting a key. There’s also a Bike Finder feature on the key fob, just in case you’re ever parked up with a million other scooters and can’t find your own.

Helmet storage?

The underseat space can be accessed by using the button on the legshields (as can the centrally mounted fuel tank), or by pressing the key fob. The storage space is good for chucking waterproofs and the like in, or in this case, it can also be used to stow a full-faced helmet. My Arai fitted in there, as long as I put it in sideways. That’ll please a lot of riders for sure.

A cubby hole on the left side of the inner legshield housing holds your phone and also has a USB-C port for charging.

36 brake horsepower

With so much emphasis on the chassis design and overall weight of the scooter, it makes sense to have a fairly powerful engine. The four-stroke HPE Euro 5+ engine provides 36 bhp at 7,500 rpm and 37.7 Nm of torque at 5,700 rpm. It’s a fairly light and compact engine as well. With optimised valve lift parameters, a specific intake system and a progressive chain tensioner, it also leads to a quieter timing system.

The engine features an innovative, patented system, PCV – Positive Crankcase Ventilation. This system consists of two blades integrated into the engine casing; they’re designed to reduce pumping losses and boost power. There’s also a weight-optimised con rod and lighter piston, which is made from stamped aluminium alloy (as usually found on high-end motorcycles). These help to reduce alternating inertial forces and reduce vibrations, therefore increasing comfort, especially at cruising speeds.

Engine efficiency   

Overall engine efficiency is enhanced thanks to an optimised combustion chamber, a high-pressure injector to improve fuel atomisation, and low-viscosity 5W-40 engine oil.

A twin-spark ignition with independent spark management optimises combustion, slashes fuel consumption, and improves start-up, responsiveness, and performance. The iridium plugs last for around 20,000 km.

The wet motorcycle-style clutch and calibration of the CVT transmission give the scooter a sporty feel. There are no switchable rider modes but that’s no problem as far as I’m concerned.

Colours and versions

There are three colours for the standard SR GT 400: Boulder Grey – top left (matt finish and a warm tone), Rugged Black (centre) and Dusty Grey – right (shiny finish and cooler tones). These are finished off with aluminium-coloured details for the grab rails, footrest guards, exhaust tailpipes, and centre console.

The black dual-layer seat is enhanced with red/black and grey/black double stitching, whilst red details on the wheel rims stand out against the black spokes.

Rally Replica Version

This version comes with paintwork and graphics inspired by the Aprilia Tuareg Rally, Aprilia dominated the last two editions of the Africa Eco Race, a gruelling rally raid which takes part on the historic Dakar roads.

The matt black paint and high-impact graphics, like the large ‘Aprilia’ lettering running along the entire length of the scooter, are paired with other race-inspired details, like the gold coloured fork stems and red shock absorber springs. The Rally Replica also has a dedicated seat, enhanced with a red strip on the rear.

As mentioned earlier, this model also comes with the Aprilia MIA connectivity system as standard.

All aboard

The first thing that struck me when I climbed on board for the first time was just how upright the riding position felt. The Aprilia feels more like a bike than it does a scooter; you’re sitting very comfortably with no big stretch to the motorcycle-style handlebars.

The weight of the scooter seems to be carried low down, so it doesn’t feel too heavy (it tips the scales at 186kg wet).

Push and twist the ignition switch, prod the starter button and it fires into life. The scooter has a huge one-into-two exhaust system, which gives the Aprilia a distinctive and fairly pleasant sound. It must weigh a ton!

Power to weight

The next thing that struck me was how well it accelerates from a standing start; in fact, I felt the traction control cutting in for the first time as I left the hotel. Aprilia were keen to point out that the SR GT 400 has a class-leading power-to-weight ratio, which is the kind of equation I like.

Putting the fun into two wheels

Easing into mid-afternoon traffic and heading out of town towards the hills and twisties, it quickly became apparent that this Aprilia scooter is very agile and, more importantly, great fun. It’ll pick up speed very well, and you can flick it into corners at will. The all-terrain tyres never felt like they were about to lose grip, even when riding through some still-damp sections beneath the trees. I had traction control cutting in on a couple of occasions, but most of the time it just sits in the background for when you might need it.

As mentioned earlier, it can be turned off, as can the rear ABS, which allows you to have a bit more fun off road – or on it if you prefer not to have rider aids helping you out.

Either way, it’s handy to have a scooter with such a good, switchable electronics package.

It can handle itself

The roads around Liguria are nothing short of outstanding; you’ll never get bored riding a scooter here. The various colourful towns dotted along the Mediterranean are split up by the twistiest tarmac you’ll ever encounter. Short punchy straights punctuated by tight turns, endlessly twisting their way up and around the mountains. It’s no accident that Aprilia chose this location for the press launch.

I’m a sucker for a fast ride, and when the machinery is as good as the SR 400, it makes for an entertaining afternoon.

The handling is sublime, more akin to a middeweight tourer than a sporty scooter. The Italian technicians have done an excellent job with the geometry and the overall package. If you enjoy riding, you’ll love the way this scooter feels on the road.

Braking

With those meaty inverted 41mm forks, 300mm disc and four-pot radial caliper up front, plus twin shocks (adjustable for preload only), a 240mm disc and two-pot calliper at the rear, this thing not only handles well but it turns nice and fast and can stop just as well as it goes. The brakes give loads of feedback and have more than enough stopping power.

Short but sweet

Due to time constraints and the incoming weather, our test ride was shorter than I’d have liked, but at least we got to ride the scooter fairly hard on some stunning and challenging roads.

During my time on the Aprilia, I was impressed with the engine; it pulls very well and gives the impression that there’s more than the quoted 36 bhp on tap. That’s thanks to the weight-saving exercises, which give it an (according to Aprilia) “Record-breaking power-to-weight ratio for the category of approximately 7 kg per kW.” Whatever the claims, it feels pretty lively on the road. In comparison, its biggest competitor, the adventure-style Honda ADV 350, weighs the same as the Aprilia but only makes 28.8 bhp. That’s quite a big difference.

Incidentally, the Honda also costs as much as the Aprilia. The ST 400’s power will probably tempt some Honda fans over to the Italian side of the fence.

More to come?

This first ride is by no means a thorough road test, nor did it answer all of my questions. For instance, I didn’t get a chance to find out what the top end is; there were no roads long enough in the vicinity. Nor did I get a chance to load it up for a weekend away, or ride with a pillion. Aprilia already have a selection of accessories for the model, including front crash bars and a rear rack with a suitably robust-looking top box, as well as heated grips and leg covers – so touring should be no issue.

We’ll be back…

You can take this review as a taster for a longer, more in-depth road test. We’ll do that as soon as there’s an Aprilia SR GT 400 on the UK Piaggio press fleet. We may even put it head-to-head with its nearest rival.

Watch this space.

Words: Iggy, photos, Aprilia