WHEN Aprilia released details of their Dorsoduro 1200, an unapologetic maxi motard powered by a V90 oversquare engine designed and built in house, it’s fair to say I was a little excited.

By the time the launch arrived the Italians were suggesting “It’s better to live one day as a lion than a hundred days as a lamb”. Then came the promotional video, littered with high energy shots of wheelies and burnouts. It was pure adrenalin.

Thank goodness the Italians have harnessed the Dorsoduro 1200 with electronic reins.

As with the smaller first model, the ride-by-wire 1197cc lump has three engine maps which you can alternate between as you ride, by closing the throttle and pressing the starter button. The neutered R mode is passive enough for rain riding, the smooth(ish) T setting is designed for touring and the unabashed S mode has seriously sporty blasts firmly in its sights. But this is a 2011 model. And if the dual dash of Aprilia’s RSV4 Factory APRC SE has been sprayed by a machine gun carrying highly sophisticated electronic gadgets instead of bullets, the Dorsoduro has been attacked by a sniper packing the same technically advanced ammunition.

Perfect aim, less intensity.

Instead of the superbike’s eight levels of ATC (Aprilia Traction Control) the road focused Supermoto has just three, with the highest setting offering the most safety for situations where grip is really compromised. Level 1 allows the most aggressive style of riding and should be ‘used with caution’.

It works in a similar way to the RSV’s system and remembers the last selected level each time you fire the bike up. It also has ABS. Again, there are three levels and off, and all must be selected while stationary.

It’s a fine looking motorcycle. Clean, lines and fresh white bodywork give it a focused, serious edge. The distinct lack of bungee hooks, the flat, tall 870mm seat, the barest wind protection and upright riding stance all suggest this bike means business. Even the mirrors look too small to be useful.

You can never be sure about a bike before you’ve ridden it, but at this early stage, I’d be surprised if I’m surprised. But as we swallow the first few kilometres, that’s exactly what happens. Firstly, the mirrors are actually pretty good.

The 1197cc V-twin delivers 130hp /96kw at 8,700 rpm and 115Nm at 7,200 rpm and it’s impressive. But not in a neck snapping, flip-the-lidoff- a-ketchup-bottle way.

Although fat pistons and a short stroke mean more power and more revs, the limiter’s set at 9,500 rpm so it’s not the kind of revvy, frantic motor that saves its final punch for the peakier end of the range.

Instead, it’s got ample dollops of low down grunt and sings the sweetest in the midrange from about 5-7,000rpm.

What’s less agreeable, however, is the S mode’s throttle response. It’s more like an on-off switch than a twist grip. I do get the whole aggressive attitude angle, but this just isn’t pleasant, not at a fairly sensible pace. I’m trying to float through a set of tight switchbacks in second and third gear, rolling on and off the throttle as the bends open and close in front of me like the mouth of a hungry goldfish. But it’s difficult to find a balance that feels comfortable.

Where the Dorsoduro isn’t quite as agile as I’d expected, the flip side is its unwavering stability, both in sweeping corners and in straight line blasts.

It’s a Maxi-moto with manners.