Aprilia has been making scooters for over 30 years but has been absent from the US scooter market for more than a decade. To be fair, the US has not embraced scooters as a lifestyle or transportation choice in the way much of the rest of the world has. Add in our predilection for larger engine sizes, and the SR GT 125 and SR GT 200 models available in Europe might not have been the right fit. That brings us to the 2027 Aprilia SR GT 400, a mid-size scooter capable of commuting around town, as well as being ready for highway and light off-road duty.
First and foremost, the SR GT 400 is a motorcycle-inspired adventure scooter. Not to be confused with its stylish sister brand, Italian scooter icon Vespa, the SR GT 400 has its own aesthetic influenced by Aprilia’s racing heritage. The Rally-inspired graphics across the bodywork make it clear the 400 does more than scoot, and the aggressive headlight and cowling underscore its sporty character. Other details fill out the picture: the inverted fork, radial-mounted Bybre brake caliper gripping a 300mm disc, external piggyback-reservoir shocks, and a 16-/14-inch wheel combo all give the GT 400 a serious feel.
Still scooter-practical and welcoming, the SR GT 400 is accessible to all, though it’s not a beginner scooter. The appeal of scooter technology is that just about anyone can ride it. There’s no shifting involved, so that barrier to entry is immediately tossed away. The upright seating position is totally natural, a wide handlebar delivers immediate confidence, and the low center of gravity creates a feeling of being in control. Despite the GT 400’s 32.3-inch seat height and wide stance due to the generous seat, getting the balls of the feet on the ground at stops is enough comfort for most riders. It’s easy to paddle the scooter in a parking lot or gas station.
The 399cc 4-stroke single is responsive, and a little throttle nuance when moving off idle is necessary. Unlike an electric motorcycle or scooter, where you have instant torque when twisting the throttle, the belt-and-pulley continuously variable transmission (CVT) needs a few moments for revs to rise and the centrifugal clutch to fully engage. Otherwise, a quick twist of the throttle can feel a bit jerky. Once moving, the GT flows smoothly up and down the rev range, making it a perfect urban vehicle as it’s continuously adapting to the flow of traffic. It’s worth noting that the Aprilia is powered by the Piaggio BV 400 S HPE motor, which features a SOHC 4-valve head and liquid cooling.
The suspension is confidence-inspiring across the board. Around town, the SR GT absorbed the bumps, dips, and patchy sections without getting unsettled. The thick foam saddle, relatively high-profile tires, inverted fork, and 4.7 inches of wheel travel (adventure scooter!) all contribute to the comfortable ride. I wasn’t surprised by this, but I did wonder how the scooter would do at speed on some of our challenging freeways. When I’m on a motorcycle, I always lift myself off the seat slightly as I hit the three large expansion joints on my daily commute. That’s not an easy option on a scooter, as there’s no way to grip the chassis the way one does on a motorcycle. Unexpectedly, the SR GT absorbed those hits with impressive aplomb. The fork is non-adjustable, while the shocks are adjustable for spring preload, should you be carrying a passenger or cargo.
It’s not hard to get into ticket territory on the SR GT 400. The optimistic speedometer registered 95 mph on my way home from work one day (oops!), and I wasn’t even doing a speed test. Okay, more likely high 80s real-world mph judging by surrounding traffic. Not exactly MotoGP speeds, but I do understand why Bez is featured on Aprilia’s website, admiringly checking out the SR GT 400. I felt completely secure at high speed on the scooter, despite the inherent disconnected feel of scooter ergonomics. With boots forward on floorboards and no chassis between my knees to squeeze, the security comes from the Aprilia’s stable ride and wide handlebar.
Urban canyons highlight the SR GT 400’s sporty capabilities. Evening sprints taking the long way home confirmed the SR GT’s maneuverability. Aprilia’s decision to trade the traditional step-through convenience of a scooter for a double-cradle frame was a good one. The rigid frame gives the SR GT 400 a taut, confident, motorcycle-like feel that allows enthusiastic riding through tight turns, and the wide handlebar provides the leverage to lean naturally into corners. The GT is nimble yet planted, and that is inspiring along fast, flowing canyon roads, tighter twisties, as well as those ticket-risking freeway speeds. It’s an interesting combination of design choices: the longish wheelbase (60.4 inches); aggressive rake; the tall wheelset; and a wide rear tire. These all contribute to an at-your-service attitude, rather than a nervous machine that needs to be handled.
Traction control comes in three flavors: Min, Max, and Off. It’s easy to change the setting on the fly via a thumb button right below the starter switch. Tap to switch between Min and Max; a long hold turns TC off. The default ABS is active for both front and rear wheels. Dig through the menu via the joystick-style control pad on the left switchgear, and you can deactivate rear wheel ABS for your dirt excursions. If you’re a frequent off-road explorer, you can set the ABS to always disable the rear wheel when traction control is off.
The SR GT 400’s Bybre brakes are versatile. The single 300mm front disc is matched with a radial-mount 4-piston caliper, and the progressive feel at the lever is just right. There’s a little play before the soft engagement, and the harder you squeeze, the quicker you slow. The rear brake, activated by your left hand, is softly tuned for smooth deceleration coming to a stop. When using the brakes in conjunction, they add up to an impressive amount of stopping power and allow for aggressive riding.
A disadvantage to having all your braking power in your hands is not being able to take both hands off the handlebar at a stop. Motorcycle riders are used to keeping their right foot on the brake pedal at a stop, freeing both hands to readjust a backpack strap or secure a zipper pocket. If you’re not on perfectly flat ground, the GT starts to roll. Hill hold control would be a nice addition to the electronic rider aid suite.
Two-channel Bosch ABS and Aprilia’s traction control can be adjusted via the 5-inch color TFT dash. The display is crisp and easy to read whether in bright midday light or at night. The Aprilia MIA software lets you connect to your smartphone for the usual collection of connectivity features. The switchgear is intuitive.
The windscreen is five-position adjustable. While it doesn’t require tools to adjust, you won’t be changing it on the fly because the windscreen’s bolts are spring-loaded. To adjust the screen’s height while seated, grab both sides of the screen and pull it toward you to compress the springs. The release of tension allows you to slide the screen up or down to one of the notched positions. Release the screen, and the springs lock the screen into place. The windscreen is not overly large and, even in the high position, it did not obscure my view. The SR GT also comes stock with handguards.
Mitas Enduro Trail-ADV 2 tires allow the scooter off-pavement for light adventure duty. Aprilia told us to take care when testing the GT off-road. Despite the adventure tread pattern and longer-than-usual wheel travel for a scooter, the GT is not built to bounce over rocks or handle rutted trails, though the 7.5 inches of clearance will get you over a curb. Urban adventure riding on relatively smooth dirt trails is ideal. We dusted up the Mitas rubber and found the GT was decently maneuverable, though scooter ergonomics complicate the experience. On the pavement, the Mitas tires hold firm in the corners. If you don’t go off-road, you can always replace them with pure-street scooter tires for additional cornering stability and confidence.
All the expected scooter conveniences are there. For storage, there’s a non-locking cubbyhole in the fairing and a cavern under the seat; the latter opens with a quick touch if you have the fob with you. Most phones will fit in the USB-C-equipped cubbyhole, and you can put a full-face or jet-style helmet under the seat. The fuel tank is locked behind a fob-unlocked door. The double-cradle design does make it difficult to swing your leg in front of the seat when mounting the scooter, so I usually just got on motorcycle-style. The centerstand doesn’t take special training to master. The stepped seat has plenty of room and padding for a passenger.
Spend the extra $250 and get the Rally Replica version of the SR GT 400. Yes, the base model comes in two colors, Rugged Black and Dusty Grey, at a competitive maxi scooter price of $7249. If you’re already spending that kind of money for a performance machine designed and produced at the same Noale factory that builds the RSV4, are you going to quibble over a tiny premium for the race-inspired graphics? No, of course not!
The 2027 Aprilia SR GT 400 arrives in a US market where scooters are still second-class citizens trailing behind our dedication to motorcycles. Aprilia’s scooter is most fun when you ride it aggressively. You can do that because it has motorcycle DNA: a double-cradle frame, inverted fork, radial-mount front brake, and a planted feel at speed and in corners. The extra ground clearance and switchable electronics expand where the SR GT 400 can roam, and of course, its scooter practicality sits front and center. The main alternatives are the Piaggio BV 400 S ($7649) and the Suzuki Burgman 400 ($8949), but neither offers the same combination of sporty engagement and ADV swagger. For a daily machine that doesn’t feel like a compromise when you want to ride it harder, the SR GT 400 gets an enthusiastic recommendation.
Hello and welcome again to the Motos and Friends Podcast. This episode is brought to you by Leod Escapes.
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Aprilia is bringing a scooter to North America, and it’s one designed to appeal to adventure motorcyclists. The SR GT 400 is a mid-size scooter built around a steel motorcycle-style frame, a 399cc single, and off-road-ready hardware. It reaches US dealers as soon as this month. Don Williams and Kelly Callan spent some time riding the Aprilia and were surprised by what they discovered. Is this a real motorcycle or just a good-looking urban scooter?
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Cat McLeod is founder and owner of Leod Escapes, the ultimate tour company for sport-minded motorcycle riders. Cat talks to us this segment about some of his amazing European experiences and tours that include of course, riding some amazing MotoGP tracks on new BMW S1000RRs. If you like what you hear, now is the time to book your trip of a lifetime, so visit LeodEscapes.com to find out more.
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Our guest this episode is Terry Vance, the multiple Motorcycle and Motorsports Hall-of-Famer. Terry is of course the former professional motorcycle drag racer, team owner, and co-founder of the high-performance parts company Vance & Hines. Teejay Adams chats with Terry about his incredible career that includes being the first rider to hit 200 mph in the standing quarter-mile.
Having won this year’s MotoAmerica Mission King of the Baggers championship with Hayden Gillim riding the Vance & Hines factory Indian Challenger, and with Harley-Davidson’s recent withdrawal, Terry gives us his thoughts on where the series might go from here.
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Here’s quick reminder to check out our monthly digital magazine. It’s filled with everything you want to read on motorcycling, including some things you’ve probably not seen elsewhere. It’s absolutely free and you will find it on the Apple App Store and of course on Google Play as well.
Don’t forget to leave us your comments on our social media—we’re on all the usual platforms at Ultimate Motorcycling. We love hearing your feedback… so good or bad, please let us know what you think. If there’s something you’d like us to cover, we’d love to hear those ideas too!
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