Most manufacturers with a superbike in their line-up have done it … leverage their investment by developing a sport model with a broader customer appeal. Take that superbike, develop more comfortable upright ergonomics and tune the motor for better power at street rpm levels. Aprilia has a history of doing this with the first twin-cylinder Tuono, followed by the V4 in 2011.
The new Tuono for the 2016 model year began with Aprilia thinking it could simply source the engine from the RSV4 superbike, as it had in the past, and look for bragging rights with the highest peak horsepower from a naked. Stepping back, Aprilia’s engineers decided on a different tack. Starting with the superbike motor, the engineers changed the displacement (increasing it to 1077 cc — courtesy of a 3 mm increase in bore, now 81 mm), in addition to re-tuning it. The point was to build a Tuono to maximize its ability on the road without worrying about the bragging rights associated with peak horsepower.
Make no mistake, the new Tuono is still a very capable bike at a track day, and peak horsepower is still a massive 175. Nevertheless, along with the increase in displacement, Aprilia was able to achieve much higher horsepower levels lower in the rpm range. At 8,000 rpm, for instance, the new engine makes 20 hp more than last year’s model. So despite the relatively modest increase in peak horsepower (last year’s bike made 170 hp), on the road you have a significant increase available for everyday use.
As we noted in an earlier article, Aprilia removed 850 grams (nearly 2 pounds) of reciprocating mass in the new engine (incorporating, among other things, trick Pankl rods). Together with friction reduction techniques, the new Tuono is supposed to be more responsive and efficient, in addition to more powerful.
The end result is a marvelous engine that we enjoyed at the press launch on the roads surrounding the Misano circuit. Smoother and sweeter, yet decidedly more powerful for road use under 9,000 rpm.
The RR version of the new Tuono that we tested features Sachs suspension components, including a 43 mm front fork and rear shock, both fully adjustable for spring preload, compression and rebound damping. During our ride, we noticed the improved fork, particularly on corner entries where there was less dive, and a greater feeling of control.
The new Tuono continues to feature the same four-piston Brembo monobloc radial-mount calipers in front, and two-piston caliper in back, together with dual 320 mm front discs and a single 220 mm rear. A new brake pad compound, however, seemed to provide better feel without losing any of the awesome power of the Brembo system.
Continuing Aprilia’s theme for the new model, a new seat provides noticeably more cushioning, and more comfort for longer rides. Seat height is 15 mm lower than last year, as well. Aprilia also advanced comfort with a bit more wind protection from the fairing, and a narrower handlebar that puts the arms in a more natural position. Taller riders may not be happy with the amount of leg room available, however.
Changes to geometry, including both rake and trail, as well as a longer swingarm, are intended to provide more neutral handling with a more natural feel. Handling also gets a boost by a big weight reduction (3.3 pounds) in the new headlight assembly (now LED).
We think Aprilia achieved its goal by making the new Tuono V4 1100 RR more practical for street use, but in the end, it is still an Aprilia sport model. A bike hungry for curves, doling out generous portions of speed and adrenalin. Increasing its usability are all of the electronic aids we expect from Aprilia, including traction control, selectable power maps, anti-wheelie and race ABS from Bosch (which even has settings to prevent lifting the rear wheel during aggressive stops). A quick-shifter allows full throttle, clutchless upshifts. All this combines to enhance rapid, but safe, progress on this beast.
2016 Tuono V4 1100 Factory
The new Tuono also gets “V4-MP” that links your smart phone to the motorcycle and works with your phone’s GPS system. You can change APRC settings (Aprila’s term for its electronic systems) from your phone, and the GPS can detect where certain setting changes might improve your lap time at the track. At some race circuits, you can even use this feature to customize traction control and wheelie control settings for specific sections of the track.
With nearly 90 foot/pounds of torque at 9,000 rpm, the new Aprilia Tuono V4 1100 RR is likely to provide more thrust than you have ever experienced on an upright motorcycle. It combines improved comfort (although taller riders may lament a lack of leg room) with superbike levels of electronic wizardry, suspension and brake components. Aprilia also offers a “Factory” version of the new Tuono that adds an Öhlins fork and steering damper to the equation, as well as a different graphics package (pictured above).
The previous V4 was a top contender naked superbike. The new version looks like a significant improvement in many ways. The Factory version with Ohlins suspension costs $16.3K. If the US gets the non-Factory base model, it’ll probably cost $15.3K. Looks like a reasonable value to me when you look at the competition. Plus it looks fully capable of adaptation to sport-touring.
I too would opt for lower pegs. Maybe ask your dealer to throw that mod into the deal.
I would have bought the Tuono last year, except that the closest dealer is 3.5 hours away from my home in Raleigh. We have millions of people in this area, and no Aprilia dealer. If Aprilia wants to compete with KTM, Ducati, and BMW, they need to have at least half their number of dealerships!
Not everyone is concerned with peg height or seat height, and I don’t just mean short or tall riders. I’m 48 years old and about 275 standing 6’3″ and I don’t mind high pegs, even when touring. For me, it’s handlebar height that dictates my rider triangle comfort level. If the pegs were ‘at the bottom of the frame’ as one poster suggested, they’d drag all the time when the bike was ridden as intended on tight twisty roads, or a track. This matters to a lot of people.
I had a female friend years ago who was _maybe_ 5′ tall, and weighed about 105 pounds. She had a GSXR750 and an FJ1200 as street bikes. When she came to a stop on the FJ, she had to hop off to one side to balance it with one foot on the ground. When she took off, she hopped back on as she fed out the clutch. I don’t ever remember her tipping it over, but if she had I wouldn’t have put it past her to pick it up on her own.
Moral of story: suck it up. Just because a bike isn’t 275 pounds with the ergos of a 79 GS1000 and 70mpg doesn’t mean it’s bad. Some folks need to take a few minutes away from being eCuurmudgeons and try to remember how fun motorcycles are.
There’s something about the angle of that muffler that is just perfection.
Here are some throttle blips I recorded from the previous gen with aftermarket exhaust.
https://youtu.be/oNhtLb2yoUc
Sounded amazing under load.
daaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaamn right, it sounds incredible, this kind of sound it’s what makes you addict to drive them hard
Hey, check it out! Both lowbeams actually light up? That’s crazy! How’d they do that?!
Sincerely (befuddled),
The Head Boffins at Yamaha, Kawasaki, etc.
Or is it shown on hi-beams?
Could be, but I would expect the single center light to be the highbeam. This would make more sense than one small lowbeam in the center flanked by two large highbeams.
The bike shown is probably the European version and both headlight like up. The bike that comes to the states will probably only have one of the headlights light on low beam. I bought the European harness for by 2012 Tuono so I could have both low beams on at all times.
So, one of the many things I like about my 07 Tuono is that both headlights are on with low beam. I gather from these comments that this has changed. Why would anyone want one light when two are available?
“Taller riders may not be happy with the amount of leg room available, however”.
Guess this is the new normal for us “taller” riders of 6 foot and over, just so that beginners can “comfortably put both feet flat on the ground”, the great new motorcycling holy grail. What would a beginner be doing on bikes like this anyway?
The Tuono has a pretty high seat height for its class if I remember right. Maybe the highest. I am sure the peg location is for cornering clearance – not for short rider comfort.
Cornering clearance it is. Tires have gotten so grippy these days, that any serious minded sport rider taller than a GP star, need to start saving up for surgery to have their thighs amputated.
Both the latest R1200 bikes, and the Superduker, is attacking the problem by focusing on narrowness between the pegs, not just at the seat/tank juncture. A shorter wheelbased bike with a V4, will have a harder time following them down that road, so higher the pegs go. I4s ought to work, but may require some rejigging of transmission positioning.
Of course, all that is just temporary. The permanent solution won’t arrive until riders become jaded enough to realize chasing lean angle/cornering speed in absolute terms, is ultimately no more rewarding than the chase for straight line speed that lost luster a couple of decades ago. And starts focusing on bikes that are maximally communicative and exciting to ride at more moderate accelerations and lean angles. Like Mickey’s CB1100.
“And starts focusing on bikes that are maximally communicative and exciting to ride at more moderate accelerations and lean angles. Like Mickey’s CB1100.”
bingo
Re: ” is ultimately no more rewarding than the chase for straight line speed that lost luster a couple of decades ago. ”
Huh? Did you miss the part where they say this bike makes 175hp and *isn’t* the most powerful bike on the market? Have you seen the Kawasaki H2r?
How about this…make sport bikes taller for you tall guys, and make adventure bikes shorter for us vertically challenged guys? Does that sound like a fair trade off?
I’m 5’8″, but I do love the legroom of an adventure bike. However, that reach to the ground makes it difficult, even for someone (like me) who has been riding for 40+ years. I’ve gotten used to living with the incovenience of standing on my tip toes at stop lights, but I’d be lying if I said I’m not a little nervous holding adventure bikes up in high winds. I don’t know how many more years I can ride tall bikes. Even throwing my leg up over the bike can be tricky, especially with the top case on. I have to jump up using one leg while doing a karate style kick with the other, so not to damage the seat with my boot hitting it. Unfortunately, I’m a short guy who has always been drawn to tall bikes.
“Unfortunately, I’m a short guy who has always been drawn to tall bikes.”
Same here. I can’t even remember what it is like to flatfoot a bike.
I have a 2003 Tuono, and it’s ridiculous. Not terribly practical, but simply ridiculously brutally powerful, and crap tons of fun, yet it’s like a Rukus compared to this.
Would have to be an awesome bike to ride on occasion, but way too much of everything for me. Too much money, too complicated, too much horsepower, and not enough of something else..dealers. It’s 175 horsepower would be wasted in the 45-55 mph curvy county 2 lanes around where I live. Like others I am good with 100 hp or slightly less, maybe ABS, a much simpler machine which is why I ride a CB1100 DLX. Plus it’s drop dead gorgeous and has horsepower and torque curves that suit the type of riding I do.
I can see my son digging the heck out of this Tuono though.
curious, they other day I got into a video of this guy nutnfancy who seems very knowledgeable about guns where his son crashes the fine thing and he seems very calm about it.
https://www.youtube.com/watch?v=y4rfUVpYozk
most of the people seems to be very cautious about their sons getting such a powerful machine (or daughters as copilots… or pilots).
I’ve never even heard the v4, but if it’s as pleasing as the VFR it would be lust. I know I’m in the minority, but I don’t want ABS,TC,Slipperclutch,autblip,quickshifter,AWC,APRC,etc… especially when the nearest dealer is over 300 miles away. I’d love to sample the power, the brakes, the handling, the sound but will never own one with well over $3k+ of computers and sensors that makes even the simplest maintenance task a 2 day trip in a truck to a dealer.
“I’ve never even heard the v4”
I’ve never heard anything sweeter. Seriously.
as in ………. MotoGP at full rip?
Nothing can prepare you for that sound under full throttle headed up the hill at Laguna…
This Tuono V4 1100RR with a full Ti exhaust and no baffles would make grown men cry or sing!
I used to pine for an RC30 or 45…..(obviously, I would ALWAYS love one)but this bike (especially in Blue) is calling to me! I would take this over the RSV4 so I could HOON it all over the place for hours, rather than just at the track and a few canyon jaunts.
I know she’s a fickle bitch when it comes to fuel consumption….
I would settle for 100 hp, ABS and a sub $10,000 price tag. At my level of riding, all the amenities just go to waste. Very cool bike with great ergonomics.
There is a Street Triple R with your name on it.
Or an FZ-09
No ABS on FZ-09 in the States, sadly.
Or the new Suzuki GS
Or a 1200cc 2V duc engine.
Yup, the Street Triple R is on my short list. More than enough power for the geriatric crowd. 🙂
But less than enough legroom for ditto….
I love this bike, I do. But I have so much fun on my low tech DR650, and inexpensive to buy and own…eh, where is the soul of motorcycling? In our hearts or wallets?
Nice comment Bill, but the manufacturers and magazines are betting on wallets
“In our hearts or wallets?”
Wallets make the heart grow fonder.
Q: where is the soul of motorcycling? In our hearts or wallets?
A: in the staccato of that V4.
indeed, it is hard to separate these issues, when you have the devil on one side tugging at you with a sublime exhaust note, acceleration that defies innate human development, and something that looks as sinister as the devil herself….
“in the staccato of that V4”.
RIGHT AGAIN!!!!!!
Another bike for my Bucket list!
(list of bikes that would likely CAUSE me to kick the bucket)
I came close twice after test rides but my health and driver’s license would be in jeopardy every day.
The biggest problem for street use was that the thing only got 25 mpg.
That’s practically electric bike range.
My biggest problem with it as well.
Not sure where you got the mileage info from. I have a 2012 Tuono V4R with 20K miles on it and average around 33mpg per tank. If I ride with my wife and only do back roads I get around 40mpg.
Why on earth can’t they put adjustable pegs and seat on otherwise advanced bike?
that’s a challenging engineering problem for the OEMs
Yeah, Aprilia can put adjustable swingarm pivot and head angle on a bike. No way can they make the pegs have several holes to bolt onto!
EXACTLY! Ding ding ding!
They have all decided that they are done with the tall guys, they now love the ladies and beginners way more even though this is clearly not a bike for a beginner.
re: “more cushioning…”
…for the pushioning.
trololol
With 34″ inseam I’m certainly not the target demographic.
At first glance I thought the “RR” version looks more attractive than the upgraded “Factory” model. Second look, the Factory model already grew on me. I guess the cosmetic treatment is to mimic the look of a typical “Factory” race bike plastered with OEM sponsor decals. Yeah, it works!
The RR version coming stateside is the grey version, the blue as far as I know will not be coming.
I agree the factory is a bit loud, what with the giant graphics and red wheels but having full Ohlins is worth it!
I have always been a fan of the Tuono. Even more so now.
Norm, Its got a V4!
I lust.
re: “Norm, Its got a V4”
FISTPUMP…!!!
The footpegs are jokingly high for a street bike. They could easily be at the bottom of the frame. “But what about track days?!” he whined. Get an old SV650S. Great bike with a stonkingly good motor and nice ergos. But those legs, OY, HUUUGE flaw!
…er….those pegs…
Legs, pegs… the argument seems to work either way.
The pegs look well placed for my 5’6″. I think I want.