MD recently had the chance to test the Aprilia Tuono V4 Factory. Our test unit was a 2023 model , which is identical to the 2024 model (except for colors and graphics). The bike last received significant changes in the 2021 model year.
The Tuono V4 is an icon of sorts. It has won shootout-after-shootout comparing large displacement naked motorcycles against one another. Only recently has more powerful competition emerged, such as Ducati’s Streetfighter V4 S and KTM’s new 1390 Super Duke. Of course, at this point we are talking about utterly ridiculous levels of horsepower, and the Tuono V4 “makes do” quite well with its claimed 173 horsepower from the 1,077cc V4.
The Tuono shares much of its chassis with the pure Superbike sibling, the RSV4. The Factory version we tested gets trick Ohlins Smart EC 2.0 semi-active suspension. Being an up-market Aprilia, you rightly expect the latest and greatest electronic aids informed by an IMU. Wheelie control, traction control, various ride modes (all the way from a rain-friendly soft throttle to an aggressive one) and, of course, ABS are all on the menu, and all adjustable to the rider’s preferences. This is a complex machine but, for the most part, navigating through the menus controlled at the left hand grip is intuitive.
A very effective, and positive quickshifter is also standard, and the six-speed gearbox was delightful in use, and never gave us any issues.
Ergonomics are on the aggressive side for a modern naked, but the reach to the bars and the moderately high foot pegs are not uncomfortable, even on longer rides. Your mileage may vary if your height or your inseam is much different from our editor’s 5’11” frame. Wind protection is excellent for the class (most nakeds have zero wind protection), but don’t expect the small screen to do much more than keep wind pressure off your chest.
The front brakes are strong and offer good feel. They are four-pot Brembos, but, interestingly, not the highest spec Stylema units.
As you might expect from a bike as dialed-in as this one, throttle response is just about perfect … everywhere and in every ride mode. That’s a good thing, for sure, and particularly when you have the thrust provided by one of the best engines ever made available on a production motorcycle.
The torque curve is broad, so you can leave a stop light and exit a corner with great authority, and still rev-out the engine into the stratosphere (if you are brave enough) where the power just seems to continue building all the way to redline.
We rode the bike on the street and also took it to a track day. The stock Pirelli Diablo Supercorsa tires can handle anything an aggressive rider can throw at them on the street, and held up well at the track day. The rear tire is a fat 200 section.
The latest Ohlins semi-active suspension is a marvel. Adjustment options seem almost infinite, and you can choose from pre-configured settings (for road or track, for instance) or dial-in your own manual settings. Once you get the suspension where you want it, it should suit your task quite well, from road to track.
The Tuono V4 established itself as an icon in the Super-naked category for good reason. That engine is not only powerful, controllable and full of character, the sounds it emits are glorious. If the sound your bike makes doesn’t contribute significantly to the joy of your ride, you certainly are not aboard a Tuono V4. But it might be the handling that stands out, nonetheless.
Once you have your suspension dialed in (admittedly, with so many options on the Ohlins units, this can take some time), the big Tuono has a great balanced feel about it, good feedback in corners, and great stability. The whole package just feels incredibly refined.
In short, the Tuono V4 Factory, as well as its less expensive Standard version are proven to be entertaining for even the most skilled pilots. We know of at least one experienced journalist with expert skills on a bike who bought one.
The Aprilia Tuono V4 Factory carries a U.S. MSRP of $19,599. Look at Aprilia’s web site for additional details and specifications.
Have been following these before they came out, but still afraid to push the button.
Will keep riding my 2 gen 2 models until I get up the courage
It’s got a frame-mounted fairing – it is NOT a naked bike.
My second bike was a Yami VMax. Sounded like a small block Chevy. Well, half of one. Scary fun ride.
I love that these bikes exist, but they are the equivalent of using a 5-pound sledge hammer when all you need is 1-pound framing hammer. Still, the investment (and success) of these machines result in great mid-displacement machines as the technology developed for the flagship machines begins to trickle down.
What passes for naked now days is kind of odd.
Same deal with the noise comment. I seem to remember my little brother’s Interceptor 500 sounding kind of nice. So it seems possible for a V4 to sound good. My neighbor never, directly, says he doesn’t like the sound of his V4 Multistrada. But he will say that he liked the noise that his Scrambler made a lot better. One would think that the manufacturers would take the noise that the things make rather seriously. The car companies seem to be working pretty hard at it on some of the cars.
Several years ago Ford spent a couple million dollars studying Mustang exhaust sound to such a degree, they found what affected different age groups of young men, in a buying mood. I believe they had a 5 year age spread of a half dozen groupings.
The Ducati Multi is not a fair V4 comparison in terms of their sound. Ducati went out of their way to try and make it sound like a twin so as to keep its Ducati identity. They failed, with the result being that they really don’t sound good at all. The Ducati Desmosedici on the other hand is an amazing sounding V4 machine along with any V4 Aprilia. Honda VFR’s and RC’s also sound amazing in person.
Oh yea, V4s – uh – sound oddly funny. Not that V4s bad, just oddly.
My NC700 is fine on most B roads. Only time I need more power is the highway. I had an 02 FZ1 and that had PLENTY of get up and go. I love these new museum piece bikes but I took a Kaw 900 Cafe for a spin and it was fast. I also don’t have 19,000 dollars from passive income and if you’ve been reading any investment sites, use passive income for your toys because your income otherwise is getting taxed to hell before you pay for the bike. Beautiful bike. Great motor. I have a dealer 30 miles away. Insurance ugh! $$$$
Bikes like these are wasted on most people. I would be much more interested if Aprilia still had the RS50 and put a bunch of effort into producing a 250 2t that could pass emissions. Giant motors with Batman-like rear tires don’t appeal to me much. It is a decent looking bike and I’m sure you had fun cracking the throttle.
I would be satisfied ( and have been ) with 50 hp as long as the sound equaled 40 or 50 more hp. Sound must have layers of tonality and grunt, not loudness and screaming banshies, GRUNT to go soothes the soul.
IMHO.
You should check out the CFMoto 450’s. 50hp and they sound a lot bigger/cooler then they are. Tight fit, though.
Agree on the V-4 sound sentiment. I have a 01′ VFR 800 that makes a glorious roar. I’m glad it isn’t faster…
“..put a bunch of effort into producing a 250 2t that could pass emissions..”
They’re releasing a 457. That class of bike is as close to a 2 stroke replacement as we’ll get these days.
Like all the bikes in that category, they are discriminating against us fatsos, though. Single brake disc… And no doubt corresponding spring rates and damping. That entire class seems targeted at youngsters who can still imagine themselves on a MotoGP grid one day. Rather than those of us displacing two or more Marquez brothers… In order to get brakes and suspension sized for us we, in addition, have to accept about 2 MotoGP bikes worth of engine displacement to go with it.