Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test

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Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test

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Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Nordschleife comparison with the Aprilia Tuono V4 1100 Factory and Yamaha MT-10.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Which power naked bike can prevail in the green hell??

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Yamaha MT-10.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Yamaha MT-10.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Yamaha MT-10.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Yamaha MT-10.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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All essential information at a glance, the tachometer band should be larger, switching between the driving modes is easy.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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High handlebars and high risers result in an upright sitting position. On the one hand relaxed, there is, of course, something against active driving with hanging-off.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Good to have: On the undulating Nordschleife, the steering damper with electromagnetic valve definitely gets some work.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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The shafts of the bony working gearbox, one on top of the other, ensure a compact motor housing, there is no automatic switchgear.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Like the high-speed rebound stage at the upper end of the shock absorber, the rebound stage adjuster is also somewhat hidden.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Aprilia Tuono V4 1100 Factory and Yamaha MT-10

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Aprilia Tuono V4 1100 Factory.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Aprilia Tuono V4 1100 Factory.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Aprilia Tuono V4 1100 Factory.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Aprilia Tuono V4 1100 Factory.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Simple adjustment of the sensitive traction control while driving via shift paddles – but unfortunately sometimes unintentionally.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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The finely adjustable steering damper calms the front of the Aprilia, so handlebar slap is not an issue even on undulating sections.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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In terms of readability, such a round instrument is great. And with a white dial it is also pretty, only one red area is missing.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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Low riser, flat handlebar, ergo bent forward, aggressive posture that fits.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
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The icing on the cake: At high engine speeds, the automatic gearshift neatly lines up gear after gear, only it does not offer a blipper function for downshifting.

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test

Duel on the Nordschleife

The Aprilia Tuono V4 1100 Factory and the Yamaha MT-10 met in the Green Hell. Because there, on the Nordschleife of the Nurburgring, you can really get naked bikes with 160 hp and more without ending up in jail.

I call that luck. With Aprilia Tuono V4 1100 Factory and Yamaha MT-10 have two of the sharpest blades in the naked bike segment ready for testing. The Aprilia with a real 65-degree V4, the Yamaha with a cross-plane in-line four-cylinder with a 90-degree crank pin offset, which imitates a 90-degree V4 in terms of firing order and, above all, sound. Two days of the Nurburgring Nordschleife as part of a MOTORRAD action team event are on the program. And the weather forecast makes you rejoice. Rain risk? Equals zero. So the Nordschleife. Exactly the right terrain to scrutinize street fighters who are directly descended from superbikes. No synthetic race track with smoothly ironed asphalt. And also no limited country road where exploring the power and chassis reserves of the two would quickly lead to core scrap or long-term pedestrian traffic. The Nordschleife, on the other hand, forms the perfect intersection.

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Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 in comparison test
Duel on the Nordschleife

Aprilia Tuono V4 1100 Factory and Yamaha MT-10 with: Chassis that have already proven their racing suitability in superbikes. Engines that go like hell. The concept is the same for both, as are the ingredients. And yet both manufacturers have composed something quite different from it – not just visually. At least judging by the seating position.

Both master the Hatzenbach winding elegantly

The Aprilia Tuono V4 1100 Factory feels like a racing bike that has had its plastic cover torn off. The notches up, plus a firm seat cushion. The upper body leans forward so that the arms can grip the wide, deep and flat mounted aluminum handlebar. On the other hand, the pilot stays relaxed on the Yamaha. Detents mounted deeper allow a loose knee angle. The handlebars, which are mounted in high risers, reach out towards the driver, who receives the handlebars with an upright upper body. The tank arches more strongly in front of the driver and spreads the legs more widely. This makes the Yamaha MT-10 look more massive. The red traffic light at the entrance to the route goes out, the route is free. Here we go. However, at first only loosely curl up for one round. Exuberance in the first lap is not good here. A gentle front wheel slide with the Aprilia on the concrete slabs of the Schwalbenschwanz section, which is still cool in the morning, confirms this. But after one lap, people and material are at their temperature.

So down with momentum through the Hatzenbach meander. The Aprilia Tuono V4 1100 Factory turns seductively easily, twirling through the sequence of bends in no time. The Yamaha MT-10 masters the passage hardly less elegantly. Over the airfield and Schwedenkreuz, one of the fastest route sections, both flex their muscles for the first time. Still with slightly braked foam, but here the brutal potency of the two four-cylinder engines is already evident. In no time the clock is 200 km / h, it goes over a small hilltop. Then a short, hard braking and steep downhill into the Fuchsrohre, down into the depression, where the landing gear is brutally compressed. But both master both the Schwedenkreuz and the bad compression in the Fuchsrohre with almost 220 km / h on the speedometer thanks to ample damping reserves without flinching. In the tumult of the curves in the Adenauer Forest that followed and also in the downhill Kallenhard curve, the Tuono steers a bit more precisely.


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Nordschleife comparison with the Aprilia Tuono V4 1100 Factory and Yamaha MT-10.

Both take the power section uphill to the Kesselchen with full sails. The V4-like roar of the MT-10 is wonderful, the roar of the “real” V4 of the Aprilia Tuono V4 1100 Factory is colossal. Load changes are usually not one of the strengths of the two, but you can live well with both of them on the Nordschleife, which is fast and fluid. With one caveat. The MT-10 offers three driving modes with “Standard”, “A” and “B”. Aggressive, downright snappy, it hangs on the gas in B mode. Have the developers let themselves be shaken up on the concrete slabs of the steep curve in the carousel? Hardly likely. Every small twitch of the right wrist causes the Yamaha MT-10 to snap forward. The carousel passage in A mode is much more successful. It’s amazing the stability with which both Tuono and Yamaha take fast, tricky sections with waves or crests like Wippermann or the mine. The chassis qualities of the two are extremely high.

However, the Ohlins spring elements of the Aprilia absorb small waves and edges much more finely than the Showa counterparts of the Yamaha. Their shock absorber reacts to edges – and there are some of them here – with clear hardness. So a quick pit stop, reduce the high-speed pressure level. However, this is a bit hidden by the rear frame and a bit difficult to access. And while we’re at it, we also close the hidden rebound stage at the rear and reduce the rebound damping a little at the front in order to curb the nodding movements of the Yamaha MT-10 when it is turned over in the Adenauer Forest. Adjusting the rebound on the shock absorber of the Aprilia Tuono V4 1100 Factory is also advisable when the engine is hot, only with flexible fingers and heat-resistant gloves.

The pace increases lap after lap

But you can’t go back on track. Light rain comes despite all the predictions. When it comes to weather, the Eifel has its own laws. After all, this offers the opportunity to strap on the Yamaha MT-10 new Bridgestone S 20 with the special code “W”. Their skins were already badly strained by various tests. Perhaps it will give it that little bit of steering precision that it lacked on the freshly tyred Aprilia Tuono V4 1100 Factory. After work, pack up for today. Let the line sink in your mind overnight, go through turning points.

Rrrring, the next morning the alarm clock rudely tears me out of my dreams, the sky is blue, the air is still fresh and cool from the night, but the sun is already in the sky. The two faces of the Eifel. Get out of bed, have a short breakfast, get into the leather and off to Dottinger Hohe, to the entrance to the route. After the compulsory warm-up lap, the pace is getting tighter today. Now the engines and chassis can show what they’re made of. The pace increases lap after lap, and it’s amazing how hard the two naked people do. Full throttle with terrifying speed up the boiler, both hit the line with dreamlike security. Can be directed to the centimeter even at the highest speed, with the Aprilia Tuono V4 1100 Factory responding more finely to steering corrections at high speeds. With a five centimeter shorter wheelbase, steeper steering head and shorter caster on the speed bar, the Yamaha MT-10 requires more effort on the handlebars.


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Yamaha MT-10.

The Aprilia Tuono V4 1100 Factory is as full as a board, even on the undulating passages, while the Yamaha seems a little more nervous at the front when the pace is increased. It is certainly not a mistake that both have a steering damper. Both of them confidently parry nasty edges in a large sloping position like in the double right after the Pflanzgarten. The fork of the Yamaha MT-10 responds fine, but the shock absorber still looks stucky on short hard bumps. The Aprilia’s Ohlins dampers literally soak up bumps like in the Kallenhard or Wehrseifen.

But the more the pace increases, the lap times fall towards nine minutes and below, the more the Italian can put herself in the limelight, the differences become visible. Because even with fresh rubber, the Yamaha MT-10 does not come close to the precision with which the Aprilia Tuono V4 1100 Factory cuts corners at high speeds. Especially in tricky bends where there is a lot of pressure on the front – like in the Kallenhard falling downhill – the last bit of transparency is missing. Especially since the brakes are not particularly biting and the pressure point is a bit blurred.

Yamaha MT-10 still has an arrow in its quiver

The Aprilia Tuono V4 1100 Factory, on the other hand, turns crisper, more precise and to the point. Your brakes grip more spontaneously, more powerfully and more easily. The more active, forward-leaning seating position puts more pressure on the front wheel and provides clearer feedback. This creates confidence to slow down deep into the crown and make up meters. The Aprilia, soled with Pirelli Supercorsa SP, circles razor-sharp on a narrow line around the corner, where the Yamaha MT-10 tends to go a little further.

But the Yamaha MT-10 still has an arrow in its quiver, which it unpacks on the power sections: its greedily rotating crossplane four-cylinder. His tempered temperament below 6000 rpm is irrelevant here. From 7000 rpm the air burns, he fires the MT brilliantly through the Niki Lauda kink in the mine and then up the kettle. Put the MT on the rear wheel with his force on every crest. But the Aprilia Tuono V4 1100 Factory knows how to counter it.


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Aprilia Tuono V4 1100 Factory.

Your 1100 grabs more powerfully from tight corners such as the Ex-Muhle and the Bergwerg. The traction control of the Aprilia Tuono V4 1100 Factory, which can be adjusted in eight stages from the handlebars, works more finely than the three-stage of the Yamaha MT-10. So she comes with more thrust on the nearly two-kilometer uphill section to the Klostertal bend and the carousel. Turns even more vehemently in the five-digit range, pulls the needle of the rev counter over the white dial with a monkey tooth and rages violently up the slope.

The wheelie control keeps the front wheel on the ground on the small knolls. Thanks to automatic gearshifts – in your series, only available as an accessory for the Yamaha – the Aprilia Tuono V4 1100 Factory is positioned meter by meter between itself and the Yamaha MT-10. The early stops set limits to your attempt to make up for lost terrain in corners. So she has to let Aprilia go, which clearly has the upper hand on this parquet.

Technical specifications


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Aprilia Tuono V4 1100 Factory and Yamaha MT-10.

Here you can see an extract of the technical data. If you would like the complete measurement values ​​determined by us, including all consumption, torque and acceleration values, you can buy the article as a PDF for download.

MOTORCYCLE conclusion


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On the racetrack, the Aprilia Tuono V4 1100 Factory is a force.

The Yamaha MT-10 is a great road bike. Relaxed seating position, stable chassis, fiery engine, fine sound. But on a track like the Nordschleife, where the lines between country roads and racetracks are blurred, the Aprilia Tuono V4 1100 Factory is a force. More stable, more precise, more powerful. With more lean angle and better brakes, it clearly sets the tone, offers more driving fun and higher quality workmanship. Albeit at a significantly higher price.

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