Aprilia Tuono V4 RR test

Menus

• V4, 1077 cm3, 175 hp, 120 Nm, an explosive character for a roadster strong in sensations
• Paris, Vexin, F1 circuit … test drive, city and muscular circuit
• Discovery
• In the saddle
• In the city
• On motorways and main roads
• On departmental
• On track
• Part-cycle
• Brakes
• Comfort / duo
• Conclusion

V4, 1077 cm3, 175 hp, 120 Nm, an explosive character for a roadster strong in sensations

Paris, Vexin, F1 circuit … test drive, city and muscular circuit

Two years after the launch of the RSV4 (2009), Aprilia bared its sports car to present its Tuono. It was late 2011 and the 999 cm3 V4 saw its power planed for the occasion from 180 to 167 horsepower.. Not enough to cry scandal since, originally, the Tuono V4 was available without ABS and left the user the choice to opt for a "full naked" version and another equipped with the APRC electronic assistance package. The explosive nature of the V4, the weight contained and the short wheelbase (1440 mm with a 25 ° caster angle) made it very unreasonable to choose a version without electronic aids, unless you like the rodeo or drive motorcycles like Mick Doohan. This version did not last long in the catalog.

In 2015, Aprilia is updating its Tuono. What is surprising is that someone (or even several!) On Aprilia’s board, said to themselves: "Ma, the Tuono V4, it lacks horses, something must be done, our customers are fed up. to crawl! ". On this, the idea of ​​an increase in displacement of the V4 was adopted: we went from 999 to 1077 cm3, from 167 to 175 horsepower (and obtained at 11,000 rpm instead of 11,600 rpm) and the torque from 115 to 120 Nm (still at 9000 rpm), which in itself is already astounding, given the explosive nature of the 1000. The ergonomics and the suspensions have also been revised on this vintage. What make this bike more efficient and more homogeneous ?

With the imminent entry into force of the retrofit, we therefore drove a Tuono V4 RR in full power (but in Italian plate).

Discovery

Historically, the Tuono have had two singularities. The first vintages, with the V2 Rotax, were literally the stripped version of a real superbike and had a truly sharp chassis, where its Japanese competitors were content to put old-generation sports engines in parts-cycles. cheap. The Tuono never changed its philosophy, but it was joined by the BMW S1000R.

Second peculiarity: a physique that was not unanimous, especially at the level of the fork crown of the V2. The V4 is more homogeneous (even if the first vintages in yellow gave rise to some reservations). But it is true that stripping a sports car is not easy, both from a design point of view and the feeling of quality left after the operation, since designers have to unveil things originally designed to be hidden by fairings..

At this little game and even if its lines are now 6 years old, the Tuono V4 goes through the years without suffering. So, yes, we can quibble over a few cables that wander (especially at the level of the clutch or the exhaust valve) or the somewhat cheap appearance of the plastic engine guard. But the essential is preserved: this machine exudes performance with its V4, its magnificent aluminum frame and its oversized swingarm, its solid inverted fork and its Brembo radial brakes. At the rear, the very thin seat shell, the well-integrated LED light, the #be a racer stickers ("be a pilot"!) Also announce the color: it’s still quite racy.

Anyway, there is only one simple operation to do to end all the debates: start V4. We will talk about it again below.

In the saddle

825 mm high and relatively wide, the saddle does not make the Tuono the ideal frame for short legs. Nevertheless, the tank is well indented at the crotch, the V-shaped engine guarantees a certain compactness and the Tuono V4 RR is relatively easy to handle. The flat handlebars impose a driving position on the front, but without excess. In fact, the ergonomics are naturally sporty, the legs are not too bent. How to say that the Tuono is friendly? There is some of that…

Once in position, the "pilot" (remember that sticker which prompts you to become one!) Can adjust the brake lever free play. The dashboard is apparently simple: a large tachometer graduated up to 15,000 rpm accompanies a large digital window. On the left stalk, two singularities: the "mode" command in the center and small triggers "+" and "-" at the base. These are used to modify the traction control level (which can be either disconnected or set from 1 to 8, 8 being the most intrusive level), the modification can be made while driving or at a standstill. Convenient.

Let’s go back to the dashboard, because this is, alas, that things are going badly. This has two display modes, giving the different information a priority which varies according to use. In road use, it is the speed that is the most readable, while a mode dedicated to the track highlights the chrono, the gear indicator engaged or the level of traction control. The on-board computer is complete, with two trips, average fuel consumption, driving time, etc. A window allows you to enter the different menus, in order to configure everything in Finnish (it’s always funny when you then pass the bike to someone), but above all, to fine-tune the settings, concerning the level of anti- wheeling, launch control sensitivity or ABS adjustment. There, unfortunately, we must admit that the interface is not very intuitive and that even after several days of use I had trouble getting what I wanted the first time..

With a push on the starter, the V4 comes to life in a hysterical bark followed by a low growl. There, respect settled around the crew. A few blasts of empty gas: no inertia, the sound becomes even more angry and metallic. This motorcycle does not deceive on the goods: it smells of war.

It’s finish ? Oh no! Because, before leaving, it remains to choose on which map you want to make the V4 work. The Tuono offers 3 modes: Road, Sport and Track (R, S and T, therefore).

The engine character is noticeably different from one mode to another, but all it takes is a press of the starter button (when the V4 is running) to switch from one mode to the other.

In the city

Normally a good big 1100cc 4 cylinder is flexible like a Romanian gymnast after a good parallel bars session. But not that of the Tuono, which growls a little at very low speed: let’s say that under 2500 rpm, it is not at the party and distills serious jolts. As in addition the V4 has length, we do not spend a lot of reports in the city. At 50 km / h, the Tuono turns at a little over 2,500 rpm in third, a bit less in 4th, but it will be necessary to be gentle on the throttle (and be in Road mode) to operate at this limit threshold of the flexibility. At low revs and being gentle on the throttle, the performance-designed transmission assembly (anti-dribble clutch and shifter) causes many jerks and some kickbacks in the lever. It’s not very pleasant, but we get used to it. The roughness of the engine at low revs generates vibrations which can cause tingling in the hands.

If all goes well on the big boulevards, it’s because the Tuono prefers the great outdoors. Three stops at the red light and the water temperature already exceeds 100 ° C (fortunately, without releasing unbearable hot flashes for the pilot, even if the test was carried out by a spring not too zealous). And, with the always funny little game of leapfrog between cars, we quickly see that the turning radius is nothing exceptional. At the same time, is it the vocation of a 175 horsepower roadster to spend its life in traffic jams? ?

No and besides, the Tuono has a secret weapon to get out of it as quickly as possible: its presence! Between the aggressive double optics and, above all, the cavernous sound of the V4, you will quickly find that the scooters that precede you in the tunnels of the Paris ring road quickly line up to make room for you. They smell the fury, they don’t want to be swallowed. They are afraid. Moïse was spreading the waters of the Red Sea: the pilot of the Tuono V4 RR cleans the interfiles !

In urban use, used during daily journeys, the Tuono V4 RR consumed 8 l / 100.

On motorways and main roads

The first gear ratios are rather long, the last ones are tight: the V4 thus turns at 5000 rpm at 110 km / h, at 130, it is at 6000. The switch being at 12000, there is room. In Sport mode, the V4 balances all its torque with greed and determination. The first few times you try to repeat in 6th, you will wonder if you are not in 4! You wanted to quietly overtake a motorhome and you are already far ahead … The most difficult is to respect the limitations and not succumb to the satanic character of the V4.

As we can imagine, the fork crown only offers symbolic protection to the wind. The slightly forward riding position allows you to hunch back and endure the ordeal, especially since the comfort isn’t that bad, in fact. The V4 does not vibrate at steady state; the saddle is forgotten over time, the suspensions are accommodating. These last two points mark a notable evolution compared to the Tuono 1000, whose overall comfort was similar to the fakir board..

The aero flows tend to push the legs away from the tank, which is a bit tiring with force, but this fact can vary according to the anatomies. 250 km at night on the motorway made it possible to observe the excellence of the light beam provided by the three optics; in code, however, the beam goes strongly downwards, just in front of the motorcycle, which means that you can be dazzled or hampered if you drive too close to the white lines…

At 130/140 km / h cruising, the Tuono V4 RR consumed 8 l / 100, which leaves a little more than 200 kilometers of autonomy (the tank capacity of the 1100 is 18.5 liters, that of the 1000 was 17 liters) between two breaks. In the absence of a gauge, a fuel indicator indicates that 4 liters remain in the tank.

On departmental

There, hide the women and children, because it can be serious! Of course, we could rent the roundness of the V4 at 4000 rpm in sixth (at 90 km / h, therefore) and specify that with natural ergonomics and the large handlebars, the Tuono V4 is a pleasant companion on the road. This is also true, since the comfort of the saddle and suspensions has clearly improved. We note, however, that the transmission was obviously not designed for quiet changes of gears at low revs and always balances jerks..

Since she asks us, let’s give her some. The what ? Big gas, of course! Good big ladles of octane to stuff the V4! Because in "sporty roadster", there is "sport" and it is time for the Tuono to demonstrate that it has a strong genetic heritage of RSV4. And in this case, it’s the festival !! First, the engine: from 4 to 7000 rpm, it pulls. Strong. From 7 to 9000 rpm, it pushes. Violently. From 9 to 12,000 rpm, it orbits. Teleportation ! In full acceleration, the shifter is a treat and the soundtrack then grazes the WSBK !

On a winding and slightly bumpy departmental road, staying on the gas for a long time is a real challenge. The road suddenly becomes too narrow, the horizon narrows, the 175 horses express themselves with fury, the tachometer needle climbs towards 12,000 rpm without any inertia and the Tuono is the type to put itself on the rear wheel passing over a bump at over 180 km / h (this is referred to as a closed-road rally special, of course). There is no doubt that the Tuono V4 RR requires a cool head. And a little bit of trade. Not that the chassis is not up to the task, because the front brake is both powerful and adjustable, that the fork can handle heavy braking without flinching and that the large handlebars combine with the compact template to enter tight bends. like a 600, while the large curves are swallowed up like a TGV. In short, that’s good. Except, sometimes, during acceleration on the angle and on bumpy roads, where the available cavalry generates a little lateral oscillations, especially as keeping the front wheel on the ground is not easy. There, there is no doubt that the Factory version of the Tuono (sold € 16,949) would do better with its Ohlins suspensions. But who can do the most, can do the least and on billiards and with regular curves, the Tuono V4 RR is pure joy to drive.

On departmental at a playful pace (but careful, although a little in a hurry), the Tuono V4 consumed 9.5 l / 100.

On track

A Tuono not being very far from an RSV4, the track test does not scare him. What we verified during a taxiing last night on the track at Magny-Cours for 5 sessions, including 3 at night. And we can even say that it is a terrain to its measure, since it has even proved easier to tame than on the road..

On the track even more than on the road, the electronic package is fundamental, especially as the settings can be fine-tuned according to the terrain. The first session was therefore dedicated to getting started and working on these settings: this is how, on the track, I put a notch of anti-wheeling back (from 1 to 2, because otherwise in exiting the slow corners of Magny-Cours the Tuono only thinks of pointing towards the sky) while the anti-skating on 3 allows you to reaccelerate vigorously on the angle without having to artificially raise the bike while maintaining a guardian angel anti high-side. Heavy braking requires the ABS, so the setting to 1 seemed satisfactory.

Once everyone has found the bike that allows them to ride in their hands, let’s focus on the essentials. Potato? The Tuono V4 RR has some. Full. At the end of the straight line (well, of the three segments of) which lead from Estoril to Adelaide, the Tuono V4 takes 260 km / h at a little over 11,500 rpm in 6th. 260. On a roadster. Did you ask for wind in the face? Hold the line ! Previously, in Estoril, at the point of rope, when the boot rubbed on the ground and when it was necessary to tighten the trajectory a little, the large handlebars here are less natural than a solid pair of bracelets, but the imperturbable front end of the Tuono confers great confidence to constrain him a bit.

Under braking, a puillème of a second after the "200 m" sign, the Tuono crashes on its front axle, but the rear remains in line, without sweeping the track. The box goes from 6 to 2 by frank locks. During the following re-acceleration and in particular in the small break that leads to the Nurburgring bend, there are two undulations of relief and the Tuono only asks to climb towards the sky. I get around his (bad) character by changing gear right at these times, in order to induce a small break in load in the acceleration and to retain directional power. Heavy braking on the angle when arriving at Imola for a tight left. La Tuono obeyed the finger to the eye. The bike is playful, precise, efficient, with good feedback. We imagine that these would become of surgical precision with the Factory version. Something to salivate in advance.

A quick word on consumption? A good 12 l / 100, which is not abnormal…

Part-cycle

This "basic" Tuono V4 (an overused expression when you see the potential of the machine!) Already has a convincing chassis. The fork is an inverted Sachs 43mm in diameter, fully adjustable and featuring 120mm of travel. At the rear, it’s a fully adjustable Sachs mono-shock with 130mm of travel..

On the Factory version, these suspension elements are entrusted to Ohlins, with identical adjustment capacities and deflections..

Brakes

There, there is equality in the two versions. RR and Factory are in the same boat, with a very good Brembo set-up, with M432 monobloc radial calipers clamping 320mm diameter discs at the front. Behind it is still Brembo with a 220mm diameter disc pinched by a floating two-piston caliper. The ABS is a Bosch 9MP, a latest generation system (or almost, without the turn function). In all cases, power, dosage and resistance to heating are there.

Comfort / duo

This is not the vocation of Tuono and yet, she is not doing that badly. Above all, the 1100 version marks great progress in this area compared to the 2011 vintage which was still quite hard on humans. From now on, we can go on for hours on the road without feeling any particular pain, within the limits of the genre, of course. La Tuono, in any case, is no longer uncomfortable.

The passenger is still quite high perched, with rather bent legs. Fortunately, handles are installed under the saddle, in a notch at the backrest. However, he will have to rely on the pilot and his ability to temper the generosity of the V4..

Conclusion

The Tuono V4 RR is a factory of sensations, thanks to its explosive V4 which gives it top performance. And as the chassis is derived from an RSV4 (there are worse as a reference, right?), The ramage is up to the plumage. It is even a beautiful motorcycle from ******* !

But what exactly is a ******* motorcycle, you have to ask yourself? It’s very simple: it is a machine with which you slow down on purpose, just for the pleasure of accelerating again. His V4 is organic, almost orgasmic: he roars, backfires, rumbles, hums, all a wide range of emotions that we never get tired of. In some ways, it even makes you think of a V8 6.2 engine from Mercedes-AMG! The kind of engine you use to accelerate in tunnels with the windows (or helmet visor) open…

Obviously, the Tuono is not a beginner’s bike. Not that it is difficult to drive, but it has an ability to narrow landscapes and bring together horizons that require a real captain on board … Electronic aids make it possible to smooth out one’s character, even if they are needed. use wisely. There is also the question of where to exploit such potential, assuming that even a guy as Zen as the Dalai Lama would surely have a hard time respecting the speed limits on his handlebars. So you, poor mortal, don’t expect to get a platinum Perrichon or any other road safety award..

The Tuono V4 RR is therefore intended for experienced bikers looking for a generous machine. The Italian knows how to communicate adrenaline and endorphin in unlimited doses, without a prescription! And as his comfort has clearly improved, why deprive himself ?

Strong points

• Totally addictive motor character
• Sounds sick (or V8!)
• Electronic assistance welcome
• Road / track versatility
• Fire performance
• Almost okay comfort

Weak points

• Should come with 2000 license points (or even 3000)
• High consumption
• Menus / help interface not very intuitive
• Anti-dribble clutch + shifter: jerk in the transmission in quiet use
• Stability sometimes compromised during small roads investigated at a sporting pace

Aprilia Tuono 1100 technical sheet

Test conditions

• Itinerary: more than 1000 kilometers with a week of use in Paris, plus a short trip in the Vexin, plus a return trip by motorway to Magny-Cours, plus 5 sessions on the F1 circuit, including 3 at night. In short, starter, main course & dessert: a complete test !
• Motorcycle mileage: 6500 km
• Problem encountered: a mobile cash register from the Tresor Public stashed (under a blue tarpaulin, hello vice!) On the edge of the A13 just before Montigny le Bretonneux (78).

The competition: BMW S1000 R, Ducati Monster 1200 R, KTM 1290 Super Duke R, Triumph Speed ​​Triple R, Yamaha MT-10.

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