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• New versus old, 1100 versus 1000 cm³
• Bassy, ​​sparkling, unmistakable
• Aprilia Tuono V4 1100 RR with 15-tooth sprocket
• New Tuono cushions a little more effectively
• Aprilia Tuono V4 1100 RR swallows 6.5 liters
• Conclusion from the top test

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45 photos

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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It’s hard to resist. Very difficult.

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… Now the engine displacement, the more comfortably tuned suspension and a lot of work in detail have improved the naked bike in almost every respect.

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Emotionally, hardly any motorcycle could hold a candle to the previous Tuono …

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Competition: Triumph Speed ​​Triple.

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Competition: KTM 1290 Super Duke R.

BMW

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Competition: BMW S 1000 R.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Aprilia Tuono V4 1100 RR.

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Noticeable negatively: Tool for the tool: First with these
Allen key is used to access the on-board tool.

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Noticeable negatively: Straight valves should also give way to cranked counterparts in the financial upper class.

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Because of U-Turn: The wide frame front limits the steering angle early on. In everyday life this bothers you more often than you think.

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Division of labor: the left fork leg (photo) houses the hydraulic for the traction damping, the right one for the pressure damping.

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On a small scale: The swing arm, which is four millimeters longer at the end, is intended to improve traction.

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Finally without electronics: With the modified pads, the brake can be controlled more sensitively.

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And electronics again: the exhaust flap is operated by an electric motor via Bowden cables.

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Despite conventional throttle cables: The Tuono engine is controlled fully electronically (ride-by-wire).

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The thumb paddle (silver) adjusts the traction control, the “Mode” button everything else.

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Aprilia Tuono V4 1100 RR.

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Shift assistant: The pressure sensor (black plastic part) in the shift linkage interrupts the ignition when shifting up.

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Comparison: what is different? What is better? Is it worth the change? A 2014 model (black) helped to precisely assess the new Tuono.

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Noticeable negatively: A clutch lever that cannot be adjusted in reach should not be found in this price range.

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It was positively noticed: The height of the shift and brake lever can be adjusted using an eccentric. An elegant solution.

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A positive feature: an oil sight glass simplifies checking the oil level. Likeable, even if oil consumption is hardly an issue anymore.

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It was positively noticed: A transparent film protects the beautifully polished swingarm from ugly scratches.

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… Especially in the superbike, this promotes flexibility in the installation position.

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The 65-degree V4 is very compact …

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The Tuono delivers good deceleration values. However, taller drivers (over 1.80 meters) struggle with the tendency to stop in each of the three ABS modes.

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Aprilia Tuono V4 1100 RR.

Aprilia Tuono V4 1100 RR in the top test

New versus old, 1100 versus 1000 cm³

Whether as a two- or four-cylinder model, the engine of the Aprilia Tuono was characterized by a displacement of 1000 cc. With the new Aprilia Tuono V4 1100 RR that is over. Fans will thank you for that.

Let’s make it short: it’s done. 172 HP pushes the new one A.prilia Tuono V4 1100 RR on the role of the MOTORRAD dynamometer. That’s not only seven horses more than their 165 hp predecessor, but – significantly more important – just as many as the KTM 1290 Super Duke R, the most powerful of all power-naked bikes to date. Some people may be amused by the post-pubescent muscle games, but ultimately they are customary in the circle of potent naked bikes. There, the upgraded Italian wants to have a stronger say in the future. She could have done that before. With a design that can only be created in Italy and with its highly emotional V4 engine. But in the registration statistics, the racy Italian has only appeared in the ranks between 80 and 100 since her premiere year 2011. What was the reason? Too few dealers, a lack of confidence in the shelf life, the brand image that has recently been crumbling? Probably a mixture of everything.

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Aprilia Tuono V4 1100 RR in the top test
New versus old, 1100 versus 1000 cm³

Aprilia Tuono V4 1100 RR has her older sister in tow to show in direct comparison how well the hours in the gym and in the beauty salon have gone. On the engine side, a three millimeter larger bore lifts the displacement from 1000 to 1077 cm³, and each of the four connecting rods shed an impressive 100 grams. In terms of chassis, the tightest suspension elements with a shorter installation length and a suspension travel of 20 millimeters (front) or ten millimeters (rear) at the ride height, the swing arm was lengthened by four millimeters, the handlebar width was reduced by 16 millimeters and more aggressive brake pads were installed. Last but not least, the lamp mask received a revised look and is said to have starved 1.5 kilograms.

Bassy, ​​sparkling, unmistakable

But despite all the diets and strength cures: First of all, the softer, padded bench is noticeable. The new Aprilia Tuono V4 1100 RR is much more comfortable than the comparatively thin seating of the 2014 model. Only later will you notice that the more grippy cover fixes the driver and, above all, the passenger much better, and helps to relieve the muscles when accelerating and braking. Save energy. That too. This is definitely not the core topic of the two power axes. On the contrary. The two V4s seem to understand every gas application as an invitation to self-display. What a sound! Bassy, ​​sparkling, unmistakable. Nevertheless, it should be mentioned that the acoustic experience against the background of the noise discussion that is currently flaring up again with a little lower volume would certainly not be less enjoyable.

Even so, even the most impressive carpet of sound cannot distract the senses from the immediately noticeable difference between the two engines. Although the V4 of the 2014 Tuono pulls cleanly and calmly out of the corners, it always remains a little cautious in the lower rev range, only to burn off its fireworks from 7000 tours. Imposing enough to turn every nook and cranny into an exciting happening, if the re-engineered engine couldn’t do it much better. The increased propellant of the new Aprilia Tuono V4 1100 RR spreads its elbows almost from a standstill, and is at least ten percent higher than the 1000 unit in terms of power and torque. What the test bench diagram documents objectively has an even more spectacular effect subjectively. Especially in the practice-relevant lower and middle speed range, the new one rolls up its sleeves much more resolutely, hangs spontaneously and confidently on the gas and responds to the slightest turn of the right hand with full thrust. Thanks to optimized mappings, it also smooths out the load change impact at the curve apex, which was clearly noticeable on the previous model. It’s impressive what a few shot glasses more displacement and a few reprogrammed bits and bytes can do.

Naked bike

Aprilia Tuono V4 1100 RR in the driving report

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Aprilia Tuono V4 1100 RR in the PS driving report

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Aprilia Tuono V4 1100 RR with 15-tooth sprocket

However: Rifle help for a splendid appearance was also provided by reaching into the bag of tricks. After the Aprilia received a gearbox with a lower gear ratio in the first three gears during the last revision two years ago, the Italians chain the new Aprilia Tuono V4 1100 RR with a 15 instead of 16 tooth sprocket even shorter. A measure from which the Tuono profits consistently on the country road. Especially since the 1100 RR never conveys the feeling suggested by the Nakeds with inline four-cylinders that the gear ratio is too short in the last gear – even if it is now as short in the sixth gear as the 2014 model is in the fifth. The fact that it runs into the limiter at 255 km / h instead of the previous 272 km / h should probably only be of secondary importance in the wind-swept open-air seat of a naked bike.

The Aprilia Tuono V4 1100 RR snaps out of every curve as fresh as never before, can be stepped through the closer gears with the standard shift assistant without a clutch, and distances its sister with ease. What is surprising is that the Tuono, which is so electronically upgraded, does without the blipper, i.e. the downshifting without clutch supported by the on-board computer with double-declutching. Apart from that, the Tuono driver can rely on the sophisticated assistance systems as before. The response behavior and drag torque can be regulated using the Sport, Track and Race driving modes, and the traction and wheelie control can be coordinated independently using the menu. While the differences in drag torque are barely noticeable, the response behavior changes from tame in S mode to spontaneous in R tuning. What you like remains a matter of taste. And as far as the eight-step adjustable slip control and the three-stage wheelie control are concerned: Anyone who has experienced during a brisk ride how gently the electronics bring the rising front wheel back to the ground and how often the flickering light in the cockpit documents the work of the traction control, he will recognize that the still young technology increases safety and driving pleasure at the same time.

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Aprilia Tuono V4 1100 RR, Kawasaki Ninja H2 and BMW S 1000 XR in the comparison test

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New Tuono cushions a little more effectively

And as with the transmission ratio, the engineers continued the path towards more comfort that had already been taken in the latest revision with the chassis tuning. Although the combination of reduced compression damping (fork and shock absorber), increased oil level (fork) and more spring preload (shock absorber) seems unusual at first, the result is convincing. Supported by the aforementioned fluffy upholstered bench, the newly coordinated Sachs elements swallow the transverse grooves and manhole covers more effectively than those of the 2014 version. Especially since the fork, which works more progressively due to the smaller air chamber, also ensures noticeably lower pitching movements, especially on bumpy slopes.

And don’t worry: even the weaker damped Tuono has nothing to do with rocking. On the contrary. She also draws her line spotlessly on bumpy slopes and is a tad clearer and more precise than her sister. Which is certainly also due to the combination of the shortened fork, the 0.4 degree steeper steering angle and the increased load on the front wheel due to the slightly lower handlebars. Those who love quick lines will like geometry cosmetics. Less racy people will prefer the more upright and comfortable seating position on the 2014 Tuono.

Aprilia Tuono V4 1100 RR swallows 6.5 liters

There will be no discussion about the newly selected brake pads. Especially in the initial phase, the newbies bite harder and easier to dose than their counterparts from last year. Especially since the Aprilia men also added up for the extreme delay. With the latest Bosch pressure modulator (9 MP), the ABS of the 2015 Tuono regulates the brakes more sensitively than the 2014 edition. It is not surprising that the anti-lock device in the sleek Tuono, which can be adjusted in three stages, is basically sporty. With an impressive 10 m / s², it decelerates in the most aggressive setting (level 1) to the limit of what is feasible for a tall and short naked bike, but lifts its pretty rear vigorously. The braking performance in levels 2 and 3 is more nerve-friendly and still at the usual level for its class. However, only with smaller and lighter pilots. Taller riders (from 1.80 meters upwards) force the Aprilia Tuono V4 1100 RR to stop even at level 3 when the brakes are shocked. Not a good option in an emergency – even if the Aprilia is in this respect in the company of significantly less sporty machines (for example the Yamaha MT-07).

And while we’re at the complaint: The Aprilia Tuono V4 1100 RR makes a faux pas at the gas station. With 6.5 liters at a moderate country road speed and 7.1 liters at a constant 130 km / h on the motorway, the new one swallows hardly less fuel than its older relatives. The excessive drinking behavior is not up to date anyway. The 1100s are also not pecuniary. At 16,490 euros, the new one costs around a thousand more than its predecessor, which was already lavishly calculated last year and cost 15,500 euros. Those who can or want to afford it can add another 1,500 euros for the factory version (fork and shock absorber from Ohlins, 200 mm rear tire, rear fairing of the RSV4, elaborate paintwork).

Nonetheless, the direct comparison shows how targeted the Aprilia technicians have further developed the Tuono. The new Aprilia Tuono V4 1100 RR is superior to its predecessor in almost all areas, and in terms of comfort and pressure in the lower half of the engine speed it is even in a different league. That should be enough for a few places higher up in the registration statistics. Maybe even for a few dozen.

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The 65-degree V4 of the Tuono and the RSV4 are very compact.

"Same heart but different souls", Aprilia engineer Piero Soatti uses these words to describe the differences between the engines of superbikes and power-naked bikes. In fact, the majority of manufacturers use drives for their bare muskets that come from their respective Supersport sister models. Tamer control times, narrower intake ducts and a shorter gear ratio are tried and tested means of adapting the potent sports enthusiasts to their new environment. With these measures, the V-4 has also been domesticated for the Aprilia Tuono in recent years. But obviously the strands of development are now divided. While the power bump in the new Aprilia Tuono V4 1100 RR generates bumps in the lower speed range mainly through the increase in displacement to 1077 cm³, the displacement of the RSV4 remains unchanged at 999 cm³ – also because of the homologation for superbike racing.

In order to be able to keep up with the current explosion in performance in this segment, a lot of hands had to be put on the four-cylinder in the Sprilia RSV4. An impressive 600 grams of material were saved on the camshafts, and the intake and exhaust valves are now made of lightweight titanium. The upper half of the housing, which is 1.3 kilos lighter and has a more efficient ventilation system, is reserved for the superbike. Likewise the deeper, downwardly drawn oil pan, which is supposed to lower the oil level and thus the splash losses. The oil level can no longer be read in the previous sight glass, but must be checked with a dipstick (in yellow on the sketch). The Aprilia Tuono has never used a variable intake manifold length, as was previously standard on the RSV4. The latest MOTORRAD Superbike comparison test (issue 11/2015) proves that the effort was worth it. As part of this, the RSV4, which had previously measured 177 hp, put 203 hp on the dyno.

The Tuono driver need not be jealous. The additional displacement, the lighter connecting rods and the successful mapping were sufficient to tailor the drive even more precisely to the character of an undisguised country road wetter. And: after the revision, the now 172 hp Tuono propellant – on par with the KTM 1290 Super Duke R – advanced to become the most powerful engine in the power naked bike segment.

Conclusion from the top test

45 photos

Pictures: Aprilia Tuono V4 1100 RR in the top test

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