Comparo Aprilia V4 on track

Menus

• Roadster or sports car? Which Aprilia V4 for the track ?
• A crazy V4 and very high-level electronic assistance, from € 14,849
• Discovery
• Motor
• Part-cycle
• Electronic
• Getting started
• Efficiency
• Conclusion

Roadster or sports car? Which Aprilia V4 for the track ?

A crazy V4 and very high-level electronic assistance, from € 14,849

So like that, Le Repaire breaks open doors? The best one to go on the track is necessarily the most successful sportswoman of the moment and that’s it. Buy the ultimate, for that there is MasterCard and then after you learn to put gas, you lower your head to look like a runner and voila. It’s as if you want to learn the accordion, it is better to tackle the repertoire of Yvette Horner than that of Remi Bricka, question of style.

So, the sportswoman is essential, here is the conclusion. Except, objection your honor, the Tuono is not just anything. It’s not calf slack or something just designed to be gendered. Historically, Aprilia was, with the Tuono, the first of the roadsters to be directly derived from a sports car, the RSV Mille of the time, at a time when the competition, composed mainly of Japanese roadsters, was made of old-generation sports car engine assemblies, installed in a frame of heating tubes and disguised under a "youthful" trim. Obviously, in terms of dynamic services, it was not the same thing.

La Tuono, throughout his long career, has sometimes been criticized for his physique, but never for his dynamic performances. The competition has also taken a long time to catch up: we think of the Ducati Monster S4RS, for example. It did it in terms of engine performance, chassis rigidity and suspension quality, but ergonomics and ground clearance, it could not compete with the Tuono. Today, only BMW with its pair of S1000R and S1000RR can compete.

Suddenly, doubt is allowed. Even more when we see that, for each of its models, roadsters or sports, Aprilia offers two versions. So here is the time for the real question: should we spend more? From what level of equipment do we start having fun? Will there be a beautiful fireworks display on July 14? Is the V4 better in 1000 or 1100? Does the Italian flag on the fairing make it go faster ?

To answer this battery of existential questions, Le Repaire went to ride on 3 models (the Tuono V4 RR 1100, the RSV4 RR and the RSV4 RF) on the Magny-Cours circuit, during the Aprilia Days masterfully organized by the Box 23 team.

Discovery

Here is therefore an almost complete comparison of the offer of the manufacturer of Noale, even if, to be completely exhaustive, we could have added the Tuono 1100 V4 Factory as well as the RSV4 RF RW, the one with its MotoGP style fins! Nevertheless: the good thing is that whatever the model, the standard version or more upscale, the appearance is already quite racy. I would even say that if you are not an Aprilologist it takes a trained eye to recognize them..

A hint: if the letter "A" appears roughly on the fairing sides, this is the standard version. If it is the name "Aprilia" which bars, in large letters, the sides of the tank and the fairing, then it is the top-of-the-range version. Easy, no ?

Anyway, we are from the access models on "ready to race" motorcycles, if not for the quality of the components, the brakes, the suspensions which are already adjustable, in short, the total.

And when we say the total, it is the total: on the "basic" versions (boudiou that this expression is overused, in this case ", we therefore have: Brembo monobloc M50 brakes controlled by a brake master cylinder radial and pinching 330mm discs, 4th generation APRC (with ABS cornering, advanced anti-wheeling, traction control), an up & down shifter, cruise control and even an adjustable pit limiter, we say to ourselves than the access version, it is already not bad. The whole being moreover controlled by a fairly intuitive interface (a joystick has appeared on the left stalk) and a new color TFT instrument panel (appeared since the 2017 vintages on these models), this is what allows us to affirm once again that they have the totality. each of the parameters are linked to each other according to the type of pre-selected setting. Onne.

When we see that some Japanese sports cars are not even screwed to offer aviation hoses on a machine sold a few thousand euros more than the 14 849 € requested by a standard Tuono V1 1100 RR, we quickly see which side is laughing at the customers…

In any case, you should know that the difference will not be made here: standard or high-end, the Tuono and RSV4 have the same electronic package, with of course different settings depending on whether it is the sport or the roadster.

Motor

Same thing here: standard or top of the range, it’s the same engine. Sporty and roadster don’t quite share the same block, however. That of the Tuono cube 1077 cm3 and outputs an already respectable power of 175 horsepower at 11,000 rpm, along with a torque of 120 Nm at 9,000 rpm. A little more sophisticated (it has 8 injectors instead of 4), that of the RSV4 comes out 201 horsepower at 13,000 rpm and 115 Nm at 10,500 rpm. The range of use therefore seems shifted upwards, but the generosity of the V4, its liveliness, its sound and its character mean that we do not have the impression, when going from the roadster to the sports car, to pass on a sharper engine that is more difficult to use.

Part-cycle

Between the two machines: 5 kilos apart (180 dry for the RSV4, 185 for the Tuono). And there, be careful, it gets complicated. Because we know that the high-end versions have an upgraded chassis compared to the standard models. Yes, but not in the same proportions. Concretely: just like the RSV4 RF, the Tuono Factory differs from its more commoner little sister by Ohlins suspension elements instead of the Sachs. Yes, but beware of subtlety: at the front, it is the NIX 30 fork in the case, but at the rear, only the RSV4 RF is entitled to an Ohlins TTX 36, the Tuono Factory having to be satisfied with a lower quality, albeit real, Ohlins item. Another subtlety, which is far from being once in action: the RSV4 RF is entitled to forged rims, while the Tuono Factory retains the cast rims, like its other girlfriends. And that changes a lot of things.

It should also be noted that they have the same tires, Pirelli Supercorsa, which however goes from 190/55 x 17 on the Tuono to 200/55 x 17 on the RSV4. Again, it changes some Japanese women mounted on soap tires.

Electronic

As we explained in the "discovery" part, the package is not only ultra complete, configurable at will, but it is also common to the four versions. Equality, again … That’s it, we’re at Jaques Martin, has everyone won? But no, don’t worry and read the following instead…

Getting started

Saddle height 825 mm on the Tuono and 840 mm on the RSV4. Fortunately, the saddle is not too wide and the tank (18.5 liters) is quite thin in its rear part. Although a little tilted forward, the driving position of the Tuono is less radical than that of the RSV4 (thank you to Le Repaire for having pushed this door open); on the other hand, despite the compactness of the motorcycles, the ergonomics are quite well calculated because a large size does not feel too curled up on it (less than on an R1, for example).

Understanding how the aids and the dashboard work takes a little time and you will have to devote yourself to it with real attention, because everything is individually configurable. And with 201 horsepower under your buttocks, a friend’s advice: do not screw up your level of traction control or anti-wheeling and be sure to select what is truly in line with your level and your ambition of the day, knowing that everything is disconnectable for champions lacking recognition. With the 175 horses of the Tuono, well, it’s simple: we have the same friend advice for you. Don’t thank us, we care about you (and then it makes clicks).

Then, a little anecdote worth its weight in Chaussee aux Moines® : we are going to do a little test, very short, but which already says a lot. First session with the Tuono RR. Cold tires and cold reporter, everything is fine, thank you. First lap, exit from the pits, delicate entry into Estoril, we straighten up and we put gas aiming for the exit, then we balance the mash to heat the rear tire while braking well supported and well in line in Adelaide will allow to start heating the front tire. The advantage is that you can weld the gas like a pig (that’s an expression) in the breaks that make up the fastest part of the circuit, even with cold tires and take the catwalk as the point of brake mark and watch how fast you are rolling. Result with the Tuono: 258 km / h. Not bad for a roadster. Downright impressive, even.

Next session. Same scenario, same exercise, this time with the RSV4 RR. Result: 280 km / h, it’s starting to get windy. Yes, there is the 26 horsepower difference, better aerodynamics, but not only. Explanations below.

Efficiency

In fact, the ideal is to start your own experiment by starting with the Tuono, then the RSV4 RR, then the RSV4 RF, in order to progress in the level of performance and to see if your own feelings and your own baggage are going. hand in hand with increasing performance and technology.

Having driven with the old version of the Tuono V4 1100 at Magny-Cours, during a night driving course, I quickly found my bearings. The first impression is twofold: between the big potato and the character of the V4, then the rigidity of the chassis, difficult not to have the banana from the first turns. The large handlebars help to position the bike in slow turns and you quickly forget that you are on a fairly versatile roadster (I have acquaintances who go on vacation in a Tuono V4) to concentrate on driving. Acceleration flush with the vibrators, braking on the angle, the Tuono balances its recital. So yes, by increasing the pace a little, we feel that the rear shock absorber sometimes has trouble passing power and that the electronics monitor the rear tire closely; with the large handlebars, it becomes a bit complicated at 260 km / h and with the more upright driving position, it sheds quite abruptly on the bump at the exit of the Adelaide bend. But this does not prevent the efficiency is real, that the pleasure is present and that the roadster can go to tease sports, in particular thanks to the quality of its front axle..

The RSV4 RR also knows a rear shock absorber which, when you increase the pace, causes a little movement; in saying this, however, we must consider the extraordinary potato of the V4 which really puts a strain on it and that this only happens when you are at full throttle, on the angle, out of tight bends: typically, this is only really felt at the exit of the "180", where you are at low speed with a lot of angle and where the challenge is to throw yourself into the next row with a speed that would spin the tehon to an X -Wing from Star Wars. There, obviously, things are moving. And for the rest, it’s high level, with an additional pleasure: the different gear ratio of the RSV4 allows you to enter the first with a determined gesture in the two big slow bends of the circuit, Adelaide and Château d’Eau and benefit from an additional engine brake with an anti-dribble clutch as transparent as a song of Carla Bruni, all in the backfire of the V4. Here, if the leather combarde did not hug my powerful body so closely, I think I would have the hairs standing on my arms and elsewhere.

You touch nirvana with RF. Already, in the pits, we sit on it and it sounds "klonk". Not a gram of hesitation, not a millimeter of dead racing. We tell ourselves that something is going to happen, but we do not yet imagine that we will have the revelation from the second corner. Because in fact, let’s open the dictionary here to superlatives: forged rims, it sends the divine apparitions to the rank of Carambar joke, forged rims, it is the grotto of Lourdes of the vibrator! The RF falls much faster on the angle, allows you to initiate turns later, but since it has even less attitude movements, it combines speed and precision. In short, the level of efficiency goes up a notch again but here we are on the really heavy which is perhaps not necessary for all the occasional participants of driving courses. But on the other hand, the difference is much more sensitive between an RSV4 RR and RF than between a GSX-R 1000R and a 1000RR, for example..

Conclusion

As we let guess at the beginning, obviously, the RSV4 RF is above the lot, by quality of its suspensions but also its forged rims which completely change the handling of the machine. But in the end, it is only justified if you are looking for the stopwatch or if you are already well advanced in your quest for motorcycling pleasure. Because what must be remembered is already the level of efficiency of the access versions (which roadster offers high-performance tires, Brembo M50s and cutting-edge electronics and fully configurable at less than 15,000 euros?). In all this, beyond the obvious, it is perhaps there, the revelation: for the price of a Japanese roadster equipped with a "which goes fast" pot, you have a roadster endowed with an unequaled potential of pistarde…

On the price side, we are therefore at € 14,849 for the Tuono RR and € 17,249 for the Factory. What to hesitate, then, between this one and an RSV4 RR (at 17,549 €), while the RSV4 RF is quite logically more expensive, at 21,049 €. Today Aprilia has the most complete range in this segment and if RF is the holy grail, the pleasure distilled by the less pretentious versions is already very high-end..

Strong points

• Incredible engine (power, character, sound)
• Complete electronic package and finely configurable
• Rigid frame
• Quality equipment
• Price / efficiency ratio (especially the Tuono RR)
• Driving pleasure & piloting

Weak points

• Some suspension movements on the standard versions

The technical sheet of Aprilia Tuono V4 RR

Aprilia RSV4 RR and RF technical sheets

Test conditions

• Itinerary: 7 sessions of 20 minutes at Magny-Cours, alternating between motorcycles…
• Motorcycle mileage: – km
• Problem encountered: the track, what happiness !

The competition: BMW S1000R & S1000RR…

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