Roadster – 2014 Aprilia Tuono V4R ABS test: strong head! – The engine of sensations

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2014 Aprilia Tuono V4R ABS review: strong head !

Roadster - 2014 Aprilia Tuono V4R ABS test: strong head! - The engine of sensations

Absent from our 2014 maxi-roadsters comparison, the Aprilia Tuono V4R ABS could have stood up to the BMW S1000R, KTM Superduke R, Ducati Monster 1200 and Kawasaki Z1000. Especially in its latest version significantly improved but hardly less exclusive. Test.

The engine of sensations

The soul of a sporty roadster is above all its engine. Preferably expressive, it should offer a solid swig of torque over a wide rev range and a big dose of raw power at the top of the tachometer. As on the previous model, this explosive cocktail is served on a tray by the Tuono V4R ABS 2014 !

Even in the French version (ie cut off by some 64 of its 170 hp available in Full), the 4-cylinder V has no difficulty in catapulting (this is the most appropriate term!) The 185 kg dry announced from Aprilia. Capable of resuming under 2000 rpm on the first three reports, it offers an availability that the twin cylinder of the Monster 1200 and especially that of the 1290 Superduke R cannot claim..

Less flexible nonetheless at very low revs than the in-line 4-cylinder of the S1000R and the Z1000, the Italian V4 expresses itself more comfortably as soon as the 3000 rpm mark is exceeded. The volume of its hoarse sound – incredibly deep and punctuated by backfiring when decelerating – then rises a notch, reaching a level which it is difficult to imagine that it could receive a favorable opinion on noise standards … !

With the increase in speed, the slight vibrations felt under the buttocks gain in intensity and are reflected to the handlebars when the tachometer reaches 5500 rpm (or 130 km / h in 6th gear). But at this point, in reality, the pilot is making fun of these few shudders because they are drowned in an avalanche of sensations caused by the block of the Tuono V4R! Vibrating V4? Maybe … Alive? Certainly !

As deprived of inertia, the 4-cylinder takes its turns at a staggering speed for an engine of this displacement, generating increasingly muscular accelerations up to 9000 rpm. Then, clamping requires, the thrust stagnates and decreases: impossible in these conditions to measure the real impact of the almost 3 additional horses announced by Aprilia…

In the French version, it is better to pass before 10,000 rpm to the next report without disengaging or cutting the throttle thanks to the shifter. In this way, we fall back into the "fat of the couple" and the slapping machine starts again for a turn! The operation is all the more enjoyable as the use of the shifter causes an explosion due to the ignition micro-cut generated to allow the upshift..

The whole thing covered by the diabolical sound of the V4, especially when the exhaust gases resonate against the asphalt in the curves on the right: one would swear that a MotoGP is trying to tempt the interior! With a ride-by-wire stroke – precise but sensitive, especially by opting for the "Track" engine mapping – the arms stretch out, the eyes widen and the heart beats: the Tuono V4R engine brightens up as if by magic everyday !

MotoGP chassis and electronics

On the other hand, the Aprilia V4 is the greedy type with an average consumption of 7.3 l / 100 km noted during this test, and peaks at almost 9 liters … That’s a lot for a modern motorcycle, as sensational as it is- she. On the other hand, its exhilarating soundtrack becomes deafening at constant speed on the fast track, where its protection and its Spartan saddle comfort are remembered to our bad memories….

Finally, this copiously filled engine requires experience not to be overwhelmed by its surges of power. In "Streetfighter" there is "fighter", or "fighter": therefore be ready to roll up your sleeves and get into the ring to dictate your law, even if the advanced electronics keep watch with a reactivity and a confusing efficiency.

Improved in 2014 to soften its various entries into action, the APRC is a real guardian angel who takes care in particular of regulating the pitch-ups and the loss of motor skills. Very sophisticated and perfectly developed, it can act on traction control while driving and without cutting the throttle, via "+ and -" commands installed under the left stalk.

This feature is very useful on the track but also on the road, since it is thus possible to vary its degree of intervention depending on the condition of the road, for example. On a dry and well-paved road, the excellent traction offered by the swingarm pad and the 190 mm wide Pirelli Diablo Rosso II practically do without its services..

Under these conditions, placing it on its second or third level (out of 8) is more than enough, especially since the racing chassis is undergoing phenomenal constraints without flinching. When approaching a more crumpled portion of the road or a bend that has remained wet, a pressure of the left thumb is enough to reinforce its action, without taking your eyes off the road..

As soon as the fifth notch is engaged, its effect becomes as noticeable as it is intrusive: thanks to inclinometer type sensors, the electronics adjust the engine power and above all the way it is delivered according to the angle taken. Full angle with traction control at a high level, the Aprilia accelerates very gradually and with relative slowness, its explosive and rapid way of taking turns being constrained by the electronics..

All this debauchery of electronics would of course be of little use on a motorcycle equipped with a perfectible cycle part: here this is not the case, since it is the base frame of the RSV4. Extremely easy to position, the bike turns in one block without having to force it and dives in curves like riveted on a rail. Entering a corner while standing on the brakes or exiting a bit optimistic on the throttle, the Aprilia tolerates everything … as long as it is piloted with authority and precision. !

In case of hesitation, its hyper rigid frame designed for the circuit will tire, even impress with its dry reactions. Same remark concerning its suspensions, of which the sporting rating does not tolerate the approximation any more than it is conciliatory on the bumps.

At the front especially, if the reactivity of the fork serves the cause of precision on billiards, its lack of progressiveness at the start of sinking encourages you to give up on bumpy asphalt … Fortunately, the powerful and easy braking dosage (including the rear element) allows you to slow down your ardor with your fingertips, even with the tip of a single finger, as the front 4-pistons manly bite the 320 mm discs !

The serial integration of a racing ABS developed by Bosch is all the more appreciable, especially since its action is also configurable (on 3 levels) and even deactivatable, so a priori likely to suit all tastes.

Verdict: extreme limit !

Even more efficient and sophisticated, the 2014 Tuono V4R ABS is at the top of its game and its exceptional V4 – because of its character – has a lot to do with it. At a time when some are advocating linear curves to promote control of power, Aprilia does not hear it that way and prefers to muzzle the excesses of its stormy V4 with efficient electronics, capable of bending to the least demand.

Needless to say that at MNC, we appreciate the approach, as it seems preferable to us to adjust or even deactivate a whole electronic "barda" to enjoy a living mechanism rather than being bored to death on a motorbike certainly super fast and ultra-efficient, but mechanically over-polished…

Ultimately, the Aprilia Tuono V4R inherits all the qualities expected of an undressed sportswoman on which a large handlebar has been grafted: perfect reading of the road, stability at high speed and engine efficiency. So many penalizing characteristics for the driving license…

But it also has its faults, like its (in) comfort in the saddle, its neglected practical aspects and its radical ergonomics, therefore tiring. Under these conditions, if it is certain that it would have appeared very well in our maxi-roadsters comparison, it is much less certain that it dethroned our winner, the KTM 1290 Superduke R, much less exclusive and more comfortable despite its advertised "bestial" positioning…

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