Top test Aprilia Tuono 1000 R

Top test Aprilia Tuono 1000 R
Jahn

Top test Aprilia Tuono 1000 R

Everything stays different

The Tuono is not just a naked bike. It’s a super sports naked bike. She always was. But the current RSV 1000 R now serves as the basis. So no stone was left unturned compared to its predecessor.

It’s stronger, wilder, sharper. More aggressive yet easier to drive. In short: She is more Tuono than ever. «Pithy slogans with which the press release describes the character of Aprilia’s Streetfighter. Sure, rattling is part of the craft, a little show is a must. First and foremost, however, the Tuono is Aprilia’s commitment to V2. Because that should? this good news first? will remain the core of the model range.
More aggressive, yes, that is what the Tuono likes to say when it is stationary. Outwardly, they are worlds apart from the somewhat chubby predecessor with the fat muffler. Its base, the current RSV 1000 R, gives it not only the flat tank but also the crisp rear with LED rear light. As befits a street fighter, that boldly raises it a little steeper than the Mille. To match this, the designers modeled a tight handlebar cover around her nose. Not just a capped mille top. Rather, it is independent, angular, with a grim, lustful look from two closely spaced spotlights. Underneath is a greedy ram-air throat, here without the flap known from the superbike for narrowing the intake cross-section at low speeds.
But also so promises A.prilia 133 hp. More than enough to stir up the competition. In terms of pressure from the lower revs, however, the Tuono has so far been a little lacking. The focus of the criticism was a pronounced hang at 6000 rpm with the old engine, which had not completely disappeared in the renovated V2 of the RSV 1000 R. A special mapping, 25 millimeter longer intake funnel and the slim two-in-two exhaust system should help the V2, which is garnished with magnesium lids for the clutch and cylinder heads, to be scribed in a befitting manner.
Ignition on, short second, until the electronics have finished the self-diagnosis, then the Tuono responds to the pressure on the starter with a full, voluminous thud. The clutch still demands firm grip. And the gear changes are a bit bony, but take place with relatively short distances and sit safely. Otherwise there is little to criticize about the manners of the Tuono.
Thanks to two balancer shafts, the pilot is practically unaffected by rough vibrations. And if the first Tuono models bumped their way up out of the speed basement with their shirt sleeves, you can now drop the speed to 2000 rpm in hairpin bends and then accelerate out with a gentle pull on the gas. Gone are the days when such maneuvers could only be mastered with a rough jerk and grip on the clutch. Only the wide 190 tires on the rear rim and the steering damper leave the Aprilia
a bit unwieldy in tight bends-
ken. Even the rough load changes are
Passé, the throttle response takes place
much smoother.
However, even in its youngest form, the Tuono does not offer spontaneous, explosive acceleration from the deepest positions and powerful draft. The long final translation
only exacerbates this impression. During the pull-through test, she would even get the red lantern from the four-cylinder 600 Supersport barrel organs. Despite an almost exemplary uniform performance curve. Because the sink at 6000 rpm, the technicians almost completely filled up with power.
But only then does the V2 pop the corks. And then right. Smashes his passion for turning with fervor
out into the world and converts its small oscillating masses into sparkling revving pleasure. A real sports engine that is really fun when you turn it on. However, take a strong sip to your chest. Even on moderate country roads, he allows himself a hefty 5.9 liters of super. After all, the high octane is burned within the Euro 3 limits.
So you can at least with a pure environmental conscience on the house route
romp. There the Tuono is in its element. If the Dunlop D 208 RR is up to temperature, it stabs the targeted one accurately
Line in the corners. Turning in is easy thanks to the wide aluminum handlebar. Grip and ground clearance allow slopes beyond good and bad. Righting moment when braking? Negligible. The curve closes? No problem, the Tuono shakes course corrections off the wrist. On the circular track in the top test course, on the other hand, she asked for a strong steering impulse in an extreme lean angle in order to stay on course, which is probably due to the fat 190 rear tire.
Until the balance in the chassis is correct, some adjustment work is necessary, as the fully adjustable upside-down fork, borrowed from the Mille, is quite tight-
is tuned. The shock absorber, which can only be adjusted in preload and rebound, is a little softer and has a soft spring. So take out some compression at the front, pretension the spring more? the right hook wrench is unfortunately not included in the on-board tool kit ??, the Aprilia is already whipping through tricky curve combinations in no time at all and pops with impressive stability through fast arcs. Defies short, hard bumps as well as long, deep bumps and stays firmly on course.
Anyone who demands maximum feedback from the front wheel when performing such sporting activities should get as close to the handlebars as possible when doing curve dancing. Although three kilograms lighter than its predecessor at 212 kilograms, the Tuono has retained its slightly rear-heavy weight distribution. And with the rider sitting upright, this shifts even more towards the rear wheel. So get to the tank, grab the handlebars, bend them and take them through the bends with smack. Child’s play.
And the fun continues when you brake. The horsefly cocktail that Aprilia mixed is strong stuff. Class can be dosed with little hand strength and with stature-
blessed with a good bite, the radial
screwed Brembo calipers can also cope with the racetrack. For such excursions with the Tuono, Aprilia has stored a mapping on the injection computer, suitable for open racing exhaust systems.
Until now, the radial brake calipers were reserved for the Edel-Tuono Factory. An example of the quality with which Aprilia sends the new one into the race. Would you like more examples? The artfully shaped banana swing arm, the cleanly welded stainless steel exhaust system, the beautifully milled aluminum handlebar bracket or the clear multifunctional display. Two trip counters ?? Can be operated conveniently at the push of a button on the handlebars, diagnostic system, stop watch, shift light, everything on board up to
towards setting the brightness of the display lighting. Only the filigree ten-spoke rims make self-confident on forged rims, but are cast. Because it is lighter than the previous bikes, it doesn’t matter because they are handy-
promote fun with Tuono. And finally: a little show is a must.

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Top test Aprilia Tuono 1000 R

Top test Aprilia Tuono 1000 R
Everything stays different

Was there anything else?

plus
Steering damper

Take-up rollers for assembly stands
on the swing arm

Eccentric adjustment for foot lever

Luggage hook on passenger pegs and under
the hump

Closed interior lining on the
Cusp underside

Pillion seat pad with integrated handles
minus
Coupling requires a lot of hand strength

View somewhat restricted in the rear-view mirrors

Small distance between the seat and the driver-
footrests cause uncomfortable knee angles
Suspension settings
Fork: rebound 1.5 turns of 2.5
Turns on. Pressure level 1.5 from 2.25
Revolutions. Spring base 5 rings visible

Strut: Rebound 22 from 44 clicks on, spring base 21 millimeter thread length visible

MOTORCYCLE measurements

Performance
Top speed * 253 km / h

acceleration
0 100 km / h 3.4 sec
0 ?? 140 km / h 5.3 sec
0 200 km / h 10.3 sec

Draft
60 ?? 100 km / h 4.8 sec
100 ?? 140 km / h 4.7 sec
140 180 km / h 5.5 sec

Speedometer deviation
Effective (display 50/100) 48/95 km / h

Consumption in the test
at 130 km / h 6.1 l / 100 km
Country road 5.9 l / 100 km
Theor. Range 305 km
Fuel type super

mass and weight
L / W / H 2050/850/1240 mm
Seat height 820 mm
Handlebar height 1030 mm
Turning circle 6840 mm
Weight with a full tank 212 kg
Payload 188 kg
Wheel load distribution v / h 49/51%

Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 38.0 meters
Average deceleration 10.2 m / s²
Comments: Due to the rear-heavy design, a very good braking delay is possible. Thanks to the excellent controllability, the Tuono decelerates constantly and stably over the entire measurement.

Handling course I (fast slalom)
Lap time 20.4 sec
vmax at the measuring point 108.2 km / h

Comments: The Tuono zips through the slalom course with surprising ease and can be circled around the narrow turning point precisely and without rough load changes.

Handling course II (slow slalom)
Lap time 28.4 sec
vmax at the measuring point 56.0 km / h

Comments: The Aprilia masters this discipline in a stable manner and with good steering precision, but lacks clear feedback from the front wheel when it comes to sharp turns.

Orbit ø 46 meters
Lap time 10.2 sec
vmax at the measuring point 55.1 km / h

Remarks: The Aprilia bangs around the top in an impressive inclination and with perfect incline freedom. However, it needs a strong steering impulse and has to be forced into the tight line with force.

Technical specifications

Engine: water-cooled two-cylinder, four-stroke, 60-degree V-engine, transverse crankshaft, two balance shafts, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, ø 57 mm, regulated catalytic converter , Alternator 500 W, battery 12 V / 10 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 40:16.
Bore x stroke 97.0 x 67.5 mm
Displacement 998 cm3
Compression ratio 11.8: 1
rated capacity
98 kW (133 hp) at 9500 rpm
Max. Torque 102 Nm at 8750 rpm
Pollutant values ​​(homologation) in g / km
CO 1.322 / HC 0.180 / NOx 0.063

Chassis: bridge frame made of aluminum-
minium, upside-down fork, ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, ø 320 mm, four-piston fixed calipers, disc brake at the rear, ø 220 mm , Two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Dunlop D 208 RR tires tested

Dimensions and weights: wheelbase 1410 mm, steering head angle 65 degrees, caster 104 mm, spring travel f / h 120/133 mm, permissible total weight 400 kg, tank capacity / reserve 18.0 / 4.0 liters.
Service data
Service intervals every 10000 km
Oil and filter change every 10,000 km / 3.9 liters
Engine oil SAE 15W50 l
Fork oil SAE 10
Spark plugs NGK R DCPR9E
Idle speed 1250 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.3 / 2.5 (2.5 / 2.8) bar

Two year guarantee
Colors red, black, silver
Price including additional costs 11290 euros

Conclusion

Nimble, manoeuvrable, excellently processed, blessed with splendid brakes and a chassis suitable for the race track, the Tuono is a great stimulant for the country road hunt. It is still not a torque bull, but the sagging in
the middle largely ironed out. And the tingling joy of revving, always
the strength of the Tuono remains unchanged.

Scoring: engine

Even in the current version, pulling through is still not the Tuono’s favorite discipline. Thanks to the more powerful engine and the new set-up, the dent is in
the performance curve practically ironed smooth. And also the torque-
ment process is now much more harmonious. But the far too long secondary transmission prevents better torque values.

Scoring: chassis

The chocolate side of the Tuono. The chassis, derived from the Superbike RSV 1000 R, has practically no real weakness. Stable, precise, handy; its use on the road can’t really embarrass it.

Scoring: Security

The Tuono stoppers deserve top marks. During the test
the Brembos noticeably increased their effectiveness and controllability. The tightly coordinated fork doesn’t bend its knees even when you brake hard and, together with the high weight on the rear wheel, ensures excellent braking stability. This enables delays that make some super athletes pale with envy.

Scoring: everyday life

Even if the Tuono engine is not a food lover, the 18 liter tank enables acceptable ranges. In contrast, the possible payload is relatively low.

Scoring: comfort

A passenger has little to laugh about. Despite the generous amount of space,
the passenger pegs are simply too high. The same applies to the pilot. Low seat height and high notches require a narrow knee angle.

Scoring: costs / environment

With an average of 5.9 liters on the country road, the Tuono allows itself a good swig from the bottle. In return, the extremely low maintenance costs relieve the strained budget again. At 11,290 euros, however, it is not a special offer. Beauty has its price.

Offers for the Aprilia Tuono 1000 R

Used Aprilia Tuono 1000 R in Germany

The Aprilia RSV 1000 Tuono R is cult and has already assumed a special position among sports naked bikes. Everyone who is in the mood for a runabout home track should take a look at the used motorcycle exchange. There are Aprilias "Tuna" cheap and in good condition: used Aprilia Tuono 1000 R in Germany

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