Top test: Aprilia Tuono V4 R APRC
Italian naked bike with a lot of steam
In Noale they did it again. Have the grumpy genetic makeup of the thoroughbred athlete Aprilia RSV4 packed almost one to one in the naked Tuono. The result: a naked bike thunderstorm that has washed itself.
From a metrological point of view, it’s a few centimeters, but it feels like a world.
Flashback: It wasn’t long ago that there would be a motorcycle like the Aprilia Tuono V4 R remains a pious wish in view of the extreme key data. Just like back then, when many dreamed of a bare ZX-10R with high handlebars and were instead operated with the xtroverted Z 1000, but basically its crankcase. It was said at the time that there was no other way to implement this, a motorcycle with the performance of a ZX-10R and such a low weight would be practical with a wide, high handlebar for reasons of dynamic wheel load distribution (in good German: the permanent tendency towards unicycle acrobatics) and stability not mobile.
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Top test: Aprilia Tuono V4 R APRC
Italian naked bike with a lot of steam
Aprilia Tuono V4 R APRC cockpit.
Tuono V4 R, with a full tank of 212 kilograms, just as light as its racing sister RSV4, with a rated output of 167 hp almost as powerful. Can that go well? After all, Aprilia has experience with such radical concepts. Even the old Tuono was conditioned in a similar way. Granted, with the relative "tame" V2, which developed just 133 hp in its last expansion stage and was on board for comparison, was not a risk.
And another decisive difference: Compared to its predecessor, in which the metamorphosis from thoroughbred athlete to street fighter took place without any more in-depth interventions, Noale invested a lot of fine work in the Tuono V4. An example of this: the frame-mounted cladding, which not only has to integrate the inlet ducts of the Ram-Air, but also provides additional pressure on the front wheel at high speeds. "Without that", says Tuono project manager Marco Zuliani, "we would have had to artificially cut the power in sixth gear because it would have been critical in terms of driving stability." As it is, however, the V4 is allowed to play freely, has only been cultivated and trimmed for pulling power with tamer control times, intake snorkels that are 20 millimeters longer, a little more flywheel mass on the crankshaft and the reduced maximum speed (from 12500 to 11500 rpm). All in the service of an even more spontaneous start, to which the first three gears, which are shorter than the RSV4, should also contribute. And while we’re on the changes: The engine is half a centimeter lower in the frame, the wheelbase is 25 millimeters longer, the steering head is 0.5 degrees flatter and ten millimeters further forward, the pivot point is five millimeters lower.
Standard in the high-end league: the exhaust flap, which in the Tuono is controlled depending on the speed.
And? Do you feel that? Of course, not as immediately as the notches, which are twelve millimeters lower, and the high, wide handlebars, which noticeably relax the sitting position in civilian life. But you already suspect when starting the engine, with the robust thud from the attractive silencer, that something huge is brewing there. Then the first few meters and the certainty: This is not a mild breeze, but a full-blown thunderstorm. Not a number for procrastinators and misgivings, but a stress test even for those who think they are up to scratch.
What follows is certainly one of the most ultimate experiences that series motorcycle construction on public roads has to offer. It begins at the latest when the V4 is up to operating temperature, the throttle valves are set to pull-through and the engine revs up to the 10,000 mark. Zack, zack – the gears are quilted at lightning speed thanks to the automatic gearshift, the Tuono fires towards the next corner with great grip on the 190 rear wheel (Pirelli Diablo Corsa), the front wheel becomes light and lighter with increasing speed, the V4 thunders its own typical firing order due to the now wide open exhaust flap. It all happens in fast motion, so that the next corner comes much faster than expected. So drop anchor, and do it properly. But be careful! Anyone who opts for anti-lock braking in view of the sensor on the front wheel is completely wrong – and soon on the nose, because Aprilia ordered the entire northern Italian team of driver assistance experts to the corner exit. At least that’s what the concentrated electronics pool suggests, which strives for controlled adhesion in the acceleration phase. ATC (Aprilia Traction Control), AWC (Aprilia Wheelie Control) and AQS (Aprilia Quick Shift) are available to guide the gross motor skills with the concentrated power in orderly ways. The Aprilia technicians even thought about the most effective traffic light sprint (Aprilia Launch Control) – and forgot about mundane things like ABS.
Jokes aside: Of course, with such a light and powerful motorcycle that has at least as sensitive a dynamic wheel load distribution when braking hard as it is during the acceleration phase, a high-quality ABS with functioning rollover detection would be worth its weight in gold. We are working on it, can be heard from Noale. And then I will succeed with the best system of all.
In almost every other respect, however, potential Tuono customers are excellently served. This applies not only to the traction control, which can be easily adjusted in eight stages on the left handlebar end and controls sensitively (which is seldom necessary on good country roads, more often on poor terrain), but above all, which are the primary virtues for a streetfighter of this type concerns. Right at the forefront: the breathtaking handling, which, in combination with the razor-sharp feedback (shock absorber and fork are supplied by Sachs) and absolute neutrality down to the deepest lean angles, ensures a cornering experience in a class of its own. The driver is helped by the front-oriented seating position as well as the slightly front-heavy weight distribution (51 to 49 percent). Most of all, however, the ideal dimensions of the compact 65-degree V4 help, which in terms of installation position and center of gravity is probably the optimum of what can be achieved with a four-cylinder.
However – and this should not go unmentioned at this point – you at least pay its price for the corresponding output. Not only at the petrol pump, where the Tuono moves with 6.6 liters (driven in S-injection mode suitable for country roads) at the upper edge of the boozer scale, but also when setting up the suspension. The undeniable hardness of the shock absorber fits the radical design, but is mainly due to the high engine power. Imagine if the Tuono would really pull it into the spring with courageous use of performance. Then the front wheel would hardly be able to be kept on the ground and the Sachs steering damper, which is definitely noticeable when driving around town, would have a lot more to do than already.
A slightly more precise engine response (the V4 only accepts gas with a slight delay, even in the Tuono expansion stage) would, however, have no disadvantages and would make handling the Tuono V4 R especially in tricky situations (for example on the rear wheel ) facilitate. Together with a correspondingly progressive ABS, that would be a big step towards a performance that is very difficult to top.
Those who do a lot need a lot of cooling: the Tuono cladding cleverly camouflages the huge honeycombs.
The inspiring V4 is a pound to grow with. Aprilia would therefore do well to work on the weaknesses and emphasize the strengths. The running smoothness has become significantly better as part of the Tuono adaptation, while there is still room for improvement in terms of the response behavior. The same applies to the starting behavior. After cold nights it is reluctant to accelerate, and when it is warm it starts poorly. Nevertheless: the V4 is a fascinating drive.
A naked bike that is at the super sports level in terms of points: this fact alone says how the Tuono is knitted. Whether handiness, steering behavior or feedback – the Aprilia is top everywhere. Even the straight-line stability is beyond any doubt, the limiting factor is the driver hanging helplessly in the wind. It is obvious that suspension comfort cannot be far behind with such an alignment. That would be a little too much to ask.
In this regard, there are tall nudes who are better placed. The pillion passenger does not have an acceptable opportunity to stop, which is particularly tragic given the driving dynamics offered. The front panel does not provide much wind protection, but prevents annoying turbulence quite effectively, and the luggage storage is insufficient due to the lack of hooks. The range is also not far off.
That’s unbelievable: At least the Tuono in the recommended APRC version (1200 euros extra), which is subject to a surcharge, is packed with electronics – and has no ABS on board. The braking effect and dosage, on the other hand, are impeccable and the erection torque is low.
The consumption of the V4 is still high, but not as exorbitant as in the first RSV4 versions. Nevertheless, the same applies to the costs: You could also drive super sports cars there.
|Max points||Aprilia||Overall rating||1000||660|
In its full electronic regalia, the Tuono V4 R APRC is no price-performance wonder. Nonetheless, she is doing well considering the number of points.
Chapeau, that’s a premium. Aprilia put a lot of effort into transforming the Tuono V4 R from a super sports car into a radical naked bike. And this effort has paid off. It should be clear, however, that it was not built for a leisurely Sunday vacation, nor for a vacation tour for two. The Tuono Racer stayed deep inside. And that’s good!
Performance diagram: performance at the crankshaft.
Water-cooled four-cylinder, four-stroke 65-degree V-engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 48 mm, regulated catalytic converter, 450 W alternator, 12 V / 9 battery Ah, mechanically operated multi-disc oil bath clutch, (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 42:16.
Bore x stroke 78.0 x 52.3 mm
Displacement 1000 cc
Compression ratio 13.0: 1
rated capacity 123.0 kW (167 hp) at 11500 rpm
Max. Torque 112 Nm at 9500 rpm
Bridge frame made of aluminum, up-side-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston -Fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed caliper.
Forged aluminum wheels 3.50 x 17; 6.00 x 17
120/70 tires ZR 17; 190/55 ZR 17
Tires in the test Pirelli Diablo Rosso Corsa
Dimensions + weights
Wheelbase 1445 mm, steering head angle 63.0 degrees, caster 107 mm, spring travel f / h 120/130 mm, permissible total weight 401 kg, tank capacity / reserve 17.0 / 3.6 liters.
Service intervals 10000 km
Oil and filter change every 10000 km / 4.0 liters
Engine oil SAE 5W40
Telescopic fork oil SAE 0W
Spark plugs NGK-R CR9EKB
Idle speed 1500 ± 100 / min
front / rear (pillion passenger)2.3 / 2.5 (2.5 / 2.8) bar
guarantee two years
Colours Yellow, black, gray
Performance on the rear wheel
The matter is clear at the crankshaft. From around 8500 rpm the new V4 outperforms the old V2 and pulls away unassailable. Just as clear: Until then, the V2 has advantages, starts in the lower speed range with more momentum and shows a clear torque advantage in the medium speed range.
So much for the crankshaft power. On the other hand, if you look at the rear wheel, you can clearly see what is omnipresent when driving. The old Tuono has taken over gear ratios and secondary ratios one to one from the RSV 1000 and is thus translated far too long. Also significantly longer than the much stronger Tuono V4 R, the first three gears of which have even been specially adapted to the new area of application. Result: Measured in the last gear (but also in the lower gears), there is noticeably less power available on the rear wheel (see diagram), even in the country road relevant range beyond 60 km / h. This fact is also noticeably reflected in the subjective perception. The new Tuono looks much more spirited.
During the brake test, the new Tuono overtook the fate of all super sports cars. The four-piston calipers bite hard and easily controllable, the deceleration increases steeply – to the point where the rear wheel cannot be held on the ground due to the dynamic wheel load distribution and the rollover threatens. The result: a manageable 9.7 m / s2 and a braking distance of 39.8 meters.
Top speed 270 (255) km / h
Motorcycle measurement 260 km / h
0-100 km / h 3.2 (3.5) sec
0-140 km / h 4.9 (5.4) sec
0-200 km / h 8.7 (10.0) sec
60-100 km / h 3.8 (4.6) sec
100-140 km / h 3.7 (4.7) sec
140-180 km / h 3.8 (6.0) sec
Effective (display 50/100) 47/97 (49/95) km / h
Display red area 12500 (11500) / min
Effective 12400 (11000) / min
at 130 km / h 6.6 (5.5) l / 100 km
Country road 6.2 (5.4) l / 100 km
Theor. Range of highway 274 (333) km
Fuel type super
Dimensions + weights
L / W / H 2060/940/1170 (2045/860/1220) mm
Seat height 820 (840) mm
Handlebar height 960 (1030) mm
Turning circle 6800 (6840) mm
Weight with a full tank 212 (215) kg
Payload 189 (185) kg
Wheel load distribution f / h 50/50 (49/51)%
Tuono Old versus Tuono New
Matters of opinion: The new Tuono looks more delicate from all perspectives. Above all, the voluminous exhaust system dominates the appearance of the old Tuono.
Even if Aprilia’s direction has not fundamentally changed: The new Tuono V4 R, in contrast to its V2 predecessor, is a real thunderstorm. But not because she carries the pure athletic teaching unfiltered into the naked bike area. But because its basis, the RSV4, is a completely different caliber than the old Mille.
This is mainly due to the engine. The Rotax-V2 is a brave representative of its class, but it shines more through its reliability than through its smooth running culture and pure performance. 133 test bench horsepower: In times when the bored 1200 twin-cylinders from Ducati and KTM deliver over 170 horsepower and a Ducati Multistrada presses more than 150 horsepower onto the dynamometer roll, that’s not exactly record breaking. Just for comparison: The new Aprilia-V4 delivers this performance almost incidentally in rain mode.
For the fact that Tuono old against Tuono new seems almost lethargic, however, an entirely different fact is far more responsible. It is the very long secondary transmission that makes the V2 Tuono fall into the phlegm in direct comparison (see measured values, performance curves and gait diagrams on page 20). It is always traveling at the same speed at a significantly lower speed. This is good for consumption and noise development, but bad for the temperament.
The same also applies, to a lesser extent, to the landing gear side. Even the old Tuono is handy, neutral, well balanced, and provides decent feedback. The new one, however, can do all this noticeably better. Regardless of whether you are braking, bending or exiting a curve: Those who only ride the old Tuono are satisfied. If he switches to the new one, he is thrilled.
This even applies to the more front-wheel-oriented seating position. On the higher, altogether more powerful looking old Tuono, you sit 20 millimeters higher. The handlebar ends, however, are even 70 millimeters higher. The fact that it is still less relaxed is due to the high footrests and the resulting narrow knee angle. 445 millimeters clear height – it gets tight even for those with short legs.
Let the home track tremble with the Aprilia Tuono V4 R APRC
Used Aprilia Tuono V4 R APRC in Germany
Regardless of whether you want to contest bad weather fronts or just want to thunder around with the Aprilia Tuono V4 R APRC for fun, a look at the used motorcycle exchange is definitely worthwhile. There is Aprila Tuono V4RAPRC in good condition and very cheap to have: Used Aprilia Tuono V4 R APRC in Germany
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