For 2021 Aprilia has produced two quite different versions of its hypernaked: the standard Tuono V4 and the Tuono V4 Factory, which we have on test. (Milagro/)
Leaving the historic pit lane at Misano World Circuit Marco Simoncelli, Aprilia’s new Tuono V4 Factory sounds stunning, its silencer blasting pulsating vibrations off the pit wall. Out onto the track on pre-heated Pirelli slicks (no need to warm them up), this naked bike is straight into it, accelerating hard to join the stunning racetrack.
Aprilia fitted Pirelli SC1 slicks (Pirelli Diablo Supercorsas are the standard fitment) and chose the perfect setting in the form of the very grippy Misano racetrack. (Milagro/)
The noise is lovely. This is accompanied by the smoothest of quickshifter changes I’ve experienced on a road bike. The gearbox feels like it’s seamless. The changes are quick, perfectly matched in rpm. This is sensational.
We have on test the more expensive, arguably more desirable, track-focused Factory version with Öhlins Smart EC 2.0 semi-active suspension. The bodywork is reduced in size and for 2021 gets built-in winglets. (Milagro/)
The fueling and throttle response, like the clutchless gear changes, are immaculate. For 2021, Aprilia has uprated the electronics with a new Magneti Marelli ECU. This is four times faster than the prior ECU, which results in possibly one of the most perfectly fueled bikes I’ve ever ridden—even in Race mode (one of six modes to choose from).
RELATED: 2021 Aprilia RSV4 Factory Review
The fueling and up-and-down shifts instantly boost rider trust and that all-important connection between rider, bike, and road—so much so that I can push hard from lap 2 on an unfamiliar bike and circuit.
We got lucky: fresh Pirelli slicks, the Misano MotoGP racetrack, and the perfect weather conditions to test Aprilia’s latest Tuono V4 Factory. (Milagro/)
Aprilia has been obliged to conform to tight Euro 5 emissions regulations, but unlike the RSV4 it hasn’t increased the Tuono’s engine capacity for 2021, staying instead at 1,077cc. Instead, Aprilia has managed to clean up the V-4 with a completely new and lighter exhaust system and revised fueling.
Peak power and torque remain the same at 175 bhp at 11,350 rpm and 89 pound-feet at 9,000 rpm, respectively. (Milagro/)
The new Tuono may only have 175 bhp—that’s significantly down on power to the Italian competition (Ducati and MV Agusta)—but that power is usable; you can utilize every last horsepower. It’s certainly fast, but it’s not overly intimidating, and the electronic rider aids (more later) are, like the fueling, outstanding and make the Tuono so usable. There is now an additional 300 rpm to play with.
The familiarly narrow 65-degree V-4 has been tickled, which has increased the maximum rpm by 300, from 12,500 rpm to 12,800 rpm, and according to Aprilia this gains an extra 3.1 mph in top speed. (Milagro/)
The anti-wheelie control is perfect, balancing the front wheel lift while still accelerating. I love the fact that the traction control can be adjusted on the move, even with the gas wide open. Additionally, unlike many other naked bikes, that small aerodynamic top fairing, now with built-in winglets, offers some wind protection.
Quoted peak power is comparable to the KTM 1290 Super Duke R and Triumph’s Speed Triple 1200 RS, but down compared to the Italian competition from Ducati and MV. (Milagro/)
I’m impressed by the engine and fueling, and it’s the same for the semi-active suspension and handling. I stayed with the recommended A1 settings (a track preset, etc.), which for my style and weight were faultless. Nothing appears to unsettle or worry the new Tuono; it makes life in the fast lane ridiculously straightforward.
The handling boosts trust and is so assured it always feels like you have time in hand. Everything is controlled. You’re not freaking out, it doesn’t feel like you are rushing or in a fight with physics—and is considerably less physical than some of the competition.
RELATED: 2021 Aprilia RSV4 MC Commute Review
Midcorner, the slicks and Misano’s MotoGP-spec surface meant grip was never an issue. The new fairing, with those built-in winglets, is designed to improve high-speed stability by increasing downforce and so stopping the front lifting and the rear sitting. In the A1 setup, I had the very slightest of bar movement at the top of fifth gear, but it was almost nothing.
Away from the track, cruise control comes as standard and the new and clear 5-inch TFT dash is informative and easy to navigate. The three road-orientated riding modes—Tour, Sport, and User (a personalized mode)—change the power characteristics, rider aids, and the support and actuation of the semi-active suspension.
Aprilia has uprated the electronics with a new Magneti Marelli ECU. This is four times faster than the previous ECU. (Milagro/)
If you want something more “sensible,” don’t forget the standard Tuono model, which has conventional suspension and more road-focused ergonomics for both rider and pillion, but with the same engine performance and new technology.
Although the M50 Brembo calipers and other mechanical components of the brakes have continued for 2021, the algorithms and calculations activating the system are quicker—the ABS is more vigilant. Also new is the Aprilia Engine Brake (AEB), which adjusts the engine-braking and is now independent of the selected engine maps.
Unlike other naked bikes, that small aerodynamic top fairing, now with built-in winglets, offers some wind protection. (Milagro/)
The Magneti Marelli ECU is key to the advanced rider aids as it is now able to operate four times faster than the former ECU. This is linked to the six-axis IMU, which also takes information from various sensors around the bike.
You can change the electronic suspension, compensate for the rider’s weight and conditions, or even revert to the manual modes without semi-active assistance. (Milagro/)
There are six riding modes—three for the track and three for the road—which link to the rider aids and act accordingly to set the semi-active Öhlins suspension.
Even though Misano’s very fast turn 11 is taken in fifth gear and with lots of lean, the Tuono felt balanced and accurate. (Milagro/)
ATC (Aprilia Traction Control) has eight levels and can be changed on the move, even while accelerating. Additionally, there is AWC (Aprilia Wheelie Control), which has five levels and, like the TC, can be changed while on the gas, which not only shaves lap times but makes the bike easier and more fun to ride. There are three different engine maps (AEM), those three engine-braking levels (AEB), and, as before, three settings for Aprilia Launch Control (ALC). Aprilia Pit Limiter (APL) can be used as a pit lane limiter or, on the road, to help you comply with specific speed limits. And let’s not forget Aprilia Cruise Control (ACC) and the praiseworthy Aprilia Quick Shift (AQS). Add the cornering ABS and all that equates to an extensive list of features and safety aids, all easily accessible via the new TFT dash and easy-to-use switch gear. All this comes standard.
Ground clearance isn’t an issue, which is handy, because the Tuono loves lots and lots of corner speed. (Milagro/)
Verdict
The rider aids and other electronic goodies on the 2021 Tuono V4 Factory are some of the finest I’ve ever experienced on a road bike. The new dash and switch gear make the rider aids all the more usable too. The engine’s extra rpm and over-rev are nice touches and, while the V-4 may not brag the headline power figures of other Italian super nakeds, all the power is usable—you don’t have to be a racer to get the most of the new Tuono. Meanwhile, the handling is superb and the semi-active suspension takes none of the raw feeling away like some “smart” systems. And the bike looks stunning in the flesh.
Admittedly, the test conditions were perfect—we were at Misano in Italy and on Pirelli slicks—and we didn’t get to ride on the public highway, but first impressions are mighty impressive.
I didn’t touch or change the suspension all day because the A1 setup was perfect out of the box. (Milagro/)
https://www.motorcyclistonline.com/story/reviews/2021-aprilia-rsv4-mc-commute-review/
2021 Aprilia V4 Factory Technical Specifications and Price
| PRICE |
£18,100 ($25,500) |
| ENGINE |
1,077cc, DOHC, liquid-cooled, 65-degree V-4; 4-valve/cyl. |
| BORE x STROKE |
81.0 x 52.3mm |
| COMPRESSION RATIO |
13.6:1 |
| FUEL DELIVERY |
Fuel injection w/ Marelli 48mm throttle bodies, ride-by-wire |
| CLUTCH |
Wet, multiplate slipper/assist |
| TRANSMISSION/FINAL DRIVE |
6-speed/chain |
| CLAIMED HORSEPOWER |
175 bhp @ 10,750 rpm |
| CLAIMED TORQUE |
89 lb.-ft. @ 9,000 rpm |
| FRAME |
Aluminum dual beam |
| FRONT SUSPENSION |
Fully adjustable semi-active Öhlins NIX 43mm inverted fork; 4.7 in. travel |
| REAR SUSPENSION |
Fully adjustable semi-active Öhlins TTX piggyback shock; 5.1 in. travel |
| FRONT BRAKE |
Radial Brembo M50 4-piston caliper, dual 330mm discs w/ Cornering ABS |
| REAR BRAKE |
2-piston floating caliper, 220mm disc w/ Cornering ABS |
| WHEELS, FRONT/REAR |
Cast alloy; 17 x 3.5 in. / 17 x 6.0 in. |
| TIRES, FRONT/REAR |
Pirelli Diablo Supercorsa; 120/70-17, 200/55-17 |
| RAKE/TRAIL |
24.8°/3.9 in. |
| WHEELBASE |
57.2 in. |
| SEAT HEIGHT |
33.0 in. |
| FUEL CAPACITY |
4.7 gal. |
| CLAIMED WET WEIGHT |
461 lb. |
| WARRANTY |
2 year, unlimited mileage |
| AVAILABLE |
June 2021 |
| CONTACT |
aprilia.com |
Source: MotorCyclistOnline.com
