Tag Archives: Rennie

News

2021 Aprilia Tuono V4 & Factory Review | Motorcycle Test

September 16, 2021 mcnews Leave a comment

2021 Aprilia Tuono V4 and Tuono Factory Review

By Rennie Scaysbrook, Photography by Larry Chen

Considering their looks, you could be forgiven for thinking the Aprilia Tuono and Aprilia Tuono Factory are all new motorcycles. However, look closer, and you may be mistaken.

Both machines share a brand new face that finally breaks from the original design we saw over a decade ago, resplendent with LED lighting and fancy inboard winglets down the sides near the radiator. And there’s the same swingarm from the RSV4 that was a new addition for 2021, lauded for its extra rigidity that we loved when testing the superbike at Laguna Seca earlier this year.

But the big news is the base model Tuono is no longer just a watered-down version of the Factory. It’s a proper model in its own right, going after a chunk of the market currently occupied by machines like the BMW S 1000 XR and KTM 1290 Super Duke GT.

This is something Aprilia should have done years go. And it’s not just me saying that.

Traditionally, the base model was the bike you bought if you either didn’t have the cash for the Factory, or you wanted a bare-bones machine on which to exploit your modifying dreams. However, for 2021, that’s all changed.

The standard 2021 Aprilia Tuono V4 now boasts some features aimed at wider appearl

Using the same motor and twin-spar chassis as the Factory, the base model Tuono gets 20 mm higher-set handlebars, a new subframe with a wider passenger seat and lower footpegs, new luggage options like side and tank bags, and a taller windscreen. These choice improvements have shifted the model’s focus into the sporty sports-touring segment, and it’s not a moment too soon.

The standard version now receives taller bars, as well as traditional Sachs suspension

Unfortunately, the base model also gets blander colors than the red/black the Tuono Factory gets. Still, fitted to the touring model (we’re calling it that from now on), is the conventionally-adjusted, fully-adjustable, Sachs suspension, while rubber is the Pirelli Rosso Corsa III tire.

A Sachs shock is also featured on the rear

Yet, the Tuono platform really isn’t that different when you strip the bodywork and suspension away and reveal what’s inside. Over the years, each Aprilia Tuono model, aside from when it grew from a twin to a four-cylinder nakedbike, has never been a revolutionary upgrade. Rather, they’ve been concerted, thought out improvements, delivered every few years to keep the Tuono models at the head of the nakedbike pack.

It’s been this way because Aprilia nailed the four-cylinder Tuono so god damn well when they first bought it out in 2011 that they’ve never had to reinvent the wheel. Instead, they’ve just given it a spit and polish.

The Factory in comparison runs semi-active Ohlins Smart EC 2.0

The Factory is still the king daddy of the Tuono range and thus gets plenty of the fruit not found on the base model. There’s semi-active Ohlins Smart EC 2.0 suspension, a short, tinted windscreen, the razor-sharp RSV4 tail section and passenger footpeg set-up, racier colors more like what we used to see on the WorldSBK grid, a polished frame finish, and track-specific Pirelli Diablo Supercorsa SP rubber.

The two variants share the V4 1000 engine, now Euro5 compliant

Aside from that, the spec’ sheet between the two bikes remain pretty much the same. That beloved, 1077 cc, 175 hp V4 remains largely unchanged except it now comes with Euro 5 compliance. This has given the Tuono a touch of flat spotted-ness in the mid-range but considering how badly the noise and pollution regulations hurt modern performance engines, Aprilia has navigated this maze well and given the rider plenty of performance for the payment.

Six modes are split into three for the road and three for the track... — Six modes are split into three for the road and three for the track…

The motor’s performance is mitigated by six riding modes (three for the road, three for the track, including one programable road mode and two programable track modes), cruise control, three-stage engine brake, ABS, launch control and power modes, eight stage traction control, six stage wheelie control and turn-by-turn navigation accessed by a new mission control switchblock on the left handlebar.

The dash is part of the revamp we first saw back with the RS 660 and later the new RSV4 – a pretty bland design if we do say so – but it’s easy to navigate and use, which is number one in my book.

The dash has been updated to match what's seen on the new 660 models — The dash has been updated to match what’s seen on the new 660 models

The electronics deserve special mention because they’re powered by the new Marelli ECU 11MP, which has a four-times faster clock frequency and four-times the amount of memory than last year.

Via information fed by the six-axis Inertial Measurement Unit, the ECU can now calculate the happenings of the motorcycle much faster than before. For example, trail braking with the Cornering ABS kicking and while monitoring traction control and engine brake level. It’s not like it couldn’t do this stuff before – it could – it just does it faster and more accurately now.

The Ohlins Smart system also uses a different adjustability scale to what many rides may be used to

Having ridden many thousands of road kilometres on the Tuono V4 Factory, I can tell you the feeling from the hot-seat is eerily similar to what it was in 2020. The Factory gets that outstanding Ohlins Smart EC 2.0 suspension for the 43 mm NIX fork/TTX 36 shock, and the feeling at the bar is one of total connectedness to what’s happening around you.

If you’ve never used the Ohlins Smart system before, it can be a little confusing, with (in automatic level) no compression/rebound adjustment. It’s all done according to what you want at any given point of the ride. Need more support under braking? Dial in Brake Support.

Adjustability is handled via dialling Brake and Acceleration Support up and down with the Ohlins system, and well suited to poor road surfaces

Conversely, if the Tuono is squatting too much under acceleration, dial in Acceleration Support. The result is you can easily tune the ride to exactly how you want, making the Tuono’s ferocious nature a little less intimidating.

Riding up Angeles Crest just east of Los Angeles, the roads are crappy at best, so I left the Tuono in the softest automatic setting and was more than happy to leave it there. Even on its softest setting, the Tuono V4 Factory is god’s gift to road apexes. You simply need to look where you want to go and the Tuono will take you there, slicing its way up your favourite mountain road like child’s play.

If you start jacking the suspension stiffness up via the dash the ride can get a bit on the rough side – the track settings really are only good for when you’re absolutely hammering/on the track, otherwise it’s your bum that’ll take the hammering.

Aprilia have also smoothened initial throttle response even in the most aggressive mode

Aprilia’s done well to smooth out the initial throttle response with the new electronics when in the most direct mode. Chassis balance is always maintained when cranked over and you dial in increments of throttle – an important factor given there’s a claimed 175 hp on tap.

Despite that massive number, the Tuono can be a real pussycat in the city. You’re not faced with a one dimensional machine here. The Tuono V4 Factory can do pretty much everything you ask, except this time it’s the base model which it cannot trump. I know, I’m shocked to say that, too.

The standard Tuono V4 can now be considered the 'Touring Tuono' — The standard Tuono V4 can now be considered the ‘Touring Tuono’

Switching to the Tuono V4, this is where Aprilia have really hit a six. Taking almost all the good bits of the Factory and none of the bad, the Touring Tuono is a comfier, plusher, more usable machine that most road riders need.

I absolutely abhor the term “real-world”, but the touring model is much more applicable to everyday situations. In this instance, I find it a shame that Aprilia did not grace that base model Tuono with saddle bags as standard, given its undoubted touring prowess.

The only missing standard feature is some panniers, with the screen ideal for those under 176 cm

Still, the higher set handlebars and taller windscreen make for a more pleasant and relaxed ride than what you’ll get on the Factory, which is as much a stripped nakedbike as you can get. The base model still gets the 175 hp and same frame, so you’re really not missing out on much, aside from the electronic suspension.

But here’s the good news. The Sachs suspension is a brilliant piece of kit. Just like it is on the base mode RSV4, the Sachs suspension is all most riders will need. Yes, having electronic adjustment is a fancy tool in the box, but conventionally adjusted suspension is still king in my book and the fact Sachs has been on an upward curve in the last few years only adds weight to the argument.

The standard Tuono V4s Sachs setup is stiffer than the Ohlins

On the road, the Sachs suspension is a little stiffer than the Ohlins but bump absorption is nothing to complain about, neither is the side of the tyre feel. You can bank the base model in with the same confidence as the Factory, albeit in better comfort. This is especially so if you’re under 176 cm tall, as the windshield cut off point should enable the wind to sail right over your helmet, rather than buffet your forehead to bits like on something like the BMW S 1000 XR.

The 'Touring Tuono' now offers great competition to the likes of the S 1000 XR and Super Duke GT — The ‘Touring Tuono’ now offers great competition to the likes of the S 1000 XR and Super Duke GT

Both models are prime examples of the best of nakedbiking, and being a hot-head I’ll always go for the Factory. But I cannot hide my enthusiasm for the new base model. This is the move Aprilia should have made when the V4 first came out, in which case they would have trumped BMW and KTM by years.

The Factory remains the top dog of course

Oh well, never mind, it’s here now. And although the Factory is and always will be the king dong as far as Aprilia Tuono nakedbikes are concerned, it’s the base model I’ll be raving about when the pubs eventually reopen. And at $28,030 ride away, the few grand you save over the Factory will buy you plenty of beers!

The latest Tuono V4 offerings get the big thumbs up

2021 Aprilia Tuono V4 1100 Specifications

Source: MCNews.com.au

News

2021 Aprilia RSV4 Tested | Motorcycle Review

May 21, 2021 mcnews Leave a comment

Aprilia RSV4 and RSV4 Factory Review

When Aprilia bought the superlative RSV4 to market in 2009, the collective superbike fraternity was left rather embarrassed. The RSV4 was the first superbike to combine 250cc GP chassis philosophy with superbike speed, and when you put it against the CBR1000RR or Yamaha YZF-R1 of its day, it looked like a 600 in comparison.

It was a dozen years ago when the Aprilia RSV4 was first released
2009 model pictured

The superbike game has changed drastically since that time. Bikes have become blindingly quick and more tech-laden than ever, but like a young man who has spent the past decade or so in the gym and eating well, the RSV4 has matured into an athletic, muscle-bound beast but it hasn’t forgot the good manners and cheeky charm that won journalist’s hearts and rider’s wallets right when the GFC was in full swing.

The new RSV4 has a similar feel to the original but, make no mistake, this is no simple Bold New Graphics makeover. You can ride away on the $31,290 base model RSV4 with cast aluminium wheels and conventionally-adjusted Sachs suspension, while the premium RSV4 Factory with lighter forged aluminium wheels and electronically-adjusted semi-active Ohlins Smart EC2 suspension will set you back $38,490 by the time you ride it out of an Australian Aprilia dealership this June. The RSV4 band of brothers is here to knock off arch rival Ducati in the Oversized Superbike Showdown.

2021 Aprilia RSV4 Factory and RSV4 sibling

The only difference between the two models is the aforementioned wheels and suspension, and also paint choices (we’ll get to the benefits of the Ohlins vs Sachs in a tick). Everything else is the same across each bike, which includes a now 1099cc V4 motor with a lighter crankshaft packing a pants-tightening 217 hp at 13,000 rpm and 125 Nm or torque at 10,500 rpm.

1099 cc – 81 mm bore x 53.32 mm stroke – 217 hp at 13,000 rpm

The great thing for Aprilia is they’ve managed to get the donk through the Euro5 emissions regulations without losing too much in the way of midrange torque. As the old saying goes, “if you want more inches, stroke it”, and that’s exactly what Aprilia has done by going from 52.25 mm to 53.32 mm to accompany the MotoGP-specific 81mm bore.

Rennie on the 2021 Aprilia RSV4 at Laguna Seca

Compared to the 2020 RSV4, the ’21 edition maintains more torque from 4500 rpm right up 13,500 rpm, with a substantial increase from 5000 to 8000 rpm, right where you’ll spend most of your time on the street and right where manufacturers like Honda and BMW got so hurt with their Euro5 emissions performance block.

Without sounding like a regurgitated press release, I can tell you from the hot-seat that the new motor spins up with serious pace. From the almost dead stop of Turn 11 at Laguna Seca, the forward momentum delivered by the new motor is substantial. The ’21 rips through the rev range much quicker than before, although I will hold off on my opinion on absolute top end performance as Laguna’s front straight is about a quarter of what Mugello’s is like, where I rode the 2019 RSV4.

Helping this mammoth amount of power is the mix of new twin 48 mm throttle bodies, fuel injectors, new ECU and revised throttle maps via the Aprilia Performance Ride Control (APRC) suite. I’m not going to sit here and pretend like I know exactly what’s going on beneath me with regards to all those sparky things, but suffice to say the new bike, yes it’s faster, but the throttle is much smoother in how it applies the torque to the tyre, which makes just getting on with the job of riding that much easier.

The electronics at last feature engine brake control, bringing the RSV4 into line with the bike that was modelled on it in the RS 660, and gives the RSV4 equal footing with the current generation of superbikes. The APRC system, complete with its Bosch IMU, features three preset riding and three programmable modes in which you can alter everything from engine braking to traction, launch, and wheelie control, Cornering ABS, slide control, cruise control, and Aprilia has developed an all-new quick-shifter for utterly seamless full power gear shifts.

APRC system (Aprilia Performance Ride Control) that includes engine maps (AEM), engine brake control (AEB), traction control (ATC), wheelie control (AWC), launch control (ALC), cruise control (ACC), speed limiter (APT). 6 riding modes (3 Road, 3 Track)

Aprilia’s crammed a shitload of information into the five-inch TFT dash, but like the APRC systems that have gone before the ’21 edition, Aprilia’s engineers have done an excellent job on the user experience and design interface so you can get to the settings you want quickly, make the changes you want and just get on with riding.

Rennie on the 2021 Aprilia RSV4 Factory at Laguna Seca

The motor and the electronics are impressive, but what stands out more is what made the original RSV4 so good—its ability to decimate corners. Aprilia has fitted their first production inverted swingarm for the ’21 RSV4, which they claim is a massive 30 percent stiffer and saving 600 grams of unsprung weight. The result is the RSV4 gives such beautiful feel on the side of tyre, especially when you start dialling the power back in past the apex.

6-speed cassette type gearbox Gear lever with Aprilia Quick Shift electronic system (AQS)

The 2019 edition was no slouch here, but it used technology and thinking from a number of years ago. The inverted swingarm theory was taken from Aleix Espargaro’s RS-GP machine and was clearly a masterstroke, helping the RSV4 rail with the fluidity of a 600 but the power of a (bigger) superbike.

Airbox with front dynamic air intakes. 4 Marelli 48-mm throttle bodies with 8 injectors and Ride-By-Wire engine management.

Aprilia’s really gone to town on the aerodynamics for the RSV4. New LED lights, similar to the RS 660, adorn the front of the bodywork, while revised downforce winglets either side of the fairing help keep the front wheel down under acceleration and increase braking stability when it’s time to heave on the Brembos.

A wider windshield and an increased area for your chin to sit on when in a full tuck has been developed, and makes this iteration far more comfortable and less tiring to ride. To that end, the engineers have lowered the seat height by nine millimetres and the foot-peg position is 10mm lower, while amazingly giving you an extra 1.5-degrees of lean angle when cornering, not taking 1.5-degrees away.

You don’t feel as cramped on the 2021 RSV4, which is something taller riders will love. The original development rider for the RSV4 was pint-sized Max Biaggi—in fact you could say the RSV4 was made for Max so he could go and win Aprilia a couple of WorldSBK crowns. It now appears Aprilia is listening to riders of taller stature, as at 183 cm tall I found the new machine to be an almost ideal fit.

Now. The big elephant in the room. Is the Factory still worth the dosh over the base model? Yes. But there’s a but.

Standard bike has Sachs fork ∅ 43 stanchions, adjustable compression and rebound, travel 127 mm

I remember when I was at AMCN years ago and we rode the base and Factory back-to-back and within two corners you could tell everyone would go for the Factory. But that was before the advent of electronic suspension, and in that time the Sachs suspension has improved out of sight.

RSV4 Factory has Smart EC 2.0 electronically managed Öhlins NIX fork. ∅ 43 mm stanchions, with TIN surface treatment Aluminium radial calliper mounts, adjustable in hydraulic compression and rebound damping and spring pre-load, 125 mm travel

While sending it around Laguna, I was perfectly happy with the base model’s conventional suspension. I knew exactly what was happening as I didn’t have the computer constantly changing the suspension beneath me, like what happens when you’re in dynamic mode on the Factory.

The base model was quite the revelation, but once we put the Factory in manual mode on the dash where you could individually pick your rebound/compression, the ride became much more predictable. That allowed the lighter wheels on the Factory to really shine in the change of direction, giving the Factory a clear advantage over the base model.

RSV4 Factory gets forged aluminium alloy wheels, completely machined, with 5 split spoke design

However, the difference is not as big as you may think, and if you don’t need electronic suspension (which I suspect many do not), you’d be just fine to save your cash and go for the base model (and buy some lighter wheels with the money you’ll save because god knows you don’t need to make the engine faster).

I must admit I’m a little disappointed in the colour option for the base in the rather drab grey and silver, whereas the Factory gets two choices of Aprilia’s traditional racing colours of purple, black and red or the current MotoGP-style black and red. For that reason alone, I think more riders will gravitate towards the Factory, but don’t let that saw you alone because the base RSV4 is a truly excellent machine.

Aprilia’s really nailed this one. They’ve modernised an already classic superbike design and made a compelling case for top Italian superbike (or top superbike overall, for that matter). It sounds incredible, goes like a bat out of hell and rails corners like no one’s business, be it in base or Factory modes. Every couple of years the superbike moves a step forward, and the RSV4 is certainly at the head of this year’s class.

Aprilia RSV4 Factory: Technical Specifications [RSV4 data in brackets]
Engine type	Aprilia 4 longitudinal 65° V4 cylinder, 4-strokes, liquid cooling system, double overhead camshaft (DOHC), cooling system, double overhead camshaft (DOHC),
Bore and stroke	81 x 53.32 mm
Capacity	1,099 cc
Compression ratio	13.6:1
Power	217 HP (159.5 kW) at 13,000 rpm
Torque	125 Nm at 10,500 rpm
Power supply	Airbox with front dynamic air intakes. 4 Marelli 48-mm throttle bodies with 8 injectors and Ride-By-Wire engine management.
Transmission	6-speed cassette type gearbox Gear lever with Aprilia Quick Shift electronic system (AQS)
Clutch	Multi plate wet clutch with mechanical slipper system
Primary drive	Straight cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659)
Secondary drive	Chain: Drive ratio: 41/16 (2,562)
Controls management	APRC system (Aprilia Performance Ride Control) that includes engine maps (AEM), engine brake control (AEB), traction control (ATC), wheelie control (AWC), launch control (ALC), cruise control (ACC), speed limiter (APT). 6 riding modes (3 Road, 3 Track)
Chassis	Aluminium dual beam chassis with pressed and cast sheet elements Available adjustments: headstock position and angle, engine height, swingarm pin height Smart EC 2.0 electronically managed Öhlins steering damper [Sachs steering damper]
Front suspension	Smart EC 2.0 electronically managed Öhlins NIX fork. ∅ 43 mm stanchions, with TIN surface treatment Aluminium radial calliper mounts, adjustable in hydraulic compression and rebound damping and spring pre-load, 125 mm travel [Sachs fork ∅ 43 stanchions, adjustable compression and rebound, travel 127 mm]
Rear suspension	Upside-down double braced aluminium swingarm; Öhlins TTX monoshock with Smart EC 2.0 electronically managed piggy-back, fully adjustable in: spring pre-load, wheelbase and hydraulic compression and rebound damping. 115 mm travel [Sachs]
Wheels	Forged aluminium alloy wheels, completely machined, with 5 split spoke design. [Aprilia in aluminium alloy wheels with 3 split spoke design]. Front: 3.5”x17” Rear: 6”x17”
Tyres	Front: 120/70 ZR 17 Radial tubeless.
Tyres	Rear: 200/55 ZR 17 (alternative: 190/50 ZR 17; 190/55 ZR 17) Radial tubeless.
Dimensions	Wheelbase: 1435.8 mm
	Length: 2055 mm
	Width: 735 mm
	Saddle height: 845 mm
	Headstock angle: 24.6°
	Trail: 104.5 mm
Kerb weight	202 kg (90% fuel)
Emissions compliance	Euro 5
Consumption	6.90 litres/100 km
CO2 emissions	160 g/km