Rennie Scaysbrook | August 27, 2021
The jewel in the naked-bike category just got a little shinier.
An Aprilia Tuono V4 Factory on an abandoned canyon road. It really doesn’t get much better.
Merriam-Webster defines “Dynamics” as the following, “a branch of mechanics that deals with forces and their relation primarily to the motion but sometimes also to the equilibrium of bodies.”
Perhaps there’s no finer description of motorcycle riding itself, but I can think of no other motorcycle to which this term applies more fittingly than the Aprilia Tuono V4.
Often regarded by those in the know as the finest naked bike on the market, the Aprilia Tuono V4 has been in a constant state of evolution since debuting a decade ago in 2011, when it morphed from the beautiful, but aging and heavy Tuono twin-cylinder model derived from the RSV Mille superbike.
The Aprilia Tuono V4 has always been absolute gem of a motorcycle, and thus we shouldn’t be surprised to see it isn’t changing drastically for the 2021 model year. It’s a body nip and tuck here, a new swingarm there, and revised electronics for the rider aids, plus the 1077cc, 175 horsepower V4 now has that all-important Euro 5 compliance sticker all the manufacturers must attain if they want to sell their wares for the foreseeable future.
New bodywork is modeled on the RSV4 with inward winglets that help direct cool air towards the rider.
Perhaps more important than those attributes is the fact that Aprilia management saw it fit to split the model down the middle, offering a more touring version for the base model Tuono V4 but keeping the Tuono V4 Factory as the big cheese.
In much the same guise as BMW has done with the S 1000 R and S 1000 XR, or KTM with the 1290 Super Duke R and 1290 Super Duke GT, Aprilia has taken the Tuono and given it a higher-mounted handlebar, taller screen and a wider subframe, on top of which sit increased passenger comforts like grab handles, a comfort seat and lower-set footpegs.
You’re graced with conventionally adjusted Sachs suspension compared to the Factory’s semi-active Öhlins, more touring-specific Pirelli Diablo Rossi III rubber compared to the track-specific Supercorsa SP hoops fitted to the Factory, and the base model is further differentiated by the Tarmac Grey and Glacier White colorways compared to the single Aprilia Black color of the Factory.
Ӧhlins Smart EC 2.0 suspension is very similar to what you’ll find on the RSV4 superbike.
Aside from that, both machines are identical. And just like the RSV4 and RSV4 Factory released earlier this year, the Tuono V4 gets the new swingarm modeled from the unit found on Aleix Espargaro’s RS-GP machine. Aprilia is claiming a stout 48 percent rigidity increase with the new swingarm, which I immediately felt made a difference on the track when pushing the RSV4 at Laguna Seca. The way the RSV4 would stick like glue when on the side of the tire at Laguna was seriously impressive, as was the traction and acceleration stability afforded by the stiffer swingarm.
On the road with the Tuono, the feeling isn’t as pronounced, but it’s a nice feature to have. Aprilia says the new swingarm saves 1.32 pounds of weight. Hey, every little bit counts.
Importantly for both Tuono models, the Aprilia UX designers have been hard at work to create a new 5-inch TFT interface that, if you’re familiar with the RS 660 and Tuono 660, you’ll instantly recognize.
The ride position is near perfect for attack-style naked-biking without the aching wrists of a superbike.
Marelli has, once again, been tasked with keeping the rider as safe as possible and has fitted their 11MP ECU, which replaces the 7SM unit of the previous generation Tuono. This more powerful ECU essentially allows more actions to be performed at the same time. For example, trail braking hard and engaging the cornering ABS while monitoring engine brake and taking into account lean angle and traction control level. It could do this stuff before, just not as fast as it does now.
Again, from the hotseat, it doesn’t make a lot of difference to the ride experience, especially since I didn’t make any extra effort to crash the thing than I normally would. Effectively, the electronic safety net just got a little wider.
Sachs conventionally adjusted suspension is a focal point of the base model Tuono.
Just like the RS 660, there are six riding modes. For the road, you’ve got two preset modes of Tour and Sport and a programmable User mode. If you’re at the track, there’s one preset mode called Race and two customizable modes. There’s plenty to get lost in here. Cruise control, eight traction control modes, five wheelie control, and three launch control, engine brake and power modes. Trust me, you’ve got more than enough parameters to fine-tune these Aprilia’s exactly to your tastes.
Need to travel? The new base model Tuono V4 (optioned here with side and tank bags) will do just fine.
But what are these two Tuono’s like to ride? Honestly, not that different than before, and this is a good thing.
Let’s focus on the Tuono V4 Factory.
Considering the star of the show, that stupendous Italian-built V4 motor is basically unchanged, the feeling at the twistgrip is like shaking hands with an old friend. I hadn’t ridden a Tuono V4 since the test with Alan Cathcart of my Pikes Peak race winner.
back in 2019 and although my bike was heavily modified in terms of ECU, exhaust and gearing, the feeling is pretty much the same. My bike had just been to the gym.
The Tuono’s throttle response from fully closed is still silky smooth, which allows the pussycat personality to shine through. Around town, the Tuono’s manners are impeccable, so long as you try to forget the incredible amount of heat the motor will give off if you’re stuck in traffic with little to no airflow. I saw 225°F flash up on the dash, way past the boiling point of water, although I’ll admit the day was a scorcher at 92° so that no doubt played its part.
The ride position on the base model is a little more relaxed and won’t have you attacking corners quite like you will on the Factory.
Get out of the traffic, open up those quartet of 48mm throttle bodies and let the sweet, sweet V4 music blare out as you crack up through gearbox on the knife-through-butter quickshifter, and the Tuono V4 absolutely comes alive.
The semi-active Ӧhlins, once switched into Sport mode on the dash, give the Tuono such poise it is very difficult to fault. On the track, I much preferred the manual setting for the suspension in the ECU, but on the LA roads, with the baffling level of crappy surfaces you must endure, the semi-active Ӧhlins are a godsend.
It’s a stiff ride in Sport mode, and you’ll likely want to dip back down into the Road settings for your trip back home, especially if you live in the city.
The motor is as you were, sir. There’s very little to hint that this is any different to the last iteration, except the dreaded flat spot due to emissions regulations has reared its ugly head—although not as badly as something like the Honda CBR1000RR-R SP. The motor needs to labor past the 4-6000 rpm dead spot in a bit more of a pronounced fashion than the more powerful RSV4, which simply tears past it as though it weren’t there. Changing modes doesn’t help as it’s an emissions issue, but it’s not as bad as it could be.
New dash interface is modeled on the RS 660.
You’re still met with that lovely throttle response below 4000 rpm and get the motor charging past 7000 rpm and you better hang on as there’s still 4500 rpm to go before the engine tops out at 13,500 rpm. You’re met with a cavalcade of forward momentum, accompanied with a sound track that’s a heady mix of Motley Crue and Mozart. It is, quite simply, the best sounding engine on the market today (in my opinion).
Hauling you up are Brembo Stylema calipers mated to a radial master-cylinder, which perform admirably as you’d expect. These are on so many bikes I’ve lost count, so I’m not telling you anything you don’t already know if you’re a regular reader of Cycle News. If you’re not, they work. That’s all you need to know.
Switching over the base model Tuono, the ride is not all that different aside from the softer ride afforded by the conventional Sachs suspension and the higher handlebar position. The bar is raised about half an inch higher, putting you with a straighter back and taking a touch of weight off your wrists.
Just like the RSV4, the new LED headlights look mean as hell in the metal.
The slightly more relaxed ride position does necessitate a change in how you ride, as you don’t have the weight over the front like you do on the Tuono V4 Factory and can’t quite load up the front for corner entry. But this is to slightly miss the point of the exercise as the person who was brave enough to get on the back with you will at least be slightly more comfortable.
Passenger seat on the base model is huge (relatively speaking).
There was never anything wrong with the Tuono V4 before this year, but it’s now just a touch better everywhere. This will doubtless keep it at or near the front of the naked-bike pack because although it doesn’t have the most powerful motor in the class, the Tuono packages everything so well it is very difficult to find fatal flaws with it.
And now Aprilia has tapped into the one area of naked-bike buyers who were left out in the cold with the new base model, the Tuono party just got that little bit rowdier. CN
VIDEO | 2021 Aprilia Tuono V4 Cycle News Ride Review
2021 Aprilia Tuono V4/Factory Specifications
| MSRP: |
$15,999/$19,499 |
| Engine: |
Aprilia longitudinal 65° V4, 4-stroke |
| Cooling system: |
Liquid |
| Valvetrain: |
DOHC, 4 valves per cylinder |
| Displacement: |
1077cc |
| Bore x stroke: |
81 x 52.3mm |
| Fuel injection: |
Electronic fuel-injection system, twin injectors per cylinder, full ride-by-wire 48mm elliptical throttle bodies, variable length intake system |
| Compression ratio: |
13:01 |
| Horsepower (claimed): |
175 hp at 11,350 rpm |
| Torque (claimed): |
89 lb-ft at 9000 rpm |
| Exhaust system: |
4-2-1 |
| Transmission: |
6-speed with Aprilia Quick Shift (AQS) up/down |
| Clutch: |
Multi-plate wet clutch with mechanical slipper system |
| Electronics: |
APRC system (Aprilia Performance Ride Control), three engine maps, (AEM), engine brake control (AEB), traction control (ATC), wheelie control (AWC), launch control (ALC), cruise control (ACC), six riding modes (three Road, three Track), cruise control |
| Frame: |
Aluminum twin spar |
| Front suspension: |
Sachs 43mm fork, fully adjustable. Öhlins Smart EC 2.0 electronically managed 43mm NIX fork, with TIN surface treatment, fully adjustable. 4.9 in. wheel travel. |
| Rear suspension: |
Rear suspension: Sachs monoshock, fully adjustable, upside-down double braced aluminum swingarm/Öhlins TTX monoshock with Smart EC 2.0 electronically managed piggyback, fully adjustable |
| Front-wheel travel: |
4.9 in. |
| Rear-wheel travel: |
5.1 in. |
| Front brake: |
Dual 330mm semi-floating discs, radially mounted Brembo Monobloc Stylema 4-piston calipers, radial master-cylinder with Bosch Cornering ABS |
| Rear brake: |
220mm disc, 2-piston caliper with Bosch Cornering ABS |
| Front tire: |
120/70 ZR 17 in. |
| Rear tire: |
190/55 ZR17, 200/55 ZR 17 in. |
| Rake: |
24.7° |
| Wheelbase: |
57 in. |
| Seat height: |
32.48 in. |
| Fuel capacity: |
4.89 gal. |
| Weight (curb, claimed): |
460 lbs. |
Click here to read the 2021 Aprilia Tuono V4 Review in the Cycle News Digital Edition Magazine.
