Aprilia Tuono V4 R

A superbike with high handlebars.

After creating the best superbike of the new millennium, Aprilia revolutionises the supersports naked segment with its astonishing Tuono V4 R. A bike that goes beyond the wildest dreams of even the most hardcore enthusiasts - the rider who, given the chance, would use a race bike just to go for a coffee.

For riders like these and for those with power in their veins, Aprilia has created a motorcycle with the indomitable spirit of the RSV4 in a feline body that is in its element when accelerating and braking with unimaginable violence, that eats up curves of any radius and swallows straights whole.

The performance and features of a superbike, the agility of a naked and the legacy of an innovative concept born in 2002 with the Tuono 1000 R - a bike that earned both critical acclaim and sales success - but with an extraordinary ace up its sleeve: the performance of a 65° V4 engine and the most advanced electronics available in a motorcycle today.

Like the original Tuono, the V4 R is also immediately recognisable with its triple headlight fixed top fairing, the distinguishing trait of a bike which, like its twin cylinder predecessor, has the body and soul of its WSBK homologated sibling, but now - as well as having two world championships (the 2010 constructors' and riders' titles) under its belt - features two more cylinders and 41 horsepower more than before, while weighing over ten kilos less. These astonishing figures are a testimony to the technological evolution that made this exciting model a reality. The bike is available in two different configurations - Tuono V4 R and Tuono V4 R APRC - and in a choice of three colours: competition black, sunlit yellow and wing grey.

THE MOTORCYCLE

With its 65° V4 engine unashamedly flaunted and framed by the brushed aluminium elements of the twin spar frame, the Tuono V4 is a naked clad only with the bare minimum necessary to let you saddle up and teach it to respond to your will.

Adding yet another touch of aggressiveness is the aerodynamic top fairing tipped with two polyelliptical headlights and LED indicators at the sharp end, which gives the bike the unequivocally mean, daunting stare that you'd expect from a machine with an incredible 167.3 horsepower.

Tuono V4 R boasts more power than ever seen before in a naked, achieved by reconfiguring the V4 engine of the RSV4 to make it better suited to street use.The features inherited by the Tuono V4 R from the RSV4 include the exhaust system with bypass valve, which is two kilos lighter than the system used on the RSV4 R, and latest generation Ride by Wire throttle control with three rider-selectable maps (Track, Sport and Road).

The first three gear ratios are now shorter, while the maximum torque value of 111.5 Nm is on tap at 9,500 rpm: characteristics that make the Tuono V4 R a wild beast at low and mid engine speeds, with the ability to unleash a devastating hurricane of power at higher engine speeds.

The Tuono V4 R maintains a clear parentage with the twice SBK world champion in the proportions of the tail fairing, saddle, tank and side panels, and is one of the best examples of Italian motorcycle design from the past decade for its perfect balance between formal beauty and function.

The rider will be taming this beast from a riding position tailored to create a symbiotic relationship between the body and the bike, for unparalleled feedback through the three points of contact - the saddle, footpegs and handlebars. On the Tuono V4 R. however, the rider sits with less weight taken up by the arms, making the bike less strenuous to ride and extraordinarily nimble and controllable on the road.

The original design of the saddle, which is generously sized and specifically shaped to comfortably accommodate a passenger, blends perfectly with the style of the side fairings and tail fairing.

2012 Aprilia Tuono V4 R Model Highlights

 THE ENGINE

The Tuono V4 R is the only naked powered by a narrow V (65°) 4 cylinder engine with unique characteristics. Extremely compact, as slim as a twin-cylinder and installed in an ultra-compact chassis, the 65° V4 engine is the epitome of Italian engineering ingenuity.

The Tuono gives away very little to its RSV4 sibling in terms of pure performance, but in exchange offers a greater fluidity that make it more enjoyable and rewarding to ride on the road and when carrying a passenger.

Tuono V4
Power 167.3 hp at 11,500 rpm
Torque 111.5 Nm at 9,500 rpm
Rev limiter 12,300 rpm in all gears

To achieve these results, a number of different modifications were made to the Aprilia V4 engine:

- New valve timing diagram.
- Fixed intake ducts now 20 mm longer.
- Crankshaft flywheel with increased inertia for improved smoothness and overall balance.
- Shortened gear ratios for the first three gears.
- Engine speed at maximum power reduced to 11,500 rpm on the Tuono V4 R

The Aprilia 65° V4 engine specifications in short:

Engine capacity: 999.6 cc
Architecture: 65° V4
Crankcase: monobloc with integrated crankcase liners
Timing system: 4 valves per cylinder operated directly by a camshaft driven by a mixed chain/gear system (lateral timing chain and central gear train)
Fuel system: electronic injection with a single injector per cylinder and integrated independent Ride by Wire system for each bank. Three maps selectable from the handlebar (Track, Sport and Road)
Antivibration countershaft
Compression ratio: 13:1
Gearbox: 6-speed direct-control cassette type gearbox
Clutch: Multiplate wet clutch with mechanical slipper system
Electronic management: Magneti Marelli control unit managing ignition, injection and Ride by Wire system.

The narrow V architecture translates into an engine that is incredibly compact in length, offering advantages in terms of mass centralisation and making it possible to define a chassis architecture centre of gravity that is both very low and almost perfectly centralised in the engine and vehicle for neutral, intuitive behaviour and maximum responsiveness on the road.

The innovative valve timing system (with the chain camshaft driving only the intake camshaft, which in turn drives the exhaust camshaft via a single gear) has allowed the use of extremely compact heads (just 250 mm at the rear of the engine), especially in the area beneath the frame spars, which are thus much narrower than would otherwise be possible.

A countershaft dampens vibrations even more than in a 90° V engine.

The monobloc crankcase with integrated aluminium cylinder liners ensures maximum rigidity and consistent performance.

The electronic management system is another example of the 65° V4 engine's technological supremacy. Full Ride by Wire technology eliminates any direct connection between the throttle grip and the throttle valves, which are entirely controlled by a latest generation Marelli control unit that also controls the ignition and the 4 injectors

Each bank has a dedicated servo unit actuating its own two throttle bodies only. This means that the aperture of the throttle valves and, as a consequence, the quantity of fuel injected, can be controlled independently.

This technology, adapted appropriately for the prevalently road based usage of the Tuono V4, offers immediately tangible benefits to the rider, with triple mapping (adjusting power delivery and maximum power) selectable directly from the handlebar allowing the character of the bike to be modified to suit the rider's personal riding style or the track conditions at any time.

T - TRACK: no compromise. All 167.3 hp of power available at the slightest twist of the throttle.
S - SPORT: maximum fun on the open road. Smooth delivery, maximum power. Torque limited in all gears for fun yet less demanding riding.
R - ROAD: usability in all conditions. Smooth delivery and power attenuated by 25% across the rev range. Greater usability in all conditions. Ideal for the city or wet road conditions.

The transmission has also been designed to the meet most advanced criteria to offer the maximum performance possible. To underscore the racing soul of the 65° V4 engine, it is mated to a cassette gearbox with a wet sump lubrication system (with oil in the crankcase). The wet clutch features a mechanical slipper system for optimised engine braking torque control and stability under hard braking.

CHASSIS

In keeping with the Aprilia tradition of creating state of the art chassis architectures, the aluminium frame of the Tuono V4 R exploits the strength and flexibility of cast and pressed elements in a structure that sets new benchmarks in terms of balance and dynamic efficiency. The result is maximum torsional stiffness and flexional stiffness optimised for improved feedback.

Unlike the previous generation twin cylinder Tuono 1000R, the frame developed for the Tuono V4 R has been completely revised with respect to the unit used in the RSV4 to maximise directional control and stability for a naked capable of over 270 Km/h - on the track, of course - while maintaining the legendary safety and impeccable precision typical of Aprilia frames.

This in turn led to new solutions in terms of chassis geometry, such as modifying the trail and lowering the engine in the frame to lower the centre of gravity, for exceptionally neutral behaviour and truly catlike high speed stability.

This means that the Aprilia Tuono is not just a bike with devastating performance, but one whose greatest strength is precisely the incredible ease with which any rider can access its full potential. The swingarm also uses the same constructional technology as the frame and offers the same perfect balance between flexional and torsional stiffness to contribute to the extraordinary responsiveness of the Tuono V4 R.

The unique construction technology of the frame and swingarm allows them both to proudly flaunt the naturally gleaming colour of brushed aluminium, yet another feature that is increasingly rarer in production bikes that contributes to pure racing look of the Tuono V4.

The mind-blowing naked from Aprilia comes equipped with the best components available on the market: Brembo brake system with radial callipers and 320 mm floating discs at the front (220 mm at the rear), aluminium wheels with a three spoke design weighing 2 Kg less than the five spoke version, fully adjustable Sachs upside down front fork with 43 mm stanchions, and Sachs shock absorber with separate piggy back nitrogen canister featuring adjustable spring preload, compression and rebound damping and length, to modify the setup of the bike to suit different riding styles, roads and loads - including a passenger. The choice of dual-compound tyres is new, with three different sizes approved for the rear wheel: the 190/55 tyre fitted as standard may be replaced with a 200/55 or a 190/50 tyre to explore the full performance potential of the bike - even on the track

Review

A Japanese manufacturer might take the motor, castrate it to about 110 hp and stick it in a cheaper, heavier chassis with low-spec suspension and brakes and slice an ‘R’ or two off the name. That’s not how Aprilia rolls, though: to create the Tuono V4R APRC, Aprilia designer Miguel Galluzzi (who also penned the original Ducati Monster, if the name sounds familiar) left the frame, suspension and brakes alone, but street-o-rized the 65-degree liquid-cooled, four-valve, dohc V-Four by extending the inlet tracts, changing valve timing, increasing flywheel inertia and shortening gear ratios in the first three gears. He lopped about 12 hp off the top end compared to the (also retuned for 2012) RSV4R motor, but also moved power and torque peaks 1000 rpm down from the 12,500-rpm redline.

There are other changes from the RSV4R. Chassis geometry is more relaxed than the sportbike’s: steering-head angle is a half degree more, to 25, the wheelbase is 20mm longer, yielding 2.5mm more trail. The bodywork is unique, but has an interesting continuity with the RSV4R’s aggressive shapes. There’s a tiny passenger seat and shrunken windscreen, and the minimal bodywork lets you eye-hump all the sexy details—that compact V-Four, the vast aluminum radiator, giant, braced swingarm, deep, angled oil sump. Plenty of internet-forum haters unimaginatively typed “fugly!” when they first saw photos, but in person—especially with the glittery gold-painted example we had—the bike triggers desire.

Nobody will use “fugly” to describe the riding experience. Actually, there aren’t a lot of words to describe it—it’s that good. The motor is unbelievable: smooth, packed with torque, and strong-like-bull in any gear. In fact, the Aprilia “In Any Gear” is what they should have called this bike, as the brilliant ride-by-wire throttle makes it so smooth and tractable that trolling around town in first gear is very practical. Second or third is fine for tight, twisty roads, and in smooth, high-speed sweepers, fourth or fifth is fine—just roll on and off the gas to go as fast as you want. Just be careful—it goes really fast, and it’s so smooth and refined it doesn’t feel like 160 hp is getting fed into that fat 190 behind you. The electronic wheelie thing does its job keeping things under control, but this bike is still a wheelie machine. No surprises there.

Handling, brakes and suspension are as you’d expect: good. The chassis is balanced, and I’m sure the frame is as rigid as you need, if Max Biaggi can win SBK races on it, and he can. As delivered, the springs and damping felt stiff but they’re fully adjustable, and what setup is perfect out of the box? A cheap fix if it isn’t. The high, wide bars help the bike steer as quick as any standard (though Al’s DR-Z supermoto felt like a bicycle after the Tuono), but Galuzzi’s tweaking of the chassis numbers keep things feeling natural and stable—no mean feat in a streetfighter. The brakes are plenty strong, but they’re not the Brembo Racing monoblocs we know and love so much around here—but hey, Aprilia has to do something to make the inevitable high-spec Factory version worth buying, right?

The electronics package is also remarkable. Bang multiple up and downshifts like a superbike racer without damaging anything all morning and you’ll want a quickshifter and slipper clutch for your everyday ride, too. The traction control and wheelie control are also nice to have, and easy to adjust as well—kudos for Aprilia for not being too Italian about user-friendliness. I’ve heard Lifetime Network has signed up for five seasons of a new series based on the Ducati Multistrada 1200 owner’s manual, starring Téa Leoni and David Duchovny, but you won’t need basic cable to adjust the eight-level traction control on the Aprilia—just thumb the paddle by your left handgrip.

Yes, it’s that much fun. Stupid giggling, gasping, eye-popping, OHMYGAWD-shouting-inside-your-helmet fun. That’s with the electronics-package features set to mid ranges. Lower the values just two clicks, and you’d better be on your A-game.

The unmistakable first impression is that this bike makes incredible power and torque. The amount of low- and mid-range torque is just amazing and lovely to ride. I am told that the Tuono has been detuned for more mid-range and less top-end from the sport version, the RSV4, which surely must require genetic testing for super-human riding skill prior to ownership. Not that the Tuono is slow on the top end. Everything in life is relative, right? Right.

In fact, it reminds me of my first ride on the legendary CR500 in the mid ’80s. Then, as now, I expected it to be fast. The Tuono will wheelie more or less anywhere, anytime, in any gear. There is so much thrust available that clutch-dropping is a thing of the past, it’s roll-on wheelies from here on out.

The only thing the electronics can’t fix is bad judgment—for example, whacking the throttle open mid-corner to explore the lean-angle-sensor-equipped traction control, while your boss is slowing down to pick out photo locations. Good thing the brakes are excellent, with crisp, linear feel.
AdChoices

I consider the Tuono V4R a good value, especially considering how much technology there is and how well it is integrated. However, it’s only for a small pool of riders. Clearly, it’s not a beginner bike. Heck, it’s not even suitable for average riders, though they could ride it safely. Despite the hard, slippery seat, the ergonomics are comfortable, and the chassis and suspension are extraordinarily competent. Even with the stock exhaust, the V-Four makes a luscious soundtrack, icing on the cake. It’s the equivalent of a Giorgio Armani suit: it’s Italian, it’s stylish, it makes you feel like a million bucks, but you just don’t wear it to Costco. I see it as an indulgence for experienced track-day junkies or former road racers. I could see one in my garage. Yellow please. Now, if I could just get my license back . . .