Aprilia Tuono V4 1100 Factory
Ihadn’t initially realised just how seriously Aprilia had taken this update to their opponent-crushing Tuono, until I worked my way through the extensive press information. The Öhlins fork gets new NIX inners, with a different spring rate for better road use and the rear shock is likewise upgraded. The RBW throttle is all-new, the electronics have been revamped, it now has race cornering ABS, a downshift blipper, a pitlane limiter, cruise-control and a new toggle switch to access these perks via the flashiest dash here.
The engine has also seen treatment, with DLC-coated pistons, conrod honing treatment, a new balance shaft and that’s just the start of it!
Aprilia told us we’d be the first in the UK to ride the bike, and as it had less than 70 miles on the clock as I set off for the ride up to Lincolnshire, I believe them. The new electronics toggle on the left bar is welcome and, while sensitive, works a treat. The previous bike could be such a ballache in that regard. The dash is ace, giving you brake and throttle positions (a la Yamaha R1) and a lean-angle display. All of this can be recorded, d’loaded and analysed via the V4 app for you to coo over after a road thrash or session on track, too.
Once that gorgeously sounding V4 engine is fired up, it’s time to release the super-light clutch and head off. And, my, it does feel a little different almost immediately. In fact I’m a tad concerned, because usually there’s an appreciable amount of weight going through the bars, but not quite as much now.
Once the Pirelli Supercorsas have bedded in, I start to throw her around a few corners but my worries are, thankfully, unfounded. It still displays a sportsbike-like agility but, of course, with even more control (and therefore less effort) via the brand new handlebars. The sumptuous stroke quality of the non-electronic fork is to die for, and the brakes are simply amazing, as gentle or strong as you could ask for – perfect.
The new setting on the fork and shock is also impressive, soaking up bumps better than before. Yes, it’s a far sportier proposition than anything else here, a racebike on the road if you will, but the changes Aprilia have made now make it even more accessible and easier to live with, but it’s still able to display its sharp teeth when asked to.
The engine and throttle response has also improved, as it’s even smoother than ever. There’s a quality purr to the motor, up until you pin the gasser and that guttural bellow signals play time and a serious amount of shove. It’s not as instantly immediate as the Yamaha, but it catches up (and overtakes) the MT’s thrust curve pretty sharpish. A ride not far off 200 miles flies by, and then we’re into the test proper. Riding its rivals, to me, just puts the Tuono’s updates into focus.
The up and downshifter is the best by far, the slickest, although sensitive, so keep that foot firmly away from the lever unless shifting cogs. The electronics are also vastly superior, although a bit more confining. Now you must use lower levels than on the previous bike to achieve the same effect. So, TC on ‘2’ rather than ‘3’ and so on, and easily switchable with the genius thumb/finger buttons. The anti-wheelie works very smoothly, but unless ‘off’ it will curb big lofts. That’s fine, you don’t need it and the TC doesn’t intrude at all when hoisting mingers. The difference between this and the Yamaha is that when the MT’s front wheel eventually slows the ABS can activate the
TC during a long loft, but not on the Aprilia. Nor does the TC interact in a negative way on engine thrust, working so subtly on the road you’d barely even notice it intruding in all but the most extreme circumstances, or if the tyre is stone cold.
Speaking of tyres, the Supercorsa SPs make such a difference to hard riding. The grip they produce over the other bikes’ more road-based hoops, allows a pure clarity of feel through the excellent suspension set-up. Their versatility is also amazing – I’ve ridden through several winters on them with no problems whatsoever, but when you need that extra purchase, it’s there. Feeling it dig in as you hitt an apex gives you the confidence to nail the throttle, the hard accelerating rear perfectly supported by the Öhlins shock, the TC working in the background to tidy anything untoward up, the bike leaping forwards with the front inches in the air, bars slightly turned and all to the most glorious howl in motorcycling. Each and every time you do this is like a divine intervention, you’ll never get bored of it, ever.
But nothing’s perfect, right? Well, thinking of negatives is a tricky proposition. Some of the guys found it hunted a bit at 30mph on a constant throttle. Trying this myself, I found in third gear it did a bit. But in second or fourth-gear, it was fine. The steering lock is also a bit restrictive, just missing a few degrees, which make slow or static turns a tad uncomfortable. But that (apart from price) is it.
Because then you take the Tuono on track – and nothing else matters. I went out on it first and discovered the changes for road usability haven’t dented its track skills. It’s an utter rapier, and extremely fast. It could easily reel in 20 bike lengths on the MT-10 on any straight because it is so much faster in a straight line, and anywhere else for that matter. So, once again, from front to back with everything considered, the Tuono takes top honours yet again.