‘Naked or not, the Tuono is a riot to ride’
when you’ve got it cranked over, the Tuono doesn’t have a clue. Unlike the RS660, there’s no IMU – so that means no lean-sensitive ABS, no cornering lights, and no separately adjustable wheelie control. Of course, that’s not going to dampen your enjoyment day-to-day, but the reduced tech spec is evidence of cost-cutting. Another is that the RS’s two-way quickshifter is also absent. That’s more noticeable, as being able to snick up through the gears without backing off, then stamp back down through the box without touching the clutch, did add a bit of a special MotoGP-esque sophistication to the RS.
The motor is barely any different from the RS660 – a 659cc parallel twin, with a 270° crank giving the sound and feel of a 90° V-twin. Power has been trimmed from the RS’s 99bhp to an A2-restrictable 94bhp, but you’d never know the difference. The engine feels identically glorious in use, with a smooth, gentle and welcoming bottom-end that perks up massively around 7000rpm, before charging with a sparkling, gurgling, spirited surge through to the 11,500rpm limiter. Gearing is identical to the RS (contrary to Aprilia’s press release claiming a shortened final drive). Keep the motor spinning and the Tuono blasts forwards with infectious enthusiasm and a raw pace that’d leave an MT-07, a Z650 or an SV650 for dust. Dismiss this as ‘just’ a 660 at your peril – the Tuono 660 is a fabulously fast motorcycle, providing you use it as intended. Thankfully, the rest of the Tuono is equally capable of beetling along at a fair old lick. Brakes are fourpiston radial Brembos, complete with braided lines and a radial master cylinder, all conspiring to combine plenty of feel with immense power. Suspension is set firm, but not racetrack-stiff, striking a compromise between chassis balance and ride quality on rougher roads. And standard tyres are incredible Pirelli Diablo Rosso Corsa IIs – not a jot of complaint over their grip even on chilly roads. In fact, the component that proves perhaps most frustrating is one shared with the RS: its tank. At just 15 litres, with a four-litre reserve, two stops are needed to complete the full MCN250 route. On the calm, flowing A-road loop the fuel light comes on at 123 miles. On the more, ahem, ‘active’ B-road loop it first flickers on at just 98 miles, then goes out, then comes back on at 110 miles. Economy is fine, ranging between 45 and 55mpg, but 11 litres from brimmed to reserve feels stingy.
Overall the Tuono has a quality feel – more sophisticated and serious than Yamaha’s cheeky MT-07, but not as track-focused as Triumph’s Street Triple RS. It might lack some of the RS660’s technical treats, but it still has a colour TFT, five riding modes and cruise control. If you want to argue that the Tuono isn’t a true naked I can’t muster much defence – yes, there’s an awful lot of plastic, including twin-skinned pseudo-winglets up front, but this is hardly the first Tuono to be guilty of wearing a lot of bodywork. Naked or not, the Tuono 660 is an absolute riot to ride, its pace perfectly-pitched for making the most of British backroads – neither frustratingly lacking, nor dauntingly excessive. The Aprilia is certainly sporty when you want it to be, and refreshingly relaxed when you don’t.