Specification
APRILIA TUONO V4 1100 FACTORY(2019)
liquid-cooled, dohc (175PSJ@ 11,000rpm (121Nm)@ 9000rpm aluminium frame
telescopic Ohlins NIX, 120mm travel, manual adjustment for preload, Smart EC2.0 control of compression and rebound damping [R)One Ohlins damper, 130mm wheel travel, manual adjustment for preload, Smart EC2.0 control of compression and rebound damping
four-piston Brembo radial M50 Monobloc calipers, 330mm discs with cornering ABS (R)Two-piston Brembo caliper with 220mm disc and cornering ABS
from conventional to semi-active Ohlinsunits is the big change this year
LEFT:Soundtrack is great from the stock exhaust
would handle any differently to the previous model. The options are Ml, M2 and M3 for track, sport and road. You can stick to the default settings or adjust fork and shock compression and rebound damping through 31 steps.
In M2 on standard settings the Factory felt much as I recall its predecessor - superbly agile and well controlled. Its stiff-beamed RSV4 heritage showed in the way it steered so sweetly, seemingly hot-wired to my nervous system.
Ohlins' conventional suspension has an ability to give the best bikes a taut ride without feeling excessively firm, and the Tuono definitely fits into that category.
But switching to the semi-active settings took ride quality to a new level. The Tuono's natural habitat is everything from A-road curves and smooth-surfaced roundabouts to cracked and rippled back-roads, with occasional urban drain covers and sleeping policemen an unavoidable part of the mix. And the way the semi-active Factory managed to deliver pin-sharp handling and a ride that could almost be described as plush was remarkable.
Essentially the Smart system gives the ability to have soft damping for much of the time, such as when you're riding at a constant pace, or in a gentle curve or in town, and to add firmness and control almost instantly - to either the forks, shock or both - when it's wanted. It worked superbly on its standard settings, with the A2 sport combining firm and controllable handling with a compliance that I don't think a conventional Ohlins-shod bike would have matched; and A3 smoothing the surface even more without quite the same track-firm tautness.
The system can be as simple or complex as you like. What Ohlins calls its Objective Based Tuning interface (OBTi) gives the option of going into each main setting to fine-tune the levels, by five digital clicks in each direction. Both A2 and A3 can be tweaked for front and rear firmness, brake support and steering damping (the damper is also wired-in). For circuit riding Al adds a couple more options, acceleration support and mid-corner support, which would be fun to experiment with on a track day.
But for typical riders, especially on the road, the great thing about the Factory is that it works so well just as it comes. The only improvement I could suggest is the ability to toggle between the main suspension settings while moving, as many bikes allow, but it's really not an issue. Apart from the added complexity and expense
(the Factory's price went up by a grand on the system's introduction last year, and is now £17,199) I can't think of a drawback.