Aprilia Tuono V4 Factory
It has extending incisors, the least power, an old fashioned paint scheme and the smallest dealer network – but you really shouldn’t overlook the Italian masterpiece
Now I get it. The steering is so sweet and eager that I keep turning into corners too sharply. It feels sprightly beneath me, light to the touch, and there’s a tsunami of acceleration. I now fully understand why everyone loves the Tuono.’ Langy has never before ridden any version of Aprilia’s stripped-back V4, but it’s clear from his excited babbling and cheerful little dance that the Tuono V4 Factory has made something of a positive impression. And he’s not alone. We grumble about the Triumph’s ride comfort, moan at how the Ducati’s engine looks like the back of a domestic appliance, chunter at the KTM’S lumpiness at motorway speed. Yet the Aprilia garners nothing but praise. The biggest complaints anyone has is that the seat material bunches up after a decent ride (but soon sorts itself out), plus Langy’s observation that the clutch ‘feels lumpy at the lever’ (whatever that’s supposed to mean).
Confession time. I did a big test of the Tuono when it first came out as the V4R an entire decade ago. So much more than just an unclothed version of the epic RSV4 superbike, the Tuono’s carefully revised chassis and tweaked engine delivered a fabulously balanced supernaked; fast yet friendly, potent but practical, it was a seriously class act. However, Aprilia’s appetite for seemingly irrelevant electronics tweaks and unnoticeable cosmetic revisions almost every year since mean I’ve been distracted by bigger, bolder, more modern offerings. It’s hard for a bike
that’s been around for ten years to stand out when its rivals make more than 200bhp, sound like the earth tearing open and look like they’ve been plucked from Bruce Wayne’s lair. I’ve not ridden one in yonks, and to be honest wasn’t really expecting to be particularly wowed. More fool me. The constant fettling and updates mean while the Tuono may look a tad previous generation its dynamic is more than a match for whizzbang competition, while still being just as all-round brilliant as that first version. More so, in fact. The 1077cc motor has explosive midrange, instantaneous response and emits a delicious sound, with its claimed 173bhp feeling more immediate and usable than the Ducati. Yet it’s also smooth and well mannered. This Factory model’s electronic suspension isn’t quite as luxurious as the Streetfighter’s magic carpet set up, but is a superb compromise between ride comfort, composure and handling. Steering is sensational – it feels like you can look back over your shoulder and the Tuono will dart back on itself, and yet the dense-feeling chassis remains composed and unflustered on roads where the KTM wriggles and the Triumph pinballs. The riding position offers utter control and gives oodles of feedback when riding like a numpty, yet is the most
‘I wasn’t really expecting to be particularly wowed. More fool me’
comfortable here thanks to being more upright than the Triumph and KTM… and of course by sneakily perching you behind a screen. It’s easily the best motorway bike. Decent mirrors, the best fuel economy and an indicator switch that’s wonderfully old fashioned and clicky in a world of feel-free microswitches, too. It also has a comedy pillion seat, so you won’t get lumbered with passengers. ‘I think that the Aprilia is the most nicely balanced,’ agrees Hugo. ‘Its suspension is controlled but passably comfy, it turns really nicely, and the engine is a peach – massively powerful while being characterful and having great throttle connection.’
I still become gooey at the sight of an old RSV Mille with a gleaming frame and striking colours, but the Tuono’s polished aluminium, colour scheme and styling seem a bit turn of the millennium. Typical Aprilia discounting means I’d always be worried about buying in case waiting a month might save a couple of grand, and residuals can be a concern too. None of which matters if you simply must have the best supernaked. ‘It’s the one that’s most responsive to my inputs,’ says Hugo, ‘but also the most practical, the one you’ll ride further than your typical 50-mile Sunday morning loop. I’d take the Aprilia every time.’