Aprilia Tuono 660 Factory
Smaller, less powerful, yes, yes. But based on the RS660 – Europe’s best selling sportsbike – the Tuono can punch well above its weight, especially in up-spec Factory form
On paper this is a tough gig for the Tuono 660. More than 100cc down on the Triumph and almost 250cc on the MT-09, this Italian twin has got its work cut out if its going to shine in this accomplished three-cylinder company. But shine it does. Having pinched the Tuono’s key for a 90-mile round trip from the Bike office to home and back, I’m fully seduced by the Aprilia’s ability to keep me grinning and engaged even during a potentially tedious rush-hour commute.
With its rev-hungry engine, race rep-derived chassis and powerpacked brakes (at 320mm the front discs are the largest here) the Factory 660 hands me the confidence to whip in and out of the traffic, picking off each vehicle briskly, safely, and immediately ready to launch a move on the next one.
It’s a fun bike, but in a different way to the other two. Whereas the Yamaha’s all about its in-ya-face motor and excitable disposition, and the Triumph’s a bona-fide A-to-b back road missile, the Tuono encourages you to wring every last drop of performance from its 659cc parallel-twin motor in a package that gets better the deeper you dig into its handling prowess.
Given the Tuono’s stumpy 1369mm wheelbase I’d been expecting a nervous front end, but it couldn’t be further from reality. The 660 Factory is stoically stable, even over sketchy surfaces that encourage the Street Triple into a minor shiver. As a result, I can’t resist pushing harder, throttle pinned, at every available opportunity – a response emboldened by the fact that the Tuono’s 100bhp only comes into play high up in the rev range.
‘It feels like a bit of hooligan,’ says Dom. ‘You want to wring its neck all of the time. The riding position is great too – those wide, flat ’bars let you really grab the thing by the scruff off the neck and chuck it about. Oh, and what a sound – that motor makes a great noise.’ That it does, but it needs 7000rpm on the dial before it’ll even begin to bare its teeth. By 8000rpm it’s removing its jacket for a scrap, then by 10,500rpm – peak power – it’s windmilling 100bhp at the rear wheel like a mad thing. Keeping it on cam is easy thanks to the quickshifter (standard fitment on the Factory, and although it only works on up-changes the clutch is feather light), and ridden in isolation this Aprilia feels enough for almost all situations. Only up against the Triumph and Yamaha does its capacity and power deficit show its hand. Off-corner drive isn’t as vivid, nor is the top end surge quite as strong. But, to be honest, as I’m tonking along aboard the Tuono on the first genuinely sunny and warm day of the year, I really don’t care. Every time I ride the Aprilia I have a ball, and that’s what matters. It’s got a spirit about it that defies you not to engage fully with the engine’s thirst for revs and the chassis’s eagerness to dismiss even the most challenging of roads with a nonchalant ‘is that it?’ shrug of the shoulders.
That said, when I’m off the bike questions start to arise. The finish isn’t great. Indeed, someone with larger feet than mine has already
‘A package that gets better the deeper you dig into its handling prowess’
gouged two deep scratches into the swingarm, the aluminium coloured silencer shield-come-bellypan looks horribly cheap, and none of the plastics – cockpit surround and switchgear in particular – radiate the same lustre and quality of those on either Triumph or Yamaha. Dom concurs: ‘There’s a touch of “toy” about the Aprilia. The other two feel like proper bikes. This is more like a big 125.’ It certainly turns-in like a lightweight, swift and accurate. The Factory badge helps, too. It’s 2kg lighter than a stock Tuono, 5bhp more powerful, lower geared by a tooth on the front sprocket for keener acceleration, comes with adjustable suspension, cornering ABS (the brakes are top drawer), cruise control, traction control, wheelie control and five riding modes. For a middleweight street bike the Tuono Factory is very well specified. What’s more, it’s only £300 dearer than the base model.
But you’ve really got to want the Aprilia to commit to a purchase. Yes, it’s certainly fun, handles superbly, can turn its hand to everyday riding as well as brain-out buffoonery, and even carry a pillion once you’ve swapped the torturous looking rear seat cover for the genuine two-up perch (it has us fooled for a while, too…). All this said and done it’s only £345 cheaper than the way more accomplished Street Triple – and that’s after Aprilia slashed £750 off the original recommended retail price. In this company that’s not enough.