Aprilia Tuono Buy­ing Tips

RiDE (UK) - - Old V New -

The Tuono gen­er­ally at­tracts en­thu­si­asts who tend to look after their bikes well and use them just for fun. An­nual mileages are nor­mally low but still in­spect any­thing you’re in­ter­ested in very care­fully.

It’s a fun­da­men­tally ro­bust bike but needs more TLC than your av­er­age Ja­panese ma­chine. Tuonos can do up to 100,000 miles re­li­ably if cared for and prob­lems are usu­ally rare and mi­nor but there’s po­ten­tial for quite a few to crop up.

Don’t be tempted to skip ser­vices and be aware that work­ing on the bike at home isn’t al­ways straight­for­ward — spe­cial tools and ex­pe­ri­ence are nec­es­sary for some jobs. Reg­u­lar oil changes are a must but be care­ful — the dry sump sys­tem means you should mea­sure the ex­act amount of oil into the en­gine and lev­els should only be checked when the mo­tor is hot. If un­cer­tain, see a dealer. Bud­get for rep­utable dealer at­ten­tion if you need to and only use ex­pe­ri­enced me­chan­ics.

En­gine re­li­a­bil­ity is gen­er­ally ex­cel­lent. The V-twin was well proven in the Mille sports­bike by the time the Tuono was launched. Check­ing the valves on the front cylin­der can be tricky due to lim­ited ac­cess and if the front cylin­der’s valve cover seal isn’t seated cor­rectly, it will leak badly. Oil pres­sure switches and oil fil­ter cov­ers can also weep oil. Clutches can drag if the fluid isn’t bled and changed reg­u­larly. Slave cylin­ders can leak too and they get very hot, be­ing so close to the en­gine and ex­haust. Af­ter­mar­ket ones give a lighter and more re­li­able clutch ac­tion. The same is true of the rear brake slave cylin­der, es­pe­cially on early bikes — they are dif­fi­cult to bleed. Check the pinch bolts of the Öh­lins forks. If over-tight­ened, they can crack the legs. Oil-seal leaks aren’t un­usual, par­tic­u­larly if the bike has been stored for a while.

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