2016 Aprilia Tuono V4 1100

Editor Score: 90.0%
Engine 19.0/20
Suspension/Handling 14.0/15
Transmission/Clutch 9.0/10
Brakes 9.0/10
Instruments/Controls3.5/5
Ergonomics/Comfort 8.5/10
Appearance/Quality 8.5/10
Desirability 9.5/10
Value 9.0/10
Overall Score90/100

It’s no secret we here at MO are huge fans of the Aprilia Tuono. We’ve declared our love for the bike so much now that we’re starting to sound like a broken record. And if you’re tired of us blabbering on and on about one of Italy’s finest motorcycles, there’s bad news: Aprilia has gone and made the Tuono even better with the Tuono V4 1100 series, the $14,799 RR and the $16,999 Factory. Head Honcho Kevin Duke got to spend time aboard the RR version at the bike’s launch, which you can read about here. The up-spec Factory version, with Öhlins suspension and steering damper, aluminum (rather than the RR’s steel) front brake rotor flanges, a wider 200/55-17 rear tire and red wheels, wasn’t available for Duke to ride, but we have one now. So how does it stack up? First a little back story.

We last judged the Tuono V4 APRC against its peers in 2014, putting it up against the BMW S1000R and the almighty KTM 1290 Super Duke R in our 2014 Ultimate Streetfighter Finale. Despite its superb handling, and lowest price of the trio, there was one little issue: its 999cc V-Four made less power and less torque than its German and Austrian competition and seemed a tad less refined. Yeah, it’s a matter of picking nits, but when the stakes are this high and this close, every little edge counts. In the end, the Tuono brought up the rear of that admittedly remarkable pack.

It’s difficult to see the changes to the V-Four engine from the outside, but the improvements made inside those cases transform the Tuono.

It’s difficult to see the changes to the V-Four engine from the outside, but the improvements made inside those cases transform the Tuono.

To quote the one and only Ricky Bobby, “if you ain’t first, you’re last.” Now, I don’t know if the folks at Aprilia took any inspiration from Talladega Nights, but the message was received all the same – the Tuono needed more muscle. Unlike the RSV4, which is restrained by engine displacement regulations under racing rulebooks worldwide, the Tuono is under no such restrictions, and so Aprilia’s answer was simple: Make the engine bigger!

The result is this, the Tuono V4 1100. As the name suggests, the new Tuono (Aprilia calls it an early-release 2016 model) gets a displacement bump, but not quite to 1100cc. Instead, a 3mm overbore puts it at 1077cc. Aprilia claims 89.2 lb-ft of torque at 9000 rpm, 175 hp, and nearly 20 more horses at 8000 rpm compared to the outgoing model (all measurements made at the crankshaft).

There’s no replacement for displacement, as is clear in this dyno chart between the new 1077cc V-Four and the 999cc version in the 2013 Tuono V4 R. The older version was terrific; this new one is spectacular.

There’s no replacement for displacement, as is clear in this dyno chart between the new 1077cc V-Four and the 999cc version in the 2013 Tuono V4 R. The older version was terrific; this new one is spectacular.

We’re accustomed to manufacturer claims being a bit optimistic compared to actual dyno numbers, but here’s a bit of a surprise: Our Tuono V4 1100 Factory, on the MotoGPWerks dyno, put down numbers to the rear wheel that are almost in line with Aprilia’s claims – 82.8 lb-ft at 9400 rpm and 159.3 hp at 11,400 rpm. Factor in 10% driveline loss and these numbers are actually better than what Aprilia claim at the crank. True to its word, Aprilia also made the Tuono 1100 20 horses beefier around the 8000 rpm mark. With this bump in power, the Aprilia now trumps the S1000R and Super Duke R in the power department, though the 1301cc KTM still has it beat on torque.

Despite this power increase, the Tuono is still held back on the scales, coming in at 467 lbs. ready-to-ride. That’s 7 lbs. less than before, and now 2 lbs. less than the KTM. The S1000R is still the lightest of the three at 450 lbs. on our scales.

Aprilia didn’t just stop at bumping the V4’s displacement and power, it also tweaked the chassis. Headstock angle goes to 24.7º from 25.1º, trail is lessened to 99.7mm from 107.4mm, and to help keep the chassis stable, the swingarm is now 6mm longer. On the electronics front, the Tuono 1100 range also gets the same aPRC electronics suite as the RSV4 RR and RSV4 RF, which includes Aprilia Traction Control, Wheelie Control, Launch Control and Quick Shift functions, the first two receiving even more refinement than its predecessor.

The majority of changes between the Tuono V4 1100 RR and Factory summed up in one photo. The Factory gets Öhlins suspension and steering damper, aluminum front brake rotor flanges, wider 200/55-17 rear tire, and red wheels.

The majority of changes between the Tuono V4 1100 RR and Factory summed up in one photo. The Factory gets Öhlins suspension and steering damper, aluminum front brake rotor flanges, wider 200/55-17 rear tire, and red wheels.

To get the full scoop on the details of the Tuono V4 1100 series, go to Duke’s First Ride story above. This review centers on the Tuono V4 1100 Factory, as KD didn’t get a chance to ride it during the bike’s launch.

Same Old Charm

As it’s always been with the V4 Tuonos, the center of attention is the 65º V-Four between the rider’s legs. It can be relatively docile below 6000 rpm even if fuel delivery is a bit rough at partial throttle. However, once you wake up the beast and push the tach needle above the 6k mark, the dramatic increase in power compared to the 999cc mill is instantly noticeable. Asses are pushed back in the seat, necks are tightened, and arms are flexed, all in an effort to simply stay on the bike. It’s exhilarating when you’re blasting onto the freeway, and it’s downright thrilling when you’re annihilating your favorite twisty road, eating straight patches between corners like few bikes can. The front likes to lightly paw at the air if you get greedy coming out of a corner, and the Wheelie Control helps make the rider feel like a hero as it gently places the tire back on the road again.

“Using Wheelie Control is ideal for blazing a fast pace down a twisty road, as it allows the front tire to loft without fear of flipping over backward,” Duke observes. “However, switching it off and carrying a long wheelie for giggles is difficult, as maintaining carefully balanced throttle inputs can be problematic.’

The Tuono sees revised geometry figures, but they haven’t detracted from the 1100’s handling at all. It inspires confidence in spades.

The Tuono sees revised geometry figures, but they haven’t detracted from the 1100’s handling at all. It inspires confidence in spades.

Aprilia revised the ride modes for the new Tuono series, tossing the old Rain setting and replacing with Sport, Track and Race modes, all of which deliver full power output and can be switched on the fly. Sport mode gives the Tuono a slightly more subdued demeanor. Track and Race modes have less engine braking than Sport but were otherwise difficult to distinguish between.

Aprilia says the Tuono’s handlebars are now a little lower and narrower by 6mm, but like Duke in his First Ride review, I couldn’t tell a difference between old and new. The Tuono, with its emphasis on mass centralization, changes direction quickly and smoothly, the front end feeling sure-footed and planted. It goes without saying the fully adjustable Öhlins fork, shock and steering damper helped contribute to that sure-footed feeling.

The Tuono V4 1100 Factory may not have forged wheels, but the Aprilia hardly suffers for it. Öhlins suspension is in its element on smooth, twisty roads, but the ride is a little firm elsewhere.

The Tuono V4 1100 Factory may not have forged wheels, but the Aprilia hardly suffers for it. Öhlins suspension is in its element on smooth, twisty roads, but the ride is a little firm elsewhere.

One aspect that confuses us about the Tuono V4 1100 Factory is the lack of forged wheels. Öhlins suspension and lightweight forged aluminum wheels are what we’ve come to expect from the added price of Factory models, and the omission of the latter here is puzzling.

“The one gripe I have about the Tuono is its somewhat lardy weight,” Duke whinges. “If I’m gonna spend $2,200 extra for the Factory version, I’d expect the lighter forged wheels, which we know reduces steering effort considerably over heavier cast wheels.”

And while we’re on the topic of demerit points, it’s hard to believe the Tuono makes due with its seemingly archaic LCD gauge cluster. Sure it does the job and provides all the relevant information, but it looked dated even when new, and now that colorful TFT displays are becoming more prevalent, it’s probably time Aprilia make the gauges more, well, engaging.

Brembo M432 monobloc radial calipers bite on twin 320mm discs to bring the Tuono to a halt, and while there are no complaints about the braking ability on the Tuono, once you’ve been spoiled by Brembo’s M50 calipers, everything else feels second rate. The Tuono comes with a Race ABS system, developed in collaboration with Bosch, featuring three different levels, all adjustable independent of engine power mode, and featuring rear-wheel-lift mitigation to help prevent a rider from looping the bike in a panic situation. RLM can also be turned off.

At 200/55-17 (versus the RR’s 190/55-17), the Tuono Factory benefits from a wider rear contact patch which helps put down the monstrous power from the 1077cc Four.

At 200/55-17 (versus the RR’s 190/55-17), the Tuono Factory benefits from a wider rear contact patch which helps put down the monstrous power from the 1077cc Four.

During our street evaluation of the Factory we never encountered a situation that would be anywhere near approaching the ABS threshold. However in past tests of the system, particularly in a track environment, we’ve been impressed with how hard and deep one can brake into a corner without so much as a hint of ABS intervention.

Finer Details

With this new Tuono V4 1100 Factory, Aprilia has answered the call for more power without losing any of the endearing qualities we’ve always loved about the Tuono. The ride position is clearly more relaxed than the RSV4, the handlebar still placed in a sporty position, but comfortable enough for a moderate slog down the freeway. The bike’s new seat is a nice improvement over the old one, slightly cushier despite having been lowered 15mm to make for an easier reach to the ground. It’s still tall at 32.5 inches, but it does provide a commanding view of the road ahead.

112515-2015-aprilia-tuono-beauties-2438

While it’s unlikely prospective Tuono owners will fret much about fuel economy, our Factory tester reinforced the reputation Aprilia V-Fours have for voraciously consuming fuel. It returned a dismal 31 mpg from its 4.9-gallon tank in mixed riding conditions. But, considering the huge grin it puts on our faces each time we twist the throttle or throw it into a bend, we’d be happy to pay that price time and time again.

Now that Aprilia has taken the Tuono V4 1100 Factory to the gym and bulked it up, it’s clearly a time for a rematch amongst its rivals. Which is exactly what we’re putting together. Stay tuned.

2015 Aprilia Tuono V4 1100
+ Highs

  • A fantastic engine made even better
  • The handling chops to match the sweet engine
  • Sophisticated electronics
– Sighs

  • No forged wheels on a Factory?!
  • That engine is thirsty
  • Still a tad on the heavy side
2016 Aprilia Tuono V4 1100 Factory Specifications
Engine Type 65° V-4, 4-stroke, liquid cooled engine with dual overhead cams and four valves per cylinder
Bore and stroke 81.0 x 52.3 mm
Capacity 1077 cc
Horsepower (at rear wheel) 159.3 hp at 11,400 rpm
Torque (at rear wheel) 82.8 lb-ft at 9400 rpm
Fuel system Airbox with front dynamic air intakes. 4 Weber-Marelli 48-mm throttle bodies with 4 injectors and latest generation Ride-by-Wire engine management. Choice of three different engine maps selectable by the rider with bike in motion: T (Track), S (Sport), R (Road)
Exhaust 4 into 2 into 1 layout, single oxygen sensor, lateral single silencer with ECU-controlled bypass valve and integrated trivalent catalytic converter
Alternator Flywheel mounted 450 W alternator with rare earth magnets
Lubrication Wet sump lubrication system with oil radiator and two oil pumps (lubrication and cooling) Gearbox 6-speed cassette type gearbox
Clutch Multi-plate wet clutch
Final Drive Chain: 42/16
Front Suspension Öhlins fork with TIN surface treatment. Adjustable spring preload and hydraulic compression and rebound damping; 120mm travel
Rear Suspension Double braced aluminum swingarm; Öhlins Racing monoshock with piggy-back, fully adjustable in: spring preload, wheelbase length, hydraulics in compression and rebound; 130mm of travel
Front Brakes Dual 320mm floating stainless steel discs with aluminum flanges, Brembo M432 monobloc radial calipers with four 32mm opposing pistons. Sintered pads. Axial pump master cylinder and metal braided brake hoses.
Rear brake 220mm disc; Brembo floating caliper with two 32mm pistons. Sintered pads. Master cylinder with built in reservoir and metal braided hose. Bosch 9MP ABS, adjustable to 3 maps equipped with RLM (can be disabled).
Wheels and Tires Cast aluminum; Front: 3.5”x17” Rear: 6.00”x17” Radial tires. Front: 120/70ZR-17 Rear: 200/55ZR-17
Saddle height 32.5 inches
Steering angle 24.7°
Trail 100mm (3.94 in.)
Wheelbase 57.0 in.
Curb Weight 467 lbs
Fuel Capacity 4.9 gallons, including 1-gallon reserve

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  • Old MOron

    I had a demo ride on an S1000R a couple of weeks ago. Wow, I was impressed. Now I want to ride the SDR and the Tuono, too. In the mean time, I’ll be happy to live vicariously through you MOrons. Bring on the shootout!

  • Born to Ride

    This is a badass bike. Looks great, massive power, excellent handling, useful wind protection, electronic go-fast software, AND a real world riding position. This is a true superbike for the street. I take this over every S1000rr and Panigale and Hondoyamasuzusaki liter bike that I pass in the canyons.

  • john phyyt

    Absolutely love this class: Please keep extensive records of you impressions as I want to know how Yamaha MT 10, if it eventually arrives, compares.

  • Shlomi

    they keep bumping the HP like anyone can use 180HP on public roads…. how a bout 800cc V4 with less 50lbs?

    • Born to Ride

      Unfortunately, there just isn’t 50 lbs to save in the engine department. While I agree that a lighter and less high power oriented bike would be ideal for public roads, this bike to me is designed for dedicated sport riders and track day enthusiasts that can give this bike the 80/20% Street/Track lifestyle that it deserves.

      Whether or not those same riders have the skills required to warrant the power that this bike has is a different story entirely. But hey, I thought this was America?

      • Shlomi

        I think you got the numbers wrong, I say it’s 80% track 20% road. As for the weight my Street Triplle prooves you can get mid weight bike to 400lbs

        • Steve Cole

          Your street triple has almost 100hp less and is an i3. Also, likely no ABS. The exhaust on the Tuono is worth almost 30lbs though.

          • Shlomi

            I have ABS but I don’t have all the nunnies that the Tuono requires to keep its rider safe. I can ride ride with throttle full open more than Marquez can ride the Tuono on public roads. I had the v2 Tuono, and i just sold Multistrada 1200 with 150 HP. Where I ride 100 hp is just enough.

          • Born to Ride

            While I agree that the STR is most likely one of the most capable street going motorcycles, the point I was making was that Aprilia could not offer this bike in a sleeved down version and make your weight preference. The V4 is a heavy engine configuration in motorcycles, and producing one that would allow for the machine to weigh 400lbs would be incredibly expensive. Inline triples have a huge advantage when it comes to weight and compactness.

            I ride air cooled monsters, so your remark about being able to use full throttle without needing electronics to save your ass is a joy I know all too well. Lightweight roadsters (especially ones with big torque) are my favorite bikes, but this thing is an amazing feat of engineering and performance. Ya gotta give credit where credit is due.

          • Shlomi

            Since its introduction, there isn’t a day that I’m not thinking about this Tuono Factory 1100. But I always get to to the same conclusion, that more is actually less.A friend lent me his SDR for a ride, yes its powerful, but with the electronics on (as good as they are) i noticed them kicked in several times in 10 miles ride. I cant imagine riding this thing on canyon roads that have limited grip without the electronics. I just can’t understand the HP race.

          • Born to Ride

            The only time all that horsepower is gonna matter is when you are rocketing down the front straight at your local track day, and anyone that tells you different is silly. On the street however: power delivery, handling, braking, and chassis compliance are what is going to matter the most. The most exciting thing to me about this bike is that big flat torque curve. That means that the copious power is delivered in a smooth linear fashion, not unlike the beloved triple. This bike checks all the sportbike marks for me, and does so without being a committed sportbike. I will hopefully be in a place financially that I can afford one in the next couple years.

          • Steve Cole

            For the street, torque. I agree with you there. The best part about this bike is it can BE a committed sportbike and all you have to do is start throwing your weight and your skills at it. Or not. Super-nakeds are great for those that want to do multiple duties with one bike, and they are good at both. I mean, if I’m doing sport-touring… I want SPORT with my touring. This thing more than delivers on that, and never, ever sounds or feels vanilla.

          • Born to Ride

            Eh, I’m not so sure I agree that this bike would make a good tourer. Limited range, high fuel consumption, short gearing, expensive extra wide tires, and surely expensive maintenance keep this bike out of the realm of practicality for me. However, I ride a lot of miles annually and many riders out there who ride less could potentially use it as a daily rider without incurring obscene cost.

          • Steve Cole

            It all depends on how much “sport” you want and how much “touring” you want. I know lots of guys who tour on a full superbike, clip-ons and all.

          • Ian Parkes

            I agree. I was going to say they did well to make this lighter than the KTM when carrying two extra cylinders.

          • Ian Parkes

            But the Street Triple is the next fastest bike around the UK’s Mallory Park, according to Performance Bike magazine (I think).

  • Shlomi

    I think you got the numbers wrong, I say it’s 80% track 20% road. As for the weight my Street Triplle prooves you can get mid weight bike to 400lbs

  • Alan Golightly

    map update helps low speed fueling

  • Steve Cole

    Heavy? Not from the saddle. That’s for sure. It feels featherweight.

  • John B.

    Great work as usual Troy. I Can’t argue with anyone who buys this bike. Pretty sweet!

  • Craig Hoffman

    Full of power and of course the wonderful personality of its V4, handles great, looks cool, is reasonably comfy and useful for real world street riding. This new Ape sounds fun! It is but an updated TFT gauge display and better fuel efficiency from sheer perfection.

    • Steve Cole

      I’m not sure I want a blinking, multi-colour TFT display. I’m not sure I don’t, either… but I do not need distractions when riding. One of the first things I do is set my shift light to about 200 RPM past peak power so that if I actually see it, it’s time to shift (and clearly I’m looking for maximum performance). I don’t want to see anything blinking or swishing or changing colour in my line of vision – I want an analogue tach and actual warning lights, nothing more, nothing less. I tape over or disconnect my speedometer on my track bikes.

  • Randy Pancetalk

    fuel economy on anything usually gets better after some number of miles past break-in.