Aprilia calls its new RSV4-based Tuono V4 R a “superbike with a high bar.” But we think it’s more like a pissed-off wasp that just got its nest whacked with a stick, especially the sunlit-yellow version with its diminutive black-top fairing and bug-eye headlight treatment. Aprilia engineers wanted to maintain the Tuono tradition of a high-spirited, hot-performing naked bike with a style of its own. Clearly, they have; it’s a wonderfully executed machine with great fit, finish and top-quality components right down to the smallest detail.
Chassis
At a glance, it is difficult to see the subtle differences between the frame on the Tuono and the RSV4 on which it is based. On the Tuono, the engine is mounted in a fixed (no adjustable slots) and lower position for a lower center of gravity. Rake was changed from the RSV4’s 24.5 degrees to 25 degrees on the Tuono. This also extended the wheelbase by an inch from 55.9 to 56.9 inches, increased trail from 4.1 to 4.2 in. and gives the bike a perfect 50/50 front-to-rear weight balance. Claimed dry weight (no fluids or battery) is 403 pounds.
Suspension front and rear are handled by fully adjustable Sachs units with a 43mm inverted fork and gas-charged monoshock. Twin 320mm discs and radial-mount four-piston calipers are controlled by a radial master cylinder pumping fluid through stainless-steel-braided brake lines. While the chassis and engine are closely related to the RSV4, the ergonomics are definitely “naked style,” with the seat perched 32.8 in. above the ground, the pegs fractionally lower and the handlebar much taller and wider than those of the RSV4. The result is a very relaxed and comfortable riding posture that doesn’t tax the legs, forearms or back.
If you want to outfit your Tuono to be a bit more exclusive, options include a 43mm Öhlins racing fork, Öhlins shock, forged aluminum wheels, carbon-fiber body components, an Akrapovic racing exhaust and more.
Front Sachs fork and Brembo twin 320mm front disc brake with radial mount four piston calipers.
Engine
A few key changes differentiate the Tuono engine from that of the RSV4. The ultra-compact, 78.0 x 52.3mm bore-and-stroke dimensions are identical in both versions of the 65-degree V-Four. The V4 R unit breathes through taller, fixed-length velocity stacks, optimized to fatten the lower half of the torque curve and improve throttle response below 4000 rpm. Both engines share a 13.0:1 compression ratio and breathe through 48mm throttle bodies. Claimed peak output for the Tuono is 167 horsepower at 11,500 rpm with 82 foot-pounds of peak torque 9500 rpm.
The 65-degree Vee-angle layout makes for a primary imbalance so a counter-balancer is used and does a great job of quelling vibes. Flywheel mass has been increased to improve tractability and further smooth engine vibration. Ride-by-wire throttle management enables the V4 R to use the same three selectable power-delivery modes as found on the RSV4, including Road, Sport and Track.
In Europe, the Tuono will be available in a standard version and an APRC (Aprilia Performance Ride Control) version, the latter featuring traction control, wheelie control, a quick-shifter and launch control.
On Track
An entire day on the Ricardo Tormo Circuit in Valencia, Spain, with Troy Corser’s former race technician at my disposal allowed me fine-tune the V4 R to my liking; very helpful, considering my above-average weight of 220 pounds. The excellent, upright ergonomics make the Tuono one of the most comfortable and friendliest high-performance bikes I’ve ever tested. The combination of a sunny day, Valencia’s abrasive tarmac and the excellent Pirelli Diablo Supercorsa tires (120/70ZR17 front and 200/55ZR17 rear) that were fitted for the test allowed superb traction throughout the day.
We experimented with damping settings front and rear and well as rear spring preload and ultimately improved steering response reduced the rear-end squat. This made the bike more agile while also improving stability. With only a few clicks needed here and there, it is clear that testing department chief Stefano Pellizzon nailed the V4 R’s chassis and suspension specs right out of the box.
The engine is fantastic and impressive. Aprilia’s 1000cc V-Four is capable of breathtaking acceleration and its flexibility allows it to quickly pick up revs from as low as 4000 rpm in any gear. During one stint, I experimented with the low-end performance by leaving the transmission in third gear for the entire lap—with the exception of the main straight—and still experienced glorious corner-exit drive. Even when exiting the final turn in a taller-than-optimal gear, I could hit an indicated 140 mph at the end of the front straight before braking. With the diminutive fairing, it was all I could do to hang on at these speeds. Despite trying to make myself small to avoid the windblast, at the end of the day I didn’t feel fatigued thanks to the good ergonomics and predictable engine and chassis response. Very impressive considering the outright performance offered by this pissed-off wasp.
Aprilia USA confirmed that it will import one version of the bike, the Tuono V4 R APRC, and expects it to go on sale this coming winter as a 2012 model. Price has yet to be determined.
