2016 Aprilia Tuono 1100 V4 RR - FIRST RIDE

More V-Four is a good thing.

2016 Aprilia Tuono 1100 V4 RR on-road action

I found myself wondering why I felt the need to pass several cars at once while enjoying a nice motorcycle outing in the Italian countryside. I should have been perfectly happy sitting back, and taking in the sites, but no, I’m stricken with the need to explore the massive amounts of power available at the twist of the right grip. I just couldn’t resist; besides, I had to get to the clear section of road ahead so I could keep up my rather absurd pace.

As I mentioned, I was in Italy, flogging the new 2016 Aprilia Tuono 1100 V4 RR on some great back roads. We used the Misano World Circuit near Rimini for a home base, then explored the area's roads on the Tuono prior to returning to the track to sample the new RSV4 RF that afternoon.

The new Tuono 1100 V4 RR and Tuono 1100 V4 Factory are Aprilia’s latest naked bikes. They share the same high-performance chassis as the RSV4 superbike and have also been equipped with the latest version of Aprilia’s Performance Ride Control (APRC) suite. The key difference between the $14,599 RR and the $16,299 Factory is the use of Öhlins suspension on the latter. The new engine on the other hand, has the same layout and cases as its fully faired cousin, but its capacity has been increased to 1,077cc thanks to a new 81mm bore (up from 78). Pankl connecting rods, along with the crankshaft, are new. Thanks to the larger bore, the spread of low to mid-range torque has improved, and claimed maximum power output has increased from 170 horsepower to 175. The biggest step in horsepower comes at 8,000 rpm where Aprilia says almost 20 additional ponies have been gained.

2016 Aprilia Tuono 1100 V4 RR studio rear view

As soon as we left the Misano track I knew we were in for a good time. The low-end torque was excellent and the top-end power felt incredible. During some urban riding prior to reaching the countryside, I had a chance to think about the ergonomics. With a 15mm lower seat, and new narrower handlebar, the new Tuono felt quite comfortable for my 5-foot-9, 150-lb. frame.

Whereas the previous Tuono only had Sport and Track engine maps, the 2016 model also has a Race mode. I played around with all three and settled on the Sport setting for in-town riding. In Sport, the engine was smooth and controllable, and the bike behaved nicely at slower street speeds, too.

Once out of town, I could feel how the Tuono was going to work. On a bike with so much power it’s easy to give it too much throttle and feel like you’re losing some control. But the smooth power delivery and updated engine-brake-management system helped on the tight and bumpy sections of the ride. The new three-level ABS also was a big plus on the unpredictable road. I felt it kicking in several times, keeping me from locking the front.

As I got higher in the mountains, the pace increased. I was impressed with how well the Sachs damper units front and rear worked to keep the Tuono in line. Suspension compliance on the bumpy, uneven, and slippery roads was quite good. The Tuono soaked it all up with limited deflection, enabling the bike to hold my intended line. Aprilia’s eight-level Traction Control (ATC) also had my back. Exiting slower corners, I could feel the power stutter when I had ATC cranked up to level 7. I eventually settled on level 3 (1 offering the least intervention, 8 the most). This provided a good balance of control without too much intervention. The three-position Aprilia Wheelie Control (AWC), given the new 1077cc engine’s claimed 90 pound-feet of torque, kept “big fun” from becoming “big trouble,” if you know what I mean... As with all other APRC controls, it’s easy to adjust ATC or AWC on the fly via the cluster controls on the left side of the handlebar, which is ultra convenient.

2016 Aprilia Tuono 1100 V4 RR on-road cornering action

With regard to styling, both the new RR and Factory Tuonos feature front fairings that are more aerodynamic and provide better wind protection. With the new lower seat, I was able to get behind the fairing somewhat and stay out of the wind.

In roll-on performance and passing power, the Tuono shines. When you snap open the throttle, look out, because the motor jumps right through the revs without hesitation, while the Aprilia Quick Shifter (AQS)—which allows smooth and effortless clutchless upshifts—helps keep the engine on the boil.

One cool accessory that deserves mention is the V4-Multimedia Platform (V4-MP), which allows you to link your smartphone to the bike. It can display real-time telemetry and allow you to change the settings of the APRC controls from your phone, so V4-MP is a great way to enhance your riding experience. On track, your phone’s GPS can tell the bike exactly where you are, which allows you to see what the bike is doing in every corner and even make ATC/AWC suggestions to improve your lap times. You can even fine-tune the ATC and AWC corner by corner by selecting from a growing list of pre-programed race circuits around the world.

The 2016 Aprilia Tuono 1100 V4 RR is an impressive bike that manages to combine the capabilities of a modern superbike in a package that’s comfortable and practical in everyday riding and commuting.

|2016 Aprilia Tuono V4 1100 RR
ENGINE|DOHC 65-degree V-4, four valves per cylinder
FUEL|Unleaded gasoline
BORE x STROKE|81.0 x 52.3 mm
CLAIMED TORQUE AT CRANKSHAFT|89.2 lb.-ft. at 9000 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. Multiple engine maps selectable by the rider with bike in motion: T (Track), S (Sport), R (Race)
IGNITION|Magneti Marelli digital electronic ignition system integrated in engine control system, with one spark plug per cylinder and “stick-coil” type coils
EXHAUST|4-into-2-into-1 layout, single oxygen sensor, lateral single silencer with ECU-controlled bypass valve and integrated trivalent catalytic converter (Euro 3)
ALTERNATOR|Flywheel-mounted 450W 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 1st: 39/15 (2.600) 2nd: 33/16 (2.063) 3rd: 34/20 (1.700) 4th: 32/22 (1.455) 5th: 34/26 (1.308) 6th: 33/27 (1.222) Gear lever with Aprilia Quick Shift electronic system (AQS)
CLUTCH|Multiplate wet clutch with mechanical slipper system
PRIMARY DRIVE|Straight-cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659)
SECONDARY DRIVE|Chain: Drive ratio: 42/15 (2.8)
TRACTION MANAGEMENT|APRC System (Aprilia Performance Ride Control), which includes Traction Control (ATC), Wheelie Control (AWC), Launch Control (ALC), all of which can be configured and deactivated independently
CHASSIS|Aluminum dual beam chassis with pressed and cast sheet elements Sachs steering damper
FRONT SUSPENSION|Upside-down “one by one” Sachs fork, 43mm stanchions . Forged aluminum feet for radial caliper mounting. Completely adjustable spring preload and hydraulic compression and rebound damping. Wheel travel: 4.3 in.
REAR SUSPENSION|Double braced aluminum swingarm; mixed low thickness and sheet casting technology Sachs monoshock with piggy-back fully adjustable in: spring preload, hydraulics in compression and rebound Brembo M432 monobloc radial calipers with four 32mm opposing pistons Sintered pads. Axial pump master cylinder and metal braided brake hoses Rear: 220mm diameter disc; Brembo floating caliper with two 32mm isolated pistons. Sintered pads. Pump with integrated tank and metal braided hose ABS Bosch 9MP, adjustable on 3 maps, featuring RLM strategy and can be disengaged
WHEEL RIMS|Cast aluminum wheels with 3 split-spoke design Front: 3.5 x 17 in. Rear: 6.0 x 17 in.
TIRES|Radial Front: 120/70ZR-17 Rear: 190/55ZR-17
SEAT HEIGHT|32.5 in.
TRAIL|3.9 in.
FUEL TANK|4.9 gal.