“Tuono” used to mean only “thunder” in Italian. But ever since Aprilia applied the name to its first stripped superbike—the 2002 Tuono, a less-faired RSV Mille—it has also meant kick-ass naked bike. Every Tuono since the first has been massive fun and big thrills mixed with a dose of practicality rare at such a high level of performance. A year ago we picked the BMW S1000R as the winner in our Year of the Naked issue. The then-new Bavarian bomber went up against an also-new KTM 1290 Super Duke R and a carryover Aprilia Tuono V4 R. And while there was much to love about the Tuono—a former CW Ten Best winner—we also pointed out a few areas in which the competition had gained an advantage in performance and comfort. It would seem that ears were burning at Aprilia’s Noale, Italy, factory while the crew worked on the next iteration of Tuono V4. Each and every nit we’d picked has been addressed with this 2015 Tuono V4 1100 RR and Öhlins-equipped Factory models, the latter of which we’ve spent the past few weeks commuting and sport riding aboard. Competition in this class is killer, but I’m hard-pressed to think of a more soul-stirring sport naked than the Tuono. It dissects my favorite back roads with cutting-edge performance, electronics, and Italian flair with a greater degree of ergonomic comfort than any clip-on-wearing superbike. 
Tuning refinements of the tri-map power modes and Aprilia Performance Ride Control (APRC) have coincided with what’s undoubtedly the most tantalizing update: a substantial power boost that spans the entire power range from off idle to 12,000 rpm. While last year’s 999cc engine didn’t suffer from anemic low-end punch, when it was compared with the latest entries from BMW and KTM, it came up short against those big-power machines. As the adage goes, “There’s no replacement for displacement,” and Aprilia’s 1,077cc (via a 3mm-larger bore), liquid-cooled, 65-degree V-4 offers proof. Rear-wheel horsepower and torque as measured on our Dynojet dyno show that the Tuono 1100 is now on par with the S1000R across its entire rev range and is endowed with bottom-end balls any street rider will appreciate. Whether pulling away from a traffic signal, rolling on the throttle in top gear to swing around a semi, or simply flowing through a canyon road at relaxed revs with little need to row the six-speed gearbox, this newfound on-demand torque along with lower overall gearing (15-tooth countershaft sprocket replacing the previous 16) has made for an improved all-around road bike. Departures from a stop require just a hint of throttle and linear clutch take-up as robust power right off idle propels the bike forward with super ease. Keeping pace with auto traffic and adhering to in-town speed limits reveals the one area in which the ride-by-wire fuel-injected engine leaves room for further improvement. We experienced a slight fluttery character with the fueling at cracked throttle that clears up once the twistgrip is opened beyond about 25 percent. If you ride around that, the problem then is you are ripping ahead in borderline exhibition of speed, such is the bottom-end snap at quarter throttle or more. That fluttery throttle response also made it tough to execute smooth upshifts as a modest commuter-like pace. The quickshifter produces a fairly lengthy cut when making upchanges under a light load, a condition that is particularly noticeable when shifting from first to second and second to third. All too often this made for an unpleasant lurch when working up through the lower gears. There isn’t a user menu option (instead requiring the dealer programming tool) to disable the quickshift feature, so we are left to fiddle with technique. We found that a slight dip of clutch combined with a steady cracked-open throttle produced the best results. Even the slightest rollout of the throttle on the shift could cause an abrupt cut of power that botched the smoothness of the shift. It took focus, but getting it right proved very satisfying, albeit not nearly as gratifying as giving it some stick and reveling in seamless shift action and that invigorating exhaust note. 
Escaping the city onto the interstate confirms that the counterbalanced V-4 has retained the silky-smooth nature of its smaller-capacity predecessor. Pushing an 80-mph freeway pace with revs nearing 6,000 rpm in top gear produces only subtle vibration felt through the grips, footpegs, and fuel tank with negligible increase in vibes as the analog tachometer needle sweeps toward the rev limit. Extended freeway stints headed to some choice Southern California back roads never left me feeling worse for wear. The taper-style handlebar is now narrower and the seat is 15mm lower, resulting in a sporty yet very natural riding position that felt ideally suited to my 5-foot-10 stature. The saddle has improved comfort over its predecessor, featuring softer foam that is said to resist hardening with age. The bikini fairing has also been revised to provide better aerodynamics and rider comfort that’s evident in the absence of helmet-rocking wind buffet at freeway speed. Toggling among the trio of engine power delivery modes can be done while riding. I found the difference between these modes more subtle than expected, as each has been programmed to deliver full power output. Sport mode, intended for everyday riding, provides slightly softer throttle response and the most engine-braking. Track and Race both share a more direct engine response and reduced engine-braking with Race mode having a further reduction in engine-braking at high rpm. There are eight levels of traction control that can also be changed or turned off via a paddle switch on the left bar. A change to TC sensitivity is instantaneous and doesn’t require closing the throttle. We not only found levels 7 and 8 good for wet roads but also a viable choice when working a technical downhill section of dry road. Settings 4–6 offered a good sense of non-intrusive safety for general riding while serious frolic on familiar sport roads warranted use of the minimal TC levels. While there are also three levels of wheelie control and three levels of ABS, the bike must be stopped in order to access the submenu for adjusting either of these parameters. Driving hard out of lower gear corners with minimal TC and WC settings delivered unmatched excitement as the front begins to rise while still leaned over and consistently maintained a foot-high wheelie that would set down softly so long as you stayed on the gas. Turning off TC and WC allows unabated wheelstands, but be forewarned that while this hyper naked willingly paws the sky, achieving a sustained mono requires a steady throttle hand due to its startling power reduction when notching back the throttle. 
Fortunately, aside from wheelies, that throttle sensitivity didn’t hamper the superb feeling of connection between twistgrip and rear-tire contact patch when working the Tuono’s sharp-handling chassis down a serpentine road. Ride the meat of V-4 midrange torque or wring it out to the enjoyment of its unique aural soundtrack. The result is the same: swift, seamless, tractable acceleration from one corner to the next. In this setting the quickshifter works flawlessly as does the chassis as a whole. The race-quality Öhlins fork and shock are well calibrated, having the golden quality of supple bump compliance yet also providing tactile feedback and solid chassis stability. Steering is light without any nervous twinge, and the front end gains your trust with a planted feel from turn-in through the apex. Stability under hard braking is augmented by a slipper clutch, electronic engine-braking reduction, and Bosch ABS that works front and rear in each of the three modes. The different ABS settings tailor the intervention sensitivity and rear lift mitigation (RLM) strategy. Mode 3 is for wet roads, Mode 2 reduces RLM at higher speeds, and Mode 1 has no RLM. As with the other, ABS can also be turned off if you like it raw. European manufacturers have led the charge in the naked superbike category, and bikes like the new Monster 1200R and the Tuono 1100 V4 Factory continue to keep the class fresh and interesting. Do we have a new emperor without clothes? Maybe a heads-up battle is in order, as the Tuono certainly has the capa-city and legs to run with the best. 
| SPECIFICATIONS | |
|---|---|
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| GENERAL | |
| LIST PRICE | $16,299 |
| MANUFACTURER | Piaggio Group Americas, Inc. 257 Park Ave. South, 4th Floor New York, NY 10010 apriliausa.com |
| CUSTOMER SERVICE PHONE | (212) 380-4400 |
| WARRANTY | 24 mo./unlimited mi. |
| ENGINE & DRIVETRAIN | |
| ENGINE | liquid-cooled, four-stroke V-4 |
| BORE & STROKE | 81.0 x 52.3 mm |
| DISPLACEMENT | 1077cc |
| COMPRESSION RATIO | 13.1:1 |
| VALVE TRAIN | DOHC, four valves per cyl., shim adjustment |
| VALVE ADJUST INTERVALS | 12,400 mi. |
| FUEL DELIVERY | (4) 48mm throttle bodies |
| OIL CAPACITY | 4.2 qt. |
| ELECTRIC POWER | 450w |
| BATTERY | 12v, 9.5 ah |
| CHASSIS | |
| WEIGHT: | |
| TANK EMPTY | 441 lb. |
| TANK FULL | 472 lb. |
| FUEL CAPACITY | 4.9 gal. |
| WHEELBASE | 57.0 in. |
| RAKE / TRAIL | 24.7° / 3.9 in. |
| SEAT HEIGHT | 32.9 in. |
| GROUND CLEARANCE | 4.4 in. |
| GVWR | 884 lb. |
| LOAD CAPACITY (TANK FULL) | 412 lb. |
| SUSPENSION & TIRES | |
| FRONT SUSPENSION: | |
| MANUFACTURER | Öhlins |
| TUBE DIAMETER | 43mm |
| CLAIMED WHEEL TRAVEL | 4.7 in. |
| ADJUSTMENTS | compression and rebound damping, spring preload |
| REAR SUSPENSION: | |
| MANUFACTURER | Öhlins |
| TYPE | single shock |
| CLAIMED WHEEL TRAVEL | 5.1 in. |
| ADJUSTMENTS | compression and rebound damping, spring preload |
| TIRES: | |
| FRONT | Pirelli Diablo Supercorsa 120/70ZR-17 |
| REAR | Pirelli Diablo Supercorsa 200/55ZR-17 |
| PERFORMANCE | |
| 1/4 MILE | 9.89 sec. @ 140.18 mph |
| 0-30 MPH | 1.2 sec. |
| 0-60 MPH | 2.6 sec. |
| 0-90 MPH | 4.3 sec. |
| 0-100 MPH | 5.1 sec. |
| TOP GEAR TIME TO SPEED: | |
| 40-60 MPH | 2.8 sec. |
| 60-80 MPH | 2.6 sec. |
| MEASURED TOP SPEED | 160 mph |
| ENGINE SPEED @ 60 MPH | 4541 rpm |
| FUEL MILEAGE | |
| HIGH/LOW/AVERAGE | 29/21/26 mpg |
| AVG. RANGE INC. RESERVE | 127 mi. |
| BRAKING DISTANCE | |
| FROM 30 MPH | 29 ft. |
| FROM 60 MPH | 115 ft. |
| SPEEDOMETER ERROR | |
| 30 MPH INDICATED | 30 mph |
| 60 MPH INDICATED | 60 mph |
EDITOR'S NOTES
Andrew Bornhop Executive Editor, Digital
First time on a Tuono, and I’m impressed. This naked Aprilia is totally sporty, yet it doesn’t force my 6-foot-4 frame into a tucked position with legs uncomfortably bent. From the moment you fire up the DOHC V-4, the Tuono exudes Italian cool, and the electronics make the bike an easy all-weather commuter or a trackday fiend. As a big guy, I fit better on the naked KTM 1290 Super Duke, but it’s a hammer whereas the Tuono is a scalpel.
Don Canet Road Test Editor
Of all the sport naked bikes I’ve ridden, none delivers as strong a sense of being aboard an actual superbike fitted with high bars, nor rival the sensations I get on the Tuono V4. This was true last year and even more so now with the engine’s boost in power. If I had to decide on a single sportbike for multi-role use that also included the occasional trackday outing, this updated Aprilia resides at the top of my short list.
Mark Hoyer Editor-in-Chief
Well aren’t these stripped-superbike sporting standards just some of the most practical and fast all-rounders? As Bornhop points out, it’s comfortable for us bigger folks (I’m 6-foot-2), and the bike is at the top of Canet’s short list. But how does a bike like this get worse fuel mileage than a 190-hp Kawasaki Ninja H2? It recalls my 2004 MV Agusta Brutale 750 long-term bike, which averaged 24 mpg. Something in Italian water?
DUCATI MONSTER 1200R Is bigger better? Ducati seems to think so and has embraced such a design philosophy for quite some time now. Displacement creep has been a steady evolutionary theme of its superbike offerings with the current 1299 Panigale even having outgrown the capacity limits of sanctioned racing rules in pursuit of offering a superior-performing street platform. Even the flagship of Ducati's Monster family of sport naked models is bigger than ever with a 1,198cc Testastretta 11° V-twin engine. The Monster 1200 represents a gentleman’s alternative to Aprilia’s stripped superbike, trading circuit-derived performance for a more rounded package that provides greater comfort and general-use convenience. Gadget Reviews: mamaktalk.com
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