APRILIA TUONO V4 1100 RR (2015 - on) Review
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£400|
Overall ratingNext up: Ride & brakes
With its new big-bore V4 engine, comfy riding position and handling tweaks, the 2015 Tuono V4 1100 RR is nothing short of sensational. It sums up what a super naked should be: the ultimate in sportsbike performance, all wrapped-up in a usable, practical road package. Power, torque, handling, braking, electronics and comfort are second to none.
Aprilia Tuono V4 1100 Factory
The £14,635 Aprilia V4 1100 Factory is one of the few motorcycles on this planet to combine such a glittering-level of performance and technology, mixed with lashings of real-world practicality.
Costing just £1500 more than the RR, the Factory has the obligatory fully-adjustable Ohlins rear shock, forks and steering damper and comes painted in Aprilia Racing ‘Superpole’ colours. Engine, chassis, brakes and electronics are all the same as the base model.
Ride quality & brakesNext up: Engine
There are no big changes, chassis-wise, but the old Tuono was always agile, stable and confidence-inspiring when ridden hard. You still get a Brunel-like aluminium frame and swingarm, fully adjustable Sachs suspension (or Ohlins on the new Factory), Brembo radial brakes and fat, sticky tyres.
To handle the extra power and torque and Aprilia’s chassis gurus have fitted a 4mm longer swingarm for stability and reduced the trail to keep the agility. The engine is fixed lower in the frame, for a lower centre of gravity and it has gripper new Brembo brake pads.
Now it takes even less effort to point the Tuono where you need it, even at high speed, over lumps and bumps in the road. You can ride the Aprilia with your fingertips and it responds to the gentlest of inputs from the rider, all the time giving you feel and confidence.
It’s impossible to get to the limit of what the new Tuono V4 1100 RR is capable of on the road. You have so much in reserve through the corners that you’d need to take it on a track to really see what it can do and even then you’d come away thinking the Aprilia is better than you are.
The Aprilia is comfier, thanks to its softer new seat and narrower bars. Although footpegs are rear-set like a race bike, there’s still plenty of legroom and the new bar position and fairing gives head, shoulders and neck an easier time of it, too.
EngineNext up: Reliability
Aprilia claims its new 1077cc, V4 engine makes 20bhp more in the midrange and that’s entirely believable. There’s so much smooth, easy V4 power from town speeds to illegal ones, that you barely need to slice through the Tuono’s smooth gearbox once you’ve quick-shifted up to sixth gear, making the Aprilia one hell of a twist and go…
But it’s more than just a big-bore job. As well as 3mm larger pistons, the compact V4 motor has lighter Pankl con rods, each 100grams lighter and improved crankcase ventilation. It all adds up to a free-revving, grunt-fest
More refined electronics now ensure that in all three electronic riding modes the throttle response is clean and well-damped.
Reliability & build qualityNext up: Value
As well as being fast, safe, comfy and a cornering genius, the new Tuono V4 1100 R is still a thing of beauty and quality. It will be as rewarding spending time with it in your garage cleaning it and marvelling over the build quality as it is pulling great big wheelies and skidding into corners (with the ABS switched off).
Value vs rivalsNext up: Equipment
You get a stonking superbike engine, chassis and electronics package, Brembos, fully-adjustable suspension and quality machined and aluminium cycle parts. There’s the usual array of optional performance and touring accessories available, too, including the new Aprilia ‘V4-MP’ datalogger, also available for the new RSV4, which gives you real-time telemetry via a smartphone/tablet app.
|Engine type||16v, V4|
|Frame type||Aluminium twin spar|
|Fuel capacity||18.5 litres|
|Front suspension||43mm USD Sachs forks, fully-adjustable|
|Rear suspension||Single rear Sachs shock, fully adjustable|
|Front brake||2 x 320mm discs with four-piston Brembo calipers|
|Rear brake||220mm single disc with twin-piston caliper|
|Front tyre size||120/70 x 17|
|Rear tyre size||190/55 x 17|
Mpg, costs & insurance
|Average fuel consumption||-|
|Annual road tax||£93|
|Annual service cost||£400|
|Used price||£8,000 - £11,600|
17 of 17
How much to insure?
Top speed & performance
|Max power||175 bhp|
|Max torque||89 ft-lb|
|Top speed||175 mph|
|1/4 mile acceleration||-|
Model history & versions
2003: V-twin Tuono 1000 Fighter and Racing launched.
2005: Tuono version of the new-style RSV1000 released. Factory version also available.
2006: Revised Tuono 1000R with chassis and engine tweaks carried over from the RSV1000R
2007: Factory version released.
2011: Tuono V4R launched, based on V4 RSV4R. Two versions available, one with or without APRC electronic rider aid package.
2012: APRC version only available.
2015: Tuono V4 1100 RR launched. Based on V4R, with a bigger engine, more power and torque, refined electronics, tweaked geometry, a 4mm longer swingarm, a comfier riding position with a softer seat, narrower bars and a more aerodynamic fairing. A Factory version is available for the first time since the old V-twin Tuono, with Ohlins suspension and steering damper.
Tuono V4 1100 Factory – Comes with fully-adjustable Ohlins forks, shock and steering damper. Costs £1500 extra.
Owners' reviews for the APRILIA TUONO V4 1100 RR (2015 - on)
3 owners have reviewed their APRILIA TUONO V4 1100 RR (2015 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£400|
Annual servicing cost: £400
Not really a 'naked' bike, per se, but plays in the same sandbox. Definitely the sportiest bike to have standard bars, with only the BMW S1000R trying to hit similar marks. This makes it perfect for sportbike refugees (like me!) who don't want to sacrifice handling but want something that's road first and track second. I cross-shopped the Super Duke, the S1000R, and the Speed Triple RS, but none were sporty enough for me.
Magical. Best bike I've ridden by miles. It's a bit longer than a typical sportbike, which gives it a calmness and sense of security mid-corner that's unparalleled.The trade-off is a bit less flickability, but with the wide bars, it never feels reluctant to turn. To be fair, I put a K-Tech shock and fork cartridge kit on before I'd even ridden the stock suspension, but I'm sure the Factory Ohlins gives a similar experience. It works for distance, though the high pegs can cause an issue after a while. Peg lowering kits are available, but I don't tour enough to make it worth sacrificing the ground clearance. Brakes are Brembo M50's, therefore amazing, and the ABS is only as intrusive as you set it. Oh, and it's more fun on a track than any sportbike I've owned.
What can I say that hasn't already been said? The V4 is one of the greatest motorcycle engines ever made. The power delivery, the noise, the top-end kick, it's all there. The only sacrifice is tank range, with 200 km being about the furthest I can get before reserve, and that's keeping the revs down. Ridden hard, the light will come on at 160 km. Not ideal for touring, I guess, but with the high pegs, you need a stretch by then anyway...
Had a small oil leak from a valve cover that appeared within a few hundred miles, but it was dealt with immediately under warranty with minimal fuss. Otherwise nothing to report. Earlier V4's had valve issues, but the internet consensus seems to be that newer models have addressed that issue. It's not a Honda; it needs regular care, but it's nicely finished and assembled.
The biggest maintenance cost is valve checks, which is a V4 thing, not an Aprilia thing. Needs done every 20,000 km, so it's not a regular bill, but it's a big one. Otherwise, the bike demands sticky rubber, so tires will cost. Currently running Pirelli Diablo Corsa II's, which work beautifully. Fuel economy is typical sportbike poor.
Where to begin? With lean-sensitive ABS, traction control, wheelie control, launch control, cruise control, Bluetooth (with an easily installed module that allows datalogging), a silky up and down quick-shifter (even allowing open throttle downshifts for passing), large and clear TFT dash, etc, there's not much it's missing. There isn't a fuel gauge, which seems to really freak some people out, but as long as you reset your tripmeter, that's a total non-issue for me. Any fuel gauge I've had has been inaccurate and imprecise enough to be no more useful than a tripmeter anyway. The aftermarket isn't kind, as Tuono's inexplicably don't sell in enough volume to justify bits being made. As stated above, Pirelli DRC II's are perfect tires.
Buying experience: This is a problem for Aprilia, as the dealer network is slimmer than the bigger brands. If you're near a bigger city, though, it shouldn't be an issue. I paid $14,500 CAD as a previous year model, new from the only dealer in Vancouver. They were awful during the purchase process, but the above mentioned warranty claim was super fast and easy, so that's about them, not Aprilia.
I have tried everything in the naked class, Ducati Monster R, BMW, Yamaha MT 10, Suzuki GSX-S 1000, Kawasaki's naked 1000 blank of wood thing, nothing comes close to this bike.
Bike is always at its best, not built for a pillion, who wants a pillion on a bike like this I will have the rear pegs removed at its first service.
V4 howl is incredible, nothing else like it on the market, already ordered an Akrapovic exhaust to be fitted at first service which apparently makes it sound even better!
Best build quality seen so far.
Best components, best tyres, only niggle is that the wheels are not forged.
Buying experience: Got a really good deal from my local dealer, traded in a year old Suzuki GSX-S 1000 because it was/had depreciated so much.
Annual servicing cost: £400
This is a great bike. It accelerates and decelerates literally as fast as you want on the road and handles effortlessly around corners. It looks great and the engine sounds amazing without being ridiculously loud. It also works well for commuting, it is easy to move around at low speed and filters very well for a larger bike. It does not feel as heavy as it is and is very well balanced. If you only want to own one bike it is the best compromise I have found between performance, sound, looks and suitability for commuting.
The ride quality is great and the brakes work fine. The engine braking is adjustable with the engine maps. At low speeds (less than about 40km) the engine braking can be a bit severe around corners but when you take it touring you understand why because it is perfect at speeds above that. The seat is much improved from the last model. I still get a sore backside after a couple of hours but I get that with most bikes as I have no natural padding. On the freeway it gets pretty windy above 110km but you can duck down behind the windshield for a bit of protection. It provides more wind protection than any other (semi) naked bike I have ridden and I guess less wind protection is always the compromise for the increased comfort of higher bars. The engine gets very hot in slow traffic and a lot of heat gets passed onto your ankles. I don't think you could ride this bike in traffic wearing shorts and sneakers (although I have never tried it). The pegs are high for a naked bike which is good for cornering and does not affect comfort. It is quite a tall bike but not uncomfortably so for me (I am 5'10'').
The engine is amazing. It gives the low end torque of a v-twin and also the high end acceleration of an inline 4. The sound with the stock pipes is great at all rev levels. There is none of that high pitched whistle that you get with inline fours or triples and far less of the lumpy feel that you get with v-twins at low revs. You can adjust the settings to scare yourself as much or as little as you want.
No problems with quality or reliability so far. It is well put together, much better quality than the Ducati I had previously, which to be fair was a much less expensive bike. It is not quite as well engineered as some Japanese bikes I have owned (no fuel gauge, have to look down from road to see mirrors and speed), but it more than makes up for it in character and exhilaration level.
The running costs are about average for an engine this size, although it is a new bike so too early to say really. It uses a lot of fuel in heavy traffic situations (150km per tank) but much less than that touring (250-300km per tank).
My favourite feature is the quick shift. It works above 4000 revs on the upshift and really speeds up acceleration. It sounds great even just accelerating up to the speed limit in suburban situations. I also like the display, it is easy to read and has a lot of information (gear, engine temperature, clock, traction control level, etc). The interface to change all the settings is not intuitive but once you get used to it you can use it quite easily. The traction control and engine maps are easy to adjust. The ABS and wheelie control are more complicated. It has stickers saying #be a racer on the tail which I think are a bit nerdy, but you can take them off. The gearing is not too tall but I am about to try a front sprocket with one less tooth as I hardly use the top gear and want to see if it improves low speed performance even more.