RideApart Review: Aprilia Tuono V4R

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Take the traditional streetfighter formula — no fairing, upright bars — and apply it to one of the fastest, most technologically advanced superbikes ever made — the Aprilia RSV4. What do you get? This Aprilia Tuono V4R. This thing is an absolute monster.

Photos: Josh Manning

What’s New:
The Aprilia Tuono V4R is an absolute beast of a motorcycle. 168bhp in a naked bike is just ridiculous and takes real concentration and commitment to get anywhere near full throttle.

Unlike most other naked bikes, it literally is just a superbike shorn of its fairing. Same frame, save 999cc V4, same suspension (as the RSV4 R). The only downgrades come in the form of non-Monobloc Brembo radial brake calipers and slightly heavier wheels. The bike retains Aprilia Performance Ride Control, the most sophisticated set of rider aiding electronics yet. APRC includes user-configurable traction control, wheelie control, quickshift and even launch control; it really does help you ride faster, safer.

What’s Good:
The Pirelli Diablo Rosso Corsa tires on both this beautiful black version and that ugly yellow one we filmed with show significant signs of tearing, indicating that the slides I’m feeling aren’t just occurring in my imagination. That I (a long ways from being a rider of Jamie’s caliber) am comfortable ringing so much performance out of such a fast bike, on the road, is perhaps the best possible endorsement of APRC’s efficacy.

Wheelie control? Well, riding with a former racer two nights ago, the Tuono easily walked away from his Z1000, simply putting down its power in situations where the Z1000 would just lift its front. It’s not that the Tuono won’t wheelie, it’s just that the front end comes up much, much later than you’d expect with wheelie control switched on. Switch it off and you can pull roll-on power wheelies simply by opening the throttle in 4th gear at 100mph. Just ask anyone of the drivers on the La Brea on-ramp to 10 West around 7pm last Thursday.

Of course, the bike you see here isn’t standard, instead serving as a rolling test bed for the brand’s own “Aprilia Racing” upgrades.

Complete with Aprilia’s “Race” engine mapping, the Akrapovic exhaust noticeably smooths out power delivery, even where the stock fueling is already very, very good. It’s no louder than stock either, while ditching a fair amount of weight and losing the catalytic converter. The stock pipe on this Tuono and the new RSV4 is unbelievably loud, straight from the showroom. The “Aprilia Racing” mirrors and levers aren’t a big deal, but both components are super high quality and feel really nice to use.

The Ohlins TTX36 shock is predictably the biggest change. Honestly, I think it helps more than TC as it actively aids traction rather than merely limiting slides. If you want to upgrade a Tuono or RSV4, spend here first.

You can read a good explanation of what twin-tube shocks like the TTX36 do here.

What’s Bad:
In transition from fully-faired race replica to upright naked, the Tuono has lost some of the planted feeling of the RSV4’s front end. Credit that to a minor shift in the rider’s weight from front to rear due to those nice, comfy, high bars. It’s not a huge difference, but leads to less confidence in the front end while riding on the limit. I had a pretty significant front-end slide while filming that apparently looked more dramatic to Jamie behind me than it felt from onboard. It’s a credit to how communicative those tires and the Tuono’s suspension are that it didn’t feel like catching the slide on my knee was a huge deal.

What Others Say:
“After flogging the Tuono through several miles of extremely technical tarmac, I realized that I wasn’t being physically worked like I would have been on most any other machine at that same pace. The relaxed sporting ergos, light controls, nimble handing, confidence-bolstering electronics and stirring exhaust beat put me in a zone that made me feel anatomically connected to the Tuono.” — CycleWorld

“…as you’d have a right to expect, this breathed on Tuono V4R was magnificent around Valencia. It’s difficult to see how many non-streetfighter superbikes could have been much quicker, as it was turning sharply and accurately, heeling over smoothly and predictably and remaining stable even with the brakes trying to strip the tread from the front tyre and the slipper clutch desperately shedding back torque.” — Kevin Ash

The Price:
With a price newly slashed from $14,999 to $12,999, the Tuono is something of a bargain. Ducati no longer sells the less-powerful, less-capable Streetfighter 1098, but even the smaller Streetfighter 848 comes in at $300 more than the Aprilia.

The $10,999, 136bhp Kawasaki Z1000 is cheaper, but noticeably slower in a straight line and would be left for dead in corners, where both its suspension quality and ground clearance are sub par.

And then you start comparing the Tuono to less comfortable liter bikes, the cheapest of which, the GSX-R1000, costs $13,799, makes about the same power and comes with lower quality brakes and suspension. And no electronics.

An exotic brand, a hugely powerful V4, good suspension, all-day comfort and the best electronic rider aids out there? This Aprilia is a bargain.

The Verdict:
As fast and as capable as a modern superbike, all in a comfortable package.

RideApart Rating: 9/10

Gear:
Helmet: Icon Alliance ($160)
Suit: Alpinestars RaceReplica ($2,895)
Boots: Alpinestars SuperTech R ($450)
Gloves: Alpinestars GP-Pro ($240)
Back/Chest Protector: Alpinestars Track Protection Vest ($190)
Tailpack: Kriega US-10 ($100)

  • http://RideApart.com/ Wes Siler

    Yeah, that tank range can get annoying.

  • KevinB

    Gotta pay to play. It’s a big V4 making a bunch of power, it’s going to be thirsty. Ducati Desmosedici’s are about the same.

  • BryonCLewis

    Not naked enough for me, sort of lingerie instead of naked.

  • Brian

    was it that the Aprilia is just that much harder to ride, or that Jamie had greater testicular fortitude than you Wes? I do realize there is a greater magnitude of things to adjust on the Ape for to setup to the specific rider, and I can’t help but somewhat wonder if that didn’t partially play a role in some of what you were experiencing?

    • http://RideApart.com/ Wes Siler

      Jamie is an ex IOM TT, 250GP World Championship and BSB racer. One of the fastest riders in the entire world. I’m a mere mortal.

      • Brian

        I am fully aware of Jamie’s credentials, so that is not in question. I also figured that he is just a generally more comfortable rider at the edge than you are when pushing greater than 8.5/10ths. I was more ribbing you in general with the testicular fortitude comment, but with a grain of truth as to some of your past writings about how you don’t seem to push as hard or near the limit since your last major accident, which is natural since it was a major enough wake up call for most for second guessing any further riding. Yet you get back on and do it again with a slightly heightened awareness that you may have previously taken for granted. But I ask if you had that little demon sitting on your shoulder reminding you of the limit where Jamie went zipping by you in terms of speed when comparing the 2 machines. Meaning, if the roles/riders/bikes were reversed, would the R6 still have been faster and the better machine, or would it then be revealed that the greater bike truly lies in who the rider is?

        • http://RideApart.com/ Wes Siler

          The speed of any given motorcycle is about 9/10ths rider skill. The Tuono we used in that video didn’t have the most dialed-in front end ever (something that was fixed on the black version), which was probably its biggest limiting factor. It’s pretty hard to find a faster bike than a 600 too.

          • MotoEnthusiast

            Speaking of 600′s could you guys do a review on the new ZX-6R as a daily ride?

  • Porter

    The RSV4 got some flack for its streetability. I remember Adey said that it was rather stiff in the turns and had super sharp turn in, and also that it “only makes sense if you’re going really fucking fast.” Anyhow, I’m wondering how the Tuono, with the same chassis set up but with higher bars could be anything other than maybe slightly more difficult to get comfy with in the corners at legal speeds. I’d like to hope not. It’s hideous to look at, and I like it. It’s Ugly-Pretty. And it sounds like a big block V8. I’d love to love it.

    • http://RideApart.com/ Wes Siler

      It’s a hardcore performance bike that demands to be ridden hard. It’s not a bike for posing. Expert riders looking for a very sharp tool will appreciate that.

      • Porter

        I see. If it’s such a hardcore tool, then what’s the rationale behind buying this bike over an RSV4 which would be better without the compromise of numb steering? Usually the answer to that question is better ergos, more torque/friendlier power delivery and perhaps slightly better mpgs. In essence, a more street-focused version of the racebike. It doesn’t sound like that is the case with the Tuono.

        • http://RideApart.com/ Wes Siler

          Doesn’t everyone always complain that nakeds are typically toned down too much? This is the one that isn’t. It’s an RSV4 without the fairing and with flat bars.

          • Porter

            I’ve never said that. I just want a stonking V4 in a package that’s comfortable and refined enough to ride to work without shattering my wrists and balls in the process, but isn’t Orca large. Is that really too much to ask?

            • http://www.facebook.com/jose.manuel.12327 Jose Manuel

              this motorcycle is awesome, but it is not happy at slow paces… it just want go fast, and it really shines with the TC under 5, if you want a v4 to ride to work it will better a VFR.

              • Porter

                Well, the new VFR is a sketchy lardbag, so that’s not going to happen. Put this motor in an older VFR and that would be perfection. Easy to ride, but sharp enough to enjoy in the mountains. Bummer that bike doesn’t exist. Well, there’s the Motus MST, but I haven’t got $40k laying around.

                • http://www.facebook.com/jose.manuel.12327 Jose Manuel

                  You can use the Tuono for daily basis it isn’t too bad, but it’s like to use a Lamborghini for daily use…it isn’t as confortable as regular car and you should be prepared to spend a lot of money on gas, tyres and tickets. i have a GSA and a Tuono, for me the Tuono is like a toy. it is a motorcycle for somebody who really enjoy to ride.. and 13k for that much bike, this is bargain!.

          • Romer

            Nice write-up Wes, but a couple of questions, you state there is no difference in state of tune between the Tuono and the base RSV4, yet the Aprilia web site and my local dealer claim the Tuono to be tweaked slightly lower or “street friendly” (168 @ 11,500 vs 180 @ 12,500) the site also lists the “R” model to have ECU controlled variable length intake venturis yet the same peak as the standard. A little confusing, could you clear that up?

            Also since you seem to have a fair bit of saddle time on both the Tuono and the fully faired version over the past couple of years, if you had to choose only one which would it be?

            • http://RideApart.com/ Wes Siler

              It’s the RSV4 Factory that has the variable length intakes and dyno test have shown that the Tuono is essentially on-part with the RSV4, Aprilia understated its power to create more separation in its model range.

              If it was my money, I’d buy a black RSV4 R, fit a TTX36 shock, have the forks rebuilt, fit frame sliders and the Akrapovic, plus a tall windscreen and maybe some forged wheels, then have a slightly more capable bike than the Factory for a little less money.

        • slowgeek

          I have one and the ergos are much better than my other bike ( an R1) that has the same erogos as an RSV4. The flat bar makes a huge difference in comfort for a tall person.

  • Mark Vizcarra

    I see you didn’t mention the awesome fuel economy it gets

  • http://www.facebook.com/MarioLukanda Mário Lukanda Carvalho

    “Good news we’re not one of them!” That got me laughing!!! :D

  • sospeedy

    Any thoughts on how this compares to a Speed Triple R??? The Triumph seems to be a better day-today street bike…

    • http://RideApart.com/ Wes Siler

      The Speed Triple R has higher quality components, but it’s more expensive and doesn’t have the motor.

    • V Twin

      Having ridden both machines that you mention, have to say that (for me) the Tuono is sharper, more powerful, more focused. Whilst the Speed Triple R is, like you say: “a more day to day bike”, with loads of power and sweet handling.

      I have to fight the little demons in my head every time I pass an Aprilia dealers. The Tuono could get you into so much trouble, simply because it doesn’t like day to day, it screams track day!

      Absolutely love the feedback when you start to push.

      Without doubt, the best naked bike Iv’e ever ridden!

      • sospeedy

        Ah ha, and therein lies the rub… what is the real definition (and purpose) of a naked bike, and what makes a great one??
        If it is to be a sharp, focussed track day bike then nakeds as a whole must ultimately fail (but perhaps the Tuono by the least amount) because we all know the BEST track day bikes are real sportbikes… If the objective and measure of the best naked is the highest sporting ability, sharpest focus, best electronics and strongest engine (which, of course, can’t be fully utilized on the steet) then what’s the point given the better fully-faired alternatives?
        However if the purpose of a naked bike is for a powerful, comfortable, livable, simple and accessible bike for real roads, then perhaps the Tuono is amoung the biggest fails as it is too sharp and focussed? Indeed, being too focussed was the type of thing HFL didn’t like about the Ducati Streetfighter 848 (or 1098)…bars too low, hard seat, suspension not damped for low speeds, engine too rough at 4,000 rpm and below, unusable in town, etc. Bikes such as Honda’s CB1000R and the Speed Triple would seem to rate higher in this case.
        Full disclosure…I ride a Speed Triple R. It’s hard to imagine the need for more power and more speed in real day to day situations…partucularly given Wes’ comment about 9/10ths being dependent on the rider, not bike. The low and midrange of this bike gets you to extralegal speeds any time, any gear, and very rapidly. More top end would NOT be a real asset on the street. On a track definitely but, again, why are we buying nakeds to begin with? I don’t think it is to attain the best track bike…

        • V Twin

          The Tuono, without doubt, is the best naked I’ve ridden.
          Wether it’s fit for purpose in the naked (road) category? I’m not sure, and in this case would lean towards your view as regards day-to-day riding. 
Having said that, the same can be said against the HP4, RSV4… when it comes to every day riding per se.
          
Another consideration is age! Having (just!) passed the half century, you wont
          see me rushing out for either of the latter!

          I sense you may be (although young at heart) around my age group?
          My first choice day-to-day/all round bike would be the Speed Triple R, and that’s over any bike in that category which I’ve ridden to date!
          That said, you wont see me giving up my classics for anything!!

        • Porter

          That is precisely the point I was trying to make below. If you want a sharp track tool, you should buy the RSV4, which would be equally crappy on the road, but much better when you’re riding it the only way it wants to be ridden. And I think if you watch the video review above, Wes is saying that exact thing whether he means to or not.

          • Corey

            The V4 Tuono is not exactly an RSV4 sans fairing and plus wide bars. The motor is tuned slightly different, and the first 3 gears are better for street use. The chassis is also slightly altered at the front end and the swing arm (may be mistaken on the swing arm). With that much motor, Aprilia finally had to make some ‘concessions’ for the naked version of their superbike. Even ergonomics aside, there is definitely an improvement in street situations compared to the RSV4. I’m somewhat surprised HFL [RA] didn’t mention this.

            The mileage/seat are, to me, the only real concerns in the day to day. And when talking about street bikes of the nude kind, it is misleading to make a direct comparison without mention of the feelings and sensations related to removing the fairing and adding some comfy bars.

            • Porter

              Thats more useful info in 200 words than there was in most of the above article. Thanks for the insight.

              • Kr Tong

                I wouldn’t buy either if the criteria is “best around town.”

                • Porter

                  Bah. I still think youd be better off with an RSV4 in the canyons. Wind or no wind. It just seems a lot like Bold New Graphics with the added bonus of more numb steering.

        • Jason Nayel

          I bought it because I love sport bikes but hate how uncpmfortable they get on trips. The tuono gives me something less uncompromising but still just as capable when I do the odd track day. With the tuono, I only need to own 1 bike.

  • http://www.facebook.com/profile.php?id=100000783024914 Harve Mil

    “Ducati no longer sells the less-powerful, less-capable Streetfighter 1098…”

    They do sell the 2013 Ducati Streetfighter S which is the 1098 engine. Check Ducati.com or my garage to verify.

    I didn’t buy the Tuono over the Streetfighter S for three reasons.

    1. I like my torque down low. Ducati Streetfighter S wins.

    2. I hate running out of gas or being ever paranoid about it. The Tuono range is a joke and is flatly unable to do rides to remote places without absurd planning. On group rides, you are that annoying guy that stops at every single service station. Ducati Streetfighter S wins.

    3. I like me a beautiful bike. Bumblebee from Transformers is not a good look. Ducati Streetfighter S wins.

    Fix these issues Aprilia and I’d pay an extra $3000+ for your otherwise excellent bike.

    • http://RideApart.com/ Wes Siler

      Streetfighter issues:

      - Horrendous ergonomics. Bars are far, far too low. Why buy this over a 1098 when they have the same ergonomics?

      - Terrible fueling.

      - The world’s slipperiest foot pegs.

      - Too much money.

      - Pretty much identical tank range to Tuono.

      - Last-gen TC which is super abrupt and interfering.

      • http://www.facebook.com/profile.php?id=100000783024914 Harve Mil

        1. Horrendous ergonomics. Feels fine to me. Cycle-ergo.com has the 1198 at a forward lean of 43deg and the Streetfighter at 23deg. 2011 and up streetfighters and have higher stock bars and replacement bars are not expensive. People basically buy naked bikes because they like the modestly improved ergos and they don’t care about / don’t like aero optimized fairings. The 1098/1198 as such is not a direct substitute and they are not available new from Ducati.

        2. Terrible fueling. True but only true under 5k, which really only matters for put-put urban riding which is fairly pointless for anything in this bracket. The only time I’m riding in town is to leave it. If it really annoys it can be solved with Termignoni slip-ons / ECU combo.

        3. Slippery footpegs. They could/should be grippier but a new set is south of $200.

        4. Too much money? Meh. This is why I have a job, to afford things I like. Besides I’ve yet to hear anyone complain about the Ohlins on the S and I like the overall lightness which sure doesn’t come for free.

        5. Range. Ash on Bikes complained about getting 92 miles to a tank on the Touno before the light was on. On the streetfighter S that’s more like 125. The S is already at the minimum I can handle for remote northern Sierras / Nevada rides. I like being able to drive past a gas station and not needing to do yet another $4, 10 minute time wasting fill-up, just to be sure.

        6. TC. Even the last gen TC isn’t that bad. Does the job and I’m glad it’s there. Aprillia’s is certainly better and so is the Panigale’s DTC but this doesn’t move my needle much.

        I like the Aprillia. I almost bought one. I really do wonder what their margins are like at $13K.

        • slowgeek

          One thing I didn’t like about the strret fighter(was a deal breaker for me) was the horrendous foot peg placement. The exhaust pipes are too close to the right footpegs forcing one to have your foot splayed out. OK for riding down main street but not so for track riding. I bought a tuono and am enjoying it immensely…

    • Kamenashi

      I kind of disagree with 1: After riding a number of Ducati models, none of them have torque down low.

      • Harve Mil

        For the number of cc’s of displacement, Ducati’s twins have among the highest levels of torque at low RPMS. Look up dyno torque graphs. Think about it, 4 half sized pistons (in an inline 4 with the same displacement) are going to take more rotations to generate the same power compared to larger pistons in the Ducati twins.

        • Kamenashi

          Not really. I had the chance to ride a Multistrada as well as a Panigale – both didn’t have the low-end torque compared to my 919. Well, when I say low-end, I meant power I can use.

          • Harve Mil

            I don’t understand. The Multi has 30 more horsepower and more torque at every RPM than a Honda 919. The Multi has 14 more lb /ft peak vs peak. Here are the dyno graphs.

            http://www.sportrider.com/performance_numbers/sportbike_dyno_charts/photo_55.html

            http://www.motorcycle.com/gallery/gallery.php?g2_view=largephotos.Largephotos&g2_itemId=372261

            The Multi is a beast. You think this not powerful? How can you not use power like this?

            http://www.youtube.com/watch?v=OTiTPAusog4&feature=player_embedded

            • Kamenashi

              It isn’t, though – at its highest setting, too. There was no low-end grunt and the powerband felt like the Yamaha FZ1′s; you’d have to rev high enough to get to the sweet spot.

              • Harve Mil

                No low end grunt? Look at those dyno graphs. At literally every RPM the Multi has more torque than the 919. Explain what you mean.

                • Kamenashi

                  Dyno graphs don’t mean squat to real world riding. Heck, I expected my 919 to fare somewhat decent in stop-and-go traffic as well, so imagine my disappointment when the engine, IN THE LOWEST GEAR POSSIBLE was struggling. And from a standing still to 30 MPH? Same thing.

                • Harve Mil

                  If dyno graphs are meaningless to you and you think the Multistrada Pike’s Peak 10 minute run above is not a display of variable RPM engine power than I just can’t help you. May I interest you in top fuel dragsters or being shot out of a circus cannon?

                • Kamenashi

                  Once again, prove the Multi can be a smooth runabout in the city AND a touring bike compared to, what, the big-bore sport tourers and my 919?

                • Harve Mil

                  Now you’re moving the goal posts. A smooth city runabout and a touring bike? I care about neither of these things, nor if any bike is now or will ever will be any good at these things in your or my estimation. You said, “After riding a number of Ducati models, none of them have torque down low.” I believe I’ve answered that question to the best of my ability and as such I’m done here.

                • Kamenashi

                  I believe I kept the conversation inside the topic whereas you weren’t.

                • Harve Mil

                  Here is the dialog that you started, “I kind of disagree with 1: After riding a number of Ducati models, none of them have torque down low.” You followed that up with a number of subjective non sequiturs.

                  The article is actually about the Tuono, something you didn’t mention.

                  My original post to which you replied to was comparing and contrasting the Tuono to the Streetfighter S.

                  Given that you believe that liter class Ducatis have no torque down low, it doesn’t surprise me that you believe that you kept the conversation inside the topic.

  • http://www.facebook.com/micke240sx Micke Gustafsson

    Did Jamie even ride the Tuono?

    • V Twin

      I found it to be a bit of an ‘odd ball’ review.

      Where does the R6 come in to it? Or “You look great”??

      And like you say: “Did Jamie even ride the Tuono?”

      The riding looked fun though, they looked like they where having a great time, and the scenery (I digress) breathtaking! Lucky Sods!!!

      Ride Safe Guys!

      • http://www.twitter.com/seanmacdonald sean macdonald

        The video was an old episode of our show on youtube.com/drive and was just included to provide more context/info about the bike. It was not created for this article, which is why it may feel a bit wonky (if had not seen that episode when it aired).

        • V Twin

          Oh well, that clears that!

  • V Twin

    Being 6’2″ and weighing 220lb, I tend to suit the larger capacity bikes.
    Some of us can still ride litre bikes with our ‘dicks in our jeans’ without it “flopping side to side”!

  • http://www.facebook.com/scottie.r.smith Scottie Ray Smith

    The new Tuono kinda sparked my lust mostly because it is about 100lbs lighter than my current B-KING. There are just a handful of really fun naked motorcycles on the market right now. My dream naked motorcycle would be the current Street Triple that had my B-KING’s power/torque.

  • sospeedy

    Yeah, I always thought a 750 was the best compromise of all these factors. Just look at the love for Gixxer 750s. A 675 triple comes mighty close in the engine compartment and is a bit lighter to boot! That said, I wouldn’t say a liter bike is all about machismo…..you’ll need to look at the 1600, 1700 cc and up cruiser market for that!

  • Carcrash

    HP takes fuel. On a good gas engine, like anything sold today, you get close to 10hp per gallon per hour. Doesnt matter what the engine is bolted into. A modern car is almost always running at a steady speed, so the biggest factor is aero drag. A bike has MUCH more aero drag than a modern car, per unit frontal area. A bike of course has much less frontal area, so it maybe close to the same. So the reason most cars get about 30 on the highway is because they are close to the same aerodynamic total drag. SUVs get worse because they have more frontal area.

    Now there is some component of efficiency related to the engine: more cylinders mean more drag, so more emergy s consumed just turning the engine over. Running an engine at partial throttle means the engine needs to use (waste) energy pulling the air in past the butterflys. These are called pumping losses. Thats why a smaller engine with fewer cylinders gts better mileage: less pumping losses.

    • Carcrash

      And one more factor: the shorter the stroke, the more fuel burned per HP. A big contributor to diesel efficiency is that they are slow turning, long stroke engines. The Aprillia V4 is a very, very short stroke engine. The shorter the stroke, the higher RPMs you can turn, so the higher HP per liter. But the less HP per gallon. So this engine reflects engineering decisions for a racing rule, not engineering decisions for other goals such as MPG.

      So its not surprising these bikes burn so much fuel.

      • Bruce Steever

        Ducati Multistrada: compared to the Tuono, it’s also short-stroke engine, but an even larger displacement, same (roughly) horsepower, and with worse aerodynamics. So according to your blanket statement, it too should suck down fuel like it’s still the 1960′s. Yet it manages 46 mpg on the highway and averages in the high 30s.

        I want to like the V4 Tuono, but there’s some poor engineering going on in that mill and that isn’t acceptable IMO these days.

  • Schuyler

    I’m dreaming of a Tuono V4R as my next bike. After reading all the comments, I just was wondering if anyone has ridden/tried a Yamaha Fz1 with a naked/streetfighter conversion. I did that to my 2009 Fz1 and absolutely love it. The downsides are a low and mid ranges that needs to be helped by a after market exhaust, ecu flash and PC5 (good thing is that you can still fly in town easily and not get too far out of the speed limit, I still dust all my friends except those on R6 or Zx6R). Suspension that needs to be replaced/upgraded (only for more aggressive canyon riding, in town and sport touring no problem). Mileage ranges is 100-140 miles. Ride is comfortable even on longer rides (300-500 miles).
    Wes – maybe you guys can get a review in on the new Yamaha MT-09 before everybody else.

  • slowgeek

    If you ride the Tuono in the same fashion the “300 HP Ford douchestang ” was driven to get 30 mpg, the Tuono will get 36 mpg. Those numbers were from Cyle World’s test. I can get 37 mpg – repeatedly- if I try- with my Tuono. If the ford was in the same state of tune as the tuono it should be putting out (5literX180hp/liter) 900 hp ( the Tuono makes 180 at the crank and the 300 hp car figures are usually crank figures). Then the Ford wouldn’t get 30 mpg. Your comparison is more apples to oranges….

    • Bruce Steever

      Agreed that this was a misleading comment on my part, but I just wish that Aprilia had put some thought into making its naked roadster a bit more practical than the superbike version. The V2 Tuono was much better is this regard.

      No worries, we’ve gota slew of naked bikes coming this season, so i’m sure that something will hit the mark…

  • slowgeek

    Granted, Aprilia could maybe do more to improve the mileage. Maybe try to reduce pumping loses by improving crankcase ventialtion, etc, However compared to some of the current liter bikes the tuono’s mileage isn’t that bad. It’s the same as my crossplane R1′s. Also, is your Ducati a 150 hp at the rearwheel model or 150 at the crankshaft model? i.e Are you quoting 150 rearwheel (rwhp) or crankshaft power?
    -Sportrider magazine’s superflow dyno yielded 135 rwhp for the Streetfighter and their test bike gave a high of 43 mpg (not a 150 hp bike)
    - their test of a 150 hp ducati (2010 1198-145 rwhp) have a high of 33 mpg. Not as good as what you are quoting….

    • Bruce Steever

      We saw 136hp at the tire on our Multi. So there is a horsepower difference of approx. 10%. Economy difference: 30%

      Still apples to plums comparison, but there is a point to be made. And wehn you ride behind a modern aprilia, you’d swear it was a two-stroke thanks to the rich and wonderful smells of hydrocarbons

      • slowgeek

        Agreed! I don’t know how they pass emmisions tests.The Tuono does seem to be running on the rich side! Thanks for your comments :)