Remember those kids your mother told you not to play with when you were young? Well, don’t let your mother see you on a new Aprilia Tuono or you’ll be grounded for a month!
I recently spent a day flogging a Tuono around the Jennings, Florida GP track, and I am definitely at the top of the list of kids not to hang out with. Knees and elbows out, scraping and sliding my way around the track like I was riding a Supermotard on steroids, I honestly have not had this much fun on a motorcycle in a long time and never felt so comfortable out on a racetrack.
Second gear power wheelies, monster mid-range and Mille stopping power and handling make the Tuono one of the wildest production bike I have ever ridden. More than a few people came up to me later in the day to say how cool it was to see someone sitting bolt upright flying round the track, and I am sure there are lots of riders wondering what passed them.
The Tuono admittedly hit its limits in some of the expert sessions at the track day, but in fairness, it was wearing street Dunlop 207’s and the suspension was only firmed a little past stock.
The bike you see pictured with myself hanging off it was wearing a ‘race-only’ exhaust system with the air box restrictor removed and a new computer chip. Speaking with Aaron Clark, Aprilia USA’s resident racing expert, I was not surprised to learn this combination adds around 8 horsepower through the mid-range. This makes for just brutal acceleration from 5,000rpm, and keeps that power flowing all the way to redline.
Later in the weekend, I took a couple of quick track sessions on a stock Tuono, and there is a noticeable difference. The bike still has the same sweet handling and easy-to-ride nature, it is just not as strong when you crack the throttle, falling off a little earlier in the power department close to redline.
The engine is the same power plant found in the Mille, Aprilia’s top-shelf sport bike. I have tested the Mille a couple of times, including a full two days on the track, and have nothing but positive things to say about the bike and engine. Strong, smooth with linear power, it is more than enough to get you in trouble on the fastest racetracks. Basically, it is a longitudinal 60-degree V-twin with four valves per cylinder, double overhead cams and liquid cooling, and can also be found in various states of tune in the Aprilia’s other big bore bikes, the Caponord, Futura and Falco.
One of the reasons for the smooth power delivery is a patented anti-vibration double countershaft inside the motor. It uses a 97 x 67.5mm bore and stroke, 11.4:1 compression and makes peak horsepower around 9,500 rpm. The factory literature gives anywhere from 126-130 hp at the crank, and I would think with the pipe and chip, the Tuono I was riding made an honest 110+ horsepower at the rear wheel. The pipe/chip option comes in at around $1,300 in Australia.
Providing the correct amounts of fuel to produce these horsepower figures are huge 51mm throttle bodies. These pass gas to the cylinders via an indirect multi-point electronic injection. Providing the fire is a digital electronic ignition system with twin spark ignition. Each cylinder uses two spark plugs for cleaner burning and the ignition timing is integrated with the injection control system.
The big V is extremely compact, this is certainly helped by the use of the dry sump. The hydraulic clutch is a breeze to pull and is fully adjustable up at the lever. It has an attractive and robust looking braided steel line to take the fluids to the engine and a neat little remote reservoir up on the handlebars.
I droned the bike 300 miles south on the incredibly un-scenic I-75 on my way to the Jennings GP track and would not want to make a regular habit of it. Not that it was unbearable, just a little harsh on the rear end, even after I softened the suspension.
Pulling off the interstate after my ride, all was forgiven. I found some deserted Florida country roads and proceeded to rail through some high-speed sweepers and indulge in some long, controlled second gear wheelies; no more than a light tug on the bars and a little throttle snatch needed to implement the bad behaviour. The wide handlebars, standard seating position and super smooth engine and gearbox just added to the fun, and I wished time would have allowed me to make the whole trip on secondary roads.
I think this period of acclimatization helped me get up to speed a lot quicker out on the track, and from the first session on I was flying. The Tuono is just so easy to ride. The Jennings GP track is a pretty technical circuit so the first couple of laps are a big learning curve. Here the Tuono was a great friend. Just stick the beast in third gear and concentrate on braking markers, apex’s and the like and soon it all starts to make sense. The slick sifting six-speed gearbox gets a little work when the pace starts to get hot, but requires only the lightest tap to select the next ratio.
With the bike coming directly from Aprilia, it had received a little treatment from PR Guy, Robert Pandyia. The front fender was replaced with a sexy looking carbon fibre version, as was the rear hugger. I have already mentioned the exhaust and air-box mods he carried out, and I am sure the suspension was not left alone. It worked fantastically from the start, after I had put it back from my softer highway settings.
The rear shock is a Boge hydraulic unit, adjustable for pre-load, compression and rebound damping. It is attached to an aluminium swing arm by a progressive linkage system and has to be one of the sweetest looking pieces of hardware currently available on a production motorcycle.
Up front, the wheels are held in place by massive 43mm Showa USD fork legs, also adjustable for preload, compression and rebound damping. They do a fantastic job of keeping the ride smooth while dealing well with manic braking and severe cornering. There was some chatter in the fast right-hander coming back onto the main straight, but it was not too unsettling, and I am sure the wide handlebars magnified it a little.
The bars themselves look like they would be more at home on a motocross bike and are held high above the top triple clamp by some cool machined bar risers. They certainly give the bike a totally unique look and feel, and contribute heavily to the bikes agile ‘do anything’ feel. They are also one of the culprits which contribute to the higher than average amount of time this machine will be spending on the back wheel. Leaving Aprilia’s headquarters, Michael Orr’s last words were “it is awful easy to wheelie.” I did not even make it out of the Industrial Park before I had proved him right. More amazingly was when I found out the bikes second gear wheelie potential. A steady hand is needed as it snaps up just as quickly as most sport bikes come up in first, no clutch is needed.
Attached to the front end of the Tuono is a radical looking mini fairing that provides a small manner of protection out on the highway at speed. You have to tuck in a little to get the most benefit, but no one is going to buy this bike for it’s touring abilities.
While I am on the subject of bad behaviour, “honestly officer I couldn’t help myself”, I have to get onto the subject of the brakes. Starting with the rear, the Tuono has one of the most useable rear brakes I have tested lately. It was perfect for controlled sideways lock ups and for keeping the bike from going over backwards if getting a little too enthusiastic with the wheelies. It uses a stainless steel 220mm rotor and a small two-piston caliper. Honking into the gas station on my manic blast to Jennings, I found Dr. Jeckyll taking over as I slid the bike up to the pump, jumped off and killed the throbbing motor. Sorry folks, I just couldn’t help myself and I promise it won’t happen again. Want to save the rear tyre at stopping time? Just use the front brakes, they are little short of brilliant. Brembo 320mm stainless steel full floaters, they get four piston calipers, sintered pads and stainless steel brake lines. The lever action is two-finger light, with enough travel for controlled trail braking before the four individual brake pads attempt to weld themselves to the discs. If you have never done a stoppy, the Tuono will cure that.
Rolling tackle on the Italian hooligan comes in the shape of a pair of lightweight multi-spoke alloy wheels. These wear the aforementioned Dunlop D207s in 120/70 ZR 17inch and 190/50 ZR 17 inch sizes front and rear.
In Australia the Tuono is priced at $21,990. I was very sad to say goodbye to the naked Italian and look forward to maybe throwing a leg over one again, hopefully in the not too distant future, as it was more than a little addictive.
Specifications
- Engine – Two-cylinder, longitudinal V 60° twin;, 4-stroke. Anti-vibration double countershaft (AVDC patent)
- Cooling – Liquid cooled, with 3 way pressurised circuit; double radiator; circuit capacity 2.6 litres
- Bore & Stroke – 97 x 67.5 mm
- Displacement – 997.62cc
- Compression Ratio – 11.4:1
- Valvetrain – 4 valves per cylinder, double overhead camshaft operated by a mixed gear/chain system
- Induction – Integrated system for electronic engine management. Indirect multi-point injection. 51 mm diameter throttle bodies.
- Ignition – Electronic digital with TSI Twin Spark Ignition per cylinder integrated with injection
- Lubrication – Dry sump with separate oil reservoir, double trochoidal pump with oil cooling radiator
- Gearbox – 6 speed
- Clutch – Multiple disc in oil bath with power-assisted hydraulic control (PPC patent)
- Frame – Aluminium alloy box-type sloping double beam, removable aluminium alloy saddle mount. Ohlins Racing double chamber steering damper & single block attachment.
- Front Suspension – Showa 43mm upside-down fork with adjustment for preload, compression and rebound dampening. 120mm wheel travel.
- Rear Suspension – Aluminium alloy swingarm with differential section members. APS (Aprilia Progressive System) linkage. Boge hydraulic monoshock with adjustment for preload, compression & rebound dampening. Wheel travel 135mm.
- Front Brakes – Brembo double stainless steel floating disks, 320mm diameter; caliper with 4 pistons 34mm diameter; 4 pads in sintered material metal braid brake tubes.
- Rear Brake – Brembo stainless steel disc, 220mm diameter. Caliper with 2 pistons, 32mm diameter; metal braid brake tubes & pads in sintered material.
- Rims – Forged aluminium alloy; Front: 3.50 x 17″; Rear: 6.00 x 17″
- Tyres – Tubeless radial; Front: 120/70 ZR17 Rear: 190/50 ZR17 (alternative: 180/55 ZR17)
- Fuel Capacity – 18 litres (reserve 4 litres)
- Dry Weight – 183kg (Front 50%, Rear 50%)
- Dimensions Length: 2070 mm
- Height: 1200 mm
- Width: 800 mm
- Wheelbase: 1415 mm
- Seat Height: 820 mm
- RRP – $21,990
- Warranty – Two years, unlimited kilometres
