2022 Aprilia Tuareg 660 Review

The 2022 Aprilia Tuareg 660 is the new kid on the block in the hyper-competitive middleweight adventure bike segment, and it is ready to shake things up.

Powered by the same engine found in the Aprilia RS 660 and Tuono 660 road bikes, the new 2022 Aprilia Tuareg 660 will arrive down under in both full power and LAMS guises and with a price tag of $22,230 ride away (interestingly the same for both versions).

It faces tough competition from powerhouse rivals like KTM, Yamaha, BMW, Triumph, and Ducati, and can’t afford mediocrity. Fortunately, the 2022 Aprilia Tuareg 660 offers modern features, great performance, and classic style. Mediocre it is not. But does it match the pack?

With this question in mind, we made the long haul to the small village of Grazzano Visconti in Italy to test the bike on its home soil. And the results were impressive.

Related Reading:
Aprilia Tuareg 660 development process explained
Aprilia Tuareg 660: pricing and specs
Aprilia Tuareg 660 adventure tourer due to arrive mid-2022
Learner-friendly Aprilia Tuareg 660 L arriving in July 2022
Incoming Aprilia Tuareg 660 revealed

If you’re not familiar with Aprilia’s history, you might be surprised to learn that this is not the iconic Italian brand’s first rodeo in the adventure game. And you might be surprised to learn that the Tuareg name is not new.

Named after a nomadic African tribe, the Aprilia Tuareg moniker dates back to 1985 when the company took its ETX 125 enduro bike and turned it into the dual-sport Aprilia Tuareg 125.

Over the years, the Tuareg range was updated and expanded, and the company made its official debut at the Dakar Rally in 1989 with two modified Tuareg 600 Wind models.

Sadly, the Tuareg name never featured at Dakar again, and the Tuareg range was replaced by the Aprilia Pegaso 600 and Aprilia RX 125 in the early '90s, but Aprilia did return to the Dakar Rally in 2010 with the RXV 450, on which Fransisco Lopez finished third overall.

For the last decade, Aprilia has focused mainly on sportsbikes and naked bikes (well, in Australia at least), with the Aprilia Caponord representing its only real dual-sport foray. But when the Tuareg 660 was officially revealed in August 2021, it became apparent that the Italian brand was looking to recapture that iconic Dakar spirit and enter a booming adventure segment.

Some might argue that Aprilia is a little late to the party, but make no mistake, this is no stab in the dark. It is the real deal. Late maybe, but let’s call it fashionably late.

Okay, the elephant in the room – the 2022 Aprilia Tuareg 660 is a lot like the Yamaha Ténéré 700. The two bikes share a similar stance, engine size, seat height, fuel capacity, and suspension, and both offer heritage-inspired graphics and rally-raid style.

It gets better – Ténéré is actually a Tuareg word meaning 'desert'. What was that meme again? Copy my homework, but change it a little so the teacher doesn’t notice.

Aprilia told bikesales that it had not identified any one model as its chief competition, but there is no denying that the Tuareg 660 resembles the Ténéré 700 most when compared to other bikes in the segment. But even if the Italian brand did copy Yamaha’s homework, it did so with the goal of bettering the popular Japanese adventure bike. And it might have just achieved that goal.

The Aprilia Tuareg 660 carries loads more technology than the Ténéré, and also offers more suspension travel. Yes, these are both reflected in the higher price tag, but there is no denying that the Tuareg 660 looks good on paper.

Of course, the Ténéré 700 has its strengths too, and it’s hard to really know which is better without putting the pair in a head-to-head battle. Alas, this story is not a comparo – that will have to wait for another day. For now, let’s talk Tuareg.

First things first – the Aprilia Tuareg 660 looks and feels great. It comes in three colour schemes – Martian Red, Acid Gold, and Indaco Tagelmust. Indaco Taglemust (another Tuareg word) is definitely the pick of the bunch, but it does add $300 to the price tag.

Throw in the simple single-piece seat, a tall rally-style tower, and a large bashplate, and you’ve got a bike that evokes images of '80s' and '90s' Dakar machines.

Ergonomically, the bike is super comfy in both seated and standing positions. If you’ve ridden the Ténéré 700, then expect a similar ride position here. When seated, you can attack the tarmac with confidence, while the standing position gives you enduro-like control in the dirt.

Perhaps the most impressive thing about the Tuareg is the suspension (and chassis). It feels thoroughly competent and ready to tackle just about any terrain. Even on the roughest of trails, the Tuareg just glides through, soaking up any rocks and potholes in its way. This is also helped by the 21- and 18-inch wheel setup.

Once again, it’s hard to compare it to the Ténéré without riding them back to back, but I felt almost as confident in the Tuareg off-road as I did with the enduro-like KTM 890 Adventure R. Actually, the Tuareg shares its 240mm front and rear suspension travel with the Kato (though the KTM has a 48mm fork compared to the Aprilia’s 43mm).

One small issue is that the subframe is not detachable. Where many dirt-focused machines have bolt-on subframes to soften the blow of any damage, the Tuareg subframe is welded. Some will say this isn't ideal, but personally I'm not fussed.

On the tarmac, the Tuareg is equally as balanced and confident. If anything, it feels a little bouncy at times when cornering hard in the twisties, but I think that is just a compromise for off-road capability. I experience the same sensation with other adventure bikes.

Weighing in at 204kg wet, the Tuareg is actually one of the lighter bikes in the class. And you can feel it too, because it handles like a dream. In the dirt, it just feels like a big enduro bike. You can switch lines easily, hop over obstacles comfortably, corner with confidence and pick it up off the ground by yourself. On the road, it tips from side to side without hassle and can be seriously quick in the right hands.

As mentioned above, the Tuareg shares its 659cc parallel twin engine with the RS 660 and Tuono 660 (which was in turn derived from the RSV4 powerplant), but it has been reconfigured slightly for better low- and mid-range torque.

The full-power Tuareg puts out respectable figures of 80hp (59kW) at 9250rpm and 70Nm at 6500rpm, while the LAMS version tones things down to 47.6hp (35kW) at 5500rpm and 61Nm at 5000rpm. For reference, the full-power RS 660 puts out 100hp (73.6kW) at 10,500rpm and 67Nm at 8500rpm.

Straight off the bat, the Tuareg engine is a beautiful unit. It is smooth and user-friendly, but offers plenty of excitement and sportiness. It gives you plenty to work with on the tarmac, although it does lack at the top end of the rev range (which is to be expected).

On the dirt, the engine does its job well too. The low-down torque helps you get over most obstacles, while the overall power curve is smooth and tractable. While we were spared of any super-steep hill climbs, the hills we did tackle presented no issues as the Tuareg motored up with ease, never losing traction.

As an overall impression, however, the motor is definitely on the softer side when compared to other bikes. It can’t be judged too harshly as it is only a 659cc machine, but there were times when a little more oomph would have been welcome. That said, it is very rideable and riders of all abilities will feel at home.

Any comparisons to the Ténéré 700 must end here, because the Tuareg’s electronics package is well ahead of the Yamaha (though the Ten’s simplicity will appeal to many).

The Tuareg makes use of the APRC (Aprilia Performance Ride Control) technology seen on other Aprilia models, but it takes quite a different form here. It features four ride modes (including two that are customisable), traction control, ABS, cruise control, and adjustable engine map and engine brake settings. All of this is accessible by a beautiful 5-inch TFT display.

The TFT is display is easy to read whether sitting or standing, and in a wide variety of lighting conditions. According to Aprilia, it was designed that way to cater for adventure riding of any kind.

Each ride mode offers different combinations of traction control, engine braking and throttle response. Urban mode is perfect for the tarmac, while Explore mode dials things up a bit more. It is Off-Road mode, however, where things get interesting.

Off-Road mode is customisable, meaning you can alter each individual setting. You can do the same in Individual mode too. In these modes, traction control can be switched off, or set to minimal intrusion. It is also possible to alter the traction control level via the cruise control switch (when cruise is not activated of course).

Traction control worked well although, admittedly, I mostly left it off in the dirt. Given the smooth and somewhat soft power delivery, it wasn’t really needed. It is also possible to switch off ABS completely, however it defaults to on when the ignition is off (safety and all that jazz).

At first, the system seemed a little tricky to use with too many acronyms and numbers that didn’t make sense. But once it was explained to me, it actually was very easy and intuitive.

Overall, the build quality of the Tuareg 660 seems to be very decent. There appears to be a fair bit of plastic on the bike, but this isn’t such a bad thing for an off-road bike. It means less money spent when you bust something.

Braking is handled by Brembo components and 300mm dual discs up front and a 260mm single disc at the rear. The stoppers did their job, but I wasn’t overly inspired by their performance. At times, they felt a little too soft and, when they did grab, I didn’t feel like I had loads of control. All that said, I was wearing full motocross boots, which tend to rob you of feeling at the lever.

The Pirelli Scorpion Rally STR hoops worked well. I’m a fan of that tyre, as it provides a good balance between road and dirt. I’ve heard some people complain that it doesn’t offer enough traction off-road, but I’ve never had any major issues with it.

Wind protection is very good, although the lack of an adjustable windscreen is a bit frustrating. Another small gripe is that the air filter takes a few too many bolts to access. It is certainly easier than some bikes, but it isn’t quite as easy as Aprilia makes it out to be.

The ride didn't give us the opportunity to get a definitive opinion on fuel economy, but my gut feeling is that it is pretty decent. Aprilia claims around 450km, but I'd guess that it might be closer to 400km.

And accessories? There isn’t a lot fitted as standard for a bike of this price, but there is an extensive catalogue of optional extras like heated grips, a quickshifter, and luggage.

As with any bike, its purpose largely comes down to the rider behind the 'bar, but I’m inclined to put the Aprilia Tuareg 660 on the off-road side of adventure touring.

Sitting somewhere between the Ténéré 700 and the KTM 890 Adventure R (both in terms of price and ability), the Tuareg 660 is a very capable machine that will attract both experienced and newer adventure riders.

Some might argue that $22,230 ride away is a bit steep and, yes, it is quite a bit more than the Ténéré 700, and a lot more than, say, the CFMOTO 800MT. But when compared to other bikes in the class, it’s about on par.

In short, the Tuareg will appeal to those who want a bit more sophistication than the Ténéré and are prepared to pay for it. Likewise, if you want a bike that is close to the off-road performance of the 890 R, but you want to save a couple of grand, then this is your bike.

Perhaps the only question mark, for the LAMS version at least, is whether learner riders will be prepared to fork out $22,230 for their first, second, or even third motorcycle. The LAMS version is a great idea in theory, but there are cheaper learner options out there like the Kawasaki KLR650 and Benelli TRK 502. That said, if new riders have the cash, then the Tuareg is a very good bet.

There is no other way to put it – the 2022 Aprilia Tuareg 660 is an impressive middleweight adventure bike. It is high-tech, supremely capable, and provides a refreshing dose of '80s and '90s rally bike nostalgia.

The middleweight adventure category is overflowing at the moment, and Aprilia will have to fight to get this bike the attention it deserves. But if it can find its place, then the new Tuareg 660 could be the start of a whole new Aprilia off-road legend.

ENGINE
Type: Liquid-cooled, eight-valve, four-stroke, DOHC parallel-twin
Capacity: 659cc
Bore x stroke: 81.0mm x 63.93mm
Compression ratio: 13.5:1
Engine management: Electronic fuel injection
Emissions: Euro 5

PERFORMANCE
Power: Full power – 80hp (58.8kW) at 9250rpm, LAMS – 47.6hp (35kw) at 5500rpm
Torque: Full power – 70Nm at 8500rpm, LAMS – 61Nm at 5000rpm

TRANSMISSION
Type: Six speed (quickshift optional)
Final drive: Chain
Clutch: Wet, multiplate with slipper system

CHASSIS AND RUNNING GEAR
Frame: Steel tubing and built-in subframe, screwed aluminium plates connecting frame to engine
Front suspension: 43mm Kayaba USD fork with counterspring, fully adjustable, 240mm travel
Rear suspension: Kayaba monoshock with progressive linkage, fully adjustable, 240mm travel
Front brakes: Twin 300mm discs with Brembo four-piston calipers, ABS
Rear brake: 220mm disc with Brembo twin-piston caliper, ABS
Tyres: Pirelli Scorpion STR Rally Front 90/90-21, rear 150/70 R 18

ELECTRONICS
Ride-by-wire throttle, engine brake, traction control, cruise control, four ride modes, Bluetooth connectivity, 5-inch TFT display

DIMENSIONS AND CAPACITIES
Headstock angle: 26.7 degrees
Trail: 113.3mm
Claimed wet weight: 204kg
Seat height: 860mm
Wheelbase: 1525mm
Fuel capacity: 18 litres
Esitmated fuel consumption: 4.0L/100km

OTHER STUFF
Price: $22,230 ride away (for both full power and LAMS)
Availability: July 2022
Colours: Acid Gold, Martian Red, Indaco Taglemust
Bike supplied by: Aprilia