Aprilia Tuono V4R APRC

This refined piece of hardware just rewards on so many levels – from the tangibles like the rorty V-four engine, superb slipper clutch, magnificent Brembo brakes, and the glorious acoustics, to the ability to make you feel like a racer with extraordinary gifts.

I know, it sounds whimsical, but that’s the type of spell which this heavyweight (in terms of performance, not lard) motorcycle casts upon you.

But it’s also a machine that’s up to the challenge of commuting as well as touring and scratching, so there’s really no reason for anyone to give it a wide berth – it’s a bike for all seasons.

And it’s that conformism which makes it such a bargain at $21,990 -- complete with the APRC electronics suite that includes the powershifter, adjustable traction control, launch control and wheelie control. The V4R’s opposition, especially the other high-end tackle from Europe, are not within a bull’s roar of offering such supreme value for money.

The Tuono V4R derives from the Aprilia RSV4R sports bike, just as the old Tuono was fashioned from the company’s V-twin sports bike – the one that the likes of Troy Corser and Noriyuki Haga used to campaign in world Superbike competition.

Actually, the Tuono became so synonymous with ‘V-twin’ that it does take some time to get your head around the fresh ‘V-four’ concept – but it’s not one we’re complaining about...

And how do I know? Well, my good buddy owns one (and he’s promised me a test ride one of these days...) and our timetables corresponded to such a degree that we ventured out together for a multi-hour blast through the hills – two giants of the road out enjoying some very silly time.

Because that’s what the Tuono does so well, it satisfies the rider, especially with a top end that is just one big errogenous, creamy zone. It really kicks in at 6000rpm, and all you have to do is keep on playing with the powershifter – with cameos from the outstanding slipper clutch – for the head-spinning show to continue, up until the 12,200rpm rev limiter kicks in. Fantastic stuff.

However, the bottom end certainly isn’t as voracious, but the good thing is that it does allow you to catch your breath after all the excitement at the upper end of the rev range.

And if you’re in lazy mode, the Tuono’s gearbox will certainly put you there, as it has fairly tall gearing for a pure-bred naked sports bike. It’s recording just 4200rpm at 100km/h in top gear, where it really is a pussycat – a really smooth fly-by-wire throttle connection, surprisingly comfortable seat and pegs that are set well down in the chassis help to make things quite calming.

First gear is quite tall too, but that only serves to tighten up the following ratios – right where Aprilia has given the Tuono a mandate to really put on a show.

Aprilia claims 165hp (123kW) at 11,500rpm, and 111.5Nm at 9500rpm.

Maybe a stubbier muffler would provide an even more macho element, but the one it's got still does its job.

The Tuono wedges you up against the tank in quite an aggressive, fixed position, with the knees tucked into the side of the tank. You’ll feel like a fighter pilot. Thumb the starter, let the V-four clear its throat, release the light-action cable clutch (but non-adjustable for span) and then you’re ready to rumble.

The brakes are typical Brembo retardation gurus, progressive with plenty of potency, and the Tuono has so much finesse around corners – yet another chassis from the House of Aprilia that refuses to tie itself into knots.

The suspension is stiff, so there’s always bound to be a little bit of high-compression jarring. Sure, it may pay to have a play around with the compression damping for some fine-tuning, but I just love the feel from the front end.

It paves the way for unrestricted entry into all sort of corners – from slow to fast. And once committed, the Tuono will slice and dice its way through with complete authority, before driving out with another tap of the powershifter.

The Tuono’s weight bias is slightly skewed towards the rear, but it certainly doesn’t feel like there’s not enough ‘weight’ on the front end. And the way the rider is wedged firmly against the tank helps to offset any bias issues.

Riders can toggle though the traction control settings on the fly via a thump-operated switch, with the current location visible in the LCD inset. It couldn’t be easier to use, and there’s no holding buttons down and waiting – which is perfect for when you’re on a challenging piece of tarmac.

The Tuono’s rubber didn’t lose its grip on reality once during my ride through the twisty stuff, but I’d love to test it out on a race track – where launch and wheelie control could also be given unfettered running rights too.

I think you may have guessed that the Tuono is an absolute winner. It just doesn’t disappoint no matter what it’s pilot asks of it. And the power is just serene – short jabs at a lower rpm before the punches really start to make an impact as the heartbeat rises at an intoxicating rate.

I was leaning towards a new adventure bike, but now I’m in two minds again...