First ride: Aprilia Tuono V4 R APRC Special Edition

First off, kudos should be given to Aprilia Australia for creating locally engineered Special Editions that are unique to this country. The company did it back in 2012 with the RSV4 Carbon Edition and now they are giving the same love and treatment to the Tuono V4 R APRC ABS.

“Since the release of the Tuono in 2011 we have received many requests for the ‘Factory‘ version fitted with Ohlins suspension,” said Kris Matich, General Manager of John Sample Automotive, the Australian Aprilia importer.

Aprilia Australia has now taken it upon itself to create what the customer has been asking for -- and what the parent company in Italy hasn’t produced -- with the local release of the Tuono V4 R APRC ABS Special Edition. That is quite a mouthful, so to save time I will call it the Tuono SE. This model now sports the exact same Ohlins suspension fitted to the company’s flagship RSV4 Factory Superbike, plus a host of other add-ons.

TUONO V4 R APRC ABS SPECIAL EDITION IN BIKE SHOWROOM

Apart from the Sachs suspension being swapped for Ohlins, there are also quite a lot of visual changes. There is a greater use and presence of carbon fibre, the fairings are decorated with special edition graphics, and the frame houses a special edition plate. To top it all off, the Tuono SE makes use of the super-sexy and small RSV4 superbike tail that makes anyone go weak at the knees -- except for the pillion who will want to rip your head off.      

The Tuono SE shares the same and undeniably stellar 999cc, liquid-cooled, DOHC, four-valve V4 that can be found in the standard Tuono model. Power remains unchanged at a claimed 170hp and 110Nm. Twist the throttle and the vibe-free engine pulls cleanly and with potency from as low as 2000rpm, all the way to the soft-action rev-limiter.

Thanks to plenty of low-end torque, mountains of mid-range punch and an immense top-end rush, the Tuono is deceptively fast, smooth and there are no dips in power throughout the rev-range. A quick look down at the speedo will give you visions of your licence being cut in half as your eyes try and convince your brain you really are going that fast.

Connected to the engine is a six-cog cassette-style gearbox which features a seamless quick-shifter and smooth slipper clutch for fast and eager down changes. The gearbox is sleek and notchiness-free, however neutral can sometimes be a pain to find at a stop.    

And then there is the sound. It’s as if Aprilia went back in time, hired Mozart and asked him to compose what he believes would be the most beautiful sounding engine. It really is music to the ears and I believe the best sounding motorcycle around today -- even with the stock can.

I won’t harp on too much about the electronics package as it is the same one fitted to the standard Tuono which was described in great detail when bikesales.com.au recently tested the 2014 Tuono V4 R APRC ABS (HERE). But for a quick recap you have at your disposal eight-level traction control, three-level ABS, three-level wheelie control, three-level launch control and three engine modes -- making it one of the most advanced packages fitted to a road-going motorcycle. Traction control and engine modes can be changed on the fly while the others require the motorcycle to be stationary and all these options can be changed independently.  

What I will harp on about though is the Ohlins suspension combination that now replaces the Sachs units. Up front there’s a fully adjustable 43mm Ohlins upside-down fork, while the rear is suspended by a fully adjustable Ohlins monoshock.

At first I was a little worried that the Ohlins superbike-inspired suspension may be too stiff and harsh for this type of bike -- after all the Sachs equipped Tuono already ate corners for breakfast and rode extremely well. However, only after a short ride it became obvious that the Aussie Aprilia engineers knew what they were doing.

The front-end feel that the Tuono SE has is truly remarkable. I know a lot of people use the term ‘the handling is intuitive’, but on this bike it really is. It is as if the front Pirelli Diablo Corsa tyre is connected directly into your nervous system and your brain knows exactly what it is doing and feeling. The super-wide flat handlebar makes tip-in light and precise, it holds its line superbly, and doesn’t run wide when hard on the gas. Mid-corner bumps or steering corrections throw up no unwanted instability issues either. It really is perfectly balanced.   

The rear Ohlins monoshock does a great job of getting all 170 ponies to the ground, admittedly helped by the V4’s smooth power delivery and very unobtrusive traction control system. Both front and rear boingers are very easy and user-friendly to adjust quickly.

While the suspension is slightly on the harsh side of things, which is what is expected from Ohlins, it’s not bone-jarring and by no means takes away from the riding experience. It may be slightly annoying on the commute for some, but once in the twisties it well and truly makes up for it. To be honest it didn’t bother me and I believe the comfortable riding position contributes to it feeling softer than when the units are fitted to the RSV4 Factory.  

The wheelie control does a tremendous job of keeping the front tyre just skimming the bitumen in the bottom three gears, while the Ohlins adjustable steering damper makes head-shakes a thing of the past -- not once did I get one. There is also a noticeable difference between hard and soft settings unlike some standard dampers fitted on other bikes.  

The dual 320mm four-piston front Brembo monobloc calipers offer outstanding retardation and don't have the hard initial bite that some top of the range Brembo packages have. Coupled with the Ohlins front fork, extreme braking sees minimal front-end dive and allows you to hold front brake lever pressure all the way to the apex with confidence. The rear 220mm disc pinched by a two-piston Brembo caliper mimics the front with good power and feel.

If you get the ‘uh-oh‘ moment coming into a corner, the Bosch’s excellent anti-lock braking system keeps everything in check. It pulsates super quickly and allows you to ride it deep into corners without the fear of a front-end wash out.

At $26,990 (plus on-road costs) the Tuono SE is $5500 more than the standard Tuono. While you cannot ignore that this is a sizable amount of money, if you choose to buy the individual Tuono SE parts it will cost you north of $6000. I know it doesn’t represent an absolute bargain but you won’t feel ripped off either.  

Aprilia Australia has taken the standard Tuono and with the addition of Ohlins suspension raised the benchmark of how well a streetfighter can handle with the Tuono V4 R APRC ABS Special Edition. The head honcho’s back in Italy should take note.

PERFORMANCE
Claimed maximum power: 170hp (125kW) at 11,500rpm
Claimed maximum torque: 110Nm at 9500rpm
Economy: 6.1 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

DIMENSIONS AND CAPACITIES
Claimed wet weight: 183kg
Rake: 25 degrees
Trail: 107.5mm
Seat height: 835mm
Wheelbase: 1445mm
Fuel capacity: 18.5 litres

OTHER STUFF
Price: $26,990
Colours: Matt white or Matt black
Bike supplied by: John Sample Automotive, www.aprilia.com.au
Warranty: 24 months, unlimited kilometres