Launch: 2015 Aprilia Tuono 1100 RR

The Tuono naked bike has always produced a real buzz, with all that V4 mumbo shoehorned into a razor-sharp version of Aprilia's RSV 4 frame.

However, the bar has been raised again. Rest assured, it's still a V4 with a great chassis, but it now has a bigger donk. Aprilia is acutely aware that naked riders are in love with torque, and by increasing the capacity of the engine by 78cc (from 999 to 1077cc) there are now more gobs of it to play with.

The new 1100 versions of the Tuono — the $23,000 rideaway 1100 RR we are testing here and the up-spec $26,000 rideaway 1100 Factory — pump out 175hp, which is impressive by any standards. However, torque has gone up to 121Nm at 9000rpm — and this is what makes you feel like the king of the road. What's more, the design department has used its clever ECU-controlled exhaust valve to quieten the Tuono just enough to pass the strict Aussie noise limit, but when you open this girl up the exhaust valve opens too and makes it one of the best-sounding engines with standard pipes on the market today.
As well as the 3mm bigger bore — about as big as Aprilia dares go with the very narrow race-designed engine cases — the upper half of the engine case on the bikes has been lightened and reinforced. The ventilation system has also been revised to reduce power loss due to air pressure inside the engine crankcase, while the crankshaft now has connecting rod pins reduced to 36mm in diameter, while the pistons are new and the connecting rods are 400 grams lighter.

The other technical particulars of the engine remained unchanged, such as full ride-by-wire technology, the removable gearbox and the timing system kinematics: the chain camshaft drives only the intake camshaft which in turn drives the exhaust camshaft via a single gear.

The main change to the bodywork is the more protective top fairing, which also has a better aerodynamic coefficient. The headlight unit changes as well, now fitted with LED technology and also 1.5kg lighter. The seat is 15mm lower and there are now narrower handlebars.

The previous Tuonos were nimble, stable and made with typical Italian passion, and the new machine has the same attributes. The power delivery of the Tuono is tamed by electrics as most bikes are these days, but the package fitted to this naked bike is brilliant, featuring all the latest upgrades from Aprilia Performance Ride Control.

An adjustable traction system with eight different settings gives the bike an amazingly different feel. On setting eight it's really holding back a lot of the power, and the super quick Magneti Marelli ECU reacts to different grip levels superbly, making it difficult to make a mistake with the throttle.  In fact, mid-turn you can be leant over on the throttle and the bike's different systems work together to apply the throttle for you. The ride-by-wire system, in conjunction with Aprilia’s anti-wheelie control, keeps everything nice and easy.

But if you tap the minus button with your forefinger on the fly and drop the traction to one, there's an incredible increase in power that allows you to ride this bike like a superbike. It allows a rider to spin the wheel out of corners and tap the quickshifter while holding the throttle to the stop.

Not only did I ride the Tuono on track at Sydney Motorsport Park but also through some of NSW's famous scenic routes. On public roads, the Tuono is fantastic. The small nose cone fairing deflects just enough wind to make riding enjoyable and not a chore, while the frame, 43mm Sachs forks (the Factory has Ohlins, as well as a new rail fairing and a supposedly more comfortable saddle) and Sachs shock soaked up dodgy surfaces very well — all fully adjustable of course.

In order to make the Tuono V4 1100s more agile on the road, Aprilia has reduced the rake from 25.1 to 24.7 degrees, and the trail from 107.4 to 99.7mm. However, the “sleeker” dimensions are countered by a 6mm longer swingarm to maintain high-speed stability.

The suspension settings are much more relaxed than on a sports bike, which makes this bike work well in the real world. I got to try the anti-lock braking out, and it works well although it was cutting in just a little too early with the front Diablo Pirelli SP having more grip than the system thought it had. The Diablos are a perfect mate for the Tuono, providing excellent grip and absorption — important on those back roads. The soft carcass of the Pirelli really helps the Tuono's behavior and is the right tyre for this bike.

There is launch control on the 1100 RR, and it’s pretty easy to activate so you can feel the amazing rush the V4 produces.

The circuit outing was an eye opener. I wasn’t expecting too much, especially considering it's a naked bike that errs on the side of fun rather than track weapon. I didn’t need to worry though as the Tuono is a weapon. It’s softer than the RSV and its ride height is less aggressive and lower but it still handles great — and the extra cubes punch the girl out of turns at a rapid rate of knots.

I did a bit of fiddling to try and find a good base setting, which amounted to traction on two and wheelie control and anti-lock braking switched off. I just about replicated the feel of a good superbike, and the superb handling manners I found on the road transferred to the track. Straight line braking stability is also first class.

The chassis gives very good feedback, and even with OEM tyres the 1100 RR turns extremely well.  I did find the soft suspension caused the bike to run wide out of some of the faster turns, but I reckon if you played around with the spring preload you could stiffen it up and make the bike more track orientated. The Tuono is a ball to ride on the track, and it’s always nice riding something a bit different and making the sports bike set take a second look.

In the end whether you are a track rider, enthusiast or commuter, the Tuono 1100 RR is a recipe for thrills aplenty, and it left me buzzing every time I got off it. It's not only faster, but smarter as well — I would have been happy with one, but what the heck! This is one hell of a Latin warrior.

PERFORMANCE
Claimed maximum power: 175hp (129kW) at 11,000rpm
Claimed maximum torque: 121Nm at 9000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet slipper clutch
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Aluminum Twin spar
Front suspension: Fully adjustable Sachs 43mm upside-down forks
Rear suspension: Double-braced alloy swingarm with fully adjustable Sachs shock
Front brakes: Dual 320mm discs with four-piston monobloc Brembo calipers
Rear brake: 220mm disc
Tyres: Pirelli Diablo Corsa, 120/70-17 ZR front, 190/55-17ZR rear

OTHER STUFF
Price: $23,000 rideaway (Factory $26,000 rideaway)
Colours: Aprilia Blue and Silver Black
Bike supplied by: John Sample Group (Aprilia Australia), aprilia.com.au
Warranty: 24 months unlimited kilometers