aprilia tuono tft display price

The fairing contains a triple front LED light combination with perimetral DRLs positioned around the two main headlights in an illuminated signature that makes the Tuono V4 instantly day or night.Daytime Running LightsDiscover The Models

The Factory title is bestowed upon those Aprilia bikes that have proved their mettle on the track and comparative tests around the world. The Tuono V4 Factory continues to push the boundaries and forge ahead of rivals, new and old, that every year try to knock it off the top podium in the class invented by Aprilia.

Aprilia rolled into 2021 with an all-new addition to its stable of race-capable street-legal machines, the Tuono 660. Billed as a cross between the Tuono V4 and the RS 660, this bike carries a mid-size parallel-twin with all the appropriate ride-control and safety electronics, all under a wind tunnel-tested bodywork style inspired by its larger race-tastic stablemates.

Aprilia pulled the newly-designed engine out of its RS 660 and plugged it right into the Tuono 660"s frame. The factory says this won"t be the last model powered by the 660 mill either, so we have that to look forward to.

An 81 mm bore and 63.93 mm stroke is about as oversquare as they come and equally as spicy with a smokin" hot, 13.5-to-1 compression ratio, but that was necessary to get the most output from the engine. What does that look like? The Tuono 660 produces 95 horsepower at 10,500 rpm and 49.4 pound-feet of torque at 8,500 rpm.

To reduce the overall engine size, the cylinders and upper crankcase half come from a common casting, but much of the rest of the engine comes straight off the proven Tuono V4 engine. I"m talking about the heads, cylinders, pistons, and combustion chamber shapes to name the most significant.

Offset cylinders and a 270-out firing order make this vertical twin sound more like a V-twin, and it rocks a countershaft to mitigate the engine vibration considerably. Tuono 660 top speed is 138 mph with a 0-60 time of 3.16 seconds.

I"d say barely-contained aggression best sums up the overall visage the Tuono 660 presents to the world. Proof that big things can come in small packages, the compact build wastes not an ounce on the superfluous. That pays off at the scale as the Tuono 660 weighs in at a light, 403-pounds soaking wet.

Aprilia bills the Tuono 660 as a naked sportbike. To quote Iñigo Montoya (Mandy Patinkin) in Princess Bride, “You keep using that word. I do not think it means what you think it means.”

Behind the smoked glass is a color TFT screen that bundles the instrumentation with all of the onboard ride-control systems and a double handful of idiot lights to cover all the bases. The system also networks with your smartphone for hands-free calls underway, pull up a navigation map, or pipe in your favorite tunes.

Both the dual-beam frame and the gull-wing swingarm on the Tuono 660 are cast aluminum in a weight-savings move. Built with agility as a front-burner attribute, the steering head sets a rake angle of 24.1 degrees with 4.12 inches of trail over a 53.9-inch wheelbase to give it quick flicks and lightning reversals.

The 2022 Aprilia Tuono 660 costs $10,499. If this looks like your cup o" tea, you have a choice between Concept Black with red trim or Iridium Grey with red and black. At the top of the range is the Acid Gold over black that fetches two more Benjamins with its $10,699 sticker. If you"re looking for a Tuono 660 for sale, they hit dealers last spring.

Okay, so Aprilia wants to call its newest Tuono a “naked sportbike,” and that"s fine, but I don"t necessarily feel compelled to play along. I grabbed a proper naked from Triumph, the Trident 660.

Like the Tuono 660, the Trumpet is a rather compact package. Perhaps it"s even moreso as it bears none of the fairings that the Aprilia pushes, leaving it the more conservative of the two. As a matter of taste, I think the Trident is the sharper and cleaner-looking of the two, but form follows function on bikes like these. I concede that Aprilia"s bodywork actually makes it faster.

Both bikes come equipped with LED lighting and digital instrumentation but Triumph slips early in the game with a weaker electronics suite. I mean sure, it comes with riding modes but only two of them, and while the traction control and ABS are nice, Trumpet has no answer for the Aprilia"s wheelie control and engine-braking control.

The wide range of capabilities from A1 up to the closed-circuit depending on the tuning makes the Tuono 660 a bike that actually can act as a one-size-fits-all machine. That"ll cover a wide range of sport-rider types.

“Electronic wizardry that is standard on the RS 660 is optional on the Tuono, but for a couple of bills more, you can add the IMU. Personally, that"s a no-brainer for me and something I would definitely add to get that lean-sensitive tricky stuff.”

“Price-point, the Tuono is a really nice bike for the money, and I prefer the Tuono over the RS for comfort. You don"t really lose anything performance-wise, but the rider triangle is much more comfortable making it a contender for commuting and even some sport-touring for those weekend get-aways.”

ATC (Aprilia Traction Control) has eight levels and can be changed on the move. This is easy to do via the toggle finger-and-thumb switch on the left bar. There is AWC (Aprilia Wheelie Control), which has five levels and like the TC can be changed while on the gas. The lower levels allow the front to lift slightly and none abruptly cut the ignition. There are three different engine maps (AEM), plus the mentioned engine braking levels (AEB).

As before there is Aprilia Launch Control (ALC) and Aprilia Pit Lane Limiter (APL), not forgetting Aprilia Cruise Control (ACC). And lastly, the brilliant (AQS) Aprilia Quick Shift, which has a new operating strategy for 2021 that even allows downshift with the throttle still open. It’s an impressive line-up of electronic goodies that majors one easy access and being straightforward to operate.

As you’d expect, Aprilia offers a range of racing parts, exhausts, brake guards, and carbon front air vents which look very trick. But there are more practical options like side panniers, 22.5l capacity in total, a USB port, and even a ‘comfort’ touring seat.

I was mightily impressed with the Factory version of the Tuono on track and knew the standard version with its more-road focused ergonomics would also impress on the road. In many ways it is a better and more versatile bike than the Factory edition.

As with the Factory, the fuelling, throttle connection and rider aids are some of the finest on the market. Handling is typically impressive and the manually-adjustable suspension only needs tweaking for the added weight of a pillion or the demands of the track and sticky track rubber. The Tuono offers a new practicality as well one heck of a bucket load of entertainment. The V4 has become one of the most enjoyable engines in any sector – and sounds fantastic too.

I’m unsure on the drab-ish looks, which lack the desirability of the Factory, and I’d like a larger tank range given the excellent comfort levels of this excellent bike, but this is a really big step by Aprilia to produce the most practical Tuono to date.

Miguel Galluzzi, the radical designer of the wildly popular Ducati Monster, has been a fixture at Aprilia for nearly two decades. As head of their Advanced Design Center in Pasadena, California, Galluzzi credits his team’s design influences on their location at the heart of American motorcycle culture. The latest CAD and 3D printing technology allow design ideas to flow between Pasadena and the factory in Noale, Italy, and to be readily implemented as tangible concepts, resulting, Galluzzi says, in the most advanced Tuono models yet.

They will need to be. Aprilia"s naked V4 is deserving of its veneration, but worthy contenders crowd the wings. The KTM 1290 Super Duke RR and Ducati Streetfighter V4 S are both more powerful. But power isn’t everything and the current Tuono’s reputation owes more to its unprecedented handling.

The 2021 Tuono V4 and Factory gain a raft of incremental updates promising improved handling and ergonomics. Although identical in performance, the new models offer unique characteristics designed to appeal to a wider group of riders and the different attributes they seek from a sportbike. The standard model includes features suited to sport-touring, with an emphasis on sport and the Factory model remains an out-and-out hyper-naked, equally at home at the track or on a twisty mountain road.

Aprilia"s experience researching and developing their MotoGP bikes has influenced several of the Tuono V4’s updates. A lightweight, underbraced, inverted swingarm increases traction at the rear wheel, and updated geometry promises improved handling at high speeds. The new fairing takes its styling queues from the 2021 Tuono 660 and includes integrated winglets designed to add an element of aero and deflect engine heat away from the rider.

The semi-faired Tuono V4 models feature a striking sculpted fuel tank while maintaining their 4.7-gallon capacity. The wings on the Factory’s rear cowling are a bit overboard, but otherwise, their richly Italian aesthetics are faultless.

The new triple LED headlight array and DRL configuration, common across the Tuono lineup, includes cornering lights to illuminate the road ahead through the turns.

Adorned with a larger, 5-inch, color TFT dash and new switchgear, with automatic headlight activation and turn cancellation. Both models get an updated seat, now wider and longer, providing increased room and comfort.

The Tuono V4 and Factory use a fly-by-wire system to control fueling and a full suite of electronics. Managed by a new Magneti Marelli ECU, which Aprilia claims is now four times faster, integrates with a six-axis IMU sensor. Traction control, wheelie control, launch control, and cruise control are now joined by advanced modules including, engine mapping, a pit limiter, and adjustable engine braking.

There are six riding modes easily accessed via the switchgear. Three for street riding, include Tour and Sport presets with a customizable User mode, and three for track riding, with two customizable, and a single Race preset which, should be called pant-soiling mode. The updated quick shifter software has improved what was already one of the best gearboxes out there. Silky smooth, regardless of revs, as you smash through the gears, living out your Rossi dreams in real-time. Harnessing the Tuono’s power (and unchanged for 2021), Brembo M50 calipers clamp dual, superbike sized, 330mm discs at the front and a 220mm disc at the rear. All-around Cornering ABS is customizable over three maps.

Sitting astride the Factory, it feels more compact than expected from a liter bike. Wide bars take the edge off the aggressively sporty body position and the roomy seat accommodates my six-foot-two stature with my knees nicely pocketed in the indented tank. It’s when you ride the more expensive, track-focused of the Tuonos that you begin to appreciate their incredible engine and chassis. The V4 develops an ocean of torque across the rev range, producing one of the most fantastic, raspy exhaust notes ever to emit from a stock can.

The twin-spar aluminum frame combines with 24.7 degrees of rake and a 57.1-inch wheelbase to provide immediate steering. The handling is sublime, and although superbike fast, the Tuono remains composed, and manageable as the Öhlins Smart EC 2.0 semi-active suspension invites you to test your nerve and the sticky Pirelli Diablo Supercorsa SPs. The semi-active system manages an Öhlins NIX 43mm fork and a TTX rear shock, and is customizable in both semi-active and non-active suspension setups.

Even as you throw the Tuono ever faster into the turns, the chassis and suspension combine to conceal any clumsy inputs, providing undiminished traction and a tendency to induce delusions of grandeur, at least partly to blame on the operatic performance emanating from the V4’s exhaust on every exit.

Unsurprisingly, the standard Tuono V4 feels very similar to the Factory. Slightly raised handlebars make for a less aggressive, more comfortable stance, and although Aprilia lowered the pillion footpegs, the rider’s are identically placed on both models, providing plenty of clearance, but a potential source of fatigue over long distances. A slightly larger fly screen and upper fairing provide more protection from the elements, and a practical pillion seat with grab handles is more accommodating to passengers.

On the road, the standard V4 is still a fantastic motorcycle, and all the bike that most of us will ever need. Fully adjustable Sachs suspension, front, and rear, ensure on-street handling stands up to that of the Factory, and the ride is every bit as rewarding. There is no question the standard model would be great fun on a track, but if the track is where you’re heading, the Factory’s tucked-in ergonomics, advanced suspension, and shorter gearing will make a difference in the right hands. As for the rest of us, the standard V4 will provide all the adrenaline pumping, head-turning, pant-soiling thrills you could wish for, and then some. And while on paper it has less power than some of its keenest rivals, the Tuono V4 is magically more than the sum of its parts, setting a high bar in a class crowded with quality.

The Tuono V4 has an MSRP of $15,999 and is available in two color schemes, Tarmac Gray, and Glacier White. The Factory has an MSRP of $19,499 and comes in the Aprilia Black color scheme. Expect models to arrive in North American dealerships in June 2022.

THE Aprilia Tuono V4 is a bike with a serious reputation and epic street cred for its position at the pointy end of the hyper-naked motorcycle space, when it comes to performance. Whether that’s on the track or the road is irrelevant.

For 2022, it’s available in two variants, the Factory and the more street/touring oriented Tuono V4, and it’s the latter we’re testing. This version of the 1100 is instantly recognisable over its sibling thanks to a taller and more protective windscreen and raised handlebars.

A tail piece fairing creates better space and feel for the rider, and there is also a nice new LED light configuration, giving the Tuono V4 a sharper and more aggressive look.

Powered by a 4-cylinder 65-degree V engine that gains Euro-5 compliance without sacrificing performance, the Aprilia delivers 129kW of power and 121Nm of torque from its 1077cc motor.

Smooth for cruising and touring, the Aprilia powerplant is matched to a 6-speed gearbox that features a factory quick shifter. This works well equally well whether you’re riding hard through the twisty stuff or cruising the freeway.

The fact the 2022 Aprilia Tuono V4 1100 may just be one of the best touring bikes on the market is not lost on us. It offers smooth power delivery, with enough grunt to make any situation fun. Combined with its ergonomic design, it’s a very versatile bike.

Add a set of panniers and we could happily tour for months on end on the Tuono V4, although the fuel economy with current prices might just kill us (figuratively of course). Although not horrible, you can expect 6.4-litres/100km kind of numbers from it.

On the touring front, the pillion passenger hasn’t been left out either, with a new, comfier seat and revised pillion pegs adding to the capability of the Aprilia Tuono V4 1100. With a kerb weight of just 209kg, it isn’t heavy either.

It’s quite a tall bike, offering the rider good clearance when leaning into corners, while still being easy to manoeuvre if you’re moving the bike around in the garage. Handling remains on point on the road too, and is what we’ve come to expect from Aprilia.

With stiff competition coming in the form of Ducati’s Streetfighter V4 S and Triumph’s Speed Triple 1200 RS, the Aprilia Tuono V4 needs to maintain the rage. It does so with razor sharp handling, despite being heavier than its rivals.

Switch block mounted rider controls on the handlebars are easy to use, and work well for the most part, although we’re not fans of the cruise control switch assembly. Rider information is displayed clearly via a TFT colour display.

The 2022 Aprilia Tuono V4 1100 is priced from $28,230 ride away and is backed by a 2-year warranty. It’s an exceptional motorcycle, offering combined touring capability with superbike performance. It’s comfortable and exhilarating, all at the same time.

Our test bike was provided by Aprilia Australia. To find out more about the 2022 Aprilia Tuono V4 1100, contact your local Aprilia dealer. Images courtesy of Zane Dobie.

Having now ridden the 2022 Aprilia Tuareg 660, it’s easy to see that this machine will be a serious contender in the middleweight adventure class. Slim, stripped, lightweight, and without nonsense, it is a bike of pure function.

The Tuareg’s powerplant is a modified version of the engine in the RS 660 and Tuono 660 sportbikes, itself derived from the front cylinder bank of the 1,099cc RSV4. The Tuareg’s twin-cam profiles are the main difference, tuned to supply a flatter, wider powerband. It’s an engine that is without any midrange dips or glitches, and no stumbles or lurches throughout throttle positions. It shares the 81mm bore from the RSV4 as well as the heads and pistons from that proven World Superbike Championship engine, which should assuage concerns about reliability.

The Tuareg 660’s chassis is quite different from the aluminum twin-spar chassis of the RS 660 and Tuono 660. Its tubular-steel frame has cast swingarm plates, welded up as a single unit with the rear subframe. The engine is a stressed member of the frame with six mounting points, creating a rigid chassis to meet the demands of off-road riding. Additionally, the engine is rotated back by 10 degrees, for a claimed reduction of yaw movement to lighten steering. There’s no way to verify this, but it’s fun to consider.

The two-sided aluminum swingarm is longer than that of the other 660s, and it is captured between the cast aluminum plates and the engine. The Tuareg’s wheelbase is 60 inches while the RS and Tuono are significantly shorter at 53.9 inches.

The bikes we rode were equipped with the optional quickshifter (Aprilia Quick Shift, $249.95), which makes life on the bike even easier. It provides seamless shifting up and down through the gears while forgiving attempts to modulate the throttle or use the clutch. While upshifts can be clutchless at any throttle setting, for downshifts to be smooth riders need to unload the engine. That should be obvious for any experienced rider but for some reason at times I forgot. Unlike most first-ride introductions, over-revving, stalling, missed shifts, or false neutrals were absent from our group of 13 jaded journalists. The feel and feedback of the controls are spot-on.

Adding to the Tuareg’s versatility is the Aprilia Performance Ride Control (APRC) suite of electronic rider aids, which includes cruise control as well as multiple modes for throttle response, engine braking, ABS, and traction control. There are presets in the four ride modes – Urban, Explore, Off-road, and Individual – and the switchgear next to the left grip allows easy scrolling between them. Our test ride included dry and wet pavement, mud, gravel, dirt, rocks, and a healthy stream, and the ease of cycling through the Tuareg’s modes on the fly was appreciated.

Leaving the pavement, the choice of mode was obvious. Off Road provides the most manageable (softest) power delivery and ABS can be disabled at the rear wheel or switched off entirely. Individual gives the rider freedom to either craft the perfect recipe of preferences or muck things up incomprehensibly. Individual was a fun distraction and if I lived with this bike, I’d regularly experiment with it. The TFT dashboard where all of this is on display is nicely laid out, well angled, and wasn’t susceptible to sun glare.

I say this a lot, but we really do live in the golden age of motorcycling. And also of television, and ice cream, and whatever other poisons of choice you may have. But staying on topic, the Aprilia RS 660 is a great example of just how good life can be.

You can’t ride a spec sheet, as I always say, but it helps see the Aprilia RS 660 in context. Here’s a condensed version of the spec sheet with a bit of contextual explanation.

As we mentioned in the introduction, when buying a bike, riders typically have had a choice of either high-spec components or a middleweight motorcycle. The Aprilia RS 660 gives us both. Happy days!

In motorcycles, every kilogram (or pound) counts in terms of how easy it feels under your seat and how confident you feel throwing it into corners. The lightness of the Aprilia RS 660 inspires a lot of that confidence.

On the road, the lightness and riding position make the Aprilia RS 660 very easy to ride. This includes for beginners, whether you live in the US and can ride anything as your first bike, or whether you have a restricted version as is available in the UK, Europe, and Australia/New Zealand.

As a middleweight engine, the RS 660’s parallel twin never produces gobloads of torque — but of what it does produce, it does from relatively low. So the Aprilia RS 660 is never struggling or choking.

That said, the engine does lack in low-end torque compared to entry-level middleweights like the Yamaha MT-07 or Suzuki SV650. This is one of the aspects in which riding the Aprilia RS 660 feels like a middleweight Ducati V-twin — it’s happy down low but it still likes to get up there in revs when you get the chance.

Composite torque charts of Aprilia RS 660 and Yamaha MT-07. Note: Data for this is from Cycle World/DynoJET from runs on different days under different conditions, and is intended to be for approximate comparison only.

Aprilia has done quite a lot to help their engine rev more feely and make that power. A few of these things are hollow camshafts, cylinders offset from the crankshaft to minimise internal friction, and oversquare pistons.

The Aprilia RS 660 geared quite aggressively, so you shift out of first gear just to get to 100 km/h (~60 mph). This would hurt your sprint times if you didn’t have that up and down quickshifter, which comes as standard on the RS 660.

Even the Yamaha YZF-R7, an obvious competitor for the Aprilia RS 660, only has ABS. No cornering function Not even ride modes! Not that they’re the most important thing in the world, but it’s a thing that the R7 doesn’t have.

The Ducati Supersport 950 S, a more expensive, more powerful, and generally more premium motorcycle than the Aprilia RS 660, doesn’t have cruise control (to the chagrin of many owners).

The Aprilia RS 660 comes standard with a quick shifter. You might almost expect this, but remember that on a (much more expensive) Ducati Supersport, for example, you have to buy the (significantly more expensive) S version for the quick shifter to be standard.

Note that early on in the days of the Aprilia RS 660 in 2021, there were some reports of a broken connecting rod in the crankshaft that sometimes broke, with 308 units recalled due to the possibility of it happening again (recall PA2ZZQ2107). There hasn’t been a recall since.

The Aprilia Tuareg also comes with a lot more options for adventure travel, like a center stand, rugged luggage, an even taller windscreen, and additional lights.

CFMOTO 700CL-X Sport: Yes, a bike by CFMOTO. Have a look here and prepare to be surprised by what a Chinese manufacturer is offering at a reasonable price in a presumed attempt to get market share. The CFMOTO 700CL-X Sport has a few components that are higher spec than the Aprilia (e.g. it has Brembo M50 brakes, and more adjustability in the suspension), but it’s not as powerful, the engine has a traditional 180-degree crank, and it doesn’t have cornering ABS via an IMU (but it does have cruise control).

“If you were to consider an amalgam of total mass, accessible and usable engine power, chassis response, cutting edge rider aid technologies and ergonomics as a form of holy grail, then Aprilia has designed and built an altar for you.”

To call the 2021 Aprilia RS 660 anything but a game changer is an understatement, even with a couple minor teething issues. In a traditionally budget-minded class, reflected in paired-down components, technology and performance compromises, the RS 660 is trailblazing its own path. In essence, it’s the sportbike we always needed — real-world ergonomics, an energetic parallel-twin producing useable power, a stellar chassis and a swath of top-shelf electronics.

The RS 660 is the child of Aprilia’s open-class superbike technical expertise combined with everyday functionality and comfort, making it an enticing option to the supersport-curious. Yet it’s wickedly entertaining and capable of educating even the most experienced riders. Think scaled-down RSV4 1100 Factory performance in an approachable package. It’s a fresh and unique take on the middleweight supersport segment. And it’s freakin’ awesome.