aprilia tuono tft display free sample

Aprilia"s Tuono is a motorcycle that is almost strictly brought up in hushed, reverent tones by those who know motorcycles. It offers a combination of power, technology, good looks and sound that is unmatched by anything else in its class. Like most very fast motorcycles, it doesn"t suffer fools, though surprisingly it isn"t the fiery Mad Max death machine that I was expecting.

Any conversation about the Tuono has to begin with its engine. The 1,077-cc, Rotax-designed V4 is arguably one of the greatest piston-powered devices ever conceived by humankind. For 2018 it produces a frankly silly 173 horsepower at 11,000 rpm, and an also-fairly batty 89 pound-feet of torque at 9,000 rpm.

To people used to automobile engine layouts, the V4 is something relegated to old Saabs, but to motorcycle folks, it"s heady stuff. This is the same engine layout used by MotoGP, aka the Formula 1 of the two-wheeled world. It offers a number of benefits over twin-cylinder or inline-four setups, including smoothness and narrowness, and it sounds like the world"s angriest little Ferrari engine in its upper registers.Aprilia"s Tuono is meant to scare the crap out of you and make you riotously happy at the same time. It works flawlessly in that regard.Kyle Hyatt/Roadshow

Both Tuono 1100 models come with Aprilia"s excellent quickshifter. Think of a quickshifter like the paddles in a dual-clutch gearbox, kind of. To get going from a stop, you need to use the clutch, but once you"re rolling you can kick the shifter up or down as necessary, clutch-free, and the bike will handle everything. It will even blip the throttle for you on downshifts and make you sound like a pro.

The Tuono"s riding position is aggressive for a naked bike -- naked meaning that it lacks the full fairings (aka bodywork) that one would expect to see on a sportbike. The foot pegs are incredibly high, which is great for cornering clearance on a canyon road or race track, but not so comfy when you"re 6-feet-4-inches tall, and riding around town or on the freeway. The handlebar is relatively low-mounted by naked bike standards, and it leaves the rider canted forward. Again, this is great for performance and handling, but it also means that there is a lot of weight on the rider"s wrists, which can become tiring.

The Tuono"s seat is a relatively tall 32.5-inches, so those riders with a shorter inseam can look forward to being on their tippy-toes a lot at stop lights. The seat itself is surprisingly comfy, even over long-ish rides, but the Tuono throws a lot of heat at the rider, mostly owing to its high-performance engine, emissions-tuned exhaust system and big aluminum spar frame. I ride in kevlar-lined jeans and found my legs and, uh, "gentlemen"s area" positively cooking after riding in traffic for a while.

Riding the Tuono is an incredible experience. The power and control available to you as a rider is second to none. The sound is addictive, and the whole thing makes you feel cool, but as someone who"s been riding motorcycles for a little over a year, I mostly felt like the bike was bored with me. I couldn"t come anywhere near its potential on the street or in a canyon.

Whenever I gave the Tuono a whiff of throttle, it leaped forward, eager to fling itself towards the horizon. But I always got the impression that somewhere, deep in its mechanical guts, it was laughing at me. The Aprilia Tuono V4 1100 Factory is basically the Aubrey Plaza of motorcycles.

When it comes to handling, the Tuono wants to lean into a turn but lacks the "I"m going to just fall over unless you work to pick me back up" feeling that some very aggressive performance bikes have.

To live with every day, the Tuono might be a little miserable. It doesn"t like going slow. At 35 miles per hour in first gear, it wanted to buck and stutter a little. It needs to go faster, and it wants to be out of the city, yet I found that there is no faster way to cover ground in a city like Los Angeles than on the Tuono.

The Tuono is a handful -- such is the nature of fast motorcycles -- but the thing that separates modern bikes from old widowmakers is the addition of highly intelligent electronic rider aids. This is especially true on the Tuono thanks to the Aprilia Performance Ride Control suite of systems.

The thing that makes APRC amazing is that it"s so adjustable to suit a variety of rider skill levels and road conditions. For example, APRC features eight-stage adjustable traction control that can be tweaked on the fly with a handsomely engraved metal rocker switch on the left-hand grip. It also features three-stage wheelie control, rear-wheel-lift mitigation and launch control.Part of what makes the Tuono so fun to ride is its highly configurable suite of electronic rider aids, controlled through the excellent TFT dash.Kyle Hyatt/Roadshow

All of these systems, in addition to antilock brakes, which are also adjustable, are tied into the Tuono"s highly sensitive inertial measurement unit (IMU). The IMU is used to adjust the way that the rider aid systems are used based on speed and lean angle, making the Tuono a heck of a lot harder to crash than it otherwise would be. Oh, and the Tuono has a pit speed limiter button and cruise control, because why the hell not?

The net result of these rider assistance systems is that the Tuono instills a sense of confidence and stability without feeling like it"s nannying you or holding you back. It makes what would otherwise be a very intimidating motorcycle feel much more approachable. The APRC systems are easily managed with dedicated controls, and displayed in the gorgeous TFT dash screen.

The Tuono is equipped with the latest and greatest Brembo M50 calipers on its front wheel, clamping two massive 330 mm brake discs. The calipers are paired with stainless steel brake lines and a Brembo radial master cylinder. This, compared with an aggressive pad compound, means that stopping the Tuono from road speeds is a one-finger affair. I found the brakes a little too sensitive for two-fingers-on-the-lever stopping, but you"ll never lack for feel or braking power. The rear brake, meanwhile, is a not-insubstantial 220 mm disc with a two-piston caliper.

The Factory trim level comes standard with a fully adjustable Ohlins suspension, and holy hell does it go a long way towards making the Tuono so enjoyable. It"s a supple setup -- never soft, but it also doesn"t transmit sharpness from bumps to the rider. The suspension is smooth and progressive, and makes untangling a twisty road an unparalleled pleasure. Aprilia announced earlier this year that the updated, 2019 model will have electronically adjustable suspension, and I"m pretty hyped to test that out.

In short, the Tuono is a staggering machine. Within the first hour of riding it, it had utterly recalibrated my definition of what fast and quick meant (keep in mind that I drove a 700-plus-horsepower

The Tuono isn"t especially cheap by motorcycle standards with the base RR model starting at $15,499 and my Factory tester going for $17,999, but for the money, nothing on four wheels -- and not much else on two -- can come even remotely close to the experience.

After getting first dibs on the new Aprilia RS 660 two weeks prior, Bikerbox Inc, the company that distributes Aprilia motorcycles in the country, gave me a call informing me that the equally new 2021 Aprilia Tuono 660 test unit is ready for pickup. After enjoying the RS 660, I knew that I am going to enjoy the Tuono 660 even more because of its more comfortable ergos. So I told Bill of Bikerbox that I will get the test unit the following morning.

I first saw the Tuono 660 as a concept at the EICMA international motorcycle show in Italy back in 2019, exactly a year after the RS 660 debuted at the 2018 iteration of EICMA. The Tuono 660 is basically the naked version of the RS 660 supersport, and they share almost everything from the 659cc liquid-cooled parallel twin motor, large TFT instrument panel, lightweight twin-spar aluminum frame, swingarm, brakes, and even the wheels.

But Aprilia didn’t just stripped the RS 660 of its fairings and replaced the clip-ons with a one-piece tubular handlebar and called it a day, they actually made several changes to the motor, electronics, suspension, ergos, and chassis geometry to give the Tuono 660 a slightly different ride characteristics.

Like its 1100cc namesake the Tuono 660 is not exactly a naked bike by definition, but more like a semi-naked bike because of its fairly large double layer fairings that’s nearly ¾ the size of the fully faired RS 660, albeit with a more exposed motor. But that’s as naked as it gets.

The foot pegs are a bit lower compared to the RS 660 and they have rubber inserts that help reduce road and engine vibration. The reach to the high mounted handlebar is more neutral because of the swept back design, and there’s plenty of room to move about to find the most comfortable riding position. The overall ergonomics of the Tuono 660 is more comfortable compared to the RS 660 and should function better as a daily commuter and for longer trips out of town.

The Tuono 660 also uses the same large colored TFT screen as that of the RS 660 and they’re a joy to look at. Colors are vibrant and the display is clear even in direct sunlight. It even has a light sensor and the backlight adjusts automatically to ambient lighting and there’s a night mode as well. Scrolling through the various levels of menus is intuitive using the 4-way buttons mounted on the left hand switch gear.

Another noteworthy feature adapted from the RS 660 is the excellent electronic package APRC, or the Aprilia Performance Ride Control, that offers 5 throttle maps, 3-level abs (anti-lock braking system), 3-level traction control, engine braking management, and even a cruise control.

What the Tuono 660 doesn’t have, however, is the IMU (inertial measurement unit) that unlock the other features that are standard on the RS 660 such as the cornering abs, lean-angle sensitive traction control and cornering headlights. The IMU is optional in other markets so be sure to ask Bikerbox if they will offer it as an option on the local Tuono 660 as well.

Even without the aforementioned IMU the standard electronics on the Tuono 660 works very well, providing unobtrusive abs and traction control intervention in various riding conditions. Granted, the 659cc parallel twin only produces a modest 95 hp and 49 lb ft of torque that are unlikely to overpower the standard fit Pirelli Rosso Corsa II tires of grip in dry weather. But these electronic rider aids are absolute lifesavers when you encounter sand, mud, or wet manhole covers on your rides during the monsoon season.

If there’s a standard feature on the RS 660 that we wish was also carried over to the Tuono 660, it’s the quickshifter. Like the IMU it’s optional in other markets and hopefully Bikerbox will offer this as an option as well. Nevertheless, the clutch on the Tuono 660 is light and the 6-speed transmission is so slick in operation that you won’t miss not having a quick shifter. At all. But it’s certainly a feature that makes the RS 660 so much fun to use, and one that should add to the overall fun factor of the Tuono 660 as well.

Regardless if it’s missing the IMU and the quick shifter, the Tuono 660 delivers fun in buckets full of spades. The only place that you’ll probably miss having those additional features is on the racetrack. But the standard APRC suite in the Tuono 660 is so good we doubt if anyone will even notice. Especially when the 659cc parallel twin motor dishes out usable power that will thrill new riders and entertain seasoned riders as well. Reinforcing the fact that it’s more fun to ride a slow bike fast than to ride a fast bike slow.

Don’t get me wrong, the Tuono 660 is far from slow. Riders used to riding higher displacement multi-cylinder powered bikes will find the Tuono 660 adequate for the type of riding it was designed for and most, if not all, will definitely have more fun exploiting the modest power to go even faster on the road or in the racetrack.

I am certainly one of those who truly enjoyed it. 95 hp and 49.41 lb-ft of torque may not sound much on paper, but in practice they are more than enough especially when you consider that the Tuono 660 only weighs 183 kgs. (403 lbs.) fully fuelled for an impressive power-to-weight ratio of almost 2 hp per kilogram. Allowing the Tuono 660 to accelerate with eagerness to a top speed of 230 Km/h. That’s mighty impressive for a parallel twin middleweight.

Aprilia is known to produce superbly handling sportbikes and it is certainly apparent on the Tuono 660. Turn in is similar to the RS 660, albeit a bit quicker due to revised steering geometry and it could be because of the wide one-piece handlebar that gives you more leverage.  Suspension damping is compliant but very well controlled when pushed despite having a lower spec 41mm upside-down fork on the Tuono 660 that only offers spring preload and rebound damping on the right fork leg. The rear shock absorber also offers adjustments for spring preload and rebound. The front Brembo brake setup is faultless, offering consistent braking power with no abruptness even with repeated use. The rear brake on the other hand lacks feel, but they work nevertheless.

The Tuono 660 is a fine example of a well executed middleweight naked bike that possesses most of the sporting abilities of its 1100 V4 namesake at only ¾ of its price and weight. At PhP820,000 the Tuono 660 is certainly not cheap, especially when you consider that most of its competitors cost significantly less.

But the problem of the Tuono 660 is not its competitors, it’s within the family. Yes, and it’s none other than the RS 660. With only PhP40,000 separating the Tuono 660 from its RS 660 sibling, most buyers will will be compelled to buy the RS 660 not only because of its more comprehensive electronics package and higher spec front suspension but also because the compromise in terms of comfort is very negligible considering the RS 660 is fairly comfortable to begin with. You also get a much bigger fairing as a bonus. But in the end it’s your choice which of the two to get. You’ll never go wrong with any.

+: Tuono V4 junior styling, peppy parallel twin motor, lightweight handling, latest APRC rider aids, powerful brakes, and comfortable riding position.

After getting first dibs on the new Aprilia RS 660 two weeks prior, Bikerbox Inc, the company that distributes Aprilia motorcycles in the country, gave me a call informing me that the equally new 2021 Aprilia Tuono 660 test unit is ready for pickup. After enjoying the RS 660, I knew that I am going to enjoy the Tuono 660 even more because of its more comfortable ergos. So I told Bill of Bikerbox that I will get the test unit the following morning.

I first saw the Tuono 660 as a concept at the EICMA international motorcycle show in Italy back in 2019, exactly a year after the RS 660 debuted at the 2018 iteration of EICMA. The Tuono 660 is basically the naked version of the RS 660 supersport, and they share almost everything from the 659cc liquid-cooled parallel twin motor, large TFT instrument panel, lightweight twin-spar aluminum frame, swingarm, brakes, and even the wheels.

But Aprilia didn’t just stripped the RS 660 of its fairings and replaced the clip-ons with a one-piece tubular handlebar and called it a day, they actually made several changes to the motor, electronics, suspension, ergos, and chassis geometry to give the Tuono 660 a slightly different ride characteristics.

Like its 1100cc namesake the Tuono 660 is not exactly a naked bike by definition, but more like a semi-naked bike because of its fairly large double layer fairings that’s nearly ¾ the size of the fully faired RS 660, albeit with a more exposed motor. But that’s as naked as it gets.

The foot pegs are a bit lower compared to the RS 660 and they have rubber inserts that help reduce road and engine vibration. The reach to the high mounted handlebar is more neutral because of the swept back design, and there’s plenty of room to move about to find the most comfortable riding position. The overall ergonomics of the Tuono 660 is more comfortable compared to the RS 660 and should function better as a daily commuter and for longer trips out of town.

The Tuono 660 also uses the same large colored TFT screen as that of the RS 660 and they’re a joy to look at. Colors are vibrant and the display is clear even in direct sunlight. It even has a light sensor and the backlight adjusts automatically to ambient lighting and there’s a night mode as well. Scrolling through the various levels of menus is intuitive using the 4-way buttons mounted on the left hand switch gear.

Another noteworthy feature adapted from the RS 660 is the excellent electronic package APRC, or the Aprilia Performance Ride Control, that offers 5 throttle maps, 3-level abs (anti-lock braking system), 3-level traction control, engine braking management, and even a cruise control.

What the Tuono 660 doesn’t have, however, is the IMU (inertial measurement unit) that unlock the other features that are standard on the RS 660 such as the cornering abs, lean-angle sensitive traction control and cornering headlights. The IMU is optional in other markets so be sure to ask Bikerbox if they will offer it as an option on the local Tuono 660 as well.

Even without the aforementioned IMU the standard electronics on the Tuono 660 works very well, providing unobtrusive abs and traction control intervention in various riding conditions. Granted, the 659cc parallel twin only produces a modest 95 hp and 49 lb ft of torque that are unlikely to overpower the standard fit Pirelli Rosso Corsa II tires of grip in dry weather. But these electronic rider aids are absolute lifesavers when you encounter sand, mud, or wet manhole covers on your rides during the monsoon season.

If there’s a standard feature on the RS 660 that we wish was also carried over to the Tuono 660, it’s the quickshifter. Like the IMU it’s optional in other markets and hopefully Bikerbox will offer this as an option as well. Nevertheless, the clutch on the Tuono 660 is light and the 6-speed transmission is so slick in operation that you won’t miss not having a quick shifter. At all. But it’s certainly a feature that makes the RS 660 so much fun to use, and one that should add to the overall fun factor of the Tuono 660 as well.

Regardless if it’s missing the IMU and the quick shifter, the Tuono 660 delivers fun in buckets full of spades. The only place that you’ll probably miss having those additional features is on the racetrack. But the standard APRC suite in the Tuono 660 is so good we doubt if anyone will even notice. Especially when the 659cc parallel twin motor dishes out usable power that will thrill new riders and entertain seasoned riders as well. Reinforcing the fact that it’s more fun to ride a slow bike fast than to ride a fast bike slow.

Don’t get me wrong, the Tuono 660 is far from slow. Riders used to riding higher displacement multi-cylinder powered bikes will find the Tuono 660 adequate for the type of riding it was designed for and most, if not all, will definitely have more fun exploiting the modest power to go even faster on the road or in the racetrack.

I am certainly one of those who truly enjoyed it. 95 hp and 49.41 lb-ft of torque may not sound much on paper, but in practice they are more than enough especially when you consider that the Tuono 660 only weighs 183 kgs. (403 lbs.) fully fuelled for an impressive power-to-weight ratio of almost 2 hp per kilogram. Allowing the Tuono 660 to accelerate with eagerness to a top speed of 230 Km/h. That’s mighty impressive for a parallel twin middleweight.

Aprilia is known to produce superbly handling sportbikes and it is certainly apparent on the Tuono 660. Turn in is similar to the RS 660, albeit a bit quicker due to revised steering geometry and it could be because of the wide one-piece handlebar that gives you more leverage.  Suspension damping is compliant but very well controlled when pushed despite having a lower spec 41mm upside-down fork on the Tuono 660 that only offers spring preload and rebound damping on the right fork leg. The rear shock absorber also offers adjustments for spring preload and rebound. The front Brembo brake setup is faultless, offering consistent braking power with no abruptness even with repeated use. The rear brake on the other hand lacks feel, but they work nevertheless.

The Tuono 660 is a fine example of a well executed middleweight naked bike that possesses most of the sporting abilities of its 1100 V4 namesake at only ¾ of its price and weight. At PhP820,000 the Tuono 660 is certainly not cheap, especially when you consider that most of its competitors cost significantly less.

But the problem of the Tuono 660 is not its competitors, it’s within the family. Yes, and it’s none other than the RS 660. With only PhP40,000 separating the Tuono 660 from its RS 660 sibling, most buyers will will be compelled to buy the RS 660 not only because of its more comprehensive electronics package and higher spec front suspension but also because the compromise in terms of comfort is very negligible considering the RS 660 is fairly comfortable to begin with. You also get a much bigger fairing as a bonus. But in the end it’s your choice which of the two to get. You’ll never go wrong with any.

+: Tuono V4 junior styling, peppy parallel twin motor, lightweight handling, latest APRC rider aids, powerful brakes, and comfortable riding position.

So, when arriving to COTA to evaluate the newly refined 2017 Aprilia Tuono V4 1100 RR ABS and Tuono V4 1100 Factory ABS, there were a few questions buzzing around my head.

Why then, has Aprilia cloned and distorted the DNA from their beastly RSV4 superbike’s genetic makeup, to offer a more upright mutation and mess around with the superbike’s natural balance?

Fast forward to me having just completed my first fiery laps around COTA atop Aprila’s latest 1100cc 175hp V4 Factory Tuono, and as I stepped off the bike I knew then what I had to do. I had to warn the planet earth of my findings in Austin and expose Aprilia’s true intentions of bringing naked mutant superbike spawn into this world, unleashing them into society.

A few of the more notable enhancements for both models in 2017 include new upgraded Brembo M50 monoblock calipers with higher friction coefficient brake pads and larger 330mm discs. During my extensive track time while riding both Tuonos, the new M50 ‘street-comp’ system worked admirably right up to the point when I asked them to perform as top racing-only binders, eventually over-heating a tad after several massive pulls back on the newly designed front brake lever. Some full-fledged synthetic brake fluid would probably help this issue immensely.

For the electronics, there’s a newly enhanced Bosch 9.1 ABS system which now adds a lean sensor. While tearing up the race track I could, for the first time in my life, feel confident grabbing a big heap of extra front brake (just to test the ABS) while still leaned over into a corner. Even with the Cornering ABS system set at its least intrusive Level 1, which is still accompanied by Aprilia’s new RLM (Rear Lift Mitigation) system, the attitude of the bike would not stand up during braking, nor would the front wheel lock no matter how hard I tried.

The new handlebar-mounted controls for 2017 worked about as expected. There’s lots to learn at first but with increased tries you get a better hang of it and can flip through the three engine maps of Sport, Track, and Race or various like the ATC (Aprilia Traction Control), or AWC (Aprilia Wheelie Control) with ease.

The new-for-2017 TFT (Thin Film Transistor) color instrument display looked clear and easy to read in all light situations, including direct sunlight. The various menus were easy to understand and navigate, and I was especially impressed by the Road vs Race modes. Road mode highlights what you need for the street—speed, fuel, trips, etc. Race, on the other hand, highlights your lap-time. A neat feature is you can change the background light from black to white and back again like on the Triumph Street Triple 765, and there’s fun little tidbits on display like Roll, Throttle, and Brake pressure.

One function I wasn’t crazy about as the end-user of the new TFT display was the frequency in which all the lights surrounding the thing would go ape-shit every time I got deep into a corner or grabbed a normal, healthy amount of gas exiting corners. This distracting but colorful dance of flashing lights reminded me of the end of the Close Encounters movie. It’s neat to see how much and often the various electronic aides are chipping in to help you out, but enough was enough after a while.

The fourth-generation aPRC (Aprilia Performance Ride Control) electronics suite—which now includes an auto-blip function for clutchless downshifts, a pit speed limiter, and cruise control—was damn good fun to play with. I tried all the settings from massive intrusion on traction and wheelie control, to switching the systems off entirely. With all the aids off, the RR and Factory bikes were awesome fun, but a bit sketchy over time as the body fatigued and tires went off. You could easily hurt yourself flogging a powerful 1100cc V4 around a circuit or canyon road with everything switched off, when the bike was designed work with these rider aides engaged.

For example, a trusting and experienced Tuono rider can roll on the throttle sooner and to a much larger degree than it feels natural to do so, until it starts feeling natural. It boils down to trust—trust in the bike’s many systems, and trust that she may never let me down.

I never tried the cruise control function or launch control, but the pit speed limiter did work. The updated V4-MP multimedia interface with infotainment system (optional for the Tuono, standard fare for the RSV4), was also left alone for our track day but there are some cool features to be explored there with some research. Your smartphone can now communicate with your Aprilia via Bluetooth in a big way if you have everything installed.

Make no mistake, the Aprilia Tuono RR and Factory are superbikes fitted with upright handlebars. But there’s more to it than that. The extra capacity and improved gearbox make for a better streetbike than the hyper-active RSV4, and there’s plenty of comfort thanks to the relaxed riding position. Who cares if the Tuono isn’t ideal for cross-country trips or hardcore short circuit racing? Just wheelie and back the thing in all over town, tear up and down your best twisties, enter it in Pikes Peak Hill Climb (if you’re brave enough), then wipe off the bugs at the end of the day.

Sixteen-years-ago at the 2001 Bologna Motor Show, Aprilia engineers, I think as a goof, revealed that for 2002 they’d offer a stripped-down version of their then flagship, World Superbike contending, 997cc V-twin Rotax-powered RSV Mille to the public… but with straight handlebars.

Since then, Aprilia has found themselves at the sharp end of what could only be described as a venerable arms race over which manufacturer could build the most extreme, top shelf, high powered upright machinery aimed almost exclusively at, or by default, the finest hooligans among us.

From 2002-2005, the Aprilia Tuono was offered in a couple permutations which included the U.S. market’s original 123hp Fighter version with Showa forks, followed by the first Factory model (based on the Mille R), which bumped up its output to 129hp, added Öhlins suspension, forged wheels, Brembo brakes and weight savings thanks to a judicious use of magnesium, titanium, and carbon fiber.

Between 2006 and 2010, the first Tuono Factory R model was made available (based upon the 2004-2009 RSV1000R superbike) with an increase in power to 133hp, a closer ratio gearbox with taller first gear and larger throttle bodies.

In 2011/2012, the new Tuonos were derived directly from Aprilia’s 2009 RSV4 and sported a V4 engine, 167hp, and the original aPRC (Aprilia Performance Ride Control) electronics package.

Then in late-2015/early-2016, all hell broke loose. The newest Tuono V4 1100 RR and Factory models from Aprilia hit the showrooms with a slew of enhancements and improvements including a 3mm bigger bore engine to bring its size to 1077cc, and its power up to 175hp. There was also refined third generation aPRC electronics, better bikini-fairing aerodynamics, improved low-rpm power, a new gearbox, lower seat, longer swingarm, new headstock angle, and a new exhaust—among the many upgrades.

When I first met the Aprilia Tuareg 660, it didn’t make much of an impression. It was the 2019 EICMA show, and the bike was quietly on display in a glass box, covered with plants and vines.

The display was so nondescript, that thousands of attendees and hundreds of journalists passed by the Tuareg 660 without even noticing that it was there.

Nothing is subtle about the Tuareg 660 now though, as the middleweight adventure bike is riding the wave of success that has come with Aprilia’s previous two models from its 660cc platform.

Add into that notion how popular the middleweight ADV space has become recently, and we can begin to see why the Aprilia Tuareg 660 is one of the most anticipated motorcycles for the 2022 model year.

So to test its mettle, Aprilia brought us to the Italian island of Sardinia, where the winding mountain roads make for challenging and technical riding on the street.

And to get our feet dirty too, we tackled some rough gravel roads/trails, as well as an off-road circuit that Aprilia created with a good mix of sandy, rocky, wet, and bumpy conditions.

But, the Aprilia Tuareg 660 does seem to inhabit the Goldilocks zone of the middleweight ADV space that should impress many, and leave quite a few riders reaching for their wallets. Let me explain.

That is to say, Aprilia knew going into its 660 platform development that its parallel-twin engine design would need to suit a variety of uses, including being used on a middleweight ADV bike.

For instance, on the Tuareg, the power plant mounts at six points; on the RS sport bike, it mounts to three; and on the Tuono 660 only two mounting points are used on the casing.

The 5″ TFT dash is bright and clear, and while the screen’s layout isn’t going to hang in the Louvre, it is easy to read, and even easier to navigate, as most settings are a single button-push away.

The lighting is full LED (as is customary now), and includes a daylight running light as an accent. The windshield is fixed in place, with no adjustability, but different screen heights are available in Aprilia’s parts catalog.

Swinging a leg over the Aprilia Tuareg 660, and heading to the tight and twisty roads that Sardinia has to offer, I can summarize the experience in one word: surprising.

A raked out front-end with a 21″ wheel and 50/50 tires should not be a machine that one finds spritely moving through tight and technical road apexes, and yet here we were, railing the Aprilia Tuareg 660 with surprising speed.

On a dual-sport motorcycle, you expect to give up some road prowess for off-road capability, but Aprilia has kept the Tuareg 660 close to its heritage of making capable sport bikes, and we thank them for it.

With the torque nice and low in the rev range, and a short gearbox, acceleration is what the Aprilia Tuareg 660 does best, though on more open and sweeping terrain, one might begin to see the limits of the quoted 79 hp power figure from the Tuareg’s engine.

The fully adjustable suspension from Kayaba is a nice touch to the Tuareg 660, and another item that Aprilia has selected that helps make this ADV bike stand out from its direct competitors.

The Aprilia Tuareg 660 isn’t going to replace the sport bike in your garage, but you are also not going to have a boring time on the road, while getting to the trailheads for your next adventure.

The gearbox on the Tuareg 660 was a bit clunky at times, with a couple false neutrals appearing between first and second gear. This was a bit of a surprise since the RS and Tuono models were smoother, and we imagine it is the shorter gearing done for the Tuareg that is to blame.

An optional item for the Tuareg, I would generally rave about having a quickshifter on an ADV to save on the clutch pulls, but would perhaps downgrade my opinion from my usual “must-have” in the case of this Aprilia.

Long-distance riders will be happy to hear that the Aprilia Tuareg 660 is mostly vibration free, while still having some character. However, we did notice some harsh vibrations in the footpegs through out the rev range. Having thick ADV boots on almost mutes the vibes, but those with street soles on their feet will certainly feel them.

These four complaints are minor in the long-run though. Overall, the Aprilia Tuareg 660 makes for a spirited and fun ride on the street, and the bike is more than up to the task of embarrassing unsuspecting fellow riders when in the right hands.

For as good as it is on the street, the Aprilia Tuareg 660 is clearly a motorcycle built with off-road conditions in mind, and the shining feature of the Tuareg when you get to the dirty stuff is the bike’s 449 lbs wet weight.

Easy to maneuver at low speeds, the Aprilia Tuareg 660 is a confidence-inspiring machine. The big 21″ front wheel helps tackle bigger obstacles with ease. Even in a dreaded sand wash, the Tuareg 660 feels in control.

Aprilia makes the transition from road to dirt very easy too, as the dedicated off-road map is selectable from a single button, and it automatically disables the rear-wheel ABS.

Along that same vein, Aprilia has done a good job of making almost all of the key electronic features a top-level single-button affair, which wins some big UX points from my fickle scoring sheet (loyal A&R readers know what I’m talking about).

Even Aprilia’s traction control settings seem to work well enough in the dirt, keeping the rear tire inline while not hampering one’s ability to hill climb or tackle loose surfaces. I was genuinely impressed by this fact, as so many other manufacturers get this point wrong.

For those who were worried that this sport-bike born engine would have poor off-road manners, we can quiet those fears – Aprilia’s extensive re-working of the 660cc platform makes for a more-than-suitable off-road power plant.

Another change seen on the Aprilia Tuareg 660 is the higher air intake, which sits at the top of fuel tank cover and is protected from water and debris. The engine has also been rotated backwards 9° to get the weight distribution right.

Whether it was done for science, or a moment of ambition outweighing talent, I did have an opportunity to see how the Aprilia Tuareg 660 copes with a modest crash in the dirt, and the results were favorable.

With hard luggage options, auxiliary lighting, and a full crash cage available from the Aprilia dealer catalog, the opportunities to farkle and beef up the Tuareg 660 exist straight from the factory, should your heart so desire.

Our ride wasn’t aggressive enough to know the full capabilities of the Aprilia Tuareg 660 in the dirt, but we did get enough opportunities to see that the Noale’s creation has serious off-road chops.

Balance that against the surprising on-road performance, even with 50/50 tires mounted to the wheels, and Aprilia has a potent machine out of the gate. It’s not my favorite street bike (no ADV bike is going to be), but the lightweight and usable torque makes for a fun ride that soothes a familiar itch.

I would ding some points for the Aprilia Tuareg 660 at least not offering a cornering ABS option, and there are some rough spots with the gearbox, engine calibration, and optional quickshifter, but none of them are deal-breakers to my eye.

The obvious comparison to make is to put the Aprilia Tuareg 660 against and Yamaha Ténéré 700 and the base model KTM 890 Adventure, and against those three the Aprilia hits my criteria the best.

The base price of the Ténéré 700 is pretty damn attractive, but again by the time you work-around the places where Yamaha cut corners to get a sub-$10,000 bike to market, you get close to an Aprilia or KTM price tag.

The biggest selling point on the KTM is its near-100hp power figure, which is a 25% bump over the Aprilia and over a 40% increase to the Yamaha’s quoted horsepower.

Coming back to the Aprilia, it wins points for being the only bike of the three with fully adjustable suspension, the lightest curb weight, and with the best price-point concessions.

I can see how it would be easy for riders to discount the Aprilia in their ADV discussions, especially with the perception of Italian fragility. But, the truth of the matter is that the Italian brand has not only made a bike that is hard to ignore in the space, but that it might also be the Goldilocks of choices in this complex segment.

Just as Yamaha has brought out a farkled Ténéré 700 option to the market, and how KTM offers a grand total of three flavors of the 890 Adventure series, I think Aprilia would do well to bring an up-spec version of the Tuareg 660 to the market in the coming model years, but that’s just my unsolicited advice.

Such an up-spec bike would be for the niche though, and today we have a bike for the masses. The Aprilia Tuareg 660 is an impressive machine. It is fun to ride at speed on the road, and it is confidence inspiring in the dirt.

To those desires, the KTM still has a siren song for my ears, but Aprilia’s package here is very, very strong, and at the end of the day, the Tuareg 660 is going to be considerably cheaper to put in your garage and enjoy.

For those who skipped to the ending, I was very surprised by the Aprilia Tuareg 660 when riding it in Sardinia. It’s not a perfect motorcycle, but it might perfectly blend what is needed in the middleweight ADV category. Where do I sign?

Aprilia Tuareg 660 – 660cc parallel-twin engine drawn from the company’s RSV4 superbike (with half the cylinders). The engine is performance oriented. Aprilia employs the same engine in the RS660 and Tuono 660. However, the Tuareg employs a trellis frame instead of a beam frame.

Triumph Tiger 900 Rally Pro – The bike carries a 888cc three-cylinder. It also has IMU-dependent traction control and cornering ABS, six ride modes, a quickshifter, and a 7-inch TFT display with Bluetooth connectivity.

After the success achieved by Aprilia RSV4 X, the special version of the supersport bike from Noale, one of the most powerful and lightest ever, of which 10 available units were assigned in just a few hours, Aprilia is back to advancing the extraordinary V4 project, presenting a truly unique version of the Tuono V4, the hypernaked par excellence. Introducing Aprilia Tuono V4 X, the exclusive “super Tuono” produced in a numbered and limited edition, developed and assembled directly by Aprilia Racing, the factory with 54 world titles, seven of which were won in the World SBK championship specifically with the narrow V4 engine.mute

Considering the fact that, since its birth in 2011, the Tuono V4 has been deemed the best hypernaked on the track, you can just imagine the credentials of the Tuono V4 X, capable of lapping with a pace of 1’50” at Imola in the able hands of Aprilia rider Lorenzo Savadori, during development entrusted to him.Item 1 of 0Item 1 of 0

“The Tuono V4 X is out of this world. I had never tested a high-handlebar bike on the track and I was surprised at the feeling of stability. The engine is insane, but the chassis architecture doesn"t struggle - to the contrary: the riding position and the electronics make it extremely fun. You can ride it cleanly, but you can also drift with it if you want to. It is a pure sportbike with a hooligan side!"