2012 Aprilia Tuono V4 R APRC Sport Rider

18 Мар 2015 | Author: | Комментарии к записи 2012 Aprilia Tuono V4 R APRC Sport Rider отключены
Aprilia RS 125 Tuono

2012 Aprilia Tuono V4 R | The Answer


Back in Aprilia decided to test the of the burgeoning …-bike market in Europe by peeling off the bodywork its RSV1000R V-twin supersport mounting up some standard behind a small quarter and changing the seat. Labeled the R, the bike’s 999cc V-twin was basically left untouched its RSV origins, and with race-spec suspension, Brembo brakes, forged aluminum wheels and aluminum alloy twin-beam the bike ended up showing kind of unlimited performance a … bike could

The limited production run of just 200 was snapped up in days despite its $16,000 price tag, Aprilia to produce a slightly expensive version with production-oriented components in greater The Tuono was a hit both in Europe and the small but enthusiastic …-bike here in the States.

With the of its stunning new RSV4 four-cylinder machine two years ago, expected Aprilia to do the same treatment to its flagship sportbike. And weren’t disappointed, with the V4 R making its debut in Europe year to many accolades the Euro moto press Real Superbike Streetfighter”, 2011).

Unfortunately, we’ve had to sit and the Euros having all the fun for a year we could finally get our hands on a model. But we can tell you this: the for the Tuono V4 R has been worth it.

Not a stripped-down RSV4

Unlike the Tuono that was little than an RSV Mille with seat, handlebar, and running that there were any about that design mind you — Aprilia decided to put a more thought into the of the Tuono V4 R. Granted, the RSV4’s mill has a very flexible but there’s a big difference between a V-twin and a 154-horsepower four-cylinder. changes would be necessary to the power from spiraling out of control.

The basic construction of the V-four engine is unchanged, the same 78 x 52.3mm bore/… same cylinder heads 32mm titanium intake and steel exhaust valves set at a 22-degree included valve forcing a 13.0:1 compression and the Dell’Orto throttle bodies an identical 44mm bore Smoothing the power delivery is a crankshaft with heavier (with the gear-driven counterbalance slightly to suit), and the variable system from the RSV4 R is absent, with the velocity length increased 20mm to low-end and midrange performance.

Cam timing has been similarly to promote better midrange and the 4-into-2-into-1 exhaust with valve is slightly different the RSV4 unit (while coming in five pounds The close-ratio six-speed transmission slipper clutch has also had the three gears shortened to the RSV4.

While the chassis outwardly identical to the RSV4, are some subtle but substantial that play a big role in the V4 R’s performance. The engine is 5mm lower in the twin-spar aluminum with the bike as a whole 10mm lower, resulting in a 32.9-inch listed seat compared to the RSV4’s 33.3-inch

The footpegs are 15mm lower, and the head is 10mm further with the steering geometry a tad from the RSV4’s 24.5 rake/trail measurements to the Tuono V4 25 degrees/107.5mm setup. The resulting is 25mm longer than the at 56.9 inches.

One big carryover with the Tuono V4 R is the APRC rider aid package. The same (plus off) traction from the RSV4 is retained includes the paddles on the left handlebar that allow you to TC settings on the fly), along the three-way adjustable (plus launch and wheelie control. The AQS Quick Shifter) power also remains on the Tuono V4 R, as the three-way Riding Mode throttle control, with the T setting offering full with the quickest throttle S (Sport) providing full but with less aggressive response and “torque limited in all and R (Road) reducing power 25 across the board.

Awesome, but it’s not all vino e rose

Like the RSV4, the V4 R comes to life with a bark as the ECU opens the throttle slightly to initiate starting. And like the RSV4, the Tuono V4 R into a fairly high rpm idle that surely with aggressive corner but also makes the engine run hot slow going in urban

The specs may state that the is lower but you’d be hard-pressed to the difference, with part of the feel probably due to the wider that splays your out farther. The ergos are obviously roomier up top, however, the wide-bend handlebars set relatively compared to other … and the flat and supportive saddle has of space to accommodate six-foot or riders.

Unfortunately, while the may be slightly lower, they’re set pretty high in relation to the folding our legs up more we’d like. Another we had with the seat is particular to the Yellow color model we (Competition Black is the other available in the U.S.): the seat is color-matched to the rest of the bike, but the yellow portion becomes very quickly and easily.

In the few complaints we have with the V4 R center around its ability in aggressive riding situations. For although the V-four engine is flexible with a wide and impressively smooth torque for a four-cylinder, there’s no getting its high-rpm design ancestry; the doesn’t possess a whole lot of below 3000 rpm, and any at using more than below this point in the engine struggling against the And speaking of gearing, although the three gears are definitely and closer than the long-legged on the RSV4, first gear is pretty tall, requiring a amount of clutch slip to the line smartly.

That technique also comes in if you have to make any U-turns in a lot or need to maneuver in tight because the V4 R’s steering radius is surprisingly limited for a of this type. It can easily you off guard when you suddenly yourself against the steering as you turn the bars while requiring constant power to keep from falling

We don’t expect many V4 R riders to be making long treks, but if you do, you’d better your trip around gas Like the RSV4 models tested, the Aprilia is one of the thirstier around; our Tuono V4 R averaged a 28 mpg. With the 4.5-gallon tank, that means got a maximum range of around 125 or so (the low fuel light came on around the 95-mile exactly adventure tour in our book.

Unleash the beast

Of most of those gripes into the distance the instant you twisting the Tuono V4 R’s and the pace picks up. There’s to be said about an engine out 142 horsepower that packs the punch of a V-twin with the character of an inline-four. Add to that a capable chassis that is nimble and rock-solid stable, and you the makings of a seriously fun motorcycle.

The flexibility of the V-four engine is a joy to use in the with plenty of steam anywhere above 4000 The powerband is very linear very quick-revving and responsive), no jumps or dips other a slightly perceptible flat at 10,000 rpm that gives the of a bump in power at that You can choose to ride the midrange out of the turns like a V-twin, or hard off the corner with beefy top-end rush, good use of the ATC as the rear tire for grip.

The Tuono V4 R doesn’t have the rev range of the RSV4 with a soft rev-limiter the end of the party at 12,250 rpm instead of the 13,250 rpm of the RSV4. As such, the V4 R eventually ends up about 10 shy of the RSV4, with a peak of horsepower at 11,500 rpm. But never really notice deficit, especially with the V4 R’s more upright subjecting more of the rider’s to the acceleration forces and enhancing “OMG” power rush.

While the Road riding is best reserved for riding in pavement conditions due to its substantial of the engine’s power, we had plenty of fun in Sport and Track modes our time with the Tuono V4 R. The mode’s aggressive throttle helps in tighter sections require a cut-and-thrust riding and provided you can cope with the off-idle response, there’s a difference in acceleration off the corner. The mode’s softer throttle is well-suited for situations where always at maximum lean (or for riders who don’t like the mode’s “right now” allowing you to more easily power without unduly the chassis. Unfortunately you cannot engine riding modes on the fly you can with the ATC; as with the the throttle must be closed, and you to press the starter button the engine running to switch modes.

We have to admit we didn’t play much the on-the-fly-adjustable ATC or the AWC and ALC, mostly we didn’t do much track with the Tuono V4 R. For most on the street, we simply left it in 1 or 2 and had a blast; we even rode in the on Level 3, and reveled in the ATC’s to keep the rear tire on the of traction while still forward.

Suspension action the Sachs 43mm inverted and fully adjustable rear was very good, absorbing the big well and keeping the chassis control in every riding we encountered. Working with the nimble-steering chassis and added from the wide handlebar, all combines to provide the rider numerous options in a corner. The V4 R’s steering habits are but by no means twitchy; there’s little effort required to lines, and overall handling and from the stock Pirelli Rosso Corsa rubber is (although when pushed, we wishing for a bit more tire at max lean).

Interestingly, the chassis does a job of masking much of the Aprilia’s while cornering; at 472 pounds wet all fluids topped off, the V4 R certainly isn’t the lightest of the bikes. But the only time you feel that weight is the pace has seriously ramped up and reached near-racetrack aggression

The Brembo brake calipers may not be the flashy monobloc units you see parading on other sportbikes, but the V4 R’s front brakes are than capable of providing stopping power with feel and progressiveness. The same can be of the rear 220mm disc/two-piston combination, which becomes more important on a bike different weight bias a supersport machine like the And the Aprilia’s slipper clutch as the RSV4 unit) is one of the best we so far.

The King of Naked

Needless to say, we were impressed with the Tuono V4 R. did well to take just of the sharp edges off the RSV4 combination to produce a rowdy but (and fairly comfortable) package. All too often, bikes in category have numerous that blunt the performance to the that we’re always wanting more, and while the certainly isn’t perfect, its when the pace heats up up for those gripes.

Granted, is a price tag that’s a good bit than the Tuono V4 R’s competition, but it’s also a bit lower than its European And it’s got the performance goods all of them to warrant it. SR


Aprilia Tuono V4 R APRC

** **+ flexible engine

+ Excellent good suspension

+ Full electronics package

– to lose a little weight



Aprilia RS 125 Tuono
Aprilia RS 125 Tuono

Type: 65-degree V-four

Valve DOHC, 4 valves/cyl.; shim-under-bucket

Displacement: 999.6cc

Bore x 78.0 x 52.3mm

Compression 13.0:1

Induction: Weber EFI, 48mm throttle dual injectors/cyl.



** Front suspension: Sachs inverted cartridge adjustable for spring preload, and compression damping, 4.7 in. travel

suspension: Single Sachs adjustable for spring preload, and compression damping, 5.1 in. travel

brake: Dual 320mm steel discs, Brembo four-piston calipers

Rear Single 220mm stainless disc, single two-piston

Front wheel: Cast 3.5 x 17 in.

Rear wheel: Cast 6.0 x 17 in.

Front tire: 120/70ZR-17 Diablo Rosso Corsa

tire: 190/55ZR-17 Pirelli Rosso Corsa

Rake/trail: degrees/4.2 in. (107.5mm)

Wheelbase: in. (1445mm)

Seat height: in. (835mm)

Weight: 472 lb. (214kg) wet fuel tank, all fluids); 445 lb. dry (empty fuel tank, all

Instruments: Analog tachometer, LCD for digital speedometer, odometer, low fuel tripmeter, clock, temperature, run time, maximum average speed, current consumption rate, ATC level, ALC AWC level, chronometer, rear diameter calibration, diagnostics; lights for shift point, alarm” (OBD fault), high beam, turn traction control, low fuel

Aprilia RS 125 Tuono
Aprilia RS 125 Tuono
Aprilia RS 125 Tuono
Aprilia RS 125 Tuono


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