2021 Aprilia Tuono V4 Factory First Ride

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A new Marelli ECU with a more robust rider aid suite and a stiffer swingarm make the 2021 Aprilia Tuono V4 Factory the best yet. (Milagro/)

New stunning looks. A higher-revving V-4. A new swingarm with more rigidity. A new aerodynamic package. A new Marelli ECU, allowing more innovative rider aids than ever. An all-new 5-inch color TFT dash, displayed much clearer than before. This is an impressive package for 2021, and after a day of perfect conditions on sticky Pirelli slicks at Italy’s Misano MotoGP racetrack, I’m blown away. This is the best Tuono to date.

Misano World Circuit Marco Simoncelli is a historic racetrack on the Adriatic east coast of Italy. It’s simply stunning. The location is perfect, the beach is only a few miles away, and it’s close to the childhood home of Marco Simocelli, the young racer who was tragically killed at the Malaysian GP. When you arrive at Misano, you know you’re in for a special treat; it’s a brilliant track to ride, very fast in places, yet technical.

At $19,499, the price of the Tuono V4 Factory has increased over the previous model, but the upgrades are well worth it. (Milagro/)

In my pit garage, suspended on paddock stands, tire warmers preheating its Pirelli slicks, was my new 2021 Tuono V4 Factory for the day, looking stunning in the metal. The updates are subtle but attractive. Aprilia has the track to itself, its playground for the weekend. In fact, in the next garage over is Aprilia Racing Team Gresini MotoGP team with Aleix Espargaró, who are going to use the free track for some filming.

But I didn’t have much time to admire the GP bike; track action was why I was there. Leaving the famous pit lane at Misano, the Factory sounds magnificent, the V-4 and its Akrapovič exhaust sending pulsating vibrations off the pit wall. Out onto the track, entering at turn three on preheated Pirelli slicks, the Tuono is straight into it, accelerating hard, leaving slider scrapes on every apex.

The noise is lovely, a voice that would put Pavarotti to shame, a sound arpeggiated by the smoothest quickshifter gear changes I’ve experienced on a road bike. The shifts are quick, perfectly matched in rpm; it’s like the peg, selector, and gearbox have been designed for me. After a few turns, trying my best to keep up with fast racebike traffic, this bike already feels like mine.

Thankfully the fueling and throttle response, like the gear changes, are perfect. Aprilia has upgraded the electronics with a new Magneti Marelli ECU, the brain that controls the fueling and rider aids, four times faster than the previous unit. This results in possibly one of the most precisely and perfectly fueled bikes I’ve ever ridden. In Race mode, one of six modes available, you might think it would be harsh; it isn’t. I’ve ridden the old bike extensively, on track and on the road; I always applauded the old bike’s fueling and electronic rider aids, especially the quickshifter, which I didn’t think could be improved. Yet it has been. To improve something already so good is impressive work.

By lap 2, I was up to speed and chasing lap times. The new Tuono felt like my bike, one I’d owned for years. The fueling and up-and-down shifts instantly boost rider trust. I was pushing hard from my second lap on a track I’d not ridden for some time, yet it felt like I was here last week.

The sound from the V4′s engine via the Akrapovič exhaust is pure music as it sings to a 300-rpm-higher redline. (Milagro/)

The new Tuono may have “only” 175 hp, considerably down on power compared to the Italian competition from Ducati and MV, both members of the 200-hp-plus club. But the Tuono’s power is usable. This is key; you can use every horsepower. This is a quick bike, but it’s not overwhelming, and the rider aids, like the fueling, are outstanding.

Aprilia’s anti-wheelie balances the front wheel lift while still accelerating hard, which is noticeable on Misano’s final turn. Traction control, like the anti-wheelie, can be changed on the move, even at full 100 percent throttle while pushing for a lap time. You don’t have to roll off, go off line, and close the throttle like on some bikes.

The combination of the fueling, rider aids, gearbox, power delivery, and the aero package make the Factory ultra-usable on track and, relative to the competition, easy to ride too. Despite trying my best (and failing) to keep in touch with the local racers, I wasn’t physically beat. It’s certainly less physical than the competition. You don’t have to be a pro to get the most out of the V4 Factory; it’s easy to ride for a super naked.

Semi-active Suspension

At the end of the first session, I had the option to change the Öhlins electronic suspension settings to compensate for my weight and conditions, or to revert to the manual modes without semi-active assistance. I stayed with the recommended A1 (Automatic suspension) settings, which were faultless for my style and weight.

In session two I was making mistakes, getting carried away and trying to push, but nothing appeared to worry the new Tuono; it makes life easy. Brake late and you can still hit the apex with perfect precision. Accelerate early and it continues to hold its line. Everything is controlled. The bike doesn’t panic you; it doesn’t feel like you are rushing or fighting. You’re riding fast, but the bike feels relaxed, which gives you time to choose the correct line and braking point, or just to take in the atmosphere of the track.

Let’s be fair; testing on slicks and track’s MotoGP-spec surface meant grip was never an issue. The newly formed fuel tank allows riders to move around freely but still offers support. Ground clearance isn’t an issue, which is handy, because the Tuono lays on its side like an obedient dog.

The Ölhins semi-active suspension of the V4 Factory is communicative and confidence-inspiring. (Milagro/)

Sometimes electronic semi-active suspension can feel a little vague. This isn’t the case with the new Tuono. The translation from the suspension and tires was excellent. You trust the chassis, enough to hit the very fat turn 11 at speed in fifth gear. In the A1 setup, I had the very slightest of bar movements at the top of fifth gear; virtually nothing.

Aprilia has stayed with the same M50 Brembo calipers found on the previous model. Three-level cornering antilock brakes (co-designed with Bosch) allow ABS to be removed from the rear should you wish. The system works in partnership with the Rear Lift-up Mitigation (RLM), which prevents the rear wheel from rising during heavy braking.

Aprilia Engine Brake (AEB), a system which adjusts engine-braking control, is new for 2021, and allows the rider to personalize and trim the engine-braking strategy independent of the selected engine maps. Although the mechanical components of the brakes have remained the same, the algorithms and calculations activating the system are quicker; basically, the ABS is more alert.

An apology of sorts is necessary here; as much as I wanted to extend my stay in Italy and ride the new Tuono on the stunning local roads, this was a track-only test. We didn’t get to test mpg or comfort, areas in which the Tuono has previously scored very well. On the practical side, however, cruise control comes as standard; the new, clearer 5-inch TFT dash is informative and easy to navigate. The three road-oriented riding modes, Tour, Sport, and User (a personalized mode), act as these modes usually do to change power characteristics, rider aids, and the support and actuation of the semi-active suspension. Should you want something more sensible, don’t forget the standard Tuono, which has conventional suspension and more road-focused ergonomics for both rider and pillion, but with the same performance and much of the new technology.

It’s worth noting that the rider aids all come as standard; there’s no additional accessory kit to purchase. The key is the new Magneti Marelli ECU, which is able to operate four times faster than the previous unit and is linked to a six-axis IMU taking information like brake pressure and wheel speed from various sensors around the bike.

The 2021 Tuono V4 Factory features integrated aero on the sides designed to create downforce and to manage heat and airflow. (Milagro/)

ATC (Aprilia Traction Control) has eight levels and can also be changed on the move, even while accelerating. On a brand-new tire, I increased the TC to six; after one lap, while tucked in and accelerating down the main straight, I flicked it back to level three. On lap two I performed the same action, finally flicking down to level one. At no point did I have to move offline, slow down, come onto the pits, or look at the dash for more than a second. It’s all simple and easy to do via the toggle finger-and-thumb switch on the left bar.

Aprilia Wheelie Control (AWC) has five levels, and like the TC, can be changed while on the gas, an added bonus that not only shaves lap times but makes the bike easier and more fun to ride. If you feel intimidated at a violently undulating track like Laguna, you can add more wheelie control while still lapping at a reasonable rate.

There are three different engine maps (AEM), those three engine-braking levels (AEB), and, as before, three settings for Aprilia Launch Control (ALC). Aprilia Pit Lane Limiter (APL) can be used as just that or, on the road, to comply with specific speed limits, though seriously, riding through a 30 mph zone while bouncing off the pit lane limiter isn’t cool. Let’s not forget Aprilia Cruise Control (ACC) and the commendable (AQS) Aprilia Quick Shift, which for 2021 allows downshift with the throttle still open.

The Tuono V4 gets a stiffer swingarm in 2021 for better handling. (Milagro/)

Add the cornering ABS trickery and that sums up a lengthy list of features and safety aids, all easily accessible via the new TFT dash and easy-to-use switch gear. The dash alone is a substantial step up over the previous bike, whose clocks were starting to appear a little dated next to the competition.

The rider aids may sound intimidating; there’s a lot to get your head around, but it isn’t. They operate fluidly, allowing riders to make the most of the track, conditions, and their riding style. Our test conditions were admittedly perfect, but if the weather had changed or I had begun feeling tired, I could have increased the rider aids for extra support and safety.

Verdict

The “old” Tuono V4 Factory has been praised for its accessibility, electronics, and handling, and I didn’t think the bike could be improved. Yet it has been; the rider aids, fueling, and quickshift are some of the best I’ve ever experienced on a road bike. The new dash and switch gear make the rider aids all the more accessible, and all come as standard.

The added over-rev is welcomed and, while the V4 may not have power figures comparable to super nakeds from Ducati and MV, all the power is usable, especially for less experienced riders. The handling is excellent, and the semi-active suspension takes none of the raw feeling away.

The 2021 Tuono V4 Factory is still a raw and extreme experience, even though the new electronics make it easier to ride. It’s still very much a Tuono. (Milagro/)

Again, the test conditions were perfect, and I didn’t get to ride on the road, where most of these bikes will live. But the old bike was and is a great road bike, and I see no reason why the new V4 Factory won’t be as well.

2021 Aprilia Tuono V4 Factory Specs

MSRP:	$19,499
Engine:	DOHC, liquid-cooled, 65-degree V-4; 16 valves
Displacement:	1,077cc
Bore x Stroke:	81.0 x 52.3mm
Compression Ratio:	13.6:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	175 hp @ 11,350 rpm
Claimed Torque:	89 lb.-ft. @ 9,000 rpm
Fuel System:	Fuel injection w/ 48mm throttle bodies, ride-by-wire
Clutch:	Wet, multiplate slipper
Frame:	Aluminum twin spar
Front Suspension:	43mm Öhlins NIX inverted telescopic fork; Smart EC 2.0; 4.7 in. travel
Rear Suspension:	Öhlins TTX monoshock; Smart EC 2.0; 5.1 in. travel
Front Brake:	4-piston Brembo M50 Monoblock calipers, dual 330mm discs w/ ABS
Rear Brake:	2-piston Brembo floating caliper, 220mm disc w/ ABS
Wheels, Front/Rear:	17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:	120/70ZR-17 / 200/55ZR-17
Rake/Trail:	24.8°/3.9 in.
Wheelbase:	57.2 in. (1,452mm)
Seat Height:	33.0 in. (837mm)
Fuel Capacity:	4.7 gal. (17.9L)
Claimed Wet Weight:	461 lb. (209kg)
Availability:	TBA
Contact:	aprilia.com

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