aprilia tuono tft display quotation

I know it"s most likely not possible and it"s too early to tell but as the title says, does anyone know if you"d be able to put the TFT display and hand controls on the 2016 models?

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.

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.”

The 2021 Aprilia Tuono V4 has been revealed. The motorcycle comes with several major updates both in terms of design as well as in mechanical and technical aspects. It is now Euro 5/BS6 emissions compliant and we expect a global launch to follow.

The Aprilia Tuono V4 has always been one of the most versatile motorcycles in the world. Thanks to its advanced chassis, electronics, and that gem of an engine, it has always been a brilliant ride out on the racetrack and on the twisties. This is one superbike that has always managed to put a wide grin on the rider’s face no matter how short or long the ride is.

Now, Aprilia has updated the Tuono V4 for the 2021 model year. The motorcycle has received quite a comprehensive update. The design and styling have been updated for the motorcycle to fall in line with the latest Aprilia design language. This new design language first appeared on the Aprilia Rs 660, then the Tuono 660 and now the flagship RSV4 and Tuono V4 have received the same design language.

Up front is an LED headlamp. Aprilia has stuck to the old tri-headlamp setup, but it now has more curves and is more gorgeous. It makes the motorcycle more modern and lovely. Right above it is a large flyscreen and a rather upright handlebar. On both sides of the motorcycle is a bikini fairing that cleverly encloses the winglets.

At the bottom is a large engine cowl. The beautifully crafted frame is exposed and it makes for a visual delight. The rear is rather simple yet attractive to behold. The 2021 Aprilia Tuono V4 is powered by the same engine as the outgoing model. However it is now Euro 5/BS6 emissions norms compliant, yet, it hasn’t lost out on power.

It is a liquid-cooled, 1,077cc, V4 engine with a maximum power output of 175bhp and a peak torque output of 121Nm. A 6-speed gearbox drives the rear wheel. The 2021 Aprilia Tuono V4 gets a truck-load of electronics and rider aids.

Firstly, it now features a larger full-colour TFT screen that displays a plethora of information. The Tuono V4 now features six riding modes— three for the road and three for the racetrack. It also features traction control, cornering ABS, wheelie control, engine brake control, six-axis IMU, etc. The IMU works in conjunction with the Magneti Marelli ECU to monitor and control the traction control and cornering ABS.

The 2021 Tuono V4 also gets top-shelf suspension and brakes. It features semi-active Ohlins Smart EC 2.0 suspension at the front and rear. Braking is taken care of by twin discs up front and a single disc at the rear. The 2021 Aprilia Tuono V4 is expected to be launched in Europe within a few days while the India launch will happen at a later date.

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.

A new exhaust, motogp inspired swingarm, 5” TFT display, and a slew of electronics never seen before round out many of the talking points. While those carry along in the limelight, the forged aluminum wheels and semi active ohlins suspension ground us to the realization that this bike is a redesign genius off of the 2020 platform.

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.

In my pit garage, suspended on paddock stands, tire warmers preheating its Pirelli slicks, was my new2021 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.

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 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.

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.

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.

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.

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 “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 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/)

The Aprilia Tuono is the original crazy superbike-based super-naked, with the V-twin version first appearing nearly twenty years ago in 2002. And for its 19th birthday, the Noale firm has given the current V4 edition a hefty update.

Like the RSV4 superbike, the 2021 Tuono gets new bodywork, with a nod to the 2020 RS660 design. A dual-layer upper fairing incorporates aerodynamic wing profiles between an outer and inner panel, giving the downforce wanted to boost high-speed stability and braking power, while reducing drag and smoothing airflow over the rider.

A new fuel tank shape and rider saddle gives more space and comfort for longer rides, and perhaps surprisingly, Aprilia has given the pillion some thought, providing a larger passenger seat and lower footpegs.

Away from the Tuono’s sensible features, there’s a new APRC suite of rider aids, again shared with the 2021 RSV4. A larger TFT LCD dash controls the latest Marelli 11MP ECU, with a new six-axis IMU unit and an expanded range of riding modes.

Cruise control, up/down quickshifter, Bluetooth connectivity, and much more – the Aprilia electronics package is one of the best out there. Add in Brembo Stylema brakes, and a new lighter, stiffer swingarm based on the unit in the Aprilia RS-GP MotoGP racebike, and you have a very tempting package indeed.

The Tuono comes in a base and a Factory version, with the Factory getting the Öhlins Smart EC2.0 electronic semi-active suspension. Both bikes have the new bodywork and electronic upgrades.