aprilia tuono tft display manufacturer

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!"

Taking design cues from the incredibly popular 660 platform, this new Tuono doesn’t just look the part. It’s suited to bring more riding pleasure via more proficient and exact electronics, along with new structural components to help translate it all.

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 semi active ohlins suspension ground us to the realization that this bike is a redesign genius off of the 2020 platform.

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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.

New LED front and rear lights and sculptured inward side winglets; a new, 48 percent stiffer swingarm taken directly off the RSV4; and a split down the middle to further differentiate the base model from the Tuono V4 Factory. These are all signs of a brand-new bike, right? Well, not entirely.

That’s because the Aprilia Tuono V4 is still one of the very finest motorcycles created in the last 20 years, and, as such, Aprilia didn’t need to reinvent the wheel with the new model. They just gave the wheel a spit and polish.

Perhaps the most significant detail of the new Tuono V4 is that splitting of the model. Previously, the base model was just a watered-down version of the all-balls Factory edition, but now Aprilia has finally gone the way of BMW with their S 1000 R/S 1000 XR and KTM with the 1290 Super Duke R and Super Duke GT and created a sport-touring version for the $15,999 MSRP Tuono V4.

It’s not all that different to the Factory: 20 mm higher-set handlebars, a new subframe with a wider passenger seat and lower footpegs, optimized luggage options like side and tank bags, and a taller windscreen. Oh, and blander colors than the red and black the Tuono Factory gets. Still fitted to the touring model is the conventionally-adjusted, fully-adjustable Sachs suspension, while rubber is the Pirelli Rosso Corsa III tire.

The $19,499 MSRP Tuono V4 Factory, meanwhile, gets the semi-active Ohlins Smart EC 2.0 suspension, a short tinted windscreen, the RSV4 tail section and passenger footpeg set-up, racier colors, a polished frame, and track-specific Pirelli Diablo Supercorsa SP rubber.

The rest of the specs are basically identical between the two models. That buxom 1077 cc, 175 hp V4 remains largely unchanged except it now comes with Euro 5 compliance. There are new settings for the quick shifter and the electronics have been reworked via the bigger five-inch TFT display.

From the hot seat, the Tuono V4 Factory feels almost identical to before. The Ohlins Smart EC 2.0 system is a gem and handles the kind of shit roads we ride on in SoCal with robotic ease. Switch the system to Sport and you’ve got a taught, firm ride for the canyons, perfect for loading up the front tire and hammering into long, sweeping bends. Switch it to Road mode and you’ve got a Tuono that’s plush and easy to ride in traffic. It’s the best of both worlds.

The Tuono V4 Factory is god’s gift to corner apexes. It’s a machine that exudes confidence, allowing the rider to trust what’s happening underneath them, safe in the knowledge that the bike isn’t going to do anything stupid. This is a precise, corner-slashing tool.

Aprilia’s more powerful RSV4 simply bulldozes its way past the emissions block but the Tuono labors a little, but it’s a small price to pay for having a Euro 5-compliant V4 beneath you.

I only got an hour on the now-touring specific Tuono, and although the bones are similar, the ride is indeed quite different. You’re sitting at a straighter angle thanks to the higher handlebars, and the taller screen knocks a large portion of the wind from the rider’s helmet. You ride more sedately as you can’t quite load up the front tire like on the Factory, but the main point of this model is to make your very brave passenger a bit more comfortable, which it will no doubt do.

The Aprilia Tuono V4 and V4 Factory are absolutely near the top of the naked bike tree, even though at heart, they are not that different than before. The Factory, in particular, is so hard to fault. It talks to you, guiding you through corners and meeting you with the most beautiful of motors for the exit. Riding a Tuono is a love experience. It makes you glad you got your license.

The pint-size Tuono 660 enjoys an elaboration on its semi-naked theme with the Aprilia Tuono 660 Factory, which makes its world debut at EICMA 2021. Rather than boosting the 659cc parallel twin (which produces the same 100 hp/49 pound-feet as the standard Tuono), Aprilia focuses its efforts on enhanced handling. Yes, the Noale manufacturer also claims a more potent power-to-weight ratio, but that’s simply due to a new lithium battery which shaves around 4.4 pounds, trimming the curb weight to 399 pounds. Also aiding acceleration is a 16-tooth final drive pinion gear, creating a shorter ratio for more urgent thrust from the engine.

The big news comes in the form of a fully adjustable 41mm Kayaba fork, which as before can be set for compression/rebound damping, but now adds a spring preload setting as well. At the tail, a remote-reservoir Sachs shock offers similar adjustability, adding spring preload to the arsenal. Unlike the standard Tuono 660, the Factory model packages the six-axis inertial platform as standard. The system uses accelerometers and gyroscopes to enable wheelie control to be operated independently of traction control, as well as bending lights and lean-angle-sensitive ABS. Aprilia’s multi-map cornering-ABS system capitalizes on an algorithm that monitors front brake lever effort, lateral acceleration, and lean/pitch/yaw angles. The APRC package also includes cruise control, a quickshifter, adjustable engine-braking, and engine mapping to adjust different ride modes. Those settings are individually customizable into five modes: three for road use, and two for the racetrack.

The Aprilia Tuono 660 should open more possibilities for streetbike riders seeking a canyon-carving machine with sharper handling. Combining its upgraded suspension with the Tuono’s characterful 270-degree firing pattern, this middleweight brings Italian flavor to a field dominated by Japanese contenders. The powerplant is optimized as a load-bearing element, and utilizes its rear section for housing the aluminum swingarm. The bike’s shorter final drive should also make it more entertaining in straightaways, aided by the fact that 80 percent of peak torque is available from 4,000 rpm. However, while many might be swayed by the Factory’s spicy twin, more sophisticated suspension, and singular looks, shoppers will likely find it spendier than its competitive set: Pricing hasn’t yet been announced for the factory model, but the standard-issue Tuono 660 starts at a not-inconsiderable $10,499.

When the Tuono 660 Factory hits roads stateside, this spinoff version will be visually set apart by its so-called Factory Dark graphics and its single-seat tail fairing, distinguishing it from the two-up Tuono 660. Social riders need not worry, however: every Tuono 660 Factory will also come with a passenger seat.