Aprilia Tuono V4 2024 — Specifications

Think for a second about what the number 175 represents. Not in horsepower, not in power corrected by any standard: 175 real horsepower, released at 11,350 rpm by a 65-degree V4 engine of 1,077 cc, housed in the perimeter double-beam aluminum frame directly inherited from the RSV4. That's the promise of the Aprilia Tuono V4, and it's a promise the machine keeps without faltering.

What changes with this generation is how it’s held. The Aprilia Tuono V4 1100 has long been a one-trick pony: you got on it to shake your vertebrae, not to go get croissants. The 2024 standard version introduces a different reading of the character. The high screen, the generous seat, the reasonably positioned footpegs, the passenger handle worthy of the name: Aprilia openly embraces a duality that its direct rivals, the BMW S 1000 R or the Yamaha MT-10, have practiced for longer. The result is surprisingly coherent. At 209 kilograms fully fueled and with a seat height of 825 millimeters, the Tuono remains accessible to an average-sized rider without sacrificing the size necessary for a long journey. The 18.5-liter tank tapers its shape to favor stability under braking, an ergonomic detail that counts when talking about Brembo M50 four-piston stops on 330-millimeter discs. These calipers don’t joke around, and neither do the wrists.

The engine, for its part, hasn't changed philosophy. We're talking about a block with racing DNA, with lightweight valves, revised connecting rods, and management entrusted to a Magneti-Marelli 11MP unit four times more powerful than the previous generation. The torque of 120.6 Nm arrives at 9,000 rpm, which means concretely that the front wheel looks for air with the slightest generous hand on exit from a corner. This is where the APRC pack comes into play, with its eight-level traction control, its five-level wheelie control, its three-level engine braking control, and its cornering ABS. The list is long, and it is necessary. Six riding modes structure all of this into two families: three for the road, including a "Tour" mode for quiet kilometers and a "Sport" mode for those who don't know what that word means, plus three track-oriented configurations including a pure "Race" mode. For a real-world Aprilia Tuono V4 test, this level of granularity actually changes the game compared to a KTM 1290 Super Duke R which offers a less fine calibration.

The chassis doesn't disappoint those familiar with the brand. The 43-millimeter Sachs fork and the single rear shock absorber are adjustable in both directions, calibrated here for less aggressive use than on the Factory version. The swingarm, rebuilt in three welded elements against seven on the previous generation, gains 48% transverse stiffness. This is a discreet evolution that is felt in the precision when leaning, not in a brochure statistic. The five-inch TFT screen clearly displays the information, and the Aprilia MIA app allows navigation and telemetry analysis for those who want to turn every Sunday outing into a Grand Prix debriefing.

At 16,999 euros, the Aprilia Tuono V4 price positions itself in the high range of 1000 cc roadsters, above the MT-10 but in the same zone as the S 1000 R. The Factory pushes even further into radical compromise, with its lowered handlebar and rear tire in 200. For the average rider, the standard version is the right choice: it concentrates all the power of a competition engine in a trim that finally accepts being used on a daily basis. It's not a conversion, it's a reconciliation. The Tuono V4 has not lost its rage; it has learned to dose it.