2017 Aprilia Tuono 1100 Review | First Ride скачать в хорошем качестве

2017 Aprilia Tuono 1100 Review | First Ride

Watched the 2017 Aprilia RSV4 rail around COTA and wanted to see what the Tuono could do? By popular demand, here's Zack's test of the Tuono 1100 Factory at Circuit of the Americas. At Motorcyclist, we love testing bikes. And nothing makes our mouth water like getting to try a new bike. Typically, we have a machine in house for a while before we say how it handles or how they stack up to the competition. But, some of our first rides are just too much fun not to share. So, welcome to this First Ride video, where you get to ride along with our staff on their very first time on the machine. From racetracks on other continents to the dirt roads right near our office, these are our first impressions of the latest bikes. -- The big news for the mighty Aprilia Tuono in 2017 is more refinement. Everyone seems to agree, for now, that 1,077cc of V-4 power is enough to get the job done, so the Tuono gets a full-color TFT dash, a Euro-4 compliant muffler, and cruise control. The rest of the bike is largely the same, and that's a good thing—massive power, strong brakes, a race-bred chassis, and decent daily comfort are all still intact. If you've read anything that I've written (or anyone else) about the new RSV4 superbike, then you'll have a good head start on what's new with this motorcycle. The fourth generation of Aprilia’s APRC suite sees three engine maps (Sport, Track, and Race) which adjust power delivery but also engine-braking characteristics, three modes each of wheelie control and launch control, as well as eight levels of traction control. All of which have more advanced parameters thanks to repositioning the sensors in the bike, according to Aprilia. Add to that a quickshifter (now bidirectional, with auto-blip downshifts) and cruise control. There’s even a pit-lane speed limiter so you can feel more like a factory rider at your track day. When you’re trail braking the ABS parameters measure everything from lever pressure to lean angle to make sure you stay upright, and in two of the three modes will keep the rear wheel on the ground, too. That’s all trickle-down tech from the RSV4 (and Aprilia’s racing program) and is seriously complex stuff. A TFT dash displays all of the info and options, and combines with the ECU to provide Bluetooth connectivity for your smartphone. That means ECU and IMU data conveyed to your laptop or mobile device so you can review your laps, and even tune the bike corner by corner. The new Tuono also has a new muffler that meets the stricter requirements of Euro-4 regulations but the engine puts out the same power as last year, according to Aprilia. The dyno here at Motorcyclist headquarters had our 2016 Tuono 1100 at about 155 horsepower at the rear wheel, so I think it's safe to expect about the same in 2017. I rode both the RR and the Factory versions around COTA, the difference being in the Factory’s up-spec Ohlins suspension, flashy paint, and lack of passenger seat. The RR uses Sachs suspenders and makes due with a matte black or silver paint scheme. Practically, the biggest difference when flying around a racetrack is that the Factory comes standard with Pirelli Supercorsa SP tires (same as the RSV4) while the RR comes with Pirelli Diablo Rosso III rubber. The RR feels nearly as capable as the Factory, even at an expert-level trackday pace, but the Rosso IIIs are simply no match for the Supercorsas when it comes to grip and predictability. A couple of the other problems were ones that I experienced on the RSV4 as well. One, the joystick that controls all of the dash functions isn’t quite as direct as I wanted it to be. Triumph’s new Street Triple as a very similar system and the feel of the controls is better. Version two of Aprilia’s system will likely be improved. The other issue was the occasional bobble from the traction control system. I rode with wheelie control off most of the time on the Tuono, and TC in a minimal setting. The system is much more precise for 2017—seemingly making smaller adjustments more frequently to keep the bike in line—but now and then would stumble over an algorithm and not feed power when I wanted it. I struggled with it more on the RSV4 for some reason (maybe to do with the fact that there’s more power?), and the Tuono was happier to sail around the track with the electronics closer to off. Full story here: https://www.motorcyclistonline.com/20... Subscribe: http://www.youtube.com/c/Motorcyclist... Motorcyclist Shirts: https://teespring.com/stores/motorcyc... Shop Products We Use: https://www.amazon.com/shop/motorcycl... See more from us: http://www.motorcyclistonline.com/