Highs and Sighs: 2026 Aprilia Tuono V4 Factory
We’ve professed our love for the Aprilia Tuono V4 basically since its inception. Its chassis is impeccable, and the V4 engine delivers a roar that we simply can’t get enough of. It’s so good, Aprilia has basically kept it (and its RSV4 cousin) shockingly similar, at least aesthetically, from day one all the way to now. Sure, small body panel tweaks, lights, and the addition of winglets have changed the bike’s appearance over the years, but if you take an original V4 Tuono and compare it to today’s version, the resemblance will be very clear.
For 2026, Aprilia has beefed up the Tuono V4 in two important ways. First, it made the engine bigger. Now measuring 1099cc, we’ll call that close enough to 1100cc and within striking distance of the 1103cc V4 from Aprilia’s Italian rival in Bologna. Of course, a bigger engine means more power (180 horses at the crank, according to Aprilia), and more power means more electronics to harness it all. Naturally, I had to take it to the racetrack to stretch its legs and really see if the changes really amount to something tangible. (Hint: yes, it does.)
With that, here are three things I liked about the 2026 Aprilia Tuono V4 Factory and three things I didn’t.
High: One of our favorite engines ever
These days 180 horsepower isn’t turning any heads in the liter-plus category of streetfighters, but as long as you’re not caught up in the horsepower arms race, that’s still plenty of power to launch you down the front straight at a blisteringly fast pace. With the bike set to Track mode, power comes on briskly. It’s not a throttle setting I would use on the road since it’s a little too abrupt, but when conditions are perfect on track, it’s a nice place to be. Power delivery is direct, and comes on strong from the bottom. The V4 does flatline once it gets closer to redline, but that’s likely something an ECU tune can take care of. Oh, and did we mention the sound? It’s fantastic. And that’s with the stock exhaust.
High: One of our favorite chassis ever
The saying, “if it ain’t broke, don’t fix it” certainly applies here. Aprilia nailed the chassis on the RSV4 and Tuono V4 so much that they haven’t made any radical changes to it from the start. Extremely accurate precision and control are the hallmarks for this chassis, with the caveat that you have to ride it hard enough to extract that performance. This is not a bike that likes to be ridden slow. Give it what it wants and it’ll reward you handsomely. It speaks highly that, despite the increase in engine size and power, the chassis hasn’t needed a major overhaul to keep up.
High: A relative bargain in the class
There are a lot of strong contenders in the heavyweight naked bike category. At $19,799 (at least at the time of our testing), the Tuono undercuts its main Italian rival, Ducati’s Streetfighter V4, which starts at $23,995. Then there’s KTM’s 1390 Super Duke R Evo, which is $22,149. BMW’s S 1000 R is slightly less expensive ($17,715 comparably equipped), but like the Ducati, BMW’s M1000R starts in the low-20s ($22,695). So while more money will (arguably) get you more bike, the Tuono V4 Factory gives you a lot of bike for the money. With the cost difference, you can get yourself some choice upgrades and really make the bike your own.
Sigh: Not a fan of buying options through an app
Some of the Tuono’s electronic functions are available as options. Nothing surprising there. However, to unlock Aprilia’s GPS-enabled, track-focused, corner-by-corner adaptive suspension, you have to buy that option in the Aprilia app. Call me old fashioned, but that’s annoying. Apps can have glitches. Phones can have glitches. And apps, phones, and motorcycles can have problems talking with each other. Which makes buying an additional function for the Tuono through an app, well, annoying.
Sigh: Adaptive wheelie control inconsistent
On paper, adaptive wheelie control should be a good thing. The IMU-based electronics will let the rider lift up different levels of wheelie depending on conditions. In reality, I experienced inconsistencies with the system’s interventions. Sometimes the Tuono would let me loft the front and keep it up momentarily before bringing it softly back down. Other times it would abruptly cut power and bring the front crashing down, despite doing my best to have the same throttle inputs. Naturally, those who are already gifted with the ways of the wheelie won’t even bother with electronic nannies like wheelie control, but for the rest of us, we want to be able to impress our friends, or in this case our readers, with a cool wheelie picture, without fear of rolling over backwards.
Sigh: Could not figure out Corner-by-Corner traction control
On paper, the Corner-by-Corner traction control function sounds great. This is MotoGP-like technology trickling down to bikes you and I can buy. Unfortunately, it’ll have to remain a feature that sounds great on paper, because I couldn’t get it to work. Specifically, I couldn’t get the bike and my phone (with the Aprilia app installed) to talk to each other to activate C-b-C traction control. Nevermind the fact that function is an accessory feature you have to purchase separately (I was told the bike was already equipped). After watching numerous videos and talking with Aprilia reps, a solution couldn’t be found. Hopefully this is just a one-off issue since press bikes rotate through several different hands. A good dealer should be able to set you up for success before leaving the showroom floor.
Conclusion
Aprilia has continually refined the Tuono V4 package, and with the 2026 version, what we have is a naked bike that hits all the right buttons when it comes to putting a big smile on your face. At least when you ride it on the racetrack. The power is strong, the chassis doesn’t disappoint, and that V4 sound just begs you to twist the throttle some more. Sure, figuring out some of the electronics can be annoying, but that’s likely something you’ll master in no time if this was your own bike. But best of all: it’s cheaper than nearly all of its competitors. With a formula like that, what’s not to love?
