Aprilia Tuono 1000R Review

Aprilia had the wonderful idea of inspiring their biggest naked motorcycle, the Tuono 1000 R, on their superbike master, the RSV 1000 R. It resulted in the most powerful and aggressive naked motorcycle of all times, one which not only leads the class, but determines other manufacturers to put their hands on a pencil and take a few notes.

The Italian manufacturer created a unique looking motorcycle featuring great technological achievements that tend to take it away from the streets and head it straight towards the track, where it came from in the first place.

Initially Aprilia was known for producing small displacement motorcycles with great success, but in 1998 they introduced the RSV Mille which displaced 998cc. The bike was highly successful and entered the superbike world to gain experience which was later used on enlarging Aprilia’s line of products.

One of the bikes that appeared as a consequence of the RSV Mille is the Tuono, a naked bike first introduced in 2002. Its V-Twin engine displaced 998cc and the bike came with loads of attitude, perfect for riders seeking for in and out of town adventure. I know what you’re thinking and yes, the circuit wasn’t out of the question either.

In its first years of production the Tuono would have looked more like a naked sportsbike, but with the years passing by and the tendency changing more towards streetfighters, Aprilia quickly took measures and made it look a bit more suitable for the fight with the British. The result is the first production streetfighter to ever see the streets.

Streetfighters gained popularity in the last years and that is mostly due to the competition between the models that stand tall and represent this relatively new category. One of those bikes is the Triumph Speed Triple which features a 1050cc, liquid-cooled, DOHC, in-line three-cylinder engine developing 131bhp at 9,250rpm. The Triumph features no kind of fairing whatsoever so it is a more qualified streetfighter. It is practically defined through its two headlights which seem like a bug’s eyes. The rest of the bike’s exterior is very stylish and modern featuring sharp lines which speak about the bike’s capabilities. Also characteristic to the Speed Triple are the blacked-out engine components, rims, and the single-sided swingarm. A powerful competitor that is!

Call it everything you feel like, but never ugly. The Aprilia Tuono 1000 R is one aggressive looking machine that reveals the Italian style with success. Basically an RSV 1000 R without the fairing, it is the most unique looking naked motorcycle on the streets today.

The small nose fairing which was developed in the wind tunnel seems also taken from the RSV 1000 R, but significantly reduced to the bare necessity, consisting in air intake, headlights, and a small screen. It looks like it’s going to bite you so it is best to be cautions. This threatening beast had its handlebars raised for greater comfort and for easy city use. Even though it doesn’t cover its engine with plastic, it still features those nice, lateral spoilers and the one found at the inferior side of the bike. These elements have also the purpose of protecting the rider’s legs from the wind.

Taking your eyes off the sophisticated-looking mechanics you immediately notice that the fuel tank, seat, and the bike’s rear end look exactly like on the RSV 1000 R, with blended in taillights and everything that comes as a must on a sportbike.

For 2008, the Aprilia Tuono 1000 R is painted Fluo Red, Dream Blue, and Diablo Black.

It was time for me to get a feel of another big naked and I couldn’t have been more anxious. The Aprilia Tuono 1000 R is known for its powerful acceleration and versatile behavior so I was in for quite a ride. I quickly fired up the two cylinders which are positioned in Aprilia’s favorite engine configuration the V-twin which in this case outputs 139hp and 107Nm.

As soon as I gave it a go, it made me say to myself that this is a bike for the experienced rider who wishes a distinct feeling concerning acceleration, handling, and versatility. I was properly accommodated, thanks to the rearranged footpegs, but most important, the inviting sound coming from the back determined me to get the best out of it.

The 998cc V-twin pulls very strong from down low, making the bike perfect for city use. It also feels light and maneuverable so it can be leaned easily. It feels practically like an RSV 1000 R with raised handlebars and lowered footpegs. The feel in the throttle and the adrenaline levels are all the same making this bike perfect for doing wheelies and stunts in generally.

It also proves being a great performer when it comes to the open road because it accelerates linear all the way through the powerband and the six ratios of its gearbox. This last unit proved very easy to operate and the clutch that separates it from the massive engine is also effective and characterized by smoothness. The incredible amounts of torque delivered by the engine keep the bike going strong in any given gear, but I mostly appreciated second gear and third for city use while fourth and fifth prove ideal for the roads surrounding a big city. Passing cars on the freeway doesn’t require you to downshift. You aren’t even advised to blink because you’ll surely miss it.

The twisty roads are its best friend as the chassis is perfectly adaptable to any riding style and the engine backs it up by accelerating strongly out of the corners, leaving the rider extremely impressed and willing to take this baby back home. I would have done so but it was time to form a better impression on the bike so when the opportunity arrived I pushed it as far as it went in top gear. The result on the speedometer: I wasn’t willing to take my eyes off the road, but an accurate estimation would take it as high as 160mph. Keep in mind that this is not for the faith hearted! Dropping the needle from such numbers is being done with the help of new Brembo Gold radial calipers working perfectly when applied on the two 320mm discs. At the rear, brakes are also Brembo Gold only that this time we are talking a 220mm stainless steel disc. Both front and rear braking system deliver strong braking power for those emergency stops or eve some amazing wheelie.

Keeping things in control while riding the bike rough on almost any kinds of roads is the Showa upside down fork and Sachs monoshock, both being fully adjustable and very reassuring. These units practically define the bike’s road behavior so it is important to be perfectly balanced, just like on the Tuono.

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Honda CB 150 R Streetfire Review Specification

The CBr150R Streetfire bike we told you about a couple of weeks back is making it to India in February. The naked version of the CBR150R, the bike shares its engine and all its mechanicals with the faired machine.


Honda, in association with its Indonesian partner Astra Honda Motor  unveiled the CB150R Streetfire, at the Jakarta Motorcycle Show. The CB150 Streetfire, was meant only for the Indonesian market initially, but is now confirmed to hit the Indian shores as well. Currently the CBR150R faces stiff competition with the Yamaha R15, which is less expensive, more stylish and a better bike overall. However, with the fairing shown the bin, the cost should come down drastically, giving Honda a fair chance to undercut the R15 on pricing, and claw back some ground in a segment in which is hasn’t succeeded much yet.

As mentioned earlier the CB150R Streetfire is the same bike as the CBR150R – so its powered by the same engine. The 150cc liquid cooled engine produces  peak power rated at 17.5 bhp @ 10,500 rpm and peak torque of 12.5 Nm at 8500 rpm. The front fork, rear monoshock and the chassis – everything remains the same, with slight cosmetic alterations and some new stickers stuck on to create a new bike

The new bike, without a shade of doubt, has been created for the Asian market, and we can bet our head on the bike making it to India sooner than later. Dropping the price tag to a sub-1 lakh point would help Honda handle both Pulsar 200NS and the R15. The bike was presented in four colors at the Jakarta Show – Black, White, a KTM-ish Orange with some added accessories and a Honda Tricolor scheme.

Honda CBR 150R Specifications


Dimensions (L x W x H)                1977 x 701 x 1130 mm
Axis Wheels distance of                1310 mm
Lowest distance to the Land        190 mm
Seat height                                   797 mm
Empty Weight                               138 kg
Minimum Turn Radius                 2400 mm

Frame Pattern Diamond
Suspension Front Telescopic
Suspension Rear Suspension Mono

100/80-17M/C Front Tire Size 52P
130/70-17M/C Rear Tire Size 62P

Hydraulic Disc Brakes Front with Dual Piston
Rear Hydraulic Disc Brakes with Single Piston

Fuel Tank Capacity 13.1 liters
Engine Type CS150RE, 4 Step, DOHC, Single Cylinder
Cooling Liquid Cooling System (Radiator) with Electric Fan
Supply Systems Fuel Injection (PGM-FI/Programmed Fuel Injection)

Bore x Stroke 63.5 x 47.2 mm
Step Volume 149.4 cc
Compression Ratio 11.0: 1
Machine Lubricant Oil Capacity 1.0 liters
Clutch Wet Multiplate with Coil Springs
Constant Mesh Transmission 6-Speed ​​Return
Shift pattern 1-N-2-3-4-5-6
Starter Electric Starter
Caster angle / Trial 25'00 / 90
Full-Transistor Ignition System Battery Ignition 

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Ducati Streetfighter 848 Review

An amalgamation of three already existing Ducati models, there is nothing surprising about the Ducati Streetfighter 848. A pick-and-pull creation from the Ducati engineering bay, the Streetfighter 848 draws upon the precedence defined by the Ducati Streetfighter 1098, the Ducati Superbike 848, and the Ducati Multistrada 1200.
A mirror image of the more well-endowed Streetfighter 1098, the Streetfighter aesthetic has been in the public eye since its Milan unveiling in 2008. Like its predecessor, the Streetfighter 848 is based off its Superbike counterpart, and shares the six-year old Ducati Superbike 848′s chassis geometry and namesake. At the heart of the baby Fighter is an 849cc Testastretta 11° engine, and as the name implies, the motor features the same power-smoothing 11° valve overlap architecture that first debuted on the Ducati Multistrada 1200, and has since carried forth with the Ducati Diavel.
We have seen before all the elements that comprise the 2012 Ducati Streetfighter 848, and indeed there is nothing revolutionary about Ducati’s latest street-naked, so it begs the question: is the Ducati Streetfighter 848 merely the sum of its parts? Or is it something more? Continue onward as we explore that question further.

Breaking from our urban routine in the San Francisco/Bay Area, Asphalt & Rubber was hosted this week by Ducati North America in the high desert outside of Palm Springs. Taking the 2012 Ducati Streetfighter on a 150 mile route, we got a good mix of mountain sweepers, tight switchbacks, in-town stoplight racing, and straight-shot freeway cruising. With the Southern California gods smiling down endless amounts of sunshine, we put the Streetfighter 848 through its paces, and were pleased with the results.
Perhaps the most important thing to remember when thinking about the Ducati Streetfighter 848 is the fact that the machine is a direct replacement for the base model Streetfighter 1098. You will not hear anyone at Ducati state that fact, but your first tip-off should be the fact that only the Streetfighter 1098 no longer remains on the Italian company’s rostrum for water-cooled street-naked motorcycles. With only 249cc separating the two Streetfighter trims, the Streetfighter in its 849cc flavor naturally has to distinguish itself from its 1098cc sibling.
When the Streetfighter existed as only the 1098, this differentiation was accomplished by having two different trim packages, and the differences were ones of components and pricing. Ducati has changed that for 2012 though, as the Streetfighter 848 differs from the Streetfighter 1098 S on a multitude of levels. Yes its cheaper, yes it comes with lower-spec components, but what is perhaps the most interesting thing about the Streetfighter 848, is that Ducati has managed to change the character of the model just enough to make it function for a different purpose than the raison d’être of the Streetfighter 1098 S.
“Raw” would be the word I would use if I had to define the SF1098 line succinctly. As poorly mannered on the street as its Superbike forefather, the Streetfighter 1098′s 155hp v-twin power plant is like bringing a gun to knife fight, and the bike’s blunt delivery of that power is like packing your chamber with a magnum round. Add into the mix the excess of the “S” package, with its Öhlins suspension, forged alloy rims, and Ducati Data Acquisition (DDA), and you have a motorcycle that comes with a handsome price tag of nearly $19,000 for bits and pieces that will have a marginal effect on the bike’s intended use as a street-going steed.
Counterpoint to this exercise in excess, the Ducati Streetfighter 848 does away with Ducati’s problem of having two absurd models in its streetfighter genre, and instead brings a package that has been refined for the purpose of being a sporty, yet more sensible, motorcycle that equally speaks fluently in both fun urban-hooliganism and fast canyon-racer.

Helping the Streetfighter 848 achieve its sporty factor is the bike’s borrowed chassis from the Superbike 848. Reducing the rake to 24.5°, from the SF1908′s 25.6°, the Streetfighter 848 benefits from having greater front-end feel, something the original model lacked during hard riding. True to its supersport roots, the 848′s chassis is sharp, flickable, and confidence inspiring, though the only thing holding back the SF848 chassis is Ducai’s use of lower-spec suspension, wheel, and braking components.
With 43mm fully-adjustable Marzoochi forks up front, and a fully-adjustable Sachs shock, the Ducati Streetfighter 848 has decent enough suspenders for the task it was designed for, though you won’t be ranting and raving at bike nights about the suspension package. Also of note, the SF848 comes sans a steering damper. Like the suspension, the radially-mounted Brembo brakes are good and have a nice progressive bite to them, but true spec-sheet racers will lament the absence of monoblock units.
These choices by Ducati serve two purposes: 1) They bring the Streetfighter 848 into its $13,000 price point, and 2) they get the job done. Remember, this is sport bike that has a practical side. For riders that “need” Öhlins and monoblocks, and the marginal utility they bring to regular street riding, the Ducati Streetfighter 1098 S bragging rights model is readily available. That all being said, I still lament the fact that the SF1098′s rear-ride height adjuster did not make it onto the SF848, though its primary purpose of fixing the 1098′s geometry is not as critically needed.

Continuing the practical side of the Ducati Streetfighter 848 is the much talked about Testastretta 11° motor, which has been the defining feature of both the Ducati Multistrada 1200 and the Ducati Diavel — though this time the engine is displacing 849cc instead of its regular 1199cc. Sacrificing some peak power for a smoother power delivery, the peaky nature of the Superbike 848 is replaced with a progressive and trackable 132hp power curve on the Streetfighter 848 that makes the rev range below 9,000 rpm actually seem usable. You can only tame the beast so much though, as the SF848 still enjoys living above 5,000 rpm, and has a healthy torque boost that starts at 8,000 rpm.
Another staple of the Testastretta 11° motor is its hydraulically-controlled wet clutch, which provides for much smoother gear shifts and better clutch feel when compared to its dry counterpart. Long thought to be blasphemy amongst the Ducati-loyal, the Ducati Streetfighter 848′s wet clutch is a progression from the farm equipment inspired transmission that was born out of Ducati’s racing heritage. The truth is that the Testastretta 11° oil-bathed clutch is a marked improvement over Ducati’s previous dry clutches. Bologna has embraced this fact, and it is about time Ducatisti did as well.

Cherry-picking some of the best elements available in Ducati’s arsenal, the Ducati Streetfighter 848 also continues the trend of how electronics are becoming the new horsepower. Featuring the Ducati Traction Control (DTC) system, the electronics package has its benefits both in town, as well as in canyons. Selectable to nine levels (eight levels “on” settings + “off)”, the DTC system operates over a wide gamut of wheel-spinning restriction.
More of a wet-weather setting, Level 8 on the DTC will well throw a wet blanket on even the most mild-mannered twist of the wrist, and should be reserved for wet days where questionable road conditions prevail. In our testing Level 5 proved to be a good setting for aggressive riding, and rarely showed itself in our spirited apex dreaming, whereas the Level 1 setting should just be renamed “Carlos Checa” as it would only be applicable in a track environment.
While purist riders still scuff at the idea of electronic aids, the fact remains that traction control and anti-locking brakes provide a safety net for the inevitable rider error. Providing a traction control system that can operate in the two worlds that the Streetfighter 848 was designed to operate within, Ducati has even thought of Luddite riding brethren, who can simply turn off the DTC at their leisure. There is no ABS on the Ducati Streetfighter 848, which is interesting, since the technology has found its way onto everything from the Ducati Monster to the Ducati 1199 Panigale. With each revision of Bologna’s bikes getting ABS, its leaves one to wonder why this rider aid was left out of the package.

That reason could very well have to do with one thing. Priced at $12.995, the 2012 Ducati Streetfighter slots in well with Ducati’s product line-up, though where it sits with its competition is perplexing to gauge since there simply are not very many premium-oriented models in this motorcycle category. For the money, a rider gets a potent machine that we can’t find too many faults with after riding it. Like the Streetfighter 1098, you will either love or hate the aggressive design that Damien Basset has penned. For me, seeing the bike in person changed my opinion dramatically, as the photos coming out of Milan at the time didn’t do the bike justice.
Basset made few errors when working on the SF1098, but it is troubling that one of the bike’s biggest complaints from riders was not address with the SF848. Yes, the right-side foot clearance is still impeded by the exhaust routing and heat shield. Because the Streetfighter 848 uses smaller exhaust headers, the clearance is improved, but only slightly. With every left-turn, my right boot was kept from turning fully, meaning my knee had to make the difference. After a day of canyon riding, you will feel like an old man with arthritis because of this problem. Is it a deal-breaking problem? Not really, but you will curse every time your right heel hits the shield and runs out of peg.
Coming in three colors, Rosso Corsa Red, Fighter Yellow, and Dark Stealth, our money would have to go towards the all-black model that we tested on the ride. The red frame on the red model is a nice touch though, and with the Streetfighter 848, Ducati has brought yellow back into the fold. Not quite the Italian racing yellow of old, Fighter Yellow is a few shades lighter and less vibrant in color. That’s not to say the color is not striking, but it doesn’t “banana” when you see it.
Lots of grunt, fun to ride, and well-priced, Ducati has made a fine replacement for the base model Streetfighter 1098. For riders looking for a fast and fun street-naked that doesn’t rip their arms off at every opportunity, the Ducati Streetfighter 848 in our opinion is the best bike on the market (sorry Triumph Street Triple owners). Stable and with plenty of power for a “supersport” bike, if you have trouble keeping up with your superbike owning friends when speeds are under 120 mph, you best not blame the bike if you were on a Streetfighter 848. With units being delivered to Ducati dealers next week, you can stop by your local Ducati dealer for a test ride on a Streetfighter 848.

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