2026 Aprilia Tuono 457 Review – First Ride

There’s a thunderstorm watch coming to the lightweight naked sportbike class

Hey kid, we heard you wanted to get into motorcycles. The fact is, the entry-level naked sportbike class is arguably the best it's ever been as more "big bike" features trickle down to little bikes. Rider aids, full-color TFT displays, sturdier chassis, and rousing engines are observations that are starting to stick to this category, so if you're a new or returning rider, then you're in luck.

2026 Aprilia Tuono 457

The 2026 Aprilia Tuono 457 takes everything we enjoyed about the supersport RS 457 and loads it into a streetable package. How does it translate? Pretty dang well.

Nudging its way toward the front of the newbie-friendly naked-bike pack is the 2026 Aprilia Tuono 457, the Italian firm's latest offering that follows a time-honored tradition of taking its supersport models and fitting handlebars on them to create something a little comfier for the road.

In this case, the fully faired Aprilia RS 457 ponied up all its hard parts from stem to stern to birth the Tuono 457, with the core differences coming down to a distinct lack of plastics and a more upright riding position. It's a proven recipe, seen in the Tuono V4, the Tuono 660, and darn tootin', down to the littlest Tuono, too.

A Storm's A-Brewin'

The quaint town of Noale, Italy, serves as both Aprilia's base of operations and the starting point for a group of espresso-fueled journalists raring to get some time on this new A2 license-qualified steed. A lot is riding on the 457 platforms, as brand reps hope lightning strikes twice within the broader entry-level categories after delivering the RS 457 last year.

It's a crucial piece of the puzzle for Aprilia, as the wee Tuono completes a neat three-bike ladder within the brand's Stateside offerings (a Tuono 125 is offered globally), allowing riders to clamber up the ranks. Aprilia's gateway model is poised to make waves in a crowded pool, which includes the CFMoto 450NK ($5,399), Honda CB300R ($5,149), Kawasaki Z500 ($5,599), KTM 390 Duke ($5,899), Triumph Speed 400 ($5,195), and Yamaha MT-03 ($4,999).

The bantamweight Ape approaches the market with an on-brand strategy for the Italian marque, as it taps into its racing pedigree to help justify its loftier $6,599 MSRP. To that end, the Tuono antes up class-leading chassis niceties in the form of a lightweight twin-spar aluminum frame, loaded for bear with a spicy Parallel-Twin powerplant and a posh TFT display. Meanwhile, the styling is a callback to the original 2006 Aprilia Tuono 1000 R with the fork-mounted headlight instead of what's mostly a full fairing on its siblings – the Tuono 660 and V4 take a reserved, almost Victorian stance with their nudity.

If you're wondering how premium names like Aprilia can crunch the numbers to get what we see here, they've opted to manufacture the entire 457 range in India.

Here Comes the Thunder

The heart and soul of the Tuono is a peppy 457cc Parallel-Twin that's as inviting as it is exciting, pumping out an approachable claimed 47.6 horsepower at 9,400 rpm and 32 lb-ft of torque at 6,700 rpm – making it the second most potent mill in class. Aprilia pulled quite a bit of engineering inspiration from its well-spring of racetrack-born and bred powerplants, most notably its mighty 1099cc V4 engines, but more directly, the 659cc Parallel-Twins currently powering its 660 range of bikes.

Still, the 457cc mill isn't any slapdash copy-and-paste job. The powertrain is designed to be as compact as possible, weighing about 13 pounds less than what's found inside the RS/Tuono 660 machines. It does wisely carry over the 270-degree firing order, giving this P-Twin a grin-inducing exhaust note and a broad serving of tractable power that riders from any end of the skill-level spectrum can revel in. Meanwhile, the only change this time around serves street riders with a one-tooth-bigger rear sprocket, shortening the final-drive gearing and accentuating low-end acceleration.

Whacking the nicely tuned ride-by-wire throttle open gives credence to the claim that 82% of its peak torque is available at a low 3,000 rpm, making it a hoot to scoot around town on. But, the show doesn't stop there, since it sustains its fighting spirit clear through its punchy midrange, which stands out in the countryside. There's even some top end to work with, though it gets buzzy up there. A part of me is fine with the vibes because it's a tactile response that riders can use as a shift indicator, and power wanes about 1,000 revs shy of the 10,700 rpm redline, anyway. Though, not everyone will agree. The Tuono addresses those critiques with rubber dampers in the handlebar mount and rubber pads on the footpegs, masking things better than the RS 457.

It all stacks up to an engine with enough puff to execute passes at freeway speeds while avoiding the intimidation factor new riders might face when wielding the middleweight 660 or, most certainly, aboard the venerable V4s. There's a performance balance being struck here, with a stirring little engine that should keep a newer rider's attention longer than some of its classmates before graduating to a larger displacement bike.

What's more, three riding modes (Sport, Eco, and Rain) mildly shape the experience, with Sport delivering the most aggressive throttle response and Rain the least. That's backed by three-level traction control and two-channel ABS. Speaking of electronic stuff, the Euro-spec model we tested here didn't exhibit the dreaded noise emissions-related 2nd gear slump that's all too common at home – I thought we liked freedom in America?

Gears slot into place nicely – better than Kawasaki, KTM, or Yamaha examples – though it's not entirely up to snuff with the tidiness that the CFMoto's 449cc parallel-twin transmission provides, as we discovered during our RS 457 vs CFMoto 450SS comparison. Our test units were fitted with the optional bi-directional quickshifter ($215), which comes in handy when working your way through the six-speed transmission and works best while on the gas.

What separates the Tuono from the naked herd is its stout chassis, lending a hand in the maturity department by offering up "big bike" vibes via great feedback. In a sea of noodly tubular steel frames, the much stiffer twin-spar aluminum frame is king and uses the engine as a "stressed member." In this case, the swingarm is mounted directly to the motor like the RS/Tuono 660. More to the point, extra frame supports aren't necessary to add to the Tuono's 386-pound mass, helping it claim a best-in-class power-to-weight ratio. It's here where Aprilia's racing pedigree shines through, as we witness the same proven geometry, 41mm inverted fork, and mono shock utilized on the RS 457 reprise their roles here with great effect.

There's no doubt about it: The Tuono is an eager please, tipping into curves easily, while its light maneuvering gives it a serious appetite for any winding sections of tarmac. The ample lock-to-lock steering will make Tuono V4 owners envious, as it freely navigates low-speed stuff, too. Sure, my American diet might put me a little outside the spring rate's range, and a smidge more damping overall wouldn't hurt, either, but that's not something lighter riders will be concerned about. Despite that, the chassis still manages to keep things feeling ultra-solid while leaning on the no-name Eurogrip Protorque Extreme HR tires. They've got decent grip yet go vague when cranked over, so reaching for sportier rubber from a mainstream supplier would only flatter what's already a sweet handling machine.

Hauling this little beauty to a halt is done with the help of Brembo's budget product line, ByBre, as we see a single four-piston caliper clamping onto a 320mm disc up front. In the rear, a dual-piston unit grabs a 220mm rotor. Interestingly, Aprilia springs for steel-braided brake lines, though they're hooked up to the same cost-savings ByBre axial master cylinder found on the RS. They won't let you down, and their approachable initial bite won't startle neophytes, yet a higher-spec master cylinder would introduce much-needed feel into the equation. But, the two-channel ABS never spoke out of turn, and it can be put into a racetrack-friendly front-only mode, letting riders use the rear brake to goof off and slide around.

That brings us to the Tuono's defining trait: the upright riding position. The new handlebar sits nearly 5 inches above and roughly a half-inch closer to us than the clip-on style controls on the RS, propping our torsos up in an athletic, though entirely livable position. Meanwhile, the new plastics and wider fuel tank add a touch of girth between the knees, which acts as a comfy anchoring point.

Your overall height will influence how you perceive the rest of it, as we see the same 31.5 seat height as the supersport and rearset placement return, creating a tight seat-to-peg ratio. At 5-foot 10-inches tall, my frame can squeeze into place while taller riders will have to take up yoga or look at physically larger bikes – that's the price of being tall and handsome, a price we MOrons will never pay. However, those with shorter inseams than the 32 inches my pants measure will get along just fine with the bonus of this steed's narrow waist aiding reach to the deck.

Flash! Lightning! Tuono!

We all remember our first bike. It wasn't too long ago that flimsy frames, spongy suspension, and dreary motors were many manufacturers' modus operandi. Still, none of that put a damper on our collective enthusiasm because, let's just be honest, riding motorcycles is pretty darn fun.

Those critiques don't apply to the 2026 Aprilia Tuono 457 or any bike at the pointy end of this class. The Aprilia does stand as the whole package, armed with an extremely capable chassis, fun-loving engine, and other niceties that will continue reshaping this space.. There is no doubt that prospective buyers will have to pay a premium for those things, and the better brakes or additional suspension adjustment features aren't costs that can be absorbed by the manufacturer just yet. But, to have something like this as the first thing you throw a leg over? Well, there’s no better time than now to be a newly minted motorcyclist.

Scorecard

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