Engine is from the RS 660, with new cams, new sump, shorter first gear, and new intake and exhaust. Torque is up, and delivers lower in the rev range; peak power is slightly down and again lower in the rpm compared to the RS 660. (Milagro/)

Aprilia has kept a low profile during the adventure-bike boom. Especially so when you recall the sweet-handling Pegaso 650 of the mid-’90s and cool-looking Aprilia Tuareg 600 of the late 1980s—as well as the factory Tuareg that competed in the Paris-Dakar Rally (when the then-infamous event actually ended on the beach in Senegal). The Noale factory was in pole position to create the first middleweight adventure-touring bike with an edge; then focused on the sportbike segment instead.

Now, decades later, Aprilia has jumped into the adventure arena, and the Italian manufacturer seems determined to redraw the boundaries with the latest bike to join the Tuareg dynasty—to “set a new limit on how far an adventure bike can go off-road.”

There are four riding modes to choose from: Urban, Explore, Individual, and a specific Off Road mode. Modes can be changed on the move and are all simple and easy to use. (Milagro/)

While it would have been a relatively simple task to produce an everyday adventure-going streetbike, the company wanted to produce a machine that can be ridden properly off-road—a 21-inch front wheel and long-travel suspension were therefore never in doubt—but equally to be usable on longer journeys on the road and be light and accessible to shorter riders.

Tubeless Pirelli Scorpion Rally STR rubber comes as standard: front 90/90-21, rear 150/70-18. (Milagro/)

The 2022 Tuareg adopts the parallel twin housed in the RS 660 sportbike as its base. Compact and fuel-efficient, inserting it into an enduro frame with long-travel (9.4 inches), fully adjustable suspension makes good sense. Add Aprilia’s usual high-end electronic APRC rider aids, including a specific off-road mode; make it accessible with a low seat height, as well as light at 412 pounds dry; bolt on a 4.8-gallon fuel tank; then wrap it all up in Italian styling with hints of the golden era of the Dakar… And there you have it, the new Aprilia Tuareg.

Brembo brakes are progressive and smooth, with twin 300mm discs up front. ABS is switchable, but not lean sensitive. (Milagro/)

The new Tuareg has a real bark to it. There’s a charismatic induction growl from the new airbox (which is easily accessible for air-filter cleaning as it’s positioned just in front of the fuel cap) supported by a pleasant exhaust tone. From the get-go this feels like a bike with character.

Much of that comes from the 659cc parallel twin already seen in the sporty RS 660 and Tuono 660 naked. Fuel-efficient and full of drive, thanks to its 270-degree crank, it gets new exhaust and intake systems, and camshafts to bolster low and midrange power. First gear is shorter and Aprilia has even redesigned the sump, making it shallower, to improve ground clearance off-road.

APRC rider aids are ATC (traction control), which has four levels and can be deactivated on the move; AEB (engine-brake) with three levels; AEM (engine map) with three levels, all with full power but different torque curves. (Milagro/)

The result is an impressive 51.6 pound-feet of torque at 6,500 rpm, 2,000 rpm earlier in the range than the sporty RS 660. Furthermore, 75 percent of maximum torque can be found at just 3,000 rpm, and 90 percent at 5,500 rpm. With the emphasis shifted to a wide spread of torque and usability, maximum power is lower compared to the RS 660, now 80 hp at 9,250 rpm compared to 100 hp at 10,250 rpm. The rev limiter kicks in at 10,000 rpm compared to 11,500 rpm.

At first, I rode the new Tuareg inappropriately, tapping up and down the optional up-and-down quickshifter, making the 660 rev, and hitting the relatively low rev ceiling a few times in the process. There’s a definite kick around 7,500 rpm, and if you use all the power, the Tuareg can certainly deliver.

Rear ABS can be deactivated on the move for off-road riding, and the front turned off when at a standstill. (Milagro/)

But once I’d got over the initial excitement and calmed down a little, I learned to use the bike’s strong point: its low-down torque. That may sound odd, as this is an “entry-level” 660, but it feels much bigger than its 659cc. Not big as in heavy, but simply because the torque is strong for this type of bike. If you didn’t know, you’d never guess it was a 660.

The Tuareg pulls cleanly from anywhere, always with a nice pickup and drive. Leave the gearbox alone, use the torque, and enjoy the roar from the new airbox and exhaust. By the end of day one, I was hardly using the gearbox, instead pulling lazily but cleanly from low speed in fifth gear.

TFT 5-inch clocks are full-color and simple and easy to navigate with Bluetooth connectivity. (Milagro/)

We all know that compromises must be made if a bike is to work off-road as well as on. Ideally, for off-road riding you want long-travel suspension, a 21-inch front wheel, and lots of ground clearance—which is what Aprilia has given the Tuareg. The problem is, on asphalt that same suspension can feel soft and the steering slow while the seat will usually be high and unforgiving due to the tall riding position and extra ground clearance. But Aprilia has worked around these problems and managed to keep the seat height reasonably low for this class at 33.9 inches (which is lower than the Yamaha Ténéré perch), and improved ground clearance by reducing sump size.

Optional quickshifter is not as slick or smooth as on Aprilia’s more premium models. (Milagro/)

A new chassis and fully adjustable suspension give the Tuareg the capability to work both on and off-road. Obviously, with 9.4 inches of suspension travel there is no hiding the new bike’s dirt ability, but brush the soft Brembo stoppers and the front end doesn’t plummet south as they do on many dual-purpose bikes. Instead, the Kayaba fork compresses and rebounds with control, and the same can be said for the shock, which has generous travel and movement. You don’t feel distanced from the Pirelli Scorpion Rally STR’s contact patch. Even in tricky weather conditions confidence remains high.

Cruise control comes as standard and like the rider modes is easy to activate on the left bar. (Milagro/)

The initial turn-in is excellent, with a combination of wide bars, narrow front tire, lightweight chassis blending neatly. It’s only during fast direction changes on the road that you are aware of the larger front wheel and long-travel suspension. Even so, it’s certainly sporty and fun—in fact, its lightness, ease of use, and natural fluidity made carving up twisty roads a breeze.

As we’ve come to expect from Aprilia and its APRC electronics, there are a plethora of rider aids at your disposal, including four riding modes (Urban, Explore, Off Road, and Individual). Within each mode you can stay with the factory settings or change the rider aids: ATC (traction control), AEB (engine-braking), AEM (engine maps), and ABS. ABS is the same in every mode, apart from Off Road, which deactivates the rear ABS. In the options menu, you can even disable the front ABS, but only at a standstill.

Aprilia quoted 58.8 US mpg (4.0/100km). A 4.8-gallon fuel tank will give a theoretical tank range of more than 282 miles. (Milagro/)

On the move it is simple and straightforward to change the modes and rider aids, and you can reduce or turn off the TC whilst riding too. See a dirt section, flick into the Off Road mode, which cancels the ABS on the rear and reduces the TC, and let the fun begin…

The ABS is equally impressive and just as smooth. However, the rider aids are not lean sensitive as there is no IMU fitted to this bike. Aprilia says that lean-sensitive rider aids are not needed on this type of bike and that including them would have added unwanted weight. Cruise control, however, comes as standard, though the quickshifter is an optional extra.

A 21-inch front wheel delivers on dirt and still gives a great feel on asphalt. (Milagro/)

At 5-foot-7 I’m on the short side and found the narrow seat initially comfortable and the nonadjustable screen adequate, while hand guards kept the rain away from gloves (heated grips are optional). By the end of a long day, I was starting to shift around on the seat, but like so much of the Tuareg, it strikes a decent balance between asphalt and off-road performance. And on challenging dirt terrain I never had a top-heavy feeling or worrying moment at slow speeds, despite my lack of inches.

Cruise control comes as standard and, like the riding modes, is easy to activate on the left bar. A 4.8-gallon fuel tank and a frugal engine—Aprilia quotes 58.8 US mpg (4.0/100km)—means a theoretical tank range of more than 282 miles. Aprilia also has a decent array of accessories for touring, including attractive hard luggage, plus a larger screen, heated grips, additional lights, comfort seat, and handlebar risers. I’d recommend the comfort seat for serious high-mileage touring.

Footpegs have removable rubbers for off-road work; ergonomics are equally effective with the rider standing during dirt riding. (Milagro/)

Aprilia has done a fantastic job on its adventure bike. If you didn’t know this was a 660, you’d think it was an 800 at least—and begs the question why you would want more?

It’s capable off-road—right up there with some of the best adventure bikes with 21-inch front wheels. On-road handling is equally impressive, and it exudes a high-quality feel with an impressive array of rider aids placing it ahead of some of the competition. Shorter riders will appreciate its low seat height—it’s not intimidating like some adventure bikes—while more experienced riders will applaud its all-round capabilities and sportiness.

Fit the comfort seat option and some panniers to go touring; fit some off-road-biased tires and crash protection to hit the trails with ease; or simply leave it as standard and enjoy a bit of everything.

Make no mistake, the new Aprilia Tuareg isn’t just an off-road-looking bike, it is more than capable on dirt. (Milagro/)

2022 Aprilia Tuareg 660 Technical Specifications and Price

Source: MotorCyclistOnline.com