Aprilia Tuareg Rally test: for those who take adventure seriously

There are motorcycles that try to do everything well. And then there are those who clearly choose their side. L’Aprilia Tuareg Rally is part of this second category by ignoring half measures.

Aprilia Tuareg Rally, directly inspired by the Africa Eco Race

Since its arrival in the mid-displacement trail category, the Tuareg 660 has built an enviable reputation. Less publicized than a Yamaha Ténéré 700, less established in the landscape than a BMW F 900 GS, also less visible than some Chinese competitors at competitive pricesthe Aprilia is nonetheless one of the most coherent proposals of the segment for those looking for a truly capable machine excluding bitumen. Its 659 cm3 parallel twin cylinder, its contained mass, its serious suspensions and its complete electronics have made it, from the start, a more accomplished trail than its commercial discretion would suggest.

This version Rallylaunched on the basis of the 2025 vintage, was however not thought of as a simple special series intended to flatter the eye. Aprilia assumes it as a extrapolation of his racing bikenourished by his victories in l’Africa Eco Race or the Hellas Rally Raid. The speech would be banal if it was not based on tangible resultss. With Jacopo Cerutti, the competition Tuareg not only dominated the category over 650 cm³ in the Africa Eco Race, but it also has won the general classification. Enough to give this Rally version a legitimacy that is much more solid than a simple sticker.

A covering that is not just decorative

Visually, this Tuareg Rally takes on its rally-raid fantasy much more than the standard version. It first gains what is popular in the genre: a high front mudguard, a more imposing aluminum engine guard, reinforced hand guards with metal frame, a side stand with a widened foot, as well as a new chain guard. Everything comes with a livery inspired by competitionmuch more expressive than that of the base Tuareg, with these golden anodized rims. THE silencer SC Project with titanium casing also contributes to this orientation. It brings an additional stamp, a more lively soundbut above all part of the announced mass gain. Aprilia indeed claims a weight reduction of 5 kg. The fully loaded weight is thus given to 199 kg (182 kg empty). The tank keeps its 18 litres.

Revised ergonomics for standing up

Before even starting, the difference with a Tuareg 660 standard jumps to legs and arms. There Rally saddle takes 20 mm in height additional, bringing the seat to 913 mm. It’s tall and a little intimidating if, like yours truly, you’re only 1m74 tall. In reality, the motorcycle remains relatively accessible thanks to its finesse générale. The tank does not spread the knees excessively and the saddle remains narrow at the front. The handlebars have also been revised, with a higher and more forward curvature. This detail, which seems secondary, actually structures the relationship between the rider and the motorcycle. Standing, the position immediately becomes more naturalwith better leverage and less need to break in two to reach the front. Sitting, on the other hand, this handlebar closer to the bust can impose a slight bending of the arms which will seem less restful to some on a long road trip.

Complete electronics, but not perfect

Facing the pilot, we find 5-inch horizontal color TFT screenwell readable. The presentation does not yet adopt the roadbook-style vertical format that we are starting to see with certain competitors, but the whole remains serious and complete. Navigating the menus takes some learning timeas the richness of the settings requires a minimum of familiarization.

Aprilia Performance Ride Control, or APRC, is one of the real strengths of the Tuareg Rally. The motorcycle offers four riding modes : Urban, Explore, Off Road and Individual. Two of them, Urban and Explore, rely on fixed settings. The other two allow you to modify several parameters in depth: thetraction controlthe engine brakethe engine mapping and theABS. The rider can choose five levels of traction control, including complete deactivation, three levels of engine braking and three engine response laws. Also, the mode Off Road allows for example to deactivate the ABS at the rear while maintaining protection at the front, and even to completely cut off the ABS if we maintain the dedicated command. It should be noted, however, that this total deactivation is not memorized after switching off the ignition, unlike other parameters.

The allocation also includes the standard cruise controlas well as a clutch that has a limited slip clutch, interesting when the pace increases. On the other hand, the quickshifter remains an option and there is no inertial unit which means that the electronic aids are not angle sensitive. It’s a bit of a shame.

On the handlebars, a civilized rally machine, but not softened

The first kilometers on asphalt quickly remind us that Aprilia remains a brand‘ADN très sportif. The Kayaba suspension, with 240 mm of travelvery firm, is clearly less accommodating at low speed than that of the standard version. On the road, on small breaks or other connections, the motorcycle sends back all the information and does not spare the back, especially since the saddle is also very brittle. Added to this is a frankly lively response to the accelerator, sometimes even too direct at low speed. As a result, the motorcycle can behave almost abruptly on a trickle of throttle and requires a certain amount of skill.

However, it would be unfair to reduce the Tuareg Rally to this urban stiffness. As soon as the speed increases, the bike regains a lot of consistency. If it proves to be much more convincing on the highway than its appearance suggests, with acceptable protection for the torso and head, it is on secondary roads that it gives its full measure.

Certainly we find the parallel twin of 659 cm3 derived from the RS, associated with a six-speed gearbox, which here “only” develops 80 ch à 9 250 tr/min et 72 Nm de couple à 6250 tr/minbut what character! Accelerations and restarts are particularly franknot to say brutal. The engine growls, knocks, revs up in a angry momentum magnified by the SC Project silencer. Character, this Tuareg Rally does not lack it and it is in tight sequences, even more so when the road deteriorates, that we understand to what extent this machine is cut out for racing with a diabolical agility and a liveliness which forces you to work on your supports, to move on them, almost to sway your hips as you would with a sportswoman. When you leave the tarmac, the Tuareg Rally even becomes very impressive. To be honest, it reverses the mix compared to the classic version which is more road-oriented and allows off-road outings while already being very capable. There, this Rally version is above all cut out for paths, stones, sand where the general finesse of the chassis allows the bike to be controlled with rare ease. We have the impression that the more technical it becomes, the more comfortable she isalthough it will be necessary to keep in mind that its original Pirelli Scorpion Rally is not comfortable on soft ground.

Aprilia Tuareg Rally price and competition

In the end, this Aprilia is undoubtedly one of the most unique proposals in the segment. Not only does it push its trail logic very far, almost making it an over-inflated enduro, but also its multiplicity of settings forces its rider to focus on its tuning according to the terrain and its moods. À 14 050 €it is placed above a Yamaha Ténéré 700 Rally (13 299 €)while remaining less expensive than some larger and more powerful trails like a Triumph Tiger 900 Rally Pro (€17,395). The competition is not left out on the side of the BMW F900 GS or the KTM 890 Adventure R. Basically, everything depends on what you expect from a trail. To travel far, long, with a lot of asphalt before hitting the ground, the standard Tuareg remains more homogeneousmore comfortable. For those who want a motorcycle truly inspired by racing, without falling into the budgets and constraints of a real competition machine, this Rally offers something rare.