The 78th edition of EICMA, arguably the biggest two-wheeler exhibition globally, is all set to take place between 23-28th November, later this year. Over the last few months, several manufacturers, including Honda, Yamaha, Triumph, Kymco, MV Agusta, Royal Enfield, and Benelli, have confirmed that they will be attending the event. Now, the Piaggio Group and the brands it entails – Aprilia, Moto Guzzi, Piaggio, And Vespa – have also confirmed their attendance to showcase their latest offerings.
Earlier this month, Moto Guzzi celebrated turning a century old and announced plans for a redesigned factory in Mandello del Lario. The announcement also brought news of an all-new platform, the first product of which will be a V-twin motorcycle called the V100 Mandello. We expect the production motorcycle to be unveiled at EICMA 2021 and other 2022 models that the company has in store.
Last year, EICMA didn’t occur due to the pandemic, and manufacturers will undoubtedly be looking to showcase what they’ve been working on for the previous few months. RideApart mentions how this iteration of EICMA will feel much more special than usual, as it represents a comeback – for Italy and the motorcycle industry – after the devastating year that was 2020. We definitely agree and are incredibly excited about all the new motorcycles and tech we’ll witness in a few weeks.
Considering their looks, you could be forgiven for thinking the Aprilia Tuono and Aprilia Tuono Factory are all new motorcycles. However, look closer, and you may be mistaken.
2021 Aprilia Tuono V4
Both machines share a brand new face that finally breaks from the original design we saw over a decade ago, resplendent with LED lighting and fancy inboard winglets down the sides near the radiator. And there’s the same swingarm from the RSV4 that was a new addition for 2021, lauded for its extra rigidity that we loved when testing the superbike at Laguna Seca earlier this year.
2021 Aprilia Tuono V4 Factory
But the big news is the base model Tuono is no longer just a watered-down version of the Factory. It’s a proper model in its own right, going after a chunk of the market currently occupied by machines like the BMW S 1000 XR and KTM 1290 Super Duke GT.
This is something Aprilia should have done years go. And it’s not just me saying that.
Traditionally, the base model was the bike you bought if you either didn’t have the cash for the Factory, or you wanted a bare-bones machine on which to exploit your modifying dreams. However, for 2021, that’s all changed.
The standard 2021 Aprilia Tuono V4 now boasts some features aimed at wider appearl
Using the same motor and twin-spar chassis as the Factory, the base model Tuono gets 20 mm higher-set handlebars, a new subframe with a wider passenger seat and lower footpegs, new luggage options like side and tank bags, and a taller windscreen. These choice improvements have shifted the model’s focus into the sporty sports-touring segment, and it’s not a moment too soon.
The standard version now receives taller bars, as well as traditional Sachs suspension
Unfortunately, the base model also gets blander colors than the red/black the Tuono Factory gets. Still, fitted to the touring model (we’re calling it that from now on), is the conventionally-adjusted, fully-adjustable, Sachs suspension, while rubber is the Pirelli Rosso Corsa III tire.
A Sachs shock is also featured on the rear
Yet, the Tuono platform really isn’t that different when you strip the bodywork and suspension away and reveal what’s inside. Over the years, each Aprilia Tuono model, aside from when it grew from a twin to a four-cylinder nakedbike, has never been a revolutionary upgrade. Rather, they’ve been concerted, thought out improvements, delivered every few years to keep the Tuono models at the head of the nakedbike pack.
It’s been this way because Aprilia nailed the four-cylinder Tuono so god damn well when they first bought it out in 2011 that they’ve never had to reinvent the wheel. Instead, they’ve just given it a spit and polish.
The Factory in comparison runs semi-active Ohlins Smart EC 2.0
The Factory is still the king daddy of the Tuono range and thus gets plenty of the fruit not found on the base model. There’s semi-active Ohlins Smart EC 2.0 suspension, a short, tinted windscreen, the razor-sharp RSV4 tail section and passenger footpeg set-up, racier colors more like what we used to see on the WorldSBK grid, a polished frame finish, and track-specific Pirelli Diablo Supercorsa SP rubber.
The two variants share the V4 1000 engine, now Euro5 compliant
Aside from that, the spec’ sheet between the two bikes remain pretty much the same. That beloved, 1077 cc, 175 hp V4 remains largely unchanged except it now comes with Euro 5 compliance. This has given the Tuono a touch of flat spotted-ness in the mid-range but considering how badly the noise and pollution regulations hurt modern performance engines, Aprilia has navigated this maze well and given the rider plenty of performance for the payment.
Six modes are split into three for the road and three for the track…
The motor’s performance is mitigated by six riding modes (three for the road, three for the track, including one programable road mode and two programable track modes), cruise control, three-stage engine brake, ABS, launch control and power modes, eight stage traction control, six stage wheelie control and turn-by-turn navigation accessed by a new mission control switchblock on the left handlebar.
The dash is part of the revamp we first saw back with the RS 660 and later the new RSV4 – a pretty bland design if we do say so – but it’s easy to navigate and use, which is number one in my book.
The dash has been updated to match what’s seen on the new 660 models
The electronics deserve special mention because they’re powered by the new Marelli ECU 11MP, which has a four-times faster clock frequency and four-times the amount of memory than last year.
Via information fed by the six-axis Inertial Measurement Unit, the ECU can now calculate the happenings of the motorcycle much faster than before. For example, trail braking with the Cornering ABS kicking and while monitoring traction control and engine brake level. It’s not like it couldn’t do this stuff before – it could – it just does it faster and more accurately now.
The Ohlins Smart system also uses a different adjustability scale to what many rides may be used to
Having ridden many thousands of road kilometres on the Tuono V4 Factory, I can tell you the feeling from the hot-seat is eerily similar to what it was in 2020. The Factory gets that outstanding Ohlins Smart EC 2.0 suspension for the 43 mm NIX fork/TTX 36 shock, and the feeling at the bar is one of total connectedness to what’s happening around you.
If you’ve never used the Ohlins Smart system before, it can be a little confusing, with (in automatic level) no compression/rebound adjustment. It’s all done according to what you want at any given point of the ride. Need more support under braking? Dial in Brake Support.
Adjustability is handled via dialling Brake and Acceleration Support up and down with the Ohlins system, and well suited to poor road surfaces
Conversely, if the Tuono is squatting too much under acceleration, dial in Acceleration Support. The result is you can easily tune the ride to exactly how you want, making the Tuono’s ferocious nature a little less intimidating.
Riding up Angeles Crest just east of Los Angeles, the roads are crappy at best, so I left the Tuono in the softest automatic setting and was more than happy to leave it there. Even on its softest setting, the Tuono V4 Factory is god’s gift to road apexes. You simply need to look where you want to go and the Tuono will take you there, slicing its way up your favourite mountain road like child’s play.
If you start jacking the suspension stiffness up via the dash the ride can get a bit on the rough side – the track settings really are only good for when you’re absolutely hammering/on the track, otherwise it’s your bum that’ll take the hammering.
Aprilia have also smoothened initial throttle response even in the most aggressive mode
Aprilia’s done well to smooth out the initial throttle response with the new electronics when in the most direct mode. Chassis balance is always maintained when cranked over and you dial in increments of throttle – an important factor given there’s a claimed 175 hp on tap.
Despite that massive number, the Tuono can be a real pussycat in the city. You’re not faced with a one dimensional machine here. The Tuono V4 Factory can do pretty much everything you ask, except this time it’s the base model which it cannot trump. I know, I’m shocked to say that, too.
The standard Tuono V4 can now be considered the ‘Touring Tuono’
Switching to the Tuono V4, this is where Aprilia have really hit a six. Taking almost all the good bits of the Factory and none of the bad, the Touring Tuono is a comfier, plusher, more usable machine that most road riders need.
I absolutely abhor the term “real-world”, but the touring model is much more applicable to everyday situations. In this instance, I find it a shame that Aprilia did not grace that base model Tuono with saddle bags as standard, given its undoubted touring prowess.
The only missing standard feature is some panniers, with the screen ideal for those under 176 cm
Still, the higher set handlebars and taller windscreen make for a more pleasant and relaxed ride than what you’ll get on the Factory, which is as much a stripped nakedbike as you can get. The base model still gets the 175 hp and same frame, so you’re really not missing out on much, aside from the electronic suspension.
But here’s the good news. The Sachs suspension is a brilliant piece of kit. Just like it is on the base mode RSV4, the Sachs suspension is all most riders will need. Yes, having electronic adjustment is a fancy tool in the box, but conventionally adjusted suspension is still king in my book and the fact Sachs has been on an upward curve in the last few years only adds weight to the argument.
The standard Tuono V4s Sachs setup is stiffer than the Ohlins
On the road, the Sachs suspension is a little stiffer than the Ohlins but bump absorption is nothing to complain about, neither is the side of the tyre feel. You can bank the base model in with the same confidence as the Factory, albeit in better comfort. This is especially so if you’re under 176 cm tall, as the windshield cut off point should enable the wind to sail right over your helmet, rather than buffet your forehead to bits like on something like the BMW S 1000 XR.
The ‘Touring Tuono’ now offers great competition to the likes of the S 1000 XR and Super Duke GT
Both models are prime examples of the best of nakedbiking, and being a hot-head I’ll always go for the Factory. But I cannot hide my enthusiasm for the new base model. This is the move Aprilia should have made when the V4 first came out, in which case they would have trumped BMW and KTM by years.
The Factory remains the top dog of course
Oh well, never mind, it’s here now. And although the Factory is and always will be the king dong as far as Aprilia Tuono nakedbikes are concerned, it’s the base model I’ll be raving about when the pubs eventually reopen. And at $28,030 ride away, the few grand you save over the Factory will buy you plenty of beers!
The latest Tuono V4 offerings get the big thumbs up
Aprilia has decided to dip deeper into the world of small displacement bikes – and it looks like a mini-RSV4.
According to a report from MotoPinas, Aprilia just revealed the all-new GPR250R sportbike at the Xi’an Motor Expo in China on July 5.
The 250cc motorcycle will be competing against Honda’s CBR250R and the Yamaha R3 in the small displacement market, with the current reveal keeping the bike in China for the time being.
There have been whispers of the bike eventually making its way to Europe, though this has yet to be confirmed, and it is likely just speculation.
The GPR250R’s sporty exoskeleton and frame design was inspired by the Aprilia RSV4 and houses a similar air inlet system, underbelly exhaust, and LED taillights, along with a set of 17-inch tires.
Being the proud owner of an R3, I can vouch that the power and torque appear to be more present in the Yammie bike – so let’s do some spec comparison.
The GPR250R is powered by a single-cylinder 250cc engine and boasts a power output of 29ps at 9,000 rpm, while torque output maxes at 22nm at 7,500 rpm – all available through a 6-speed gearbox and slipper clutch.
By contrast, the Yamaha R3 is powered by an inline twin-cylinder 321cc engine and boasts a power output of 42.0ps at 10,750 rpm, with torque output maxing out at 26.8 nm at 9,100 rpm.
Bottom line, it’s good to see Aprilia step up into a niche of bikes that are in increasing demand in the Eastern Hemisphere – question is if the bike will do just as well in the Central Hemisphere.
Andrea was finally able to test the RS-GP in ideal conditions over two days at Misano this week after the last test in Mugello was plagued by rain.
Andrea Dovizioso
Andrea put in 78 laps on Wednesday and 48 on Thursday and Aprilia have stated that Dovizioso ‘lapped at decidedly fast times’, making a clear improvement from one day to the next.
Andrea Dovizioso
“It was a very interesting test. Testing on a third and different circuit was extremely important to understand the bike better and to see which points need to be developed. We tested and changed a lot of things in order to better understand many details which, in fact, we gathered more accurately, identifying how to improve and where, on the other hand, we lose something with certain changes. With the next scheduled tests, we’ll be able to make more comparisons and discuss our ideas better.”
Andrea Dovizioso
Aerodynamics, electronics and the general dynamic of the bike, with various chassis solutions tested over the two days: these were the areas explored, also in view of developments on the RS-GP both for the second half of this season and to define the bike for next season.
Massimo Rivola – Aprilia Racing CEO
“These were two very positive days. We are pleased with these tests that gave us some important pointers and demonstrated the bike’s progress which has already been seen in the races. It’s a job that we will continue as scheduled in July. Andrea has proven to be a great rider in terms of sensitivity and understanding the way the bike behaves. Parallel to testing, Aprilia Racing is taking measures to find the best solution in terms of the riders to put on the grid in 2022, without having to wait for the outcome of the next tests in July. Andrea is certainly included in the solutions we are assessing, but there are very interesting and valid alternatives on the table and a decision must be taken soon so we can properly plan the future strategy of the team. The Assen weekend will be extremely important in this regard.”
It ain’t an Aprilia if it isn’t screaming like a MotoGP track bike… Right? Akrapovič – the industries leading exhaust manufacturer – has two full exhaust systems ready for the 2021 Aprilia RS 660 motorcycle.
The Racing Line (S-A6R2) is a carbon fiber exhaust that will rely on your stock ECU mapping (this is a major benefit; you will avoid the expensive tuning cost to have your motorcycle run properly with the new airflow metrics) with a 2.5 horsepower increase at 11,200 rpm and 2.7 lb-ft bump in torque at 4550. This exhaust will also shed a pound off the wet weight of your motorcycle.
S-A6R1 is the “track use” (haha) variant that aims to bring 3 horsepower and 5 lb-ft of torque while also shedding 2.5 pounds from the weight of your ride. This exhaust won’t keep your ride Euro 5 compliant, however.
The official Akra website currently has no info regarding pricing or purchasing these exhaust systems, but I’m sure you can expect to find them through official dealers in the new year.
Piaggio Group owns a whole lot of companies, and electrification is certainly on the horizon for many of them. Recently, Piaggio trademarked the name eSR1 and that has me thinking an electric Aprilia SR scooter could be coming soon.
According to Motorcycle.com, the European Union Intellectual Property Office published a trademark application today that showed the logo eSR1 in a stylized font. The publication did note that the owner of the application was not revealed, but that it’s sure it’s Piaggio.
The reason? The SR in the logo looks identical to the SR in the SR-GP Replica scooter that was released last year. There’s also the fact that the application was filed by Jacobacci & Partners S.P.A., which is an Italian law firm that handles Piaggio’s stuff regularly.
There are various SR scooter models from Aprilia at this point in various markets. Aprilia offers the scooter in displacements ranging from 50cc all the way up to 160cc. The speculation is that this new scooter would be a new SR based on the Vespa Elettrica platform.
That would make sense, but Piaggio Group might have something special up its sleeve and have this new scooter offer better range or performance than the Vespa. Time will tell.
With the new Aprilia RS 660 being released and reviewed over the past few weeks, it was only a matter of time until we saw what the Italian manufacturer had in mind for the 2021 RSV4; the most highly regarded motorcycle in their lineup.
The new RS 660 showcased some new body styling that we have not seen the brand incorporates in the past. The new LED headlight assembly, new front end, new body lines; all led us to the puzzling question of “how is this going to translate to the RSV4? Is this a one-off design? Will Aprilia bring any of these design cues to the larger bikes in their lineup?”
The RS 660 is built around – literally – half of the RSV4 engine, taking the V4 configuration and chopping it in half to produce an inline 2 configuration. With such similar DNA, will the exterior of the bikes reflect the internal similarities?
Instagrammer ‘Motomaniaci‘ took some sneaky photos of what looks to be the new 2021 RSV4, and you guessed correctly because it appears like the front end as well as the side fairings share a strong resemblance to its new little brother.
The RSV4 and Tuono have been neglected on the design front for quite some time now, so it’s great to see Aprilia taking the introduction of their new motorcycle to bring some much-needed styling updates to the older models. The upcoming Tuono 660 may set the course for an updated Tuono V4 as well. Only time will tell.
These spy shots are all we have to go off of currently, and we’re going to have to wait for Aprilia to open the hatch on the official details of the new models when the time comes.
Aprilia has a long history of producing large-displacement racebikes without much room for compromise when it comes to riders who want an affordable mid-displacement bike. This is where the RS 660 swoops in to save the day. The RS 660 was just introduced as a brand new bike for the Aprilia brand featuring a 659cc parallel-twin engine (with design elements taken from their world-famous RSV4 engine) that produces 100 horsepower and 49.4 lb-ft of torque.
Motorcyclist magazine essentially pioneered the ‘MC Commute’ video style, with their previous hosts, Zach and Ahri; and since their departure from the company have continued the MC Commute series on their Youtube channel to keep the information flowing for riders seeing details about new motorcycles put into actual practice.
In this video, the RS 660 is put through its paces from the perspective of an every-day rider to see if it is something that is worth your time. Adam Waheed – the reviewer – mentions that this motorcycle lacks a bit of power and prefers to ride it in the ‘highest power’ rider mode setting though, but the torque is still great due to the fact that you’re riding on half of an RSV4 engine.
The bike comes with traction control, wheelie control, engine braking control, cruise control ABS, etc.; but Adam mentions the TC system is perhaps not even a worth feature of this bike as it barely makes enough power to break the rear loose.
Overall, the RS 660 leaves a good impression on Adam, and you really can’t go wrong with this motorcycle if you’re looking for an affordable motorcycle that’s easy to ride through the city.
Knock knock – Who’s there? It’s the second wave of the COVID-19 outbreak. The world has been seeing a steady rise in new cases across the board. My hometown didn’t have a terrible initial outbreak, but the news is showing cases skyrocketing due to cold weather and Halloween parties.
Italy had one of the first initial waves on earth, and are taking every possible opportunity to make sure that doesn’t happen this second time around. Ten days ago, the government imposed curfews and the country just divided itself into areas based on COVID cases with a colour assigned to indicate risk levels. Motorcycle dealerships and gear stores remain open, even in the highest risk areas.
If you don’t fancy braving the outside world to go pick up your new bike to help burn some free time during a second lockdown, the Piaggio Group has you covered. If you buy a new bike or scooter on their website they now offer an additional service that gives you the option to have your new vehicle delivered right to your doorstep.
Piaggio, Vespa, Aprilia and Moto Guzzi’s websites will all have the option to have your new purchase delivered. Although you might initially think that keeping dealerships open in the ‘red zones’ is a bad idea, keep in mind much of Italy’s residents fully commute by motorcycle or moped, so it is important for the brands to keep their servicing centers open in the event a customer needs a tune-up or major repair to keep them mobile during the pandemic.
We’re told the supersport market is dead, and yes, sales show a monumental decline in this class over the last two decades, but these exciting, dedicated track bikes are simply that, race bikes, with high revving engines and radical riding positions that can be hard work for everyday use on the road. But despite its supersport styling, Aprilia’s RS660 wasn’t designed for the track; this is a comfortable and unintimidating road bike with a typically Aprilia sporting edge.
2021 Aprilia RS660 Review
The RS660 is powered by a parallel twin with a 270-degree crank, which is essentially the front half of the RSV4. But although the RS660 is an ‘entry-level’ bike for Aprilia, and is designed for a young and inexperienced audience, it’s neither bland nor dull – the opposite in fact – and sports even more rider aids than Aprilia’s flagship superbike RSV4. Cornering ABS, multiple track and rider modes, traction and wheel control, an up-and-down quick-shifter, even cruise control make for a world class array of electronic aids on a 100 horsepower sub $20,000 bike.
Does it handle?
It has a short wheelbase at just 169 kg dry or 183 kg with fuel it is light, there’s adjustable suspension, a wide 180-section rear hoop, and that purple and red colour scheme is somewhat reminiscent of the legendary two-stroke RS250. If you don’t know what that is ask a grown up.
The seat has some padding, the bars are relatively high and wide, the ergonomics are comfortable and the pegs are relatively low. Not what I was expecting. The parallel twin is a road bike first and foremost, but one that can also be taken to the track.
2021 Aprilia RS660 Review
The steering is light, which is exaggerated by the wide bars. It’s fun, yet stable, giving you the option to steer into the corner, or hang off the inside, knee on the deck. It is user friendly and welcoming, you just jump on and ride, safe in the knowledge you have excellent rider aids at hand, should you get in a little too hot.
Kayaba 43 mm forks are fully adjustable and were flawless on the road test. The rear unit is also adjustable (aside from compression), and even at a sharp road pace is hard to fault. Arguably it doesn’t have the plush ‘top-level’ feel of quality Öhlins units or similar and I’m sure you’ll need a little more support on track with race tyres. But, overall, it’s an easy handling road bike. I’m sure a more purpose track version will be coming soon……
Standard radial Brembo stoppers with braided lines and radial master cylinder are more than up for the job, especially when you consider the bike’s lack of weight. When stopping 183 kg from a top speed of around 230 km/h, you don’t need the most expensive race-spec Brembo stoppers. The feel is excellent, even the back brake, and the cornering ABS isn’t intrusive on the road.
Interestingly, you have three levels of ABS. The most intrusive is cornering ABS front and rear, mode two is similar but less intrusive, and mode one is conventional ABS on the front, not cornering ABS and no ABS on the rear, which in experienced hands with the standard slipper clutch allows you back into corners for fun.
2021 Aprilia RS660 Review
Is it quick?
What Aprilia has done is essentially use their RSV4 as a base, chopping the V4 engine in half to produce a parallel twin. The bore size is the same as the RSV4 1100, but the stroke is up to 63.93 mm, not the 52.3 mm of the V-Four.
The twin-cylinder DOHC engine produces a respectable 100 horsepower at 10,500 rpm and 67 Nm at 8500 rpm, that is more torque than a Yamaha R6 or Honda CBR650R. The little twin will bounce off the rev limiter at 11,500 rpm but with a race kit will rev on for another 1000 rpm. But this isn’t a race engine; 80 per cent of the torque is available from as low as 4000rpm, and 90 per cent of the twist is available from 6250rpm.
You don’t simply magically cut the V4 in half. There’s a new clutch, a new intake system, a new cylinder head, new 48 mm throttle bodies… this is an entirely new engine, albeit one that leans on the experience and knowledge gained from the V4. Aprilia has made the engine run smoother, with a new counter-weighted 270-degree crankshaft. The engine is a structural part of the bike, too, the swing-arm bolts directly to the rear of the crankcases.
2021 Aprilia RS660 Review
The 270-degree crank gives the RS660 a distinctive exhaust tone, very much like a slow revving RSV4. It doesn’t sound like a Kawasaki Z650 (with its 180-degree crank), the Aprilia is much smoother. The light, one-piece, 6.2 kg exhaust consists of one silencer per cylinder plus a cat’ exhaust/collector box, which then exits on either side of the rear tyre. The two jutting exhausts not only gives the 660 a rare sound but also a distinguishing symmetrical look. A tickle of the ride-by-wire throttle allows the revs to dart up the full colour TFT digital dash. The revs build fluently, quicker than I was expecting, and for a standard exhaust, the system adds a little spirit to the RS660 experience.
There are five riding modes to opt from: three for the road – Commute, Dynamic and Individual – and two for the track – Challenge and Track Attack. Each mode changes the engine character, feeling and the multiple rider aids, including traction and wheelie control, cornering ABS, engine brake assist, while the-up-and-down quick-shifter which comes as standard is the same in all modes. Again, you can change and personalise each mode if you wish. It’s simple and intuitive, the new switchgear makes it easier than ever.
To start I opted for the commute mode, with the fuelling set to three, the kindest setting. The fuelling was perfect. Aprilia has a world-class fuelling team, throttle response is always perfect, which is particularly impressive for a parallel twin. Again, like the premium RSV4 1100, the quick-shifter is perfect too, both up and down.
2021 Aprilia RS660 Review
As we headed into the Alps it was time to flick from Commute mode to Dynamic, which automatically changes the engine character and response, and lessens the intrusion of rider aids. The response is a little sharper, especially from a closed to an open throttle. It’s not snatchy, the fuelling is again excellent. Power is relatively linear and you can short-shift on the rapid quick-shifter and still make progress.
There’s a little boost around 7500 rpm, and the modest twin loves to rev to the limiter at 11,500 rpm. It’s so entertaining to thrash, tapping up and down the quick-shifter with the clutch redundant, excellent rider aids and cornering ABS on hand if the road surface should unexpectedly change.
Then, for sheer (and immature) amusement, I switched into the Individual mode, which I’d previously pre-set for no traction control, no anti-wheelie, power on the most aggressive mode, engine braking down to one, and ABS set to one, which means only conventional ABS on the front, not cornering ABS and no ABS on the rear.
2021 Aprilia RS660 Review
The RS660 will wheelie in the first two gears with some encouragement from the clutch. It’s a great engine to stir, and thankfully, when you look down at the full colour TFT dash, you’re not doubling the speed limit and facing a jail sentence. The RS660 is reasonably quick, I’d estimate top speed is around 230 km/h, but unlike a RSV4 it’s not scary on the road, dare we say even practical.
The new parallel twin is frugal on fuel. Aprilia quote 4.89l-100km, but on a steady ride in the afternoon I managed 4.15l-100km, which gives a possible tank range (15L tank) of over 321km. Four hours in the saddle wouldn’t be heartbreak either, because the ergonomics are roomy for this type of bike, with pegs lower than the RSV4 and the bars that are wide.
The bodywork is also impressive; the screen is almost a double bubble TT style screen, making it straightforward to get tucked in at speed, and at motorway cruising speeds does a half-decent job of wind protection.
120 km/h equates to around 6000 rpm and, while there are a few vibrations felt from the pegs and a little from the bar ends as the speed and revs increase, it’s nothing unpleasant. Aprilia even offers a tail pack and a tank bag as optional extras, and I’d happily take on some serious miles on the RS660 and even use the cruise control.
2021 Aprilia RS660 Review
Gadgets to keep the youngsters happy
Rider aids aren’t really needed on a 100 horsepower middleweight already furnished with a first-rate chassis and tyres. But you have to remember the young audience which Aprilia is attracting, and for more experienced riders they can to de-activated even on the move.
At your finger tips are multiple rider modes, eight-stage traction control, wheelie control, engine brake assist plus cornering ABS and conventional ABS. Additionally, you have cruise control and an up-and-down quick-shifter. The modes are straightforward to change on the fly, and you can even de-active the traction and wheelie control.
The array of rider aids is impressive, but I favor the thumb and finger traction control toggle switches on the RSV4 Factory. Furthermore, the RS’s rider aids aren’t displayed on the main menu whilst riding. The rider modes are clear but you can’t, for example, glance down and see how much TC you’re running – that info is within a sub-menu.
Got to let a twin sing….
There are the typical accessories from Akrapovic, including a full exhaust. There is also additional software available which means you can flick over to a race shift, and have access to a pit lane limiter. Away from the racetrack, there is a comfortable seat, USB socket, luggage… even a larger fairing and Bluetooth connectivity.
Yep, you could probably tour on it too…
2020 Aprilia RS660 Verdict
I’m impressed with Aprilia’s new RS660. A usable, friendly, road-going sports bike overloaded with rider aids and just about affordable, just. The versatile engine that should not get you into too much difficulty and there is the safety net of top level rider aids.
It sounds great, has character, is eye-catching, and is desirable.
Aprilia has possibly gone a little overboard on the rider aids, and the suspension may need an upgrade for some serious racing/track action – but I’m sure there will be a sportier version in the pipeline soon. I can wait to try it on track. A multitalented, entertaining, attractive bike for the inexperienced and experienced alike – top work Aprilia
2021 Aprilia RS660 Review
Aprilia RS660 Specifications
Aprilia RS660 Specifications
Engine
659 cc four-stroke, parallel-twin, 270-degree
Bore x Stroke
81 x 63.93 mm
Compression Ratio
13.5:1
Claimed Power
100 hp (73.5 kW) at 10,500 rpm
Claimed Torque
67 Nm at 8500 rpm
Induction
2 x 48 mm EFI throttle bodies. RbW
Gears
Six, AQS Aprilia Quick Shift
Clutch
Wet, multi-plate, slipper
Frame
Aluminium dual beam chassis with removable seat support subframe
Forks
Kayaba 41-mm forks, aluminium radial calliper mounting bracket. Adjustable spring preload and rebound damping. 120 mm wheel travel.
Shock
Aluminium asymmetric swingarm. Adjustable monoshock in spring reload, rebound. 130 mm wheel travel.
Tyres
120/70-17 (F), 180/55-17 (R)
Front Brakes
Front ABS: double disc, diameter 320 mm, Brembo radial callipers with four Ø32-mm opposing pistons. Radial pump and metal braided brake hose.
Rear Brake
Ø220-mm disc; Brembo calliper with two Ø34-mm separate pistons. Pump with integrated tank and metal braided hose
