2021 Aprilia RS 660 First Ride Review

Aprilia lures would-be sportbike riders to the Italian side with its all-new RS 660 ($11,299). The RS 660 leverages Aprilia’s production superbike technical know-how to build a more functional real-world middleweight. Unlike the dedicated supersport segment (think Japanese-made 600cc bikes), the RS (acronym for RennSport) isn’t designed for competition. Instead it’s made for street bikers who want a capable sportbike for the modern world.

Editor’s note: We’ve extensively reported on this machine in the 2021 Aprilia RS 660 MC Commute Review, 2021 Aprilia RS 660 Preview First Look, 2020 Aprilia RS 660 First Look Preview, and 2021 Aprilia RS 660 Technical Review articles.

Seated at the controls, the Aprilia has an accommodating cockpit. It’s narrow and feels light between the rider’s legs. Saddle height is more than an inch lower than the RSV4 superbike, so it’s easier to touch the asphalt for height-challenged riders. The reach to the clip-ons isn’t much of a stretch, nor is it so relaxed to where it feels like a touring rig.

The chassis of the RS strikes a balance between canyon carving capability and real-world comfort, much like the Tuono 1100. The saddle is cozy and the distance between the footpegs and seat isn’t too tight. The ergonomics can best be described as accommodating, but not as focused as a road-going I4 supersport. But for general street riding that isn’t a bad thing…

With a fully fueled curb weight of 403 pounds the RS 660 is maneuverable and ready to play. If there is one thing Aprilia understands better than most, it’s chassis engineering. In typical fashion, the RS performs well at lean with a good road connection at the business end of the Pirelli Diablo Rosso II tires. Despite not employing a traditional rear suspension linkage, the chassis offers favorable flex characteristics over rough beat-up pavement, yet gives just enough support to facilitate control with the throttle held wide around bends.

Suspension adjustment is limited to spring preload and rebound damping fore and aft. The calibration provides a pleasing all-around performance. Fork action is above average and we appreciate how little stiction it offers. However, it would be nice if engineers included compression damping adjustment.

Triple disc hydraulic brakes keep speed in check, with adjustable-level IMU-powered ABS and engine-brake control. We appreciated being able to tweak these settings based on our riding style, i.e., rear ABS defeated (allowing for slides, Level 1) and the least engine-brake (Level 1) which helps maximize corner speed (you need every mph of momentum considering the more limited power output of the 659cc twin compared to a big bike). Braking power and feel are sufficient, though, again, added fork support during braking would be welcome for more aggressive riders.

Power-wise, it’s downright amazing how similar the RS 660′s twin feels in terms of character to Aprilia’s V-4. From the meaty intake growl to the subtle shake of this twin, it feels like a carbon copy version, only more compact and with less power. Adjustable combined engine power and throttle maps allow the rider to tweak the experience based on preference. We preferred the Sport setting, which gives full power with slightly reduced throttle response, versus the Track setting.

Power is transferred to the back tire via a manual six-speed gearbox and chain final drive. The transmission includes a bidirectional electronic quickshifter which enables clutchless up- and downshifts. This further boosts handling prowess and makes the powertrain feel a tad peppier due to its speedy gear exchanges.

As opposed to the peaky, high-revving powerband of a Japanese inline four, the 660 has a healthy bottom-end. This makes it easy to get rolling from a stop. Power builds smoothly with a fat midrange. The gear ratios could be a tad closer, as the engine loses some of its pull in fourth and fifth gear. Still the powerband is fun, peppy, and effective at putting a smirk on your face.

Top-end power is a tad muted but we appreciate the gentle rev limiter and adequate over-rev. Adjustable-level traction control is another nice feature, however, realistically, the 659cc engine doesn’t produce enough torque to generate excessive wheelspin on dry season tarmac. Still, it’s nice to know that the computer has your back if you exceed the laws of physics.

Kudos to Aprilia for producing an authentic, junior version of its fabulous RSV4 superbike. True to Aprila form it’s a capable all-rounder with a functional electronics package that makes riding more enjoyable. Although it lacks the RSV4′s bark, it is easier to command and will be appreciated by most road-going sport riders who aren’t trying to make a living in the World Superbike championship.

Helmet: Arai Defiant-X

Jacket: Rev’It Hudson

Gloves: Rev’It Chevron 2

Pant: Rev’It Vendome 2 RF

Boots: TCX X-Cube EVO Air