One ride is all it takes to realise that the new Aprilia RS 457 immediately carves a niche for itself as the sportiest, best-equipped motorcycle in the increasingly popular sub-500cc sector.
So, move over KTM’s RC 390 and Kawasaki’s Ninja 500, for the new Priller trumps both incumbent sub-500cc dynamic-leaders with a racier chassis that includes the sector’s first alloy beam frame – just like a proper sportsbike’s. So sporty is the ride of the newest member of the Aprilia RS family that it feels like its development team could have been led by Gigi Dall’Igna.
Gigi who? Dall’Igna is currently the top technocrat of the world’s second-most popular motorsport series by far, MotoGP. Since 2013 his wizardry has been the foundation of Ducati’s uber-successful MotoGP campaign, but before that he was Aprilia’s racing director, and lead to Noale-based brand to several World Superbike Championship titles before spearheading its first forays into MotoGP.
Back in 2009, Dall’Igna had considerable input into the development of the Aprilia RSV4, the road-going sportsbike that went on to define the Aprilia brand more than any other model.
Here he is addressing the gathered motorcycle press at the launch of the RSV4: “When Aprilia decided to build a new V4, we [the race department] worked together with the street bike department – it was 40% race input with 60% street.
“We had to develop a good bike for both disciplines, with a minimum of compromise.”
These words can now be applied to smallest-capacity bearer of the now revered RS brand. For although it costs similar money to a Vespa 300 GTS at $10,490 in a plainer white livery and $10,990 for this Racing Stripes version and is just as potentially suitable to use for the cross-town commute, its raciness is indisputable. It feels and rides like a bike that is built to that 40/60 track and road focus.
If Dall’Igna was ever asked to create an affordable bike that new riders can ride on a learner licence and older riders can consider as an enjoyable less-demanding alternative to their over-powered heavyweight, it would probably turn out pretty much like this one.
That RS DNA is apparent from the moment you fire the 270-degree crank parallel twin-cylinder engine up and get greeted with a similar rumbling off-beat idle to the RSV4. The clutch pull is ultra-light and geriatric rider-friendly. Snicking through the gears is an absolute pleasure for the accuracy of the shifts and the short action of the lever. A quickshifter is available as an option, and no doubt those living by the motto “give me convenience or give me death” will order one but it seems an unnecessary expense on a motorcycle transmission this good.
The 457cc twin develops the same 48bhp of peak power as the 180-degree twins that power the 451cc Ninja 500 and 471cc Honda CBR500R but exhibits a wilder character thanks to the snarling intake and exhaust systems and fatter torque curve in the middle of the range. The Japanese twins are smoother (180-degree cranks generally result in less vibration especially in the upper reaches of the rev range), but some may consider that their extra refinement dampens their character.
No doubt Aprilia does, because the sportiest of RS 457’s three engine modes (sport, eco, rain) triggers gruff and snappy throttle response that’s endearing on the open road but a little too frenetic when riding around town. Fortunately, Eco is perfect for stop/start riding at lower speeds as well as saving gas. The 13-litre tank will stretch the bike’s range out to more than 200km if the Eco mode is used most of the three. Beware that this is 150km less than the 350km of available range shown on easy-to-read TFT screen immediately after the top-up.
Fueled up, the RS 457 tips the scales to a svelte 175kg, and its low mass and stubby 1350mm wheelbase get directed by some of the raciest steering geometry in the segment. Which means that it positively charges into corners like it’s born to turn, yet there’s no hint of instability and the bike will hold its line faithfully once leaned over. Fast sweepers and slow hairpins are the Aprilia’s meat and drink, and the bike feels agile and accurate in both.
The one flaw in the chassis is the firm spring rates Aprilia chose for the budget preload-adjustable suspension. These are fine for smooth track surfaces, but they beat riders up on bumpy back roads.
Gigi, no doubt, would quickly swap the suspension for something more suitable if one of his offspring were ever to use an RS 457 to hone their skills on. Otherwise, he’d probably find the rest of the bike perfectly acceptable.