Aprilia RS 457 road test review

It is really, really easy to be excited about a big bike. If not anything, there is a lot of power to play with and either scare yourself witless or have a good time in general. It’s quite the Herculean challenge for a manufacturer to get a smaller bike to evoke the same emotions. But on the face of it at least, Aprilia seems to have managed just that with the RS 457. It certainly felt that way when blasting down the back straight of Kari Speedway, twin-cylinder firing away gloriously under me. But then comes the question — does what makes it so good on track make it a pain to live with on the streets?

The short answer is no. Read on for the longer answer.

Aprilia makes some of the most aspirational motorcycles, not just in terms of performance but in terms of design as well. The Italian blood runs really thick here, despite the fact that it is produced closer to Nanded than Noale. The styling is right up there and the inspiration from the RSV4 and the RS 660 are immediately apparent from all angles. But the looks haven’t changed from the last time I rode the bike on track, so onto how it is like to ride on the streets then.

One major consideration when you are planning to buy a motorcycle for the streets is the ergonomic setup of the motorcycle and to that end, there is no getting away from the fact that you are riding a supersport motorcycle. The bias is definitely towards a more sporty, committed riding stance and that is definitely a good thing. For perspective, it is not as committed as the first-gen KTM RC 390 but not as relaxed as the latest one. The 800mm seat height does make things a lot easier though, allowing a wider range of riders to enjoy this machine, provided they don’t mind looking like Gollum.

The handling of the RS 457 is unquestionably Aprilia. The twin-beam aluminium frame, like it is on the V4, makes for a very direct and communicative handler. One that goes where you point it and not the other way around. Like on the track, this is a whole lot of fun on the roads as well, especially when the tarmac is snaking ahead of you as if you were riding on an asphalt python. But this python has, after all, been laid by our government and is far from pristine. This is where the Aprilia had me pleasantly surprised. Despite the racy riding stance and the ‘firm’ suspension setup that endows it with great handling, it is actually very usable when the tarmac deteriorates. The suspension is pliant enough that not every bump or pothole seems like an Italian attempt to shatter your spine. I won't go as far as to call it a plush ride, but it certainly is acceptable. You don’t need to baby the bike over the smaller undulations and that just makes it a stress-free experience. The fact that both the front and rear pogos are preload adjustable makes the experience feel a bit more tailor-made.

As far as braking is concerned, the experience was not as bad as it was on the track with a lot of fade setting in fairly quickly. This is also because I wasn’t that hard on the anchor system that often, but it still fails to impress.

If you do plan to break a fixed deposit for the bike, definitely account for the sintered pads and adjustable lever then.

The engine remains the star of the show. The 270-degree crank on the twin-pot mill makes a sound that is addictive and very big-bike-like. The power delivery is luscious with a very potent mid-range and top-end but what baffles is the very strong low-end. You can actually set off from standstill in fourth gear without the engine screaming blue bloody murder. The top-end performance, while not as aggressive as some high-strung singles or a four-pot mill, is still quite nice, making this engine a very versatile unit. What I’m trying to say is that Aprilia should already be looking into making a Tuono and Tuareg 440.

Equipment-wise, the bike is as modern as it looks. A TFT screen with connectivity, music control, call control, and navigation. Then there’s the electronics suite which is a multi-level traction control system, switchable dual-channel ABS and three riding modes with different throttle and engine characteristics. So a sorted bike on that front. Hence when it comes to spending Rs`4.1 lakh, ex-showroom for the bike, it seems like a no-brainer. And it really is. It undercuts its twin-cylinder rivals by a fair margin. As for the RC 390, I’m not interested in talking about it, till it gets the facelift which is just round the corner. The only thing coming in the way of big sales numbers is the lack of a solid dealership and service network. This is something Aprilia India is working on rectifying with big growth plans on the cards starting as soon as the end of this year. For their sake and for the sake of all potential customers, I certainly hope these promises are met because this one, it really tugs on the heartstrings.