2024 Aprilia RS 457 First Ride

[Hugh Janus]

Riding the 2024 Aprilia RS 457 around the Italian racetrack Autodromo di Modena. (Aprilia/)

Aprilia’s RS 457 is the newest entry into its sportbike lineup. It features a 457cc parallel twin with a 270-degree crank, makes a claimed 48 hp and 32 lb.-ft. of torque, and weighs 386 pounds. Building completely new from the ground up, Aprilia followed the same design philosophy as the RS 660 for this lightweight sportbike: utilizing the engine as the main structure component of the motorcycle, but developing the RS 457 into a smaller, more accessible package that meets European A2 license requirements.

The all-new Aprilia RS 457 in “Racing Stripes”($6,899). (Aprilia/)

Recognizing a gap in its lineup between its European-only RS 125 and the widely popular, Cycle World Ten Best–winning RS 660, Aprilia developed the RS 457 to fill this hole and join the 300cc–500cc segment, a highly popular segment that is getting a lot of attention right now. But as much as the Italian manufacturer recognizes the street-focused characteristics of competing models in this class, Aprilia prioritized track performance. After all, it is an “RS.”

During our test at Autodromo di Modena the RS 457′s 17-inch wheels were fitted with aftermarket Pirelli Supercorsa V4 SP tires on warmers, adding to the sportbike’s impressive front end feel. (Aprilia/)

Before designing the RS 457, Aprilia carefully studied requirements for the A2 license tier with the intention of just barely meeting the power-to-weight ratio limit of 0.2kW/kg. If the bike were any lighter or any faster, it would not meet the A2 restrictions. The approach to designing its MotoGP bike, the RS-GP, is no different. Talk about race DNA.

Engine

Dual 36mm throttle bodies feed the 69 x 61.1mm bore and stroke inside the RS’ 457cc liquid-cooled DOHC four-valve-per-cylinder parallel twin. This 270-degree-crank equipped mill makes a claimed 47.6 hp at 9,400 rpm and 32.08 lb.-ft. of torque at 6,700 rpm. The six-speed transmission features a slipper/assist clutch and can be fitted with an accessory bidirectional quickshifter.

Aprilia’s newest offering utilizes a 457cc parallel twin with a 270-degree crank, making a claimed 48 hp and 32 lb.-ft. of torque. (Aprilia/)

Spinning laps around the tight racetrack, the engine’s impressive low-end torque pulls strongly off an apex. Aprilia says it tuned the engine to deliver 82 percent of maximum torque at 3,000 rpm, allowing riders to easily ride a gear high even on the tightest corners—of which this Italian circuit has plenty. Its ride-by-wire system provides a connected and intuitive response without any vagueness when metering the throttle.

A strong and broad midrange easily carries the bike from one corner to the next with peak horsepower coming near the bike’s roughly 10,500 rpm redline. Looking at the engine’s dyno chart, the area under the power curve is extremely large, making the 457cc parallel twin flexible on the racetrack. Carrying third gear around the entire track only shifting to fourth and fifth on the straights was easily done on the 2.1-kilometer-long (1.3 miles) circuit.

Ripping off an apex or shedding speed for a corner, the accessory bidirectional quickshifter with an auto-blip function worked flawlessly and added to the RS 457′s racy spirit. (Aprilia/)

We did not have an opportunity to ride the RS 457 off the racetrack but its bottom-end grunt, powerful midrange, and strong top-end lead us to believe the 457cc parallel twin will perform just as well off the racetrack. The 270-degree crank not only gives the RS 457 a strong, throaty exhaust note but also delivers the familiar engine pulses we have come to love from this engine configuration. Aprilia’s 457cc parallel twin is one of the best in class, delivering a surge of power at nearly every rpm.

Chassis and Suspension

Similar to the Aprilia RS 660, the 457′s engine is the main structural piece. The cast aluminum frame (the only one in this class) mounts directly to the engine as does the steel swingarm, exhaust, and footpegs; all in effort to keep the sportbike compact, narrow, and lightweight. Aprilia has gained a reputation for developing a sporty, agile chassis in the RSV4, Tuono 1100, and RS 660. The RS 457 is no different. Chassis rigidity was tuned for track performance, providing razor-sharp handling. While loading the front end on corner entry and stressing the rear tire on corner exit, the chassis doesn’t flex or wallow. Aprilia’s RS 457 gives a firm and planted riding experience. The bike’s compact chassis allows the rider to easily change direction when flicking the motorcycle from one side of the tire to the other. Navigating the tight chicanes of the Italian circuit required merely looking for the upcoming apex and the bike easily followed the rider’s intended cornering arc.

Aprilia’s all-new RS 457 is not the typical lightweight sportbike. Its performance and capability are reminiscent of the Italian manufacturer’s premium offerings, but in a small-displacement package. (Aprilia/)

Suspension components consist of a 41mm inverted fork with preload adjustment offering 4.7 inches of travel and a monoshock with preload adjustment providing 5.1 inches of travel—no damping adjustments to be had. Stiff suspension action was an Aprilia design goal for sporty riding. Both on and off the throttle the bike doesn’t upset the chassis front to back, making for a very stable machine. On corner entry, the front end provides plenty of holdup and feedback letting the rider know exactly what the traction level is at the front wheel. Staying on the brakes hard into an apex, the suspension never felt busy or overloaded despite its lack of adjustments.

The Aprilia RS 457′s front end utilizes a 41mm inverted fork and a 320mm disc with a four-piston ByBre caliper. (Aprilia/)

The brake system utilizes a single 320mm rotor with a four-piston ByBre caliper up front and 220mm rotor with a dual-piston ByBre caliper at the rear. Aprilia said it experimented with dual discs and calipers on the front end but ultimately went with a single-sided system to reduce the gyroscopic effect on the front wheel. Aprilia claims this decision reduces rotating forces by roughly 15 percent. A sharp response encourages leaving braking late into a corner, and the suspension’s taut damping allows the rider to find their max braking potential lap after lap without drama. Not once during our time circulating the track in Modena did the components diminish or fade in performance. There is no vagueness or squishiness from the brake, fork, chassis, or axles. The entire front end has a sharp, consistent response.

Electronics

Designed with the rest of the RS lineup in Noale, Italy, even the little 457 benefits from technology and innovation learned in GP racing. Aprilia was the first manufacturer to introduce an electronic throttle to the GP grid. Now, the RS 457 receives the same technology, granting the bike three ride modes (Sport, Eco, Rain), three levels of traction control (ATC 1, ATC 2, ATC 3) as well as off, and two levels of ABS (1: ABS active on the front wheel; 2: ABS active on both wheels). Ride modes and traction control can be adjusted on the fly, delivering a racebike experience, on or off the track.

The Aprilia RS 457 comes equipped with a 5-inch TFT display with fonts and layouts similar to the RS 660 and RSV4. (Aprilia/)

A majority of our time riding Autodromo di Modena was spent in Sport mode with rear ABS deactivated (ABS 1). Each ride mode has dedicated parameters that can be adjusted, with all three modes utilizing ABS 2 as the default. In order to deactivate rear ABS, the rider must come to a full stop. On the racetrack, Sport mode provided the most aggressive throttle response allowing the RS 457 to pull strongly off of a corner. ABS 1 allows the rear tire to skid and slide into an upcoming corner. Not only did this let us find the maximum braking potential of the rear tire, but provided tons of fun screeching the tire lap after lap into turn 1.

We had the privilege of running Pirelli Diablo Supercorsa V4 SP tires on warmers during our time on the Aprilia RS 457 instead of the stock Aprilia-branded TVS Eurogrip Protorq Extreme tires. This limited the need for the more sensitive traction control settings, ATC 2 and ATC 3. Spinning laps in Sport mode (ATC 1) the system was never intrusive allowing maximum forward acceleration but still provided a safety net in case the rear tire suddenly broke loose. The system intervened only one time during our ride on the RS 457 in Sport mode from foolishly whacking the throttle open at a ridiculous lean angle after missing an apex and fading off line.

The up and down arrows on the left switch cube allow the rider to adjust ATC (Aprilia Traction Control) on the fly. On the right-hand switch cube, the square button under the start/stop switch allows the rider to cycle through the three ride modes (Sport, Eco, Rain). (Aprilia/)

Experimenting with Eco mode and Rain mode made the throttle mapping and traction control intervention clearly noticeable. Eco mode is plenty strong, but has a slower engine response at low rpm and a slightly more intrusive traction control intervention (ACT 2) than Sport mode. Riding the RS 457 in Rain mode, the throttle response below 6,000 rpm is clearly diluted, but once the engine climbs into the top-end, the power comes to life. Rain mode utilizes ATC 3, the most reined-in setting. Rolling on the throttle off an apex in Rain mode, the power is minimal and the traction control intervention is extreme. Of course in perfect conditions with grippy tires, the additional aid was unnecessary. If riding in low grip situations, the reduced power and increased intervention will certainly be appreciated.

Ergonomics

Aprilia’s RS 457 is a lightweight sportbike; the ergonomics are tight and compact. But Aprilia recognizes the RS 457 has to be comfortable off the racetrack as this likely will be most owners’ only motorcycle. Striking a balance between track performance and road comfort is no easy task. In an effort to create a fairly relaxed sportbike rider triangle without sacrificing cornering clearance and aerodynamics, Aprilia designed the chassis to be slim, narrow, yet somewhat neutral. The rider triangle splits the difference between the aggressive KTM RC 390 and relaxed Kawasaki Ninja 400, according to Aprilia. On the RS 457, clip-on handlebars rise above the fork caps relieving pressure on the wrist. Footpegs are lower than the KTM’s but are brought in toward the center of the machine for improved cornering clearance. Not once did we scrape the pegs on the tarmac during our time riding the RS 457 around Autodromo di Modena.

The Aprilia RS 457 has a 53.1-inch wheelbase, 34.2-inch seat height, and weighs a claimed 385 pounds. (Aprilia/)

As a sportbike, naturally the rider sits in a position that puts the lower body toward the rear of the bike with their upper body stretching toward the front of the machine. But during cool-down laps and entering pit lane, it was noted that the seat has plenty of room near the tank to scoot forward and sit in a fairly upright seating position—something commuters and street riders will appreciate.

Design

With a smaller engine displacement, it is more important to reduce drag for greater top speeds. On what is considered a fairly short front straight at Autodromo di Modena, I was consistently seeing speeds above 160 kph or 99 mph in fifth gear. Strategically placed air ducts are positioned on the fairing to draw hot air away from the rider in an effort to improve comfort.

The 457′s triple-pod LED headlights give the sportbike its iconic Aprilia RS look. (Aprilia/)

Aerodynamics was a big focus during the design of the Aprilia RS 457. A cutout is shaped on the top of the 3.4-gallon fuel tank to allow the rider to squeeze into the bubble for reduced drag on straightaways. A flat contour on the back of the tank is designed to allow the rider to rest their chest on the bike in a tucked position for a moment of rest and recovery. During laps spent without a GoPro on the helmet chin bar, fitting behind the bubble while still being able to see through the windscreen and read the 5-inch TFT display is easy.

Another big point of emphasis when designing the RS 457 was style and appearance. Aprilia wanted the 457 to aesthetically match the rest of the RS line. It wanted the 457 to be unmistakably an Aprilia. Full LED lighting and backlit switch cubes makes the RS 457 fully modern as we enter the mid-’20s. The triple-pod LED headlights give the 457 its signature Aprilia RS face.

Seeking the apex on the Aprilia RS 457. (Aprilia/)

The 2024 Aprilia RS 457 will be available in North America later this year for $6,799 in Opalescent Light and Prismatic Dark. An additional $200 dollars will get you the GP-inspired livery, Racing Stripes.

Conclusion

Aprilia’s RS 457 is the newest entry into the lightweight sportbike segment—primarily targeted at new and beginner riders. Many of the competing models focus on rider comfort and ease of use. Aprilia didn’t neglect those characteristics, the RS 457 is certainly rider-friendly. But as a brand with an impressive racing pedigree, Aprilia didn’t forget its past and future: The primary objective of the RS 457 was to design a lightweight sportbike with class-leading performance that still qualifies for A2 licensing in Europe. The 457cc parallel twin provides an impressive powerband that makes the motorcycle extremely flexible. An aluminum chassis and taut suspension offer razor-sharp handling. And the electronics package is more expansive and adjustable than any other model in the class. Because the RS 457 model is so sporty and capable, new riders won’t quickly outgrow the bike and experienced riders will appreciate the RS 457′s premium characteristics. It’s a win for everybody.

The steel swingarm mounts directly to the engine and the rear brake system utilizes a 220mm disc with a dual-piston ByBre caliper. (Aprilia/)

2024 Aprilia RS 457 Specs

MSRP:	$6,799
Engine:	DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl.
Displacement:	457cc
Bore x Stroke:	69.0 x 61.1mm
Compression Ratio:	10.5:1
Transmission/Final Drive:	Manual 6-speed/chain
Claimed Horsepower:	47.6 hp @ 9,400 rpm
Claimed Torque:	32.1 lb.-ft. @ 6,700 rpm
Fuel System:	EFI w/ dual 36mm throttle bodies, ride-by-wire
Clutch:	Wet, multiplate slipper/assist
Engine Management/Ignition:	N/A
Frame:	Twin-spar aluminum
Front Suspension:	41mm inverted, preload adjustable; 4.7 in. travel
Rear Suspension:	Monoshock, preload adjustable; 5.1 in. travel
Front Brake:	ByBre 4-piston radial calipers, 320mm floating disc w/ ABS
Rear Brake:	ByBre 2-piston caliper, 220mm disc w/ ABS
Wheels, Front/Rear:	Alloy; 17 x 3.0 in. / 17 x 4.5 in.
Tires, Front/Rear:	110/70-17 / 150/60-17
Rake/Trail:	24.1°/4.0 in.
Wheelbase:	53.1 in.
Seat Height:	34.2 in.
Fuel Capacity:	3.4 gal.
Claimed Wet Weight:	385 lb.
Contact:	storeusa.aprilia.com

Source

[YamaHead]

Pretty sweet RS....decent specs....bet it goes well.

[DesmoDog]

I brought one of these home  last week, just in time for ski season to start here in Michigan. It'll be about five months before I can ride it, so for now it's sitting in my basement shop looking for ways to spend my money. 

With 0.5 miles on the trip odometer (total miles still says 0) it's got a Quickshifter, upgraded front brake pads, Upmap unit & reflash,  Swingarm spools, USB port, tail tidy, and various warning stickers removed. Oh sure, you shake your head at that one, but I've removed five so far and have four more to go. Not to mention various barcode labels and an incredible amount of yellow marks that indicate somebody gave that item attention at some point. It will have better tires put on it as soon as the seasonal sales start. Or maybe sooner if I get impatient. 

I even got to break out the 3d printer. In prep for trackdays I've printed a couple plates to capture the nuts on the mirrors so they can be removed without disturbing the fairing. I am also anxiously awaiting the release of an add-on wiring harness to move the front turn signals onto the headlight, like in other parts of the world. Because if I don't do that, I'll still have to remove that pesky panel to get access to the mounting bolts. Come on Aprilia, figure it out. You don't have to make attaching/removing things so piddly. I had an RS-R a few years back they used something like 37 long screws just to hold the airbox lid on. Annoying. 

It may also get an exhaust, another reflash, rear shock, and fork inserts too, but I think those will wait until I've actually ridden. Maybe not. 

In stock USA trim there are five warning labels visible from this angle alone. F'ing lawyers...

 

 

 

 

[Buckster]

270 degree crank as approved by @Pedro.

[Pedro]

56 minutes ago, Buckster said:

270 degree crank as approved by @Pedro.

[DesmoDog]

For reasons that probably aren't too hard to figure out considering my username, the 270 degree crank was a big selling point to me. This bike is WAY off my normal buying habits, that was one detail that helped it make the cut. 

[Buckster]

We are deeply concerned that you removed the warning stickers.

[YamaHead]

4 hours ago, Buckster said:

We are deeply concerned that you removed the warning stickers.

1st thing I'd do after bringing home a new Bike....ONLY reason I have a hair dryer anymore...

[Buckster]

*DISCLAIMER* motorcycleriders.net does not advocate for the removal of warning stickers and considers the practice to be irresponsible and may result in death or serious injury.

[skyrider]

5 hours ago, Buckster said:

*DISCLAIMER* motorcycleriders.net does not advocate for the removal of warning stickers and considers the practice to be irresponsible and may result in death or serious injury.

oh yea

[DesmoDog]

Given the concern regarding the warning stickers, I probably shouldn't go into detail on what effects the ECU reflash will have on the bike, especially in second gear. 

[Pedro]

6 hours ago, DesmoDog said:

Given the concern regarding the warning stickers, I probably shouldn't go into detail on what effects the ECU reflash will have on the bike, especially in second gear. 

Can it cause death or dismemberment?

[Buckster]

9 hours ago, DesmoDog said:

Given the concern regarding the warning stickers, I probably shouldn't go into detail on what effects the ECU reflash will have on the bike, especially in second gear.