If you read my review of Aprilia’s Tuono 457, you’ll know I was already sold on the 457 platform before I threw a leg over the RS. The two bikes use the same engine, same frame, same suspension, brakes, and electronics, virtually everything underneath is identical. On paper, the RS is just a Tuono with clip-ons and a fairing. But in real life, it’s a meaningfully different bike to ride. And having now spent real time on both, I can answer the question I left open in that first review: would I buy the Tuono or the RS?
For me it’s the RS. Without question.
I should mention; I rode these in an unusual order. The RS457 has been out for a few years, so most people comparing the two will be coming from the RS and trying the Tuono. I did it backwards. Tuono first, RS second, which means I’m comparing the RS against a fresh impression of its naked sibling rather than the other way around… Make of that what you will.
The Riding Position: Less of a compromise than you’d think
The Tuono has the more relaxed upright sitting position, that much is undeniable. But I would disagree with any assumption that the RS is a significant step down in comfort. Yes, you lean forward more than the Tuono. But it’s not obscene. I used the RS as a commuter and didn’t once find myself uncomfortable enough that I began counting down the minutes till I could get off it.
What surprised me most in this regard was the seat. On the Tuono, the stock seat was one of my main gripes, a touch too firm, and it pitched me forward into the tank more than I liked. On the RS (with what I’m fairly convinced is the exact same seat) I had no issue at all. My theory is: the Tuono’s more upright position puts more of your weight directly through your backside, so you notice the firmness more. The RS’s slight forward lean redistributes some of the weight onto your wrists, and somewhat ironically, that seems to help with comfort… and that’s not a conclusion I expected to reach.
On The Track
I had the good fortune of getting a few laps on an RS457 at Streets of Willow last year. Just one 15 minute session, but it made a lasting impression on me. I’d been riding a much bigger, heavier bike at the track that day, and the RS felt like a breath of fresh air. Streets of Willow is a tight, technical circuit that doesn’t rely on raw power for fast lap times, and the little RS was completely in its element. Once the tires came up to temperature, I went for it, and I was comfortable enough to be dragging my knee through many of the corners within that single session. That’s a pretty telling first impression.
That track bike also had a factory bidirectional quick-shifter fitted, which comes as an optional accessory on the 457 platform, and it was fantastic. If you’re planning any track time at all, that’s the first thing I’d add to the accessories list.
When it comes to riding fast in the canyons or on track, the sportier position genuinely pays dividends. The bike feels more agile, you can lean it over with real purpose, and there’s a confidence that comes from the clip-on bar setup that I think goes beyond just my familiarity with sport bikes. I felt right at home on the RS in a way that made me want to push harder. I kept up with the boys on bigger bikes and had an absolute blast doing it.
I should caveat here: the RS457 I spent the most time on came fitted with Pirelli Rosso Corsa SPs. Which are significantly sportier rubber than the stock tires. That undoubtedly contributed to my confidence level and grip, so it’s arguably not a completely fair comparison to the Tuono on standard boots. But that’s what I had, so that’s what I know.
The ‘Gripes’
Much like the Tuono, I found the gear shifter needed adjustment from how I received it. Same adjustable linkage, same fix. Adjust once, and you’re done. Just worth knowing you may need a quick tweak before it feels right.
My one real gripe specific to the RS: I kept accidentally switching on the high beams. Like, constantly. Something about the position of the left hand switchgear meant that any time I took my hand off the bar and put it back, I’d inadvertently toggle the high beams without noticing. It’s probably something you’d get used to, and it didn’t affect the riding, but it happened enough times to feel worth mentioning, particularly because I didn’t have the same issue on the Tuono at all.
There is a flat spot in the rev range that I noticed is significantly worse in 2nd gear than any other gear, which really surprised me. It’s not an enormous problem, but any time you turn onto a freeway on ramp and give it full throttle in 2nd gear, you’ll feel the surprising lack of power. Bizarrely, I don’t remember noticing this same issue on the Tuono at all.
The settings menus continue to be slightly unintuitive in my opinion. On the Tuono I dived in and spent time adjusting things. On the RS, I honestly couldn’t remember the button combinations to get back into the settings and didn’t have much interest in reading about it all again. So I just rode the bike as it was. Which, when you think about it, is exactly the point I’ve made previously about features I don’t need. If I’m happier just ignoring them and riding, maybe they don’t need to be there.
One small thing worth noting; the flashing tachometer shift prompt that annoyed me on the Tuono when it would flash even in 6th gear, appeared to be switched off on the RS when I got it. Which is a sensible solution to a slightly annoying feature. Though it does raise the same question I had before. If the user is just driven to turn it off, then it isn’t a feature.
The Shared Positives.
Everything I praised on the Tuono applies equally here. The slipper clutch is excellent and the light, sensitive clutch lever is brilliant and easy to use. I’ve ridden too many bikes where holding the clutch in at a red light is borderline uncomfortable. Not the case here.
The 270 degree parallel twin is a characterful little engine, and while the stock exhaust is a bit muted (unavoidable given modern emissions standards), the bones are clearly there for a great aftermarket sound. There is a flat spot in the rev range that I noticed is significantly worse in 2nd gear than any other gear, which really surprised me. It’s not an enormous problem, but any time you turn onto a freeway on ramp and give it full throttle in 2nd gear, you’ll feel the surprising lack of power. Bizarrely, I don’t remember noticing this same issue on the Tuono at all.
The suspension is firm enough to feel sporty without being punishing. Preload adjustable only. Brakes are more than adequate for a bike of this size. The front ABS is unobtrusive, but it’s nice to know it’s there, and the rear ABS is easily switched off with a single button hold while stationary. Same Sport, Eco, and Rain modes, and I still have the same wish that they’d just call Eco “Street,” because the name undersells what is genuinely the nicer mode for road riding and still delivers the bikes full 47hp.
The Styling
The looks of the RS are, in my opinion, perfect. As far as filling the role of the baby sport bike in Aprilia’s lineup, sitting below the RS660 and RSV4, this bike looks stunningly handsome, and I’m genuinely convinced a non biker wouldn’t be able to tell the difference between this and its bigger brothers. Kudos, Aprilia. The RS is exactly what the Tuono fell just short of being: a bike where the styling doesn’t just fit the family, it nails the role it was meant to fill, and looks fantastic in its own right.
Pricing: A Closer Look, and The Main Problem.
The RS457 sits at $6,799, just $200 more than the Tuono. For a fully faired, genuinely exciting sport bike, that sticker price is hard to argue with.
As with the Tuono though, out the door is a different story. When I added the bike to my shopping cart on my local dealers website, the real number jumped over $9,831! Almost a 45% jump over sticker! On a bike at this price point, that’s pretty hard to swallow. You’re entering the price bracket of a different category of bike.
I already had an issue with the Tuono’s out the door price jumping to $8,811, but the RS sees almost an extra 12% in fees added on to that final price! Ouch.
My Verdict
If you’re purely a city commuter, short trips, stop and go, the odd bit of freeway riding, the Tuono might be the more practical daily tool. But for everything else? The RS has it beat. The comfort compromise is negligible. The wind protection from the full fairing is a real benefit at speed. And the way it encourages you to ride, the way it makes you want to lean it over and find out what it can do is worth every penny of that $200 premium over the Tuono.
I said about the Tuono “this bike is probably 80–90% capable of everything that 80–90% of riders need.” Well this is true of the RS as well… but the RS is the bike that really invites you to push those limits, but it feels safe enough to do so without fear of severe consequences. Because you will use ALL of this bike. You’ll use all its power, you’ll use all its braking potential, you’ll actually use its full capabilities in a way that you never could with a 200hp monster. And that’s a fun feeling despite the occasional straightaway that admittedly will see you begging for just a few more ponies.
But now, similar to how I finished pondering the Tuono 457 by saying “I can’t help but wonder if I would buy the Tuono or the RS with my own money”… well now I have a new question… If I could have this little bike… but with just a bit more power. Well…. that sounds pretty good. So now I can’t help myself eyeing up the RS660, and therefore I’m a hypocrite, because I said from the beginning, that displacement creep is exactly what made little bikes like this become under-appreciated in the first place.
