2023 Aprilia RS 660 Trofeo Review [Laguna Seca Tested]

September 27, 2023

Race bikes are undeniably special. With no street-legal considerations to spoil the fun, the sleek, uninterrupted lines of track-ready bodywork give a glimpse into a designer’s idyllic vision, one that isn’t weighed down by lighting, turn indicators, mirrors, or frilly creature comforts—pure, uncompromising performance. Any would-be speed merchant is captivated by the litany of go-fast parts that all report to lap times, first and foremost. That’s a dramatic take about the why behind it all, I admit, but the fact is a factory-built racebike like the 2023 Aprilia RS 660 Trofeo is pretty damn cool, no matter how many ten-cent words we throw at it.

The idea of a turn-key, or more accurately, push-button track bike is a bit of a throwback to a time when manufacturers pushed to pack racing grids with their brand name, especially back in the two-stroke era. Aprilia’s closed-course-only RS250 Challenge Cup is a famed example, while more recently, the four-stroke RS250 SP has served as a vessel for budding young racers. The resurgence of Twins classes created an ideal environment for the tech-laden parallel-twin-powered RS 660—Aprilia’s middleweight sportbike that undoubtedly raised the bar with its top-shelf features and performance. Suzuki’s SV650 longstanding twins class grasp has ended in the face of the modernized RS 660 and Yamaha YZF-R7.

Strutting out onto pitlane is the Aprilia RS 660 Trofeo, equipped with nearly everything to pass scrutineering in any professional paddock or at a club race. The only thing missing from the $21,000 MSRP is safety wire. Handle that, and you’ll have your shot at winning a trofeo—sorry, I mean, trophy. Riders who want a prepped motorcycle for track days should look in this direction, seeing as few manufacturers play in this niche end of the pool, as it’s a place where boutique Kramer Motorcycles and its growing fleet of KTM-powered racebikes call home.

Converting a production motorcycle for track duty can be a particular kind of torture, though I’m not one to kink shame if that’s what you’re into (I see you, garage mechanics). A bevy of high-quality factory-installed components sidesteps that fuss, beginning with the race-approved matte black bodywork from Cruciata Racing—lightweight and easily removable for maintenance. Fellow Italian outfit Spider Racing provides helpful bits such as a quick-release fuel cap, lever guards, and all necessary crash protection. They also developed adjustable rearsets and true clip-ons to dial in the more aggressive riding position.

The racetrack-tuned suspension comes via the fully adjustable Andreani fork cartridges and an Öhlins AP948 shock. Meanwhile, a full-racing exhaust system by SC-Project joins the party, and a race-spec Magnetti Marelli ECU nets a claimed 105 horsepower out of the 337-pound dry (whatever that means) machine. Chunky, track-spec buttons replace the stock switchgear; thankfully, OEM functionality of the attractive full-color TFT dash is retained. Lastly, all servicing manuals, setup guides, and more are provided with the bike because racing means maintenance.

The RS 660 is imminently capable in both street and racetrack settings, and last we met the mid-sized Aprilia in box-stock form was at Weathertech Raceway Laguna Seca. It only took a few laps to realize that engineers had their eyes on the prize from the get-go, with potential a-plenty brewing in its trick twin-spar aluminum chassis and lively engine. Lucky for us, the Aprilia Racer Days Program is touring with a Trofeo in tow. So, we couldn’t miss the opportunity when the Apes returned to one of their favorite hunting grounds.

[custom_ad_slot align=”center”]

Rolling onto Laguna Seca’s fresh tarmac, there is a seriousness that’s immediately clear—louder, stiffer, sharper, and focused. The 659cc p-twin is raring to go, and its performance gains come from three core additions—a high-flow air filter, an ECU remap, and the sweet-sounding exhaust system. On paper, those tweaks only net five additional ponies over the claimed stock figures, but it goes deeper than that. Throttle mapping is more energetic without becoming snatchy, and that newfound fierceness pairs with richer, fuller power across the entire rev range.

Inviting low-end and midrange grunt is the hallmark of any peppy p-twin. That is underscored in the Trofeo trim, with loads of punchy torque at your disposal. While inline-4s will motor past the twin with greater top-end, and this cleaved-in-twain RSV4 mill will not deliver the same pucker factor as its superbike siblings, the hotted-up 660 is snappy and enticing in a way that they’ll never match. The fun factor is cranked to 11, simply put.

[custom_ad_slot align=”center”]

Launching off apexes and cheeky power wheelies are a snap thanks to all that, and this quick-revving powerplant has higher lung capacity while sprinting down straights, pulling hard to the redline. That 5-6k lull we witnessed on the stock bike? That’s nipped in the bud as only a faint hint remains, reflecting the engine’s natural power curve.

Naturally, the sporty six-speed gearbox and its up/down quickshifter is relied upon heavily at one of America’s most storied and physical circuits. Thinking ahead to its race lifestyle, the Trofeo’s gearbox can be inverted into GP shift, and is recalibrated from the dash. Wicking it up and snagging an upshift is as lovely as you’d like, though the downshift function still hesitates when revs are spiking while braking into slow turns. Oddly enough, the Trofeo-specific literature suggests turning off the autoblipper only and doing things the old-fashioned way. It isn’t too much of a concern between the light slipper clutch and spot-on fueling, though I wish that feature could be ironed out.

[custom_ad_slot align=”center”]

Some fuzzy math puts the RS 660 Trofeo around 375 pounds wet, amplifying the platform’s strong power-to-weight ratio. The naturally agile twin-spar aluminum chassis has a lot going for it, and it’s backed up by fully adjustable suspension with higher spring rates; those attributes start to create a wonderfully maneuverable motorcycle. Dialing in things with J.J. Matters of Suspension Matters meant that the Trofeo was sitting pretty from my initial runs, while a few turns here and there only sharpened its point.

Barreling into the hard braking zone of Laguna Seca’s Turn 2 is hard work for any machine, needing to be supportive while on the binders and slice through the double-apex curve. Thankfully, the Adreani and Öhlins combo delivers that balance, letting the race-spec 660 whip through the technical layout easily.

[custom_ad_slot align=”center”]

Its communicative chassis spoke loud and clear, practically shouting at the rider. Sussing out Turn 4’s ripples or sensing wiggle from a hamfisted input can be felt from the thoroughbred machine. I attribute that to the high-quality suspension, as well as the race bodywork. With no damping materials or a cushy seat to filter things out, you’re getting feedback mainlined. That does raise the question of its riding position, which is undoubtedly committed. Tossing the OEM triple-clamp in the parts bin and fitting uncompromising clip-ons distributes more weight over the front, elevating control and acting as the final feedback touch. At the same time, the rest of the adjustable bits help make the rider one with the Trofeo, as does the shapely fuel tank, which is a superb anchoring point when cranked over.

Rolling into the Corkscrew reveals the hard drive towards Rainey Curve, a high-speed, downhill lefthander that’s as intoxicating as it is intimidating. While we’ve established this machine’s chassis superiority, the supremely sticky Pirelli Diablo Superbike Slick SC1 tires help this narrative along, with a nod to the freshly repaved circuit. The Italian rubber is born in World Superbike, and what’s learned there makes its way into the hands of consumers, from the aggressive profiles to the sheer amounts of grip. Suffice it to say, between the mechanical grip and sticky rubber, you’re well-equipped to hustle on by fellow riders while on the brakes and onto the apex.

[custom_ad_slot align=”center”]

On the showroom floor, the Trofeo’s 17-inch cast aluminum wheels are shod with Pirelli Diablo Supercorsa V3 SC3 tires—formerly known as the Pirelli Supercorsa TD.

If that isn’t enough, the class-leading IMU-supported electronics suite offers lean-sensitive traction control, wheelie control, power modes, engine braking modes, and a pitlane limiter. This isn’t a mere copy-and-paste job. The ECU is calibrated to allow extreme lean angles before intervening. With TC at 2 and WC disabled, the chassis shined through and never let me turn a wheel wrong. What’s more is the reduced engine braking settings, which certainly lent a hand during corner entry.

[custom_ad_slot align=”center”]

Now, you might be wondering about ABS, and as a track-only bike, that feature is disabled—but it’s still present in the dash settings. The ABS module must remain in place as the rider aids are all electronically interdependent. However, it has been isolated from the braking equation, meaning high-quality steel-braided HEL brake lines are plumbed directly from the master cylinders to the calipers for improved stopping power. Dropping anchor into Turns 2 or 11 is a breeze on Aprilia’s middleweight steed.

There is a certain magic when a rider gels with a bike, and the 2023 Aprilia RS 660 Trofeo, with all of its goodies, is well-suited to create that heady feeling. The punchy, exciting, yet welcoming power is married to a light, maneuverable chassis that is not only ridiculously entertaining but also ready to help you push your limits as a rider. And that, friends, is money well spent, lest we consider that it comes ready to roll with no busted knuckles in your future. Admittedly, Aprilia is playing to a small audience with its track-only machine, and when you’re playing at this end of the pool, things can get pricey. As the saying goes, you get what you pay for, which should have those who spend their days at the track giving the ol’ piggy bank some threatening glances.

Action photography by CaliPhotography and Etech Photo
Static photography by Nic de Sena

RIDING STYLE

Helmet: Arai Corsair-X
Suit: Alpinestars GP Plus V4
Airbag: Alpinestars Tech-Air 5
Baselayer: VNM Sport compression top and pant
Gloves: Alpinestars GP Tech V2
Boots: Alpinestars SuperTech R

2023 Aprilia RS 660 Trofeo Specs

ENGINE

Type: Parallel twin
Displacement: 659cc
Bore x stroke: 81 x 63.9mm
Maximum power: 105 horsepower
Compression ratio: 13.5:1
Fueling: EFI w/ two ride-by-wire 48mm throttle bodies
Valvetrain: DOHC, 4vpc
Exhaust: SC-Project
Transmission: 6-speed w/ quickshifter
Clutch: Wet multiplate w/ assist and slip functions
Final drive: Regina 520 chain

CHASSIS

Frame: Twin-spar aluminum w/ aluminum subframe
Front suspension; travel: Fully adjustable KYB inverted 41mm fork w/ Andreani Factory Cartridge; 4.7 inches
Rear suspension; travel: Cantilevered rebound-damping and spring-preload adjustable Öhlins AP948 shock; 5.1 inches
Wheel: Aluminum alloy
Front wheel:17 x 3.5
Rear wheel: 17. X 5.5
Tires:Pirelli Diablo Supercorsa V3 SC3 (Pirelli Diablo Superbike Slick SC1, as tested)
Front tire: 120/70 x 17
Rear tire: 180/55 x 17 or 180/60 x 17 (as tested)
Front brakes: 320mm discs w/ 4-piston radially, mounted Brembo calipers, radially mounted master cylinder, and steel-braided lines
Rear brake: 220mm disc w/ twin-piston Brembo caliper w/ steel-braided line
ABS: None