Aprilia RS 660 in 2026: Still the Middleweight Streetbike to Beat?

The Aprilia RS 660 quietly keeps dominating real-world riding, even as rivals pile on power and electronics. But is it still the smartest middleweight sportbike buy in the US right now? Here’s what the latest tests and owners reveal.

Bottom line up front: If you want a sportbike that feels like a supersport on your favorite backroad but doesn’t punish you like a track weapon on the daily commute, the Aprilia RS 660 is still one of the sharpest middleweight choices you can buy in the US right now.

Power is usable, electronics are genuinely helpful, and the ergonomics are friendlier than they look. But there are trade-offs: dealer network, pricing versus Japanese rivals, and some long-term ownership quirks you need to know before you sign.

What riders in the US need to know now about the Aprilia RS 660…

Analysis: What's behind the hype

The Aprilia RS 660 launched as a kind of antidote to 1000cc superbikes that are insanely fast on paper but overkill on public roads. Instead of a fire-breathing four-cylinder, Aprilia built a 659cc parallel twin that delivers real performance where you actually ride: corners, city streets, canyons, and the occasional track day.

Most recent US-focused reviews and comparison tests still repeat the same core verdict: the RS 660 is ridiculously fun at legal speeds, with electronics and chassis quality that punch above its displacement. Riders coming off supersports love that it still feels special, while riders coming from naked bikes appreciate that it doesn’t destroy their wrists.

Core specs at a glance (US-spec – approximate, always check a dealer)

Spec	Aprilia RS 660 (US market)
Engine	659cc liquid-cooled parallel twin, DOHC, 4-valve
Power	Approx. 100 hp @ ~10,500 rpm (manufacturer claim)
Torque	Approx. 49 lb-ft @ ~8,500 rpm (manufacturer claim)
Transmission	6-speed with up/down quickshifter (standard on RS 660)
Electronics	Multi-level traction control, cornering ABS, engine braking, wheelie control, cruise control, riding modes
Front suspension	41mm Kayaba USD fork, adjustable (preload & rebound on US models)
Rear suspension	Monoshock with preload & rebound adjustability
Front brakes	Dual 320mm discs, Brembo radial calipers, cornering ABS
Wet weight	Roughly 403 lb (fully fueled; varies slightly by MY)
Seat height	Approx. 32.9 in
Fuel capacity	~4.0 gal
US price range (new)	Typically around low-to-mid $13,000s MSRP before fees, depending on color/edition and model year

Those numbers put the RS 660 squarely in the premium middleweight segment. It costs more than Japanese twin rivals like the Yamaha R7 or Kawasaki Ninja 650, but reviewers consistently note that it feels closer to a baby RSV4 than an entry-level sportbike.

US availability and pricing context

In the US, the RS 660 is sold through Aprilia's dealer network under the Piaggio Group umbrella. Availability tends to concentrate around larger metro areas and performance-focused dealers, which means riders in big states like California, Texas, Florida, and New York see better stock and more color options than small-town buyers.

Recent dealership listings and US classifieds show:

• New RS 660s generally advertised in the low-to-mid $13K range MSRP, before freight, setup, and doc fees.
• Used models (especially earlier years) showing up from the high $9K to low $11K range depending on mileage, mods, and condition.

Because pricing and stock can swing quickly by region, you should confirm current numbers with local Aprilia dealers or official US distributors; do not rely on a single online listing.

Why US riders still care in 2026

The middleweight sportbike space has gotten noisy. The Yamaha R7, Honda CBR650R, and even track-oriented options like the KTM RC 8C have all pulled attention. Yet the RS 660 keeps showing up in comparison tests because it nails a tough balance: accessible power, high-end electronics, and real-world ergonomics.

For American riders, that translates to:

• Daily rideability: More upright than it looks, with a wider, higher bar than supersports. Commuting and urban riding are doable.
• Weekend weapon: Chassis feedback, Brembo brakes, and quality suspension make it genuinely quick in corners, even against higher-horsepower bikes.
• Electronics peace of mind: Cornering ABS, traction control, and multiple ride modes mean you're less likely to get punished by an unexpected wet patch or gravel.
• Track-day ready: Out of the box, it’s competent at track days without the brutal ergonomics of a full-on supersport.

What real riders are saying (social sentiment snapshot)

Scroll through forums, Reddit threads, and YouTube comments, and a clear pattern emerges around the RS 660 in the US:

• Handling & confidence: Owners rave about how quickly they clicked with the bike. A lot of riders say it boosted their cornering confidence far more than heavier literbikes they came from.
• Electronics praised, not mocked: Unlike old-school systems that felt intrusive, riders often say Aprilia's traction control and cornering ABS are "there when you need them, invisible when you don't".
• Engine character: The parallel twin gets described as "punchy," "torquey where it matters," and "way more fun than the spec sheet suggests." It’s not a top-end screamer, but it loves midrange.
• Heat and comfort: Some city riders note that in hot US climates, you feel engine and exhaust heat in traffic. Long stints on the freeway can also fatigue wrists compared with a true upright naked.
• Reliability and dealer support: Many owners report no major issues, but there are scattered complaints about sensor glitches, check-engine lights, and longer wait times for parts compared with Japanese brands.

Riding experience: where it shines, where it doesn't

On a twisty road, the RS 660 feels like it was built specifically for that one job. The relatively low weight, wide bars, and short wheelbase make it eager to change direction. Reviews from US track days consistently highlight how forgiving the chassis is if you're still learning lines and braking points.

The engine offers plenty of shove out of corners without the intimidation of a 150+ hp superbike. You can use more throttle, more of the time, which is exactly what makes it engaging in normal US speed limits.

Where it's less perfect:

• Extended highway slogs: The fairing helps with wind, but the mild clip-ons still put weight on your wrists and neck over long interstate runs.
• Two-up comfort: There’s a passenger seat, but most owners agree it’s best for short hops, not road trips.
• Maintenance access: The compact packaging looks gorgeous, but some DIY riders grumble that basic service tasks are tighter than on Japanese middleweights.

Electronics suite: big-bike tech in a mid-size package

This is where the RS 660 still separates itself. While Japanese rivals have started adding ride modes and basic IMUs, Aprilia's APRC suite remains one of the most complete in the middleweight class.

• Ride modes: Multiple presets for street, sport, and race-style use, plus user-customizable options.
• Cornering ABS: Lean-sensitive braking support, especially valuable on unpredictable US roads and city traffic.
• Traction & wheelie control: Adjustable levels let you tailor intervention, especially helpful if you ride in the rain or on dusty mountain pavement.
• Engine braking management: Lets you dial how aggressively the bike slows when you roll off the throttle.
• Quickshifter: Up/down unit comes standard, praised in most reviews for smoothness at higher rpm.

Most riders never turn everything off. Instead, they tune the system to their confidence level and leave it there. That's a win for newer riders stepping up from a 300–400cc bike, and for experienced riders who just want a safety net on sketchy surfaces.

How it stacks against key US rivals

In current US comparos, the Aprilia RS 660 usually ends up against:

• Yamaha R7
• Honda CBR650R
• Triumph Daytona Moto2 765 (where available/used)
• Higher-displacement nakeds like the Aprilia Tuono 660 or Yamaha MT-09 as cross-shops

Typical verdict themes from US reviewers:

• Versus Yamaha R7: The R7 is cheaper and simpler. The RS 660 wins on power, electronics, and refinement, but you pay for it up front and in potential parts costs.
• Versus Honda CBR650R: The Honda feels smoother and more relaxed, with an inline-four charm and Honda reliability halo. The Aprilia feels more exotic, lighter, and more track-focused.
• Versus bigger nakeds: Bikes like the MT-09 have more outright power and comfort, but the RS 660 offers a more involving, precise sportbike experience.

Ownership, reliability, and dealer reality in the US

Any time you consider a European bike in America, the same questions come up: how is reliability, and where do you get it serviced?

Recent owner feedback and forum threads paint a nuanced picture:

• Mechanically solid for most owners: Many US riders report trouble-free ownership beyond regular service intervals. The engine, when maintained, seems robust for street and occasional track use.
• Electronics and sensors: Some riders mention occasional warning lights or sensor-related gremlins that require dealer diagnostics. These aren’t universal, but they’re not unheard of.
• Parts and wait times: Depending on your dealer and location, special parts can take longer to arrive than comparable Japanese components. Big metro dealers tend to be better stocked.
• Resale value: In enthusiast-heavy markets (California, PNW, East Coast cities), RS 660s seem to hold value decently because demand is strong and supply isn’t massive. In more rural areas, they can be slower to sell.

The Piaggio Group continues to invest in its Aprilia presence in North America, but the reality is that Japanese brands still have a wider service footprint. For many US riders, that’s the biggest practical downside to choosing an RS 660 over an R7 or CBR.

What the experts say (Verdict)

Across US and international media, the expert consensus on the Aprilia RS 660 has stayed remarkably consistent since launch, even as new competitors arrive.

Major pros highlighted by reviewers

• Chassis and handling: Universally praised. Test riders repeatedly compare its confidence and agility to more expensive superbikes.
• Electronics package: One of the most complete and polished in the middleweight class, with real safety benefits.
• Engine character: Strong usable midrange, approachable for newer riders yet entertaining for veterans.
• Real-world ergonomics: Sporty but not extreme, making daily use and medium-length rides viable.
• Exclusivity and design: Feels special in a parking lot full of R6s and Ninjas, with distinctive Italian styling.

Key cons and caveats

• Price vs. competition: Higher MSRP than some Japanese rivals with simpler hardware; you're paying for electronics and brand cachet.
• Dealer network & parts: Fewer US dealers than major Japanese brands; parts can take longer depending on supplier and location.
• Potential electronic niggles: A minority of bikes show occasional sensor or warning-light quirks that require dealer visits.
• Heat and comfort in hot climates: City riding in warm US states can get toasty; the bike is best when it's moving.

Should you buy one in the US right now?

If you want the most bang-per-dollar and bulletproof simplicity, a Yamaha R7 or similar Japanese middleweight will likely make more rational sense. But if you're willing to invest a bit more up front and you have decent dealer access, the Aprilia RS 660 offers something harder to quantify: it feels like a genuine enthusiast machine every time you ride it.

For US riders who split time between canyon carving, occasional track days, and the daily commute, it remains one of the most compelling middleweight sportbikes on sale. Just go in with eyes open about the dealer network and be ready to keep up with scheduled maintenance.

In other words: if the RS 660 has been stuck in your search history for months, the current expert and owner feedback suggest you're obsessing over it for a good reason.

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