Goodwood Festival of Speed: With Aprilia

The Goodwood festival of Speed has been an event I have avidly watched from afar each

and every year since as far back as I can remember. Considered to be ‘The’ car show, it

brings together and celebrates both cars and motorcycles with each year centred around a

main theme of celebration, with this year celebrating the rise of vehicle electrification and

100 years of MG cars.

The first thing to strike me upon arrival is the sheer scale of the show, set in the beautiful and

immaculate parkland grounds of the Duke of Richmond’s Goodwood estate. The centre

piece being Goodwood House of which it’s ‘driveway’ becomes the world famous Hill climb

for duration of the 4 day event.

The decades of organisational experience are immediately apparent. Excellently run car

parks, with WC facilities, water points, free to ride tractor and trailer ‘buses’ for those wishing

to avoid a long walk to their car with seemingly endless numbers of staff, helpers and guides

on hand meant, despite the significant number of people, a swift and painless entry to the

show.

Arriving on the final day of the show I had been lucky to miss the previous days downpours

which were still evident with the wet under foot ground and strawbales, which are used

everywhere as safety barriers within the grounds. The already glorious sunshine was

creating a significant level of humidity to rise as the drying process played out. I had my

fingers crossed the track would be fully dried for my run up the hill aboard the Aprilia RS660

within the last ‘First Glance & Road bike’ parade of the day at 16:25.

This gave me and the family the day to explore as much as we could of the show, which

upon reflection was easily less than 50%. The sheer volume of things on display was so vast

that we only managed to cover that much by only stealing a few moments at the more

significant vehicles and displays. There seemed to be an endless supply of jaw dropping,

historical and often famous racing cars and motorcycles interspersed with the actual

racers/superstars moving around the grounds in between signing autographs and partaking

in selfies . The atmosphere of the show was joyful, everyone else also seemingly in their

own living automotive daydream.

As luck would have it our timing to the start line viewing area coincided with the formation of

the ‘Grand Prix Motorcycles 75 years of racing’ batch. It seemed surreal seeing so many

stars, both rider and bike, together. I’ll never forget seeing Giacomo Agostini sitting astride

his MV heading the pack and holding centre court with riders like Freddie Spencer, Mick

Doohan, Kenny Roberts (Senior & Junior) and many many more all aboard their bikes.

The unique nature of having a hill climb at the heart of the show is the final hammer blow

against all other car shows and is why the Goodwood Festival of Speed has and will never

be bettered. It’s one thing seeing the cars statically, but that only tells part of a vehicles story.

Only by seeing, hearing and smelling the vehicles being driven in anger up the hill can you

really begin to understand how special and important they each were in their relative time.

The experience alone of the hill climb is worth the price of admission. The excellent

commentary and video links complete the experience.

During this viewing time I admit to trying to pick up as many reference points as possible. As

always the transition from high tv viewing angles to ‘in person’ eye level view revealed a

track width which makes Cadwell park look like Silverstone, itself lined by rather hard looking

5ft high strawbales. The surface, although still damp looked in great shape (as you’d expect

being the Lords ‘driveway’). It also seemed devoid of any cambers with straight edges that

dropped off to grass or in most cases tore up mud where the cars would ‘hook’ a wheel on

corner entry in an attempt to carry as much speed as possible during their all important

timed shootout run.

The shootout being the main event with several heats held each day is one of the most

coveted trophies in motorsport racing. The shootout attracts drivers both past and present in

varying vehicles from all sectors and eras such as formula one, rally cars, supercars, le man

cars, electric cars and often one off ‘unlimited budget’ prototype cars as manufacturers seek

to secure the right to claim ‘Goodwood Festival of Speed Winning Vehicle’.

The 2022 winning car, although not officially competing in the shootout this year, still put on a

winning display and it was something truly special to see. The McMurtry Spierling all electric

fan hyper car which utilises, among other things, a downforce on demand fan system which

can produce upto 2000kg of downforce and looks like a Scalextric car, carrying so much

speed and agility it looked computer generated. The Fans producing a rooster tail of dust

and track debris behind it as though it were being driving by Dick Dastardly himself

sabotaging the track behind.

This year was no exception and with the Electric vehicle theme’ saw Ford return with a very

reworked and upgraded Ford Supervan 4.2 going up against a selection of vehicles ranging

from Travis Pastrana 860bhp Subaru GL Wagon Gymkhana Hoonigan complete with active

and independent braking and turn enhancing aero flaps to a 1976 Lotus 77 Formula one car.

I’ll stop short of revealing the results if you don’t already know and would thoroughly

recommend seeking out the videos of these online, which are all available from

www.goodwood.com

As always the day flew by all to quickly and it was time to get changed into my riding gear

which was duly inspected and passed by the scrutineer. As a grateful guest of Aprilia for the

day I’d had the choice of riding either of the two motorcycles they’d put out for the hill climb

this year. The RSV4 1100 and its smaller sibling the RS660. Having ridden the RSV4 1100

earlier this year I must admit the draw to ‘all out’ horsepower was strong as always but the

allure of finally getting to try the class leading middle weight twin that has made considerable

waves both on the road and within multiple racing disciplines since its launch was stronger.

Sitting astride the 660 for the first time its apparent that although they share a similar familiar

appearance the overall riding position is much more relaxed, with above the yoke clip-ons

sweeping back at a comfortable width although still wider than most of its sector rivals but

narrower than its bigger brothers. The extra width of which being a requirement for the extra

weight and power of the 1100 would be overkill on the very narrow and light feeling 660. The

clip-on tubes although swept back do align with the top yoke which is perfect for keeping that

all important font end connection when riding and again point at a more sportier intent than

say its latest sector competitor, the Suzuki GSXR-8R which has its clip on tubes

considerably offset behind the yokes, resulting in some loss of feeling from the front end.

The footpegs are lower and further forward than the RSV4. However still at the racier end of

the middleweight sector spectrum but someway off the all out supersport dynamics of the

Yamaha R7. The overall riding position does take me back to the RS125s the 90s and early

00s which for all those who started their motorcycling journey on is by no means a bad thing.

Once past the difference in dynamics the similarities between the two models begin to come

to the fore. Having previously spent time learning how to navigate the RSV4/Tuono menu

and settings, the switchgear, dash and user interface are familiar. The quality of the general

components such as the braking system (Brembo), suspension (Kayaba) and tyres (Pirelli)

result in an overall feeling of a model where the choice is more about riding taste than

budget or licensing rules. It has all the right ingredients to be a considered road/track day

choice for riders of all ages, license types and abilities. With a quick shifter and auto blipper

fitted as standard and a full suite of rider aid electronics it covers all the bases.

Finally, it’s time to make our way over to the holding area ahead of our run. The route of

which is ridden at walking pace through the shows various plastic walkways and the

hundreds of people darting around between each of the displays and stands highlighted the

excellent balance and ergonomics of the 660. The more upright riding position commanded

better visibility and lighter, quicker responses to the direction changes required to avoid

hitting the latest person deciding to suddenly stop or dart in front of me despite both the

warnings from the walking escorts and the sound of both mine and the other bikes within our

group. A light easy clutch, good part throttle fuelling and the as expected Brembo braking

feel made the experience fun, something I’m not sure the following rider RSV4 rider may

have been experiencing.

With all participating motorcycles still showing evidence of the previous days rain, namely

mud covered tyres any remaining hope of being able to fully commit to a fast run up the hill

were dashed upon arriving at the still wet and muddy holding area, topping up the already

muddy tyres.

With the last timed run of the event being just before our turn, the ante had well and truly

being upped. With each driver fully committed to utilising the experience gained over the

weekend to push for one last ultimate time in a bid to win the much-coveted event.

Unfortunately, this saw 3 crashes in succession pushing our start time further and further

back.

Eventually it was finally our time and I was lined up on the start line waiting for the light to

turn green. I’d already tried an obligatory burnout to get some heat in the rear tyre but was

fully aware the front was both covered in mud and stone cold.

Adjusting the rider suite beforehand I had settled on Wheelie control off. Level one traction

control (just in case) with rear ABS off. My thought process being to hide my lack of

confidence in cornering I would mask it by pulling wheelies and skids but still with the safety

net of front ABS and traction control as very real visions of falling on my face ran through my

mind during that long wait in the holding area.

This all further cemented my choice in the 660. The RSV4 1100 with its weapon grade

200bhp and serous race ergonomics, had the conditions been perfect would certainly have

been the fastest and more visceral tool for the job. However as with life, very rarely is

everything perfect. The 660 however has a much broader operating window and staring up

the track waiting to go I was pleased to be on the smaller of the two.

Choosing to slip the clutch more than usual off the line to try avoid spin the 660 revved up

quickly and with less vibration than I was expecting. Once the revs had built to where I felt

the torque was sufficient, I went for a clutched-up wheelie and the 660 duly obliged. Result.

However, as the revs rose to peak torque, the rear spun up which in turn kicked in the

traction control dropping the front. This gave the feeling of a much more violent spin as it

kicks in and out. Note to self ‘the grip is worse than you thought’. During this the first corner

was approaching fast, time to slow down. Using both the front and rear brakes the 660

responds brilliantly as I round the first corner at what feels like walking pace. To mask the

shame another wheelie was called for and although held for longer this time the end result is

another loss of traction.

The remainder of the run is spent messing about with wheelies and skids for the crowd until

past the much warned about ‘Molecomb’ corner. An unsighted entry left hand corner which is

the scene of many accidents. So much so it’s the only part specifically mentioned and

warned about within the drivers briefing.

After this point the track is a bit more open and faster, with less spectators. Here I got to rev

out the 660 through the gears, navigating the wet patches under the tree covered sections

whilst cursing at the massive changes in visibility. The intense sunlight on the open sections

being managed by my dark visor being traded to almost no visibility in the wooded sections.

The speed of the light changes creating a strobe like effect at points certainly added to the

intensity and admittedly induced enough concern to back off considerably as I approached

the famous flint wall which jutted out all to quickly as I tried to remember whether it was a left

right or right left corner approach.

As well as the changes in light and visibility the sensation of speed was magnified

considerably by hay bales and walls which lined the track. This had me further in awe of the

skill and control of the drivers that attack the climb at full pace each year.

Once at the top drivers and riders were greeted with bottles of water and had the option of

further refreshments from the Top Paddock café and viewing area. With large screens and

the interviewing tv crew it was good fun watching the last of the events vehicles making

there way up the hill and various drivers being interviewed about their experience.

For the return journey we would all be going down as a train together. For this I had decided

to turn off the traction control completely not only to hopefully avoid the abrupt cut to any

wheelies but also to allow burnouts should the opportunity arise, of which they duly did.

The ride down was almost as fun as the ride up, with not only the bikes but also many of the

cars messing about for the crowd. It was great seeing so many children and teenagers all

waving and pointing not only at the cars but at the bikes, signalling for more revs, a wheelie,

a skid etc. All of which will no doubt make a lasting impression on them, just as it did for me

when I was their age and saw those things. I was surprised and pleased to see how much

attention the RS660 drew, from being on display at the Aprilia stand, riding through the

crowd to the holding area and during the slower descent down the hill. The largest

contingent was certainly the mid teen to mid-twenties, giving their mate, partner, family

member a tap and a nod in its direction.

A strong sign that the RS660 has delivered on its design brief. A motorcycle that would not

only provide a stepping stone from the RS125 to the RSV4 but would also bring people into

the world of motorcycling. Either those that perhaps had an RS125 back in their younger

days or those that have always considered taking their test but never made the jump.

My own conclusion from my brief experience is that the RS660 is a fantastic blend of

accessibility and performance. It was the perfect tool for the job. It has enough power and

speed to be exciting yet enough finesse and control (both mechanically and electronically) to

protect and inspire confidence in the less experience. The linear power and throttle

connection was excellent, which showed in being able to instantly do everything from sub

walking pace riding to pulling a wheelie within metres of getting upto speed.

These things all point to a capable motorcycle that should be really good fun on the varying

uk roads. This wasn’t necessarily what I was expecting after watching its success on track.

It’s unusual for a motorcycle to excel at both disciplines so I was therefore expecting the

RS660 to be potentially too focussed for the road and that certainly isn’t the case. Based on

my experience of riding its sector rivals it tops my list as the bike I would chose if I not only

had to ride it to and from a track, but also on the track day.

With both the show and my time on the RS660 at an end I was left with a bucket list item

well and truly ticked and plans already formulating on spending more days at the event next

year in order to see as much as possible and also in the intervening time to fully road test

the RS660.

Thank you to Aprilia UK for the opportunity and to organisers of the Goodwood Festival Of

Speed for creating one of the greatest automotive shows on earth of which I would

thoroughly recommend you visit at least once in your life.